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H

APPY NEW YEAR! While other publications are focused on testing performance cars we’ve already featured in earlier issues of TopCar, we’re concentrating on higher things, a slew of fresh metal with loftier vantage points and long-travel suspensions. SUVs after all have emerged as the most desirable form of people mover, unseating the hatchback with plastic underwear, otherwise known as the high hatch, or crossover. Where a marque previously covered the off-road ‘niche’ with one model, it has now saturated it with three, four, five, take your pick. Bundubility? Not necessarily so – if the market demands a less practical version with the outward visibility of a World War II pillbox and a roofline that can only accommodate rear occupants of kindergarten height, then so be it. And now we’re seeing the serious SUVification of bakkies too. The Amarok did it first, followed by the Ranger; even the Hilux features a cabin that’s more Camry than Cruiser. And now, with the new Nissan Navara (page 22), the circle is complete and the message is clear. We want the ruggedness on the outside and the comfort within – and it’s working. Just ask the function-over-fashion Isuzu KB, which I’d argue is struggling as a result. Soon bakkiebased SUVs such as the Chevy Trailblazer and Ford Everest (page 46) will give away nothing to their loadbay-bearing siblings in terms of comfort and ride, save for a third row of seats.

We haven’t spent our entire month playing in the dirt of course. Aaron’s done a sensible comparison of the refreshed Mazda3 and all-new Renault Megane (page 32), C-segment alternatives to the stalwart VW Golf and Ford Focus. Then in a fit of silliness we sent Wayne to Greece to report back on Gymkhana Grid, one of the craziest forms of motorsport ever conceived. There he rubbed shoulders with the likes of Ken Block and Petter Solberg, a chap called Buttsy and one called Baggsy. Now he insists we call him Batty, exclusively. Also, he won’t stop smiling. We’ve read his story on page 64 and now we’re smiling too. Go on, have a look.

Sahara from the Atlas foothills - ‘Will they ever find my car keys?’

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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 Peter Frost, Mike Monk, 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 danie.nell@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 JA N UA RY 2 017

72

From Mini to Audi R8 we analyse your convertible options

98

Road tests 32 Renault Megane GT vs Mazda3 Astina Plus 40 Ford Ranger 2.2 4x4 A/T

Jaguar I-Pace: the whole story

Features

8 Insider

46

8 Mercedes-Benz builds a bakkie 10 Mini Countryman: it’s not mini 14 Rallying reverts to Plan Group B

Chevrolet Trailblazer vs Ford Everest

16 The strange world of the SEMA show

Two Yank tanks tango in the Tankwa Karoo

12 Wacky races: trucks that jump high in the air!

56

18 Opinion

Audi Q5 vs Mexican swamp

18 TopCar columnists: Gavin Green & Dieter Rencken

22 First drives 22 Nissan Navara Driven in Morocco 26 Porsche 718 Cayman S Double-serrated and as focused as ever 28 Peugeot 3008 The renaissance is still on 29 Renault Kwid Money for nothing 29 Audi A3 Gets a face-lift, stays classy 30 Suzuki Baleno Quality Indian B-segmenter 31 Kia Sportage Excellent but a tad too pricey

New entry-level Renault is cheap, but is it cheerful?

29 64

Huge horsepower, smoky burnouts, nuked tyres and noise, lots of noise: Gymkhana Grid has it all

Up to our axles in Hotel California country, we try to break Audi’s all-new Q5

64

Drift battles in Greece

Wayne Batty immerses himself in the drift culture that defines Ken Block's Gymkhana Grid

72

Jaguar goes electric

But fans of its earlier work won’t be disappointed by the stunning, Tesla-baiting I-Pace

Rear End 80 Tech

The combustion engine strikes back

83 Gadgets The latest must-haves

84 Our cars

We welcome a Nissan Qashqai and Mini Cooper Convertible plus updates on our Renault Captur, Mazda CX-5 and Toyota Hilux

96 Car sales

October's results: Month up, year down.

98 Segment review Convertibles in the spotlight

114 The TopCar Top 10 Nightmare F1 team-mates

An SUV that performs like a sports car.

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Choose between a 2.2 litre diesel engine that produces 129kW of power and 420Nm of torque, a 2.5 litre petrol engine which delivers 141kW of power and 256Nm of torque and a 2.0 litre that delivers 121kW of power and 210Nm of torque.

And thanks to SKYACTIV Technology, this exhilirating performance requires minimal fuel.

mazda.co.za

M{zd{ mx-5

The impossible made possible.

22352 BLACK RIVER F.C.

M{zd{ CX-5

56 We drive the paint off Audi's new, much dustier Q5

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Discover a world of news, reviews, galleries, videos, opinions and more at topcar.co.za VW UP! VS SMART FORTWO PARKING CHALLENGE

MAZDA UNVEILS GORGEOUS PROTOTYPE RACER

Which is more agile? Radio DJ Tyrone Paulsen and TopCar Editor Calvin Fisher see which supermini is best at turning around in a double garage. VW Up! or Smart ForTwo. Let the steering wheel twirling begin…

I NISSAN NAVARA VS MOROCCO Been there. Dune that. Our editor finally gets behind the wheel of the long-awaited new Nissan Navara.

S MAZDA PREPARING a return to Le Mans? The Japanese car maker revealed a brand-new prototype race car at the recent LA show. Called the RT24-P (for Mazda Road to 24 Prototype), it's set to make its debut at the 2017 Rolex 24 at Daytona in late January. Powered by Mazda's MZ-2.0T,

a 2.0-litre turbocharged unit developing around 440kW, RT-24-P is the first racer to make use of the new Riley Mk. 30 chassis. With Toyota's near win in 2016, Mazda's legacy as the only Japanese manufacturer to win at Le mans needs defending. With Audi gone there's never been a better time to go back to Le Mans.

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EXCLUSIVE COLUMNS Catch the full video here – http://topcar.co.za/ nissan/video-nissan-navara-vs-morocco/

From bicycles to boot sales, check out the TopCar team’s web columns.

TOP 5 DRIVES OF THE YEAR

Get your fill of monthly sales stats and indepth market analysis, all on your laptop or smart device.

911 Turbo Cabriolet Tiptronic (PCCB), 2009, 25,500 km,

macadamia metallic, black/beige bi colour all leather, R1 295 000 Tiptronic S, seat heating, Porsche Ceramic Composite Brakes (PCCB), 3-Spoke multi-function steering wheel in Makassar, cruise control, seat ventilation, Park Assist – rear only, Sport Chrono package, voice control, TV tuner, interior package – Makassar, universal audio interface, Makassar package – extended, instrument dials in Sand Beige, rear section of center console in Makassar, 1 Year or up to 200 000km Service and Maintenance Plan Power: 353 kW (480 hp) • Torque: 620 Nm • 0-100 km/h in 3.8 seconds • Top speed: 310 km/h

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Panamera Diesel

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2014, 18,500 km, rhodium silver, black all leather, R2 365 000

2012, 85,000 km, white, black leather, R595 000

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2015, 25,100 km, sapphire blue metallic, black leather, R1 295 000

2011, 133,650 km, jet black metallic, luxor beige leather, R495 000

2014, 29,600 km, classic silver, black leather, R945 000

INSIDER.

INSIDER

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

Bruiser B alert

You’ve seen it, picked yourself up off the floor and now have questions.

Ray Leathern has answers

8

TOPCAR.CO.ZA | January 2017

ased on the Nissan Navara, Mercedes’ rabbit-outthe-hat X-Class bakkie has a year and a half to go before full reveal in South Africa but details are leaking like the proverbial sieve. Nicknamed ‘Andrew’ in Stuttgart boardrooms (really?), the monster ute will be built by Nissan in Barcelona, alongside Navara and its French twin, the Renault Alaskan. News in the wind is that the final production product will be pretty close to the official concept you see here, while interiors will likely be borrowed from the crossover GLE to add ‘lifestyle’ cred to the loadlugger. Expect an automatic rear window, a coil-sprung live rear axle or optional independent rear suspension. And no Amarok baby engine nonsense here – a six-cylinder V6 diesel and permanent all-wheel drive are compulsory kit a la G-Class. AMG? Count on it. The country’s first V8 double cab in years? Maybe...

CONNECT 4

Space station

MERCEDES PICK-UPS

Think GLE rather than G-Class, a complete departure from the Navara donor bakkie with the accent on sports touring rather than hay bales in Kestell. Heavy emphasis on individualisation, says Merc

Merc’s new X-Class taps a seam of flatbedded strangeness dating back to the war

Amarok, it’s all over now 2016 Mercedes-Benz Concept X-Class

Ignore the concept tag – the X-Class is based on the Nissan Navara and will be appearing 5mm off your rear bumper in March 2018.

Top-spec models will get the GLE’s 3.0-litre V6 and enough torque to power a dinner party.

Bad ideas come in fours 1995 Mercedes-Benz Vario Research Car

Ever wished you could transform your saloon into, say, an estate or a convertible or a pick-up without recourse to a can opener?

No? Oh. Well that probably explains why this Vario Car concept never took off.

Bigfoot Snapily titled ‘Powerful Adventurer’ version’s proper knobblies won’t make the production cut.

Huge 22-inch anthracite alloys likely to be offered as an option (as per ‘Stylish Explorer’ version in the sidebar alongside).

Sand rubber for the Middle Eastern market, SA gets lower profiles

Do cry for me, Argentina 1972-1976 Mercedes-Benz 220 D ‘La pick-up’

This might look like a cut-down W115 saloon – because it is – but the Argentine-built 220 D ‘La pick-up’ is one of Dieter Zetsche’s favourite ever Mercs, apparently. If it’s good enough for the chairman of the board…

Grunt front Massive maw, raked bonnet hide Merc’s latest V6 diesel and petrol units - a Nissanderived 2.3-litre dCi likely to make the grade too

Well, they did lose 1946-1947 Mercedes-Benz 170 V pick-up

The first Mercedes to leave the line when post-WW2 production resumed in May 1946 wasn’t a car but a pick-up, based on the pre-war 170 V – the direct forerunner of today’s E-Class – and powered by a 28kW 1.7-litre four-pot.

January 2017 | TOPCAR.CO.ZA

9

INSIDER.

Y

OU’RE LOOKING AT the biggest Mini production model ever. Cue groans from traditionalists and a few extra rpm on the Issigonis headstone tacho: the new, second-gen Countryman is a full 20cm longer than its predecessor, as it graduates to full SUV status.

That means more interior space (you’d hope so), and a much bigger 450-litre boot. Aided by split ’n’ slide rear seats with tilting backrests, that’s a 220-litre improvement over its predecessor, although still 55 litres shy of the BMW X1 with which the new Countryman shares much of its architecture.

Apart from being the first Mini with decent-sized rear door openings, Countryman: The Sequel will also be the first to feature a touchscreen, and the first to be available as a plug-in hybrid.

Catchily called the Mini Cooper S E Countryman All4, the hybridised variant will pull its front wheels with a 1.5-litre 3-cylinder turbo petrol, and push its rears with a 65kW electric motor. A total system output of 165kW makes for a

surprisingly brisk 6.9sec 0-100kph time and a total electriconly range of 40km, at the expense of a slightly smaller boot to make space for the electric motor, and slightly higher seats to accommodate the battery.

Divided into Cooper and Cooper S trims, the bread-andbutter Countryman models get a choice of 1.5- and 2.0-litre petrol engines and 2.0-litre diesels, with front-drive the norm and all-wheel drive an option across the range. Sat-nav, Bluetooth and cruise control are standard.

The plug-in joins the range a little later, with prices still TBC.

Friends, Romans, Countryman, lend me your BMW X1, which is the same but with a bigger boot and fewer interior quirks…

The only thing that’s Mini is the name The X1-derived Countryman is a fully fledged SUV, and the biggest Mini ever. Can something big still be Mini? By James Taylor

LOOK, NO HANDS Electric tailgate is an option, with touch-free opening and closing.

Also an option: the ‘Mini Picnic Bench’ foldout sill cushion

10

COUNTRY TIMER? Mini hatches get a ‘go-kart’ cartoon; SUV gets a terrain data-logger, gradually growing into a monster truck with kilometres as you reach, erm, ‘Cliff Champ’ status

TOPCAR.CO.ZA | January 2017

‘MINI FIND MATE’ Sounds like a dating app, actually a way of keeping track of Bluetooth-tagged luggage. Forget a bag and the car’s nav can guide you to it

MY, HOW YOU’VE GROWN Longer by 20cm and wider by 3cm than its predecessor, Countryman Mk2 cuts a more angular styling jib than any New Mini yet

INSIDER. They leap high in the air.

Those flimsy fences are about 6m high. Nothing can go wrong

WACKY RACES #1

Stadium Super Trucks 450kW pick-ups with zero grip and mid-air overtakes: where do we sign up? By James Taylor What’s this all about?

Where do they race?

The pet project of former NASCAR driver Robby Gordon, it’s a one-make series for identical pick-up-style buggies with giant wheels, giant horsepower (450kW+) and, most spectacularly, some giant jumps. Imagine a radiocontrolled truck made real, minus the aerial. Type it into YouTube and prepare to lose an afternoon.

Originally in American football stadiums (hence the name), but these days on practically any surface, from dirt arenas to city street circuits supporting IndyCar and Australian V8 Touring Car championships. The latter add a little spice with metal ramps on the straights firing the trucks 6m-plus into the air.

What makes the trucks tick?

Presumably there’s quite a lot of crashing?

Chevy LS V8 engines with three-speed gearboxes, shoehorned into a steel spaceframe chassis teetering on XL suspension. Top speed is around 225kph, and the trucks are designed to hit the ramps at around 112kph. Suspension set-up aside, all the trucks are near-identical, so the racing’s close!

Now and then. With such a tottering centre of gravity (the trucks are 1.82m high!), cornering is rarely conducted on four wheels, usually sideways, and roll-overs are common. One infamous race in Adelaide involved the third-place man crossing the finish line upside down after a botched mid-air overtake.

NEW CAR DEBRIEF > MERCEDES-AMG E63 4MATIC+

1

Since when have AMG cars been allwheel-drive?

Since now. The fastest new E-Class of all sends its considerable power to both ends, with torque-managing tech shuffling twist from AMG’s nowfamiliar 4.0 twin-turbo V8 between the front and rear axles to practically any degree.

12

TOPCAR.CO.ZA | January 2017

2

How much power are we talking about?

In the base E63 model, 420kW and 750Nm; in the top-shelf S version, 450kW and 850Nm. Both are capable of 0-100kph in 3.5sec or less, and can exceed 300kph. Never has the term ‘supersaloon’ been more appropriate.

3

Where can I watch it?

Trackside, you can catch the SST series supporting the Aussie V8 supercar championship down under, the IndyCar championship in the States (the USA’s Formula 1) or, more easily, at stadiumsupertrucks.com.

Or check out a host of videos on YouTube; this is a good place to start: goo.gl/CtXi8M

All-wheeldrive means an end to sideways tomfoolery, then?

Perish the thought.

Activate the standardfit ‘Drift Mode’ (been reading any Ford brochures recently, Merc?) and the E63 becomes purely rearwheel-drive. BMW’s new M5, due 2017, will also be all-wheel-drive.

4

When can I buy one?

First quarter 2017. An estate version will arrive a few months down the line. No official word on pricing yet, but don’t expect much movement from the outgoing E63 model’s list price, with a hefty premium for the ‘S’ version.

Need to top-up?

Engine protection is only one litre away www.mobil1.com The world’s leading synthetic motor oil brand * *This statement is made based on the estimation of worldwide synthetic lubricants demand, Kline & Company, 2010 research results.

INSIDER.

WRC cars are back to their snarling, bewinged best.

This one’s still your gran’s Toyota Yaris, though

Rallying returns to the age of infamy Next year WRC is back with a bang. New regs will make Group B look tame. By Matt Joy

A

SK YOUR NEAREST rallying enthusiast about the glory days of WRC and they’ll land somewhere between the 1970s and 2000s. Whether it’s reardrive Mk II Escorts, the infamous days of Group B or the McRae/Burns era that floats your boat, all will agree that the sport’s popularity has taken a dive in recent seasons.

Thankfully the FIA has noticed and has taken an axe to the regulations to increase speed and spectacle. 2017-spec cars have been tested since April on a variety of surfaces, with drivers reporting big increases in speed and a significant boost in grip thanks to the bigger aero package. In a further boost to the series 2017 will see Toyota return to WRC with an all-new Yaris. The Toyota Gazoo team will be headed-up by legend Tommi Makkinen, and go head-to-head with Hyundai’s new i20 WRC. Citroën has also thrown its weight behind WRC for the 2017 season by ditching its WTCC outfit and developing a car based on the new C3.

A Polo-shaped hole will be left in the sport with VW’s shock last-minute exit. Despite the 2017 Polo WRC being ready, dieselgate has forced cutbacks.

The upside is that Ford, Citroën, Toyota and Hyundai will all fancy their chances after four years of VW dominance.

14

TOPCAR.CO.ZA | January 2017

Aero The biggest increase in stage pace will come from aero changes. Front and rear overhangs can be larger, the sills and rear wing are extended and deregulation of the rear diffuser means more downforce.

Hyundai team boss Michael Nandan says: ‘It works when the ride height of the car is constant. It is worth a bit more because the rear wing is higher but the profile is fixed by the FIA.

Body

Diffs

Power

The cars will look more aggressive, if still clearly related to their roadgoing counterparts. The FIA has relaxed the homologation regs so that any car over 3.9m in length is eligible, but don’t expect an Avensis WRC anytime soon. Minimum weight has been chopped by 25kg. ‘We’re using a carryover platform,’ says Nandan, ‘but in terms of parts 90% is new. Engine and suspension are redesigned.’

Underneath the skin the centre differential can now be of the active variety. That means power can be shifted front to rear and the balance of the car can be tailored much more accurately to the driver’s needs, as well as getting that power down more efficiently. Nandan says this is all about the balance of the car: ‘It makes it easier to drive in the corner, especially to try to avoid understeer.’

The 1.6-litre fourcylinder turbo units remain but the mandated intake restrictor has been enlarged from 33mm to 36mm, effectively mirroring the spec of WTCC racers. Boost remains fixed at 2.5 bar but power will rise by over 25% to 285kW, the highest figure since the end of the Group B era. ‘Depending on the conditions and the surface this could be worth 0.5-1.0sec per km,’ says Nandan.

INSIDER.

What a good idea!

Said nobody, ever, of a Ferrari-engined GT86 or Datsun 260Z with Supra mill. But they’re the kind of blue-sky thinking the SEMA custom show adores It’s an R35 Nissan GT-R on which every (gold) panel’s been engraved by hand. Obviously

LA SHOW

CROSSOVER FEST Alfa’s new mountain pass, Mazda’s CX-5 version 2.0 and Ford’s Kuga-rised EcoSport

Engineered to tackle the real thing Alfa Romeo Stelvio

You always knew that if Alfa built an SUV it would be beautiful, but we bet you weren’t counting on it being able to hit 100kph in 4.0 seconds and top 285kph! Introducing the Stelvio Quadrifoglio – Alfa’s Ferrari-derived 371kW, 2.9-litre bi-turbo V6-engined ‘halo’ SUV. Expect less powerful versions too, though all will feature Alfa’s Q4 all-wheel-drive system.

WORDS: BEN MILLER. PHOTOGRAPHY: MARK RICCIONI

Family face(lift) for little tyke Ford EcoSport

Ferrari-engined Toyota GT86 For all the talk of casual oversteer the standard 86 just hasn’t the grunt to indulge in effortless sideways. While some have looked to tuning and forced induction, serial specials builder and engine swapper Ryan Tuerck has solved the issue of inadequate performance in some style: by dropping in the flatplanecranked Tipo 136 V8 from a Ferrari 458 Italia (419kW and 540Nm last time we checked).

‘Dropped’ would suggest a straightfroward process – the days of angle-grinding and bespoke exhaust and induction systems would suggest otherwise.

Supra-engined Datsun 260Z Chasing Js are fans of the proven resto-mod approach (as perfected by the likes of Singer with their Porsches): enhance the classic lines but banish all the period weediness, slop and the appalling lack of brakes with modern componentry. So into their outlandish Z has gone a boosted Supra straightsix, for the kind of output that’d have the standard rubber spinning until it popped, adjustable coilovers, big Wilwood brakes and even bigger threepiece wheels.

USA-bound EcoSport adopts Ford’s more imposing SUV family face (think Kuga and Edge). The revamp doesn’t stop there; the cabin’s had a complete redesign with the Sync3 touchscreen-enabled dash taking a giant leap forward in sophistication and quality.

Well, that was quick Mazda CX-5

Barely four years after its debut, Mazda has unveiled a secondgeneration CX-5. Mazda hopes its flatter, longer bonnet, pointier nose and sportier proportions, in conjunction with an even more premium and higher-tech interior will facilitate a push upmarket.

16

TOPCAR.CO.ZA | January 2017

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

‘We now miss a Land Rover that wouldn’t look out of place leading a United Nations aid convoy’

A

18

TOPCAR.CO.ZA | January 2017

screen and profile, chamfered corners, the sculptured form. Cubism is replaced by modernism, slab gives way to sleek.

Now I’m quite confident the new Disco will be a cut above the old one and will drive better, thanks mostly to an aluminium body that cuts weight by almost half a tonne.

(Heft was the old Disco’s greatest flaw.) We also know the Disco 5 is spacious and has a host of practical niceties, from nine USB sockets to (ingeniously) folding seats that can be configured using your iPhone. I was worried Land Rover was going to ruin the functionality in its drive upmarket. It hasn’t.

Yet I’ll miss the old box. For over a decade it’s been my favourite Land Rover. It was a unique mix of the best of Range Rover and the classic Land Rover. It was tough, versatile, functional, unpretentious, ready for the rough and incredibly good in difficult conditions (4x4 guru Roger Crathorne once told me it was Land Rover’s most capable vehicle off-road).

Yet it melded this toughness with the comfort, speed and space that made the Disco 3 and 4 a realistic alternative to an executive car, an

REBECCA WILSHERE

S ARCHITECTS discovered long ago, the most efficient shape for accommodating people and their possessions is a box. This is why houses and buildings are mostly box-shaped (unless they are designed by Gehry or Gaudi). Despite car designers’ and journalists’ infatuation with sleekness and speed, it is also true that some of the most characterful and popular vehicles of all time have been boxes. Take the first Volkswagen Microbus (or Camper), especially in its most endearing ’50s and ’60s ‘split screen’ iteration, now loved by surfers and festivalgoers alike.

Or Citroën’s H-van, a corrugated metal box and cubic précis of rural France and café chic. Or look at the Renault 4, possibly France’s most noteworthy small car, two conjoined boxes in style, and as slab-sided as a block of Beaufort.

The Mini is a baby box, and is probably the most ingeniously conceived British vehicle ever, as well as one of the most enduringly popular. It was boxy because space efficiency was an Issigonis design priority. The original Land Rover, which became the Defender, had a simple square shape that helped make it ageless and much loved. Or take the first Range Rover, a luxury box, and still the most iconic Rangie of all.

Boxes come to mind this month, for my favourite modern box car – the Land Rover Discovery 4 – is to be replaced. Its successor was unveiled at the Paris show. The Disco 5 is box lite: note the modestly sloping tailgate (fastback not flat-pack), the raked

MPV, a big estate – or even a Transit van. Its capability bandwidth was enormous. I also loved its design logic, rare in modern SUVs. It was so stand-alone in looks, minimalist, commanding, possibly the greatest modern motoring advocate of ‘form-followsfunction’, so often cited by car designers, so rarely observed. That’s partly why it sold so well for so long, since 2004.

It was the first European car to accommodate seven large adults, all forward facing. Yet it wasn’t especially long, shorter in fact than a Mondeo. Its stadium seating ensured back-benchers got an elevated view.

The boxy shape gave square corners that were easy for a driver to see, the slab sides maximised interior space and improved packaging. The big glazing meant great visibility. It was light and airy, rare qualities in modern cars. The asymmetric split tailgate made reaching into the boot easy and improved rear visibility. The lower tailgate was a good place to stand or sit at outdoor events. It had a single side air vent because only one was needed. Design director Geoff Upex didn’t believe in frippery. (The closely related Disco 4 had more jewellery. It was a better car, if less pure in design.)

One day, will the Discovery 3 and 4 be venerated in Solihull’s most exalted pantheon, alongside the first Range Rover and early Land Rovers? I believe so.

Of course, since the Disco 3’s launch, Land Rover has migrated to the profitable uplands of premium motoring. The character of the cars has changed. Sales have boomed, profits exploded. Yet as they’ve moved upstream, so we now miss a new Land Rover that wouldn’t look out of place in the bush, or leading a United Nations aid convoy through a war torn hotspot.

We must now look forward to the new Defender to fill that role. Who knows, it may even have a boxy shape. tc

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Dieter Rencken TH E F1 CR ITIC

R

EGARDLESS OF WHO wins the title, in the final analysis the 2016 Formula 1 season will be remembered for inconsistencies – but not amongst main protagonists Lewis Hamilton and Nico Rosberg, despite the pair see-sawing their way through to the end. No: inconsistencies came from officials, who often talked left, then walked right.

Conflicting verdicts on track limits provide a classic example: In Austria severe ‘sharkstooth’ kerbs were placed at boundaries; at the next race in Silverstone drivers were warned any breaches would be heavily punished. But in Austin and Mexico various drivers left the track completely, yet were not penalised.

Ditto on-track clashes: In Malaysia Rosberg was penalised 10 seconds after clattering into Kimi Räikkönen, but Max Verstappen damaged Rosberg’s Mercedes by ‘leaning’ heavily on the German in Mexico, yet no action was taken after the stewards decreed ‘no driver was predominantly to blame’.

In Austin Fernando Alonso escaped unpunished despite crashing into Felipe Massa and causing a slow puncture, yet a race later in Mexico the Spaniard and compatriot Carlos Sainz similarly clashed, earning the Toro Rosso driver a five second penalty.

Double yellow flags provide further examples: During Hungarian Grand Prix qualifying Rosberg slowed just enough for double waved yellows to still claim pole position. At the next round FIA race director Charlie Whiting said, ‘The procedure now is to simply red flag [qualifying] every time there’s a double yellow. That removes discussion about how much is “slowing down…” ’ Four races later, the procedure became a guideline, and the sporting code amended accordingly after Sergio Perez was penalised eight grid slots for disregarding double waved yellows during Singapore qualifying!

Now consider comments from drivers and team bosses after recent races. Hamilton: ‘If it’s inconsistent then some people will exploit, while some people may get penalties and may not. It’s just about having very, very clear instructions, consistency.’

Red Bull Racing team boss Christian Horner: ‘[Decisions] remain too open to interpretation. Why was [Verstappen’s] move 20

TOPCAR.CO.ZA | January 2017

any different to Lewis at the chicane in Monte Carlo, or Lewis in Mexico? You are leaving it constantly up to stewards’ interpretation on individual events…’

The root of much discontent amongst fans, the media, drivers and teams alike is what Carlos Sainz calls ‘a lottery’ – which it arguably is. The son of legendary double rally champion Carlos Snr. has an old racing head on 22-year-old shoulders, and puts the issue down to F1 selecting stewards on a rotating basis, with each having his own interpretation of regulations.

Sainz has a point, but what IF a particular permanent team is ultra cautious? Or, worse, gung-ho? Or a stewarding team takes a dislike (or vice-versa) to a certain driver or team? After all, if the human factor is responsible for inconsistency, then it could equally deliver prejudices. Consider what Massa cheekily said after his Austin clash (above): ‘I think [Alonso] has very good friends in the stewards…’

Then there is the cost issue: By the nature of the task, candidates need to be capable and experienced in global motorsport at the very highest level, with skills such as mechanical aptitude, legal interpretation, strength of character, and the willingness and ability to travel intensively to 21 (and increasing) grands prix being primary requirements. A full-time job…

Availability is another factor: Individuals would need to commit to long-term contracts, for changing teams of permanent stewards annually would simply result in inconsistency

from season to season. Finally, how many high achievers meeting the specification are able to take a year out of their lives, then return to their previous jobs?

Given this ‘job description’, remuneration would need to be commensurate with duties – therefore considerable, probably in the vicinity of R5m per annum plus perks, (business) travel costs and (premium) accommodation during grand prix periods, when prices are already inflated. Multiply this by a factor of four (stewards) and there is little change (if at all) from R20m. Who to pay?

The FIA, cash-strapped after former president Max Mosley’s administration sold off F1’s rights to his mate Bernie Ecclestone for a relative pittance, then sank the proceeds in a charitable foundation that operates independently? Commercial rights holder Formula One Management, a parsimonious operation controlled by the notoriously tight Bernie Ecclestone?

Teams or drivers, via license fee increases?

Imagine the outcries when 11 team bosses realise entry fees have risen by R2-million to cover the costs, or when drivers are squeezed R1-million each annually to pay for permanent stewards...

Thus, much as fans and drivers alike call for permanent stewards, their pleas are likely to go unheeded for human, practical and financial reasons, with the current roster format, flawed as it is, likely to remain in place. However, the FIA could and should issue guidelines about what is (and not) permitted, and impose a clear-cut penalty structure – but first the regulations need to be tidied up to eliminate inconsistencies. tc @RacingLines

ILLUSTRATION CAINE SWANSON

F1 2016: the year of inconsistency

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FIRST DRIVES.

FIRST DRIVES Seven new cars driven, starring Nissan Navara, Kia Sportage, Porsche 718 Cayman, Peugeot 3008, Renault Kwid, Audi A3 and Suzuki Baleno

NISSAN NAVARA

Navara vs Sahara

Calvin Fisher was dropped into the land of Bedouins and sand dunes as tall as Sea Point apartment blocks, then given the keys to the new Nissan Navara

S

KY. SAND. SKY. Sand. Repeat often while a guttural turbodiesel mill whirrs contentedly. We’re rolling over the giant dunes of Errachidia, Morocco, making our way through them with little more than the tracks of the Navara ahead of us to navigate by. ‘Keep the engine happy,’ implores our Spanish dune-driving instructor over a crackling walkie-talkie. What he means, it was quickly explained, is keep the revs anywhere between 2500 and 5000rpm during our journey. In the cooled conference centre half an hour earlier, that made a lot more sense than now, embedded into this Sahara dunescape, swatting at flies that seem hell-bent on avoiding the heat the rest of us are baking in. A cool wind also does a fair job of keeping the proceedings manageable. See, at a mildly unhappy 1800rpm our 2.3 litre turbo diesel was chugging along at a fair rate of knots, its 140kW and 450Nm coping well with the soft sand by virtue of a pair of driven axles and low-range tenacity. I didn’t want to disappoint our instructor and former Dakar racer (no, really) so dialled up the revs to a tail-wagging 2600rpm.

Bliss, but nothing short of a raucous handful now. This is the latest iteration

22

TOPCAR.CO.ZA | January 2017

of Navara and this venue was indeed a stage of the Paris-Dakar back in 2006 and 2007 before the world’s toughest race was relocated to South America. Here we’d remain in 4L (four-wheel drive, low range) with the seven speed automatic transmission left to its own devices. This is a much comfier experience than those earlier Nissan Dakar cars would have offered. I refer to Giniel De Villiers’ Hard Body of 2005 and Miguel Prieto’s 1987 Nissan T1 Patrol Wagon specifically, both of which were assembled for us at the conference hall I mentioned earlier, at the foot of the dunes.

Obviously they were meant to inspire, but I don’t think the folks at Nissan could have anticipated the enthusiasm with which we South Africans poured over every metal inch of those ex warriors, each still heavily sullied by the environments they were tasked to conquer all those years ago.

Hardly fallen heroes, that same ol’ Patrol would be driven off after our little skirmish with the dunes. Still, he’ll be envying our air-conditioning, of that I was sure. Eventually, our lot emerges at the sandy summit, where the vibrantly blue sky clashes with an almost white horizon. From this breathtaking vantage, Moroccan villages look like Monopoly boards rendered in

January 2017 | TOPCAR.CO.ZA

23

FIRST DRIVES. shades of brown and almost swallowed up by the desert sand.

The Navara didn’t skip a beat on the climb up. The only time my codriver got stuck was the result of hitting the brakes hard after rounding a peak only to find another driver deeply entrenched in the side of a dune. Right side up, mind you, and nothing that couldn’t be remedied with a shift into reverse and a fevered do-over. Tick, tick, tick, our bronzed Nissan ‘truck’ cools itself off, giving me a moment to reflect.

We had started in the wee hours, in altogether chillier conditions. By the end of the day we’d see over 300km of terrain but the Navara’s new party trick impressed us from the start. But first, those aesthetics.

Do you like it? I do. It’s a sight more revolutionary than the Toyota Hilux’s new clothes and a hell of a lot less divisive. The fact that it’s been circulating the internet and has been on sale in Europe for more than a year means it is by now a very familiar shape. It’s still a midsized truck – don’t be fooled by those muscular arches and strong frontal aspect, that superhero jaw line and larger-than-life grille. SUV-alike style creases along its flanks soften it somewhat but the overall result is perfectly cohesive, the goldilocks blend of machismo and femininity.

Everyone’s going to want this thing. Look into those gaping arches however and you’ll come face to face with that party trick I mentioned earlier. Coil springs.

It’s Japanese so ergonomics are simple but effective. Materials and architecture lean towards an SUV experience

Like a hug from mother

Coils are hardly uncommon outside the bakkie market, yet here, coupled to the new Navara’s multi-link rear axle they’re nothing short of a revelation. This is Morocco and whilst not exactly a road network of pockmarked devastation of India proportions it’s hardly

Multi-link rear axle and coil springs equal comfy ride and decent ability in the sand

24

TOPCAR.CO.ZA | January 2017

dunes with such compliance one could easily be lulled into sleep. That severe corrugation just now? A Swedish massage, my friend.

Everything in between

Morocco is weird, man. There are bicycles everywhere you look, the small towns and villages are absolutely teeming with them and I counted at least a handful in the dunes as well.

The locals are friendly to a fault, surrounding Enthralled by our new game you and begging for Coca-Cola, lanyards and Just an old red of ‘What else can it roll over?’ whatever else you have in your car. They’re bakkie in the we wanted to see how far we incredibly pushy too, and will happily scan the shade? Hardly could push the new interior of your car for trinkets and rarely take suspension. We needed bigger thrills, higher no for an answer. It’s a beautiful place with stakes. We wanted to go majorly off the beaten familiar landscapes I won’t forget it in a hurry track to see what this thing could handle. At and a great test for a South African spec Navara. this point you’re probably dying, thirsting for It’s comforting to learn that the ones we’ll be some information about the cabin ergonomics. getting will come with the high-riding fitment, They’re great. Very Japanese. ‘Get ready to turn endowing it with class-leading ground left up ahead, off the road and into the desert,’ clearance. We’ve been told ours will also come crackled our instructor. Yay. with that little duck-bill spoiler across the Morocco is at the opposite end of Africa, we tailgate as well, ripe for holding paper plates and knew that, obviously, but still weren’t prepared beer cans, if that’s your thing. It might even have for entering the bushy fringe of the Sahara only an aerodynamic payoff but you can expect that to encounter a facsimile of the Overberg. Only to be fairly superficial. As the sun threatens to the desaturated acacia trees and pancake flat set on this corner of Morocco, the heat escapes mountain ranges in the distance, grey-blue the landscape and is immediately replaced with against the light brown sand gave away our a chill. So it’s back into the cabin we climb location. That and the rare sighting of a nomad where we keep the heaters happy. walking randomly in the distance or a local The new Navara is excellent. Nissan seems pedalling his bicycle across the sprawl. We to think so too, and we believe that will drove through dry riverbeds ironically called reflect in the pricing when it is eventually wets or wadis. Makes you wonder how they revealed. An educated guess for our highmeasure the wading depths out here. spec, high-riding 2.3-litre test We crunch over stones, snap the car would be straddling the occasional branch laying across our R600k mark but we’ll know HIGHS path, with zero protest from the Class-leading comfort closer to the release date Navara’s rear axle. It’s only when we which (with more guesswork) LOWS endeavour to cross over heavy I estimate at early February Taking forever to get corrugation that our rear view mirror 2017. That’s for a car here starts to vibrate itself into a blur, imported from Thailand VERDICT remedied somewhat by going faster – initially, but we suspect you’ll Elegant lifestyler good you know, keeping the engine happy? I be able to buy a locally built for the rough too hate bandying about clichés like ‘SUVNavara as soon as 2018. like ride quality’ but damnit if it doesn’t Watch this space. tc possess just that. I am totally impressed. @Calvin_Fisher In fact we rolled over those Sandton. It’s not even the Eastern Cape. Still, the Navara wafted over rut and corrugation as though they’d been carved out of butter. Maybe it was boredom, maybe it was curiosity but at some point we decided that the gravel curbs alongside the roads were fair game and stuck our right side wheels onto them, while the left pair rolled over asphalt. There was a barely perceptible difference in the surface, impressive.

Nissan Navara 2.3 Double-Cab 4x4 > Price TBC > Engine 2 300cc in-line 4cyl twinturbodiesel, 140kW, 450Nm > Transmission seven-speed auto, four-wheel drive > Performance 10.8sec 0-100kph, 180kph, 6.9ℓ/100km, 183g/km CO2 > Weight 2 006kg > On sale Q1 2017 January 2017 | TOPCAR.CO.ZA

25

FIRST DRIVES. PORSCHE 718 CAYMAN S

Stuttgart.

What have you done?

Automatic PDK gearbox the option almost every South African will choose. A shame when the manual is so tasty

Porsche’s gone and turbocharged its Boxster/Cayman pairing, but have they blown it? Calvin Fisher decides

5

turbo is good for 220kW and the S makes 500. 6250. 7 000RPM and 257kW, it’s the torque that’s the great equaliser upward. The sonorous flat six with 380Nm playing 420Nm. As for a cosseting screamed as I tore up Franschhoek Pass, leaning onto sensation, with the roof up the Boxster may as well be a tin-top Cayman. There’s a serious the Cayman’s brake before amount of German engineering at play here for tucking its nose in with a driving experience on par across a range, enviable precision. I tickled the don’t even waste your time hunting for scuttle left paddle to dribble down through the gears shake. Rather enjoy the familiar cabin, still a just to elicit tiny, delectable howls all the way leathery and ergonomic masterclass. from fifth gear to second, the kind of noise Visually, well you’re not going to mistake it for that manifests like playful fingers running up a TT are you? Or an F-Type, Mustang, and down your spine. But that was last year. anything really – it’s the classic Porsche profile.

Stuttgart. We have a problem.

Where there once was six, now there is four. If anything you’ll confuse it for the car it replaces. Seems the 911 styling department was Four cylinders arranged in a flat formation reminiscent of a Subaru WRX, but minus the consulted here based on the minor updates, most notably the black strip that runs between bumble bees. Instead you get a Volksie flutter the tail lamps. Still, there’s purity here, a at low revs, and a turbo-enhanced drone all distilled Stuttgart essence that remains in the the way up to the less substantial redline. metalwork, good since it’s been lost in the Sure there are moments of aural drivetrain. Having said that, Porsche’s PDK entertainment as the needle climbs, helped double-clutch eight-speed transmission makes further by activating the sports exhaust’s a strong ally to the new engines, infallible in butterfly valves, but gone is that purity of manual and automatic modes. Add to that once pitch of the old car. Mind you, this one comes again one of the best helms in the motoring with great big helpings of torque. And that’s realm and the end result is pure mechanical excellent also. harmony.

A better place to start perhaps is that name, It goes like this. ‘Braaarrp’ your way to the 718 enunciated thusly, seven eighteen – a next turn climbing cogs as close to the red as nomenclature to evoke memories of Porsches you may. The more the merrier, you’re making from a more classic era. It is the headliner for music here after all and if it the sub-911 sports car whether sounds good now it will sound with roof (Cayman) or without even better when the gears are (Boxster), with the latter now HIGHS relinquished going the other way. finally coming at a premium as Familiar peerless The Cayman and its topless opposed to the other way around. quality, immediate sibling have always been Both derivatives of 718 come in responses remarkably easy to drive, this is plain and spicy ‘S’ configurations LOWS no different as you’ll have which at launch takes the tally up Pap sound established after your first corner. to four. I managed to drive all of VERDICT We’re not driving for speed this them back to back and at great Excellent, just no time however, this is for drama as pace and would you believe, longer exceptional the turn looms ahead. Climb on there’s very little between them? the brakes, set up your line and While the base unit’s 2.0-litre

26

TOPCAR.CO.ZA | January 2017

UP AGAINST BETTER THAN Audi TT RS (just) WORSE THAN BMW M2, for all-out driving intoxication WE’D BUY The last of the flat-six Caymans and score a classic

start counting off the cogs, fifth into fourth ‘hummmmunun’, a lamentous noise as the revs spike momentarily before surrendering to gravity, then again into third and second.

You’re trailbraking for a moment as you point the nose at the apex before steadily opening the throttle, sight the exit, then pin the pedal and proceed to pour on the full reserves of the Cayman S’s powerplant.

This is no revelation, the new car is faster than the one it replaces. Going with this Porsche 718 Cayman > Price R854 000 (Boxster: R868 000) > Engine 1988cc flat-four turbocharged, 220kW @ 6 500rpm, 380Nm @ 1 900-4 500rpm > Transmission seven-speed PDK dual-clutch automatic, rearwheel drive Suspension MacPherson strut front, MacPherson strut rear > Length/width/ height 4 379mm /1 801mm/1 286mm Weight 1 365kg > Performance 4.9sec 0-100kph, 275kph, 6.9ℓ/100km, 158g/km CO2 Porsche 718 Cayman S > Price R934 000 (Boxster S: R947 000) > Engine 2 497cc flat-four turbocharged, 257kW @ 6 500rpm, 420Nm @ 1 900-4 500rpm > Transmission seven-speed PDK dual-clutch automatic, rearwheel drive Suspension MacPherson strut front, MacPherson strut rear > Length/width/ height 4 379mm /1 801mm/1 284mm Weight 1 385kg > Performance 4.4sec 0-100kph, 285kph, 7.3ℓ/100km, 167g/km CO2

controversial format has also made the Cayman and Boxster line-up more environmentally friendly as well. And let’s be honest, the marque has a (convenient) history of flat fours to roll out just for this occasion to appease us all. I won’t pretend that I won’t miss the old engine however, in a scenario that plays out a lot like when the BMW M3’s V8 reverted to a straight six, but on that occasion it was a return to form, albeit enhanced with turbo technology. This is different somehow, lamentable. We’re not upset Porsche, just disappointed. Luckily it’s still a brilliant machine. tc @Calvin_Fisher

The last time you’ll see this many buttons in a Porsche, if the new Panamera is any clue

FIRST DRIVES.

PEUGEOT 3008

3008: a space odyssey This month’s roomy new Peugeot SUV is a bit of alright, actually

I

t’s probably long expunged from your memory, so take a second to recall the previous 3008. Looking more like the box your last car came in it sacrificed everything, including any visual merit, for the sake of space. It will not be missed.

The new 3008 is part of an avalanche (for want of a better collective noun) of SUVs to Smoky glass panel reminds come from Peugeot; five in the space of a us of a 1970s coffee table. year in fact, but the compact 3008 will make Driving experience reminds us of when Peugeots were the biggest noise. last this good Looks are almost everything in SUV town and the 3008 is appealing. Tall and chunky another small steering wheel, which will are a given but there’s some pleasing either suit your tiny paws or leave you detailing thrown in, with the nose made up longing for a VW Caravelle. It all hangs of slashes and strong creases, the rear hiding together well, the driving position suiting its lights behind a blacked-out panel and the the layout better than in other Peugeots, and roof curving neatly towards the it’s clear they worked hard to tail. We’d probably swerve the make it feel special. Premium HIGHS ‘Coupe Franche’ two-tone paint might be pushing it, but it’s Drives like a Peugeot should finish though, which looks as if certainly a cut above. the spray boys knocked off an You’ll justify the 3008 over its LOWS hour early. regular hatchbox cousin on The Driver Sport Pack, which is dafter Hoik yourself inside and you’ll space, and there’s plenty to go than it sounds find Peugeot’s i-cockpit, a large around. That i-cockpit business 12.3-inch display instead of means a good view out, while VERDICT instruments alongside a pokeable Drive before you headroom isn’t hurt too dismiss it 8-inch screen to manage dramatically if you opt for the everything. It also means sunroof. It’s a bit tighter out back 28

TOPCAR.CO.ZA | January 2017

Peugeot 3008 1.2 PureTech 130 S&S Allure > Price Not yet > Engine 1 199cc 4cyl turbocharged petrol, 96kW @ 5 500rpm, 230Nm @ 1 750rpm > Transmission 6-speed manual, front-wheel drive > Performance 10.8sec 0-100kph, 188kph, 5.4ℓ/100km, 124g/km CO2 > Weight 1 250kg > On sale March 2017

with the sensuous curves of the roof eating into headspace, and rear feet won’t slot under the front seats, but if you’re loading it up with kids they won’t complain.

Where the 3008 might win you over – particularly if you plan on getting behind the leather shirt button yourself – is how it drives. Let’s be clear, this isn’t a 308 on weekend manoeuvres, but once wound up its balance and composure is a step above the class standard. You’ll end up catapulting your shopping around the boot and clearing up child vomit for days, but an SUV that relishes being hurled about is a rare treat indeed. Peugeot deserves a pat on the back for remembering even parents have souls. tc MATT JOY.

R

ENAULT WAS HARDLY beltand-braces sure that Kwid would work in South Africa, but they’ve swallowed their misgivings and released the little Indian anyway.

You can understand their reticence; one airbag, starless safety ratings in India, crumple zones like a milk carton, an engine meant for inner city sorties. Certainly Kwid didn’t shout ‘import me’, but then neither did the Datsun Go and that’s doing just fine.

The bottom line is affordability - at R120k for the Expression and R130k for the Dynamique, it is certainly that. Your money buys five doors, 999ccs, three cylinders, no turbocharger, skinny little 155/80 R13s, 180mm of ground clearance and 16.7 seconds to think about the upcoming 100kph that is just 40kph shy of its top speed. While you’re waiting to get there, there’s plenty of time to look around. The digital speedo ahead is as big as the car is small, the infotainment screen (on the Dynamique model) allows for Bluetooth and sound and the seats are comfy if narrow, as is the car generally, narrow and tall, which translates to Challenging, capital C, in cross winds. Your money won’t buy you toggles to adjust your rear mirrors, lifts for your parcel shelf or a place for your left foot, but it will afford you three glove boxes and 300 litres of load capacity.

Out on the road journeys are planned carefully if progress is to be anything but lollygagging. Blame the triumvirate that hinders advancement – engine, steering and gearbox – the one gruff and obstinate, the other vague to the point of worrisome, and the last slow. Attempt an overtaking manoeuvre and things get stressful. The little one-litre battles gamely on, but offered

AUDI A3

Fine tuning

No infotainment screen in the Expression, digital speedo standard

the resistance of a gradient or head wind and it flags, even two-up at the coast. Out on the highway – where it should preferably not be allowed to play for long – it will wring 140kph out of its plumbing but is neither fun nor satisfying, the threat of air conditioner induced lag ever constant.

Ultimately Kwid – which should be fun and funky (think Picanto) – ends up being tiring and stressful by dint of the constant demands being made on the driver.

Truth then to power – a smart but shortsighted move, Renault. Possibly it will sell in container loads, but so what? What price brand devaluation, just at a time when Renault’s stock is doing very nicely indeed, basking in the spotlight of new Captur, Clio and Kadjar? Save up and buy a nice Sandero, you’ll thank me. tc @pefrost Renault Kwid Expression > Price: R119 900 > Engine 999cc 3cyl petrol, 50kW @ 5 500rpm, 91Nm @ 4 250rpm > Transmission 5-speed manual, front-wheel drive > Suspension: MacPherson strut front, torsion beam rear > Length/width/ height 3 679/1 579/1 478mm > Weight 693kg > Performance 16.7sec 0-100kph, 140kph, 4.7ℓ/100km, 112g/km CO2 > On sale Now

Money for nothing Renault’s entry-level city car trades features and safety for affordability. Call it the Go Principle. By Peter Frost

RENAULT KWID

Mid-life update for Audi’s ‘posh Golf’

T

HERE WASN’T much wrong with the A3, which explains why this mid-cycle refresher is so deliberately subtle.

Spot one by its notchier headlights, reprofiled grille, bumpers and bonnet.

Those A4-esque Bi-xenon headlights can be optioned up to LED or even Matrix LED with flashy dynamic turn signals.

A revised engine line-up starts with a 1.0-litre three-cylinder turbo producing 85kW and 200Nm. More powerful and efficient than the 1.2 TFSI it replaces, it hits 100kph in less than ten seconds.

Next is a 110kW, 250Nm 1.4 TFSI. Fuel-saving Cylinder On Demand tech shuts off two cylinders under light engine loads. A 140kW 2.0 TFSI is the ‘sleeper’, hitting 0-100kph in just 6.7sec while the real-world efficiency champ is the brilliant 105kW 2.0TDI Stronic.

Heading the range (for now) is a 228kW S3 – the increase down to SA’s reclassification as a medium hot weather country. All are stars but the 1.4 TFSI is the pick of the range.

Changes to the wonderfully minimalist interior include a frameless rear-view mirror and the optional 12.3-inch Virtual Cockpit.

MMI Navigation now includes Audi Connect which adds Google Earth, Street View, pointof-interest search and Wi-Fi hotspot.

On the road there’s decent compliancy from the suspension, though the ride gets progressively firmer as kilowatt output and rim sizes increase. S tronic transmissions are clever, snappily responsive and effortless; the manuals light and precise.

Prices start at R391 000 for a 1.0 TFSI manual 3-door rising to R758 000 for an S3 Cabriolet. Range-topping RS3 models arrive in 2017. Handsome outside, stylish inside and beautifully built with an incredible set of drivetrains – no wonder the A3 has proved so popular. WAYNE BATTY Audi A3 Sportback 1.4 TFSI > Price from R419 500 > Engine 1 395cc 16v 4cyl turbo petrol 110kW @ 5 000-6 000rpm, 200Nm @ 1 500-3 500rpm > Transmission 6-speed manual, FWD > Performance 0-100kph in 8.2sec, 220kph top speed, 4.7ℓ/100km 109g/km CO2 > Weight 1 230kg > On sale Now January 2017 | TOPCAR.CO.ZA

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FIRST DRIVES.

Got OCD? Best ignore the not-socentre stack

SUZUKI BALENO 1.4 GLX

Tutti Maruti

Larger but lighter than a Swift – hatchback alchemy

a flash’ and that’s appropriate in describing the performance, which is sprightly, in coastal conditions anyway. Suzuki only offers the 68kW/130Nm naturally aspirated 1.4-litre – forgoing the 1.0-litre directinjection turbo Boosterjet because a) they distinctive aesthetics. But the real genius OMPACT, AFFORDABLE say it’s actually slower than the NA unit, and here is its engineering – it’s longer and CARS are what Suzuki b) that old chestnut – they’re concerned wider than a Swift but is 11 per cent lighter, specialises in these days thanks about unreliability on our dodgy fuel. The tipping the scales at just 915kg, thanks to a to its Indian subsidiary, Suzuki 0-100kph time is 10.8sec, but it’s the Maruti. With Celerio, Swift and new platform featuring fewer joints and immediacy of the un-turbo’d mill that puts a Ciaz already in play, Suzis aren’t exactly thin spot welds. cheeky smile on your face.

You might imagine that because it’s so on the ground in the R130000-R240000 On the more careworn backroads of the light all the safety equipment had been price range. But that hasn’t stopped them Eastern Cape the torsion beam rear turfed… But no. The GLX we drove on from squeezing another contender in there. suspension proved capable of absorbing all launch boasts disc brakes all around with Whoever’s penning all these new manner of bumps and dips – IndianABS, EBD, EBA and six airbags (2 airbags subcontinent Suzukis clearly isn’t hung up developed ride quality showed on the GL). And it won’t on crafting a unified design language. its worth yet again. And there’s crumple like a Datsun Go when Baleno looks different to any current Suzi HIGHS no loose, flaccid shell either; the head-butted – achieving a and that can only be a good thing Clever packaging, whole car feels grippy and relatively respectable three star considering the ungainly Celerio. In a light-weight zip chuckable, a sensation only Euro NCAP rating. segment not renowned for noteworthy LOWS blighted by the electrically Much like the outside, the styling efforts, the Baleno deserves kudos for Iffy power steering, assisted steering that lacks the interior is tidy and its tidy top grille that sweeps into LEDlacking substance finesse to give you total uncomplicated, characterised by adorned headlights (on the GLX model), VERDICT confidence at higher speed. a 6.2-inch touchscreen attractive 16-inch alloys and generally Best subcontinental It’s clear Suzuki’s struck on a infotainment display with small hatch yet fine recipe here – an amalgam DVD/USB/Bluetooth Suzuki Baleno 1.4 GLX of affordability, practicality and compatibility. Sadly, it’s not the > Price R229 900 > Engine 1 373cc, 4cyl, refinement wrapped in a factory fitted unit from overseas, petrol, 68kW @ 6 000pm, 130Nm @ 4 200rpm > competent drive. No need to instead a fiddly, aftermarket affair from Transmission 5-speed manual, front-wheel drive > Suspension MacPherson strut front, feel disappointed about the lack of a Pioneer. Aside from some aerosoled plastic torsion beam rear > Length/Width/Height trim, the rest of the fit and finish is excellent. Boosterjet turbo engine either, as that would 3 995/1 745/1 470mm > Weight 915kg only jack up the price. Priced from R199 900 Thin-backed upholstery front seats mean > Performance 0-100kph in 10.8sec, 180kph top speed, 5.1ℓ/100km, 120g/km > On sale Now for a manual GL, Baleno is a pragmatic there’s plenty of space for adults in the back. choice that not only represents one of the So it’s all shaping up nicely.

High belt line looks better Indian-sourced cars on the market, awkward, 16-inch Perhaps it’ll show some skeletons alloys look tidy in the closet on the drive – an but one that still espouses all the qualities we’ve come to expect from an engineeringexpansive trip through the Eastern Cape, down Van Staden’s centric company like Suzuki. No wonder it’s even exported to Japan. Yes, you read Pass, through the Gamtoos correctly – the first Indian-built Suzuki to Valley before stopping off in the do so. tc quaint hamlet of Patensie.

Ray@TopCar Baleno is actually Italian for ‘in

Suzuki plays to its strength with yet another affordable Indian import. Segment incumbents Volkswagen and Hyundai better be worried

C

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TOPCAR.CO.ZA | January 2017

T

HIS IS KIA’S version of the Hyundai Tucson. Okay, not quite, but they share similar technology and components thanks to the synergies that come with being part of the same conglomerate. This is generation four – and while the company’s contemporary design language may not be to everybody’s liking, it represents a clear progression over its forebear. For starters the relocation of the headlights above the grille has bestowed it with a car-like appearance, giving it more poise as a result. It employs an all-new platform that comprises 50 per cent high-strength steel, helping make it 39 per cent more rigid, says Kia. It’s also 40mm longer than the car it replaces. The other major structural change is the 40mm lower floor height, which has subsequently improved entry and exit.

There’s a comprehensive range of engines available; two naturally aspirated units - a 114kW/192Nm 2.0-litre and 135kW/237Nm 2.4-litre GDI petrol, as well as a 130kW/400Nm 2.0-litre turbodiesel.

Topping the range is a 130kW/265Nm 1.6-litre turbocharged petrol motor. Various transmission options are available – the most impressive of which is the 7-speed dual-clutch unit found in the GT Line (1.6T).

Unsurprisingly it’s that GT Line which is the most enjoyable of the lot to drive. Its punchy engine and responsive gearbox translate to a 9.1 second 0-100kph sprint time and 201kph top speed – about right in this segment.

The step up from its predecessor in terms

you’d expect, these already high equipment of refinement and luxury is indisputable; levels only build in number as you move up passengers are treated to a beautifully the range. There’s even a wireless cellphone designed space with soft-touch surfaces, charger – exclusive to the GT-Line along interesting use of trim and colour as well as with cruise control, rain sensing wipers, rich textural leather hides, all adding to the overall sense of quality. Everything from the leather seats, 7-inch touchscreen with sat-nav, 4.2-inch TFT LCD cluster, power steering wheel and gear lever surrounds to tailgate, rear-view camera, heated and the air vents and chrome surfaces look and electric driver and passenger seats, Bi-xenon feel classy – Kia is clearly aiming for a more HID cornering headlamps, blind-spot premium niche. It’s spacious too – room up detection and a panoramic sunroof. front and in the rear compartment are all So how does this Far East beauty fair in a improved as well as luggage space that can highly competitive space that is the compact grow from 491 litres to 1 480 by folding the SUV segment? That’s a complex question. seats flat.

Impressively enough if you’re comparing it While it’s not as athletic as its rivals (the spec-for-spec, but all those bells and whistles Volkswagen Tiguan and Mazda CX-5) it’s come at a hefty price – (R599 995 gets you the enjoyable enough to chuck through a twisty GT Line AWD). But then have a little look road. The GT Line has impressive levels of round: the Tucson AWD Elite comes in at a grip and gave a good account of itself through the tight bends of Clarence Drive in shade under R520k and the brand spanking new, much-vaunted Volkswagen rangeGordon’s Bay. Traction on the whole is topper, the 2.0TSI 4Motion Tiguan is ‘only’ prodigious, thanks to the added security of R542k. Even a BMW X3 xDrive 20d can be all-wheel drive and the MacPherson strut yours for just R32k more. Suddenly the front/multi-link rear suspension assembly makes for a well-damped and compliant ride Sportage doesn’t seem quite as charming (read affordable). So while it’s a despite the blingy 19-inch alloy great car that provides a fresh wheels.

HIGHS and dynamic alternative in the Spec-wise, there’s nothing in Better in all areas compact SUV pool, you can’t the segment that’s as than its predecessor help but wonder who’ll buy the comprehensively kitted out.

LOWS top model over its cheaper Standard amenities across the Pricing of the top-line Tucson cousin or more premium range include air-con, auto GT way off the mark rivals from Germany, Japan and lights, Bluetooth connectivity, England. Only time will tell. tc rear park distance control, VERDICT Good but who’ll buy it electric windows and mirrors, AaronBorrill at this price? roof rails and LED DRLs. As

KIA SPORTAGE GT LINE AWD

The ugly truckling Wait, I’m being harsh here. The new Kia Sportage isn’t ugly at all – it’s just that the new appearance represents a big departure from what we’ve come to expect from the Korean brand.

Appearance and pricing aside, Aaron Borrill reckons it’s one of the segment’s best options

Kia Sportage GT Line AWD Price R599 999 > Engine 1.6-litre 4cyl turbo petrol, 130kW/265Nm > Transmission sevenspeed dual-clutch automatic, all-wheel drive > Suspension MacPherson strut front, multilink rear Length/Width/Height 4 480mm /1 855mm/1 655mm > Weight 1 544-1 692kg > Performance 9.1sec 0-100kph, 201kph, 7.5ℓ/100km, 175g/km CO2

Face only a mother could love? Kia love it, the rest of us are not so sure

January 2017 | TOPCAR.CO.ZA

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G R O U P

Renault Megane GT

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TOPCAR.CO.ZA | January 2017

Comparison: Mazda3 2.0 Astina Plus vs Renault Megane GT

T E S T

Once were also-rans

The Mazda3 Astina Plus and Renault Megane GT are two of the most underrated premium C-segment hatchbacks currently available. Both offer enough substance to be considered worthy alternatives to the German incumbents, but is that enough to sway the consumers and change perceptions for good?

Mazda3 2.0 Astina Plus

Words Aaron Borrill Photography Peet Mocke

January 2017 | TOPCAR.CO.ZA

33

I

T SEEMS AS THOUGH South Africans have some kind of mental block when it comes to anything other than the German staples, the Volkswagen Golf and Audi A3.

Great cars both of them but there are other pretty decent and affordable options closing in on their dominance. In fact ignoring the contemporary hatchback talent pool is tantamount to writing off Los Pumas in a Rugby Championship test match against the Springboks at home. As the Springboks recently discovered, resting on your laurels can end in embarrassment and the Germans are well aware of what’s coming out of Europe and Japan. The recently facelifted Mazda3 Astina and all-new Renault Megane GT are cases in point – ready for battle and armed with all the luxuries to take on not only the segment’s best but each other too.

Presence

Few car makers do sporty as authentically as Renault. Just look at the Megane – this model has been a long time coming but the improvement in terms of aesthetics over its predecessor is indisputable. It’s a successful debut for the company’s latest iteration of its design DNA paving the way for the new Mazda’s design evolutionary, circumspect. Megane a paradigm shift by contrast, in line with the New French Wave, benchmark Peugeot 308 the obvious reference point

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TOPCAR.CO.ZA | January 2017

Koleos and next Clio. For some the radical new appearance may take some getting used to but we think it looks amazing. As the widest car in its class the Megane has a very muscular stance punctuated by a distinctive shoulder line and lower door crease pressing.

Then there are the C-shaped LED dayrunning lights, 18-inch alloys and a rear diffuser with twin exit pipes – sporty additions for sure. Where the Megane shouts its credentials, the Mazda3 goes about its business in an unassuming manner. It is typically Japanese and while it’s bereft of the clinical almost conformist design traits of the Europeans it does provide a different take on the hatchback recipe. Its bold styling is clearly evident here with a coupe-like profile, flowing lines and dynamic bumper architecture comprising its appearance.

Classy cabins

Climb into the Mazda and it’s much the same as the exterior – refined and understated but that’s a good thing. Its cabin design is much like the copy-and-paste philosophy we’ve come to see from BMW and the Audi Group and while some may balk at the lack of creativity, it’s this subsequent simplicity and intuitiveness that makes the formula a successful one. The trim choices, textures and upholstery are all of a high-end quality and the overall

feel is one of a premium vehicle that almost borders on executive sedan levels of refinement.

Unlike its forebear, a large focus of the new Renault’s interior is about luxury, but there are still traces of sportiness scattered about.

There are plenty of quality materials with soft-touch plastics covering the upper dash assembly, with satin-chrome trim complementing the sculptural architecture.

It’s got wraparound sport bucket seats finished in Alcantara, contrasting blue stitching and lots of RenaultSport badges which add to the racy feel of the cockpit.

There’s a huge emphasis on connectivity with an 8.7-inch iPad-like infotainment screen taking center stage but it’s difficult to operate and almost counterintuitive at times particularly in operations such as adjusting the air-con and radio settings or connecting a phone.

Hot under the collar

There’s an interesting battle unfolding here: natural aspiration vs. forced induction. On any given day I’d take the latter over the former but it’s been such a long time since I last drove a non-turbocharged car that the Mazda was refreshing. While its 2.0-litre 16-valve engine produces a fairly decent 121kW and 210Nm it doesn’t feel particularly quick out of the blocks.

Comparison: Mazda3 2.0 Astina Plus vs Renault Megane GT

Shape-shifter Automated dual clutch a friend of the careful – hooners will catch it out

Modern Torque-ing Directional stability impressive, slight torque steer less so.

Lovely to hold

La Regie’s configurable digital dash features central tacho in Sport mode

Perhaps that’s partly owing to the torque figure which only comes on song later in the rev range (around 4 000rpm) yet it’s able to complete the 0100kph sprint in less than 10 seconds. One thing we quite enjoyed was the engine noise – pure and unsullied, the soundtrack builds progressively before it reaches the redline.

Never obtrusive the sporty tone is enough to sate the thirst of any enthusiast. Speaking of thirst the Mazda prefers sipping its fuel. We weren’t able to match the official figure of 5.9ℓ/100km, recording 7.9ℓ/100km on our test route – just shy of the Megane’s 7.5ℓ.

The Renault’s a lot sprightlier too but let’s not forget it has a powerful 151kW/280Nm turbocharged 1.6-litre mill. As a result it feels a lot like the previous generation GT Turbo we tested a year ago and naturally exudes the RenaultSport philosophy in its approach to performance. There’s always an

abundance of torque available when powering out of corners – perhaps too much as it has a tendency to understeer. Keep it pinned and it will secure a 7.1 second 0-100kph dash and LEDs front 230kph top speed. As usual all and aft the sound effects we’ve come standard on the rangeto love from powerful topping GT Renaults are present – a hissing turbo, percussive Forward exhaust system and bassy tone leaning that fills the cabin and alloys work a treat, car encourages enthusiastic looks ready driving. to rock and roll

Tipping points

While neither of these cars professes to be a bona fide track machine by any stretch it’s the Megane that comes across most hothatch-like in its execution with sporty suspension and stiffer anti-roll bars gearing it more towards athleticism than comfort. As such compliance unfortunately takes a bit of a back seat but it’s nothing too alarming granted you stay off choppy surfaces. It’s also got 4Control which can steer the rear wheels as much as three degrees and, while this January 2017 | TOPCAR.CO.ZA

35

system does aid agility, the car still understeers if you fail to scrub off speed when entering corners. The upshot is the adaptability of the steering mid-corner as well as the balanced chassis which helps with manoeuvrability. The Mazda3 goes about its business in an unflustered manner.

It never feels overtly sporty but it’s razor sharp when you stitch a few corners together, the well weighted and accurate steering serving up a decent helping of feedback to let you know what’s happening underfoot. The ride quality also feels somewhat hard but like the Megane the consequence means it tracks clean lines through your favourite driving road.

Verdict

Also-rans? Maybe a few years ago but that’s certainly not the case anymore. Both the Renault Megane and Mazda3 have upped the ante in terms of quality and refinement and moved firmly towards changing perceptions of both brands. So who wins here? Well, both offer equally impressive option lists, sporty dynamics and performance but in today’s current economic

Same again Generic Mazda facia familiar, sensible, bulletproof, ergonomically spoton, if a trifle dull

Spin cycle Dialled in MX-5 feel and directness welcome assets. Steering wheel controls simple to use, equally welcome

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Comparison: Mazda3 2.0 Astina Plus vs Renault Megane GT

Blown Renault out front on the boil, naturally aspirated Mazda easier to drive every day

Mazda’s emphasis on build quality evident in exceptional shutlines

Analogue rev counter, digital speedo, straddles two worlds January 2017 | TOPCAR.CO.ZA

37

There’s an interesting battle unfolding here: natural aspiration vs. forced induction

climate value for money is always going to be a game changer. We like everything about the new Renault Megane. It is more mature than ever before and offers a glut of sporty add-ons to bolster the driving experience and immerse you in the ethos of RenaultSport. Despite its punchy performance and razor-sharp dynamics it can’t match the maturity and premium spirit of the Mazda3 Astina Plus. In a turbocharged-driven world the Mazda3 is a breath of fresh air – a left-field contender that says no to conformity. It looks sophisticated and goes about everything in a clinical and distinctly Japanese way. From its understated appearance and cabin to its intuitive layout and sheer enjoyment when seated behind the wheel the Mazda proves you don’t need turbo trickery and fancy aesthetics to win over the masses. At R407 900 it’s also considerably cheaper than the Renault Megane. The Mazda3 wins. tc @AaronBorrill

1st Handsome, reliable, good value, likely to outlast the cockroaches, the Mazda recommends itself as the sensible choice, with just enough personality to appeal to the fence-sitters

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2nd Not so much a step up as a giant leap forward for Renault, Megane now on par with 308, Golf and Focus. But price and drivetrain issues spoil the coming out party, flaws unacceptable in a car that previously excelled in both areas

Renault Megane GT

Mazda3 2.0 Astina Plus

Price (as tested) | R452 900

Price (as tested) | R413 900

Transmission Sevenspeed dual-clutch, front-wheel drive

Suspension MacPherson strut front, torsion-beam rear

Transmission Sixspeed automatic, front-wheel drive

Engine 1 998cc, 4cyl petrol

Suspension MacPherson strut front, multi-link rear

Height 1 450

Height 1 447

Engine 1 618cc, 4cyl turbo

Lengt h

4 359

Width 1

Width 1 79

814

Wheelbase 2 670mm Boot capacity 434ℓ

t Leng

5

h 44

63

Wheelbase 2 700mm Boot capacity 308ℓ

Power & torque

Weight

Power-to-weight

We say: It’s always a numbers game and the Megane comes up trumps in this department

We say: Mazda slightly lighter but makes less power. You do the math...

We say: The Mazda and its naturally aspirated engine is no match for the turbocharged Megane which feels like the old RS (in a straight line)

121kW @ 6 000rpm 210Nm @ 4 000rpm 151kW @ 6 000rpm 280Nm @ 2 400rpm

Stopwatch We say: Megane’s turbo engine and hefty torque figure ensures it stays ahead of the Mazda Mazda3 0-100kph

9.22sec

Top speed

198kph

Top speed

Top standard features We say: Both hatchbacks offer good levels of standard equipment but the Mazda wins here Mazda3 7in touchscreen, climate control, lane departure warning, lane keep assist

Megane 0-100kph

1 310kg 1 357kg

7.16sec 230kph

Fuel tank We say: Both offer roughly 600km cruising range, Renault rewards with better economy on the open road

51

litres

47 litres

per tonne

per tonne

111kW

Fuel consumption We say: The Megane came the closest to the quoted figures during our testing. Mazda a little thirsty

Alcantara leather buckets, 8.7in infotainment screen, elec windows

Mazda3

Megane

TEST

TEST

7.9

7.5

OFFICIAL 5.9

OFFICIAL 6.0

CO2 emissions

Warranty/ servicing

We say: Another tightly contested battle, the Megane marginally pipping the Mazda

We say: Warranties reflect likely owner profiles – Mazda will do high mileage, magic word ‘unlimited’ therefore very welcome. Renault less so, therefore 150k limited fair.

139

Megane

Megane

92kW

Megane

Mazda3

Mazda3

Mazda3

g/km

Megane

134 g/km

Warranty Service plan Service intervals

Mazda3

Megane

3-year/unlimited km 3-year/unlimited km 15 000km

5-year/150 000km 5-year/90 000km 15 000km

January 2017 | TOPCAR.CO.ZA

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FORD RANGER 2.2 TDCI XLS 4X4 AUTO

The Disruptor Until now only the VW Amarok offered an alternative to the big bakkie, big engine, auto gearbox formula. Ladies and gentlemen, introducing Ranger’s clever-money option Words Ray Leathern Photography Peet Mocke

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Ford Ranger 2.2 TDCi XLS 4x4 Auto

January 2017 | TOPCAR.CO.ZA

41

I

N CASE YOU’VE been living in a cave for the last twelve months, the South African double-cab bakkie market will soon be the scene of an almighty scrum.

Forget the usual suspects, Hilux and Amarok, or super subs like the recently refreshed KB and fresh-faced Fullback. Nope, soon we’ll have the platform-sharing trio of new Navara, Renault Alaskan and the premium X-Class from Mercedes, plus a new Mitsubishi Triton and possibly even a double-cab from PSA Peugeot Citröen. Sacrebleu. With so many collaborative efforts poised to muddy the waters, Ford has fortified its locally-produced Ranger offering, adding a phalanx of downsized automatics to stand guard and gobble up punters who until now could only buy the convenience of a two-pedal transmission in top-spec 4x4 guise. That’s where our XLS 4x4 Auto test unit – arguably the pick of the nine-strong 2.2 Auto ensemble – has snouted out a clearly defined gap in the market. Only the Amarok in the current crop offers a small engine derivative in automatic

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TOPCAR.CO.ZA | January 2017

and 4x4. Has the Blue Oval successfully undercut the competition? And in so doing has it rendered the 3.2 4x4 Auto useless? Let the games begin.

Silver and grey

Despite looking remarkably anodyne in this unadorned spec – no chromed conk or lookat-me sports bars in the load bay, just 16-inch wheels, body coloured bumpers, plain black running boards, mud flaps and door handles – it still has the presence only a macho fullsize bakkie can deliver. A handsomeness from its muscular wheel arches, side swage line, power bulge bonnet and the XLS’s single-piece gunmetal grey grille that came in with the recent refresh. Of course, as is the trend nowadays, many will likely remove the standard grille and supplant it with a starsand-stripes spec F-150 unit that fills the space from headlight to headlight like a boxer’s mouth guard. Until that happens the Ranger relies on its overall proportions to guarantee it street cred – 5354mm in length and 2163mm wide. Job done - it certainly suffers no inferiority complex out in the concrete jungle.

Two-toner

The Amarok bakkie takes all the credit for

introducing car-like comfort and amenities, but the game has moved on since 2010, and what the Ranger’s simple, two-tiered dash lacks in perceived quality it makes up for with standard fixtures and fittings. More functional than decorative, the cabin is nevertheless a good place to be even if it appears a little low rent compared to higher spec derivatives. Just be prepared for the liberal use of scratchy grey plastics on the upper portion and door cards. Slide into the seat and despite no reach, only height, adjustment at the helm, the driving position is fantastic, clearly conceived with larger Saffers in mind. The armrest and central cubby get a comfy soft-touch finish so you don’t need to wear a jacket with elbow patches or sling your right arm atop the open driver’s window, even though you probably still will. On this rung of the spec grade you get Ford’s Sync 4.2-inch infotainment display (up-spec XLT and WildTrak models feature the 8.2-inch Sync2 touchscreen system with twin USB ports and SD card input). It remains a complete button fest and the screen could be bigger, but with myriad different ways to operate it (steering wheel controls, voice activation), you won’t be pawing the centre

Ford Ranger 2.2 TDCi XLS 4x4 Auto

The powerplant is revelatory, with immediate throttle response and precious little lag Precious little addenda on the ‘midspec’ XLS. Leaves more scope for afternarket add-ons

console often.

Convenience-wise, the Ranger is the consummate professional. For the asking price there is Bluetooth, cruise control, power windows and everything is automatic – from the gearbox to the headlights, to the windscreen wipers. An auto function to shut the doors would help though – you need to slam them harder than a Donald Trump campaign speech. As for the steering wheel buttons – there are far too many of them, 22, settled into two groupings either side of the hub. They control the multimedia, telephone controls and trip computer but it takes ages to learn which. More grating are the varying degrees of bonging, three frequencies in fact.

Ignition on, door open and seatbelt warning – each works the nerves more than the last.

And finally, you’re going to want to option park distance control with camera (R7210), as reverse parking this five-metre long monolith is virtually impossible without it.

Not just a shire horse

You know by now the Ranger hails from Silverton, Pretoria, while its 2.2-litre fourcylinder TDCi mill is also locally produced at

Ford’s Struandale engine plant in Port Elizabeth. Boasting 118kW at 3700rpm and 385Nm available from 1 500-2 500rpm, it is lusty and powerful enough in anyone’s book, despite falling short by 29kW and 85Nm in a tale of the tape against its five-cylinder 3.2-litre brother – to an awful lot of people that matters. In our opinion it shouldn’t though, because it still claims impressive stump-pulling figures in the form of a braked towing capacity of 3 500kg, just like its bighearted brother, and a max payload of 976kg.

From behind the wheel the powerplant is revelatory in fact. Ford has ensured it has immediate throttle response so it’s remarkably eager from standstill. There’s little lag to speak of, courtesy of tightly packed gear ratios, and the smooth interface between engine and gearbox. It gives less than a second away to the 3.2 TDCi in a zero to 100kph sprint. It’s only at highway cruising speeds that you sense the downsized engine is working that bit harder against the 2 079kg heft. A tractability figure of 10.31sec from 80-120kph is a little laboured (the gap to the 3.2-litre stretching to two seconds here) and those two seconds are enough to make that overtake on the open road a little more touch-

and-go than it needs to be.

That said, it’s still a real pleasure to drive.

Much like the 3.2, it feels athletic, bred for chewing up long distance gravel roads, made all the more relaxing not having to wrench at a manual gear lever that’s jiggling all over the place. The transmission design is identical to the one used in the 3.2, so it too can be manually operated by flicking the gear lever over to the right. But the automatic shifts are slick, with just the right amount of torque converter slip to smooth over any driveline shunt. There’s little or no loss of momentum between gears, and, mercifully, little hunting between ratios either.

Wheat from the chaff

Anyone who drove the previous Ranger will know its robust ladderframe chassis and leaf-sprung rear was suspended with all the subtlety of a Chris Rock punchline. What impresses with the current range is how much more absorbent it is, and how much the feedback has been dialled back. The constant choppiness is gone, in its place a surefootedness on the road and a forgiving nature over dirt-road corrugations. Attribute it to Ford de-toughening the chassis, a January 2017 | TOPCAR.CO.ZA

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Road test: Ford Ranger 2.2 TDCi XLS 4x4 Auto lighter engine up front and more spongy 70 profile rubber, but now it takes a seriously rutted stretch to induce the same signature rebound harshness you got before.

Electrically assisted power steering lends the helm a mostly vague attitude but it at least keeps the two-tonne shooting match light and easy to manoeuvre. And despite some inevitable pitch and roll when really lunging at corners, the Ranger remains composed when driven sensibly.

It’s when you find yourself on an abandoned quarry-cum-landfill getting a feel for its off-road capabilities that you begin to play to its strengths. Its suspension travel and clearance angles (approach: 25.5degrees, departure: 21.8 degrees) may not be best-in-class but this bakkie is all about auto-convenience in tough terrain.

Four-wheel-drive selection is simply applied with the flick of a button that engages on the fly – it couldn’t be easier – and low range, locking rear diff and downhill assist are all in attendance to keep you going long past the point you thought you should’ve turned back. There was no water to wade through on our secluded West Coast patch but if there had been the Ranger would’ve been in its element with a class-leading 800mm wading depth. Traversing furrowed sections of sand, darting over deepening wheel tracks, breaking free from pronounced

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TOPCAR.CO.ZA | January 2017

middle-mannetjies, the Ford’s toughness was undeniable. The going was rough but no drama and no question of getting stuck in the thicker sand sections – just keep the throttle pinned and watch the sand whip into the air off the rear tyres.

Verdict

To sum up then, we’d say the downsized 4x4 Auto Ranger is a winner at a time when Ford must flex its muscle, exert dominance in a brutal double-cab marketplace. Walking the line between capable workhorse and convenient everyday cruiser, a price tag for the XLS 4×4 Auto D/C of R518 900 represents fair value for money. Factor in that it still boasts the same immense towing and cargo carrying abilities of its biggerengined brother, has all the street presence of a full-size bakkie, and only gives a fraction away to the 3.2 in the performance stakes, and you’re onto a winner. No wonder at last tally Ford sold 2 964 units versus 2 781 Hiluxs – not only making it the best-selling bakkie but the best-selling vehicle in South Africa in October 2016. The Ranger is well and truly proving its pedigree, building its legend with each unit that rolls off the Silverton assembly line. And that can only stand it in good stead when the flood of new rivals comes. tc Ray@TopCar

SECOND-HAND CHOICE 2015 Toyota Hilux 3.0 D-4D Legend 45 4x4 Double Cab (29 000km) > Price R459 900 > Engine 2 998cc four-cylinder turbodiesel, 120kW @ 3 400rpm, 343Nm @ 1 400rpm > Transmission 4-speed automatic > Stats 12.6sec 0-100kph, 170kph top speed, 9.7ℓ/100km, 257g/km CO2 > Warranty 3-year/100 000km > Service plan 5-year/90 000km

Ford Ranger 2.2 TDCi XLS 4x4 Auto Price (as tested) | R518 900 (R526 110)

Height 1 851

Engine 2198cc 16v, DOHC 4cyl in-line turbodiesel Transmission Suspension Six-speed automatic Double wishbone front, 4WD leaf spring rear

Leng th 5 35 4

Payload Towing Kerb weight

W id th 2 16

976ℓ 3 500kg (braked) 2 079kg

3

kg

Power & torque Power 118kW @ 3 700rpm Torque 385Nm @ 1 500-2 500rpm Power to weight 56.7kW per tonne

Brakes & wheels Car-like amenities, comfy and spacious – pity about the 60odd buttons cluttering the cabin

Brakes front Brakes rear Wheels Tyres

Discs, vented Drums 16-inch alloys 255/70 R16 Continental Cross Contact

Performance data

MEET THE RIVALS

Acceleration 0–60kph 0–80kph 0–100kph Tractability 60–100kph 80–120kph Brake 100–0kph Top speed

Isuzu KB 300 D-Teq LX Auto Double Cab > Price R501 200 > Engine 2 999cc 4cyl turbodiesel, 130kW @ 3 600rpm, 380Nm @ 1 800rpm > Transmission 5-speed auto, RWD > Stats n/a 0-100kph, n/a top speed, 7.7ℓ/100km, 204g/km

4.94sec 8.01sec 11.9sec 5.56sec 10.31sec 4.1sec in 47m 170kph

Fuel consumption Toyota Hilux 2.8 GD-6 Raider Auto > Price R506 000 > Engine 2 755cc 4cyl turbodiesel, 130kW @ 3 400rpm, 450Nm @ 1 600rpm > Transmission 6-speed auto, RWD > Stats 10.8sec 0-100kph, 175kph, 8.0ℓ/100km, 210g/km

OUR CHOICE: With no double-cab automatic 4x4 rivals in the Ford’s price range (just north of R500k) the Ranger XLS 4x4 Auto is in a class of one. Similar money will get you larger-engined Hilux or KB, or even a 2.0 BiTDI Amarok, but all only in 4x2

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

Common-rail direct injection n/a n/a 8.3ℓ/100km 216g/km 80km 10.5ℓ/100km 762km

Warranty, servicing Complex doesn’t begin to explain the steering wheel controls. Just shout

Warranty Service Plan Service intervals

4-year/120 000km 5-year/100 000km 20 000km

TANK

80 litres

DESERT

DUELLERS When you’re in a purchase quandary, sometimes it helps to get away from all the noise of urban life. There are few places quite as meditative as the Tankwa Karoo Words Wayne Batty Photography Peet Mocke

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Comparison: Everest vs Trailblazer

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Tankwa Tented Camp manager and local snuff expert Jaco prepares our measly bill

T

HIS IS NOT your usual travel story, outlining every detail of a particular journey.

Instead, this one’s mostly about the destination. You see, you’ve already arrived at the conclusion that you don’t want a Fortuner. With sales regularly topping 1 000 a month, everybody has one. Besides, the alternatives, in the shape of Ford’s Everest and Chevrolet’s recently redesigned Trailblazer, are just as enticing. But which seat deserves your butt? To find out, we took the range-topping Z71 ’Blazer and the price-equivalent Everest 3.2 XLT out into the desert for a bit of quiet reflection.

De Doorns. Barely an hour into the journey to Stonehenge Private Nature Reserve – the home of Afrikaburn – and we’re already jumping to conclusions. ‘I was flat in the Everest up the Hex River Pass and the ’Blazer just kept gapping me. It feels slow to react, even in the gearbox’s sport mode. The Trailblazer’s more urgent and responsive – I’ll take it’, says Peet. I can only agree.

Having run the previous Chevy as a long-termer, the quieter cabin and improved road manners are 48

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immediately noticeable, there’s less shimmy through the chassis like it’s been tied down a bit tighter and the new electric steering system feels more refined. Throw in its fresh face and far smarter interior and things are looking one-sided in favour of the Chevrolet. An hour later however, I’m in the Ford on the unsealed, unforgiving R355 towards Calvinia and the picture’s become decidedly blurrier…

We arrive at Stonehenge around 5pm, meet the very obliging manager, Jaco, and begin by giving our two dust magnets a quick wash. It’s tough going when you’re trying to save daylight and water, but it does provide a chance to appreciate each contenders’ sheetmetal.

There’s no need to get too specific about the exterior style of the Everest. Just more than a year after launch it’s still a handsome vehicle thanks to cohesive end-to-end detailing combined with muscular surfacing and a bold face. It clearly has the best resolved and least divisive styling of the current set of bakkie-based SUVs – that includes you Mr Fortuner with your SsangYong Musso side windows and Dracula overbite.

By comparison, the Trailblazer has lived with the unusual aesthetic mix of commercial vehicle toughness and a side order of Oriental flavour since launch back in 2012. By no means ugly, just a bit awkward in places. Now, fresh from surgery, things have changed. Viewed from the

Comparison: Everest vs Trailblazer

Creative people were here, plus some city folk in their 4x4 behemoths

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The sky has become a Turner oil painting as we crest the tallest point on the 3200Ha reserve

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Comparison: Everest vs Trailblazer

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Comparison: Everest vs Trailblazer

Z71 bonnet decal continues Chevrolet’s rich history of Z-branded sport packages.

Gloss black 18-inch alloys make their own statement

Trailblazer chunky, tough, sophisticated – a thorough and pleasing makeover if still a bit too firm at the touch points

front, it’s hardly recognisable, so radical is the transformation to a square-jawed, straight-edged American look that is easy to like. Trouble is all the money was spent up front paying for the new bonnet, bumpers, grille and headlights. Attractive as the new nose is, its edgier geometry no longer matches the untouched sides and rear. Speaking of which, surely Chevrolet could have ditched the chintzy, part-clear tail-light lenses for classier, tinted items? They got the wheels just right though. This is the top-line Z71 model, so it gets 18-inch, gloss black rims that, along with a set of love-or-loathe-them bonnet decals, imbue the big Blazer with stand-out street cred. Is the mismatched styling bothersome? Hardly, that new front end is strong enough to carry the whole vehicle, and in Z71-spec it sure makes a statement, which is important to many in this market.

Interestingly, these two pretty much match each other in physical volume with only a few millimetres separating

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Unchanged from the front doors back; the upgrade budget was blown on a new dashboard, centre console and a whole new nose

them in any one dimension. On paper it’s hard to spot any major differences. It all comes down to feel.

It’s sensibly slow-going as we head out along the sand tracks that lead away from the relative luxury of the Tankwa Tented Camp, past the ‘Tankwa international airport’ and deep into the desolation of the desert. Bar the odd, eery Afrikaburn architectural remnant or artistic monument there’s nothing out here, just a landscape from Mars Rover video footage. I’m in the Ford, revelling in its cushioned, unstressed progress. Heavier than the Chevy, it rides with more authority, less moved by terrain that I can see is having more of a say on proceedings in the Trailblazer ahead of me. We stop for a photo op and swap cars. ‘Wow, these seats are firm’, I say out loud as I bounce along on the more ‘communicative’ suspension. But it’s not just that, the steering wheel is less padded too, even the armrest is less forgiving. But this all seems deliberate; where the Everest aims for car-like comfort the Trailblazer

Everest wins the dry pan ride comfort contest

projects tough, like it can take a beating and keep on slugging. It’s not all rock-hard pragmatism though, the all-new facia design is far more sophisticated now, highlighted by a soft-ish plastic dash insert textured and ‘stitched’ to look like leather along with cool new ventilation controls and a 7-inch touchscreen display complete with deliciously vibrant main menu graphics.

Chev’s second-gen infotainment system, MyLink 2.0, is now Apple Carplay and Android Auto compatible and features sat-nav in the Z71. It’s more intuitive than Ford’s 8-inch Sync touchscreen setup. The Everest does have a higher-tech driver information system by way of two displays either side of the speedometer, though navigating them via the two steering wheel mounted five-way controllers take more time to master than the Chev’s simple indicator stalk controls.

Both vehicles have the expected convenience and safety

Twin information displays look high-tech, pity you need a degree to navigate through them from the steering wheel– 22 buttons in all

features including climate control, leather, cruise control, rear parking sensors, rear view camera, electric seat adjustment for the driver, seven airbags and hill descent control. The Trailblazer fires ahead on value by also including front parking sensors, LED daylight runners, forward collision warning, blind spot monitoring with rear cross traffic alert, tyre pressure monitoring and lane departure warning. To match or better that spec Ford will ask you to pay almost R700k for the Limited model.

The sky has become a Turner oil painting as we crest the tallest point on the 3200Ha reserve. Now this is a photographic location. So tranquil, so exquisitely beautiful and edifying. I could shoot here for days but the light is dying so, big shots in the bag, we press on down the hill towards the huge dry pan that plays annual host to thousands of peace-loving partyists. I’m back in the Ford now and feeling contemplatively philosophical, so

Well-padded wheel, seats and armrests balanced by robust design

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Comparison: Everest vs Trailblazer naturally I check whether it’s possible to feel that it hits its torque peak – 470Nm at 1750rpm – 250 revs earlier than the Chev. I can’t. More easily felt is the Chevy’s greater athleticism. Only thee kilowatts down on the Ford’s 147kW (but 30Nm up), its lighter kerb weight helps it best 100kph from standstill in 10.4sec – a full 1.2 seconds faster than the Everest. Both engines throb and roar when pushed, with the Ford disguising the additional vibration of its odd cylinder count quite well.

We stick to the tracks so as not to disturb the flora – Ganna bush and Hoodia, apparently. There’s no need to engage low range, but I do twist the Ford’s terrain management dial to Sand (just because it has one) for a bit more throttle sensitivity. There’s no terrain specific modes in the Chevy but then you do have the ability to select 2WD when 4WD is not required, which is 99 per cent of the time. The differences end there; both feature a low range transfer case, 4WD with lockable rear diffs and Ford Everest 3.2 4WD XLT Price R634 900 Engine 3 198cc 5cyl turbodiesel, 147kW@3 000rpm, 470Nm@1 750-2 500rpm Transmission Six-speed automatic, 4WD with low range Suspension Macpherson strut front, Watts link, coils springs rear Performance 11.6sec 0-100kph, 180kph top speed, 8.2ℓ/100km 217g/km CO2 Length/width/height 4 892/1 860/1 837mm Weight 2 368kg Warranty 4-year/120 000km Service plan 5-year/100 000km

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220mm-plus ground clearances. However, even if the reality is that they’re probably equally capable off road, there’s more of a sense of the unstoppable about the Trailblazer. It just feels more rugged.

It’s properly dark as we park outside our tent, off-load and settle in for a drink at the Onverklaar bar. A complimentary shot of snuff up the nostrils followed by a second cold one leads to more philosophising, thankfully curtailed by a braai done the old way: Karoo lamb chops, pap ’n sous. I fall asleep in my tent and dream that I’m Edmund Hillary blazing new trails across a Turner landscape. Just what was in that snuff?

Peet and I are up before sunrise for some detail photography ensuring we’re done just in time for the full farmstyle breakfast. Cup of coffee in hand, it’s time to get serious about a verdict.

What we’ve got here are two vehicles conceived for a common purpose: to take as many as seven people just

Everest handsome from any angle, though Chevy definitely has its moments

about anywhere they care to go by mixing competent offroad ability with thundering torque and diesel efficiency.

They are two vehicles with similar drivetrain specifics that are practically equal in ability, size, practicality and function, both gunning for the same customer, and yet they turn out to be quite different in character. Though not necessarily any more capable, the Trailblazer actually feels like it is. It’s brasher, and looks tougher too, especially in Z71 guise with its subtle Camaro hints. Though similarly derived from a bakkie, the Everest is the more comfortable choice. It is more relaxing and more welcoming both to sit in and to drive, especially on gravel roads. With more of its hard edges polished away it’s softer all round, and will be easier to live with every day. If that’s not all that important to you, then the better-value Chevrolet certainly won’t disappoint. tc Thanks to Stonehenge Private Nature Reserve and Tankwa Tented Camp – www.tankwa.net

Even if the reality is that they’re probably equally capable off road, there’s more of a sense of the unstoppable about the Trailblazer Chevrolet Trailblazer 2.8 Z71 4x4 A/T Price R623 200 Engine 2 776cc 4cyl turbodiesel, 144kW@3600rpm, 500Nm@2 000rpm Transmission Six-speed automatic, selectable 4WD with low range Suspension Macpherson strut front, multi-link, coil springs rear Performance 10.4sec 0-100kph, 180kph top speed, 9.5ℓ/100km 249g/km CO2 Length/width/height 4 887/1 902/1 840mm Weight 2163kg Warranty 5-year/120 000km Service plan 5-year/90 000km

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Hard drive: new Audi Q5

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The new Audi Q5 wasn’t designed for this. Well, it was, but even swamp-dwellers will only use it for the school run.

On a long, tough adventure from the Sea of Cortez to the Pacific Ocean, we test the new cash cow’s mettle Tobias Sagmeister Words Georg Kacher Photography

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‘Okay, gringo, hand over your electrically assisted power steering’

Los Angeles

USA

La Paz

MEXICO

Todos Santos

ON’T DO IT,’ advises Martin, our Audi minder, manoeuvring the white VW Amarok support truck a little closer to the ledge. ‘You may get stuck. Or worse…’ Within the blink of an eye, a zillion thoughts cross my mind. Over 30km away from civilisation, no water supply, no spare tyre, no service, no sanity. But what the heck. At the age of 64, the child inside wins. Again.

‘Just be careful,’ says photographer Tobias, grinning across from the passenger seat and holding even tighter on to his electronic brush-and-easel. ‘You don’t want to be the first journalist to have an accident in this thing.’ A trace of a smile, a sigh, a longish silence.

‘These tyre tracks must be leading to a ford,’ says he who has been pondering too long the pros and cons of attempting a hardcore off-road stunt in the new Audi Q5.

‘It doesn’t look unfathomably deep. And it’s only sand, soft and cushy sand.’

First, you must beat your weaker self. Ignore for a moment that we have no tow rope, not enough human pushing power, no idea where to look for help and no more than two hours until sunset. Do not think about the fact that this unassuming motorway cruiser is ill-prepared for its off-road baptism of fire. Or that we’re at the helm of a pseudo-SUV shod with 20in on-road tyres, devoid of a low-range transfer case, lacking even a crawling mode.

The only precaution one can take is to switch off ESP, keep a finger within reach of the hill descent control button, and lock the (optional) air suspension in allroad/ lift. While allroad puts traction control and torque vectoring on the alert, off-road adds an invaluable 45mm of ground clearance.

‘Come on, you wimps. Let’s go for it!’

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second gear, instantly shifting into third to maintain the momentum, pushing 3000rpm and keeping the nose upup-up. It’s going to be fine. The Audi rocks and rolls, but it is pulling through nicely. Now the ford. We are zooming in on a glistening, moth-eaten blanket of mercury, at least 200 metres wide and almost long enough to kiss the horizon. As small bundles of weed pop up here and there like floating scalps with irokese hairdos, the trail is eventually becoming one with the slow-moving river. All of a sudden, HMS Q5 hits a deeper patch with a gurgle and a groan, but we’re still below 30kph, thereby keeping the essential lift action intact. After all, grounding this boat would entail much more than wet feet. In a vain attempt to establish a steady flow, it’s back and forth from third to second to third gear, torque grappling with traction, and vice versa.

At the other end of the water run there is a barely elevated grassy island the two cars share with a small herd of couldn’t-care-less cattle. That’s the good news. The bad news starts with a look down river where a split rock formation gradually narrows the bed of El Salvial until it speedily disappears in the late afternoon haze. The temperature gauge in the VW reads 48deg C, insects no longer die on impact but by frying on the coachwork, and there is a flock of bearded vultures wheeling high above what they hope will become tomorrow night’s dinner.

Welcome to the life and soul of the Baja California, about as far away from the beaten track as you can get with our jacket-and-tie equipment.

We do have a choice, but neither option bodes well. Go back three hours through wilderness on X-rated trails lined with cacti taking a bow, adders on the prowl and glassy scorpions. Or move forward into uncharted

Hard drive: new Audi Q5 Lighter, more efficient, safer, easier to use… and much, much dustier than the Mk1

territory with the coastline near San Pedrito no more than seven hours on foot away. You guessed it: we decided to put that quattro promise to the real test. This time, Martin goes first and takes Tobias along, treading water muy rápido all the way to the next safe photo opp. The Q5 follows suit. At the push of the starter button, the Eagles begin playing Hotel California – for the 37th time. Audi had prioritised the track in our car’s infotainment system because the real thing is allegedly located just down the road, in Todos Santos. ‘I can check out any time I like, but I can never leave.’ Or so it feels.

Earlier in the day we were presented with a small fleet of finely buffed vehicles and a rotation scheme providing access to all management levels from junior project engineer to chairman of the board. My first passenger is Rupert Stadler, the brand’s veteran head honcho who must have felt like Donald Duck in his money bin until dieselgate struck and the four rings started corroding.

When you read this it still won’t be clear whether the pressure on Stadler is finally abating, who the fifth Audi r&d chief in five years will be, how much the defeat device drama is going to cost the manufacturer of the group’s V6 TDI engines. En route from Los Cabos to Buena Vista, Stadler refuses to spill the beans, but only two days later, back in Germany, he announced an indefinite delay for the new r&d centre-cum-wind-tunnel, and he terminated the third shift of the slow-selling new A4. Seems winter began early this year in Ingolstadt.

Audi sold more than 1.5 million first-gen Q5s, which became one of the brand’s cash cows. ‘Never change a winning team,’ replies the chairman when asked why the new model looks so much like its predecessor. ‘The 2017 Q5 is considerably lighter, more efficient, safer and easier

to use thanks to up to 30 new assistance systems.’

Designed by Wolfgang Egger rather than by his more progressive successor Mark Lichte, AU426 is a pretty and well-balanced vehicle – like the A4 and A5. But since this is a fast-moving business, one wonders how the Q5 Mk2 will fare over its seven-year lifecycle. While size and packaging are virtually unchanged, the aluminiumintensive body has shed up to 90kg in weight, the drag coefficient has been chiselled down to 0.30, the number of on-board bytes has at least tripled, quattro is now of the fuel-saving, on-demand kind on all models bar the V6, and the engines have been tweaked for performance and fuel consumption.

Next we are joined by the acting r&d chief Horst Glaser.

The chassis specialist was on his way to retirement when Stefan Knirsch – who had succeeded Ulrich Hackenberg at the top of the Audi think tank – was a couple of months ago demoted in a cloak-and-dagger operation. What was the biggest challenge during the gestation process of the new Q5? ‘The fact that we built a new factory for a new product assembled by a new workforce from parts provided by new suppliers. Things don’t get much more complicated than this, but since all key contributors were trained at length in Germany, the result is a car I am proud of.’ The main new feature is the (optional) fully adjustable air suspension which is claimed to improve

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Familiar to Q7 and A4 owners, the Q5’s cabin is too posh for mud. But it’s mud-coloured, just in case

‘We built a new factory for a new product assembled by a new

‘Georg,’ we said, ‘Nobody gets their Q5 sideways, okay?’

‘Okay,’ he said

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Hard drive: new Audi Q5 ride, handling and off-roadability.

We drive in loose convoy – a red Q3 setting the pace – wafting along rather than pushing, staying well below any serious evaluation threshold from dawn to dusk. Which is another way of saying that at 80kph max the verdict regarding grip, traction and roadholding is anything but final. The same would apply to the assessment of steering and brakes, stability and noise. Luckily, this situation changes after the lunch stop when car number eight (that’s me!) is given permission to break away, leaving the group to do its own thing. Initially, we’re tempted to follow the coastline on the old hippie trail from Los Barilles to Ensenada de los Muertos where one can swim with whales, snorkel or scuba dive and sleep under a warm starry sky – or get hurt by a falling coconut, stepping on a sting ray or eating ceviche made from last month’s catch. But we need to cut across west, so while the cellphone service lasts, Mr Google’s map points us in the direction of La Sierra della Laguna – where tres rostros palidos (paleface) promptly gets lost even before the dirt track expires at an ancient scrapyard.

Highway One, which runs from Tichuana all the way down to Cabo san Lucas, was known as killer road in the ’60s and ’70s when you could rarely count to ten before another lovingly decorated white metal cross popped up on the soft shoulder. But this is 2016, and the phenomenon called dual carriageway has finally made it down to La Paz and beyond. Having said that, the old pavement still prevails between San Bartolo and San Pedro. Halfway through the hills, we break for coffee in El Triunfo, an old mining town made grand by wealthy silver barons who

had pianos brought in from Europe, with famous artists such as Francisca Mendoza to play them. Today, much of the land is owned by rich Americans like the Getty and Walton families (Wal-Mart). From the seclusion of their vast hilltop estates, they actively create jobs by opening restaurants, supporting the infrastructure and promoting local produce.

To the dismay of the Audi project engineers, neither locals nor tourists are remotely interested in our silver chariot with the piercing matrix headlights, the bright OLED tail-lamps and the polished multi-spoke rims. This is pick-up country, and those who can’t afford a small truck tend to potter along in ancient US imports or newish econoboxes made in Mexico. The test cars are equipped with a choice of two different powerplants, the 188kW 2.0-litre TFSI and the 213kW 3.0-litre V6 TDI. Now that diesel has become a dirty word, many markets are likely to swing towards the petrol engine, which is in fact a good choice for the new Q5. With 370Nm of torque, the fourcylinder won’t peel tarmac like the V6 with its 620Nm, but thanks to the lighter and more slippery bodyshell, the TFSI model can accelerate in 6.3sec from 0-100kph, top 238kph and average 6.8ℓ/100km. Not reflected by these numbers are the distinct willingness to rev, the smooth running characteristics and the brisk throttle response.

While the V6 works cog-in-cog with an eight-speed automatic, the fours are mated to a seven-speed dualclutch gearbox. Both transmissions engage neutral as soon as you take your foot off the accelerator.

There is only one way to climb, straddle and conquer the gatorback mountains which form the spine of the lower

workforce from parts sent by new suppliers. It was complicated!’

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New Q5: spot the difference ‘Never change a winning team,’ Audi said. But they did (a bit) The engines

The drivetrain

The exterior

There are three diesel engines (4cyl 2.0 TDI with 105kW or 130kW, redesigned 3.0 V6 with 180kW) and two petrols (all-new indirect injection 2.0-litre TFSI with 165kW, 3.0 supercharged V6 with 200kW), all equipped with stop/start. All have been fettled for improved economy, up by 15 per cent on average.

Three gearboxes: manual on the four-pot cars, 7-speed S-tronic on 3.0 TDI, 8-speed tiptronic on 3.0 TFSI. Quattro is standard on all cars except the boggo 2.0-litre.

The limited-slip diff is rear-biased (60:40) and is aided by wheel selective torque control. New suspension mainly aluminium.

We say the new Q5 looks like the old one. Audi says not. ’The roofline has a coupe-like arch that descends early. The front end appears lower and wider.’ Really? We’ll give them the six-cornered grille, new bumpers, new headlights (xenons good, lasers better), and new wraparound rear LEDs, but we won’t allow ‘the Audi rings have a sculptural look.’ It’s all fluff. The old look wasn’t broke, so they didn’t fix it.

The driver aids

The steering All-new speed-sensitive electromechanical power steering consumes no energy in straight-line driving, helping to save fuel. Electric motor is integrated in the steering column to save weight and space.

These include active cruise control, ‘side assist’, active lane assist, park assist and a gizmo that spots when you’re tired and tells you to take a rest. Drive Select configures everything from steering to dampers.

Baja California, and that’s via the Carretera Transpeninsula aka HWY1. It’s only beyond El Triunfo that you can start looking for a gravel path leading down to the Valle de la Laguna. For most of the year, this is a beige-brown dust-dry hotplate overgrown with shrubs, perennials, gorse and 120 species of cactus. Towards the end of the rainy season, however, even the typically barren pock-marked plains shine in lush green splendour. As far as the navigability of the second- and third-rate trails is concerned, polished sharp-edged stones, earthquake-like crevices and washed out ruts are a constant threat to wheels, tyres and the underbody. In these conditions, and in a dedicated city slicker like this, crawling pace is the only safe way of travel.

Xenon was yesterday. Today it’s laser light or at least illumination by several dozen LEDs. In the new Q5, the fully adaptive but optional so-called matrix headlamps can look a long way ahead, twinkle into the next corner, adjust to weather conditions and oncoming traffic, broaden the light path while entering a crossroads.

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reach. Inside, the extra-cost electronic evolution ranges from an upgraded head-up display over the dual-mode virtual cockpit instrumentation to MMI all-in-touch (Audispeak for improved voice control), touchpad operation and free-text search. Ergonomically, the Q5 cockpit is a mix of Q7 and A4/A5 elements designed for intuitive and failsafe access. Connectivity highlights include a WLAN hotspot, online media streaming and Apple CarPlay/Android Auto.

We could not have ventured off-road without the indispensable adaptive air suspension. There are five different trim heights to choose from. Normal is 22mm lower than the standard steel chassis, Dynamic reduces the ground clearance by another 15mm, Cargo sinks the loading lip by 55mm. Allroad (active up to 80kph) pumps up the body by 25mm, Lift (up to 30kph) puts an even more substantial 45mm between floorpan and pavement.

In addition, the system acts as a four-corner self-levelling device, dynamic anti-roll bar, anti-squat and anti-dive feature. Even in combination with the S-line sports pack and a set of low-profile tyres, damping by oxygen does improve the low-speed ride, soften the response to sharp edges and ensure a flatter cornering stance at speed. At the same time, the brand-new five-link aluminium rear axle beefs up the roadholding and cements the directional stability.

Nothing influences human behaviour more profoundly than pain and fear. We feel no pain on that oval vantage point washed round by silent and slow currents. But in the back of the mind looms an insinuating ebb and flow of anxiety, loosely kept in check by a mix of respect and reason, a subliminal feeling of uncertainty and premonition. The next section of the field trip looks okay, but what awaits us round the river bend? To find out, the Audi takes off, stepping through clear water and over virginal ground, sinking in deeper than expected here and there only to pick up speed and regain composure, the ride height dropping from off-road to allroad. Which means even bigger splashes, occasional chafing noises from below, angry wheelspin in second and then again in third.

A wild ride on the edge of embarrassment, for sure. But also more fun and less fear with every additional kilometre under the belt. Until the river becomes a stream, and the only way to follow its course is over a miniature edition of the legendary Khyber Pass.

There is no button to permanently engage four-wheel drive, no sport differential acting as on-demand torque distributor, no extra-tall first gear for those slo-mo rock climbs. But there is the Amarok about to test the trail for traps and malice, followed by a 188kW concerted action of mechanical competence and spiritual confidence. It’s just about doable. As long as we merely t-i-p-t-o-e over the sharp stones which stand up like batallions of tiny grey pyramids, stay far enough away from the crumbling edges of potential drama, let the car find its own way through the dips filled with vintage quicksand, leave the gearbox in first from beginning to end. True, this rhythm occasionally finds us scrambling for traction and with too many revs for precise throttle modulation, but exceeding 25kph feels like a big step towards disaster. On steep downhill sections, one stab at the control button freezes the speed in the 5-30kph bracket. It’s a hold-your-breath adventure, a feast for the photographer, a thoroughly impressive performance by the new Audi Q5. Which

Hard drive: new Audi Q5 obviously has talents that stretch way beyond g-force, v/ max and street cred score.

On the diretissima back to Los Cabos, we check out the new electrically-assisted power steering. Not too long ago, these devices were a vague and artificial no-go. But now that even Porsche has switched to the more talented chipcontrolled methodology, the feelgood factor at the wheel has improved dramatically. It’s a convincing set-up, this rackand-pinion device which masterminds, on the side, a handful of assistance systems. If you must, Audi will fit the more sophisticated dynamic steering which varies rate and effort in relation to speed and steering angle. At the limit of adhesion, the helm will self-actingly adjust the line to enhance active safety and vehicle dynamics. But like the sport differential, we would not tick this box without testing the trick steering some more. There is no choice to be made in the brakes department. It’s 16 or 17in steel discs allround, complemented by four- or six-piston calipers.

How about more poke and fewer emissions? Well, the brawny SQ5 has been earmarked for next year, featuring a 260kW V6 diesel for Europe and a 254kW petrol unit for the US. As top-of-the line offering, we should eventually

Ah, at last the road.

Audi expects the Q5 to be king of it pretty soon

see a 335kW RS Q5 powered by a twin-turbo 2.9-litre V6.

Still unconfirmed is the plug-in hybrid boasting the familiar 188kW 2.0-litre four supported by a punchy electric power pack. Since the fully electric 2018 e-tron formerly known as Q6 is loosely based on the DNA of the Q5, there is probably not enough room for a smaller crossover BEV. According to the Ingolstadt grapevine, the same components set is going to yield ESS, short for Electric Super Saloon, which effectively looks like a Q6 coupe.

After ten hours and close to 400km, car number eight is ripe for its only pit stop. With the once silver livery caked in mud, the tank almost empty, and the tyres in need of a comb-over, the road warrior and its entourage take over the local Pemex station complete with canned mariachi music, hot organic coffee and a tray of artery putty in the shape of fruit-filled dulces.

‘That was close, sometimes too close for my frayed nerves,’ says Audi’s Martin. He keeps grumbling for a while, but his eyes are sparkling.

‘You sure are a crazy man,’ says Tobias, slowly shaking his head. ‘But it was worth it.’ tc

We should eventually see a 335kW RS Q5 powered by a twin-turbo 2.9-litre V6

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N I M E H Y A M N O H T A R A M

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Motorsport: Gymkhana Grid

first mega drifting event.

We send ‘old man’ Batty to his . Good thing he appreciates As expected, it’s an education not what it used to be horsepower and his hearing’s Monster Energy Words Wayne Batty Photography

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AT-TAT-TAT-tat-tat.

Ken Block’s Fiesta RX43 hammers on the rev limiter like a steroidal woodpecker before exploding off the start line. The drift legend hits 130kph in less than 80m before pitching his 440kW Hoonigan Racing Ford into an effortless and lengthy slide around the multiple barrels that make up the first obstacle. What follows is a beautifully orchestrated mechanical ballet of the pivot, surge, brake, slide variety, accompanied by the crack and thunder of modern warfare. But this isn’t just another viral video; you know that because of the smoke – an acrid, billowing plume of vaporised rubber that blurs your vision and violently invades your nostrils. Nope, this is gymkhana nirvana in glorious tyre-torturing, flamespitting 3D. But it gets even better… In a mirrored course alongside Ken is Hoonigan team-mate Andreas Bakkerud in an epically cool 1978 Escort Mk2 RS, just about matching the YouTube sensation for pace, precision and sheer spectacle. And this is just the shakedown day.

Fittingly, given the head-to-head format of Gymkhana Grid: European Gauntlet, we’re in Marathon, Greece – the site of a crucial Athenian victory over the invading Persians in 490BC. Sadly, there’s no statuesque monument to commemorate the occasion here, just a

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Stunt driver Terry Grant is not a member of the Flat Earth Society.

Range Rover Sport’s wheelspinsensing electronics working overtime

Steve ‘Baggsy’ Biagioni’s flashy, hard-driving style not well suited to the tight circuit, but he sure makes fans easily

small cabbage patch and a large tarred area in the middle of nowhere. Still, the inference is that the ensuing battles over the next few days will be just as fierce, and definitely louder, if not actually as deadly.

A high-pitched police siren shatters the relative silence – whoop-whoop-whoop – as Derek ‘Buttsy’ Butler’s supercharged Nissan Silvia S15 lights up the staging lane and heads for the start in a frenzy of smoke and engine revs. There’s no crowd (yet), these runs don’t even count, and still there’s huge commitment from the protagonists.

None more so than from three-time FIA World Champion Petter Solberg who’s delicate artistry on track is so at odds with the sheer violence of his circa 2003 WRC Citroën

Motorsport: Gymkhana Grid

Andreas Bakkerud in l a 245kW, 2.5 -litre, 4cy Escort stars and slidesrts his way into Greek hea

lenwhine in a 515kW Stil But tsy Butler brings the rld RX racer Reinis Wo V8. san Nis ged superchar way to the AWD podium Nitišs (above) on his

Xsara. One of 27 cars in his ‘museum’, he tells us the only change he made for this event was to give it a wash. It’s the 41-year-old’s first time competing at the Grid, and with just 260kW to play with, he’s down on power. ‘After the RallyCross car this feels like a moped,’ says the likeable Dane after his first couple of runs. But the stopwatch doesn’t lie, Solberg’s looking like a winner already. Why is he taking these free practice sessions so seriously? ‘I think from the first time you should always be flat out. To start slow, it’s not me. It’s like poker. I’m all in.’ No wonder he has ‘Mr Hollywood’ embroidered on the back of his race gear. But he’s not the only entertainer here. Multiple XGames medallist Liam Doran aka The British Bomb is driving his 2015 World RX Citroën DS3 Supercar. It too delivers 440kW and it sounds ballistic, like a chainsaw symphony over an explosive Michael Bay finale. There’s loads of ‘regular’ cars here too, such as wide-body BMW E30s, a plethora of Nissan 200SXs, a Toyota Trueno, a

Cosworth Sierra, a Dodge Viper-engined R34 Skyline and a Mazda RX8 that is properly Tom Waits throaty and oilfield-onfire smokey.

With 55 competitors all hoping to make the finals, the stream of cars hitting the track creates a constant barrage of artillery fire; extremely loud and incredibly close, like being at a shooting range without ear muffs.

There’s a momentary lull in proceedings as a ramp is installed and I’m instructed to pick a helmet and get in the back seat of Terry Grant’s Range Rover Sport. Before I know it we’re up on two wheels and my face is closer to the tarmac than riding sidecar in the Isle of Mann TT. I haven’t felt such a horrifying hollowness in my stomach since the day my friend actually did roll his father’s Volkswagen. With the horizon back at the angle it should be I ask Terry how many times he’s put it on the roof. ‘Oh f*** loads. But I’m stupid. I do it in the wet.’

Ramp removed, the crackle and thunder returns and the gradual blackening of the tarmac continues. I tour the paddock scoping out tortured tyres, cracked bodywork and mad-hot Monster girls. Don’t stare, it’s rude, January 2017 | TOPCAR.CO.ZA

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especially if you’re in your forties like me. It is okay however to ogle a gorgeous Audi R8 up on jacks with all-new suspension waiting to be fitted. This one belongs to singer turned drifter Shane Lynch of Boyzone fame. If there’s a cooler way to shed a boy band image, it probably hasn’t been invented yet.

As the title sponsor of this event, the Monster Energy logo is plastered everywhere: on the contracted drivers, on car bonnets and doors, on random scaffolding brackets and on the many constantly restocked fridges that litter the press and hospitality areas. All around, people are gulping down litres of the stuff. Even the athletes pose for the snappers, can in hand, like it’s some kind of performance elixir. Perhaps it is as Monster Energy drivers Solberg, Block and Doran lock out the top three places after the two AWD qualifying runs. Defending RWD champ Luke Woodham is struggling for grip though and is two seconds off Adam Elder. Gunning for his third title in a row, he hasn’t exactly gone gently thus far but come the after-dark finals he’ll go all Dylan Thomas on us and will rage against the dying of the light.

I’m counting on it.

F

INALS DAY ARRIVES. The crowd is far larger, filling the main grandstands to capacity and vibing along to both the announcer and the music blasting from massive speakers at the Monster stage. I’d love to be vibing too, but the commentary’s in Greek and the music is blushingly explicit and clearly not from the ’90s. (Did I mention I’m in my forties?)

As darkness looms, the lights come on, the giant mirror ball that separates the two start gates adds glitter and the atmosphere gets even heavier with excitement. It’s clear

things are hotting up now; I can tell by the flames being thrown ten metres into the sky every time the cars hit their big drifts. A mirror ball and flames? It’s like a strange mix of disco and death. This is the knock-out stage after all. It’s proper dark at 6.15pm and Petter has just killed it, popping in a 59.24sec run. I take up position near one of the giant wooden reels alongside a local tannie who’s living her flag-waving authoritarian dream. It’s her job to either ‘clear’ or ‘flag’ the run in this section of the course and it’s clearly serious business. I crack a smile, she turns away.

My media access gets me scarily close to the action. I’m no more than 5m from the spitting, fuming, flaming EvoX of Reinis Nitišs as it spins around the cotton reels. If this surface was dirt I’d have had the skin sandblasted off my face by now. I’m loving how the night runs highlight the exhaust flames, especially on Solberg’s Xsara which emits five or six rapid-fire furnace blasts every time he gets off the throttle.

Wow, Block just posted a 59.25 – the second quickest time to date. It gets him through to the semi-finals of the AWD category where he faces the British Bomb. The action’s intense, spell-binding and, unbelievably, Block’s out. He’s hardly put a wheel wrong for four days but two penalties has him doing crowd-pleasing doughnuts in defeat. The Greek tannie is in a panic, she wants to know if she ‘I just hope I have enough tyres to last the four days,’ said Solberg on day 1, before proceeding to ‘kill it’ on every run

Judge Dredd, it’s just No, not Mad Max meets Illyuk’s 750kW+ Nissan ‘The Drako’ – Dmitriy ’Cuda-inspired V2 S14 complete with 1970s Rocket Bunny body kit

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Motorsport: Gymkhana Grid

GRID: EXPLAINED

K

en Block didn’t invent gymkhana, but in conceiving Gymkhana Grid he might just have perfected it. The event, now in its fifth year, requires drivers to compete head-to-head, completing two mirrored courses comprising several obstacles such as barrels, tyres, cones and in this year’s case, boats, all in the correct sequence and without hitting any of them. Time penalties apply for contact while course deviations result in a DNF. The winner is determined by the fastest aggregate time of the two runs. There are two categories: one for all-wheel-drive cars and one for rear-wheel drive, with no restrictions on engine configuration, displacement or output. That said, each car must adhere to

a thorough set of FIA competition guidelines and must pass scrutineering to compete.

Open practice sessions are followed by two qualifying (seeding) runs to determine the top sixteen drivers in each category. These then go head-to-head in a knockout format.

Best of all, South Africa is one of the possible locations for next year’s edition, so get drifting.

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Motorsport: Gymkhana Grid

Drif t prodigy, Ken Block, playing firestarter on his final run

. le, Pet ter has no match On today’s sliding scayou, I’ll be here all week nk tha , you Thank

Aging rock star, trendy matador or small town Greek mayor? Ilias Psinakis doesn’t appear to know either

should wave the red flag because uncle Kenneth didn’t go around the boat obstacle. I’m laughing so hard and getting so caught up in the moment that now even I’m grooving along to the expletive-laden music. Solberg’s won the other semi so it’s a third and fourth place shootout between Nitiss and Block. Clearly angry, Block’s Fiesta is pivoting like it’s possessed. He’s fast AF and inch perfect right up until he touches a ‘cotton’ reel. Greek flag lady is on her game and it’s game over for Ken. In the RWD final, Luke Woodham beats Adam Elder and it’s burnouts all down the staging lane. Luke runs over to Petter, waiting to go out for his final and gives him a giant hug. Trailing Adam in qualy, we’d learn later that ‘Papa’ Solberg’s assistance with car setup made all the difference.

58.62 seconds. What! No one can live with that. Despite Doran’s remarkable effort, Petter wins. There’s pandemonium among all the Monster drivers and mechanics. He’s on his roof doing the fist-pumping high jump; they’ll be on their ears tonight. Time for doughnuts, 70

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and Doran coats me in his DS3’s rubber. I step back as his bumper threatens to hit the concrete barrier separating me from getting Citroën-whipped into a Greek hospital. A decent fireworks display fills the gap before the podium celebrations which are all medieval mace trophy swinging, selfies and champagne, with Marathon’s rock star wannabe mayor, former television presenter, showman and smooth operator, Ilias Psinakis getting in on the act too. Politicians!

Solberg’s a deserving winner – the only competitor to do a 58sec lap and the only driver absolutely on it from the first installation run. His remarks in the closing press conference reveal how much it means to him: ‘I’ve been so nervous I’ve been looking into Ken’s tent to see what tyres he’s on. I wanted this trophy so much because it’s so cool’.

He’s right, this is a cool event, run by cool people working for a cool brand. Does it help sell energy drinks? Does it matter? What it does is put the spotlight on hooning as an art form, and that’s what makes it sick dope… or something. tc

(Left-to -right) Doran wins the piston mallet , Solberg the spark plug mace and Nitiss gets a really sharp con rod. Try taking that hand luggage back to Lat via

‘With Petter’s help, we made some changes overnight’ – RWD champ Luke Woodham, seen here in victory burnout mode, reveals how he closed the gap to Adam Elder

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Cover story: Jaguar i-Pace

Q U I E T

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R E

V O L U T I O N

A Jag without the roar? It’s here. As fast as an F-Type, as spacious as a 7 Series and as clean as a Leaf, the all-electric i-Pace is nothing more or less than ‘the modern car’ suggest Jaguar. And it’ll be in South Africa in 2018 Words Georg Kacher

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Why the familiar face? ‘We’re still in the phase where every Jaguar must be instantly identifiable as a Jaguar’

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A

GARAGE DOOR RETRACTS and out – silently – rolls the bluff, stubby nose of the first ever all-electric Jaguar.

There’s a pause – choreographed, you’d like to think – for us to take in the sawn-off front overhang, then gargantuan 23-inch ‘Nighthawk’ wheel, before the raked, generous passenger cell begins to ooze through the aperture. It’s like the car’s silvery, aluminium form is being extruded through a mould: cockpit flowing on and on before dropping away sharply to an almost brutally squared-off tail. This is the i-Pace: welcome to the zero-emissions future, Jaguar-style.

Traditionally, the Jaguar form is long of bonnet, backwards of cab. But this silhouette is very different; more like a mid-engined supercar’s, with its cockpit amidships according to design chief Ian Callum. But why the very familiar Jaguar face on this breakthrough car, today a concept but in mid-2018 a production reality? ‘Because we’re still in the phase when every Jaguar must be instantly identifiable as a Jaguar,’ says Callum. ‘We kept the family face largely unchanged for the electric vehicle, so that more people get to know and understand the brand.’

But when Tesla offers a saloon, a vast SUV and, shortly, a compact saloon, all with myriad drive options, why only one Jaguar, one bodystyle, one drivetrain option and one price? ‘This is the beginning of a new era,’ states project chief Ian Hoban. ‘We don’t know yet how quickly battery

Cover story: Jaguar i-Pace electric vehicles [BEVs] will catch on, so it makes sense to tread lightly for a while. But rest assured; there is plenty of scope for evolution built into this project.’

Some might see the i-Pace as a silentrunning coupe version of the F-Pace.

Beneath the skin, however, it is a completely different thing. While sharing the same flexible D7a aluminium architecture, the new BEV has essentially been developed from scratch. Just about the only significant carryover item is the double-wishbone front axle – and it shows. The i-Pace concept slowly glides to the end of a semi-circular tarmac patch – Ian Callum always seeks to introduce his new vehicles dynamically – then executes a long-winded about turn. By not making use of the void created by the absence of a combustion engine, the tight turning circle – a typical BEV asset – is conspicuous by its absence. ‘It does go quicker than this, but we’re just giving you time’ to take it in, jokes Callum. ‘You can see it but you can’t hear it!’

An electric motor turns the front axle, and Jaguar’s multilink rear suspension was extensively modified to make room for a second electric motor, which requires more space than the differential you’d normally find there. Since there was no need to make room for a transmission tunnel and propshaft, the entire floorpan was turned into one big and heavy battery tray embedded in a liquid cooling circuit. The energy cells are pouch shaped, with 36 modules of 12 pouches per module. Easy underbody access will make it relatively easy to replace a module gone AWOL. You would think that removing the engine, transmission and mechanical all-wheel-drive system would clear the road for a lightweight whisperliner, but Ian Hoban is quick to dash such hopes. ‘The kerb weight actually goes up to 2 100kg; that’s a 300kg penalty over the F-Pace. ‘The frame filled with batteries adds 600kg to the tally, each motor brings with it 90kg including ancillaries, and the cooling system makes up for 100kg.

That’s not bad for a BEV, but the F-Pace is trimmer.’

Stretching the F-Pace’s wheelbase by 115mm to 2990mm has made room for more powerpacks and for more spacious rear accommodation: Jaguar claims the vehicle offers Porsche Cayenne space in a Macan footprint. The

How many Ians does it take to communicate the future? Just two, Hoban (far left) and Callum (far right)

Updates will be offered over the air – think temporarily more grunt for a day trip to the Berg

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Cover story: Jaguar i-Pace heavy belly section subsides the centre of gravity by a useful 120mm compared with an F-Pace, and that’s before downgrading the concept’s 23-inchers for low-profile tyres on rims an inch smaller. The weight distribution is 50:50, the dimensions (4680mm long by 1890mm wide by 1560mm high) are more compact than those of Jaguar’s other SUV, and the proportions have also changed for the better. ‘We managed to pull the cowl forward by some 200mm,’ explains Ian Callum. ‘This gives the car a sportier stance, and it creates a fresh visual balance between the shorter front and the stubby rear end.

Because of the coupe roofline, a simpler four-lite greenhouse made more sense than the classic six-lite.’

Without going into detail, Jaguar describes the powertrain layout as consisting of two rare earth permanent magnet motors coupled to a synchronous single-speed epicyclic concentric transmission. Each electric drive unit (EDU) produces 147kW and 350Nm,

which doubles up for a combined output of 294kW and 700Nm of torque. All-wheel drive is of course part of the package, as are an electrically fed air suspension and steering. The compact motors are relatively light at 38kg per unit, but auxiliaries such as the rear-mounted performance electronics push the tally to 90kg per EDU. The space-saving transmission is sandwiched between motor and driveshafts. It acts as side-to-side diff, but torque vectoring is only by brake actuation, so there’s no ground-breaking stuff in this department.

The lithium-ion battery pack, developed in-house, is good for up to 90kWh. Since thermal well-being is of the essence, the energy cells are wrapped by a cooling and heating circuit integrated in the outer rails of the frame. In summer, two cooling modes (diverting 1.5kWh and 2.5kWh of power) will keep temperatures in the 20 to 25deg C bracket. In the cold season, a highly efficient heat pump can condition the battery to extend the driving

Jaguar claims the i-Pace offers Porsche Cayenne space within the footprint of a Macan

Just enough familiarity with the funk Design boss Ian Callum talks you around his first EV

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Wind-cheating rear

Visible sports car DNA

‘The rear end was very much shaped by wind tunnel work,’ explains Callum. ‘It’s high and square, which is always a challenge for us Jaguar boys! But there’s still quite a bit of sculpture in it and a drag coefficient of less than 0.30 was our objective – 0.29 for this type of vehicle is pretty impressive.’

The i-Pace has a 530-litre rear luggage compartment but no front boot – the short nose houses a motor, charging systems, the inverter and the cooling system.

‘The silhouette is very dramatic,’ says Callum. ‘The amount of rake we’ve put into the roof isn’t typical of an SUV… There are SUVs with more headroom but this is adequate. It’s very much a sports SUV. There’s a pronounced Coke bottle shape to the car and that, coupled with the positioning of the DLO [daylight opening, or glasshouse] give it the proportions of a mid-engined sports car. On an F-Type you work to emphasise the long front and short rear; here I wanted to emphasise the fact that this car doesn’t have an internal combustion engine.

You couldn’t fit a transverse engine in there…’

TOPCAR.CO.ZA | January 2017

Bringing the drama

A familiar face

‘You’ve got the dramatic lines of the roof and the Coke bottle and then the interesting details on the lower half of the car, emphasising the pods coming off the wheels. They help ground the car,’ says Callum.

‘The front is clearly in our current design language – that was deliberate,’ says Callum.

‘The car is so different that we wanted to make sure the family resemblance was there.

The front is artificially higher than it needs to be to give the car some proper proportion.

But it’s a smaller frontal area aerodynamically than it might seem.’

(Model) X marks the spot: the EV SUVs looking to take down Tesla

Battery capacity Batteries

TESLA MODEL X P90D

JAGUAR I-PACE

AUDI Q6 E-TRON

MERCEDES EQC

90kWh Lithium-ion cylindrical cells

90kWh Lithium-ion cells in 432 pouches 500km 0-80% in 80mins (50kW DC charger) 295kW 2 AWD 4.0sec Competitive n/a figures, but 50:50 the i-Pace’s 2 100kg good looks may yet prove its 4 680mm greatest 0.29 asset

90kWh Lithium-ion cells in pouches

70+kWh Lithium-ion

500km 0-80% in 30mins (150kW DC charger) 320-370kW 3 AWD 4.6sec 210kph BEV Audi, also due 52:48 2018, has twin 2 200kg rear motors 4 880mm for nimbler handling 0.25

500km 100km in 5mins (300kW DC charger) 300kW 2 EQ is to AWD Mercedes <5.0sec what i is to n/a everybody else.

C will lead BEV n/a offensive n/a 4 650mm (est) n/a

470km 80% in 40mins, Tesla supercharger 560kW System output 2 FalconMotors winged Tesla AWD Driven wheels dreamliner still 3.7sec 0-100kph has the edge 250kph on speed and Top speed space Weight distribution n/a 2 468kg Weight 5 037mm Length Co-efficient of drag 0.24 Range Charging

range by up to 50km.

The i-Pace is being advertised as the ultimate electric performance SUV. Define the term ‘ultimate’ for us would you, Mr Hoban? ‘We put an end to range anxiety by achieving over 500km between charges. The i-Pace can accelerate from 0-100kph in around 4.0sec, which puts it on par with the [supercharged 5.0-litre V8] F-Type R. And thanks to the radically advanced packaging concept, rear seat accommodation equals that of a luxury saloon – not to mention those 530 litres of luggage space.’

In contrast to the formidable ramp performance, flat-out autobahn stints won’t be this car’s forte – it’ll be governed to an as yet undisclosed figure to protect its inner workings. While high speed running is debilitating for any BEV, one also wants to avoid too many recurrent fast charges followed by near-complete discharges – these can dramatically shorten battery life. Hooked up to a decent AC wallbox, the i-Pace takes about 90 minutes to restore 80 per cent of its maximum charge.

Integrated in the front wing are five LED bars signalling the state of charge when the vehicle is hooked to the mains. A faster DC charger is allegedly just around the corner and before long inductive charging will be common practice. Right now, the i-Pace batteries could digest up to 450V – which is available exactly nowhere. As soon as more potent energy cells become available, owners will likely be able to swap the older hardware for them at cost.

Other updates will be offered over the air – think temporarily more grunt for a day-trip to the Berg, more top speed for 30 minutes on the motorway, more ondemand assistance systems, more infotainment functions.

As far as driving dynamics go, later in the i-Pace’s life cycle we may see innovations such as rear-wheel steering, adaptive anti-roll bars and active aerodynamics, but the timing for such innovations is still blurred, and before adding complexity Jaguar would probably rather extend the warranty on everything electrical.

Despite the upright posture and the relatively large

frontal area, the i-Pace checked out of the wind tunnel with a useful 0.29 co-efficient of drag. Jaguar could have done even better by replacing the door mirrors with cameras, but this technology probably won’t be typeapproved before the start of production. The actual grille is functionally fake from the bottom up to the lit Jaguar roundel – only the top third of the intake lets through cooling air when required. Most of the oxygen is channelled through the front spoiler and over the front motor before exiting via a wide duct in the bonnet. The air suspension will automatically drop the body by one notch above 100kph and raise it by two prior to off-road excursions. The large-diameter disc brakes perform to a multi-stage energy regeneration programme which dramatically increases lift-off deceleration should the driver so desire, in which case he can tap the lo-hi control button in the steeringwheel, SLS eDrive-style.

In the spartan white environment of Jaguar’s indoor viewing studio, the i-Pace’s cabin looks warm, inviting and absolutely beautiful. But Callum and his interior designer Alister Whelan bar us from personally checking out headroom and leg-room or the so-called Sports Command driving position, given this concept has an unmissable date with the LA motor show. But the four bucket seats mounted on slim centre spines do look supportive and comfortable. Pity that the space-efficient single-runner solution does not meet side impact standards.

The transparent roof makes the cabin appear light and airy. A full 71mm of rear knee-room – claimed to exceed that of a 7 Series – should create enough stowage for the longest limbs. Since there is no transmission tunnel to worry about, adding a comfortable third rear seat would

Expect a more keenly priced 220kW version mid-term, as well as a 370kW flagship

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A preview of the future

No iPads, please

British-ness

‘This three-screen layout is going to be the formula for our next generation; the TFT driver’s screen with its interchangeable graphics, the central touchscreen and then the 5-inch lower screen,’ says Callum. ‘The controls are mainly rotaries, beautifully detailed. I just think there’s nothing nicer than a tactile rotary control. And all the displays are configurable.’

‘We thought long and hard about the portrait style iPad interface,’ explains Callum.

‘The idea of using an iPad in your living room is fine, but at motorway speeds? We feel the tactile elements and the restability of your hand near the screen is important.’

‘The interior’s an expression of quality and craftsmanship,’ says interior designer Alister Whelan. ‘We didn’t want this car from Silicon Valley to turn up and not have any character, any British-ness or personality.

We have twelve exquisite pieces of craftsmanship in there.’

Space, and lots of it

Welcome to the future

Reach for the pop-out door handles – ‘They’ll become the norm,’ says Callum – open the conventional door and slide into a space bigger than the i-Pace’s exterior form would suggest is feasible. ‘The front occupants sit forward relative to a normal car, freeing up space,’ continues Callum. ‘The stretch in the wheelbase over the F-Pace translates directly into space,’ says Hoban. ‘Knee-room is 71mm compared to 60mm in the 7 Series.’

‘We’ve used a beautiful neutral palette,’ says Alister Whelan.

‘We’ve done that to make the details and the interior architecture really sing.’ Will all the good stuff survive the transition to production? ‘The production interior will be similar,’ promises Whelan.

‘It will need to incorporate more safety and mechanical elements – the final floor won’t be quite so flat – but if you were to squint then this interior is pretty much what it will look like.’

In the spartan white light of a studio the i-Pace’s cabin looks warm, inviting and absolutely beautiful

be the easiest trick in the book. As it is, the space between the front seats is filled by a tall storage cubicle capable of swallowing up to eight litres of stuff. Although the main trim material is grey leather, Whelan’s team is already working on a special edition model kitted out with 100 per cent man-made materials.

The dashboard has been shaped around the new Flightdeck theme which will, like the floating centre console, recur on future Jaguar models: ‘This is the template for our future interiors,’ Callum stresses. Primary information is provided by a configurable 12-inch HD instrument cluster and by a full-colour head-up display. The main supporting act is a flush-fitting TFT in-dash flatscreen complemented by a smaller touchpad below it, which is framed by two large rotary controllers and rounded off by a push-button gear selector. The transmission is one speed only, forward or reverse, with no artificial up- or downshifts programmed in.

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Right across the dashboard runs a strip of dark openpore walnut, shaved from a fallen tree so mother nature won’t object. The glovebox is no box but a large pull-out tray lined with black leather and embossed with a pictogram of an old-school driving glove. Nice. The sculptured door panels are covered with a new type of alcantara which looks and feels like thin felt but is allegedly totally wear-resistant. The full-width hydrophobic glass tailgate floats like a streamlined bubble over the sizeable flat boot.

Jaguar won’t confirm as much today but project X590 will not be assembled in the UK but by Magna Steyr in Graz, Austria. This plant currently produces the Mercedes G-Class and Mini’s Countryman and Paceman. Why go to Magna? Because the Canadian-based supplier has a history of putting together high-quality, low-volume premium vehicles like the Aston Martin Rapide – Aston’s VH architecture has similarities with Jaguar’s all-

Cover story: Jaguar i-Pace

Like your old Tamiya but with two (bigger) motors Disarmingly simple to behold, Jaguar’s new BEV platform is fiendishly clever in the details Efficiency, efficiency, efficiency ‘Each motor weighs 38kg,’ explains vehicle line director Ian Hoban. ‘An induction motor [as used by Tesla] is more like 68kg – that’s a benefit of the rare earth permanent magnet motors we’re using. The concentric transmission [the main driveshaft passes through the motor, rather than being offset to it] reduces the overall vehicle height.’

Clever cooling

How far will she fly?

Low and not slow

Heat is the enemy of fast EVs, with repeated deployment of their potential dulling performance. ‘The ideal operating range is between 20 and 25deg C,’ according to Hoban. ‘Within the aluminium structure around the battery there are inlets and outlets for the liquid cooling system and veins running underneath each battery module. And within the battery itself we’re using pouches rather than round cells [like Tesla]. Pouches are more space efficient and they allow us to better manage the heat.’

Jaguar’s paired the i-Pace’s impressive turn of speed with an overall range of more than five hundred kilometres. ‘That’s measured on the European’s NEDC cycle,’ says Hoban. ‘Of course it’s about the battery and motors but it’s also about getting the fundamentals right.

A big contributor towards that range is the aerodynamics. We have a drag coefficient of just 0.29cd.’

‘The battery is positioned in a low slab between the front and rear axle,’ says Hoban. ‘That delivers a near 50:50 weight distribution and sets the centre of gravity low: it’s 120mm lower than the F-Pace. That optimises the package in every way: dynamics, performance and the interior space for the occupants. What’s more in a conventional car you’re always coming up against the fact that you’re going to empty the fuel tank at some point. We don’t have that – it’s another variable removed.’

aluminium D7a components set.

Capacity is flexible, offering a wide scope of between 20000 and 50000 vehicles per year. The five-year plan for i-Pace begins with this near 300kW launch edition due in SA Spring 2018, followed by a more keenly priced 224kW version mid-term, as well as a high-end 370kW flagship.

Also on the cards is a long-wheelbase seven-seater which would provide more battery space and extra revenue without overstretching the budget.

This is very much the electric car by Jaguar version 1.0: engineers promise range, battery size and weight and recharging time will all improve exponentially and rapidly. And about 18 months after i-Pace has gone on sale, Jaguar is expected to present its second BEV in the shape of the XJ replacement – also based on D7a, again made by Magna, and a sleek coupe which could beat its Porsche arch-rival to market.

But let’s not get ahead of ourselves: the crossover comes first, given that SUVs are commercial catnip. The F-Pace has already become the fastest-selling Jaguar in the sports car maker’s history. (‘Somewhat ironic, but that’s the way the world is,’ notes Callum wryly).

It’s taken the design chief more than two years to get the i-Pace ready for its public premiere, and its underlying ethos – to merge a supercar’s proportions with an SUV’s to create a different type of Jaguar silhouette – is a vision he’s held even longer than that.

‘We’ve challenged ourselves with this project, and it’s

Time is of the essence ‘A key customer attribute is how long it takes to charge the car,’ continues Hoban. ‘i-Pace will charge to 80% – the main industry measure – in 90 minutes.

That’s using the DC infrastructure available today. In the not too distant future the electric charging infrastructure will increase and move towards 150kW. We’re future-proofed.’

The strong silent type i-Pace is fast: faster than a Porsche 911 Carrera; faster than an F-Type. ‘i-Pace is a Jaguar performance SUV,’ explains Hoban. ‘It’ll go 0-100kph in just over four seconds. That performance is delivered by an output of 294kW and 700Nm from two motors, one on each axle.

They’re powered by a 90kWh lithium-ion battery designed and developed in-house here at Jaguar.’

taken months of finessing to get this balance,’ muses Callum. ‘I don’t like the word crossover, but I suppose in many ways it probably is. Cars are actually going to end up like this, because when you take out the north-south sixcylinder engine and you put in electric propulsion, this is what the package gives you. This is the shape of the modern car.’ tc

Not an actual solar roof but gorgeous nonetheless

January 2017 | TOPCAR.CO.ZA

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TECH KNOW The innovations transforming our driving world

ILLUSTRATION: AERIFORM

The combustion engine fights back The electric vehicle takeover is far from a done deal. In 10 years’ time three-quarters of Mercedes cars will still be burning fossil fuels. With good reason! By Ian Adcock

L

IKE THAT INFAMOUSLY inaccurate report of Mark Twain’s death, the demise of the internal combustion engine has been somewhat ‘exaggerated’.

Jürgen Schenk, Mercedes-Benz’s director of edrive integration, predicts that by 2025 ’25 per cent of all our cars sold, globally, will be pure electric vehicles.’ But that means three-quarters will still be running on petrol, diesel and, probably, other forms of combustible fuel.

In a step change that’s as significant as the move

from carburettors to fuel injection, Mercedes has announced a new family of four engines: a petrol V8, plus an in-line petrol four and petrol and diesel straight sixes all designed to exploit fuel-saving 48-volt electrical systems. Power goes up, while emissions and consumption drop across the board.

Meanwhile Infiniti has cracked the variable compression ratio, a challenge that has thwarted engineers ever since Sir Harry Ricardo posited the concept a century ago.

Here’s how these systems work…

Electrifying acceleration with the front end pulley system, reducing friction losses and making the engine shorter for improved packaging.

It is used for cold starting and, combined with the e-compressor it compensates lag until the turbo is on full boost, so that under full throttle peak torque is achieved at less than 2 000rpm in 2sec.

Mercedes’ new in-line 3.0-litre petrol six uses an integrated starter-alternator (ISG). This 15kW, 220Nm electric motor sandwiched between engine and transmission harvests energy, controls idle speed, boosts acceleration and facilitates engine-off coasting.

By powering the water pump and air-con compressor it does away

Pedal value 100%

Because there is instant torque from the ISG, off-the-mark acceleration will be electrifying

without eSC / with ISG with eSC / with ISG

without eSC / without ISG with eSG / without ISG

2000

1500

Engine-off saves fuel and emissions

1000

500

0 -0.5 0 Wheel torque in Nm

0.5

1.0

1.5

2.0

2.5

3.0

seconds

Another first for Mercedes is a belt-drive starter-generator (BSA), this time on the ‘Toptype’ 2.0-litre four predicted to produce 100kW per litre. As with the ISG it also provides energy for the electric water pump. The BSA employs a belt drive to restart the engine in microseconds, or boost the engine. It can recover up to 12.5kW, storing energy in a 0.9kWh lithium-ion battery of which 0.5 can be used by the BSA to boost engine performance below 2 500rpm with an additional 10kW energy.

Because of its seamless re-start function, BSA not only allows coasting but also iECO – extended stop-start with intelligent engine shut-off even at low speeds.

Turbo lag, your days are numbered Mercedes is joining Audi and Bentley in deploying an e-compressor (eZV), but using it to compensate lag on a petrol rather than a diesel engine, in conjunction with the ISG. Connected in tandem with the large exhaust-driven turbocharger, the eZV achieves its operating

speed of 70 000rpm in under 300 milliseconds, delivering additional boost between 1000 and 3 000rpm depending on the engine map and independent of engine speed and load. The second gen of the new in-line six diesel could see the e-compressor replace the sequential turbocharger. 4 January 2017 | TOPCAR.CO.ZA

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TECH KNOW V8 becomes frugal V4

Making diesel cleaner than everer A disadvantage of four-valve diesel engines is that they don’t promote swirl for good combustion characteristics.

Mercedes overcomes this with its new, unique, stepped piston crown (above). It creates a more complete burn by developing more tumble and swirl within the combustion chamber,

achieving a higher burn rate for lower particulate emissions and greater efficiency. The changed flow conditions also result in reduced heat loss and a more uniform temperature distribution at the cylinder head which all help boost efficiency and reduce emissions.

HIGH COST? NO! Although technically more complex, the VCR engine is still cheaper to assemble than a diesel built in comparable numbers

The new M176 4.0-litre V8 – to launch in 2017’s revised S-Class – can shut off four cylinders by means of CAMTRONIC valve timing, between 900 and 3 250rpm, turning the engine into a V4.

The switch is achieved by eight actuators acting on the axially movable cam parts of the intake and exhaust camshafts via a selector. These parts are held on the carrier shaft (below) by gears and are located in the end positions by a locking mechanism. The intake and exhaust valves of cylinders 2, 3, 5 and 8 don’t open due to the zero-lift cams. The fuel supply and ignition are deactivated, so no unburned mixture is left in the chamber, which acts as an air spring.

LIMITED SCOPE? NO! Developed in Japan, VCR technology will be available to all partners in the Renault-Nissan alliance

Exhausts that clean up In use since 2014 on the S500, particulate filters – which eliminate soot particles in diesels – will be standard on all Merc petrol engines, starting with these new power units. Because of the slim nature of the petrol straight-six, and by separating the inlet and exhaust, the exhaust after treatment can be located next to the block; only the particulate filter is under the floor.

The six-cylinder diesel’s compact size means it can be equipped with multi-way exhaust gas recirculation, eliminating the need for engine temperature management during cold starts or at low loads.

Difference in piston height between compression ratios Ratio 8:1

Ratio 14:1

HIGH

LOW

EFFICIENCY

POWER

Infiniti achieves compression alchemy Due to go into production in 2018, Infiniti’s variable compression ratio (VCR) is the result of a two-decade-long engineering project and is subject to no less than 300 patents.

The 2.0-litre four develops 200kW and some 390Nm of torque, but is a claimed 27 per cent more efficient than an equivalent V6.

Its compression ratio can vary between 8:1 for power and 14:1 for efficiency by means of a multilink system driven by an electric motor actuator or ‘Harmonic Drive reduction gear,’ that moves an angled actuator arm.

Inputs from a dedicated engine control unit rotate the Harmonic

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Drive which in turn determines the piston’s height within the bore via the multi-link’s position.

Unlike conventional engine motion, the VCR’s is elliptical rather than circular – the con rod doesn’t pass through the big and small end bearings’ vertical axis, although during the power stroke it does remain practically vertical.

Variable valve timing is installed on both the inlet and outlet sides, along with multipoint injection (MPI) for low compression running and direct injection (DI) when running at high compression values.

A single scroll turbocharger with an electronic wastegate completes the picture.

DRIVING

GADGETS REVIEW

For the discerning petrolhead Gadgets, gizmos, apps and more. By Chris Wall

VALENTINO ROSSI

If you’re a fan of two-wheeled things, you’ll know ‘The Doctor’ aka Number 46 very well.

This game not only allows you to race alongside him on everything from Motocross bikes to Superbikes but thankfully if you’re a lover of four-wheeled things, and clearly you are, then you’ll take great comfort in knowing that you’re catered for as well. I refer to the game’s drifting and rally modes in which you can pilot anything from Ford Fiestas to Ford Mustangs – quickly and in a smoky flurry. Nice!

Price R729 www.takealot.com

OLD V8S DON’T DIE

SUCK AT FISHING?

UNIBRO DESIGN V8 LAMP

DEEPER SMART FISHFINDER 3.0

There’s no need for dead cars to go to the scrapyard in the sky - well not in Austria. They recycle car parts to make cool furniture your partner will hate, but not as much as the price. Be prepared to fork out big for this. +/- R11 300 www.unibro.de.

Show your friends you really can fish like the masters on TV. You can be even cooler by using technology and an app to outsmart those pesky, bigbrained genius fish. It transmits depth, bottom structure, temperature, vegetation and fish location.

R4 899 www.mantality.co.za

AFFORDABLE RACING HOBBY LEGO TECHNIC DRAG RACER A GAUTENG MUST-HAVE AQUAPAC 358

Ever checked the weather report and saw that some light rain was forecast, only to be caught out by roads that have become raging rapids? There’s not much you can do about your drowned car, but with this 100 per cent waterproof pouch that still allows use of the screen, you can at least order Uber Jetski and make it home for dinner.

R320 www.mantality.co.za

This is one of the coolest Lego builds, because once assembled, you can push it in a straight line and you’ve successfully completed a drag race, no annoying turns or driver skill needed.

R899 www.yuppygadgets.com

A month in the life of 5 key cars – starring Nissan, Mini, Mazda, Renault & Toyota

OUR CARS Ups/ downs Refined, sips diesel slowly, through a tiny straw Not fitted with the Design Pack

M

Y FIRST ENCOUNTER with Nissan’s Qashqai was on a car news blog back in 2006. Yes, it had the face of a startled parrot and its name lacked phonetic finesse, but its proportions – midway between regular hatch and SUV – were a masterstroke. That it turned out to be good to drive, comfortable and solidly built, only added to the appeal. A facelift in 2010 sorted the aesthetics, providing a welcome boost in sales while we waited for the second gen to make its appearance. I was privileged to

be invited to London in late 2013 to witness the global unveiling of Qashqai 2.0, and its elevated levels of style and technical sophistication didn’t disappoint. I was hooked.

Ffwd three years to the part where Nissan offers TopCar a 1.5 dCI Accenta for long-term testing… Needless to say it’s now parked on my driveway and I couldn’t be happier. Well, maybe just a little. You see, as a bit of an aesthete I was hoping it would arrive wearing the optional Design Pack which adds 19-inch rims, roof rails and privacy glass, transforming the Qashqai from merely super to supermodel. Alas, the standard 17s it is. Oh, and may I suggest the

HELLO MR. CASH-KYE A long-time fan of the two Qs, no Us Nissan, will actually living with one change Wayne Batty’s mind?

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OUR CARS

reason Nissan sent us a brown one is that no-one was buying. In sweet compensation, however, our car had been fitted with the Techno Pack comprising: around view monitor (a really useful, top view parking aid), sat-nav, heated door mirrors, and something called NissanConnect which handles audio, communication, navigation, connectivity and smartphone integration features. It’s all controlled using the seven-inch touchscreen and surrounding buttons which, frankly, have had me stumped at times, frantically searching for a non-existent Home button. But then I am old enough to have owned the Octopus game on a Nintendo Game & Watch, so…

But I digress - driving the Qashqai is much more exciting than timing how fast it’ll pair a phone or do a point of interest Google search.

One month in, and bar the inevitable low-rev diesel rattle, I’ve been impressed with the mechanical refinement. The ride is accomplished, the steering (set swiftly to sport) is reasonably accurate and the manual gearbox no chore to shift. Keep the engine revving above 1800 and well below 4000rpm and she’ll hustle sufficiently fast to outwit Cape Town’s many seemingly disinterested drivers, but it’s the efficiency that’s earning the most admiration from me right now. On the first full tank the Qashqai covered more than 920km in peak

hour traffic. I can’t wait to see what it’ll do on an extra-urban economy run. @topcar_wayne

LOGBOOK NISSAN QASHQAI 1.5 DCI ACENTA

> Odo reading start/now 1 690/2 613km > Distance covered 923km > Fuel consumed 58.9ℓ > Average consumption 6.38ℓ/100km > Service interval 1-year/15 000km > Service cost Covered by 3-year/90 000km service plan

> Total fuel cost R715.05 > Running cost 78c/km

WELCOME

MONTH 1

NISSAN QASHQAI

January 2017 | TOPCAR.CO.ZA

85

WELCOME

MONTH 1

MINI CONVERTIBLE

T

WENTY THREE YEARS ago I made the best mistake of my life. Well I think you’ll call it a mistake. I was 16 years old when I sold my first car, a British Racing Green (ok fine it was avocado) Mini Cooper 1100, bought from my sister a year prior for a paltry R50 – thanks Celeste. She had bought it the year before that for R500 and driven it never.

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Full Circle

This is Calvin Fisher’s second long-term relationship with a Mini. But a lot has changed since 1993 Bargain. In that year I accomplished many things such as getting its lumpy motor to turn over into life, ripping out the rotten door panels and headlining and replacing it with er, wooden laminate. I don’t know why I did that, I suppose I thought it looked lovely. I also outfitted the most adorable Coca-Cola radio, bright red and about the size of two shoeboxes. I was styling. They saw us rolling. And indeed, I

suspect they hated. But I had other plans. I needed a computer.

Yep, it was 1993 on the Cape Flats and finances were scant and, as much as I loved the car, my passion lay elsewhere. I wanted to become a graphic designer. I also wanted to play computer games. And that, apart from word processing (as if!) was pretty much all you could accomplish with a computer in a time preceding the

OUR CARS

Ups/ downs Hello summer! Hello sunscreen Only four seats means one of my sons will need to stay at home. Sorry Zeke

I think we’re meant to look away while Calvin measures his pulse

THEY DON’T MAKE THEM LIKE THEY USED TO Hipster food joint, ripped jeans and convertible Mini a topnotch combo

Internet (as we know it now), MP3s and digital video. So into the classifieds my Mini Cooper went. Not to sell but to swap for an IBM-Compatible Desktop PC. Obviously somebody snapped it up, an elderly British gent who could easily have been its original owner. He was happy, I was thrilled – we parted ways and that was that. It was only when I took delivery of the car you see on these pages that it occurred to me that I’ve

Ah the old days - 23 years ago I was able to - and often would - swap out sundry parts for my Mini 1000 from big brother’s similar-era (late 1960s) Jaguar XJ6. Think headlights and handles. Completely compatible. Both British Leyland, piece of cake. Try that today with say, a BMW X1 and the teal toaster. Progress is a complicated thing and the cards are stacked against us, the more-or-less hapless consumers.

been here before and I’ll be honest with you, I wouldn’t be where I am today if it wasn’t for that first computer. So thank you fate, and thank you to my original Cooper.

I call the one you see in these shots the Teal Torpedo. But Peter, who stole my Hilux this month, insists its shade is mint, and while calling it a Minti Cooper is tempting neither of us can hold a flower-scented candle to what the brochure calls the

paintjob – Caribbean Aqua. Wasn’t that the group that sang that Barbie Girl song? Not to put too fine a point on it, or come over all sexist, this is why you have a masculinity problem, Mini.

And life in the teal minti thus far? The jumps from Prado to Touareg to Hilux were easy. This however is a big leap, kids and kit and kudos considered. There’s a lot to process here folks, luckily we have six months to ‘unpack’ it all. @Calvin_Fisher

LOGBOOK MINI COOPER CONVERTIBLE 1.5L > Odo reading at start/now 10 667/11 141km > Distance covered 474km > Fuel consumed 38.1ℓ > Average consumption 9.2ℓ/100km > Service interval 15 000km (or per OBC) > Service cost 2-year dealer warranty > Total fuel cost R430.21 > Running cost R1.04/km January 2017 | TOPCAR.CO.ZA

87

State Captur

A welcome change of scenery or a step out of its comfort zone? The Captur adventures beyond

W

HAT A TRANSFORMATION. The resurfacing job on the R320 connecting Caledon to the Hemel en Aarde Valley, I mean. Gone is the dusty gravel road that blighted travel in and out of the Overberg hub; in its place a flowing ribbon of the smoothest tarmac imaginable. Not only is the resultant Shaw’s Pass spectacular to drive, with a steep gradient dipping rollercoaster-like down into the valley, but thanks to the wider road, the pristine farmland below, framed majestically by Shaw’s Mountain off to one side, has opened up into the most beautiful vista you can imagine. It left me wondering how I’d never seen it so vividly before.

Four whole months (a third of the way through our long-term test, where does the time go?) has been long enough for the diesel Captur to come to terms with its tedious daily grind – a five-day-a-week commute from deep in the Southern Suburbs all the way into the city. This explains our lifetime fuel consumption that’s almost double that of Renault’s claim. You can see why I grabbed the chance to stretch her legs beyond city limits; my first genuine taste of the open road in Le Captur.

Long story short, it’s found wanting out on the open road. The newly refurbished bitumen of the R320 is smooth and inviting,

but traversed in the Captur the ride is as jittery as a pensioner after a double espresso. The blame lies squarely with the large diameter 17-inch wheels and relatively low 55-profile Michelin tyres, but also their relationship with a jacked up ride height and torsion beam rear suspension that doesn’t feel sufficiently overhauled from its duties in the lighter Clio. And that’s a bigger issue – the weight. I know nothing much can compare to my gloriously light 965kg C4 Cactus from 2015, but at 1 178kg for an upsized hatchback, it’s simply too heavy. It feels lethargic out on the open road, something I wasn’t privy to confined to my weekly back and forth out of town. This lumpen-ness takes some of the cheer out of a road trip, the detuned turbodiesel battling to stay on the boil at highway speeds. When I drive any diesel I want to stick it in high gear and stroke the throttle occasionally, riding a wave of fulsome torque. But the 1.5 dCi requires a snap-shift to fourth or even third, gradient depending. Disengaging Renault’s Eco button makes little difference to progress, and anyway it’s hard to find, situated right next to the rarely used cruise control/speed limited switch on the transmission tunnel.

No surprises...high rider hardly built for carving up the twisties

LOGBOOK RENAULT CAPTUR 66KW 1.5DCI TURBO DYNAMIQUE

> Odo reading start/now 331/3 172km > Distance covered 2 841km > Fuel consumed 170.73ℓ > Average consumption 6.0ℓ/100km > Service interval 1-year/15 000km > Service cost Covered by 3-year/45 000km service plan > Total fuel cost R1 921.34 > Running cost 68c/km It’s mostly ignored because that’s just a silly place to put it. Let’s get it up on the steering wheel with the rest of the buttons next time, thanks Renault.

As it turns out our Hemel en Aarde sortie wasn’t so much a chance to stretch the Captur’s legs as it was a shove out of its comfort zone. But now we know - it’s first and foremost an urban dweller.

Thankfully normal service has already been resumed. Ray@TopCar

MONTH 4 RENAULT CAPTUR

Ups/ downs

Love the smell of fresh bitumen in the morning

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The Western Cape – home to the best roads in the country Lumpy ride, lumpen performance

OUR CARS

Ups/ downs Huge space, powerful engine, holding power Dusty MTB trails, dirty bikes, tired riders

Excess baggage Warning: this long-term update contains bicycle content (again).

By Aaron Borrill

S

well as the look of disbelief when we chat about cost and they O I’M OFTEN teased here at work for learn it retails for R533400, not bad considering it’s the sneaking bicycles into my long-term diary MONTH 5 range-topping AWD Akera model. Look at our GBU in updates. Guilty as charged, though I MAZDA the back of this magazine and it makes even more sense purposely refrained from doing so last month to CX-5 – some of its Korean rivals now fetch prices of up to R600k prove I’m not as obsessed as they make me out to be (which is frankly absurd). Save for the excellent new (he really is – ed). This month however, there’s a Volkswagen Tiguan, I reckon there’s very little at the price that legitimate reason for including the bicycle as the main comes close to what it offers as a lifestyle vehicle – it’s frugal, premise of my update. See, Rae Trew-Browne from Bicycling powerful, well-built and friendly, part of the family. magazine invited me to join him at the Wines2Whales 3-day So what of the race? Not too shabby, we finished 9th overall in MTB race and I couldn’t leave a colleague hanging, now could I? Hermanus and trekked home covered in mud. More points for the Whether or not he genuinely needed me as a partner I don’t know, but I’ve a sneaking suspicion he’s been eyeballing my Mazda CX-5 CX-5; back at base camp out comes the bucket (water restrictions don’t forget) and all the paraphernalia and it proves a remarkably and its extra-mural abilities. I don’t blame him, it’s a useful car for easy thing to launder – the interior balance of luxury and utility is the active lifestyler, and so it proved to be. just about right, with easy to wash, hard-wearing materials A 7am start at Lourensford Estate meant Rae had to be at my nevertheless good to look at and premium in their feel. It may be a house at around 5am to load his clobber and bicycle. We’re both lifestyle SUV, but Mazda know it’ll be used and abused and fairly light packers but shoehorning three days’ worth of kit, clothing and race nutrition meant the duffel bags looked more like designed it accordingly. Another feather in its cap. inflatable rafts than bags in the end. So what then of the bikes?

AaronBorrill Simple – not inside, but on top and behind. The Thule Euro Classic bike rack and ProRide 598 roof system offer a quick and easy load/release transporting method. The only negative is LOGBOOK MAZDA CX-5 2.2DE AKERA increased fuel consumption, but that’s a small price to pay for the > Odo reading start/now 106/9 269km added space inside and overall convenience. It’s not cheap but on > Distance covered 9 163km > Fuel consumed 789.52ℓ balance we reckon it’s a worthy investment, whether you’re a > Average consumption 8.62ℓ/100km competitive cyclist or just a weekend warrior. > Service interval 15 000km Over at Lourensford the unpacking begins as do the comments > Service cost Covered by 3-year/unlimited km service plan – I’m getting used to admiring glances aimed the CX-5’s way, as > Total fuel cost R9 535.51 > Running cost R1.04/km January 2017 | TOPCAR.CO.ZA

89

Rock star

Editor Fisher is good at getting his Hilux dirty. Staffer Peter Frost made it work

T

HERE ARE only three MONTH 6 things I TOYOTA don’t like HILUX about the boss’s Hilux; no volume knob, that snout and the colour. Around here in the platteland where the only difference between the town car and the farm bakkie is a change of khaki pant, opinions can be blunt – and they don’t much like an eye-shadow blue pickup. A creased brow is the Malmesbury equivalent to ‘ah hell no, what were you thinking?’ And there have been a few of those this past week, as I paraded the borrowed Nippon around town.

But then this is Isuzu country, the previous generation of course, and they only come in white, everyone knows that, or off-white after running the roadworks gauntlet on the N7.

I borrowed it to move a tree, or what was left of one, after the good folk at Chainchuggers had finished with it. A devilish Brazilian pepper, all invasive roots and

Ups/ downs A Camry in heels We don’t get the Camry

insatiable thirst, it lay in tragic dismemberment on my lawn, waiting to be spirited off to that great forest in the sky (or the municipal dump more precisely). Our dump is a bakkie playground, all layers of hardened clay and tempting one-in-ones, useless in a sedan but lekker fun in, say, a blue Toyota with 4x4 ability and a chainsaw massacre schinus terebinthifolia in the loadbay.

The loading was less than fun, I can’t lie, and a double-cab sucks grapefruit segments as far as capacity is concerned, but eventually we got the majority of the ex-tree on board and set off, most definitely fully laden. Like the tonne-and-a-half of gravel it had moved three days before, the 2.8 made light work of its load and pulled as if it wasn’t at all bovvered, as Catherine Tate might say.

Suspension too impressed us, no wandering at speed, and at the dump the alternative ‘tough’ route to the offloading area gave the Hilux a chance to really get mucky. Up hill and down filth it went, exceptional explorer it proved to be. We’d lost much of the tree by

the time offloading happened, which was cause for celebration, as was the sight of the undercarriage gunk disappearing down the proverbial plughole on the wash bay at the Car Spa over in Vredenburg a few hours later.

That blast down the N7 revealed the Hilux’s other party trick; few cars, much less bakkies, can lope like this kid, long legs indeed, at 120kph it’s barely turning over at 2000rpm but slap bang in the middle of its torque band.

Effortless. I shan’t be giving it back, not until my Passat diesel arrives that is, a beaut likely to be an even better loper. We just can’t be seen at the dump together. Ah well, swings and roundabouts. @pefrost

LOGBOOK TOYOTA HILUX 2.8 GD-6 4X4 RAIDER 6AT DOUBLE CAB

> Odo reading at start/now 2 731/11 139km> Distance covered 8 408km > Fuel consumed 824.27ℓ > Average consumption 9.8ℓ/100km > Service interval 10 000km> Service cost covered by 5-year/90 000km service plan > Total fuel cost R9 364.53 > Running cost R1.11/km 90

TOPCAR.CO.ZA | January 2017

JHB 56834

DOUBLE FILLET DOUBLE CHEESE

THE DOUBLE DOWN FOR YOU, MAN.

W

ONE FOR THE LADS It’s Saturday morning. You’ve worked hard all week. You deserve a break.

Hell, you deserve a reward. You deserve the Ultimate Guy’s Day.

I

T WAS CHILLY at 7.30am when a bunch of lucky

as the Opel Mokka and Adam, as well as the new Chevy

readers began to assemble in Auckland Park

Trailblazer and Isuzu KB. Here we attacked high speed

with just two missions to complete – pour warm

bowls and 4x4 courses and even managed to do some

cappuccinos into their systems and board a bright

gymkhana tricks to impress each other. When that was

white bus. The prior was complimentary and appreciated

done it was KFC Double Downs for lunch before attending

but the latter was serious cause for celebration – this

the Soweto Derby to support either Kaizer Chiefs or

was the bus that would cart everyone from one awesome

Orlando Pirates as they battled each other. And what

venue to the next all day.

better way to relieve a bus of testosterone-charged soccer

First up was the Gerotek testing facility where we were

and car fans than ending the evening at the Comedy Club?

tucked into a variety of General Motors vehicles such

Thanks to everyone involved in this unforgettable event!

CAR SALES MONTH UP, YEAR DOWN Another mixed bag of results

T

HE GOOD NEWS is that domestic passenger car sales in October surpassed Septemberâ&#x20AC;&#x2122;s total by 807, the LCV figure was 684 higher and the total industry was 1 387 to the good.

However, exports were down by 2 085. The bad news is that by comparison with October 2015, total domestic sales were down 5 494 units from 54 239 to 48 745.

Softening the blow was exports, up by 2 999 units for 2016 from 27 719 to 30 718. Overall, out of the total reported industry sales of 48 745 vehicles, an estimated 37 931 (77.8%) represented dealer sales, 16.5% represented sales to the rental industry, 4.1% represented corporate fleet sales and 1.6% sales to government.

Commenting on the latest statistics, NAAMSA said that conditions in the new vehicle market had remained extremely difficult, characterised by double-digit or

KEY INDICATORS

OCTOBER 2016 Industry total 48 745 (-10.10%) Passenger cars 32 738 (-9.50%) Light commercial vehicles 13 559 (-10.70%) Medium & heavy commercial & bus 2 448 (-15.03%) Exports 30 718 (+10.80%) (% variance vs October 2015)

Year-to-date totals Domestic 459 486 Exports 294 596

near double-digit year-on-year declines in all segments. Domestically, the short- to medium-term outlook continued to be a challenge. The lower levels of new vehicle sales represented a reflection of the current difficult economic conditions, but while key economic indicators suggested a difficult start for the manufacturing sector to the fourth quarter of 2016, the latest Reserve Bank leading indicator had registered positive growth for the first time in three years, representing the biggest month-onmonth increase over the past two years. This suggested the possibility of a modest improvement in the economy over the coming year to 18 months. By contrast, export sales of new vehicles had reflected a noteworthy year-on-year improvement and this momentum should improve further over the balance of 2016 and into 2017.

In its monthly review of the latest sales

figures, WesBank noted that year-to-date, the rental market had grown 20.5% but this could not offset losses in the dealer channel, where new passenger car sales fell by 18.3%.

WesBank received 15.3% fewer new vehicle loan applications during October.

Affordability remains the main influencing factor, new car prices having increased above CPI rates, based on the Randâ&#x20AC;&#x2122;s weakness over the last two years. In October, the average new car financed was 12.7% more expensive than the year before. As a result, WesBank is seeing a record number of applications for pre-owned vehicles. October saw the highest-ever volumes for used vehicle finance, with 97 209 applications received, a year-on-year growth of 3.4%.

Fiesta still on fire, selling 1856 units in October

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

*Ratings exclude exports

11 129 8 055 7 199 3 692 3 324 2 335 1 604 1 420 972 720

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

2 701 2 458 1 968 1 856 1 520 1 172 1 012 649 562 541

Mercedes-Benz (2 335), Associated Motor Holdings (Hyundai, Kia, Daihatsu) together with Amalgamated Automobile Distributors (4 844) do not disclose individual model sales to NAAMSA. Aggregate figures are included in the totals. Great Wall Motors sales figures were not released for October.

TOP 5

LIGHT COMMERCIAL VEHICLES

1 Ford Ranger 2 964

2 Toyota Hilux 2 781

3 Toyota Quantum 1 451

*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 96

TOPCAR.CO.ZA | January 2017

4 Nissan NP200 1 175

5 Chev Utility 1 131

HOW ARE YOU DOING? Joeline Dabrowski, PR and Events Manager, Corporate Communications for HONDA MOTOR SOUTHERN AFRICA

H

ISTORICALLY, HONDA SOUTH Africa has enjoyed an enviable reputation for quality and reliability as well as a loyal following of faithful fans. But recent seismic shifts in the manufacturer’s direction and philosophy have tested the resolve of those devotees and left others puzzling over the meaning of it all. What has caused the shift, what is the long-term strategy and will it influence Honda’s seat at the top 10 table of bestselling manufacturers in South Africa? We put these questions to Joeline Dabrowski, PR and Events Manager, Corporate Communications and asked, is the company comfortable where it’s at?

In recent years we’ve seen a shift in Honda SA’s product line-up away from traditionally Japanese and European models towards vehicles designed primarily for developing markets, such as the Brio, Mobilio and now BR-V. Is this purely exchange rate and cost driven, or are other factors involved?

We adjusted our model line-up in anticipation that customer demand will grow in the small and economy car segments and that is exactly what we are seeing over the past several years. Under the recent difficult economy, exchange rate and the pressured car market scenarios, it is natural to see more demand shifting towards small and economy cars.

What can we expect from Honda in terms of new product in the next 12 months?

2017 will see a facelift for the Ballade as well as the launch of the all new CR-V.

Can you explain Honda’s push for CVTs in a market that has never taken to this type of transmission?

CVT gives our vehicles the optimum fuel economy by generating power without loss of fuel coming from shift changes on the traditional gear transmissions.

Better fuel economy is what customers are looking for and we believe we can provide that best with the CVT. Is the CVTonly strategy for HR-V and Civic sedan a long-term approach, or are you planning to add manual models at some stage? Has there been no demand for alternative transmissions?

At this stage we are not planning manual transmissions on these models. HR-V has enjoyed a high sales success with the CVT transmission only. Honda offers several models with manual and CVT gearboxes, sales of which are 75-80% towards the automatic versions, so we have a high demand for this choice of transmission in our market.

Apart from the Civic Type-R and, to a much lesser degree, the Civic 1.5T, none of the models currently on sale could be described as being particularly sporty to drive.

How then does Honda’s return to Formula 1 translate as a marketing message to local customers?

Formula 1 is one of the many corporate activities we take part in. We believe it shows our willingness to take on challenges, rather than being a direct marketing tool for our everyday business. It also showcases our automotive technology in terms of engine efficiency. As to the relationship to road cars, the NSX features a turbocharged V6 and hybrid technology – both the standard in F1 but not yet the norm in supercars (NSX is not due to come to SA - ed).

How many dealerships do you have across the country?

We have 36 dealerships nationwide INTERVIEW BY MIKE MONK

A longer body, stiffened chassis and more upmarket, higher tech cabin for new CR-V – here in 2017

Have the recent launches of diesel derivatives of all the CR-V’s major competitors caused a rethink, or have you abandoned the diesel engine for good in SA? Honda’s current line-up consists of petrol derivatives only. We have no plans for any diesel engines in the near future. Our market research shows the CR-V’s direct competitors having a market penetration of less than 20 per cent in the segment for diesel engines.

January 2017 | TOPCAR.CO.ZA

97

SEGMENT REVIEW

CUE THE HEDONISTS

CABRIOLETS

Uber-expensive or relatively affordable, convertibles are summer’s hot ticket. We profile the newcomers. By Peter Frost

1

MERCEDES-BENZ C200 CABRIOLET

This is the ‘cheapest’ drophead four-seater Mercedes you can buy, although cheap is relative – R700k+ for a two-litre is stiff by any measure. Stiff too is the chassis thanks to the addition of 125kg worth of strengthening, which makes it a cruiser first and foremost.

Push it and the C’s decent family underpinnings ensure things are kept composed, but the more spirited should choose a version higher up the food chain, say the delicious V6 C43 cabriolet, in showrooms later this year. Space is tight in the back (headroom particularly with the roof up) but the electronically deployed Aircap wind deflector keeps things entirely unruffled at almost all speeds.

THE DETAILS

UNDER THE BONNET: 1 991cc, 4cyl turbo petrol, 135kW, 300Nm ON THE ROAD: 8.2sec 0-100kph, 235kph, 6.3ℓ/100km, 143g/km CO2 PRICE: R702 522

MAZDA MX-5 RF

Tasty, tasty, tasty! The RF (retractable fastback) improves the breed, adding both coupe and Targa elements to the already sublime MX-5 droptop. How? A fixed metal roof levitates and stores in the boot under a lid that incorporates high side buttresses and an upright rear window, giving it the look of a coupe. Bingo, three cars in one. For the rest, there’s an optional six-speed automatic gearbox this time, which might irk the purists, but for them the good news is that the rest is as immediate and engaging as the droptop, courage and kudos coming from that lovely 2.0-litre naturally aspirated unit up front, driving the rear wheels. Queue here.

2

THE DETAILS

UNDER THE BONNET: 1 998cc, 4cyl petrol, 118kW, 200Nm ON THE ROAD: 7.3sec 0-100kph, 214kph, 6.7ℓ/100km, 156g/km CO2 PRICE: TBC (+/-R430 000)

3

MINI COOPER CONVERTIBLE

Based on the 2014 uprated Mini chassis, new Convertible is a swings and roundabouts car – brilliant fun in the twisties with Mini’s trademark fast, well-weighted steering, grippy front end and satisfying power delivery (even in the base model turbo triple). But it’s also less rigid than expected, especially on bumpy roads when the scuttle shake is noticable.

Space is much better inside than before (although the two individual seats at the back instead of a more useful bench and their very upright backrests are disappointing). That roof still raises in two stages, offering a sunroof feel or complete cabriolet style. It’s more practical than the MX-5 and good fun, though not as sporty or energetic.

THE DETAILS

UNDER THE BONNET: 1 499cc 3cyl turbo petrol, 100kW, 220Nm ON THE ROAD: 220kph, 8.8sec 0-100kph, 5.1ℓ/100km, 119g/km CO2 PRICE: R389 000

MERCEDES-BENZ AMG GT S ROADSTER

Affordable only if you have an arms contract, the latest Mercedes bruiser to take off its shirt is the GT Roadster, a rogue sumo wrestler with toothache. Loud? The V8 is deafening at full chat. Fast? Monstrously – four seconds to 100kph. Subtle? In solarbeam yellow metallic, as bashful as Trump. There is a small boost in power over the coupe to compensate for the extra weight (10kW) but otherwise the experience is remarkably similar. Noise is the chief ingredient, attitude the essence. The roof is cloth to keep weight down and rises in 11 seconds. Pray we get the even more bonkers GTS R Roadster in Hell Green. Demonic.

THE DETAILS

UNDER THE BONNET: 3 982cc V8 twin turbo petrol, 385kW, 670Nm ON THE ROAD: 310kph, 3.9sec 0-100kph, 9.6ℓ/100km, 224g/km CO2 PRICE: TBC (+/-R2.4m) 98

TOPCAR.CO.ZA | January 2017

4

5

AUDI R8 SPYDER Audi’s left-brain supercar ratchets up the right-brain influences with the loss of its top. Intoxicating V10 mid-engined howl a foot away? Check. Germanic perfection of the interior?

Check. Balance? Check.

Our UK reports suggest the Spyder manages to better even the coupe in plantedness. Downsides?

The naturally aspirated V10 likes a drink and there’s some buffeting in the cockpit at speed. But as the zenith of hedonism, nowt beats this arachnid.

THE DETAILS

UNDER THE BONNET: 5 204cc V10 petrol, 449kW, 560Nm ON THE ROAD: 330kph, 3.4 sec 0-100kph, 12.3ℓ/100km, 287g/ km CO2 PRICE: TBA (+/-R3.5m)

PORSCHE 718 BOXSTER S

Porsche’s new ‘entry-level’ cabriolet is down two cylinders but up a twin turbocharger, with the S getting the larger bore 2.5-litre four-cylinder engine and an increase of 37kW over the conventional Boxster. Subtle tweaks to the body have worked well, especially at the rear – it’s now a curvaceous, contemporary cruiser where the previous model was decidedly lumpy. The new engine is sweet, in-gear acceleration is excellent, economy is decent and the drive is textbook Porsche – fast, smooth, seamless. The new interiors seem to be channelling the 911 – no bad thing – and the quality is peerless. The biggest disappointment with the roof down is that the much-loved Porsche flat-six strum is obviously missing. Get past that and the new 718 is a thoroughly modern, efficient, and yes, engaging machine.

6

THE DETAILS

UNDER THE BONNET: 1 998cc, 4cyl twin turbo petrol, 257kW, 420Nm ON THE ROAD: 285kph, 4.6sec 0-100kph, 8.1ℓ/100km, 184g/km CO2 PRICE: R957 500

7

MERCEDES-BENZ SLC200

The evergreen SLK moves down the alphabet to become the SLC and gains a nominal boost in street cred, channelling as it does the looks of big brother SL. Looks only; this is still, at least in base model, a cruiser rather than a cruise missile, its chief job being to carriage the delicate in as much comfort as possible. Steering is curiously distant in Comfort mode and in Sport the suspension is needlessly harsh, without much added stability in corners. But interiors are premium (though fiddly, with no touchscreen) space, general comfort and visibility are good, as is safety, with that ever-popular folding metal tintop the car’s raison d’etre. Situation normal – looks 10/dance 5.

THE DETAILS

UNDER THE BONNET: 1991cc 4cyl turbo petrol, 135kW, 300Nm ON THE ROAD: 240kph, 7.0sec 0-100kph, 6.6ℓ/100km, 154g/km CO2 PRICE: R684 476

THE SECOND-HAND OPTION 2013 AUDI A5 TFSI QUATTRO

Audi’s A5 rates as one of the best second-hand cabriolet buys, suggests our tame salesman, Mike Harding. Reliable, fast, spacious, the roof gives no trouble, and if you can find a 2.0 TFSI, it’s the ideal blend of performance, economy and reliability.

With a new model due soon, prices are good too – a mint 2013 example, fully loaded with 30 000km on the clock and a year to go on its service plan retails for around R340 000, a big saving over the R760k new list price.

100

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 14 nOVEMBEr 2016

neW ModelS ThIS MonTh

SUZUKI BALENO There’s no shortage of compact Suzukis to choose from, but this new Baleno is the pick of the bunch. Roomy, sprightly and frugal, with a fair sprinkling of style, it’s going to surprise many

NISSAN NP200 ICE Nissan’s created a special edition of SA’s best-selling half-tonner just in time for summer – the NP200 ICE. Limited to 1600 units and priced from R191 900 for a 64kW/128Nm 1.6-litre petrol, to R204 900 for a 63kW/200Nm 1.5-litre turbodiesel, it’s just the antidote if a plain white bakkie is too nondescript.

Note the ‘Starling Blue’ metallic paint, ICE decals,

dark tinted windows, 15inch aftermarket alloys and aluminium nudge bar; while at the back there’s an aluminium sports bar, rubberised load bay and standard tonneau cover.

If those add-ons aren’t to your taste, get it for its best-in-class 6yr/150000km warranty, practical 1.8m-long load bay and 800kg payload.

KIA SPORTAGE This face won a Red Dot design award, proving not everyone sees Mr. Potato Head. More seriously, new Sportage is a great leap forward in refinement, quality and tech. But then, at R600k for this GT-Line, you’d expect nothing less

THE GOOD, THE BAD & THE UGLY abaRTh

q3 / RS q3

500

VERDICT | So much better to drive than it looks

VERDICT | Slightly mad, entirely loveable

q3 / Rs q3 1.4TFSI S 1.4TFSI S auto 2.0TDI S 2.0TFSI quattro 2.0TDI quattro RS Q3 quattro

500 500 595 turismo 1.4T 500 595 turismo 1.4T auto 500C 595 turismo 1.4T 500C 595 turismo 1.4T auto

PRICE L/100 Co2 362 900 6.5 155 378 900 6.5 151 414 900 6.5 155 430 900 6.5 151

0-100 P/T 7.4 4/1.4T 7.6 4/1.4T 7.4 4/1.4T 7.6 4/1.4T

KW 118 118 118 118

NM GEAR 230 M/5 230 S/5 230 M/5 230 S/5

A4

alfa RoMeo

VERDICT | fine golf alternative; stylish and grippy PRICE L/100 Co2 0-100 P/T 319 900 6.2 144 9.4 4/1.4T 362 900 6.2 144 9.4 4/1.4T 412 900 4.9 114 7.7 4/1.4T 479 900 6.8 157 6.0 4/1.7T

KW 88 88 125 177

NM GEAR 215 M/6 215 M/6 250 D/6 340 D/6

VERDICT | Carbon alfa not quite a 718 boxster-beater PRICE L/100 Co2 0-100 P/T 1 340 900 6.9 161 4.5 4/1.7T

KW NM GEAR 177 350 D/6

aSTon MaRTIn PRICE

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

coupé V8 Vantage V8 Vantage auto V8 Vantage S V8 Vantage S auto V12 Vantage S

POA POA POA POA POA

13.8 12.9 13.8 12.8 14.7

321 299 321 296 343

4.9 V8/4.7 5.3 V8/4.7 4.5 V8/4.7 4.5 V8/4.7 3.9 V12/5.9

313 313 321 321 421

470 470 490 490 620

M/6 S/7 M/6 S/7 S/7

roadster V8 Vantage V8 Vantage auto V8 Vantage S V8 Vantage S auto V12 Vantage S

POA POA POA POA POA

13.8 12.9 13.8 12.8 14.7

321 299 321 296 343

5.1 V8/4.7 5.1 V8/4.7 4.5 V8/4.7 4.5 V8/4.7 4.0 V12/5.9

313 313 321 321 421

470 470 490 490 620

M/6 S/7 M/6 S/7 S/7

RAPIDE S VERDICT | Tight in the back, but you’ll be driving anyway PRICE POA

L/100 Co2 0-100 P/T KW NM GEAR 14.3 332 4.9 V12/5.9 410 620 A/6

DB11 VERDICT | The aston Martin we’ve all been waiting for dB11 coupé

PRICE POA

L/100 Co2 0-100 P/T KW NM GEAR 14.1 290 3.9 V12/5.2T 447 700 A/8

VANquISH VERDICT | aston presses Ctrl alt f12. Real ferrari rival VANquIsh coupé Volante

PRICE POA POA

L/100 Co2 0-100 P/T KW NM GEAR 12.8 298 3.8 V12/5.9 424 630 A/8 12.8 298 4.0 V12/5.9 424 630 A/8

VERDICT | Top marks for audi’s premium baby PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

286 000 303 500 301 500 319 000 327 500 345 000 419 500 499 500

4.2 4.4 4.2 4.4 4.9 4.9 5.6 7.0

97 102 97 102 115 112 129 162

10.9 10.9 10.9 10.9 8.8 8.8 6.8 5.8

3/1.0T 3/1.0T 3/1.0T 3/1.0T 4/1.4T 4/1.4T 4/1.8T 4/2.0T

70 70 70 70 92 92 141 170

160 160 160 160 200 200 250 370

M/5 D/7 M/5 D/7 M/6 D/7 D/7 M/6

293 500 311 000 309 000 326 500 335 000 352 500 427 000 506 500

4.2 4.4 4.2 4.4 5.1 4.9 5.6 7.1

97 102 97 102 118 112 129 166

11.1 11.1 11.1 11.1 8.9 8.9 6.9 6.4

3/1.0T 3/1.0T 3/1.0T 3/1.0T 4/1.4T 4/1.4T 4/1.8T 4/2.0T

70 70 70 70 92 92 141 170

160 160 160 160 200 200 250 370

M/6 D/7 M/6 D/7 M/6 D/7 D/7 M/6

A3 / S3

3-door 1.0TFSI 1.0TFSI auto 1.4TFSI 1.4TFSI auto 2.0TFSI 2.0TFSI auto 2.0TDI S3 quattro sportback 1.0TFSI 1.0TFSI auto 1.4TFSI 1.4TFSI auto 2.0TFSI 2.0TFSI auto 2.0TDI S3 quattro sedan 1.0TFSI 1.0TFSI auto 1.4TFSI 1.4TFSI auto 2.0TFSI 2.0TFSI auto 2.0TDI S3 quattro cabriolet 2.0TFSI S3 quattro

KW 130 165 240

NM GEAR 380 D/7 350 A/8 650 A/8

TT 1.8TFSI 2.0TFSI 2.0TFSI quattro TTS 2.0T quattro

PRICE L/100 Co2 0-100 P/T 563 500 5.7 129 7.0 4/1.8T 601 000 6.3 148 6.0 4/2.0T 691 000 6.4 151 5.82 4/2.0T 743 000 6.9 159 4.6 4/2.0T

KW 132 169 169 228

NM GEAR 250 D/7 370 D/6 370 D/6 380 D/6

A5 / S5 / RS5 VERDICT | Pretty and practical but feeling its age A5 / s5 / Rs5 sportback 1.8TFSI SE 1.8TFSI SE auto 2.0TDI SE 2.0TFSI SE 2.0TFSI quattro 3.0TDI quattro 3.0TFSI quattro S5 quattro coupé 1.8TFSI SE 1.8TFSI SE auto 2.0TDI SE 2.0TFSI SE 2.0TFSI quattro 3.0TDI quattro 3.0TFSI quattro S5 quattro cabriolet 1.8TFSI SE 1.8TFSI SE auto 2.0TDI SE 2.0TFSI SE 2.0TFSI quattro 3.0TFSI quattro S5 quattro

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

391 000 409 500 412 000 430 500 429 500 448 000 481 500 638 500

4.6 4.6 4.6 4.8 5.6 5.7 4.5 6.4

106 106 107 111 126 128 118 146

9.7 3/1.0T 85 9.7 3/1.0T 85 8.1 4/1.4T 110 8.1 4/1.4T 110 6.8 4/2.0T 140 6.7 4/2.0T 140 8.2 4/2.0TD 105 4.5 4/2.0T 228

200 200 250 250 320 320 340 400

M/6 D/7 M/6 D/7 M/6 D/7 D/6 D/7

398 500 417 000 419 500 438 000 437 000 455 500 489 000 646 000

4.6 4.6 4.7 4.9 5.6 5.7 4.5 6.5

106 106 109 113 126 128 118 149

9.9 3/1.0T 85 9.9 3/1.0T 85 8.2 4/1.4T 110 8.2 4/1.4T 110 6.9 4/2.0T 140 6.8 4/2.0T 140 8.3 4/2.0TD 105 4.6 4/2.0T 228

200 200 250 250 320 320 340 400

M/6 D/7 M/6 D/7 M/6 D/7 D/6 D/7

408 500 427 000 429 500 448 000 447 000 465 500 499 000 656 000

4.5 4.5 4.7 4.8 5.6 5.6 4.5 6.4

105 105 109 111 126 126 118 148

9.9 3/1.0T 85 9.9 3/1.0T 85 8.2 4/1.4T 110 8.2 4/1.4T 110 6.9 4/2.0T 140 6.8 4/2.0T 140 8.3 4/2.0TD 105 4.6 4/2.0T 228

200 200 250 250 320 320 340 400

M/6 D/7 M/6 D/7 M/6 D/7 D/6 D/7

566 500 758 000

5.9 134 6.7 153

140 320 228 400

D/7 D/7

7.2 5.1

4/2.0T 4/2.0T

A6 / s6 / Rs6 1.8TFSI SE 2.0TDI SE 3.0TDI SE 2.0TFSI quattro S6 quattro RS6 Avant quattro

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

556 000 573 000 603 000 636 000 663 500 783 000 786 000 921 500

5.8 5.9 4.8 5.9 6.6 5.8 7.7 7.7

136 136 127 138 152 152 178 179

8.2 8.4 7.9 7.0 6.5 6.2 6.0 5.1

4/1.8T 4/1.8T 4/2.0TD 4/2.0T 4/2.0T V6/3.0TD V6/3.0S V6/3.0S

125 125 130 165 165 180 200 245

320 320 380 350 350 500 400 440

M/6 C/V C/V C/V D/7 D/7 D/7 D/7

562 000 579 000 606 500 639 500 666 500 785 000 787 000 921 000

5.7 5.8 4.7 5.9 6.6 5.8 7.5 7.7

134 134 123 138 152 152 174 178

7.9 8.2 7.8 6.8 6.4 6.2 5.8 4.9

4/1.8T 4/1.8T 4/2.0TD 4/2.0T 4/2.0T V6/3.0TD V6/3.0S V6/3.0S

125 125 130 165 165 180 200 245

320 320 380 350 350 500 400 440

M/6 C/V C/V C/V D/7 D/7 D/7 D/7

632 000 649 000 692 000 724 000 752 500 874 500 1 011 000

6.2 6.2 5.0 6.3 6.9 7.8 7.9

143 143 132 148 159 181 184

8.7 4/1.8T 125 320 8.9 4/1.8T 125 320 8.3 4/2.0TD 130 380 7.4 4/2.0T 165 350 7.2 4/2.0T 165 350 6.3 V6/3.0S 200 400 5.4 V6/3.0S 245 440

M/6 C/V C/V C/V D/7 D/7 D/7

PRICE L/100 Co2 0-100 P/T KW NM GEAR 662 000 5.7 133 7.9 4/1.8T 140 320 D/7 695 500 4.2 109 8.2 4/2.0TD 140 400 D/7 733 500 4.7 122 7.1 V6/3.0TD 160 400 D/7 822 500 5.9 171 6.7 4/2.0T 185 370 D/7 1 161 500 9.2 214 4.4 V8/4.0T 331 550 D/7 1 554 500 9.8 223 3.9 V8/4.0T 412 700 A/8

q7 PRICE L/100 Co2 0-100 P/T KW NM GEAR 955 500 7.3 169 6.9 4/2.0T 185 370 A/8 1 012 000 6.3 164 6.9 V6/3.0TD 183 600 A/8

A7 / S7 / RS7 SPoRTBACk VERDICT | Competent, pretty gT, but no sports saloon A7 / s7 / Rs7 sPoRTBACK 3.0TDI quattro 3.0TDI BiT quattro S7 quattro RS7 quattro

PRICE L/100 Co2 0-100 P/T KW 1 039 500 5.2 136 5.7 V6/3.0TD 200 1 145 500 6.1 162 5.2 V6/3.0TD 235 1 295 000 9.3 215 4.6 V8/4.0T 331 1 757 000 9.5 221 3.9 V8/4.0T 412

NM GEAR 580 D/7 650 A/8 550 D/7 700 A/8

VERDICT | Packed with tech. Still needs board approval A8 / s8 / A8 L A8 / s8 3.0TDI quattro 4.2TDI quattro S8 quattro A8 L 3.0TDI quattro 4.2TDI quattro 6.3 W12 quattro

4.5 4.7 4.2 4.4

W12/6.0T W12/6.0T W12/6.0T W12/6.0T

434 434 467 467

720 720 820 820

A/8 A/8 A/8 A/8

fLyING SPuR VERDICT | Punchier and prettier new four-door Conti FLYING sPuR V8 W12

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 4 009 000 14.7 343 4.6 W12/6.0T 460 800 A/8

VERDICT | The world’s fastest, most luxurious lorry BENTAYGA W12

PRICE L/100 Co2 0-100 P/T KW NM GEAR 3 987 000 12.8 292 4.1 W12/6.0T 447 900 A/8

MuLSANNE

PRICE

L/100 Co2 0-100

P/T

MuLsANNE Mulsanne Mulsanne Speed

PRICE L/100 Co2 0-100 P/T KW NM GEAR 6 152 000 14.6 342 5.3 V8/6.8T 377 1020 A/8 6 739 000 14.6 342 4.9 V8/6.8T 395 1100 A/8

bMW

1 SERIES 1 sERIEs 5-door 118i 118i auto 120i 120i auto 120d 120d auto 125i M140i M140i auto

PRICE 399 742 420 200 424 354 444 584 463 700 484 500 502 340 613 226 634 602

L/100 Co2 0-100 5.3 5.1 5.7 5.5 4.1 3.9 5.7 7.8 7.1

123 119 131 126 108 103 130 179 163

P/T

KW NM GEAR

1 297 500 1 662 000 1 695 000

5.9 155 5.9 V6/3.0TD 190 580 7.4 194 4.7 V8/4.1TD 283 850 9.6 225 4.25 V8/4.0T 382 650

A/8 A/8 A/8

1 481 500 1 849 000 2 252 000

6.0 158 6.1 V6/3.0TD 190 580 7.5 197 4.9 V8/4.1TD 283 850 11.3 264 4.6 W12/6.3 368 625

A/8 A/8 A/8

R8

VERDICT | niche-filling front-wheel drive ‘b-Class’ 2 sERIEs ACTIVE TouRER 218i 218i auto 220i 220i auto 220d 220d auto 225i

PRICE 430 914 451 828 457 780 477 782 485 400 506 200 507 552

L/100 5.2 5.2 6.0 5.7 4.5 4.3 5.9

Co2 0-100 P/T 121 9.3 3/1.5T 122 10.11 3/1.5T 140 7.5 4/2.0T 133 7.4 4/2.0T 117 7.6 4/2.0TD 114 7.5 4/2.0TD 138 6.6 4/2.0T

VERDICT | Slinkier, sportier 1 Series 2 sERIEs / M2

PRICE

coupé 220i 220i auto 220d 220d auto 230i 230i auto M240i M240i auto M2 M2 auto

465 554 485 784 499 300 520 100 508 508 527 940 631 626 653 002 859 606 914 010

L/100 Co2 0-100 5.7 5.5 4.1 4.0 6.2 5.7 7.8 7.1 8.5 7.9

131 126 107 104 142 130 179 163 199 185

convertible 220i 220i auto 230i 230i auto M240i M240i auto

548 366 568 254 590 706 610 138 722 466 743 386

6.1 5.7 6.5 6.0 8.3 7.4

139 7.5 131 7.7 149 6.1 137 5.9 189 4.9 169 4.7

P/T

4/2.0T 4/2.0T 4/2.0T 4/2.0T 6/3.0T 6/3.0T

benTley

CoNTINENTAL GT VERDICT | heavyweight gT ageing like fine wine

3 562 000 3 794 000 3 791 000 4 168 000

10.5 10.9 10.5 10.9

246 254 246 254

4.8 5.0 4.5 4.7

P/T

V8/4.0T V8/4.0T V8/4.0T V8/4.0T

135 135 185 185 250 250

290 270 350 350 450 450

M/6 A/8 M/6 A/8 M/6 A/8 M/6 A/8 M/6 D/7 M/6 A/8 M/6 A/8 M/6 A/8

x1 x1 sDrive18i sDrive18i auto sDrive20i auto sDrive20d sDrive20d auto xDrive20i auto xDrive20d auto xDrive25i auto

PRICE 476 742 497 884 538 452 522 900 543 700 589 092 606 040 655 434

L/100 5.3 5.4 6.0 4.6 4.6 6.4 4.9 6.5

Co2 123 126 138 120 120 148 130 151

0-100 P/T 9.7 3/1.5T 9.7 3/1.5T 7.7 4/2.0T 7.9 4/2.0TD 7.8 4/2.0TD 7.4 4/2.0T 7.6 4/2.0TD 6.5 4/2.0T

KW NM GEAR 373 373 389 389

660 660 680 680

A/8 A/8 A/8 A/8

KW NM GEAR 100 220 M/6 100 220 A/6 141 280 A/8 140 400 M/6 140 400 A/8 141 280 A/8 140 400 A/8 170 350 A/8

3 SERIES / M3 VERDICT | a little less involving, a lot more refined 3 sERIEs / M3 318i 318i auto 320i 320i auto 320d 320d auto 330i 330i auto 330d 340i 330e eDrive M3 M3 auto M3 Competition M3 Competition auto

PRICE L/100 Co2 467 300 5.1 119 488 100 5.0 116 504 712 5.5 128 525 056 5.3 124 535 300 4.0 106 556 100 4.0 106 584 722 6.1 143 603 926 5.5 129 669 726 4.9 129 737 148 6.5 152 756 000 1.9 44 1 096 376 8.8 204 1 151 236 8.3 194 1 232 276 8.8 204 1 287 136 8.3 194

0-100 P/T 8.9 3/1.5T 9.1 3/1.5T 7.2 4/2.0T 7.3 4/2.0T 7.3 4/2.0TD 7.2 4/2.0TD 5.9 4/2.0T 5.8 4/2.0T 5.6 6/3.0TD 5.1 6/3.0T 6.1 4/2.0Te 4.3 6/3.0T 4.1 6/3.0T 4.2 6/3.0T 4.0 6/3.0T

VERDICT | a 3 Series tailored for rear seat passengers

L/100 Co2 0-100

KW NM GEAR

7.1 4/2.0T 135 290 7.2 4/2.0T 135 270 7.1 4/2.0TD 140 400 7.0 4/2.0TD 140 400 5.8 4/2.0T 185 350 5.6 4/2.0T 185 350 4.8 6/3.0T 250 450 4.6 6/3.0T 250 450 4.5 6/3.0T 272 500 4.3 6/3.0T 272 500

3 SERIES GRAN TuRISMo

PRICE L/100 Co2 0-100 P/T KW NM GEAR 2 735 500 11.4 272 3.5 V10/5.2 397 540 D/7 3 089 000 12.3 287 3.2 V10/5.2 449 560 D/7

PRICE

KW NM GEAR 100 220 M/6 100 220 A/6 141 280 M/6 141 280 A/8 140 400 M/6 140 400 A/8 170 350 A/8

2 SERIES / M2

VERDICT | Sharper suit, same nat-asp V10 brilliance

coupé GT V8 GT V8 convertible GT V8 S GT V8 S convertible

M/6 A/8 M/6 A/8 M/6 A/8 A/8 M/6 A/8

2 SERIES ACTIVE TouRER

R8 5.2 V10 quattro 5.2 V10 plus quattro

CoNTINENTAL GT

KW NM GEAR

8.5 3/1.5T 100 220 8.7 3/1.5T 100 220 7.1 4/2.0T 135 290 7.1 4/2.0T 135 270 7.1 4/2.0TD 140 400 7.0 4/2.0TD 140 400 6.1 4/2.0T 165 310 4.8 6/3.0T 250 500 4.6 6/3.0T 250 500

VERDICT | new platform, added quality, better looks

VERDICT | lord of the Rings: Return of the Q-car king q7 2.0TFSI quattro 3.0TDI quattro

327 330 338 347

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

A8 / S8 / A8 L

VERDICT | Quality cabin and powertrains, added agility A3 / s3

0-100 P/T 9.0 4/2.0TD 7.1 4/2.0T 5.1 V6/3.0TD

VERDICT | bland but big and beautifully engineered

A1 / S1

3-door 1.0TFSI S 1.0TFSI S auto 1.0TFSI SE 1.0TFSI SE auto 1.4TFSI SE 1.4TFSI SE auto 1.8TFSI Sport S1 quattro sportback 1.0TFSI S 1.0TFSI S auto 1.0TFSI SE 1.0TFSI SE auto 1.4TFSI SE 1.4TFSI SE auto 1.8TFSI Sport S1 quattro

PRICE L/100 Co2 661 500 6.0 159 724 500 7.9 184 1 006 500 6.6 174

A6 / S6 / RS6

audI

A1 / s1

q5 / sq5 2.0TDI S quattro 2.0TFSI SE quattro SQ5 TDI quattro

14.1 14.2 14.5 14.9

VERDICT | build an uber-bentley? They nailed it

q5 / Sq5

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

VERDICT | Subtle tweaks make for the best Vantage yet

RAPIdE Rapide S

NM GEAR 250 M/6 250 D/7 320 D/7 400 D/7 370 D/7

TT

VANTAGE VANTAGE

PRICE L/100 Co2 0-100 P/T KW 476 500 5.2 123 8.7 4/1.4T 110 494 500 4.9 114 8.5 4/1.4T 110 536 500 4.9 112 7.3 4/2.0T 140 559 000 4.1 107 7.7 4/2.0TD 140 666 000 6.2 141 5.8 4/2.0T 185

VERDICT | a happy home for quattro

4C 4C Spider

A4 1.4TFSI 1.4TFSI auto 2.0TFSI 2.0TDI 2.0TFSI quattro

3 909 000 4 165 000 4 163 000 4 577 000

BENTAyGA

VERDICT | looks like yesterday, drives like tomorrow

GIuLIETTA

GIuLIETTA 1.4TB 1.4TB Super 1.4TB Super auto 1750TBi Veloce

PRICE L/100 Co2 0-100 P/T KW NM GEAR 466 000 5.5 133 9.2 4/1.4T 110 250 M/6 483 500 5.8 138 8.9 4/1.4T 110 250 D/6 523 500 4.9 128 9.3 4/2.0TD 110 340 D/7 578 000 6.5 150 7.6 4/2.0T 132 320 D/7 597 000 5.3 139 7.9 4/2.0TD 135 380 D/7 882 500 8.4 198 4.8 5/2.5T 250 450 D/7

convertible GT W12 GT W12 convertible GT Speed W12 GT Speed W12 convertible

3 sERIEs GRAN TuRIsMo 320i GT 320i GT auto 320d GT 320d GT auto 340i GT

PRICE L/100 Co2 556 266 6.1 139 576 268 5.8 132 587 200 4.6 120 608 000 4.3 113 781 446 7.0 159

0-100 P/T 8.0 4/2.0T 8.1 4/2.0T 7.8 4/2.0TD 7.7 4/2.0TD 5.1 6/3.0T

KW NM GEAR 100 220 M/6 100 220 A/8 135 290 M/6 135 270 A/8 140 400 M/6 140 400 A/8 185 350 M/6 185 350 A/8 190 560 A/8 240 450 A/8 185e 420e A/8 317 550 M/6 317 550 D/7 331 550 M/6 331 550 D/7

KW NM GEAR 135 290 M/6 135 270 A/8 140 380 M/6 140 380 A/8 240 450 A/8

102 i3

VERDICT | 3-cylinder hybrid sports car is a revelation

i3 eDrive eDrive REx

i8 eDrive coupé

PRICE L/100 Co2 0-100 P/T KW NM GEAR 580 400 0.0 0 7.3 e/elec 125e 250e A/E 653 900 0.6 12 8.1 e/elec 125e 250e A/E

VERDICT | Finally, Three is more than half of Five PRICE 601 742 621 174 632 226 705 988 795 506 822 022

L/100 7.4 6.9 4.9 7.0 5.7 8.3

Co2 173 161 129 162 149 193

0-100 P/T 8.4 4/2.0T 8.2 4/2.0T 8.1 4/2.0TD 6.5 4/2.0T 5.9 6/3.0TD 5.6 6/3.0T

KW NM GEAR 135 270 M/6 135 270 A/8 140 400 A/8 180 400 A/8 190 560 A/8 225 400 A/8

4 SERIES / M4 VERDICT | A 4 to beat every Audi A5 4 sERIEs / M4 Gran Coupé 420i 420i auto 420d 420d auto 430i 430i auto 440i coupé 420i 420i auto 420d 420d auto 430i 430i auto 440i auto M4 M4 auto M4 Competition M4 Competition auto convertible 420i 420i auto 430i 430i auto 440i M4 M4 auto M4 Competition M4 Competition auto

PRICE 572 896 592 898 607 900 628 700 658 422 677 626 820 976

L/100 Co2 0-100 5.8 5.5 4.2 4.0 6.1 5.5 6.6

P/T

KW NM GEAR

134 7.5 4/2.0T 135 290 127 7.7 4/2.0T 135 270 111 7.5 4/2.0TD 140 400 106 7.3 4/2.0TD 140 400 143 5.9 4/2.0T 185 350 129 5.8 4/2.0T 185 350 154 5.1 6/3.0T 240 450

M/6 A/8 M/6 A/8 M/6 A/8 A/8

572 996 592 998 607 500 628 300 657 422 676 626 820 976 1 152 976 1 207 836 1 288 876 1 343 736

5.8 5.5 4.2 4.0 6.1 5.5 6.6 8.8 8.3 8.8 8.3

134 127 111 106 143 129 154 204 194 204 194

7.3 7.5 7.3 7.1 5.9 5.8 5.0 4.3 4.65 4.2 4.0

4/2.0T 4/2.0T 4/2.0TD 4/2.0TD 4/2.0T 4/2.0T 6/3.0T 6/3.0T 6/3.0T 6/3.0T 6/3.0T

135 135 140 140 185 185 240 317 317 331 331

290 270 400 400 350 350 450 550 550 550 550

M/6 A/8 M/8 A/8 M/6 A/8 A/8 M/6 D/7 M/6 D/7

670 450 690 224 776 576 795 552 932 746 1 308 502 1 363 362 1 444 402 1 499 262

6.2 5.8 6.6 5.9 6.8 9.1 8.7 9.1 8.7

145 136 154 138 159 213 203 213 203

8.2 8.4 6.4 6.3 5.4 4.6 4.4 4.5 4.3

4/2.0T 4/2.0T 4/2.0T 4/2.0T 6/3.0T 6/3.0T 6/3.0T 6/3.0T 6/3.0T

135 135 185 185 240 317 317 331 331

290 270 350 350 450 550 550 550 550

M/6 A/8 M/6 A/8 A/8 M/6 D/7 M/6 D/7

X4 PRICE 719 874 722 226 786 988 876 006 886 522

L/100 6.9 4.9 7.0 5.7 8.3

Co2 161 129 162 149 193

0-100 P/T 8.1 4/2.0T 8.0 4/2.0TD 6.4 4/2.0T 5.8 6/3.0TD 5.5 6/3.0T

KW 135 140 180 190 225

NM GEAR 270 A/8 400 A/8 350 A/8 560 A/8 400 A/8

5 SERIES gRan TuRISMo VERDICT | Hated by critics, loved by (all 12) owners 5 sERIEs GRAN TuRIsMo 520d GT 530d GT 535i GT 550i GT

PRICE L/100 Co2 0-100 P/T 767 736 5.5 144 8.9 4/2.0TD 936 762 5.8 153 6.2 6/3.0TD 954 708 8.2 192 6.1 6/3.0T 1 212 716 9.2 214 5.0 V8/4.4T

KW 135 190 225 330

NM GEAR 380 A/8 560 A/8 400 A/8 650 A/8

X5 VERDICT | A master class in subtle evolution X5 xDrive25d xDrive30d xDrive40e eDrive xDrive40d xDrive50i M50d M

PRICE L/100 Co2 0-100 P/T KW NM 948 664 5.6 146 7.7 4/2.0TD 170 500 1 029 204 5.9 156 6.8 6/3.0TD 190 560 1 137 000 3.3 77 6.8 4/2.0Te 230e 450e 1 157 518 6.0 157 5.9 6/3.0TD 230 630 1 253 356 9.6 224 5.83 V8/4.4T 330 650 1 315 542 6.6 173 5.3 6/3.0TD 280 740 1 855 332 11.1 258 4.2 V8/4.4T 423 750

GEAR A/8 A/8 A/8 A/8 A/8 A/8 A/8

X6 VERDICT | The excellent X5 in a skin-tight tracksuit X6 xDrive35i xDrive40d xDrive50i M50d M

PRICE L/100 Co2 0-100 P/T KW NM GEAR 1 101 892 8.5 198 6.4 6/3.0T 225 400 A/8 1 215 302 6.2 163 5.8 6/3.0TD 230 630 A/8 1 320 870 9.7 225 4.8 V8/4.4T 330 650 A/8 1 497 856 6.6 174 5.2 6/3.0TD 280 740 A/8 1 892 932 11.1 258 4.75 V8/4.4T 423 750 A/8

6 SERIES / M6 VERDICT | The very essence of Teutonic grand touring L/100 Co2 0-100

6 sERIEs

PRICE

coupé 640i 640d 650i M6 M6 Competition

1 163 628 1 206 622 1 548 906 1 820 368 1 982 554

7.4 5.4 8.6 9.9 9.9

172 143 199 232 232

5.3 5.3 4.6 4.2 3.9

6/3.0T 6/3.0TD V8/4.4T V8/4.4T V8/4.4T

235 230 330 412 441

450 630 650 680 700

A/8 A/8 A/8 D/7 D/7

Gran Coupé 640i 640d 650i M6 M6 Competition

1 214 356 1 257 464 1 593 706 1 897 668 2 044 954

7.5 5.5 8.6 9.9 9.9

174 146 199 232 232

5.4 5.93 5.42 4.2 3.9

6/3.0T 6/3.0TD V8/4.4T V8/4.4T V8/4.4T

235 230 330 412 441

450 630 650 680 700

A/8 A/8 A/8 D/7 D/7

convertible 640i 650i M6 M6 Competition

1 259 384 1 631 832 1 942 266 2 104 566

7.6 8.9 10.3 10.3

176 208 239 239

5.5 4.93 4.47 4.0

6/3.0T V8/4.4T V8/4.4T V8/4.4T

235 330 412 441

450 650 680 700

A/8 A/8 D/7 D/7

P/T

KW NM GEAR

7 SERIES VERDICT | Tech-laden limo a treat from every seat 7 sERIEs 740i 730d 740e eDrive 750i 750Li M760Li xDrive

STaR

PRICE L/100 Co2 0-100 P/T KW NM 1 382 876 6.6 154 5.5 6/3.0T 240 450 1 407 754 5.0 131 6.1 6/3.0TD 195 620 1 431 500 2.1 49 5.4 4/2.0Te 240e 500e 1 814 796 7.9 184 4.7 V8/4.4T 330 650 1 958 138 8.0 187 4.7 V8/4.4T 330 650 2 602 336 12.8 294 3.7 V12/6.6T 448 800

GEAR A/8 A/8 A/8 A/8 A/8 A/8

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

PRICE 106 990 115 990

L/100 Co2 0-100 P/T 8.0 189 n/a 4/1.3 8.0 189 n/a 4/1.3

PRICE 149 900 159 900

L/100 Co2 0-100 P/T 4.1 95 14.3 3/1.2 4.1 95 14.3 3/1.2

VERDICT | Fun, comfy and bubble-wrapped cool KW NM GEAR 60 102 M/5 60 102 M/5

CHEry

C4 CACTus 60kW Feel e-THP 81kW Feel e-THP 81kW Shine

PRICE L/100 Co2 0-100 P/T 259 900 4.6 107 14.5 3/1.2 289 900 4.7 107 9.3 3/1.2T 314 900 4.7 107 9.3 3/1.2T

VERDICT | New headlights but still a proper Mini Cooper

VERDICT | Poor man’s Chev Spark

ds3 e-THP 81kW Style 88kW Style auto Cabrio e-THP 81kW Style e-THP 120kW Sport

PRICE 99 995 104 995 114 995

L/100 6.8 6.8 5.7

Co2 156 156 133

0-100 P/T 20.0 3/0.8 20.0 3/0.8 18.5 4/1.1

KW 38 38 50

NM GEAR 70 M/5 70 M/5 90 M/5

j2 PRICE 149 995 159 995

L/100 Co2 0-100 P/T 7.4 176 15.1 4/1.5 7.4 176 15.1 4/1.5

KW NM GEAR 72 140 M/5 72 140 M/5

j3

PRICE L/100 Co2 0-100 P/T 239 995 8.6 201 n/a 4/1.6

KW NM GEAR 93 160 M/5

go

PRICE L/100 Co2 0-100 P/T 299 995 11.0 263 n/a 4/2.0T

KW NM GEAR 125 235 M/5

PRICE L/100 Co2 0-100 137 400 5.4 129 13.3 137 000 5.4 129 13.3 153 500 5.4 129 13.3 163 700 5.4 129 13.3 168 900 5.4 129 13.3

P/T 4/1.2 4/1.2 4/1.2 4/1.2 4/1.2

KW 60 60 60 60 60

NM GEAR 108 M/5 108 M/5 108 M/5 108 M/5 108 M/5

KW 68 68 68 68 68 68 77 77 77

NM GEAR 120 M/5 120 M/5 120 M/5 120 M/5 120 M/5 120 M/5 161 M/5 161 M/5 161 M/5

uTIlITy VERDICT | Still the benchmark despite polarising looks PRICE L/100 Co2 0-100 161 400 7.2 171 12.8 168 400 7.2 171 12.8 176 000 7.2 171 12.8 176 000 7.2 171 12.8 189 600 7.2 171 12.8 214 100 7.2 171 12.8 179 400 8.1 193 9.8 193 600 8.1 193 9.8 220 900 8.1 193 9.8

P/T 4/1.4 4/1.4 4/1.4 4/1.4 4/1.4 4/1.4 4/1.8 4/1.8 4/1.8

SonIC PRICE 228 400 232 100 246 200 284 100

L/100 6.5 6.4 6.9 6.6

Co2 155 152 164 155

0-100 P/T 11.3 4/1.6 11.3 4/1.6 11.7 4/1.6 9.29 4/1.4T

KW 85 85 85 103

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

CRuZE 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 86 103

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

oRlanDo VERDICT | Wagon for the stay-at-home dad PRICE L/100 Co2 0-100 P/T 335 900 7.2 171 12.0 4/1.8

KW NM GEAR 104 176 M/5

CapTIVa

NM GEAR 104 M/5 104 M/5 104 M/5

go+ PRICE 134 900

L/100 Co2 0-100 P/T 5.2 123 13.3 3/1.2

KW NM GEAR 50 104 M/5

dOdGE

jouRnEy

VERDICT | Better inside, but still off course jouRNEY 3.6 R/T Crossroad 3.6

PRICE L/100 Co2 0-100 P/T 512 900 10.4 242 n/a V6/3.6 533 900 10.4 242 n/a V6/3.6

KW NM GEAR 206 353 A/6 206 353 A/6

FAW

V2

VERDICT | Cheap, cheerful, excellent value v2 1.3 DLX 1.3 #Like

PRICE 114 995 124 995

L/100 Co2 0-100 P/T 6.5 155 n/a 4/1.3 6.5 155 n/a 4/1.3

KW NM GEAR 67 120 M/5 67 120 M/5

SIRIuS S80

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 7.8 208 9.8 4/2.2TD

sIRIus s80 1.3 Comfort 1.5 1.5 Comfort

PRICE 179 995 189 995 194 995

L/100 7.5 8.1 8.1

Co2 177 191 191

0-100 P/T n/a 4/1.3 n/a 4/1.5 n/a 4/1.5

KW 67 75 75

NM GEAR 120 M/5 140 M/5 140 M/5

FErrArI

VERDICT | ‘Entry-level’ Ferrari a turbocharged triumph CALIfoRNIA T T

KW 123 123 135

NM GEAR 230 M/6 230 A/6 400 A/6

TRaIlblaZER VERDICT | New-style ’Blazer more practical than Fortuner 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

PRICE L/100 Co2 0-100 P/T KW NM GEAR 4 335 000 10.5 250 3.6 V8/3.9T 412 755 D/7

488 VERDICT | More powerful, more beautiful 458 488 GTB Spider

PRICE L/100 Co2 0-100 P/T KW NM GEAR 4 990 000 11.4 260 3.0 V8/3.9T 492 760 D/7 5 594 000 11.4 260 3.0 V8/3.9T 492 760 D/7

gTC4 VERDICT | Sexed- and beefed-up FF GTC4 GTC4Lusso T GTC4Lusso

VERDICT | New face, old values, popular but beige

TRAILbLAzER 2.5D LT 2.5D LT auto 2.8D LTZ 2.8D 4x4 LTZ 2.8D 4x4 LTZ Z71

KW 50 50 50

CalIfoRnIa T

VERDICT | As the name suggests, good for cruisin’

CAPTIvA 2.4 LT 2.4 LT auto 2.2D LT

PRICE L/100 Co2 0-100 P/T 106 900 5.2 123 13.3 3/1.2 123 900 5.2 123 13.3 3/1.2 159 900 5.2 123 13.3 3/1.2

VERDICT | Sounds grand, probably isn’t

VERDICT | Strong, sporty style. Stronger rivals. Cheap

oRLANdo 1.8 LS

L/100 Co2 0-100 P/T KW NM GEAR 7.6 199 13.6 4/2.0TD 120 340 A/6

VERDICT | Family booking, cheap seats. No refunds

VERDICT | Likeable new Chev a real winner

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 424 900

VERDICT | dull styling, no ABS. Airbag only on Lux model Go 1.2 Mid 1.2 Lux 1.2 Remix

Go+ 1.2 Lux

SpaRk

soNIC hatch 1.6 LS sedan 1.6 LS sedan 1.6 LS auto hatch 1.4T RS

PRICE L/100 Co2 0-100 P/T KW NM GEAR 368 900 4.0 105 13.6 4/1.6TD 85 270 M/6 388 900 4.0 105 13.6 4/1.6TD 85 270 M/6 412 900 5.6 130 9.3 4/1.6T 121 240 A/6

dATSUN

VERDICT | Good attempt at a 15 seater. Lacks character

uTILITY 1.4 1.4 UteSpaza Edition 1.4 UteSurf Edition 1.4 UteForce Edition 1.4 Club 1.4 Sport 1.8 1.8 Club 1.8 Sport

C4 PICAsso e-HDi 85kW Seduction e-HDi 85kW Intensive e-THP 121kW Intensive

dIsPATCh MuLTIsPACE HDi 160 Comfort

p10

sPARK 1.2 Campus 1.2 Curve 1.2 L 1.2 LS 1.2 LT

NM GEAR 205 M/5 160 A/4 205 M/5 240 M/6

C4 pICaSSo

KW NM GEAR 93 160 M/5

VERDICT | Nosejob for Christopher robin’s soft-roader

P10 2.0TCI

KW 81 88 81 120

VERDICT | Practical people carrier. Nothing more

PRICE L/100 Co2 0-100 P/T 209 995 8.3 194 n/a 4/1.6

TIggo TIGGo 1.6 TXE

PRICE L/100 Co2 0-100 P/T 313 400 4.5 104 10.6 3/1.2T 328 400 6.6 150 10.9 4/1.6 349 400 4.5 104 10.7 3/1.2T 358 400 5.6 129 7.78 4/1.6T

DISpaTCh

VERDICT | Solid, inoffensive. Fails to convince j3 1.6 TXE

NM GEAR 118 M/5 205 M/5 205 M/5

VERDICT | Unusually pretty, properly sorted MPV

VERDICT | Better than it looks, spacious j2 1.5 TX 1.5 Swag

KW 60 81 81

DS3

QQ3

qq3 0.8 TE 0.8 TX 1.1 TXE

KW NM GEAR 51 116 M/5 51 116 M/5

C4 CaCTuS

VERDICT | Tempting price, credible design, but untried sTAR 1.3 1.3 King cab

C1

C1 VTi 51kW Feel VTi 51kW Airscape Feel

CHEVrOLET

VERDICT | X3 slips into something a little sportier X4 xDrive20i xDrive20d xDrive28i xDrive30d xDrive35i

PRICE L/100 Co2 0-100 P/T KW NM GEAR 1 927 700 2.1 49 4.89 3/1.5+e 266 570e A/6

CHANGAN

X3 X3 xDrive20i xDrive20i auto xDrive20d xDrive28i xDrive30d xDrive35i

CITrOËN

i8

VERDICT | The premium-electric age starts here

PRICE TBA TBA

L/100 Co2 0-100 P/T KW NM GEAR 11.6 265 3.5 V8/3.9T 448 760 D/7 15.0 350 3.4 V12/6.3 507 697 D/7

f12 VERDICT | Glorious V12, provocative body. Epic f12 F12berlinetta

PRICE L/100 Co2 0-100 P/T KW NM GEAR 7 063 000 15.0 350 3.1 V12/6.3 545 690 D/7

FIAT

500

VERDICT | Majors on style and charm. retro glamour 500 hatch 0.9 TwinAir Pop 0.9 TwinAir Pop auto 0.9 TwinAir Pop Star 0.9 TwinAir Pop Star auto 0.9 TwinAir Lounge 0.9 TwinAir Lounge auto

PRICE 179 900 190 900 199 900 210 900 227 900 238 900

L/100 Co2 0-100 3.8 3.8 3.8 3.8 4.2 4.2

P/T

90 11.0 2/0.9T 88 11.0 2/0.9T 90 11.0 2/0.9T 88 11.0 2/0.9T 99 10.0 2/0.9T 99 10.0 2/0.9T

KW NM GEAR 63 63 63 63 77 77

145 145 145 145 145 145

M/5 S/5 M/5 S/5 M/6 S/5

THE GOOD, THE BAD & THE UGLY 103 500C cabriolet 0.9 TwinAir Pop Star 0.9 TwinAir Pop Star auto 0.9 TwinAir Lounge 0.9 TwinAir Lounge auto

234 900 245 900 262 900 273 900

3.8 3.8 4.2 4.2

90 11.0 2/0.9T 88 11.0 2/0.9T 99 10.0 2/0.9T 99 10.0 2/0.9T

63 63 77 77

145 145 145 145

M/5 S/5 M/6 S/5

500X VERDICT | Most middle-of-the-road Fiat yet 500X 1.6 Pop 1.6 Pop Star 1.4T Cross 1.4T Cross auto 1.4T Cross Plus auto

PRICE L/100 Co2 0-100 P/T 279 900 6.4 147 11.5 4/1.6 299 900 6.4 147 11.5 4/1.6 347 900 6.0 139 9.8 4/1.4T 364 900 5.7 133 9.8 4/1.4T 399 900 5.7 133 9.8 4/1.4T

KW 81 81 103 103 103

NM GEAR 152 M/5 152 M/5 230 M/6 230 D/6 230 D/6

fullbaCk VERDICT | Next-gen Triton. Great bakkie, brave move fuLLbACK 2.4 2.5Di-D double cab SX 2.5Di-D double cab 4x4 LX

PRICE L/100 Co2 0-100 P/T KW NM GEAR 232 900 10.3 246 n/a 4/2.4 97 202 M/5 402 900 7.9 207 n/a 4/2.5TD 100 324 M/5 468 900 7.7 206 n/a 4/2.5TD 131 400 M/5

FOrd

fIgo

VERDICT | Less feisty old Fiesta, more global new Ka fIGo hatch 1.5 Ambiente 1.5 Trend 1.5 Titanium 1.5 Titanium auto 1.5TDCi Ambiente 1.5TDCi Trend sedan 1.5 Ambiente 1.5 Trend 1.5 Titanium auto

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

172 300 182 900 198 900 210 900 196 900 206 900

5.9 141 11.8 4/1.5 5.9 141 11.8 4/1.5 5.9 141 10.0 4/1.5 6.0 142 12.0 4/1.5 4.1 108 12.1 4/1.5TD 4.1 108 12.1 4/1.5TD

82 82 82 82 74 74

136 136 136 136 215 215

M/5 M/5 M/5 D/6 M/5 M/5

175 900 185 900 212 900

5.9 141 11.8 5.9 141 11.8 6.0 142 12.0

82 82 82

136 136 136

M/5 M/5 D/6

4/1.5 4/1.5 4/1.5

fIESTa PRICE L/100 Co2 0-100 P/T KW 221 900 5.7 130 12.2 4/1.4 71 221 900 4.3 99 9.4 3/1.0T 92 234 900 4.9 114 10.8 3/1.0T 74 235 900 4.3 99 9.84 3/1.0T 92 245 900 4.9 114 10.8 3/1.0T 74 259 900 4.3 99 9.4 3/1.0T 92 269 900 4.9 114 10.8 3/1.0T 74 242 900 3.6 94 13.5 4/1.5TD 55 249 900 3.6 94 13.5 4/1.5TD 55 318 900 5.9 138 6.9 4/1.6T 134

NM GEAR 128 M/5 170 M/5 170 D/6 170 M/5 170 D/6 170 M/5 170 D/6 185 M/5 185 M/5 290 M/6

b-MaX VERDICT | Good: smart cabin, goes well. Bad: van vibes b-MAX 1.0T Ambiente 1.0T Trend 1.0T Titanium

PRICE L/100 Co2 0-100 P/T 241 400 5.1 119 13.2 3/1.0T 265 800 4.9 114 11.2 3/1.0T 291 800 4.9 114 11.2 3/1.0T

KW 74 92 92

NM GEAR 170 M/5 170 M/5 170 M/5

ECoSpoRT VERDICT | More than just a Fiesta on stilts ECosPoRT 1.5 Ambiente 1.0T Trend 1.0T Titanium 1.5 Titanium auto 1.5TDCi Trend 1.5TDCi Titanium

PRICE L/100 Co2 0-100 P/T KW NM GEAR 247 900 6.5 154 11.6 4/1.5 82 138 M/5 275 900 5.7 131 12.7 3/1.0T 92 170 M/5 301 900 5.7 131 12.09 3/1.0T 92 170 M/5 306 900 6.5 154 13.4 4/1.5 82 138 D/6 278 900 4.6 120 14.5 4/1.5TD 74 205 M/5 302 900 4.6 120 14.5 4/1.5TD 74 205 M/5

foCuS VERDICT | Plays golf better than you think foCus sedan 1.0T Ambiente 1.0T Ambiente auto 1.0T Trend 1.0T Trend auto 1.5T Trend 1.5T Trend auto 1.6TDCi Ambiente 1.6TDCi Trend hatch 1.0T Ambiente 1.0T Ambiente auto 1.0T Trend 1.0T Trend auto 1.5T Trend 1.5T Trend auto 1.6TDCi Ambiente 1.6TDCi Trend ST 1 ST 3 RS

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

249 900 262 900 266 900 279 900 301 900 318 900 296 300 301 300

5.0 5.5 5.0 5.5 5.6 6.1 4.5 4.5

110 125 110 125 128 140 117 117

11.1 11.1 11.1 11.1 8.7 9.0 10.9 10.9

3/1.0T 92 170 3/1.0T 92 170 3/1.0T 92 170 3/1.0T 92 170 4/1.5T 132 240 4/1.5T 132 240 4/1.6TD 85 270 4/1.6TD 85 270

M/6 A/6 M/6 A/6 M/6 A/6 M/6 M/6

254 900 267 900 272 900 284 900 307 900 323 900 315 300 320 300 430 000 471 900 699 900

5.0 5.5 5.0 5.5 5.5 6.1 4.5 4.5 6.8 6.8 7.7

108 125 108 125 127 140 117 117 159 159 175

11.1 11.0 11.1 11.0 8.6 8.9 10.9 10.9 6.5 6.5 4.7

3/1.0T 3/1.0T 3/1.0T 3/1.0T 4/1.5T 4/1.5T 4/1.6TD 4/1.6TD 4/2.0T 4/2.0T 4/2.3T

M/6 A/6 M/6 A/6 M/6 A/6 M/6 M/6 M/6 M/6 M/6

92 92 92 92 132 132 85 85 184 184 257

170 170 170 170 240 240 270 270 360 360 440

VERDICT | Great van for more than just Blue Oval fans Tourneo Connect 1.0T Ambiente 1.0T Trend 1.0T Titanium Grand Tourneo Connect 1.6T Titanium 1.6TDCi Titanium

182 182 197 182 197 214 217 218 230

n/a n/a n/a n/a n/a n/a n/a n/a n/a

4/2.2TD 4/2.2TD 4/2.2TD 4/2.2TD 4/2.2TD 4/2.2TD 5/3.2TD 5/3.2TD 5/3.2TD

88 118 118 118 118 118 147 147 147

285 385 385 385 385 385 470 470 470

M/5 M/6 A/6 M/6 A/6 A/6 M/6 M/6 A/6

290 900 381 900 396 900 423 900 438 900 442 900 437 900 503 900 518 900 468 900 483 900 505 900 519 900 562 900 577 900 534 900 549 900 604 900

6.9 6.9 7.5 6.9 8.1 6.9 6.9 6.9 8.1 6.9 7.5 8.2 8.5 8.3 9.0 8.2 8.5 9.0

182 182 197 182 214 182 182 182 214 182 197 217 225 218 236 217 225 236

n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a

4/2.2TD 4/2.2TD 4/2.2TD 4/2.2TD 4/2.2TD 4/2.2TD 4/2.2TD 4/2.2TD 4/2.2TD 4/2.2TD 4/2.2TD 5/3.2TD 5/3.2TD 5/3.2TD 5/3.2TD 5/3.2TD 5/3.2TD 5/3.2TD

88 118 118 118 118 118 118 118 118 118 118 147 147 147 147 147 147 147

285 385 385 385 385 385 385 385 385 385 385 470 470 470 470 470 470 470

M/5 M/6 A/6 M/6 A/6 M/6 M/6 M/6 A/6 M/6 A/6 M/6 A/6 M/6 A/6 M/6 A/6 A/6

kuga VERDICT | Chunkier, taller, more useful Focus KuGA 1.5T Ambiente 1.5T Ambiente auto 1.5T Trend 1.5T Trend auto 1.5T AWD Trend 2.0T AWD Titanium 2.0TDCi AWD Trend 2.0TDCi AWD Titanium

PRICE L/100 Co2 0-100 P/T KW 375 900 6.6 154 9.7 4/1.5T 110 391 900 7.0 162 9.9 4/1.5T 132 412 900 6.6 154 9.7 4/1.5T 110 428 900 7.0 162 9.9 4/1.5T 132 458 900 7.7 179 10.1 4/1.5T 132 507 900 8.8 204 7.8 4/2.0T 177 489 900 6.2 162 10.4 4/2.0TD 132 533 900 6.2 162 10.4 4/2.0TD 132

NM GEAR 240 M/6 240 A/6 240 M/6 240 A/6 240 A/6 240 A/6 400 D/6 400 D/6

fuSIon

PRICE

L/100 Co2 0-100

P/T

fusIoN 1.5T Trend 2.0T Trend 2.0T Titanium 2.0TDCi Titanium

PRICE L/100 Co2 0-100 P/T 419 900 7.4 173 9.2 4/1.5T 433 900 7.5 174 8.7 4/2.0T 508 900 8.5 187 7.7 4/2.0T 553 900 5.1 124 8.6 4/2.0TD

KW 132 149 177 132

NM GEAR 240 A/6 300 A/6 340 A/6 400 D/6

TouRnEo CuSToM VERDICT | Fun-to-drive 8-seater. The new bus to beat TouRNEo CusToM 2.2TDCi SWB Ambiente 2.2TDCi LWB Ambiente 2.2TDCi SWB Trend 2.2TDCi LWB Trend 2.2TDCi SWB Limited

PRICE L/100 Co2 501 400 6.5 172 511 900 6.5 172 522 900 6.5 172 529 900 6.5 172 567 900 6.5 172

0-100 P/T KW NM GEAR n/a 4/2.2TD 74 310 M/6 n/a 4/2.2TD 74 310 M/6 n/a 4/2.2TD 92 350 M/6 n/a 4/2.2TD 92 350 M/6 n/a 4/2.2TD 114 385 M/6

EVEREST VERDICT | Good enough to scale Mount Fortuner EvEREsT 2.2 XLS 2.2 XLS auto 2.2 4WD XLS 2.2 XLT 2.2 XLT auto 3.2 XLT 3.2 4WD XLT 3.2 4WD Limited

PRICE L/100 Co2 0-100 P/T KW NM GEAR 453 900 6.9 182 n/a 4/2.2TD 118 385 M/6 470 900 7.3 193 n/a 4/2.2TD 118 385 A/6 529 900 7.1 186 n/a 4/2.2TD 118 385 M/6 478 900 6.9 182 n/a 4/2.2TD 118 385 M/6 495 900 7.3 193 n/a 4/2.2TD 118 385 A/6 554 900 8.2 217 n/a 5/3.2TD 147 470 A/6 634 900 8.2 217 11.6 5/3.2TD 147 470 A/6 698 900 8.2 217 11.6 5/3.2TD 147 470 A/6

MuSTang MusTANG 2.3T fastback 2.3T fastback auto 2.3T convertible 5.0 GT fastback 5.0 GT fastback auto 5.0 GT convertible

PRICE L/100 Co2 0-100 P/T 713 900 8.0 179 5.8 4/2.3T 734 900 9.8 225 5.8 4/2.3T 795 900 9.8 225 5.8 4/2.3T 852 900 13.5 308 4.8 V8/5.0 873 900 12.0 287 4.8 V8/5.0 935 900 12.8 294 4.8 V8/5.0

KW 233 233 233 306 306 306

NM GEAR 430 M/6 430 A/6 430 A/6 530 M/6 530 A/6 530 A/6

FOTON

TunlanD

VERDICT | Best Chinese bakkie yet. Thanks Cummins TuNLANd 2.8 on-road Comfort 2.8 off-road Comfort 2.8 off-road Luxury double cab 2.8 off-road Comfort 2.8 off-road Luxury 2.8 off-road Luxury Granite 2.8 4x4 Comfort 2.8 4x4 Luxury

PRICE L/100 Co2 209 995 8.0 212 249 995 8.0 212 259 995 8.0 212 299 995 319 995 329 995 389 995 409 995

8.3 8.3 8.3 8.3 8.3

219 219 219 219 219

0-100 P/T KW NM GEAR n/a 4/2.8TD 96 280 M/5 n/a 4/2.8TD 96 280 M/5 n/a 4/2.8TD 96 280 M/5 13.5 13.5 13.5 13.5 13.5

KW NM GEAR

4/2.8TD 4/2.8TD 4/2.8TD 4/2.8TD 4/2.8TD

120 120 120 120 120

360 360 360 360 360

M/5 M/5 M/5 M/5 M/5

311 900 322 900 390 900

5.6 129 14.0 3/1.0T 5.6 129 14.0 3/1.0T 5.6 129 14.0 3/1.0T

74 74 74

170 170 170

M/6 M/6 M/6

410 900 406 900

8.0 184 n/a 4/1.6T 110 240 4.9 130 n/a 4/1.6TD 85 285

A/6 M/6

VERDICT | Ex-top dog taking Hilux strain - still excellent PRICE L/100 Co2 0-100 P/T KW NM GEAR 221 900 10.8 257 n/a 4/2.5 122 226 M/5 234 900 6.6 172 n/a 4/2.2TD 88 285 M/5 305 900 6.9 182 n/a 4/2.2TD 118 385 M/6 321 900 7.5 197 n/a 4/2.2TD 118 385 A/6 369 900 6.9 182 n/a 4/2.2TD 118 385 M/6 350 900 6.9 182 n/a 4/2.2TD 118 385 M/6 373 900 6.9 182 n/a 4/2.2TD 118 385 M/6 416 900 6.9 182 n/a 4/2.2TD 118 385 M/6 431 900 8.1 214 n/a 4/2.2TD 118 385 A/6 380 900 8.2 217 n/a 5/3.2TD 147 470 M/6 438 900 8.3 218 n/a 5/3.2TD 147 470 M/6

PRICE 189 900

L/100 Co2 0-100 P/T 7.2 172 n/a 4/1.5

KW NM GEAR 77 138 M/5

PRICE 299 900 329 900

L/100 Co2 0-100 CYL/CC KW NM GEAR 8.8 233 n/a 4/2.0TD 105 305 8.8 233 n/a 4/2.0TD 105 310

M/6 M/6

HONdA

bRIo

VERDICT | Spirited tot is surprisingly competent bRIo hatch 1.2 Trend 1.2 Comfort 1.2 Comfort auto Amaze sedan 1.2 Trend 1.2 Comfort 1.2 Comfort auto

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

151 600 166 300 179 700

5.6 133 12.2 4/1.2 5.6 133 11.56 4/1.2 6.3 150 14.7 4/1.2

65 65 65

109 109 109

M/5 M/5 A/5

165 300 177 200 190 600

6.1 147 12.4 6.1 147 12.4 6.9 167 15.7

65 65 65

109 109 109

M/5 M/5 A/5

P/T 4/1.2 4/1.2 4/1.2 4/1.5 4/1.5 4/1.5 4/1.5

KW 66 66 66 88 88 88 88

NM GEAR 110 M/5 110 M/5 110 C/V 145 M/5 145 C/V 145 M/5 145 C/V

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

KW 88 88 88 88 88 88

NM GEAR 145 M/5 145 C/V 145 M/5 145 C/V 145 M/5 145 C/V

KW 88 88 88 88 88

NM GEAR 145 M/6 145 M/6 145 C/V 145 M/6 145 C/V

KW 104 104 127 127

NM GEAR 174 C/V 174 C/V 220 C/V 220 C/V

KW 104 104 228

NM GEAR 174 M/6 174 A/5 400 M/6

4/1.2 4/1.2 4/1.2

jaZZ VERDICT | No great advance over popular predecessor jAzz 1.2 Trend 1.2 Comfort 1.2 Comfort auto 1.5 Elegance 1.5 Elegance auto 1.5 Dynamic 1.5 Dynamic auto

PRICE L/100 Co2 0-100 205 700 5.6 135 13.5 234 200 5.6 135 13.6 252 100 5.6 136 14.3 268 600 6.0 143 9.9 284 000 5.8 140 10.6 285 600 6.0 143 10.49 301 000 5.8 140 10.7

ballaDE VERDICT | Badge still better than the car bALLAdE 1.5 Trend 1.5 Trend auto 1.5 Elegance 1.5 Elegance auto 1.5 Executive 1.5 Executive auto

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

bR-V VERDICT | The only 7-seater, B-segment Crossover bR-v 1.5 Trend 1.5 Comfort 1.5 Comfort auto 1.5 Elegance 1.5 Elegance auto

PRICE L/100 Co2 238 900 6.3 151 252 900 6.3 151 268 300 6.2 148 272 900 6.3 151 288 300 6.2 148

0-100 n/a n/a n/a n/a n/a

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

CIVIC SEDan VERDICT | Larger, smarter, costlier. Go for the Turbo CIvIC 1.8 Comfort 1.8 Elegance 1.5T Sport 1.5T Executive

PRICE L/100 Co2 0-100 P/T 330 000 6.3 150 10.4 4/1.8 370 000 6.3 150 10.4 4/1.8 430 000 5.9 140 8.2 4/1.5T 460 000 5.9 140 8.2 4/1.5T

CIVIC haTCh VERDICT | drives well, but not outstandingly so CIvIC 1.8 Executive 1.8 Executive auto Type R

PRICE L/100 Co2 0-100 P/T 354 800 6.3 150 9.57 4/1.8 370 200 6.5 155 11.3 4/1.8 615 900 7.5 177 5.88 4/2.0T

VERDICT | Promising but pricey, and CVT-only hR-v 1.5 Comfort 1.8 Elegance

PRICE L/100 Co2 0-100 P/T 334 200 6.2 147 12.0 4/1.5 395 400 6.8 162 9.81 4/1.8

KW NM GEAR 88 145 C/V 105 172 C/V

CR-V VERDICT | More polish for popular soft-roader CR-v 2.0 Comfort 2.0 Comfort auto 2.0 Elegance 2.0 Elegance auto 2.4 Executive AWD 2.4 Exclusive AWD

PRICE L/100 Co2 0-100 394 400 7.7 182 10.0 409 800 7.6 181 12.4 447 900 7.7 182 10.0 463 300 7.6 181 12.4 568 100 8.6 203 10.38 608 400 8.6 203 11.1

P/T 4/2.0 4/2.0 4/2.0 4/2.0 4/2.4 4/2.4

KW 114 114 114 114 140 140

NM GEAR 192 M/6 192 A/5 192 M/6 192 A/5 220 A/5 220 A/5

HyUNdAI

i10

VERDICT | Not quite as grand a gem as it once was i10 1.1 Motion 1.1 Motion auto

PRICE 152 900 174 900

L/100 Co2 0-100 P/T 4.8 114 15.2 4/1.1 5.7 135 17.1 4/1.1

KW NM GEAR 50 99 M/5 50 99 A/4

GRANd i10 1.25 Motion 1.25 Fluid 1.25 Fluid auto

PRICE L/100 Co2 0-100 P/T 179 900 5.9 130 12.7 4/1.2 194 900 5.9 130 11.1 4/1.2 206 900 6.9 147 14.2 4/1.2

KW 64 64 64

NM GEAR 120 M/5 120 M/5 120 A/4

KW 61 61 74 74 85

NM GEAR 115 M/5 115 M/5 133 M/6 133 A/4 160 M/6

KW 91 91 91 91 91 91 91

NM GEAR 156 M/6 156 M/6 156 A/4 156 M/6 156 A/4 156 M/6 156 A/4

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

PRICE L/100 Co2 0-100 CYL/CC KW NM GEAR 164 900 9.7 229 n/a 4/2.2 78 190 M/5 184 900 10.2 240 n/a 4/2.2 78 190 M/5

STEED 5E VERDICT | Improves with each new iteration double cab 2.4 SX 2.4 Xscape 2.0VGT SX 2.0VGT Xscape

double cab 2.0VGT SX 2.0VGT Xscape

i20

VERDICT | One of the better Chinese bakkies

sTEEd 5E

sTEEd 6

VERDICT | Terrible name, decent little car

STEED 5 sTEEd 5 2.2L Workhorse 2.2L Lux

VERDICT | Steed gets dressed up for the rodeo

gRanD i10

VERDICT | Chunkier ghost of old Florid Cross M4 1.5

STEED 6

hR-V

VERDICT | American icon gloriously reinvented

M4

RangER RANGER 2.5 2.2 2.2 Hi-Rider XL 2.2 Hi-Rider XL auto 2.2 4x4 XL 2.2 Hi-Rider XLS 2.2 4x4 XL-Plus 2.2 4x4 XLS 2.2 4x4 XLS auto 3.2 Hi-Rider XLS 3.2 4x4 XLS

6.9 6.9 7.5 6.9 7.5 8.1 8.2 8.3 8.8

GWM

TouRnEo ConnECT TouRNEo CoNNECT

265 900 343 900 358 900 401 900 412 900 473 900 404 900 462 900 519 900

VERDICT | New ‘Mondeo’ has been worth the wait

VERDICT | Fresh face, brilliant turbo three-pot fIEsTA 1.4 Ambiente 1.0T Ambiente 1.0T Ambiente auto 1.0T Trend 1.0T Trend auto 1.0T Titanium 1.0T Titanium auto 1.5TDCi Ambiente 1.5TDCi Trend 3-door ST

super Cab 2.2 Hi-Rider 2.2 Hi-Rider XL 2.2 Hi-Rider XL auto 2.2 4x4 XL 2.2 Hi-Rider XLS auto 2.2 4x4 XLS auto 3.2 Hi-Rider XLS 3.2 4x4 XLS 3.2 4x4 XLT auto double cab 2.2 Hi-Rider 2.2 Hi-Rider XL 2.2 Hi-Rider XL auto 2.2 4x4 XL 2.2 4x4 XL auto 2.2 Hi-Rider XLS 2.2 4x4 XL-Plus 2.2 4x4 XLS 2.2 4x4 XLS auto 2.2 Hi-Rider XLT 2.2 Hi-Rider XLT auto 3.2 Hi-Rider XLT 3.2 Hi-Rider XLT auto 3.2 4x4 XLT 3.2 4x4 XLT auto 3.2 Hi-Rider Wildtrak 3.2 Hi-Rider Wildtrak auto 3.2 4x4 Wildtrak auto

PRICE 234 900 256 900 269 900 289 900

L/100 Co2 0-100 CYL/CC KW NM GEAR 10.7 10.7 8.3 8.3

251 251 220 220

n/a 4/2.4 93 n/a 4/2.4 93 n/a 4/2.0TD 105 n/a 4/2.0TD 105

200 200 305 305

M/5 M/5 M/6 M/6

i20 1.2 Motion 1.2 Fluid 1.4 Fluid 1.4 Fluid auto 1.4 Sport

PRICE L/100 Co2 0-100 219 900 5.9 140 13.6 231 900 5.9 140 13.6 249 900 6.5 147 11.4 264 900 7.5 160 13.2 284 900 6.5 147 n/a

P/T 4/1.2 4/1.2 4/1.4 4/1.4 4/1.4

aCCEnT VERDICT | Small sedan buyer: this is money well spent ACCENT sedan 1.6 Motion sedan 1.6 Fluid sedan 1.6 Fluid auto sedan 1.6 Glide sedan 1.6 Glide auto hatch 1.6 Fluid hatch 1.6 Fluid auto

PRICE L/100 Co2 0-100 244 000 6.1 145 10.2 264 900 6.1 145 10.2 279 900 6.4 151 11.4 274 900 6.1 145 10.2 284 900 6.4 151 11.4 269 900 6.4 152 10.2 284 900 6.8 161 11.4

P/T 4/1.6 4/1.6 4/1.6 4/1.6 4/1.6 4/1.6 4/1.6

104 300D-Teq LX auto 300D-Teq 4x4 LX 300D-Teq 4x4 LX auto

ELANTRA VERDICT | Being outshone by turbocharged rivals ELANTRA 1.6 Premium 1.6 Executive

PRICE L/100 Co2 0-100 P/T 309 900 6.4 152 10.1 4/1.6 324 900 6.4 152 10.1 4/1.6

KW NM GEAR 96 157 M/6 96 157 M/6

i30 PRICE L/100 Co2 0-100 P/T 329 900 6.4 152 10.5 4/1.6 355 900 6.8 173 11.5 4/1.6 355 900 6.5 157 9.7 4/1.8

KW 95 95 110

NM GEAR 157 M/6 157 A/6 178 M/6

KW 103 103 150 150

NM GEAR 167 M/6 167 D/6 265 M/6 265 D/7

VELosTER VERDICT | Oddly attractive 2+1 door coupé hatch VELoSTER 1.6 Executive 1.6 Executive auto 1.6 Turbo Elite 1.6 Turbo Elite auto

PRICE L/100 Co2 0-100 P/T 330 900 6.8 163 9.7 4/1.6 350 900 6.8 161 10.3 4/1.6 414 900 7.2 171 7.8 4/1.6T 434 900 6.9 165 7.3 4/1.6T

VERDICT | A handsome leap in refinement and looks PRICE L/100 Co2 0-100 P/T KW NM GEAR 369 900 8.9 186 10.6 4/2.0 115 196 M/6 389 900 9.0 204 11.1 4/2.0 115 196 A/6 454 900 9.0 204 11.1 4/2.0 115 196 A/6 439 900 4.7 124 13.7 4/1.7TD 85 280 M/6 439 900 8.3 169 9.2 4/1.6T 130 265 M/6 519 900 8.5 178 9.1 4/1.6T 130 265 D/7 519 900 6.7 175 9.3 4/2.0TD 131 400 A/6

PRICE L/100 Co2 0-100 P/T KW NM GEAR 499 900 10.2 240 13.11 4/2.4 126 224 M/5 614 900 9.8 257 14.4 4/2.5TD 125 441 A/5

sANTA FE VERDICT | Impressive, attractive... and pricey PRICE L/100 Co2 0-100 P/T KW NM GEAR 699 900 8.0 198 9.8 4/2.2TD 145 436 A/6 739 900 8.3 206 10.0 4/2.2TD 145 436 A/6

INfINItI PRICE L/100 Co2 0-100 P/T KW NM 475 200 4.8 125 8.7 4/2.2TD 125 400 512 400 7.0 162 7.2 4/2.0T 155 350 570 790 7.0 162 7.2 4/2.0T 155 350 524 800 5.0 133 8.5 4/2.2TD 125 400 565 000 5.0 133 8.5 4/2.2TD 125 400 709 100 6.8 159 5.1 V6/3.5e 261e 536e 736 700 7.2 169 5.4 V6/3.5e 261e 536e

GEAR M/6 A/7 A/7 A/7 A/7 D/7 D/7

QX50 PRICE L/100 Co2 0-100 P/T 596 949 8.5 224 7.9 V6/3.0TD 637 824 8.5 224 7.9 V6/3.0TD 679 230 8.5 224 8.42 V6/3.0TD 629 070 12.2 288 6.4 V6/3.7 670 476 12.2 288 6.4 V6/3.7

KW 175 175 175 235 235

NM GEAR 550 A/7 550 A/7 550 A/7 360 A/7 360 A/7

VERDICT | ‘Interestingly’ styled, superbly built PRICE 651 154 708 205 732 426 672 539 729 590 696 759 753 810

L/100 10.2 10.2 10.2 7.5 7.5 7.5 7.5

Co2 235 235 235 199 199 199 199

0-100 P/T 6.2 V6/3.7 6.2 V6/3.7 6.2 V6/3.7 6.9 V6/3.0TD 6.9 V6/3.0TD 6.9 V6/3.0TD 6.9 V6/3.0TD

KW 235 235 235 175 175 175 175

NM GEAR 360 A/7 360 A/7 360 A/7 550 A/7 550 A/7 550 A/7 550 A/7

QX70 VERDICT | ‘Hollywood’ SUV: puts on a great show

PRICE L/100 Co2 0-100 P/T 1 440 700 14.8 350 7.5 V8/5.6

KW NM GEAR 298 560 A/7

ISUzU

KB

double cab 250D-Teq Hi-Rider 250D-Teq LE 250D-Teq 4x4 LE 300D-Teq LX

430 430 430 430 340 340 340 450

M/6 A/8 A/8 A/8 A/8 A/8 A/8 A/8

GEAR 20d Prestige 20d R-Sport 25t Prestige 25t R-Sport 25t Portfolio 35t R-Sport S

PRICE 765 900 838 600 809 426 882 026 917 626 1 120 492 1 283 092

L/100 Co2 0-100 4.3 4.3 7.5 7.5 7.5 8.3 8.3

P/T

114 8.1 4/2.0TD 114 8.1 4/2.0TD 179 7.0 4/2.0T 179 7.0 4/2.0T 179 7.0 4/2.0T 198 5.4 V6/3.0S 198 5.3 V6/3.0S

KW NM 132 132 177 177 177 250 280

430 430 340 340 340 450 450

A/8 A/8 A/8 A/8 A/8 A/8 A/8

PRICE 778 966 871 266 942 646 992 846 1 034 846 1 085 046 1 099 646 1 201 246

L/100 Co2 0-100 5.3 5.3 6.0 8.9 6.0 8.9 6.0 8.9

139 139 159 209 159 209 159 209

8.7 8.7 6.2 5.8 6.2 5.8 6.2 5.5

P/T

4/2.0TD 4/2.0TD V6/3.0TD V6/3.0S V6/3.0TD V6/3.0S V6/3.0TD V6/3.0S

PRICE L/100 Co2 0-100 P/T KW NM GEAR 7.9 208 n/a 4/2.5TD 58 170 M/5 235 000 258 800 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/5 337 400 414 000 427 900 474 400 351 300 435 200 457 400 486 900

PRICE

GEAR coupé 1 075 906 convertible 1 089 106 S coupé 1 224 462 S convertible 1 237 662 S coupé British Design Edition 1 337 962 S convertible British Design Ed 1 349 762 R coupé 1 930 890 R convertible 1 942 890 R coupé AWD 2 032 186 SVR coupé AWD 2 303 286

XJ

XJ L i4 Premium Luxury 3.0D Premium Luxury 3.0 Supercharged Portfolio 5.0 Supercharged Autobiography

7.6 7.7 7.7 7.9 7.7 7.7 7.9 7.8

199 202 204 209 203 203 208 204

n/a n/a n/a n/a n/a n/a n/a n/a

4/2.5TD 4/3.0TD 4/3.0TD 4/3.0TD 4/2.5TD 4/2.5TD 4/2.5TD 4/3.0TD

100 130 130 130 100 100 100 130

320 380 380 380 320 320 320 380

M/5 M/5 A/5 M/5 M/5 M/5 M/5 M/5

7.3 8.2 8.2 8.2 8.2 5.0

V8/5.7 V6/3.0TD V6/3.0TD V6/3.0TD V6/3.0TD V8/6.4

259 179 179 179 179 344

520 569 569 569 569 624

A/8 A/8 A/8 A/8 A/8 A/8

PRICE L/100 Co2 0-100 P/T KW NM GEAR 174 880 8.0 208 n/a 4/2.8TD 84 235 M/5 184 880 8.0 208 n/a 4/2.8TD 84 235 M/5 209 880 8.7 225 n/a 4/2.8TD 84 235 M/5 222 880 8.7 225 n/a 4/2.8TD 84 235 M/5

VIGUs

L/100 Co2 0-100 8.4 8.4 8.6 8.6 8.6 8.6 10.7 10.7 11.3 11.3

199 199 203 203 203 203 255 255 269 269

5.3 5.3 4.9 5.04 4.9 4.9 4.2 4.2 4.08 3.7

PRICE

P/T

V6/3.0S V6/3.0S V6/3.0S V6/3.0S V6/3.0S V6/3.0S V8/5.0S V8/5.0S V8/5.0S V8/5.0S

L/100 Co2 0-100 7.9 6.2 6.2 5.9 4.6

VIGUS 2.4 LX 2.4 SLX 2.4 4WD LX 2.4TDCi LX 2.4TDCi SLX 2.4TDCi 4WD LX 2.4TDCi 4WD SLX

132 132 221 250 221 250 221 280

430 430 700 450 700 450 700 460

A/8 A/8 A/8 A/8 A/8 A/8 A/8 A/8

LANDWIND 5 VERDICT | there’s earth and wind, but is there fire?

450 450 460 460 460 460 680 680 680 700

P/T

4/2.0T V6/3.0TD V6/3.0TD V6/3.0S V8/5.0S

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

PICANTo VERDICT | Blink-and-you’ll-miss-it tweak. Still brilliant PICANTo 1.0 LS 1.0 LX 1.0 LX auto 1.2 LS 1.2 LS auto 1.2 EX 1.2 EX auto

PRICE 129 995 164 995 177 995 144 995 157 995 183 995 196 995

L/100 4.9 4.9 5.6 5.0 6.0 5.0 6.0

Co2 0-100 117 14.3 117 14.3 132 n/a 119 11.6 144 n/a 119 11.67 144 n/a

P/T 3/1.0 3/1.0 3/1.0 4/1.2 4/1.2 4/1.2 4/1.2

KW 51 51 51 65 65 65 65

NM GEAR 94 M/5 94 M/5 94 A/4 120 M/5 120 A/4 120 M/5 120 A/4

RIo

KW NM 250 250 280 280 280 280 405 405 405 423

PRICE L/100 Co2 0-100 P/T KW NM GEAR 249 990 10.2 242 n/a 4/2.4 95 201 M/5 279 990 10.2 242 n/a 4/2.4 95 201 M/5 315 990 10.7 254 n/a 4/2.4 95 201 M/5 279 990 8.0 213 n/a 4/2.4TD 88 290 M/5 309 990 8.0 213 n/a 4/2.4TD 88 290 M/5 345 990 8.2 218 n/a 4/2.4TD 88 290 M/5 375 990 8.2 218 n/a 4/2.4TD 88 290 M/5

KIA

KW NM

F-TyPE

GEAR i4 Luxury 3.0D Luxury 3.0D Premium Luxury 3.0 Supercharged R-Sport XJR

304 198 198 198 198 327

VERDICT | Weirdly-named cheap Chinese KB clone BoARDING 2.8TD 2.8TD Lux 2.8TD double cab Lux 2.8TD double cab 4x4 Lux

LANDWIND 5 2.0T Lux

F-PACE

GEAR 20d AWD Pure 20d AWD R-Sport 30d AWD Pure 35t AWD Pure 30d AWD R-Sport 35t AWD R-Sport 30d AWD S 35t AWD S

13.0 7.5 7.5 7.5 7.5 14.0

VERDICT | Better than Boarding in every way

A/8 A/8 A/8 A/8 A/8 A/8 A/8 A/8 A/8 A/8

KW NM

1 120 702 1 460 796 1 602 896 1 828 474 2 491 416

9.0 7.0 7.0 9.1 11.1

213 184 184 211 264

177 221 221 250 405

340 700 700 450 680

A/8 A/8 A/8 A/8 A/8

1 377 402 1 705 896 1 897 974 2 729 516

9.0 7.0 9.1 11.1

213 7.9 4/2.0T 177 184 6.2 V6/3.0TD 221 211 5.9 V6/3.0S 250 264 4.9 V8/5.0S 375

340 700 450 625

A/8 A/8 A/8 A/8

VERDICT | New bumpers, old engines for popular hatch RIo

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

hatch 1.2 1.4 1.4 auto 1.4 Tec 1.4 Tec auto 3-door 1.4 Tec

219 995 248 995 261 995 261 995 274 995 256 995

5.4 129 13.1 6.4 151 11.5 7.0 165 13.2 6.4 151 11.5 7.0 165 13.2 6.4 151 11.5

4/1.2 4/1.4 4/1.4 4/1.4 4/1.4 4/1.4

65 79 79 79 79 79

120 135 135 135 135 135

M/5 M/6 A/4 M/6 A/4 M/6

sedan 1.2 1.4 1.4 auto 1.4 Tec 1.4 Tec auto

219 995 248 995 261 995 261 995 274 995

5.4 129 13.1 6.4 151 11.5 7.0 165 13.2 6.4 151 11.5 7.0 165 13.2

4/1.2 4/1.4 4/1.4 4/1.4 4/1.4

65 79 79 79 79

120 135 135 135 135

M/5 M/6 A/4 M/6 A/4

soUL VERDICT | 2nd-gen adds refinement to funky urban mix SoUL 1.6 Start 1.6 Start auto 2.0 Street 2.0 Smart auto 1.6D Street 1.6D Smart auto

PRICE L/100 Co2 0-100 P/T KW 309 995 7.9 188 11.53 4/1.6 91 322 995 7.5 178 12.5 4/1.6 91 347 995 7.5 178 10.4 4/2.0 116 391 995 7.9 187 10.2 4/2.0 116 376 995 5.2 137 10.8 4/1.6TD 94 431 995 5.4 141 11.1 4/1.6TD 100

NM GEAR 152 M/6 152 A/6 192 M/6 192 A/6 260 M/6 300 D/7

CERATo

jEEP

VERDICT | Serious in-house competition for Elantra

RENEGADE

CERATo

VERDICT | tough, expensive. More tool than toy

hatch 1.6 EX 1.6 EX auto 1.6 SX 2.0 EX 2.0 EX auto

299 995 312 995 344 995 340 995 353 995

6.5 6.8 6.9 6.9 7.2

154 160 154 164 170

10.1 11.6 10.1 8.5 9.3

4/1.6 4/1.6 4/1.6 4/2.0 4/2.0

95 95 95 118 118

157 157 157 194 194

M/6 A/6 M/6 M/6 A/6

sedan 1.6 EX 1.6 EX auto 1.6 SX auto 2.0 EX 2.0 EX auto

299 995 312 995 357 995 340 995 353 995

6.5 6.8 7.2 6.9 7.2

154 160 160 164 170

10.1 11.6 11.6 8.5 9.3

4/1.6 4/1.6 4/1.6 4/2.0 4/2.0

95 95 95 118 118

157 157 157 194 194

M/6 A/6 A/6 M/6 A/6

Koup 1.6T 1.6T auto

390 995 403 995

7.2 7.9

170 187

7.7 7.4

4/1.6T 4/1.6T

152 265 152 265

M/6 A/6

GEAR 1.6L Sport 1.6L Longitude 1.4L T Limited 1.4L T Limited auto 1.6L Multijet Limited 1.4L T 4x4 Limited 2.4L 4x4 Trailhawk

PRICE 299 900 351 900 409 900 435 900 421 900 488 900 486 900

L/100 Co2 0-100 6.0 6.0 6.0 5.9 4.6 6.9 7.5

149 149 140 137 120 160 175

11.0 11.0 10.9 11.0 10.2 8.8 9.8

P/T

4/1.6 4/1.6 4/1.4T 4/1.4T 4/1.6TD 4/1.4T 4/2.4

KW NM 81 81 103 103 88 125 137

152 152 230 230 320 250 232

M/5 M/5 M/6 D/6 M/6 A/9 A/9

WRANGLER WRANGLER GEAR 3.6L Sahara 3.6L Rubicon Unlimited 3.6L Sahara Unlimited 3.6L Rubicon Unlimited 2.8CRD Sahara

PRICE 588 900 618 900 641 900 672 900 713 900

L/100 Co2 0-100 11.3 11.6 11.7 11.9 8.3

P/T

263 8.1 V6/3.6 270 8.1 V6/3.6 273 8.9 V6/3.6 276 8.9 V6/3.6 217 10.7 4/2.8TD

KW NM 209 209 209 209 147

347 347 347 347 460

A/5 A/5 A/5 A/5 A/5

CHERoKEE

VERDICT | Capable and well priced

Extended Cab 250D-Teq Hi-Rider 300D-Teq LX 300D-Teq LX auto 300D-Teq 4x4 LX

132 132 132 132 177 177 177 250

942 900 880 900 992 900 1 044 900 1 194 900 1 281 900

jMC

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

VERDICT | Glitzy, desert-friendly mobile apartment

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

109 7.8 4/2.0TD 109 7.8 4/2.0TD 109 7.8 4/2.0TD 109 7.8 4/2.0TD 179 6.8 4/2.0T 179 6.8 4/2.0T 179 6.8 4/2.0T 194 5.1 V6/3.0S

5.7L Overland 3.0CRD Laredo 3.0CRD Limited 3.0CRD Overland 3.0CRD Summit SRT

BoARDING

KW NM

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

RENEGADE

PRICE L/100 Co2 0-100 P/T KW NM GEAR 829 200 12.3 291 6.8 V6/3.7 235 360 A/7 938 800 12.3 291 6.8 V6/3.7 235 360 A/7 952 900 12.3 291 6.8 V6/3.7 235 360 A/7 851 700 9.0 238 8.3 V6/3.0TD 175 550 A/7 899 700 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/7 975 400 9.0 238 8.3 V6/3.0TD 175 550 A/7 995 200 13.1 312 6.02 V8/5.0 287 500 A/7

QX80 QX80 5.6

4.2 4.2 4.2 4.2 7.5 7.5 7.5 8.1

P/T

VERDICT | No chauffeur required

Q70

QX70 3.7 GT 3.7 S Premium 3.7 S Black 3.0d GT 3.0d S 3.0d S Premium 3.0d S Black 5.0 S Premium

593 100 651 100 677 100 721 900 711 226 737 426 782 226 1 021 036

L/100 Co2 0-100

XJ

VERDICT | Swoopily styled crossover, loaded with kit

Q70 3.7 GT 3.7 GT Premium 3.7 S Premium 3.0d GT 3.0d GT Premium 3.0d S 3.0d S Premium

PRICE

XF

F-TyPE

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

QX50 3.0d 3.0d GT 3.0d GT Premium 3.7 GT 3.7 GT Premium

XE GEAR 20d Pure 20d Prestige 20d R-Sport 20d Portfolio 25t Prestige 25t R-Sport 25t Portfolio S

VERDICT | jag’s first sports car in decades is the real dea

Q50

Q50 2.2d 2.0T Premium 2.0T Sport 2.2d Premium 2.2d Sport S Hybrid S Hybrid AWD

jAGUAr

F-PACE

VERDICT | Nine seats plus room for the luggage

SANTA FE 2.2CRDi Elite 2.2CRDi 4WD Elite

A/5 M/5 A/5

VERDICT | Handsome SUV at home on the range

H-1 H-1 2.4 wagon 2.5CRDi wagon

204 n/a 4/3.0TD 130 380 209 13.08 4/3.0TD 130 380 208 n/a 4/3.0TD 130 380

XE

XF

TUCsoN TUCSoN 2.0 Premium 2.0 Premium auto 2.0 Elite auto 1.7CRDi Executive 1.6 Turbo Executive 1.6 Turbo 4WD Elite 2.0CRDi Elite

7.7 7.9 7.9

VERDICT | Proper jaguar, properly expensive

VERDICT | Korea scrapes into the Golf-class A-list i30 1.6 Premium 1.6 Premium auto 1.8 Executive

501 200 549 800 563 500

VERDICT | Sophisticated, refined and boldly packaged CHERoKEE GEAR 2.4L Longitude 3.2L Limited 3.2L 4x4 Limited 3.2L 4x4 Trailhawk

PRICE 595 900 642 900 699 900 758 900

L/100 Co2 0-100 8.3 9.5 10.0 10.0

P/T

193 11.43 4/2.4 221 8.1 V6/3.2 232 8.1 V6/3.2 232 8.4 V6/3.2

229 315 315 315

A/9 A/9 A/9 A/9

GRAND CHERoKEE VERDICT | Closes the chasm to European rivals GRAND CHERoKEE GEAR 3.6L Laredo 3.6L Limited 3.6L Overland 3.6L Summit

PRICE 735 900 841 900 901 900 1 034 900

L/100 Co2 0-100 10.4 10.4 10.4 10.4

244 244 244 244

8.3 8.3 8.3 8.3

P/T V6/3.6 V6/3.6 V6/3.6 V6/3.6

347 347 347 347

P/T

KW NM GEAR

sPoRTAGE VERDICT | Engineering? top notch. Styling? Undecided SPoRTAGE 2.0 Ignite 2.0CRDi EX 2.0CRDi SX AWD 2.4GDI SX AWD 1.6T GT-Line AWD

PRICE L/100 Co2 0-100 P/T KW NM GEAR 369 995 7.9 182 10.5 4/2.0 114 192 M/6 487 995 6.8 178 9.3 4/2.0TD 130 400 A/6 567 995 6.8 178 9.5 4/2.0TD 130 400 A/6 557 995 8.5 199 9.6 4/2.4 135 237 A/6 599 995 7.5 175 9.1 4/1.6T 130 265 D/7

VERDICT | Lots of car for lots of money SoRENTo 2.4 LS 2.2CRDi LX 2.2CRDi AWD EX 2.2CRDi AWD SX 2.2CRDi AWD SXL

PRICE L/100 Co2 0-100 P/T KW NM GEAR 457 995 9.2 220 10.5 4/2.4 127 225 M/6 582 995 6.7 174 9.3 4/2.2TD 147 440 A/6 686 995 6.7 174 9.3 4/2.2TD 147 440 A/6 713 995 6.8 177 9.6 4/2.2TD 147 440 A/6 733 995 6.8 177 9.6 4/2.2TD 147 440 A/6

GRAND sEDoNA

KW NM 210 210 210 210

L/100 Co2 0-100

soRENTo

KW NM 130 200 200 200

PRICE

VERDICT | Looks grand, is grand, costs grand A/8 A/8 A/8 A/8

GRAND SEDoNA 2.2CRDi EX 2.2CRDi SX 2.2CRDi SXL

PRICE L/100 Co2 0-100 P/T 584 995 8.0 208 13.6 4/2.2TD 713 995 8.0 208 13.6 4/2.2TD 760 995 8.0 208 13.6 4/2.2TD

KW 147 147 147

NM GEAR 440 A/6 440 A/6 440 A/6

THE GOOD, THE BAD & THE UGLY 105 3.3 V6 SX 3.3 V6 SXL

693 995 740 995

10.9 260 8.6 10.9 260 8.6

V6/3.3 V6/3.3

199 318 199 318

A/6 A/6

LAMBOrGHINI

VERDICT | Blows Gallardo into the history books HURACÁN LP580-2 coupé LP610-4 coupé LP610-4 Spyder

PRICE L/100 Co2 0-100 P/T 4 300 000 11.9 278 3.4 V10/5.2 4 990 000 12.5 290 3.2 V10/5.2 5 490 000 12.3 285 3.4 V10/5.2

KW 426 449 449

NM GEAR 540 D/7 560 D/7 560 D/7

AVENTADoR AVENTADoR | Less scare, more dramatic flair AVENTADoR LP700-4 coupé LP700-4 Roadster

PRICE POA POA

L/100 Co2 0-100 P/T KW NM GEAR 16.0 370 2.9 V12/6.5 515 690 S/7 16.0 370 3.0 V12/6.5 515 690 S/7

LANd rOVEr

PRICE 631 500 677 300 786 600 743 000

L/100 7.9 7.9 7.9 6.0

Co2 184 184 184 140

0-100 P/T KW NM GEAR 7.1 4/2.0T 175 350 A/6 7.1 4/2.0T 175 350 A/6 7.61 4/2.0T 175 350 A/6 9.2 4/2.5e 145e 210+e C/V

RC VERDICT | Sharp and sleek. Sportiest Lexus since LfA RC 200t EX 350 F-Sport

PRICE L/100 Co2 0-100 P/T 745 200 8.0 186 7.5 4/2.0T 854 700 9.4 217 6.3 V6/3.5

Gs GS 200t EX 350 F-Sport

PRICE L/100 Co2 0-100 P/T 782 100 8.0 186 7.3 4/2.0T 892 600 11.3 262 6.0 V6/3.5

PRICE L/100 Co2 0-100 P/T KW NM GEAR 618 166 5.3 139 10.3 4/2.0TD 110 380 A/9 672 566 5.3 139 8.9 4/2.0TD 132 430 A/9 679 178 8.3 197 8.2 4/2.0T 177 340 A/9 727 366 5.3 139 8.9 4/2.0TD 132 430 A/9 733 978 8.3 197 8.2 4/2.0T 177 340 A/9 791 766 5.3 139 8.9 4/2.0TD 132 430 A/9 798 378 8.3 197 8.2 4/2.0T 177 340 A/9 840 066 5.3 139 8.9 4/2.0TD 132 430 A/9 846 678 8.3 197 8.2 4/2.0T 177 340 A/9

RX 350 EX 450h SE

PRICE L/100 Co2 0-100 P/T KW NM GEAR 907 700 9.6 223 8.0 V6/3.5 221 370 A/8 1 175 600 5.7 131 7.7 V6/3.5e 230e 335+e C/V

RANGE RoVER sPoRT VERDICT | Sharper, lighter, faster. Sport means business PRICE L/100 Co2 0-100 P/T KW NM GEAR 1 129 732 10.8 258 7.2 V6/3.0S 250 450 A/8 1 157 918 7.8 207 7.6 V6/3.0TD 190 600 A/8 1 190 818 7.8 207 7.6 V6/3.0TD 190 600 A/8 1 216 732 10.8 258 7.2 V6/3.0S 250 450 A/8 1 311 710 7.0 185 7.2 V6/3.0TD 215 600 A/8 1 350 018 7.8 207 7.6 V6/3.0TD 190 600 A/8 1 441 832 10.8 258 7.2 V6/3.0S 250 450 A/8 1 569 010 7.0 185 7.2 V6/3.0TD 215 600 A/8 1 716 186 13.8 321 5.37 V8/5.0S 375 625 A/8 1 728 226 8.7 229 6.9 V8/4.4TD 250 740 A/8 1 600 932 10.8 258 7.2 V6/3.0S 250 450 A/8 1 883 686 13.8 321 5.3 V8/5.0S 375 625 A/8 1 896 326 8.7 229 6.9 V8/4.4TD 250 740 A/8 2 169 386 13.8 322 4.7 V8/5.0S 405 680 A/8

RANGE RoVER RANGE RoVER

PRICE

Range Rover TDV6 Vogue SDV8 Vogue SE Supercharged Vogue SE SDV8 Autobiography Supercharged Autobiography SVAutobiography Dynamic

L/100 Co2 0-100

1 788 998 2 146 926 2 211 328 2 407 926 2 472 228 3 022 128

8.6 8.7 13.8 8.7 13.8 13.8

227 229 322 229 322 322

190 250 375 250 375 405

600 740 625 740 625 680

A/8 A/8 A/8 A/8 A/8 A/8

Range Rover L SDV8 Autobiography Supercharged Autobiography SDV8 SVAutobiography Supercharged SVAutobiography

2 508 826 2 574 028 3 454 426 3 616 228

8.7 13.8 8.7 13.8

229 7.0 V8/4.4TD 250 322 5.8 V8/5.0S 375 229 7.0 V8/4.4TD 250 322 5.5 V8/5.0S 405

740 625 740 680

A/8 A/8 A/8 A/8

7.9 6.9 5.4 6.9 5.4 5.0

P/T

V6/3.0TD V8/4.4TD V8/5.0S V8/4.4TD V8/5.0S V8/5.0S

KW NM GEAR

LEXUS

CT

VERDICT | Posh Prius, nothing more CT 200h S

PRICE 516 500

L/100 Co2 0-100 P/T KW NM GEAR 4.1 95 10.3 4/1.8e 100e142+e C/V

Es VERDICT | New-age Camry with all the trimmings ES 250 EX 300h EX

PRICE L/100 Co2 0-100 P/T KW NM GEAR 554 200 8.0 188 9.8 4/2.5 135 235 A/6 660 800 5.5 130 8.5 4/2.5e 151e 213+e C/V

PRICE L/100 Co2 0-100 P/T 1 590 936 9.6 223 5.6 V6/3.0T 1 647 360 5.9 158 6.3 V6/3.0TD 1 950 936 10.4 242 5.0 V6/3.0T

VERDICT | Sporty Italian off-roader a handy Cayenne riva PRICE L/100 Co2 0-100 P/T KW NM GEAR 1 650 000 7.2 189 6.9 V6/3.0TD 202 600 A/8

QUATTRoPoRTE VERDICT | As good as any of its German adversaries QUATTRoPoRTE Diesel 330 S GTS

PRICE L/100 Co2 0-100 P/T KW 2 187 360 6.2 163 6.4 V6/3.0TD 202 2 196 936 9.1 212 6.8 V6/3.0T 242 2 496 936 9.6 223 5.1 V6/3.0T 302 2 976 936 10.7 250 4.7 V8/3.8T 390

14.3 331 4.8 15.5 360 4.7 14.4 337 4.5

V8/4.7 V8/4.7 V8/4.7

338 520 338 520 338 520

A/6 S/6 S/6

GranCabrio Sport MC

3 143 448 3 557 448

14.5 337 5.0 14.5 337 4.9

V8/4.7 V8/4.7

338 520 338 520

S/6 S/6

PRICE L/100 Co2 0-100 P/T 1 701 100 11.1 259 5.7 V8/4.6

KW NM GEAR 285 493 A/8

mAzDA2

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

MAzDA2 1.5 Active 1.5 Dynamic 1.5 Dynamic auto 1.5 Individual 1.5 Individual auto 1.5DE Hazumi auto

PRICE 149 995 169 995 187 995 179 995 197 995

L/100 5.9 5.9 4.4 5.9 4.4

Co2 139 139 117 139 117

0-100 P/T KW NM GEAR n/a 3/1.2 61 115 M/5 n/a 3/1.2 61 115 M/5 n/a 3/1.2TD 57 190 M/5 n/a 3/1.2 61 115 M/5 n/a 3/1.2TD 57 190 M/5

BoLERo PRICE L/100 Co2 135 995 7.0 n/a 159 995 9.5 251 172 995 9.5 251 204 995 9.5 251 197 995 9.5 251 226 995 9.5 251

0-100 P/T KW NM GEAR n/a 4/2.5TD 46 195 M/5 n/a 4/2.5TD 74 238 M/5 n/a 4/2.5TD 74 238 M/5 n/a 4/2.5TD 74 238 M/5 n/a 4/2.5TD 74 235 M/5 n/a 4/2.5TD 74 235 M/5

GENIo VERDICT | It’s a Xylo bakkie. What more can we say?

PRICE L/100 Co2 0-100 P/T KW NM GEAR 195 995 7.9 210 n/a 4/2.2TD 89 290 M/5 220 995 7.9 210 n/a 4/2.2TD 88 290 M/5 230 995 7.9 210 n/a 4/2.2TD 89 290 M/5

THAR VERDICT | jeep ’n cheerful Mumbai wrangler THAR 2.5CRDe

PRICE L/100 Co2 0-100 P/T KW NM GEAR 209 995 7.5 199 n/a 4/2.5TD 79 247 M/5

QUANTo QUANTo 2.2CRDe

PRICE 221 995

PRICE L/100 Co2 0-100 P/T KW NM GEAR 209 800 5.5 130 9.6 4/1.5 82 145 M/6 222 800 5.5 130 9.6 4/1.5 82 145 M/6 235 500 5.7 134 10.4 4/1.5 82 145 A/6 235 600 5.5 130 9.6 4/1.5 82 145 M/6 248 300 5.7 134 10.2 4/1.5 82 145 A/6 294 600 4.4 115 10.9 4/1.5TD 77 220 A/6

mAzDA3 VERDICT | dynamics, cabin quality and verve

VERDICT | requires a passion for Indian motoring

GENIo 2.2CRDe 2.2CRDe Plus 2.2CRDe double cab

L/100 Co2 0-100 P/T KW NM GEAR 7.6 200 n/a 4/2.2TD 89 290 M/5

MAzDA3 hatch 1.6 Original 1.6 Active 1.6 Dynamic 1.6 Dynamic auto 2.0 Individual 2.0 Individual auto 2.0 Astina 2.0 Astina Plus sedan 1.6 Original 1.6 Active 1.6 Dynamic 1.6 Dynamic auto 2.0 Individual 2.0 Individual auto 2.0 Astina 2.0 Astina Plus

PRICE

L/100 Co2 0-100 147 147 147 164 146 140 140 140

13.0 13.0 13.0 13.6 8.3 9.0 9.0 9.0

4/1.6 4/1.6 4/1.6 4/1.6 4/2.0 4/2.0 4/2.0 4/2.0

77 77 77 77 121 121 121 121

144 144 144 144 210 210 210 210

M/5 M/5 M/5 A/4 M/6 A/6 A/6 A/6

257 200 270 300 283 600 295 200 331 300 343 500 378 500 408 400

6.0 6.0 6.0 6.7 6.1 5.8 5.8 5.8

142 142 142 159 145 139 139 139

12.8 12.8 13.21 13.5 8.2 8.9 8.9 8.9

4/1.6 4/1.6 4/1.6 4/1.6 4/2.0 4/2.0 4/2.0 4/2.0

77 77 77 77 121 121 121 121

144 144 144 144 210 210 210 210

M/5 M/5 M/5 A/4 M/6 A/6 A/6 A/6

KW 115 115 115 115 115

NM GEAR 204 M/6 204 A/6 204 M/6 204 A/6 204 A/6

CX-3 VERDICT | Mixes best bits of 3 and 2. tight in the back CX-3 2.0 Active 2.0 Active auto 2.0 Dynamic 2.0 Dynamic auto 2.0 Individual

PRICE L/100 Co2 0-100 277 800 6.5 156 9.3 294 700 6.1 146 9.5 303 100 6.3 151 9.0 314 700 6.1 146 8.44 355 400 6.1 146 9.5

VERDICT | too much Kodo, not enough kudu

XyLo 2.2CRDe E2 2.2CRDe E8

BT-50 2.2 SLX FreeStyle Cab 2.2 SLX 3.2 SLE 3.2 SLE auto 3.2 4x4 SLE double cab 2.2 SLE 3.2 SLE 3.2 SLE auto 3.2 4x4 SLE 3.2 4x4 SLE auto

PRICE L/100 Co2 0-100 P/T KW NM GEAR 249 995 7.6 200 n/a 4/2.2TD 89 290 M/5 269 995 7.6 200 n/a 4/2.2TD 89 290 M/5

sCoRPIo PIK-UP VERDICT | Priced to please, styled not to PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

180 995 203 995 246 995 217 995 250 995 271 995 304 995

9.9 9.9 9.9 8.8 8.8 8.8 8.8

260 260 260 233 233 233 233

n/a n/a n/a n/a n/a n/a n/a

4/2.5TD 4/2.5TD 4/2.5TD 4/2.2TD 4/2.2TD 4/2.2TD 4/2.2TD

74 74 74 89 89 89 89

258 258 258 290 290 290 290

M/5 M/5 M/5 M/5 M/5 M/5 M/5

247 995 274 995 270 995 299 995 297 995 324 995

9.9 9.9 8.8 8.8 8.8 8.8

260 260 233 233 233 233

n/a n/a n/a n/a n/a n/a

4/2.5TD 4/2.5TD 4/2.2TD 4/2.2TD 4/2.2TD 4/2.2TD

74 74 89 89 89 89

258 258 290 290 290 290

M/5 M/5 M/5 M/5 M/5 M/5

sCoRPIo

339 900 380 300 393 200 436 700

7.7 9.3 9.1 9.8

202 245 239 258

n/a n/a n/a n/a

4/2.2TD 5/3.2TD 5/3.2TD 5/3.2TD

110 147 147 147

375 470 470 470

M/6 M/6 A/6 M/6

409 900 445 400 456 500 503 000 516 200

7.7 9.3 9.1 9.8 9.7

202 245 239 258 255

n/a n/a n/a n/a n/a

4/2.2TD 5/3.2TD 5/3.2TD 5/3.2TD 5/3.2TD

110 147 147 147 147

375 470 470 470 470

M/6 M/6 A/6 M/6 A/6

CX-5 VERDICT | As good as any in the class. Shortlist CX-5 2.0 Active 2.0 Active auto 2.0 Dynamic 2.2DE Active 2.5 Individual 2.2DE AWD Akera

PRICE L/100 Co2 0-100 P/T KW NM GEAR 363 900 6.4 149 9.3 4/2.0 121 210 M/6 375 900 6.4 148 9.5 4/2.0 121 210 A/6 377 700 6.4 149 9.3 4/2.0 121 210 M/6 433 600 5.7 151 10.1 4/2.2TD 110 380 A/6 468 300 6.9 160 9.2 4/2.5 141 256 A/6 533 400 5.9 155 9.77 4/2.2TD 129 420 A/6

mX-5 VERDICT | Lighter, smaller and utterly superb MX-5 2.0 Roadster-Coupé

PRICE L/100 Co2 0-100 P/T KW NM GEAR 283 995 7.2 191 n/a 4/2.2TD 88 280 M/5 299 995 7.2 191 n/a 4/2.2TD 88 280 M/5

XUV500 VERDICT | the first truly worthwhile Mahindra XUV500 2.2CRDe W4 2.2CRDe W6 2.2CRDe W8

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

PRICE L/100 Co2 0-100 P/T KW NM GEAR 322 500 7.6 199 n/a 4/2.2TD 110 375 M/6

VERDICT | Sportier, edgier, closer to the benchmark NM GEAR 350 A/8 350 A/8 375 A/8

KW NM GEAR

6.2 6.2 6.2 6.9 6.2 5.9 5.9 5.9

VERDICT | Mahindra resurrects the toyota Condor

Pik-Up 2.5TCI Loader 2.5TCI 2.5TCI 4x4 2.2CRDe 2.2CRDe Adventure 2.2CRDe 4x4 2.2CRDe 4x4 Adventure Pik-Up double cab 2.5TCI 2.5TCI 4x4 2.2CRDe 2.2CRDe Adventure 2.2CRDe 4x4 2.2CRDe 4x4 Adventure

P/T

262 700 275 800 289 100 300 700 336 800 349 000 384 000 413 900

BT-50

XyLo

SCoRPIo

KW NM GEAR

VERDICT | So good it plays in the premier league

KUV100

BoLERo 2.5Di Maxitruck Plus 2.5TD Loader 2.5TD 2.5TD 4x4 2.5TD double cab 2.5TD double cab 4x4

P/T

MAzdA

MAHINdrA

KUV100 1.2 G80 K4+ 1.2 G80 K6+ 1.2 D75 K6+ 1.2 G80 K8 1.2 D75 K8

L/100 Co2 0-100

SCoRPIo 2.2CRDe S10 2.2CRDe S10 4x4

KW 180 180 228

NM GEAR 600 A/8 500 A/8 550 A/8 710 A/8

GRANTURIsmo / GRANCABRIo

VERDICT | Easier on the eye but still a segment outsider PRICE L/100 Co2 0-100 P/T 583 600 7.5 175 7.0 4/2.0T 641 500 7.5 175 7.0 4/2.0T 706 300 9.7 225 6.65 V6/3.5

NM GEAR 500 A/8 600 A/8 550 A/8

LEVANTE

Is IS 200t E 200t EX 350 F-Sport

KW 243 202 301

2 717 448 2 837 448 3 317 448

VERDICT | tell me quanto, quanto, quantoooooo...

VERDICT | the default luxury SUV

VERDICT | Excellent, overpriced 5 Series rival GHIBLI Ghibli Diesel S

GranTurismo Sport Sport Cambiocorsa MC Stradale

LS 460

PRICE L/100 Co2 0-100 P/T KW NM GEAR 1 020 810 12.0 285 8.1 V6/3.0S 250 450 A/8 1 035 240 8.8 230 9.3 V6/3.0TD 183 600 A/8 1 090 210 12.0 285 8.1 V6/3.0S 250 450 A/8 1 091 240 8.8 230 9.3 V6/3.0TD 183 600 A/8 1 224 910 12.0 285 8.1 V6/3.0S 250 450 A/8 1 226 340 8.8 230 9.3 V6/3.0TD 183 600 A/8

MASErAtI

GRANTURISMo/GRANCABRIo PRICE

PRICE L/100 Co2 0-100 P/T KW NM GEAR 1 600 700 10.2 270 8.6 V8/4.5TD 195 650 A/6 1 648 200 14.5 336 7.7 V8/5.7 270 530 A/8

RANGE RoVER EVoQUE SE TD4 SE Si4 HSE Dynamic TD4 HSE Dynamic Si4 HSE Dynamic TD4 Ember HSE Dynamic Si4 Ember coupé HSE Dynamic TD4 coupé HSE Dynamic Si4 Autobiography TD4 Autobiography Si4 convertible HSE Dynamic Si4

VERDICT | All the tools you need to go discover

A/6 M/6

LX 450d 570

VERDICT | Credible alternative to the Germans

DIsCoVERy

196 n/a 4/2.2TD 103 330 183 n/a 4/2.2TD 103 330

VERDICT | Queen Mary II, eat your heart out

VERDICT | Not just fancy fashion – capable and fun, too PRICE L/100 Co2 0-100 P/T KW NM GEAR 767 348 5.8 152 9.0 4/2.0TD 132 430 A/9 800 454 7.8 181 7.6 4/2.0T 177 340 A/9 920 848 5.8 152 9.0 4/2.0TD 132 430 A/9 954 054 7.8 181 7.6 4/2.0T 177 340 A/9 971 148 5.8 152 9.0 4/2.0TD 132 430 A/9 1 004 254 7.8 181 7.6 4/2.0T 177 340 A/9 920 848 5.8 152 9.0 4/2.0TD 132 430 A/9 954 054 7.8 181 7.6 4/2.0T 177 340 A/9 997 348 5.8 152 9.0 4/2.0TD 132 430 A/9 1 030 554 7.8 181 7.6 4/2.0T 177 340 A/9 1 011 634 8.6 201 8.6 4/2.0T 177 340 A/9

7.4 7.0

VERDICT | future Italian classic

LX

Ls

RANGE RoVER EVoQUE

RANGE RoVER SPoRT SCV6 S TDV6 S TDV6 SE SCV6 SE SDV6 SE TDV6 HSE SCV6 HSE SDV6 HSE Supercharged HSE Dynamic SDV8 HSE Dynamic SCV6 Autobiography Dynamic Supercharged Autobiography Dynamic SDV8 Autobiography Dynamic SVR

KW NM GEAR 180 350 A/8 232 380 A/8

389 995 374 995

GHIBLI

LEVANTE Diesel

VERDICT | All the great Lexus qualities remain

VERDICT | A sharp-suited shock for old rX fans

VERDICT | Brilliant baby disco rewrites the rules

DISCoVERy SCV6 S SDV6 S SCV6 Graphite SDV6 Graphite SCV6 Landmark SDV6 Landmark

KW NM GEAR 180 350 A/8 233 378 A/8

RX

DIsCoVERy sPoRT DISCoVERy SPoRT Pure TD4 110kW Pure TD4 Pure Si4 SE TD4 SE Si4 HSE TD4 HSE Si4 HSE Luxury TD4 HSE Luxury Si4

VERDICT | Lexus gets all its angles right NX 200t E 200t EX 200t F-Sport 300h EX

HURACÁN

2.2CRDe W8 auto 2.2CRDe W8 AWD

NX

PRICE L/100 Co2 272 995 6.5 171 319 995 6.5 171 354 995 6.5 171

0-100 P/T n/a 4/2.2TD n/a 4/2.2TD n/a 4/2.2TD

KW 103 103 103

NM GEAR 330 M/6 330 M/6 330 M/6

PRICE 441 700

L/100 Co2 0-100 P/T 6.7 156 7.65 4/2.0

KW NM GEAR 118 200 M/6

106 mclaren

540c

VERDIcT | Who buys an entry-level macca?

540C 540C

PRICE POA

L/100 Co2 0-100 P/T KW NM GEAR 11.1 258 3.5 V8/3.8T 397 540 D/7

570S PRICE 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 coupé Spider

PRICE POA POA

L/100 Co2 0-100 P/T KW NM GEAR 11.7 275 3.0 V8/3.8T 478 678 S/7 11.7 275 3.0 V8/3.8T 478 678 S/7

675LT VERDIcT | Sleeker packaging for beefier Big mac 675LT 675LT

PRICE POA

L/100 Co2 0-100 P/T KW NM GEAR 11.7 275 2.9 V8/3.8T 496 700 D/7

merCedeS-Benz / merCedeS-amg

a-cLaSS

VERDIcT | Undoubted appeal, but spec adaptive ride A-CLASS A200 A200 auto A200d A200d auto A220d A250 Sport Mercedes-AMG A45 4Matic

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/7 737 314 7.3 171 4.2 4/2.0T 280 475 D/7

B-cLaSS VERDIcT | Tallboy hatch gets tech, quality boost b-CLASS B200 B200 auto B200d B200d auto B220d B250

PRICE L/100 Co2 0-100 P/T KW NM GEAR 423 896 5.8 134 8.6 4/1.6T 115 250 M/6 442 326 5.5 129 8.4 4/1.6T 115 250 D/7 439 400 4.5 117 9.4 4/2.1TD 100 300 M/6 458 400 4.2 111 8.9 4/2.1TD 100 300 D/7 487 300 4.3 111 8.3 4/2.1TD 130 350 D/7 508 278 6.3 147 6.8 4/2.0T 155 350 D/7

cLa VERDIcT | Sexier, pricier a-Class with a boot CLA PRICE L/100 Co2 0-100 P/T KW NM GEAR CLA200 451 382 5.7 133 8.2 4/1.6T 115 250 M/6 CLA200 auto 482 712 5.6 128 7.9 4/1.6T 115 250 D/7 CLA200d 481 900 4.4 114 9.5 4/2.1TD 100 350 M/6 CLA200d auto 513 800 4.2 110 9.0 4/2.1TD 100 350 D/7 CLA220d 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 Mercedes-AMG CLA45 4Matic 838 714 7.3 171 4.2 4/2.0T 280 475 D/7

GLa VERDIcT | a-Class for the mink and manure set 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 Mercedes-AMG GLA45 4Matic 822 528 7.4 172 4.4 4/2.0T 280 475 D/7

c-cLaSS SEDan / ESTaTE VERDIcT | like the brilliant new S-Class, just smaller C-CLASS sedan C180 C180 auto C200 C200 auto C220d C220d auto C250 C250d C300 C350e Mercedes-AMG C43 4Matic Mercedes-AMG C63 Mercedes-AMG C63 S estate C180 C180 auto C200 C200 auto C250d

652 342 665 418 689 848 786 030 810 460 865 374

6.0 6.0 5.8 6.0 5.8 5.8

158 158 153 158 153 153

n/a 11.5 n/a 11.5 n/a n/a

4/2.1TD 4/2.1TD 4/2.1TD 4/2.1TD 4/2.1TD 4/2.1TD

100 120 120 120 120 140

330 380 380 380 380 440

KW 125 155 150 175 270

NM GEAR 400 A/9 350 A/9 500 A/9 370 A/9 520 A/9

GLC CouPÉ PRICE L/100 Co2 0-100 P/T KW GLC220d 4Matic 738 522 5.4 143 8.3 4/2.1TD 125 GLC250 4Matic 745 600 7.3 170 7.3 4/2.0T 155 GLC250d 4Matic 757 522 5.4 143 7.6 4/2.1TD 150 GLC300 4Matic 801 398 7.6 177 6.5 4/2.0T 175 GLC350d 4Matic 900 486 6.2 169 6.2 V6/3.0TD 190 Mercedes-AMG GLC43 4Matic 1 029 362 8.9 203 4.9 V6/3.0T 270

NM GEAR 400 A/9 350 A/9 500 A/9 370 A/9 620 A/9 520 A/9

GLc

PRICE

L/100 Co2 0-100 8.2 8.5 7.5 7.85 8.1 7.8 6.6 6.6 5.9 5.9 4.7 4.1 4.46

P/T

KW NM GEAR

473 198 493 110 497 268 516 154 521 300 540 300 573 066 598 200 611 264 804 900 835 182 1 154 608 1 295 850

5.5 5.8 5.7 5.6 4.2 4.5 5.9 4.5 6.3 2.8 8.0 8.2 8.4

127 135 132 131 109 117 139 117 146 65 183 192 195

4/1.6T 4/1.6T 4/2.0T 4/2.0T 4/2.1TD 4/2.1TD 4/2.0T 4/2.1TD 4/2.0T 4/2.0Te V6/3.0T V8/4.0T V8/4.0T

115 115 135 135 125 125 155 150 180 205 270 350 375

250 250 300 300 400 400 350 500 370 600 520 650 700

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

509 768 529 110 533 610 553 180 634 656

5.6 5.8 5.8 6.0 4.8

132 8.4 4/1.6T 135 8.7 4/1.6T 135 7.7 4/2.0T 140 7.5 4/2.0T 124 6.9 4/2.1TD

115 115 135 135 150

250 250 300 300 500

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

GLC PRICE L/100 Co2 0-100 P/T GLC220d 4Matic 644 522 5.5 143 8.3 4/2.1TD GLC250 4Matic 652 444 7.1 166 7.3 4/2.0T GLC250d 4Matic 665 922 5.5 143 7.6 4/2.1TD GLC300 4Matic 707 198 7.6 177 6.5 4/2.0T Mercedes-AMG GLC43 4Matic 934 206 8.7 199 4.9 V6/3.0T

GLc coupÉ VERDIcT | Street cred trumps practicality

PRICE 684 476 702 222 756 136 994 612

L/100 6.6 6.1 6.2 7.8

Co2 154 143 144 178

0-100 P/T 7.0 4/2.0T 6.9 4/2.0T 5.8 4/2.0T 4.7 V6/3.0T

PRICE L/100 Co2 0-100 P/T KW NM GEAR 819 888 6.1 159 13.6 4/2.1TD 100 330 A/7 855 840 5.9 154 11.5 4/2.1TD 120 380 A/7 921 120 6.0 158 9.1 4/2.1TD 140 440 A/7 1 116 060 5.9 154 11.5 4/2.1TD 120 380 A/7 1 157 556 6.0 158 9.1 4/2.1TD 140 440 A/7

E-cLaSS SEDan VERDIcT | The driver’s car that drives itself E-CLASS E200 E250 E220d E350d E400 4Matic Mercedes-AMG E43 4Matic

PRICE L/100 Co2 0-100 P/T KW NM GEAR 709 608 6.3 142 7.7 4/2.0T 135 300 A/9 761 608 6.3 142 6.9 4/2.0T 155 350 A/9 759 100 4.3 112 7.3 4/2.0TD 143 400 A/9 961 036 5.5 144 5.9 6/3.0TD 190 620 A/9 997 366 8.4 189 5.2 V6/3.0T 245 480 A/9 1 162 508 8.4 192 4.6 V6/3.0T 295 520 A/9

E-cLaSS coupÉ / caBRIoLET E-CLASS

PRICE

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

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

L/100 Co2 0-100

P/T

VERDIcT | drives better, looks worse PRICE L/100 Co2 0-100 P/T KW NM GEAR 863 342 4.7 123 7.5 4/2.1TD 150 500 A/9 1 016 508 5.5 142 6.5 V6/3.0TD 190 620 A/9 1 015 026 7.7 179 5.3 V6/3.0T 245 480 A/7 1 280 706 8.5 199 4.8 V8/4.7T 300 600 A/9 1 829 454 9.9 231 4.1 V8/5.5T 430 800 S/7

GLE VERDIcT | The ml is no longer. Welcome the new gle.

PRICE L/100 Co2 0-100 P/T KW NM 927 504 5.9 156 8.6 4/2.1TD 150 500 1 038 226 6.6 179 7.1 V6/3.0TD 190 620 1 036 930 9.2 215 6.1 V6/3.0T 245 480 1 158 206 8.6 199 5.7 V6/3.0T 270 520 1 247 600 3.3 84 5.3 V6/3.0Te 325e 650e 1 262 078 10.6 247 5.3 V8/4.7T 335 700 1 847 484 11.8 276 4.44 V8/5.5T 410 700 1 985 484 11.8 276 4.2 V8/5.5T 430 760

VERDIcT | Sportier, sleeker ml. nobody mention X6

P/T

KW NM GEAR

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

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

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

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

702 522 722 320 794 356 810 574 1 048 336 1 451 072 1 571 072

6.3 6.6 4.9 7.1 8.4 9.3 9.3

143 150 124 161 194 218 218

8.2 7.8 8.2 6.4 4.8 4.2 4.1

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

135 135 125 180 270 350 375

300 300 400 370 520 650 700

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

VITo VERDIcT | Blue-collar V-Class is the business vITo 111 CDI Tourer Pro 114 CDI Tourer Pro

PRICE L/100 Co2 0-100 P/T KW NM GEAR 600 096 6.3 164 15.1 4/1.6TD 84 270 M/6 628 026 6.4 164 12.8 4/2.1TD 100 330 M/6

KW NM GEAR

cLS

GLE GLE250d GLE350d GLE400 Mercedes-AMG GLE43 GLE500e GLE500 Mercedes-AMG GLE63 Mercedes-AMG GLE63 S

GLE CouPÉ GLE350d Mercedes-AMG GLE43 GLE500 Mercedes-AMG GLE63 S

GEAR A/9 A/9 A/9 A/9 A/7 A/9 A/7 A/7

NM GEAR 620 A/9 520 A/9 700 A/9 760 A/7

VERDIcT | Classy, go-anywhere 7-seater waftmobile PRICE L/100 Co2 0-100 P/T 1 290 626 7.1 179 7.8 V6/3.0TD 1 459 676 10.9 254 5.3 V8/4.7T 2 266 052 12.3 288 4.6 V8/5.5T

KW 190 335 430

NM GEAR 620 A/9 700 A/9 760 A/7

G-cLaSS VERDIcT | For those who appreciate a high diff count G-CLASS G350d Mercedes-AMG G63 Mercedes-AMG G63 Edition 463

KW 270 335 430 463

NM 500 700 900 1000

GEAR A/9 A/9 A/7 A/7

S-cLaSS VERDIcT | as usual, in the running for world’s best car S-CLASS S-Class S350d S400h S500 Mercedes-AMG S63 S-Class L S400h S400 S500 S500e S600 Mercedes-AMG S63 Mercedes-AMG S65

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

1 418 790 1 434 346 1 843 904 2 529 838

5.9 6.8 8.9 10.1

155 159 206 237

6.8 6.8 4.8 4.4

V6/3.0TD 190 620 A/9 V6/3.5e 245e 370+e A/7 V8/4.7T 335 700 A/9 V8/5.5T 430 900 A/7

1 473 646 1 470 408 1 885 304 1 875 500 2 433 916 2 569 838 3 185 126

6.8 8.3 8.9 2.8 11.3 10.1 11.9

159 192 206 65 264 237 279

6.8 5.3 4.8 5.2 4.6 4.4 4.3

V6/3.5e 245e370+e V6/3.0T 245 480 V8/4.7T 335 700 V6/3.0Te 325e 650e V12/6.0T 390 830 V8/5.5T 430 900 V12/6.0T 463 1000

A/7 A/7 A/9 A/7 A/7 A/7 A/7

AMG GT GT GT S

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 2 154 456 9.6 224 4.24 V8/4.0T 375 650 S/7

S-cLaSS coupÉ / caBRIoLET

PRICE L/100 Co2 0-100 P/T 1 534 074 9.9 261 8.8 V6/3.0TD 2 330 028 13.8 322 5.4 V8/5.5T 2 482 028 13.8 322 5.4 V8/5.5T

S-CLASS coupé S500 Mercedes-AMG S63 Mercedes-AMG S65 cabriolet S500 Mercedes-AMG S63 4Matic Mercedes-AMG S65

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

2 058 776 2 690 438 3 307 426

8.8 204 4.6 V8/4.7T 335 700 A/9 10.1 237 4.2 V8/5.5T 430 900 S/7 11.9 279 4.1 V12/6.0T 463 1000 S/7

2 309 488 2 914 036 3 518 368

9.1 212 4.6 V8/4.7T 335 700 A/9 10.4 244 3.9 V8/5.5T 430 900 S/7 12.0 282 4.1 V12/6.0T 463 1000 S/7

merCedeS-mayBaCH

S-cLaSS

VERDIcT | S-Class for napoleon-syndrome bankers S-CLASS S500 S600

PRICE L/100 Co2 0-100 P/T KW NM GEAR 2 269 818 8.9 207 5.0 V8/4.7T 335 700 A/9 2 828 656 11.7 274 5.0 V12/6.0T 390 830 A/7

HaTcH VERDIcT | all-new, but you’ll have to get in to know hATCh 3-door One One auto Cooper Cooper auto Cooper S Cooper S auto John Cooper Works John Cooper Works auto 5-door One One auto Cooper Cooper auto Cooper S Cooper S auto

PRICE

L/100 Co2 0-100 113 117 110 115 138 127 156 134

P/T

KW NM GEAR

279 000 297 000 336 000 354 000 395 552 412 298 454 104 475 596

4.9 5.0 4.7 4.9 5.9 5.5 6.7 5.8

9.9 10.2 7.9 7.8 6.94 6.7 6.3 5.88

3/1.2T 3/1.2T 3/1.5T 3/1.5T 4/2.0T 4/2.0T 4/2.0T 4/2.0T

75 75 100 100 141 141 170 170

180 180 230 230 300 300 320 320

M/6 A/6 M/6 A/6 M/6 A/6 M/6 A/6

289 000 307 000 346 000 364 000 405 780 422 526

5.0 117 10.1 5.1 119 10.5 4.9 114 8.2 5.0 116 8.1 6.0 140 6.9 5.5 129 6.8

3/1.2T 3/1.2T 3/1.5T 3/1.5T 4/2.0T 4/2.0T

75 75 100 100 141 141

180 180 230 230 300 300

M/6 A/6 M/6 A/6 M/6 A/6

0-100 P/T 9.1 3/1.5T 9.1 3/1.5T 7.2 4/2.0T 7.2 4/2.0T 6.3 4/2.0T 6.3 4/2.0T

KW 100 100 141 141 170 170

NM GEAR 230 M/6 230 A/6 300 M/6 300 A/8 350 M/6 350 A/8

KW 100 100 141 141

NM GEAR 230 M/6 230 A/6 300 M/6 300 A/8

cLuBman VERDIcT | Six doors! mini, my how you’ve grown CLubMAN Cooper Cooper auto Cooper S Cooper S auto John Cooper Works John Cooper Works auto

PRICE 362 570 380 570 441 192 459 552 550 612 576 516

L/100 5.4 5.4 6.4 5.9 7.4 6.8

Co2 125 125 148 138 168 154

conVERTIBLE VERDIcT | The mini with the most... headroom CoNvERTIbLE Cooper Cooper auto Cooper S Cooper S auto

PRICE L/100 Co2 389 000 5.4 125 407 456 5.4 125 407 456 6.4 148 476 710 5.9 138

0-100 P/T 9.1 3/1.5T 9.1 3/1.5T 7.2 4/2.0T 7.1 4/2.0T

counTRyman VERDIcT | BmW X0.5

PRICE L/100 Co2 0-100 P/T KW 1 131 038 7.2 187 7.0 V6/3.0TD 190 1 246 986 9.4 219 4.9 V6/3.0T 270 1 363 376 10.9 254 4.9 V8/4.7T 335 2 107 612 11.9 278 4.2 V8/5.5T 430

GLS GLS GLS350d GLS500 Mercedes-AMG GLS63

0-100 P/T 4.9 V6/3.0T 4.3 V8/4.7T 4.1 V8/5.5T 4.0 V12/6.0T

mInI

VERDIcT | mixes prestige with power and efficiency

CLS CLS250d CLS350d CLS400 CLS500 Mercedes-AMG CLS63 S

PRICE L/100 Co2 1 440 743 7.7 175 1 776 621 9.0 205 2 465 996 10.1 234 3 136 213 11.9 279

VERDIcT | Hyper-tech gT leans towards greatness

GLE coupÉ

L/100 Co2 0-100

NM GEAR 300 M/6 300 A/9 370 A/9 520 A/9

VERDIcT | now moving people more stylishly than ever

VERDIcT | Sporting glamour from the premier league PRICE

KW 135 135 180 270

V-cLaSS v-CLASS V200d V220d V250d V220d Avantgarde V250d Avantgarde

VERDIcT | nothing says ‘I’ve arrived’ like an Sl SL SL400 SL500 Mercedes-AMG SL63 Mercedes-AMG SL65

VERDIcT | noise, emotion, beauty – the gT has it all

VERDIcT | does its three-fifths of an Sl job perfectly SLC SLC200 SLC200 auto SLC300 Mercedes-AMG SLC43

SL

mERcEDES-amG GT

SLc

c-cLaSS coupÉ / caBRIoLET C-CLASS coupé C200 C200 auto C220d C220d auto C300 Mercedes-AMG C43 4Matic Mercedes-AMG C63 Mercedes-AMG C63 S cabriolet C200 C200 auto C220d auto C300 Mercedes-AMG C43 4Matic Mercedes-AMG C63 Mercedes-AMG C63 S

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

VERDIcT | mid-size meanderwagen is merc’s best yet

VERDIcT | mclaren plays the numbers game. Scores 570S 570S

114 CDI Tourer Pro auto 116 CDI Tourer Pro 116 CDI Tourer Pro auto 116 CDI Tourer Select 116 CDI Tourer Select auto 119 CDI Tourer Select auto

KW 180 420 420

NM GEAR 600 A/7 760 A/7 760 A/7

CouNTRyMAN PRICE L/100 Co2 0-100 CyL/CC KW Cooper 368 648 6.5 152 10.5 4/1.6 90 Cooper auto 389 498 7.6 177 11.6 4/1.6 90 Cooper S 432 876 6.6 154 7.5 4/1.6T 140 Cooper S auto 453 270 7.5 175 7.8 4/1.6T 140 John Cooper Works ALL4 533 524 8.0 186 7.0 4/1.6T 160 John Cooper Works ALL4 auto 552 322 8.3 193 7.0 4/1.6T 160

NM GEAR 160 M/6 160 A/6 260 M/6 260 A/6 280 M/6 280 A/6

mITSUBISHI

mIRaGE

VERDIcT | no fighter jet, but fun, frugal and great value MIRAGE 1.2 GL 1.2 GLX 1.2 GLS

PRICE 149 900 159 900 169 900

L/100 4.9 4.9 4.9

Co2 115 115 115

0-100 P/T 11.7 3/1.2 11.7 3/1.2 11.7 3/1.2

KW 57 57 57

NM GEAR 100 M/5 100 M/5 100 M/5

KW 110 110 110 110

NM GEAR 197 M/5 197 M/5 197 M/5 197 C/V

aSx VERDIcT | Faces an uphill battle against Korean twins ASx 2.0 GL 2.0 GLX 2.0 GLS 2.0 GLS auto

PRICE L/100 Co2 0-100 354 900 7.5 175 9.6 389 900 7.5 175 9.6 402 900 7.5 175 9.6 414 900 7.4 173 11.5

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

THE GOOD, THE BAD & THE UGLY 107 TRITon

LEaf

VERDIcT | looks divide, but competes on ability TRIToN double cab 2.5DI-D 4x4 2.5DI-D 4x4 Xtreme

PRICE 484 900 504 900

L/100 Co2 0-100

macan

VERDIcT | not battery power to the people at this price P/T

KW NM GEAR

8.6 225 n/a 4/2.5TD 131 400 8.6 225 n/a 4/2.5TD 131 400

M/5 M/5

LEAf Leaf

PRICE L/100 Co2 0-100 P/T 500 550 0.0 0 11.5 e/elec

VERDIcT | Still a brilliant driver’s car despite age

VERDIcT | grander, but not much better than old car

370z coupé coupé auto

PRICE 524 900

L/100 Co2 0-100 P/T 8.2 192 10.76 4/2.4

KW NM GEAR 123 222 C/V

pajERo SpoRT

PRICE L/100 Co2 0-100 P/T 661 900 10.5 248 5.3 V6/3.7 680 900 10.4 245 5.6 V6/3.7

PRICE L/100 Co2 0-100 P/T KW 539 900 8.5 225 12.0 4/2.5TD 131 574 900 7.8 206 11.0 4/2.5TD 131 589 900 8.5 225 12.0 4/2.5TD 131 589 900 8.5 225 12.0 4/2.5TD 131

NM GEAR 350 A/5 400 M/5 350 A/5 350 A/5

PATRoL 3.0DTi pick-up 3.0Di GL 4.8 GRX

PRICE L/100 Co2 0-100 P/T 583 900 10.9 289 n/a 4/3.0TD 686 900 10.8 287 18.8 4/3.0TD 794 900 17.7 424 9.9 6/4.8

VERDIcT | Japan’s sensational cyborg supercar GT-R Premium Edition Black Edition

PRICE L/100 Co2 0-100 P/T KW NM GEAR 689 900 10.1 245 12.0 4/3.2TD 140 441 A/5 719 900 10.1 245 12.0 4/3.2TD 140 441 A/5 769 900 10.1 245 12.3 4/3.2TD 140 441 A/5 819 900 10.1 245 12.3 4/3.2TD 140 441 A/5 789 900 10.1 245 12.3 4/3.2TD 140 441 A/5

mIcRa

VERDIcT | decent package, cartoon style

PRICE L/100 Co2 0-100 P/T KW NM GEAR 1 950 000 11.7 275 2.9 V6/3.8T 408 632 D/6 2 050 000 11.7 275 2.9 V6/3.8T 408 632 D/6

OPel

aDam

PRICE 159 900 196 900

L/100 Co2 0-100 P/T KW NM GEAR 5.2 124 13.2 3/1.2 56 104 M/5 6.3 150 9.78 4/1.5TD 73 134 M/5

AdAM 1.4 1.0T Jam 1.0T Glam Rocks 1.0T S 1.4T

PRICE L/100 Co2 0-100 P/T 206 500 5.3 125 11.5 4/1.4 230 700 5.1 119 9.9 3/1.0T 254 000 5.1 119 9.9 3/1.0T 287 100 5.0 115 9.9 3/1.0T 330 000 5.9 139 8.5 4/1.4T

VERDIcT | Few rivals means less pressure to perform

CoRSA 1.0T Essentia 1.0T Enjoy 1.0T Cosmo 1.4 Enjoy auto 1.4 Turbo Sport

aLmERa VERDIcT | micra with a monster boot PRICE L/100 Co2 0-100 P/T 198 900 6.3 149 n/a 4/1.5 208 900 7.2 171 n/a 4/1.5

KW NM GEAR 73 134 M/5 73 134 A/4

SEnTRa VERDIcT | Popular nameplate returns. not much fanfare SENTRA 1.6 Acenta 1.6 Acenta auto

PRICE L/100 Co2 0-100 P/T 254 900 6.6 156 n/a 4/1.6 270 900 6.2 149 n/a 4/1.6

KW NM GEAR 85 154 M/5 85 154 C/V

nV200 comBI VERDIcT | People mover makes business sense Nv200 CoMbI 1.6i Visia 1.5dCi Visia

PRICE L/100 Co2 0-100 P/T KW NM GEAR 333 900 7.3 169 n/a 4/1.6 81 153 M/5 363 900 5.1 134 n/a 4/1.5TD 66 200 M/5

VERDIcT | no-frills worker bee NP300 hARdbody 2.0 2.5TDi 2.5TDi Hi-rider 2.4 4x4 2.5TDi 4x4 double cab 2.5TDi Hi-rider 2.4 Hi-rider 2.4 4x4

PRICE L/100 Co2 0-100 P/T KW NM GEAR 199 900 10.0 237 n/a 4/2.0 84 169 M/5 229 900 8.0 211 n/a 4/2.5TD 98 304 M/5 314 900 8.0 211 n/a 4/2.5TD 98 304 M/5 306 900 11.1 261 n/a 4/2.4 105 205 M/5 336 900 9.4 247 n/a 4/2.5TD 98 304 M/5 344 900 324 900 388 900

8.8 233 n/a 4/2.5TD 98 304 11.0 259 n/a 4/2.4 105 205 11.7 274 n/a 4/2.4 105 205

M/5 M/5 M/5

jukE PRICE L/100 Co2 0-100 P/T KW NM GEAR 288 900 5.6 129 11.82 4/1.2T 85 190 M/6 308 900 5.6 129 10.8 4/1.2T 85 190 M/6 323 900 4.2 109 12.09 4/1.5TD 81 260 M/6 355 900 6.0 159 7.46 4/1.6T 140 240 M/6 396 900 6.5 169 8.2 4/1.6T 140 240 C/V

qaSHqaI VERDIcT | retakes the compact crossover crown qAShqAI 1.2T Visia 1.2T Acenta 1.2T Acenta auto 1.5dCi Acenta 1.6T Acenta 1.6dCi Acenta auto

PRICE L/100 Co2 0-100 P/T KW NM GEAR 321 900 6.2 144 10.9 4/1.2T 85 190 M/6 345 900 6.2 144 11.12 4/1.2T 85 190 M/6 362 900 6.2 144 12.9 4/1.2T 85 165 C/V 372 900 4.2 109 11.9 4/1.5TD 81 260 M/6 417 900 6.2 144 9.1 4/1.6T 120 240 M/6 448 900 4.9 129 11.1 4/1.6TD 96 320 C/V

x-TRaIL VERDIcT | not as utilitarian. Is that good or bad? x-TRAIL 2.0 XE 2.5 4x4 SE 1.6dCi XE 1.6dCi 4x4 SE 1.6dCi 4x4 LE

PRICE L/100 Co2 0-100 P/T KW NM GEAR 366 900 8.3 197 11.1 4/2.0 106 200 M/6 413 900 8.3 197 10.5 4/2.5 126 233 C/V 404 900 5.1 134 10.5 4/1.6TD 96 320 M/6 456 900 5.3 139 11.0 4/1.6TD 96 320 M/6 529 900 5.3 139 11.5 4/1.6TD 96 320 M/6

naVaRa VERDIcT | Big boy makes fans easily. replaced soon NAvARA 2.5dCi KingCab XE 2.5dCi KingCab 4x4 XE 2.5dCi double cab XE 2.5dCi double cab LE

PRICE L/100 Co2 0-100 P/T KW 376 900 8.7 229 13.62 4/2.5TD 106 422 900 9.0 238 n/a 4/2.5TD 128 395 900 8.7 229 n/a 4/2.5TD 106 466 900 8.3 217 n/a 4/2.5TD 128

KW 85 85 85 66 110

NM GEAR 170 M/6 170 M/6 170 M/6 130 A/6 220 M/6

VERDIcT | Sadly, it’s a pricey, lethargic inbetweener MoKKA 1.4 Turbo Enjoy 1.4 Turbo Enjoy auto 1.4 Turbo Cosmo 1.4 Turbo Cosmo auto

PRICE L/100 Co2 0-100 P/T 315 300 6.0 139 9.8 4/1.4T 326 300 6.6 154 10.7 4/1.4T 350 500 6.0 139 10.61 4/1.4T 361 200 6.6 154 10.7 4/1.4T

KW 103 103 103 103

NM GEAR 200 M/6 200 A/6 200 M/6 200 A/6

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 HaTcH VERDIcT | Fitter, flatter, faster – finally a real star 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

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

aSTRa coupÉ VERDIcT | Feels old beneath its still-exciting sheetmetal PRICE L/100 Co2 0-100 P/T 582 600 8.1 189 6.2 4/2.0T

KW NM GEAR 206 400 M/6

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

NM GEAR 356 M/6 403 M/6 356 M/6 403 M/6

2008 1.6 Active 1.6 Allure

PRICE L/100 Co2 0-100 P/T 274 900 5.9 135 9.5 4/1.6 302 900 5.9 135 9.5 4/1.6

PRICE L/100 Co2 0-100 P/T 304 900 4.6 105 11.1 3/1.2T 357 900 4.8 110 10.3 3/1.2T 371 900 5.2 119 10.7 3/1.2T 399 900 5.6 130 7.5 4/1.6T

KW 81 96 96 151

NM GEAR 205 M/5 230 M/6 230 A/6 285 M/6

POrSCHe

PRICE L/100 Co2 1 340 000 7.5 171 1 369 000 7.7 175 1 477 000 7.8 178 1 564 000 8.2 186 1 799 000 8.2 187 TBA 2.5 56 TBA 2.5 56 2 441 000 9.4 214 2 644 000 9.4 215

0-100 P/T KW NM 5.7 V6/3.0T 243 450 5.5 V6/3.0T 243 450 5.6 V6/3.0T 243 450 4.4 V6/2.9T 324 550 4.5 V6/2.9T 324 550 4.6 V6/2.9Te 340e 700e 4.7 V6/2.9Te 340e 700e 3.8 V8/4.0T 404 770 3.9 V8/4.0T 404 770

GEAR D/8 D/8 D/8 D/8 D/8 D/8 D/8 D/8 D/8

911 911 coupé Carrera Carrera 4 Carrera S Carrera 4S turbo turbo S targa targa 4 targa 4S cabriolet Carrera Carrera 4 Carrera S Carrera 4S turbo turbo S

PRICE

L/100 Co2 0-100 169 177 174 180 212 212

450 450 500 500 710 750

D/7 D/7 D/7 D/7 D/7 D/7

1 608 000 1 757 000

7.9 182 4.5 b6/3.0T 272 450 8.0 184 4.2 b6/3.0T 309 500

D/7 D/7

1 494 000 1 608 000 1 644 000 1 757 000 2 909 000 3 379 000

7.5 7.9 7.8 8.0 9.3 9.3

4.6 4.5 4.3 4.2 3.1 3.0

b6/3.0T b6/3.0T b6/3.0T b6/3.0T b6/3.8T b6/3.8T

KW NM GEAR

7.4 7.7 7.7 7.9 9.1 9.1

172 182 178 184 216 216

4.4 4.3 4.1 4.0 3.0 2.9

P/T

1 339 000 1 472 000 1 509 000 1 622 000 2 762 000 3 231 000

b6/3.0T b6/3.0T b6/3.0T b6/3.0T b6/3.8T b6/3.8T

272 272 309 309 397 427

272 272 309 309 397 427

450 450 500 500 710 750

D/7 D/7 D/7 D/7 D/7 D/7

renaUlT

kWID

VERDIcT | Flimsy. Cheap for a reason KWId 1.0 Expression 1.0 Dynamique

PRICE 119 900 129 900

L/100 Co2 0-100 P/T 4.7 112 n/a 3/1.0 4.7 112 n/a 3/1.0

KW NM GEAR 50 91 M/5 50 91 M/5

L/100 5.2 5.2 5.4

KW 66 66 66

NM GEAR 135 M/5 135 M/5 135 M/5

KW 70 70 70 70 88 147

NM GEAR 150 M/5 135 M/5 150 M/5 150 M/5 190 D/6 240 D/6

SanDERo VERDIcT | Top of the value pile SANdERo 66kW turbo Expression 66kW turbo Dynamique Stepway 66kW turbo

PRICE 147 900 173 900 196 900

Co2 0-100 P/T 119 11.1 3/0.9T 119 13.28 3/0.9T 124 11.1 3/0.9T

CLIo 66kW turbo Blaze 66kW turbo Expression 66kW turbo Dynamique 66kW turbo GT-Line 88kW turbo Expression auto RS 200 Cup

PRICE L/100 Co2 0-100 P/T 206 900 4.5 105 12.2 3/0.9T 226 900 4.5 104 12.84 3/0.9T 244 900 4.5 105 12.2 3/0.9T 251 900 4.5 105 12.2 3/0.9T 264 900 5.2 120 9.4 4/1.2T 399 900 6.3 144 6.7 4/1.6T

DuSTER duSTER 1.6 Expression 1.6 Dynamique 1.5dCi Dynamique 1.5dCi Dynamique 4WD

PRICE L/100 Co2 0-100 P/T KW NM GEAR 239 900 7.6 177 11.5 4/1.6 77 148 M/5 259 900 7.6 177 11.5 4/1.6 77 148 M/5 279 900 4.8 127 12.36 4/1.5TD 80 240 M/6 304 900 5.2 135 12.8 4/1.5TD 80 240 M/6

VERDIcT | Stylish and versatile but slow and dull to drive CAPTuR PRICE L/100 Co2 0-100 P/T KW NM GEAR 66kW turbo Expression 249 900 4.9 115 12.9 3/0.9T 66 135 M/5 66kW turbo Dynamique 264 900 4.9 115 12.9 3/0.9T 66 135 M/5 66kW dCi Dynamique 289 900 3.6 95 13.1 4/1.5TD 66 220 M/5 66kW dCi Dynamique Sunset 292 400 3.6 95 13.1 4/1.5TD 66 220 M/5 88kW turbo Dynamique auto 304 900 5.4 125 11.57 4/1.2T 88 190 D/6

mÉGanE HaTcH

718 cayman

VERDIcT | more sophisticated; still fun-to-drive

VERDIcT | more power, less music. Coupe brilliance PRICE L/100 Co2 0-100 P/T 854 000 6.9 158 4.9 4/2.0T 934 000 7.3 167 4.4 4/2.5T

KW NM GEAR 220 380 D/7 257 420 D/7

718 BoxSTER VERDIcT | more power, less music. Topless brilliance 718 boxSTER 718 Boxster 718 Boxster S

VERDIcT | Speed, space and looks – the full package now PANAMERA Panamera 4 4 Executive 4S 4S Executive 4 e-hybrid 4 e-hybrid Executive turbo turbo Executive

capTuR

VERDIcT | Serious contender for C-segment honours

718 CAyMAN 718 Cayman 718 Cayman S

panamERa

VERDIcT | Value and rugged capability – a clean sweep KW NM GEAR 88 160 M/5 88 160 M/5

308 308 1.2T Active 1.2T GT Line 1.2T GT Line auto 1.6T GT

PRICE L/100 Co2 0-100 P/T KW NM GEAR 979 000 9.2 215 7.7 V6/3.6 220 400 A/8 1 031 000 9.2 215 7.7 V6/3.6 220 400 A/8 1 073 000 6.6 173 7.3 V6/3.0TD 180 550 A/8 1 129 000 6.6 173 7.3 V6/3.0TD 180 550 A/8 1 141 000 9.5 223 5.5 V6/3.6T 309 550 A/8 1 335 000 8.0 209 5.4 V8/4.1TD 283 850 A/8 1 324 000 9.8 228 5.2 V6/3.6T 324 600 A/8 1 517 000 3.4 79 5.9 V6/3.0Se 306e 590e A/8 1 572 000 3.4 79 5.9 V6/3.0Se 306e 590e A/8 1 957 000 11.2 261 4.5 V8/4.8T 382 750 A/8 2 481 000 11.5 267 4.1 V8/4.8T 419 800 A/8

VERDIcT | Style, value, kit and turbo-tech

VERDIcT | Smaller, lighter, prettier and better than 207 208 1.0 Pop Art 1.2 Active 1.2T GT Line 1.2T GT Line auto

VERDIcT | Who’s laughing now? get your order in quick CAyENNE Cayenne Cayenne Platinum Edition diesel diesel Platinum Edition S S diesel GTS S e-hybrid S e-hybrid Platinum Edition turbo turbo S

cLIo

PeUgeOT

208

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

VERDIcT | Polo-sized crossover carves its own niche juKE 1.2T Acenta 1.2T Acenta+ 1.5dCi Acenta+ 1.6T Tekna 1.6T 4WD Tekna

PRICE L/100 Co2 0-100 P/T 201 800 5.0 117 10.3 3/1.0T 234 800 5.0 117 10.3 3/1.0T 255 800 5.0 117 11.2 3/1.0T 235 100 6.0 140 13.9 4/1.4 276 200 5.9 137 9.6 4/1.4T

mokka

ASTRA OPC

np300 HaRDBoDy

NM GEAR 130 M/5 170 M/6 170 M/6 170 M/6 220 M/6

PRICE L/100 Co2 0-100 P/T KW NM GEAR 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 1 351 000 8.8 207 5.0 V6/3.0T 265 500 D/7 1 420 000 8.9 208 4.8 V6/3.6T 294 550 D/7 1 540 000 9.7 224 4.4 V6/3.6T 324 600 D/7

VERDIcT | Iconic Porsche in the best shape of its life

VERDIcT | Sharper dynamics, brilliant three-pot turbo PRICE L/100 Co2 0-100 P/T KW NM GEAR 159 900 8.1 192 n/a 4/1.6 64 128 M/5 176 900 8.1 192 n/a 4/1.6 64 128 M/5 191 900 8.1 192 n/a 4/1.6 64 128 M/5 192 900 8.0 189 n/a 4/1.6 77 148 M/5 222 900 8.0 189 11.39 4/1.6 77 148 M/5 221 900 5.3 140 n/a 4/1.5TD 63 200 M/5 236 900 5.3 140 n/a 4/1.5TD 63 200 M/5 244 900 5.3 140 n/a 4/1.5TD 63 200 M/5

KW 74 85 85 85 110

coRSa

np200

ALMERA 1.5 Acenta 1.5 Acenta auto

NM GEAR 371 M/5 371 M/5 420 A/5

VERDIcT | Fashion and fun – founder would be proud

nISSan

NP200 1.6i 1.6i pack 1.6i iCE 1.6 16v S 1.6 16v SE 1.5dCi pack 1.5dCi iCE 1.5dCi SE

KW 110 110 190

GT-R

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

MICRA 1.2 Visia+ 1.5 Tekna

cayEnnE

paTRoL

pajERo PAjERo 3-door 3.2DI-D GLS 3-door 3.2DI-D GLS Legend II 5-door 3.2DI-D GLS 5-door 3.2DI-D GLS Legend II 5-door 3.2DI-D GLS Exceed

KW NM GEAR 245 363 M/6 245 363 A/7

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

VERDIcT | Still decent but new one waiting in the wings PAjERo SPoRT 2.5DI-D auto 2.5DI-D 4x4 2.5DI-D 4x4 auto 2.5DI-D 4x4 Shogun auto

MACAN S diesel S GTS turbo turbo Performance

370z

ouTLanDER ouTLANdER 2.4 GLS Exceed

VERDIcT | rewrites the rules for a sporty SUV KW NM GEAR 80e 254 A/E

PRICE L/100 Co2 0-100 P/T KW NM GEAR 868 000 6.9 158 4.9 b4/2.0T 220 380 D/7 947 000 7.3 167 4.4 b4/2.5T 257 420 D/7

MÉGANE 84kW Dynamique 97kW turbo GT Line 97kW turbo GT Line auto 151kW GT

PRICE L/100 Co2 0-100 P/T 282 900 6.4 144 12.2 4/1.6 343 900 5.3 119 10.6 4/1.2T 358 900 5.4 122 10.3 4/1.2T 452 900 6.0 134 7.1 4/1.6T

KW 84 97 97 151

NM GEAR 156 M/6 205 M/6 205 D/7 280 D/7

mÉGanE coupÉ VERDIcT | Fast, frenetic, rapidly ageing Frenchie MÉGANE RS Trophy 275 RS Finale 275

PRICE L/100 Co2 0-100 P/T 489 900 7.5 174 6.0 4/2.0T 489 900 7.5 174 6.0 4/2.0T

KW NM GEAR 201 360 M/6 201 360 M/6

108 SuZukI

KaDjar

super ace

VerDIcT | Renault Captur’s some Qashqai spirit

celerIO

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

Kadjar 96kW TCe Expression 96kW TCe Dynamique 96kW TCe Dynamique auto 81kW dCi Dynamique 81kW dCi Dynamique auto 96kW dCi Dynamique 4WD

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

super ace ex2 1.4TD DLS 1.4TD DLE

prIce L/100 co2 0-100 p/T KW NM Gear 364 900 5.7 127 10.4 4/1.2T 96 205 M/6 389 900 5.7 127 10.4 4/1.2T 96 205 M/6 399 900 5.5 123 11.0 4/1.2T 96 205 D/7 394 900 4.6 120 12.2 4/1.5TD 81 260 M/6 414 900 4.7 124 12.0 4/1.5TD 81 260 D/6 454 900 5.4 143 10.7 4/1.6TD 96 320 M/6

RoLLS-RoyCe L/100 co2 0-100 p/T KW NM Gear 14.0 327 4.9 V12/6.6T 420 780 A/8 14.1 329 5.0 V12/6.6T 420 780 A/8

WraITh 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

VerDIcT | Less compromised, brilliant city runabout prIce L/100 co2 0-100 p/T 174 900 4.1 93 14.4 3/1.0 194 400 4.1 93 14.4 3/1.0 203 400 4.1 93 14.03 3/1.0 207 400 4.1 93 14.4 3/1.0 308 200 4.5 102 9.5 3/0.9T

KW 52 52 52 52 80

NM Gear 91 M/5 91 M/5 91 M/5 91 M/5 170 D/6

KW 52 52 52 52 66 66 66 66 80

NM Gear 91 M/5 91 M/5 91 M/5 91 M/5 135 D/6 135 D/6 135 D/6 135 D/6 170 D/6

fOrfOur VerDIcT | Classy, accomplished and rear-wheel drive prIce L/100 co2 0-100 p/T 179 900 4.2 97 15.9 3/1.0 199 400 4.2 97 15.9 3/1.0 210 900 4.2 97 15.9 3/1.0 212 400 4.2 97 15.9 3/1.0 210 400 4.2 98 11.9 3/0.9T 229 900 4.2 98 11.9 3/0.9T 241 400 4.2 98 11.9 3/0.9T 242 900 4.2 98 11.9 3/0.9T 313 300 4.6 104 10.5 3/0.9T

KOranDO

prIce 324 995

L/100 co2 0-100 p/T 7.5 175 n/a 4/2.0

KW NM Gear 110 197 M/6

acTyOn spOrTs VerDIcT | Radical facial surgery can’t hide faults prIce L/100 co2 0-100 p/T 289 995 12.4 293 n/a 4/2.3 309 995 7.4 196 n/a 4/2.0TD 359 995 7.5 199 n/a 4/2.0TD

KW 110 114 114

NM Gear 214 M/5 360 M/6 360 M/6

rexTOn W VerDIcT | The W stands for ‘work of art’, apparently 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

prIce L/100 co2 0-100 p/T 360 000 8.0 189 10.5 b4/2.0 381 000 7.9 187 10.7 b4/2.0 419 000 7.9 187 10.7 b4/2.0

KW 110 110 110

NM Gear 196 M/6 196 C/V 196 C/V

KW 110 126 126 126 177

NM Gear 198 M/6 235 C/V 235 C/V 235 C/V 350 C/V

fOresTer prIce L/100 co2 0-100 p/T 389 000 7.2 168 10.6 b4/2.0 429 000 8.1 187 9.9 b4/2.5 475 000 8.1 187 10.09 b4/2.5 536 000 8.1 187 9.9 b4/2.5 597 000 8.5 197 7.41 b4/2.0T

OuTbacK prIce L/100 co2 0-100 p/T 550 000 7.3 167 10.2 b4/2.5 617 000 9.9 230 7.6 b6/3.6

KW NM Gear 129 235 C/V 191 350 C/V

legacy VerDIcT | exterior bang up to date, interior left behind prIce L/100 co2 0-100 p/T 595 000 9.9 230 7.2 b6/3.6

KW NM Gear 191 350 C/V

Wrx

sWIfT

prIce

L/100 co2 0-100

p/T

KW NM Gear

dzire sedan 1.2 GA 1.2 GL 1.2 GL auto

153 900 167 900 184 900

5.2 124 12.6 5.2 124 12.6 5.9 140 n/a

4/1.2 4/1.2 4/1.2

63 63 63

113 113 113

M/5 M/5 A/4

hatch 1.2 GA 1.2 GL 1.2 GL auto 1.4 GLS 1.4 GLS auto 1.6 Sport

149 900 164 300 181 800 222 900 239 900 264 900

5.3 5.7 5.8 5.5 6.2 6.5

4/1.2 4/1.2 4/1.2 4/1.4 4/1.4 4/1.6

63 63 63 70 70 100

113 113 113 130 130 160

M/5 M/5 A/4 M/5 A/4 M/6

126 126 137 132 147 153

12.6 12.6 n/a 10.9 12.3 8.7

erTIGa 1.4 GA 1.4 GL 1.4 GL auto

prIce 189 900 215 900 231 900

L/100 6.2 6.2 6.2

co2 147 147 147

0-100 p/T n/a 4/1.4 n/a 4/1.4 n/a 4/1.4

KW 70 70 70

NM Gear 130 M/5 130 M/5 130 A/4

cIaz VerDIcT | Solid, conservative three-box. No real uSP cIaz 1.4 GL 1.4 GLX 1.4 GLX auto

prIce L/100 co2 0-100 p/T 199 900 5.4 125 n/a 4/1.4 224 900 5.4 125 n/a 4/1.4 239 900 5.5 131 n/a 4/1.4

KW 70 70 70

NM Gear 130 M/5 130 M/5 130 A/4

balenO prIce L/100 co2 0-100 p/T 199 000 5.1 120 10.9 4/1.4 229 900 5.1 120 10.9 4/1.4 244 900 5.4 128 11.6 4/1.4

KW 68 68 68

NM Gear 130 M/5 130 M/5 130 A/4

prIce L/100 co2 0-100 p/T 251 900 7.2 171 12.48 4/1.3 269 900 7.6 181 17.2 4/1.3

KW NM Gear 63 110 M/5 63 110 A/4

prIce L/100 co2 0-100 p/T 261 900 5.8 136 11.5 4/1.6 295 900 5.8 136 10.18 4/1.6 313 900 6.0 139 n/a 4/1.6 319 900 5.8 136 12.0 4/1.6 329 900 6.0 139 n/a 4/1.6 348 900 6.2 145 12.0 4/1.6

KW 86 86 86 86 86 86

NM Gear 151 M/5 151 M/5 151 A/6 151 M/5 151 A/6 151 M/5

prIce L/100 co2 0-100 p/T 539 000 9.2 213 6.85 b4/2.0T 559 000 8.6 199 6.3 b4/2.0T 719 000 10.4 242 5.75 b4/2.5T

KW 197 197 221

NM Gear 350 M/6 350 C/V 407 M/6

xeNoN 3.0L Fleetline 3.0L DLE XT 2.2L XT 2.2L 4x4 double cab 3.0L DLE XT 2.2L XT 2.2L Evolve XT 2.2L 4x4

prIce 162 995 199 995 219 995 267 995

L/100 10.0 10.0 9.0 9.0

co2 264 264 260 260

0-100 p/T KW NM Gear n/a 4/3.0TD 85 300 M/5 n/a 4/3.0TD 85 300 M/5 n/a 4/2.2TD 110 320 M/5 n/a 4/2.2TD 110 320 M/5

199 995 269 995 279 995 309 995

10.0 9.0 9.0 9.0

264 260 260 260

n/a n/a n/a n/a

prIce L/100 co2 0-100 282 900 5.8 137 11.0 313 900 5.8 137 11.0 336 900 5.8 137 12.4 337 900 6.2 146 11.59 359 900 6.2 146 13.5

p/T 4/1.6 4/1.6 4/1.6 4/1.6 4/1.6

KW 86 86 86 86 86

NM Gear 156 M/5 156 M/5 156 C/V 156 M/5 156 C/V

prIce 361 900 376 900 431 900 447 900

L/100 8.9 9.9 8.9 9.9

co2 0-100 212 11.7 234 12.0 212 11.7 234 12.0

p/T 4/2.4 4/2.4 4/2.4 4/2.4

KW 122 122 122 122

NM Gear 225 M/5 225 A/4 225 M/5 225 A/4

TATA

VerDIcT | entry-level motoring isn’t fun prIce 118 995 122 995

L/100 co2 0-100 p/T 7.4 168 12.8 4/1.4 7.4 168 12.8 4/1.4

KW NM Gear 55 110 M/5 55 110 M/5

VIsTa

ToyoTA

ayGo 1.0 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 95 M/5

eTIOs VerDIcT | Sound mechanics, but still all about the badge eTIos hatch 1.5 Xi hatch 1.5 Xs sedan 1.5 Xi sedan 1.5 Xs Cross 1.5 Xs

prIce 163 900 172 600 172 200 180 500 194 300

L/100 6.0 6.0 5.9 5.9 6.0

co2 138 138 136 136 138

p/T 4/1.5 4/1.5 4/1.5 4/1.5 4/1.5

KW 66 66 66 66 66

NM Gear 132 M/5 132 M/5 132 M/5 132 M/5 132 M/5

0-100 11.3 11.3 11.3 11.3 11.3

prIce L/100 co2 0-100 p/T 190 400 5.0 117 15.3 3/1.0 220 000 5.6 131 11.7 4/1.3 232 600 5.5 127 12.6 4/1.3 304 000 3.6 82 11.8 4/1.5e

KW 51 73 73 74e

NM Gear 95 M/5 125 M/6 125 C/V 111+e C/V

KW 90 90 90

NM Gear 154 M/6 154 A/4 154 M/6

KW 70 70 77 77 77

NM Gear 121 M/5 121 M/5 137 M/5 137 A/4 137 M/5

yarIs yarIs 1.0 1.3 1.3 auto Hybrid

coroLLa quesT 1.6 1.6 auto 1.6 Plus

prIce L/100 co2 0-100 p/T 208 500 6.6 157 10.5 4/1.6 224 400 6.3 150 11.1 4/1.6 224 900 6.6 157 10.5 4/1.6

VerDIcT | Still not pretty, but now more compelling avaNza 1.3 S 1.3 SX 1.5 SX 1.5 SX auto 1.5 TX

prIce L/100 co2 0-100 219 100 6.1 145 n/a 235 900 6.1 145 n/a 243 100 6.3 150 n/a 261 600 6.7 160 n/a 277 100 6.3 150 n/a

prIce 134 995 154 995

L/100 co2 0-100 p/T 6.7 159 14.0 4/1.4 6.7 157 13.5 4/1.4

KW NM Gear 55 114 M/5 66 116 M/5

coroLLa 1.3 Esteem 1.3 Prestige 1.4D-4D Esteem 1.4D-4D Prestige 1.6 Esteem 1.6 Prestige 1.6 Prestige auto 1.6 Sprinter 1.8 Prestige 1.8 Exclusive 1.8 Exclusive auto

p/T 4/1.3 4/1.3 4/1.5 4/1.5 4/1.5

prIce L/100 co2 0-100 p/T KW NM Gear 258 200 6.0 139 12.6 4/1.3 73 128 M/6 278 100 6.0 139 12.6 4/1.3 73 128 M/6 291 100 4.5 119 12.5 4/1.4TD 66 205 M/6 304 200 4.5 119 12.5 4/1.4TD 66 205 M/6 271 400 6.6 157 10.5 4/1.6 90 154 M/6 288 800 6.6 157 10.5 4/1.6 90 154 M/6 302 000 6.3 150 11.1 4/1.6 90 154 C/V 299 500 6.6 157 10.5 4/1.6 90 154 M/6 300 900 7.0 165 n/a 4/1.8 103 173 M/6 325 800 7.0 165 n/a 4/1.8 103 173 M/6 338 900 6.4 152 10.2 4/1.8 103 173 C/V

aurIs VerDIcT | Sharper-suited Corolla hatch? or-is it just us? aurIs 1.3 X 1.6 Xi 1.6 XS 1.6 XR 1.6 XR auto Hybrid XR

prIce L/100 co2 0-100 p/T KW NM Gear 267 000 5.8 134 12.6 4/1.3 73 128 M/6 297 300 6.2 145 10.0 4/1.6 97 160 M/6 310 200 6.2 145 10.0 4/1.6 97 160 M/6 343 400 6.2 145 10.0 4/1.6 97 160 M/6 360 000 6.0 139 10.8 4/1.6 97 160 C/V 411 500 3.9 91 10.9 4/1.8e 100e142+e C/V

86 VerDIcT | Light, simple, cheap, RWD fun. Brilliant 86 2.0 standard 2.0 high 2.0 high auto

prIce L/100 co2 0-100 p/T 434 100 7.8 181 7.6 b4/2 488 400 7.8 181 7.35 b4/2.0 512 900 7.1 164 7.79 b4/2.0

VerDIcT | More tech, more tough. Job done hILux 2.0 2.4GD 2.7 SRX 2.4GD-6 SRX 2.4GD-6 4x4 SRX 2.4GD-6 4x4 SR 2.8GD-6 Raider 2.8GD-6 4x4 Raider

prIce 157 995 167 995 167 995 177 995

L/100 6.5 6.5 6.5 6.5

co2 154 154 154 154

0-100 p/T n/a 4/1.2T n/a 4/1.2T n/a 4/1.2T n/a 4/1.2T

KW 66 66 66 66

NM Gear 140 M/5 140 M/5 140 M/5 140 M/5

VerDIcT | vista-with-a-boot is no looker prIce 156 995 177 995

L/100 co2 0-100 p/T 6.4 151 13.5 4/1.4 6.4 151 13.5 4/1.4

KW NM Gear 66 116 M/5 66 116 M/5

KW 147 147 147

NM Gear 205 M/6 205 M/6 205 A/6

hIlux

VerDIcT | Best, most refined Tata yet

MaNza 1.4 Ini 1.4 Ignis

M/5 M/5 M/5 M/5

aygO

bOlT boLT hatch 1.2T XMS hatch 1.2T XT sedan 1.2T XMS sedan 1.2T XT

4/3.0TD 85 300 4/2.2TD 110 320 4/2.2TD 110 320 4/2.2TD 110 320

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

VerDIcT | Larger, more refined. No crossover revolution

vIsTa 1.4 Ini Bounce 1.4 Ignis

VerDIcT | Most of the Chinese bakkies do it better

cOrOlla

sx4

INdIca 1.4 LGi 1.4 LGi Sport

xenOn

aVanza

VerDIcT | Sensibly priced, well-built Duster buster

GraNd vITara 2.4 Dune 2.4 Dune auto 2.4 Summit 2.4 Summit auto

L/100 co2 0-100 p/T KW NM Gear n/a n/a n/a 4/3.0TD 53 225 M/5

VerDIcT | old Corolla returns as a cut-price contender

VerDIcT | Frugal, carmped, affordable off-road fun

sx4 1.6 GL 1.6 GLX 1.6 GLX auto 1.6 GLX AllGrip 1.6 GLX AllGrip auto

prIce 162 995

cOrOlla QuesT

jIMny

vITara 1.6 GL 1.6 GL+ 1.6 GL+ auto 1.6 GL+ AllGrip 1.6 GLX auto 1.6 GLX AllGrip

VerDIcT | Apparently farmers are keen

VerDIcT | Largely joyless, very pricey, no turbo

VerDIcT | Surprisingly competent, and that’s no baloney baLeNo 1.4 GL 1.4 GLX 1.4 GLX auto

L/100 co2 0-100 p/T KW NM Gear 7.2 190 n/a 4/1.4TD 52 135 M/5 7.2 190 n/a 4/1.4TD 52 135 M/5

VerDIcT | Cheap cross-faced tot is missing its toys

Manza

VerDIcT | Involving and fun. Rivals have better cabins Wrx WRX Premium WRX Premium auto WRX STI Premium

VerDIcT | Fun, but battles to make a fresh impact

VerDIcT | Life’s much tougher in this price bracket

VerDIcT | Another great Scooby out on the fringes

LeGacy 3.6 R-S Premium

KW NM Gear 54 101 M/5

InDIca

VerDIcT | ‘Smarter, safer, further’ maxim rings true

ouTbacK 2.5i-S Premium 3.6 R-S Premium

L/100 co2 0-100 p/T n/a n/a n/a 4/1.2

VerDIcT | Nip ’n tuck for evergreen soft-roader

VerDIcT | Raised-body Impreza is not without merit

foresTer 2.0 X 2.5 X 2.5 XS 2.5 XS Premium 2.0 XT

prIce 129 900

prIce 164 995 175 995

WOrKer WorKer 3L 207 Di Turbo

granD VITara

SuBARu

xV

xv 2.0i 2.0i auto 2.0i-S auto

NM Gear 90 M/5 90 M/5 90 S/5

VITara

VerDIcT | The reinvention of Ssangyong

acTyoN sporTs 2.3 4x4 high 2.0D high 2.0D 4x4 Deluxe

KW 50 50 50

sWIfT

jIMNy 1.3 1.3 auto

SSANGyoNG

KoraNdo 2.0

0-100 p/T 14.0 3/1.0 14.0 3/1.0 14.0 3/1.0

VerDIcT | Stretched Swift joins the 7-seater brigade

fOrTWO

forfour base passion prime proxy base auto passion auto prime auto proxy auto Brabus forfour

co2 110 110 108

erTIga

SMART

fortwo coupé base coupé passion coupé prime coupé proxy Brabus fortwo coupé

L/100 4.7 4.7 4.6

super carry super carry 1.2

VerDIcT | World’s second grandest luxury car prIce POA POA

prIce 129 900 146 500 159 900

VerDIcT | Small-wheeled Suzi a business bakkie bargain

ghOsT

GhosT Ghost Extended Wheelbase

ceLerIo 1.0 GA 1.0 GL 1.0 GL auto

xtra cab 2.4GD-6 SRX 2.8GD-6 Raider 2.8GD-6 4x4 Raider

prIce L/100 co2 0-100 p/T KW NM Gear 239 600 n/a n/a 12.0 4/2.0 102 183 M/5 272 100 n/a n/a 12.4 4/2.4TD 110 343 M/5 332 700 n/a n/a 12.1 4/2.7 122 245 M/5 343 200 n/a n/a 13.2 4/2.4TD 110 400 M/6 406 100 n/a n/a 13.2 4/2.4TD 110 400 M/6 400 700 n/a n/a 13.2 4/2.4TD 110 400 M/6 395 500 n/a n/a 11.2 4/2.8TD 130 420 M/6 456 300 n/a n/a 11.2 4/2.8TD 130 420 M/6 354 800 430 000 492 900

n/a n/a n/a

n/a 13.2 4/2.4TD 110 400 n/a 11.2 4/2.8TD 130 420 n/a 11.2 4/2.8TD 130 420

M/6 M/6 M/6

THE GOOD, THE BAD & THE UGLY109 double cab 2.7 SRX 2.4GD-6 SRX 2.4GD-6 4x4 SRX 2.4GD-6 4x4 SR 2.8GD-6 Raider 2.8GD-6 Raider auto 2.8GD-6 4x4 Raider 2.8GD-6 4x4 Raider auto 4.0 V6 Raider 4.0 V6 4x4 Raider

385 800 442 700 468 800 462 500 490 700 508 500 554 600 573 500 527 400 621 600

10.6 7.1 7.3 7.3 7.6 8.0 7.6 8.5 11.7 11.7

253 187 190 190 198 210 199 224 279 279

12.1 4/2.7 13.2 4/2.4TD 13.2 4/2.4TD 13.2 4/2.4TD 11.2 4/2.8TD 10.8 4/2.8TD 12.15 4/2.8TD 10.8 4/2.8TD 9.4 V6/4.0 9.4 V6/4.0

122 110 110 110 130 130 130 130 175 175

245 400 400 400 420 450 420 450 376 376

M/5 M/6 M/6 M/6 M/6 A/6 M/6 A/6 A/6 A/6

raV4 VerDIcT | Back in the game after warming the bench rav4 2.0 GX 2.0 GX auto 2.2D-4D AWD GX 2.2D-4D AWD VX 2.5 AWD VX

prIce L/100 co2 367 000 7.7 179 379 500 7.4 173 459 000 5.6 149 547 000 6.5 172 513 000 8.5 198

0-100 p/T n/a 4/2.0 n/a 4/2.0 n/a 4/2.2TD n/a 4/2.2TD n/a 4/2.5

KW 107 107 110 110 132

NM Gear 187 M/6 187 C/V 340 M/6 340 A/6 233 A/6

fOrTuner VerDIcT | Next-level Fortuner. Watch out Prado forTuNer 2.7 auto 2.4GD-6 2.4GD-6 auto 2.8GD-6 2.8GD-6 auto 2.8GD-6 4x4 2.8GD-6 4x4 auto 4.0 V6 4x4

prIce L/100 co2 0-100 p/T KW NM Gear 438 000 10.5 247 12.4 4/2.7 122 245 A/6 454 000 7.0 184 13.2 4/2.4TD 110 400 M/6 471 800 7.9 208 12.7 4/2.4TD 110 400 A/6 535 800 7.5 196 11.2 4/2.8TD 130 420 M/6 554 400 8.0 212 10.8 4/2.8TD 130 450 A/6 596 100 7.8 204 11.2 4/2.8TD 130 420 M/6 614 800 8.5 224 10.8 4/2.8TD 130 450 A/6 660 600 12.0 277 9.4 6/4.0 175 376 A/6

prIus VerDIcT | Big on refinement and weird styling prIus Hybrid

prIce L/100 co2 0-100 p/T 455 300 3.7 87 10.6 4/1.8e

KW NM Gear 90e 142+e C/V

QuanTuM VerDIcT | Struggles to shrug off taxi image quaNTuM 2.7 GL 10-seater bus 2.7 GL 14-seater bus 2.5D-4D GL 10-seater bus 2.5D-4D GL 14-seater bus

prIce L/100 co2 0-100 p/T KW NM Gear 470 300 13.8 327 18.4 4/2.7 111 241 M/5 488 200 14.3 339 20.7 4/2.7 111 241 M/5 505 000 9.4 258 25.4 4/2.5TD 75 260 M/5 508 300 9.9 266 28.2 4/2.5TD 75 260 M/5

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 668 100 11.6 306 n/a V8/4.5TD

KW 170 96 151

NM Gear 360 M/5 285 M/5 430 M/5

double cab 79 4.0 V6 79 4.2D 79 4.5D-4D LX V8

620 700 651 000 731 100

13.6 320 12.6 V6/4.0 170 360 13.0 343 20.08 6/4.2D 96 285 11.6 306 n/a V8/4.5TD 151 430

M/5 M/5 M/5

station wagon 76 4.5D-4D LX V8

747 700

11.6 306 n/a V8/4.5TD 151 430

M/5

VerDIcT | Great retro looks. Needs less retro engine prIce 613 400

L/100 co2 0-100 p/T 11.4 267 8.61 V6/4.0

KW NM Gear 200 380 A/5

lanD cruIser praDO VerDIcT | Nothing to deter the off-road faithful prIce L/100 co2 0-100 p/T 797 900 8.5 226 11.7 4/3.0TD 908 500 11.5 266 10.9 V6/4 911 100 8.5 226 12.04 4/3.0TD

KW 120 202 120

NM Gear 400 A/5 381 A/5 400 A/5

lanD cruIser 200 VerDIcT | Buy a 70 Series and a Fortuner instead LaNd cruIser 200 4.5D-4D V8 GX 4.5D-4D V8 VX

prIce L/100 co2 0-100 p/T KW NM Gear 966 100 10.3 273 8.6 V8/4.5TD 173 615 A/6 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! take up! 1.0 move up! 1.0 up! beats 1.0 cross up! 1.0

prIce 164 700 178 300 194 700 194 700

L/100 4.6 4.6 4.6 4.7

co2 106 106 106 108

0-100 13.5 13.5 13.5 13.5

p/T 3/1.0 3/1.0 3/1.0 3/1.0

KW 55 55 55 55

NM Gear 95 M/5 95 M/5 95 M/5 95 M/5

pOlO VIVO VerDIcT | Breathing new life into old cars – a vW usp poLo vIvo

prIce

L/100 co2 0-100

p/T

KW NM Gear

hatch 1.4 Conceptline 1.4 Street 1.4 Trendline 1.4 Trendline auto 1.4 Storm 1.6 Comfortline 1.6 GTS Maxx 1.6

169 900 181 900 179 500 195 500 187 300 197 700 202 100 202 100

6.2 6.2 6.2 6.9 6.2 6.6 6.6 6.6

147 147 147 163 147 156 157 157

12.9 12.2 12.2 17.5 12.2 10.6 10.6 10.6

4/1.4 4/1.4 4/1.4 4/1.4 4/1.4 4/1.6 4/1.6 4/1.6

55 63 63 63 63 77 77 77

132 132 132 132 132 155 155 155

M/5 M/5 M/5 A/6 M/5 M/5 M/5 M/5

sedan 1.4 Conceptline 1.4 Trendline 1.4 Trendline auto 1.6 Trendline 1.6 Comfortline

181 100 190 000 206 000 197 700 206 100

6.2 6.2 6.9 6.6 6.6

147 147 163 156 156

12.9 12.2 17.5 10.6 10.6

4/1.4 4/1.4 4/1.4 4/1.6 4/1.6

55 63 63 77 77

132 132 132 155 155

M/5 M/5 A/6 M/5 M/5

pOlO

sedan 1.4 Trendline 1.4 Comfortline 1.6 Trendline 1.6 Comfortline 1.6 Comfortline auto 1.5TDI Comfortline

117 117 117 120 122 97 108 108 125 111 139 129

10.8 10.8 10.8 9.9 9.3 10.1 12.9 9.9 9.8 10.5 6.7 6.7

4/1.2T 66 160 4/1.2T 66 160 4/1.2T 66 160 4/1.2T 81 175 4/1.2T 81 175 3/1.0T 70 160 3/1.4TD 55 210 3/1.4TD 77 250 4/1.2T 81 175 3/1.4TD 77 250 4/1.8T 141 320 4/1.8T 141 250

M/5 M/5 M/5 M/6 D/7 M/5 M/5 M/5 M/6 M/5 M/6 D/7

caDDy VerDIcT | A practical wagon for all the folks caddy 2.0TDI Trendline Alltrack 2.0TDI Alltrack 2.0TDI auto Maxi 2.0TDI Trendline Maxi 2.0TDI Trendline auto

prIce L/100 co2 0-100 p/T KW 382 800 5.7 149 12.4 4/2.0TD 81 397 900 5.7 149 12.4 4/2.0TD 81 430 100 6.2 166 10.6 4/2.0TD 103 403 200 5.8 152 13.16 4/2.0TD 81 434 900 6.3 166 10.9 4/2.0TD 103

NM Gear 250 M/5 250 M/5 320 D/6 250 M/5 320 D/6

jeTTa VerDIcT | Quality from the top-drawer jeTTa 1.6 Conceptline 1.2TSI Trendline 1.4TSI Trendline 1.4TSI Comfortline 1.4TSI Comfortline auto 1.4TSI Highline auto 1.6TDI Comfortline 1.6TDI Comfortline auto 2.0TDI Highline auto

prIce L/100 co2 0-100 p/T KW NM Gear 77 153 M/5 263 500 6.8 162 11.7 4/1.6 297 700 5.1 117 10.7 4/1.2T 77 175 M/6 317 600 5.4 125 9.6 4/1.4T 92 200 M/6 333 600 5.4 125 9.6 4/1.4T 92 200 M/6 349 600 5.2 119 9.6 4/1.4T 92 200 D/7 375 700 5.2 119 8.6 4/1.4T 110 250 D/7 350 800 4.5 119 11.29 4/1.6TD 77 250 M/5 366 800 4.7 123 11.7 4/1.6TD 77 250 D/7 412 100 5.3 138 9.5 4/2.0TD 103 320 D/6

beeTle VerDIcT | Drives like Golf, looks like Beetle. Buy Scirocco beeTLe 1.2TSI Design 1.2TSI Club 1.4TSI Sport 1.4TSI Sport auto Dune 1.4TSI

prIce 318 900 330 750 391 400 407 400 424 500

L/100 5.9 5.3 5.6 5.3 5.3

co2 0-100 p/T 137 10.84 4/1.2T 123 10.9 4/1.2T 129 8.7 4/1.4T 122 8.7 4/1.4T 122 8.7 4/1.4T

KW 77 77 110 110 110

NM Gear 175 M/6 175 M/6 250 M/6 250 D/7 250 D/7

gOlf GoLf 1.2TSI Trendline 1.4TSI Trendline 1.4TSI Comfortline 1.4TSI Comfortline auto 1.4TSI Highline 2.0TDI Comfortline 2.0TDI Highline GTI GTI auto GTI Clubsport R R auto

prIce L/100 co2 0-100 p/T KW NM Gear 309 500 4.9 114 9.9 4/1.2T 81 175 M/6 327 300 5.2 120 9.1 4/1.4T 92 200 M/6 337 100 5.2 120 9.1 4/1.4T 92 200 M/6 353 100 5.0 119 9.1 4/1.4T 92 200 D/7 374 700 5.2 120 8.2 4/1.4T 110 250 M/6 373 800 4.6 120 10.5 4/2.0TD 81 250 M/5 432 700 4.5 119 8.6 4/2.0TD 110 320 D/6 469 500 6.0 139 6.5 4/2.0T 162 350 M/6 485 500 6.4 148 6.5 4/2.0T 162 350 D/6 544 740 7.0 160 5.9 4/2.0T 195 350 D/6 581 800 7.1 165 5.2 4/2.0T 206 380 M/6 597 800 6.9 159 5.26 4/2.0T 206 380 D/6

prIce 215 700 237 400 233 600 252 100 268 100 283 400

L/100 co2 0-100 5.9 5.9 6.0 6.0 6.5 4.9

139 139 143 143 154 128

p/T

12.8 4/1.4 12.8 4/1.4 11.1 4/1.6 11.1 4/1.6 12.3 4/1.6 11.2 4/1.5TD

KW NM Gear 63 63 77 77 77 81

132 132 155 155 155 250

M/5 M/5 M/5 M/5 A/6 M/5

cc VerDIcT | Merc CLS on the cheap cc 1.8TSI 2.0TSI 2.0TDI 3.6 V6 4Motion

prIce L/100 co2 0-100 p/T 439 700 7.1 165 8.5 4/1.8T 485 400 7.8 182 7.3 4/2.0T 487 100 5.2 137 8.4 4/2.0TD 572 000 9.3 215 5.5 V6/3.6

VerDIcT | utterly contemporary rolling nostalgia KoMbI / caLIforNIa / caraveLLe prIce

L/100 co2 0-100

p/T

513 900 521 900 546 400 604 200 621 700 629 700 649 900

7.3 193 17.9 4/2.0TD 75 250 7.3 193 17.9 4/2.0TD 75 250 8.0 211 14.7 4/2.0TD 103 340 7.5 198 14.2 4/2.0TD 103 340 8.0 211 14.7 4/2.0TD 103 340 8.0 211 14.7 4/2.0TD 103 340 8.1 214 10.2 4/2.0TD 132 400

M/5 M/5 D/7 M/6 D/7 D/7 D/7

california beach 2.0TDI 4Motion

801 600

8.3 219 15.3 4/2.0TD 103 340

M/6

7.9 8.8 7.9 8.8

D/7 D/7 D/7 D/7

caravelle 2.0BiTDI Comfortline 814 900 2.0BiTDI Comfortline 4Motion 847 400 2.0BiTDI Highline 901 100 2.0BiTDI Highline 4Motion 934 900

208 232 208 232

11.3 12.1 11.3 12.1

4/2.0TD 4/2.0TD 4/2.0TD 4/2.0TD

TouareG

prIce

L/100 co2 0-100 7.8

V6/3.6

KW NM Gear

807 900

206 360

A/8

V6 TDI Luxury

894 600

7.2

189

7.8 V6/3.0TD 180 550

A/8

V6 TDI Escape

923 900

7.3

193

7.8 V6/3.0TD 180 550

A/8

1 111 500

9.1

239 5.8 V8/4.1TD 250 800

A/8

V8 TDI Executive

10.9 259

p/T

V6 Elegance

voLvo

V40

VerDIcT | Convincingly plugs volvo’s hatch-shaped hole v40 T3 Kinetic T3 Momentum auto D2 Kinetic T4 Momentum T4 Momentum auto D3 Momentum D4 Momentum T5 Momentum v40 cross country T4 Momentum T4 Momentum auto D3 Momentum D4 Momentum T5 AWD Momentum

prIce L/100 co2 0-100 p/T KW NM Gear 345 298 5.5 127 8.3 4/2.0T 112 250 M/6 405 426 5.6 129 8.3 4/1.5T 112 250 A/6 358 100 3.4 89 10.5 4/2.0TD 88 280 M/6 408 998 5.5 127 6.9 4/2.0T 140 300 M/6 429 612 5.5 128 6.9 4/2.0T 140 300 A/6 441 100 4.0 104 8.4 4/2.0TD 110 320 A/6 451 200 4.2 109 7.2 4/2.0TD 140 400 A/8 470 838 5.9 137 6.3 4/2.0T 180 350 A/8 421 612 442 326 461 700 478 700 478 700

5.5 5.6 4.0 4.3 6.4

128 7.1 4/2.0T 140 129 7.1 4/2.0T 140 105 8.5 4/2.0TD 110 112 7.5 4/2.0TD 140 149 6.1 4/2.0T 180

300 300 320 400 350

M/6 A/6 A/6 A/8 A/8

s60 prIce L/100 co2 0-100 p/T KW NM Gear 330 400 5.1 117 10.7 4/1.2T 81 175 M/6 355 800 5.4 125 9.9 4/1.4T 92 200 M/6 371 800 5.2 121 9.9 4/1.4T 92 200 D/7 390 000 4.8 124 10.5 4/2.0TD 81 250 M/5 406 000 5.3 138 10.5 4/2.0TD 81 250 D/6

aMarOK VerDIcT | Brilliant leisure bakkie. 8-speed auto is genius prIce L/100 co2 0-100 p/T KW NM Gear 304 800 7.6 199 13.2 4/2.0TD 103 340 M/6 358 800 7.7 203 13.4 4/2.0TD 103 340 M/6 386 200 7.6 199 13.2 4/2.0TD 103 340 M/6 424 400 7.9 208 10.3 4/2.0TD 132 400 M/6 438 800 7.7 203 13.4 4/2.0TD 103 340 M/6 474 400 8.0 211 10.3 4/2.0TD 132 400 M/6

double cab 2.0TDI Trendline 2.0TDI Trendline 4Motion 2.0BiTDI Highline 2.0BiTDI Highline auto 2.0BiTDI Highline 4Motion 2.0BiTDI Highline 4Motion auto 2.0BiTDI 4Motion Ultimate

478 100 529 100 511 700 529 200 562 700 580 200 638 700

7.6 7.7 7.9 8.2 8.0 8.3 8.3

199 203 208 216 211 219 219

13.5 13.7 10.3 10.6 10.6 10.9 10.9

4/2.0TD 4/2.0TD 4/2.0TD 4/2.0TD 4/2.0TD 4/2.0TD 4/2.0TD

103 103 132 132 132 132 132

340 340 400 420 400 420 420

M/6 M/6 M/6 A/8 M/6 A/8 A/8

TranspOrTer

prIce L/100 co2 404 154 5.6 131 440 810 5.8 135 477 496 5.8 134 505 700 4.3 113 541 450 6.2 145 585 900 4.5 119 621 874 6.9 161 749 526 7.8 179

0-100 p/T 8.6 4/2.0T 8.6 4/1.5T 7.2 4/2.0T 7.6 4/2.0TD 6.3 4/2.0T 6.4 4/2.0TD 5.9 4/2.0ST 4.9 4/2.0ST

VerDIcT | A sexier, sportier, less useful volvo wagon v60 T3 Momentum T4 Momentum D4 Momentum T5 Momentum D5 Inscription T6 AWD Inscription

prIce L/100 co2 0-100 p/T KW NM Gear 459 652 5.9 138 8.7 4/1.5T 112 250 A/6 491 324 5.8 136 7.3 4/2.0T 140 300 A/6 516 400 4.4 116 7.7 4/2.0TD 140 400 A/8 555 506 6.4 149 6.4 4/2.0T 180 350 A/8 600 170 4.8 125 6.5 4/2.0TD 165 470 A/8 634 702 7.0 163 6.0 4/2.0ST 225 400 A/8

V60 crOss cOunTry VerDIcT | v60 gets CC treatment. yes, that’s now a thing v60 cross couNTry D4 AWD Momentum T5 AWD Momentum

prIce 545 106 578 472

L/100 co2 0-100 p/T KW NM Gear 5.7 149 8.9 5/2.4TD 140 420 A/6 7.4 168 6.8 4/2.0T 180 350 A/8

xc60

TraNsporTer 2.0TDI 2.0TDI double cab 2.0TDI double cab 4Motion 2.0BiTDI double cab auto

VerDIcT | Still able to mix it with the segment leaders

prIce 322 900 361 800 409 600 444 600

L/100 co2 0-100 p/T KW NM Gear 7.9 208 15.2 4/2.0TD 75 250 M/5 7.9 208 15.9 4/2.0TD 75 250 M/5 8.3 219 13.5 4/2.0TD 103 340 M/6 8.4 221 10.2 4/2.0TD 132 400 D/7

scIrOccO VerDIcT | A Golf 6 GTI in party garb prIce 419 400 497 600 555 100

L/100 6.1 6.4 8.0

co2 142 148 187

0-100 p/T 7.4 4/2.0T 6.9 4/2.0T 5.8 4/2.0T

KW NM Gear 132 280 M/6 162 350 D/6 188 350 D/6

TIguan VerDIcT | Golf quality and dynamics. Mini-Touareg looks prIce 378 000 419 000 457 680 542 180

L/100 6.1 6.1 6.1 7.8

co2 139 139 140 180

0-100 p/T 10.5 4/1.4T 10.5 4/1.4T 9.2 4/1.4T 6.5 4/2.0T

KW NM Gear 92 200 M/6 92 200 M/6 110 250 D/6 162 350 D/7

prIce L/100 co2 432 600 5.2 121 482 900 5.8 130 518 600 6.2 143

0-100 p/T 8.4 4/1.4T 7.9 4/1.8T 6.7 4/2.0T

KW NM Gear 110 250 D/7 132 250 D/7 162 350 D/6

VerDIcT | Plays the executive like a pro

KW NM Gear 112 250 M/6 112 250 A/6 140 300 A/6 140 400 A/8 180 350 A/8 165 470 A/8 225 400 A/8 270 470 A/8

V60

VerDIcT | T6 adds polish to the icon

passaT 1.4TSI Comfortline 1.8TSI Highline 2.0TSI R-Line

400 400 400 400

VerDIcT | Big, comfy, competent Suv

s60 T3 Kinetic T3 Momentum auto T4 Momentum D4 Momentum T5 Momentum D5 Inscription T6 AWD Inscription T6 AWD Polestar

TIGuaN 1.4TSI Trendline 1.4TSI Comfortline 1.4TSI Comfortline auto 2.0TSI 4Motion Highline

132 132 132 132

TOuareg

VerDIcT | Second-oldest volvo still in the game

scIrocco 2.0TSI Highline GTS R

KW NM Gear

Kombi 2.0TDI SWB Trendline 2.0TDI LWB Trendline 2.0TDI SWB Trendline auto 2.0TDI SWB Comfortline 2.0TDI SWB Comfortline auto 2.0TDI LWB Comfortline auto 2.0BiTDI SWB Comfortline auto

GoLf sv 1.2TSI Trendline 1.4TSI Comfortline 1.4TSI Comfortline auto 2.0TDI Comfortline 2.0TDI Comfortline auto

aMaroK 2.0TDI 2.0TDI 4Motion 2.0TDI Trendline 2.0BiTDI Trendline 2.0TDI Trendline 4Motion 2.0BiTDI Trendline 4Motion

KW NM Gear 118 250 D/7 155 280 D/6 130 380 D/6 220 350 D/6

KOMbI / calIfOrnIa / caraVelle

VerDIcT | Roomier Golf guns for B-Class

passaT

VerDIcT | Locally built hatch brings quality to the masses poLo

4.9 4.9 4.9 5.1 5.1 4.2 4.1 4.1 5.3 4.2 6.0 5.6

gOlf sV

fj cruIser

LaNd cruIser prado 3.0DT TX 4.0 VX 3.0DT VX

221 100 246 700 260 700 269 400 285 400 256 900 247 300 279 000 277 900 287 500 350 900 366 900

VerDIcT | Stratospheric refinement

lanD cruIser 70 serIes

fj cruIser FJ Cruiser

hatch 1.2TSI Trendline 1.2TSI Comfortline 1.2TSI Beats 1.2TSI Highline 1.2TSI Highline auto 1.0TSI BlueMotion 1.4TDI Trendline 1.4TDI Highline CrossPolo 1.2TSI CrossPolo 1.4TDI GTI GTI auto

xc60 T5 Momentum T5 AWD Momentum D4 Momentum D5 AWD Momentum T6 AWD Momentum

prIce 618 018 648 870 623 156 691 106 709 326

L/100 6.7 7.5 4.7 5.7 7.7

co2 157 175 124 149 179

0-100 p/T 7.2 4/2.0T 7.2 4/2.0T 8.1 4/2.0TD 8.2 5/2.4TD 6.9 4/2.0ST

KW NM Gear 180 350 A/8 180 350 A/8 140 400 A/8 162 440 A/6 225 400 A/8

s90 VerDIcT | Changes the executive sedan landscape s90 T5 Momentum D4 Momentum D5 AWD Momentum T6 AWD Momentum

prIce L/100 co2 0-100 p/T KW NM Gear 678 506 6.5 149 6.8 4/2.0T 187 350 A/8 698 500 4.4 116 8.2 4/2.0TD 140 400 A/8 778 498 4.8 127 7.0 4/2.0TD 173 480 A/8 833 530 7.2 165 5.9 4/2.0ST 235 400 A/8

xc90 VerDIcT | A mega Suv achievement xc90 prIce L/100 D4 Momentum 882 724 5.2 D5 AWD Momentum 944 606 5.7 T5 AWD Momentum 906 784 7.6 T6 AWD Momentum 947 624 8.0 T8 TwinEngine AWD Momentum1 095 600 2.1 T8 Twin Engine AWD Excellence1 550 000 2.5

co2 136 149 176 186 49 59

0-100 p/T KW NM Gear 9.2 4/2.0TD 140 400 A/8 7.8 4/2.0TD 173 480 A/8 8.2 4/2.0T 187 350 A/8 6.5 4/2.0ST 235 400 A/8 5.6 4/2.0STe 300 640e A/8 5.9 4/2.0STe 300e 640e A/8

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Top 10 The

Nightmare F1 team-mates

REUTEMANN: HANS VAN DIJK. ITEM NO. 931-6476 | FAGLIOLI: AGENCE DE PRESSE MEURISSE [PUBLIC DOMAIN] | PIRONI: NL-HANA, ANEFO ITEM N0. 932-2373

So you’ve bagged yourself a drive in F1 eh? Well done.

Now come and meet the other driver. By Matt Joy

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1 DIDIER PIRONI

2 FERNANDO ALONSO

3

MICHAEL SCHUMACHER

Misread a pit sign telling him and team-mate Giles Villeneuve to slow for one saying ‘Overtake’. Pironi sealed the win and also consigned their relationship to history. Two weeks later Villeneuve was killed in qualifying, which in some way must have contributed to Jacques Villeneuve releasing an album in 2007.

Between 2007 and 2008 Fernando cock-blocked his teammate from the pits, blackmailed Big Ron over a spying scandal he was implicated in (but cut a deal to get away with it sanction-free) and benefitted from his team-mate deliberately crashing to cause a safety car. You stay classy, Nando.

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4 LUIGI FAGIOLI

5 SEBASTIAN VETTEL

6 NICO ROSBERG

7 AYRTON SENNA

Orders weren’t Luigi’s strong suit.

Driving for Mercedes in 1934 he parked up rather than follow orders to stay second, the next year he passed team-mate Rudolf Caracciola, again against instructions, and in 1936 he selected a knife and a hammer in order to express his feelings towards the German.

Oh look, another German. Vettel crashed into Red Bull team-mate Mark Webber in Turkey 2010 and at Silverstone he pinched Webber’s wing after breaking his.

Both drivers ignored team orders before Malaysia 2013, but Vettel apologised, then withdrew it and got his lawyers involved. ‘Multi 21 Seb!’

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TOPCAR.CO.ZA | January 2017

Germo-Monacoian-Finn Rosberg was best mates with Lewis Hamilton right up until they became team-mates. There was his bad parking at Monaco in 2014 then hitting Hamilton at Spa, ending his race. Also terrible at catching caps, but very good at eliciting boos from crowds.

After falling out with Elio De Angelis at Lotus, his time driving with Alain Prost at McLaren was as amicable as Trump and Hillary stuck in a lift. Even more intense than Lauda vs Hunt in fact, but then the most talented kids don’t always play nice.

NIGEL MANSELL

Birmingham’s most successful F1 driver was quick in the car but even quicker to annoy compatriots. Nelson Piquet called him ‘an uneducated blockhead’ and his wife ugly before he moved to Ferrari, where he believed Prost was getting preferential treatment before flouncing into fake retirement. And think of the moaning.

114

Schumacher had three titles and four out of five wins in the 2002 season, but still made Barrichello slow at the Austrian flag to make it five from six. They weren’t team-mates eight years later when he tried to squeeze Rubens into the wall at 300kph, so that doesn’t count.

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9 CARLOS REUTEMANN

10 LEWIS HAMILTON

No.2-wearing Reutemann refused to cede to Alan Jones in Brazil 1981, despite Jones being World Champion.

Cue a season of in-fighting and Piquet sneaking the title. Jones announced his retirement, so Carlos suggested burying the hatchet. The Aussie’s reply: ‘Yeah in your f**king back mate!’

As guilty as the other party in this pale imitation of classic in-house rivalries, Hamilton also guilty of ignoring team orders, dubiously driving Rosberg off the track more than once and being unable to operate a hat. Sadly Snapchat doesn’t have a filter that stops you looking like a knob.

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