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ROAD TESTS Hyundai Tucson Peugeot 208 GT Line Opel Adam S Ford Mustang 2.3 DRIVEN Maserati Levante Toyota Fortuner Rolls-Royce Dawn BMW M2 Mercedes-Benz C300 Coupe FEATURE Jaguar F-Pace in Montenegro

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Tucson by the sea. We’re not in Arizona anymore. Hyundai’s new wave compact crossover surprises on page 38

VERYTHING IS cool when you’re part of a team. Yes, I’ve stolen the theme song from the Lego Movie but for good reason. Putting together a premium automotive magazine like TopCar is a bit like building a car out of Lego each month. We start out by drawing up plans for our shiny new plastic fantastic then set about building the frame. Someone clicks the wheels into place. Someone else slaps together the drivetrain and another member of the team constructs the body panels. The blue-tinted windscreen is lowered in, as are the seats. Invariably some parts won’t fit, others will arrive too late and those will be held over for next month’s Lego car (already half-planned) which incidentally will look nothing like this month’s Lego car despite being built by the exact same team. And indeed, everything is cool when you’re part of this team, a crew of talented writers, photographers and artists that make TopCar an absolute pleasure to edit, and I have no doubt a thrill to read. Arguably the most exciting building block this month came from Wayne who had travelled all the way to Portugal to obtain it. I refer to the Porsche 718 Boxster on our cover, a boosted flat-four revolution that turns the Stuttgart firm’s legacy on its head, mutes a glorious soundtrack but appeases with even greater power, torque and ability than ever before. Meanwhile back in the Cape, we sent Ray on a very specific mission in a new Ford Mustang in meagre four-cylinder 2.3 litre turbo format and tasked him with answering that most pertinent of questions, do you even need the V8? Yes, if it seems that June’s Lego car is high-performance, you’re right – as two more of our road tests have a sporty bent, the Opel Adam S and Peugeot 208 GT Line. In a desperate attempt to find some balance, we’ve done some proper consumer journalism this month in a review of the new Hyundai Tucson. We even crowd-sourced opinions from owners of each of its predecessors. There’s more of course – duelling supercars, an epic Montenegro road trip in the new Jaguar F-Pace SUV and our pièce de résistance, an inside look at the car you’ll be yearning to drive (or be driven by) in 2046, BMW’s ‘Vision Next 100’ concept. As Lego builds go, we’re quite proud of this one, and hope you have hours of fun playing with it.

CALVIN FISHER Editor @Calvin_Fisher

Giving the horses a break at the end of a long day. How many horses? Not as many as the V8, but these are fitter and more nimble. Is the stick-shift four-cylinder Mustang the one to have? Find out on page 52

TOPCAR EDITOR Calvin Fisher calvin.fisher@media24.com DEPUTY EDITOR Wayne Batty wayne.batty@media24.com ASSOCIATE EDITOR Aaron Borrill aaron.borrill@media24.com ONLINE EDITOR Raymond Leathern ray.leathern@media24.com ART DIRECTOR Caine Swanson cswanson@media24.com SENIOR DESIGNER Lynn Cerfontyne lynn.cerfontyne@media24.com EDITORIAL ENQUIRIES 021 408 1241 CONTRIBUTORS Mike Monk, Peter Frost, Dieter Rencken, Chris Wall BUSINESS & PUBLISHING General Manager: Lifestyle Charlene Beukes CFO: Lifestyle Raj Lalbahadur General Manager: /Leisure Louise Meny-Gibert Publisher Nerisa Coetzee Financial Manager Muneeb Adams Head of Circulation Gadija Gamieldien Head of retail: Circulation Andreline Van Tonder Circulation Manager Riaan Weyers riaan.weyers@media24.com

718 signals the return of the fourcylinder Porsche. More power, better economy, but no sweet music

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Road tests

72 Say hello to 2046's car of the year

contents J UNE 2016

8 Insider

14 75 years of Jeep

Not the next ultimate driving machine but the one after the one after that...

17 Aston Martin & RBR supercar

80

18 Incoming: Awesome new metal 19 Screen cleaning: Peugeot's i-Cockpit V2

Stuff of dreams

20 Opinion

High in the upper atmosphere: Ferrari 488 GTB vs Audi R8 vs McLaren 570S

20 TopCar columnists:

92

Gavin Green & Dieter Rencken

30 Renault Kadjar Competent and good looking 32 Rolls-Royce Dawn For the younger crowd 34 BMW M2 Coupe The real deal. Really 36 Merc C-Class Coupe Old-school style, contemporary tech

64

BMW: the next 100 years

16 In the moment: XC90's slo-mo crash test

28 Mercedes S500 Convertible Keep your top on, love

Boxster gains a turbo but has it lost its mojo?

72

12 TopCar Inquisition: futurist Syd Mead

26 Toyota Fortuner Good enough to summit Everest

58

Porsche 718 Boxster

Drifting snow, wild dogs and close shaves

11 First look: Peter Blake's pop art Bentley

24 First drives

Features

F-Pace: 800 killer kilometres

8 Tesla's Model 3: the electric breakthrough?

24 Maserati Levante The Italians smash it out the park

38 Hyundai Tucson 44 Peugeot 208 GT Line 48 Opel Adam S 52 Ford Mustang 2.3

48

While the bean counters were off sick Subaru SVX

Rear End 100 Tech 100 Why the fuel station is on borrowed time 102 Continental's ideas man talks gecko feet 102 Does it work? Ford Mustang's line lock 103 Volvos ingenious anti-lag turbo

104 Gadgets The latest must-haves

106 Our cars

80

Updates on our VW Touareg, Mazda6, Renault Clio CitroĂŤn Cactus and Nissan Juke

112 Car sales

Still on a slide. March 2016 indicators

130 TopCar's Top 10

This month: catchy carmakers advert slogans

The Mazda2 Individual manual and auto with KODO design doesn’t just boast a fuel-efficient SKYACTIV engine that consumes from as little as 5.5l/100 km, but it also comes with Anti-lock Braking System with Brake Assist and EBD, steering wheel-mounted audio controls, advanced keyless push-button, a 7-inch display screen, 16� alloy wheels, an audio system with 6 speakers and MZD Connect, which allows you to stay in touch while you drive.

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INSIDER

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

Tesla Model 3: meet the breakthrough electric car

conceived their EVs as utilitarian compact cars: Tesla built its brand by spotting a gap in the luxury market for a fast, expensive limousine, the Model S. With its 5 Series-size able to accommodate a potent, 90kWh battery pack weighing around a tonne, acceleration is up there with that of supercars. It takes just 2.8sec for the 568kW Model S P90D to warp The big carmakers may have dismissed Tesla from standstill to 100kph. boss Elon Musk as a harmless evangelist. But The base Model 3 will despatch 0-100kph in ‘less than 6.0sec. And as he launches an affordable, volume car, who’d versions will be much faster,’ said dismiss him now? By Phil McNamara Musk. ‘At Tesla, we don’t make slow cars.’ Standard cars have rear-wheel N THE SEVEN days after Tesla unveiled its 3 Series- drive, although higher performance versions employ allsized electric saloon, the Model 3, the company took wheel drive. Unlike the aluminium-bodied Model S, 325 000 orders. To put that into context, sales of the the 3 will be largely steel, with costlier alloy employed Nissan Leaf, the world’s best-selling electric car, more sparingly. totalled 201 000 units in its five full years on sale. Tesla claims its small saloon will seat five adults in Even more astonishing, those initial Model 3 orders comfort, thanks to a couple of packaging measures. trump the 245 000 electric cars sold globally in 2015. Without the need to house a conventional engine in the It’s clear this electric car has captured the imagination nose, the cockpit extremity and dashboard have been like no other. Why did more than a quarter of a million pushed forwards. With the front seats following suit, extra people instantaneously stump up $1000 to get their name legroom is created in the rear. A large glass roof panel is on the waiting list? What’s so special about it? said to maximise headroom and make for an airy cabin First and foremost, the range: Tesla claims the base ambience. With room to store cargo in both the boot and Model 3 can travel 345km on a single charge. That’s nose, Tesla claims peerless load-lugging ability too. 100km more than the most powerful (30kWh) Nissan How can Tesla offer an unprecedented level of range and Leaf; it should outlast America’s other incoming EV, the performance, at such a comparatively low price? The 320km Chevrolet Bolt. company currently has a cost advantage thanks to its Nonetheless, range anxiety is the electric car’s Achilles’ heel, pragmatically homespun power pack: for the Model S, the something Tesla CEO Elon Musk is sensitive to. ‘All Model engineers wired together 6 831 cylindrical lithium-ion 3s come with supercharging [access to the Tesla Supercharge batteries, made by Panasonic for old-generation laptops. network] as standard,’ he said at the car’s unveiling. ‘That’s Details of the Model 3’s battery are still under wraps. very important: it means you can go where you want, when According to a research paper by analysts Bernstein, you want: having a car is about freedom.’ forthcoming electric cars from Audi and Mercedes will In theory. Tesla has funded 3 608 supercharger points adopt larger format lithium-ion batteries specialised for worldwide, which charge the battery to 80% within 30 cars, whose 4 chemistry offers superior durability and minutes. By the end of 2017 – when the first Model 3 power – according to the Germans. However, the price deliveries are scheduled – it expects to have installed 7 200 – roughly $400 per kWh – could be double what Tesla is superchargers, and another 15 000 destination chargers at paying. That’s why the premium Europeans’ new electric hotels and shopping centres. The price is also a compelling draw. Musk announced South-African-born Musk with the that the Model 3 would cost $35 000; around R518k. Model 3: note the glass roof, said to help Then there’s the performance. The legacy car makers boost interior space

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TOPCAR.CO.ZA | June 2016

‘Range is very important. It means you can go where you want, when you want. Having a car is about freedom’

June 2016 | TOPCAR.CO.ZA

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INSIDER.

Standard Autopilot hardware, for exponential rise in hair-raising self-driving demonstrations on You Tube

cars will be big SUVs, whose price point can mitigate the batteries’ cost: Tesla has already been there and done that, with the Model S and Model X SUV. Economies of scale will improve and drive down the European’s battery costs – although Elon Musk is confident he can remain a step ahead in this area too, thanks to Tesla’s Gigafactory ramping up in Nevada. ‘To produce 500 000 cars a year, you need the same level of battery production,’ he says. ‘That’s why we’re building the Gigafactory. Its size is second only to the Boeing factory in Washington; it will produce more lithium-ion batteries than all the world’s other factories combined.’ The Gigafactory, in partnership with Panasonic, is the starkest example of Tesla’s extreme vertical integration, from funding superchargers, to owning its retail outlets, to building its own battery factory. The latter could prove disastrous, if rival suppliers come up with a stepchange battery technology Panasonic and Tesla can’t match. When we spoke to Musk a few months ago, he seemed sanguine about that prospect. ‘There’s a new battery thing announced every day, usually it doesn’t pan out. I’m not aware of anything that’s better than what we’ll be producing in the Gigafactory. Tesla is usually the first company [developers] call because we have more volume in batteries than anyone else.’ As the Gigafactory attests, the Model 3’s volume will propel Tesla into the big league, compared with the 50 000 cars delivered in 2015. And with volume comes greater sales and servicing pressures, although much Tesla remedial work can be done via remote software updates. Musk promises to double Tesla outlets to 441 locations by late 2017 which inculdes South Africa. ‘If you’re in a midsized metro area, you’ll be able to buy a car and get it serviced,’ he says. Tesla’s business plan calls for 500 000 units a year by 2020, the level of installed capacity at its Fremont factory under previous owners GM and Toyota. But it will be an enormous supply chain and

In Musk we trust? His Model 3 claims SAFETY ‘The Model 3 is going to be an incredibly safe car,’ vows Elon Musk. ‘It will have a fivestar rating in every safety category’

10

PERFORMANCE The 345km electric range is a baseline, 0-100kph in 6.0sec a ceiling. ‘And versions will be much faster,’ the CEO pledges

TOPCAR.CO.ZA | June 2016

SPACE ‘The Model 3 will seat five adults comfortably’ – aided by no engine to package. Classleading cargo space claimed too

PRICE, DELIVERIES $35 000 in the US. ‘I’m confident deliveries will be next year,’ giggles Musk, referencing the two-year delay that hit Model X

Yes, the Tesla Model 3 will be available to the South African market... if enough of us show sufficient interest. When? We’re not quite sure as there’s no current supercharger network but know some South Africans have already placed orders

manufacturing challenge to satisfy 325 000 potential orders, and an epic quest to grow Tesla tenfold in just five years. Investors have been incredibly benevolent towards the company, which hopes to break even for the first time this year. Musk isn’t projecting a ‘meaningful’ profit until 2020. The Tesla brand is clearly as alluring to financial institutions as it is to consumers. It’s a tech company, the darling of the markets. And the cars are undoubtedly leading edge, from the pioneering, supersized touchscreen, to the matchless electric range, to the autonomous capability. ‘All Model 3s come standard with autopilot hardware,’ pledges Musk, promising self-driving within the white lines, potential lane changes at the flick of an indicator stalk, and the capability for summoning a car from its parking space, while an owner stands outside. Tesla took an existing concept, the electric car, refined it, made it desirable and charged a premium price for it. The company is led by a charismatic, evangelical leader: ‘our goal is not to make profits in and of itself, our goal is to change the world and accelerate the advent of sustainable transport,’ is Elon Musk’s battle cry. And the brand has developed a cult-like following. The similarities with Apple are obvious. ‘If my supposition is correct that ultimately all cars go electric, any companies that don’t go electric in the longterm will be out of the car business,’ floats Musk. The flipside is that Audi, Mercedes, BMW and Jaguar will all be looking to put Tesla out of the car business, as they embrace alternatives to the combustion engine. But with the Model 3, Tesla looks to have a concept that could keep it a step ahead for now: a mass-market electric car.

Pop-art Bentley

Pop artist, Sir Peter Blake, had his way with a Bentley Conti. This is the result....

British pop artist legend Sir Peter Blake – LP artwork designer for The Beatles’ Sgt Pepper’s Lonely Hearts Club Band – has teamed up with Bentley to create this bespoke Continental GT V8 S Convertible THE BENTLEY ‘ART CAR’ will be auctioned by Bonhams at the 2016 Goodwood Festival of Speed on 24 June to raise money for the Care2Save Charitable Trust, which cares for terminally ill patients around the world. Crewe’s skilled paint and finish experts brought Blake’s vision to life, including the striking heart motif on the yellow bonnet, designed to reflect the compassionate work of the hospices the charity supports. Other highlights of the unique Bentley, which is inspired by traditional art collage more than Fab Four album sleeves, include: British racing green lower body, fuchsia pinkcoloured radiator, smoked exterior brightwork, a black hood with darker sub-tone, multi-coloured leather trim in cabin and Sir Peter Blake signature on all four headrests. Sounds like one of the more unusual commissions tasked to Bentley’s bespoke team, Mulliner…

Arguably the most bespoke Bentley you’ll see this year

June 2016 | TOPCAR.CO.ZA

11

INSIDER.

The TopCar Inquisitions

‘We don’t use horses for transport anymore but people still ride’ Syd Mead is one of the most influential car designers of the past 50 years, despite only having designed a single tail lamp for production. TopCar meets the legend

D

ESPITE LITTLE OF his work existing beyond two dimensions, ‘visual futurist’ Syd Mead has inspired countless professional car designers. He’s worked on vehicle, city and character designs for cult films such as Blade Runner and Tron (both 1982) and more recently Elysium (2013) and Tomorrowland (2015), product design for Sony and Phillips – including an electric car concept as far back as 1973 for the latter – plus aircraft, ship and hotel interiors and pretty much anything else you (or he) can imagine. Which is why car designers love him. Ferrari design boss Flavio Manzoni calls him a ‘visionary mind’ while ex-BMW Group design chief Chris Bangle dubs him ‘the Oscar Wilde of designers: when you think you have a new idea, you find he’s drawn it all before – and usually decades ago.’ In March 2016 he was awarded a lifetime achievement award by specialist website Car Design News. The key to the breadth of his influence is that unlike other imaginative artists, Mead is very much a designer too, and one specifically trained in car design. He started his professional career in 1959, at Ford’s advanced design studio where he jokes that his ‘contribution to American automobilia was the tail light on the ’64 Falcon Futura’. In fact he also designed the 1961 Ford Gyron show car – a suitably space-age TOPCAR’S CURVEBALLS wedge of wonder – before quitting to 6 questions only we would ask… become a full-time commercial designer and illustrator. Throughout the ’60s he worked on the King of Saudi Arabia Tell us about your and the Emir of Oman first car... lucrative accounts for large American because they had such ‘It was a ’44 Ford roadster. corporations including marketing critical design parameters. My brother tracked it books for US Steel. These featured The third one was for the down; he’s an intuitive brilliantly-imagined and rendered Sultan of Brunei but the mechanic. We bought it and Swiss screwed that up.’ used the hell out of it.’ futuristic vehicles that became an What’s the best thing Which achievement overnight sensation in the design you’ve done in a car? makes you most world and are now highly sought‘We’ve done “grid circle” proud? after collector’s items. tours. In a Mk7 Lincoln. We ‘It would be the three Hollywood came calling in the late took off from Pasadena, Boeing 747 designs for heads of state, including went north to Cheyenne, ’70s when special effects maestro 12

TOPCAR.CO.ZA | June 2016

Wyoming, turned right and ended up at Bismarck, North Dakota, then turned right again at Omaha and took another right back home. It was a two-week right turn. The route sort of followed the Interstate network but we’d go off on little side trips too. It’s fun to do because it’s spontaneous.’ Tell us how you screwed up… ‘Working with clients that don’t tell you the truth (on several occasions).’ Supercar or classic?

‘Definitely classic. My ’72 Chrysler Imperial.’ The curveball…You’ve spent a lifetime imagining the future – if you could invent one real transportrelated gadget to make your life easier, what would it be? ‘It would be an anti-gravity transport module. We don’t really know what gravity is but we’re going to figure it out. I think that’s the next huge breakthrough in controlling the real world.’

Connect 4 ‘EXTREME’ IMPREZAS From the sublime to the supremely dull – the latest Subaru Impreza meets its ancestors…

Espace meets NASA. Car designers admit that, with most ideas, Mead got there first

ILLUSTRATION: CAINE SWANSON

John Dykstra – who had just won an Oscar for Star Wars – asked Mead to work on his next project, Star Trek: The Motion Picture (1979). ‘I did the final design for the V’ger spaceship’s back end on a cocktail napkin at a hotel bar,’ recalls Mead. He then designed the vehicles for Ridley Scott’s Blade Runner and was listed in the film’s credits as ‘visual futurist’, but quickly dispels any pomposity that label might infer: ‘I made the title up on the phone. I’m a visual futurist, because it’s visual and I do future stuff. I knew it had to be bumper sticker-friendly.’ Now 82, his long and successful career has allowed him to buy many desirable vehicles – from a ’50s Gullwing Mercedes SL to ’60s Corvettes – but the car he wished he’d designed was the ’61 Cadillac Coupe DeVille, ‘a fantastic car with this short cab and long hood fashionable back then. Now, because cars are getting shorter and people are not, you have the rear doors practically over the rear wheel – the cut and the rear window peak is either over the rear axle or a little bit behind. I admire today’s designers and what they are doing with these new proportions, because it’s very difficult.’ One car he’s very glad he didn’t design is the Pontiac Aztek: ‘Like “Hello!” What the hell is that supposed to be? I have no idea how it came about.’And after a lifetime of future-gazing, his view on the future of the car is that they’ll turn into ‘mobility solutions’. ‘In my rendering The 200th running of the Kentucky Derby there are two guys wearing “gyro” or “wheel pants”. I came up with the need for something like a courier in a crowded environment where his footprint is no bigger than the person. Those wheels can fold up against your ankle when you walk and fold down when you want to skate. You have the gyro in the small of your back. A lot of car companies have made [bigger] mini-pods but I think it’s going to go to stuff like this: an individual transport idea. There are already ride-on things by Honda, with wheels made up of other little wheels so they can go diagonally; very ingenious. We don’t use horses for transportation anymore but people still have them as pets, to ride for pleasure, and I think cars will drift in the same direction. But anywhere in the world, if you can afford a car, you buy one. It’s still the mass-transit idea of choice.’ GUY BIRD

Visual futurist Syd Mead: his school book doodles were probably a little better than yours

I’m Subaru, what were we talking about? Impreza sedan and hatchback (2017-) Latest Impreza is extreme as in extremely dull. Yes, it has an all-new platform, 80% new engine, ‘EyeSight’ collision avoidance tech and 40% improved crash durability. Yet this is unlikely to be tested by impacting a tree just after a ‘flat-right-do-not-cut’ – and the car might look more interesting post-accident.

Cos you’re worth it Impreza Cosworth STI CS400 (2010) Yep, we’ve immediately jumped back seven years in an effort to refind a pulse. Unfortunately while Subaru’s collaboration with Cosworth was certainly extreme – to the tune of 295kW and annual head gasket replacements – it also wasn’t especially good. Nice hatchback, though.

22b or… no, just 22b Impreza 22b STi (1998) Now we’re talking. Limited edition two-door shell, bespoke flared bodywork, bias-adjustable all-wheel drive and a bored-out 2.2-litre boxer turbo producing the ‘yeah right’ kind of 206kW, as mandated by contemporary Japanese tradition. So good Colin McRae actually paid money for his.

World Rally eXperimental Impreza WRX (1992) With a 177kW flat four and permanent all-wheel drive, the original WRX was basically a spaceship when it arrived in 1992. Foundation for the classic 555-liveried world rally cars, long may it hold a place in all high-octane hearts. Celebrated Type RA version – stripped, ready for action – was JDM only. June 2016 | TOPCAR.CO.ZA

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INSIDER.

An all-American tale 75 years of Jeep Jeep turns 75, and celebrates with a smorgasbord of pleasebuild-them-now concept awesomeness

1946

1940

WILLYS QUAD War – what is it good for? Well, Willys-Overland Co. for starters, who won the contract to build the US Army a new breed of allterrain runabout

1941

WILLYS MB Where the Jeep name came from is a mystery; most likely it was military jargon derivation of ‘GP’, for ‘general purpose’

1945

WILLYS JEEP CJ-2A Peacetime and civvie street beckons. CJ stands for just that: ‘Civilian Jeep’. Designed for farming, so fewer guns

WILLYS WAGON Jeep branches out from its military roots for the first time with wood cladding

1986

1987

‘The canvas roof and open sides are completely bulletproof, sir…’

1990

FREEDOM CONCEPT Ahead-of-the curve design for a luxury twodoor ragtop SUV, with power-folding roof and picnic basket rollover bar

Chrysler becomes Jeep’s new owner

1987

In a masterstroke of product placement, a pink Jeep Renegade becomes Barbie’s sports utility vehicle of choice for the next two and a bit decades

1992

2014

GRAND CHEROKEE Chrysler pushes Jeep into the posh 4x4 ring with the likes of Range Rover. Grand Cherokee the most upmarket Jeep yet

Time heals: 75 years ago Jeeps fought the Italians; now they’re in cahoots

WRANGLER The CJ series finally dies; the Wrangler is its replacement, inheriting its ‘great off-road, rubbish on it’ DNA. The series is still going strong today

Another change at the top: Chrysler is now Fiat Chrysler Automobiles

1970

American Motors Corporation – AMC – takes ownership (until 1987)

2016: Happy birthday to us! Why celebrate with one wild concept car when you can punt out an army of them?

TRAILCAT A mutated Wrangler, stretched by 12in to accommodate the Dodge Hellcat’s 527kW V8. Rally raid suspension and 40in boots

RENEGADE The platform-sharing Fiat 500X’s more macho alter-ego takes the Jeep brand into a whole new, potentially lucrative market

CREW CHIEF 715 A steely eyed salute to Jeep’s military history, inspired by the ’60s Kaiser M715. ‘Tactical green’ paint, aircraft control switches and Ride of the Valkyries looped on the stereo. Possibly

14

1975

CHEROKEE The Cherokee name makes its first appearance, initially on a two-door ‘sports’ development of the longrunning Wagoneer

1953

WILLYS-OVERLAND MERGES WITH Kaiser-Frazer – at the time the largest merging of two automotive firms

TOPCAR.CO.ZA | June 2016

SHORTCUT A stomach-stapled Wrangler with 26 inches cut from its length, 35in tyres and low-back leather buckets for that ’50s beach buggy vibe. Like Barbie’s ride made macho

FC150 Retro done right. Original battlescarred body from a 1960 Jeep Forward Control with 2005 Wrangler running gear beneath. Analogue compass, CB radio and vinyl seats

COMANCHE A super-stretched Renegade-based pickup with a 2in lift kit, 5ft loadbed, lowrange transmission and possibly the greatest paint name ever: ‘Beige Against the Machine‘.

XMC16045

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INSIDER.

In the moment Volvo XC90 vs Euro NCAP crash test barrier Richard Schram, technical manager for Euro NCAP, explains what’s going on in an offset frontal impact crash test

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02

03

04

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…bang…

…wallop!

Safety cameras Good job, Volvo

Keep it real

‘This is an offset frontal impact test, replicating a collision where one car drifts into the lane of another – representative of many impacts in the real world. The car hits the barrier at 64kph, which doesn’t sound all that fast driving yourself, but if you see the test car driving into a concrete block at that speed, it makes an impression.’

‘What really amazes me when I see a crash test is that the actual event is really, really short. It takes only about 0.2sec, the blink of an eye. There’s a very loud bang, the car bounces back and it’s all over. Including preparation and postcrash analysis, a test like this would require roughly three days of work by a whole bunch of people.’

‘In this picture, the blue block represents an impact with another car, reproducing the behaviour of its crumple zone. For the future, Euro NCAP is looking at developing an actual car-to-car test. This could provide key data for situations where a smaller car collides with a larger car, where there is a bit more energy involved.’

‘We use high-speed cameras, 1000 frames per second, which need a lot of light [hence the spotlights]. The footage lets us investigate the way the airbags deploy, while sensors in the dummies themselves record the forces and acceleration. After the test we look at the pillars, passenger compartment etc.’

‘Generally [in the course of testing one model], we buy four cars minimum for different tests, spare parts for compression tests and seats for whiplash tests. I don’t see virtual testing replacing physical tests; it’s a supporting tool, but what everyone wants to see is it happening for real, to know that it works.’

‘The XC90 scored so highly [97% rating for adult occupant protection] because Volvo has done a great job of keeping the forces on the dummies low – airbags, seatbelts, seat design, all have an influence. We now also look at active safety systems, which help to prevent the crash in the first place.’

NEW CAR DEBRIEF > TOYOTA PRIUS PLUG-IN Plug-in baby – Toyota’s given the new Prius Plug-in a much more distinctive appearance than its predecessor. Sharply redesigned front and rear, it’s a deliberate effort to attract tech-savvy customers keen to signify their insight (no pun intended) and eco credentials.

1

3

2

4

Double everything – new 8.8kWh lithium-ion battery pack means a 50km electric range, twice that of the last socket-ready version. The car also doubles up on electric torque output by using both e-motor and generator to deliver drive, a Toyota first.

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Maximum EV – capable of 135kph without troubling the 1.8-litre Atkinson petrol (itself now at world-beating 40% thermal efficiency), the Plug-in claims a class-leading 1.4ℓ/100km and 32g/km CO2. Full battery recharge takes 2hrs 20min on the mains. Pump it up – other developments include solar roof charging and efficient gas injection heat pump aircon. We already know the new platform is a better drive.

INTERVIEW: JAMES TAYLOR

Crash…

A Red Bull for the road The possibility was first whispered in July last year, but the possibility of Red Bull Racing doing a joint road car project with Aston Martin seemed too far-fetched to even register. Yet, the stars aligned perfectly. By Dieter Rencken

R

BR TECHNICAL GENIUS Adrian Newey had long spoken of a supercar to seal his legacy, Aston Martin CEO Andy Palmer brokered the innovative Infiniti badging deal with RBR while with Nissan and thus knew the team’s executives, and Aston Martin’s new owners – an Italian investment fund – knew they had to be part of the conversation when such as Porsche and Ferrari were mentioned if they wish to make the brand fly. But all seemed dormant until the Australian Grand Prix, when news broke that the deal was definitely on, and that Newey and Aston Martin Creative Director Marek Reichman were ready to share some broad-brush details. ‘We always said we wouldn’t go into F1 without authenticity, and that authenticity comes in the shape of a hypercar,’ Palmer told TopCar during the launch in Melbourne. ‘I need this car in my strategy for the second century of Aston Martin, to sit at the top of our range.’ Think McLaren F1 road car – designed by the F1 genius of the day, South African Gordon Murray – thrust into the 21st Century, and you gain an idea of the (code-named) AM-RB01

Genesis paves the way forward Hyundai’s luxury arm, Genesis, has just unveiled the New York concept – a BMW 3 Series rival which hints at the company’s future design palette and upcoming G70 saloon

T

he New York Concept represents an elegant interpretation of a luxurious performance vehicle, defined by alluring proportions and surface treatments representative of Korean culture. Inside, the cabin combines advanced technology and luxury, with contrasting electronics and high-end trim surfacing. Genesis boss Manfred Fitzgerald said: ‘The New York Concept is a progressive concept car that showcases the design quality of the brand. With its expressive volumes and refined design, the New York Concept truly embodies the “Athletic Elegance,” that characterises Genesis products and will continue to do so for future models that come from our luxury brand. Revealing the concept in New York is a fitting opportunity for Genesis .’ Is it wrong for us to love it? It sure looks promising and when it eventually goes into production it wont be long before the styling filters down into regular Hyundais.

concept. ‘Hardcore’ does not begin to describe a car designed to lap Silverstone ‘faster than an F1 car’, although Palmer was coy about the engine, other than admitting it will incorporate F1-style energy recovery systems to boost performance. Reichman is adamant the mid-engined two-seater (with baggage space, but you probably won’t get a set of golf clubs in there) will be recognizable as an Aston, adding ‘What makes it different is that it’s so functionally led by aerodynamics. Adrian and I found we have a singular vision: he’s clear on how simple and pure it needs to be; I understand how vital aero is to the car’s total capability.’ Newey, long frustrated by F1’s restrictions, bubbled with enthusiasm for the project, admitting a road car had been a boyhood dream. ‘From the age of six I’ve had two goals – to be involved in the design of racing cars, and to be involved in the design of a supercar.’ As part of the deal Red Bull’s race cars feature Aston Martin’s ‘wings’ on nose and engine cover, with the brand being designated an ‘Innovation Partner’ of the team. Interested? Get that cheque book ready as the AM-RB 001 will be capped at 99 units.

Not your typical Korean saloon – the Genesis New York Concept paints a promising picture for future Hyundai models

If the Red Bull X2014 and Aston Martin DP-100 Vision Gran Turismo concept are anything to go by, this collaboration is going to be nothing short of spectacular

INSIDER.

Incoming

The cars that got our blood pumping this month

Audi R8 Spyder Unlike the MX-5 RF, the latest iteration of the Audi R8 Spyder proves to be an eminently predictable affair. The fixed roof gets hacked off, a folding soft-top goes in its place, the kerbweight creeps up fractionally and the performance worsens marginally. Quelle surprise. It has to be said that the freshly decapitated version

of the second-gen R8 isn’t as well resolved, on the looks front at least, as its tin-top sister – nor is it as slick as the Huracan drop-top. Still, at least it’ll be as easy to live with as an A4. One small saving grace is that it’s far stiffer than the previous cab and, yes, it still retains that sonorous, naturally aspirated, zeitgeist-bucking V10. Enthusiasts rejoice!

NEED TO KNOW > What it is An R8 for those who like to expose themselves in public > Engine & performance 5.2-litre naturally aspirated V10, 397kW, 540Nm, 3.6sec 0-100kph, 317kph > Aimed at Those who find a Lamborghini too flamboyant – or expensive > On sale Last quarter 2016

Mazda MX-5 RF The launch of a folding hard-top version of the new Mazda MX-5 comes as a surprise to absolutely no-one at all. Mazda has been heavily hinting at such a model – and every iteration of the diminutive roadster has been offered with a tin top of some form at some point. But no one, we’ll wager, expected the svelte, straightforward roadster to

adopt the Rube Goldberg-inspired retractable roof panel mechanism from the 911 Targa. The price to pay for all this additional complexity? A weight penalty of around 50kg compared with the standard convertible. Buyers can pick from 1.5 or 2.0-litre versions, while a funblunting six-speed auto option also joins the line-up.

NEED TO KNOW > What it is A cut-price, front-engined Porsche 911 Targa > Engine & performance 1.5 or 2.0-litre naturally aspirated 4cyl, six-speed manual or six-speed automatic, fast enough to not be boring > Aimed at Areas prone to knife crime > On sale 2017

Nissan GT-R The Porsche fighter’s been pulled to the ropes, had its face wiped clean and been slipped a shot of steroids before being cast out for one final, controller-smashing bout. Yes, the GT-R’s getting one last update before being replaced in its entirety. In comes a fresh exterior look, a massively revamped interior – about time – and a whole host

Mercedes-Benz GLC Coupe ‘We have to go deeper,’ cried Mercedes’ product planner. ‘BMW and Audi are filling all these niches, we must catch up!’ Yes, the Stuttgartbased manufacturer – no, the other one – is doubling down on its Inception-inspired scheme to create ranges within ranges. The business case is simple: give your customer somewhere to go, everywhere, and

stop them jogging off to a rival like Audi – the Russian doll-alike range of which serves it well in the sales charts. It does mean, however, that you’re going to create cars that people love to hate. So, when you see the new GLC-based coupe cruising along, don’t expect it to be let out of many junctions. It’ll still be annoyingly competent, though.

NEED TO KNOW > What it is ’Low-roofed, lowered, coupe version of the GLC SUV’ > Engine & performance Range of diesels, some petrols that will never sell and a plug-in hybrid that’ll look nice in showrooms. All sub-9.0sec 100kph and claimed 7ℓ/100km > Aimed at ‘You’d like a less practical GLC, you say?’ > On sale Last quarter 2016 18

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of performance upgrades. A new ignition system helps boost power from 407kW to 419kW, while more compliant suspension reputedly makes the Nissan more forgiving to drive. What’s next for the engineering brute? Well, reputedly nothing’s been decided yet – but we hear the next generation of the Japanese sledgehammer will pack hybrid tech.

NEED TO KNOW > What it is A revitalised supercar-slaying middle finger to physics > Engine & performance Hand-built twin-turbo 3.8-litre V6, 419kW, 637Nm, 2.6sec 0-100kph, 315kph, more G than your neck can handle > Aimed at Those who absolutely must decimate everything else on the road > On sale Last quarter 2016

Peugeot’s i-Cockpit V2 Remember Peugeot’s i-Cockpit? It’s the French firm’s skinny-steering-wheel, high-up-instrument combo ushered in on 2012’s 208 supermini. It’s found its way into 2.2 million cars worldwide – and now it’s shown a glimpse of what will replace it THE STEERING WHEEL has been reshaped slightly with a flat top to try and address the obscured view of the high-up dials. The dash is now angled towards the driver, BMW-style, and the centre touchscreen is 8in in diameter with large logos and clear fonts dressed in a turquoise theme. The graphics are crisp and modern. The raised instrument cluster incorporates a 12.3-inch screen and shows Peugeot’s take on Audi’s Virtual Cockpit. With an adaptive display, the animated dials can flip between conventional dials, a mix of instruments and sat-nav or switch to fuller-screen views of mapping or lane assist centre stage. There’s also a Night Mode function, which cuts down all the info on the instrument cluster to a digital speedo bathed in dimmed lighting. Very Scando-chic. The dashboard design feels sturdy to the touch, with grey textured plastics that feel like felt fabric. It’s nice to see Peugeot has avoided using swathes of soft-textured plastics like most rivals. All the buttons feel solidly damped, if ripe for fingerprint smearing. One clever touch is the Amplifier button – letting you customise up to three driver profiles, so you can store individual preferences for ambient lighting, radio stations, drive modes, choice of instrumentation dials and fragrance strength. Yes, you can now personalise your in-car perfume as well as your electric seat position... tc

Features include: 3D sat-nav, headup display, digitally augmented engine sound, dynamically bolstering seats, Phone integration with Apple CarPlay, Spotify, Android Auto

June 2016 | TOPCAR.CO.ZA

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

‘Forget “driver-focused” cockpits. As there’s no need for a steering wheel, cabins will be passenger-focused’

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HE RECENT GENEVA motor show was a high-octane orgy of power, noise and speed, including a somewhat excessive new 420kph Bugatti. Multi-cylinder, maxi-volume soundtracks called the faithful to petrol-power prayer, via new cars from Aston, Ferrari, Porsche, Lamborghini, Jaguar and other testosterone totems. But inside the bowels of the stands, in the sweaty interview rooms on the press days, the car bosses happily discussed the real-world future rather than their fast-car fantasies. The talk was of cars that do not pollute. About cars that drive themselves. They spoke more about ‘mobility’ than ‘driving’. As Nick Rogers, Jaguar Land Rover’s engineering boss told me: ‘In the next five years we’ll see more changes in the auto world than in the last 30 years’. The educated guess is that fully autonomous cars will be used on motorways in about five years, and on all roads in 10-20 years. There’s little doubt the technology will be ready by then. The only doubts concern liabilities, legislation and customer enthusiasm. The changes to the car world will be profound. While zero-polluting electric cars are clearly bad news for the oil industry, autonomous cars are probably very bad news for the car industry. As Sebastian Thrun, the German-born visionary behind Google’s driverless car said: ‘There could be a huge reduction in the number of cars, owing to carsharing possibilities. At any one time about 96 per cent of cars are 20

TOPCAR.CO.ZA | June 2016

parked, frequently ruining the look of our cities. If after a commute to work, you waved goodbye to your car, and it went home to drive other members of your family or friends, think of the benefits.’ You, I and Sebastian can see the upside. I’m not sure Toyota and Ford do. Plus, as truly autonomous cars are so different from current cars, so the motor industry will face serious challenges from the tech sector. This is where Apple may enter the ‘hardware’ car business, as opposed to ‘merely’ offering CarPlay-like connectivity. Apple and Google could become car-makers, just as Ford, Volvo and Toyota become ‘tech’ companies. The car will change. Fully autonomous cars won’t crash, so all the deadweight of antiintrusion beams, crash structures, airbags and safety cells will be redundant. Today’s trend to make cars like armoured personnel carriers, especially with SUVs, will be reversed. Cars will be lighter, use fewer resources and be much greener to manufacture, as well to use. Their design will be different. Forget about ‘driver-focused’ cockpits. As there is no need for a steering wheel or pedals, cabins will be

passenger-focused. There are safety benefits here, too. Pedals can cause appalling foot and leg injuries, one reason the ’50s Citroën DS was so brilliant (it had floor buttons not pedals). And of course electric vehicles should have different design architectures anyway, as there is no need for big radiators, multispeed gearboxes or bulky engine bays. The only car-maker that is beginning to take advantage of proper EV architectures is BMW, with its i division. Think how our cities will be improved! For the first time, ever, our city streets will be clean. Before the car, streets and pavements were filthy with excrement (latterly mostly from horses). Now, the air is filthy with fumes. There should be no need for ugly street furniture warning drivers about speed limits, parking regulations etc. Our clever cars will know all this. No traffic lights, as these new-breed cars will ‘talk’ to each other. No traffic jams, either. Truly our grandchildren will wonder what an irresponsible and dangerous world we inhabited, scarcely believing that we were once responsible for driving vast two-tonne ‘tanks’ at up to 120kph, living in an age when 1.25 million people died a year in road traffic accidents, invariably caused by human error. Plus, we used vehicles that poisoned the very air we breathe. Extraordinary! I can imagine the scene, 40 years hence, when a group of enthusiasts persuade the authorities to close the N1 for a commemoration of classic cars. The Bugatti Chiron, Lamborghini Centenario, Porsche 911R, Ferrari GTC4 Lusso, Aston DB11 – 2016 Geneva Show stars all – are driven by ageing enthusiasts, clearly revelling in the pleasure of driving once more. Thousands cheer, while covering their mouths for fear of being poisoned. Inside the cars, the drivers can be seen shedding a tear, for a lost world of driving pleasure. tc

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Dieter Rencken TH E F1 CR ITIC

F

ormula 1’s qualifying debacle is now history, but the build-up of events surrounding arguably the biggest fiasco to hit F1 in over a decade should never be forgotten, for crucial lessons can be drawn from an affair that simply should never have happened, yet reduced the sport to a soap opera of comedy proportions. With F1’s TV ratings slumping over 30 per cent in eight years, commercial rights holder Bernie Ecclestone had every reason to be desperate – but rather than accept that eyeballs will drop in direct proportion to the pay-TV deals he is cutting across the world, he decided that blame lay with the domination of Mercedes and drivers Lewis Hamilton and Nico Rosberg, who swept all before them in 2014/15. Thus the solution, the octogenarian decided, lay in jumbling the start order, thus occasionally forcing the drivers to charge through the field. His Plan A was to revamp the programme, with two Friday practice sessions held as per usual, with Saturday morning practice becoming a qualifying session for a one-hour sprint race held that afternoon. The finishing order would decide Sunday’s grid. So confident had Ecclestone been of making the change that before he presented it to key partners he told a British newspaper that F1 was in the worst state it had ever been, and that he – a multi-billionaire, mind – would not spend his own money on purchasing tickets. His (myopic) tactic had seemingly been to announce the revamp, then state that, thanks to him, all was now well in the world of F1. So far so good, except that when the F1 tsar presented the plan to TV broadcasters they went utterly beserk – some allegedly threatened to rip up their contracts – for the gaps between the Q1/2/3 qualifying sessions provide ideal advertising windows, which races held in their stead could not, of course, deliver. Back to the drawing board, then, for he had to introduce a different format to escape a tightening noose of his own making, for no change would mean F1 remained in the worst state it had ever been… Thus in quick succession Ecclestone 22

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presented three options to the Strategy Group: a reversed grid based on qualifying positions, success (time) ballasts based on the previous race, or what became known as ‘elimination’ qualifying. In the words of Mercedes Motorsport Director Toto Wolff, ‘We voted for the least worst option…’ The problem was no one had run simulations before the vote due to time pressures, and by the time various team programmes indicated that the final minutes of Q3 would feature empty track due to drivers saving tyres for the race, it was too late: the change had been ratified by the FIA World Motorsport Council in time for the season-opening Australian Grand Prix. The only way back was with unanimous agreement. Unanimity in F1 is as rare as cheap grandstand tickets, so, despite all teams voting to revert to the 2015 format, Ecclestone and FIA president Jean Todt dug in their heels – the latter proposing a further twist just to muddy the issue: elimination qualifying for Q1/2, with Q3 run to 2015’s format. Needless to say, team bosses rejected that, so elimination qualifying it was for Bahrain. Eventually sanity reigned, and all parties agreed to revert – but only after the Grand Prix Drivers Association, a number of race promoters and various broadcasters waded into the argument. Ecclestone briefed selected

@RacingLines

ILLUSTRATION LYNN CERFONTYNE

Qualifying sanity does indeed prevail, eventually

journalists in Bahrain, telling us that until the qualifying format was changed the ‘show’ would remain poor due to Mercedes’s domination. Excuse me, Bernie, but the first three races proved absolutely brilliant! During the debacle Claire Williams of the eponymous team lamented a lack of time to properly evaluate the elimination format before it was put to the vote, telling TopCar, ‘We have learned that we need to take more time to consider proposals that come to us, absolutely.’ ‘You don’t want to play out scenarios in the public arena. They should be done behind the scenes.’ The irony is that, had F1 followed its own governance procedure, teams would have had time aplenty: the process is for the Technical / Sporting Regulation Meetings (who could run simulations) to feed proposals to the Strategy Group, which approves them before forwarding motions (in writing, with seven days’ notice) to the F1 Commission, which escalates motions to the WMSC for ratification. Only then are they adopted. Instead, Ecclestone bypassed the technical / sporting groups by proposing the three options directly to the Strategy Group, which passed ‘the least worst’ to an F1 Commission session on the same day. The time lapse from proposal through voting to ratification and implementation in Melbournes’s qualifying session was under three weeks. Any wonder it went horribly pear-shaped, leaving all and sundry with egg on their collective faces? tc

FIRST DRIVES. Ugly? It could have been worse – Fiat Chrysler thought of basing it on a Grand Cherokee

MASERATI LEVANTE

UP AGAINST

You say you want a revolution. . .

…well, you know, we all want to change Maserati. And this, the brand’s first SUV, is the car to do it. By Georg Kacher

I

F I TOLD you they want the Levante to be the Maserati of SUVs would you get it? It was not engineered to tackle the Great Divide or the Rubicon Trail, but it will happily haul you to the door of the ski chalet or the gate of the thoroughbred corral. SUV light, so to speak, enhanced by ample performance and most equipmentrelated must-haves. ‘We wanted our car to be sportier than the BMW and more comfortable than the Porsche,’ says Harald Wester, the chieftain of Maserati and Alfa Romeo. ‘In volume terms, the Levante is perhaps the most significant product the brand has ever released. It is expected to account for half our sales by 2018.’ His words are ringing in my head as I

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drive. Does this car really have what it takes to lead a brand revolution? I try the 202kW 3.0-litre V6 diesel model first. Our oil-burner runs on flattering 20-inchers shod with 265/45 and 295/40 rubber. The Levante will never be the grandmaster of cushiness, but in this configuration it certainly out-smooths the even stiffer M, AMG, SVR and GTS rivals. Built by Fiat Group’s VM Motori, and composed of a 95 per cent lambswool and 5 per cent cashmere mix, the diesel is a rough torque-monster which frightens the lubricant out of the 4wd system whenever it pulls its awesome 600Nm of torque out of its crankcase. But this engine dislikes high revs to the extent that it won’t accept kickdown orders above 3 000rpm. In all other subjects bar NVH, the 3.0-litre unit gets steady marks: 0-100kph in 6.9sec is borderline acceptable on paper and feels reasonably nippy, and a 232kph top speed shackled to 6.2ℓ/100km sounds okay to us. Although the switch to electric power steering is necessary to comply with future assistance systems, the Levante still relies on the classic hydraulic steering. It feels nice and meaty most of the time, turns in with precision, unwinds lock with interest and provides the right amount of feedback. But it lacks the parking

BETTER THAN Maserati Ghibli Which is a great relief to us all WORSE THAN Range Rover Sport Nails the class/dynamic/off-road equation WE’D BUY Porsche Cayenne Best where it really counts

Expect the Levante in South Africa by the end of the year – don’t expect much change from R2m

speed lightness we have become used to, and the holding forces through very fast corners are, well, considerable. It’s a much more dynamic drive than the Ghibli. Air suspension makes the ride better too, the sense of relaxed compliance interrupted only by some pattering and slapping on broken surfaces. Made of steel and not of carbon ceramic, the brakes are one of the Maserati’s major dynamic strengths. Half a dozen downhill runs on the Stelvia may make them sweat, but between Parma and Balocco they deserve full points for stopping power and pedal feel. The claimed deceleration from 100kph to standstill is a sports car-like 34.5metres. Another asset is the four-wheeldrive system which actually propels only the rear wheels most of the time. Only when required, the front wheels will, with the help of torque vectoring, take on up to half of the Maserati Levante 3.0d > Price R2m (est) > Engine 2 897cc 24v turbodiesel V6, 202kW @ 4 000rpm, 600Nm @ 2 000-2 600rpm > Transmission Eight-speed auto, four-wheel drive > Performance 6.9sec 0-100kph, 230kph, 7.2ℓ/100km, 189g/km CO2 > Weight 2 205kg > On sale Now

traction duties. Further assistance is provided by four driving programmes labelled Normal, Sport, ICE (increased control and efficiency) and Off-road. Having put up far too long with outmoded infotainment, the Levante boasts a brand-new Maserati multi-media interface which combines a large touchscreen with two integrated rotary controls positioned on the transmission tunnel next to the five main hard keys. Although the system is by and large easy to use, some often needed functions, such as the seat heater controls, hide in a sub-menu. Despite such minor idiosyncrasies, the cabin design strikes a likeable balance between flair and functionality. The seats are comfortable, the packaging is quite generous, and 580 litres of luggage space should suffice for the family holiday. As expected, the option list is longer than the wine list of a three-star restaurant, but the basics are all there free of charge. Among the Levante’s main claims to fame are the best-in-class drag coefficient of 0.31, the remarkably spacious rear passenger compartment, the tight turning circle (11.7m), the low centre of gravity (only 610mm above street level), the high-speed

More refined, more vocal, more potent: 0aerodynamic stability, and the astonishing 100kph in 5.2sec, 265kph top speed. lateral acceleration (0.95g max). Barely Unfortunately, our car was equipped concealed by these numbers is an open with 21in wheels, which look nice but invitation to pull out all the stops, give this destroy the ride and tramline like thing stick, explore the limit of courage and silverfishes. But listen to that beautiful adhesion. But don’t expect miracles – the noise! You approach every roundabout as if single-chamber air suspension by Conti and it was the entry to La Rascasse. Use the the adjustable skyhook dampers by Sachs shortest straight to change down a gear, one have been around even longer than octave, a couple of thousand revs. Whip the Berlusconi and his gang. The Levante is derived from the Ghibli and gears through the eight-speed autobox until your neck hurts. Sigh. Quattroporte components set, not the Jeep So, is the Levante Maserati’s cap-wearing Grand Cherokee as originally intended. As a revolutionary? Rivals can claim a softer ride, result, the new aluminium-intensive SUV is further reaching headlights, more electronic only 189kg heavier than the smaller helpers and fewer notchback, at 2205kg in diesel inconsistencies. But when it’s guise. Despite its bulk, mass HIGHS the going that counts rather and momentum, the spacious Cosseting yet agile than the getting there, crossover feels – they’ve nailed the actually more agile, more experience ranks above brief firmly planted and, on the perfection. That’s why we LOWS like cars with rough edges and right tyre size, more That we can’t have minor flaws, as long as they comfortable than the the petrol S – purely comparatatively cramped ooze character and charisma. for the noise Cars which may never win a saloon. VERDICT Giant Test. Cars like the I can’t resist a go in the 316kW What we expected, V6 petrol-powered Levante S, Levante, the Maserati of what we hoped SUVs. tc which is a different animal. June 2016 | TOPCAR.CO.ZA

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FIRST DRIVES.

W

E’RE BARRELLING along the shoreline in Toyota’s most popular SUV, a congregation of Fortuners, eight deep with metalwork tempered by a baking sun each time we stop, and cool crisp air rushing over the bodywork as we reach speeds in excess of 100kph. This is surreal, mostly since driving on beach sand is typically an act met with extreme prejudice from local law and environmentally enlightened types. But this is Klipbokkop 4x4 Academy, and the owner of the ‘venue’, a sprawling mountain reserve (with free wi-fi and its own craft brewery) is in the lead car barking orders such as, ‘try not to drive in each other’s trails, that way the wind sweeps away the tyre tracks overnight.’ Okay then, that’s my conscience squared away, allowing me to enjoy the new car guilt-free since the Brandvlei Dam beach would ‘auto-correct’ our damage by the next morning. And it’s good, great – you can

tell within minutes behind the wheel that Toyota has taken the old car’s formula and really run with it. I’m in a 4x4 derivative, a 2.8D manual specifically, yours for R571 400 and, heavily-restyled exterior aside, it’s the cabin that impresses immediately, rendered much classier than that of its predecessor. I can’t help but draw parallels to the Prado we recently had in our TopCar fleet, wellappointed to the point of being premium. You can thank chocolate leather surfaces, wood grain veneers, Toyota’s new 7-inch touchscreen media interface and air-conditioning controls that looks remarkably like a car stereo circa 1999 for that. Below those you’ll find the drivetrain controls including High 2, 4 and low-range, traction control, diff-lock and DAC (downhill assist control), endowing the Fortuner with the skillset to crawl over anything Klipbokkop can throw at it. That’s in relative comfort too thanks to the SUV’s fourlink independent rear-suspension, now with

increased lateral stability. That off-the-wall exterior, a hodgepodge of floating roof, chrome belt lines and accents, a snub nose and tall rear aspect hasn’t even compromised the interior space which now enjoys more legroom than before. You can attribute that to a longer and wider body (emphasised with horizontal style lines) on the IMV ladderframe chassis. Up front it gets a new GD (Global Diesel) engine, good for 130kW and 420Nm from its force-fed four-pot engine, humming and whirring behind blankets of NVH cladding. It’s not car quiet for sure, but definitely an improvement on its predecessor’s truck-like soundtrack. Still, it makes a compelling noise as we escape the beach, clamber across a cluster of little dunes and re-join the network of gravel roads before a final and effortless ascent to the Klipbokkop lookout. Here we’re ushered into lesser machinery, a 2.4 GD-6 Automatic 4x2 Fortuner at R453 400 – a consummate ‘raised-body’ for braving Mzansi’s gravel and

TOYOTA FORTUNER 2.8 GD-6 4X4 MANUAL

Favouring the brave Toyota’s frontrunner SUV returns to irritate the opposition. By Calvin Fisher

Hilux with a case of the smarts; much carried over from sister bakkie, private club drag reserved for top spec variants

HIGHS Meaty, responsive engine, space for ball games, off-road ability LOWS Slashy design not everyone’s idea of pretty VERDICT Toyota reclaim the high ground

asphalt roads. Blessed with 110kW and 400Nm, the engine is a peach, perfectly complemented by its six-speed auto transmission. If your SUV fantasies don’t extend to river crossings and climbing the Sani Pass then this excellent value, two-wheel drive model is all the SUV you’ll ever need. Toyota SA believes it has, in the new Fortuner, a real recipe for success, aiming for a monthly sales figure or around 1100 units. That’s in the face of one of the industry’s most challenging economies, and despite the fact that the previous (and very successful) model only enjoyed sales of between 700 and 900 per month. That particular car didn’t have to contend with the current (and rather excellent) Ford Everest either, a car which mind you, costs around R50 000 more. But then the Fortuner also comes with Toyota’s 5year/90 000km service plan and 3year/100 000km warranty, and in a tough economy, peace of mind is priceless. tc

UP AGAINST BETTER THAN Ford Everest And cheaper too WORSE THAN Toyota Land Cruiser 76 If function is more important than form WE’D BUY Two, and resell one in six months when the earthquake-ravaged stock is depleted

Toyota Fortuner 2.8 GD-6 4x4 Manual > Price R57 1400 > Engine 2 755cc 4cyl turbo diesel, 130kW @ 3400rpm, 420Nm @ 1 400-2 600rpm > Transmission Six-speed manual, four-wheel drive > Suspension Double wishbone front, multi-link rear > Performance 11.2 sec 0-100kph, 180kph, 7.5ℓ/100km,196g/km CO2 > Weight 2 500kg (GVM) > On sale Now

June 2016 | TOPCAR.CO.ZA

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FIRST DRIVES.

MERCEDES S500 CONVERTIBLE

Dropped the roof, dropped the ball

E

VEN WHEN MONEY is no object, the world offers few luxury four-seater convertibles. In the wake of the discontinued Azure and Phantom drophead, the selection has narrowed to the Bentley GTC, RR Dawn, Maserati Gran Cabrio and BMW 6 Series. And now the new S-Class. Reasons why demand is dwindling include fear of air pollution and UV radiation, the sense of exposure in an increasingly hostile world, and that high speeds turn rear seats into job creation devices for hairdressers. A long trip in a convertible, four up with the roof folded, is an overt act of self-presentation at the expense of suffering back-benchers. Even when you specify your topless S-Class with Aircap, a combination of self-extending winddeflector net on top of the windscreen and a mesh device which pops up behind the rear seats, rear passengers still need hats. The driver and front seat passenger, however, travel in splendid isolation. No fewer than 12 sensors and 18 electric motors are busy adjusting the airflow and temperature to one’s personal preference 28

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from three air-con modes and five footwell temperature settings. Nice. Assuming the S-Class is the world’s most complete luxury saloon, then the S-Class convertible must surely be the best part-time tanning booth. But it isn’t, and here’s why. Despite the impressive level of craftsmanship and enough tech to run a space programme, presence and packaging are not entirely convincing. For a start, the convertible uses the same front and rear end design as the coupe, and with the E- and C-Class both pulling the same trick it’ll be difficult to tell the three apart. Then there’s the compromised packaging. One glance at the different wheelbases tells all: S500 2945mm, C300 2840mm, E300 2939mm. Why are S and E separated only by a token 6mm? Why is the most expensive S-Class derivative not based on the roomier 3035mm standardwheelbase saloon? The convertible is not only handicapped by zero rear legroom when the front seats are pushed back, but also by a smaller boot than the shorter C-Class. The best or nothing? We see room for improvement. The S500 cabrio is likely to cost almost twice as

much as the soon-to-beset out replaced E500 soft-top. But Merc imagining then its aluminium-intensive something super opulent like the architecture is stiffer, safer Ocean Drive and lighter, and in terms of concept with a Maybach badge. infotainment and assistance What happened? systems there is no other soft-top quite like it. Although the standard spec is generous, one can still spend thousands on colour and trim alone. Opt for the 430kW S63 4Matic or the S65 powered by a new 463kW 6.0-litre V12, and you’re in Bentley GTC territory. On the autobahn S500 is as hush-quiet as the coupe. Thanks to the triple-layer fabric top, redesigned door and window seals and sandwich glass, wind and road noise are very well suppressed, and the engine raises its voice only in response to kickdown. At 2 115kg, the Mercedes-Benz S500 convertible > Price Not yet > Engine 4 663cc 32v twin-turbo V8, 335kW @ 5 250rpm, 700Nm @ 1 800-3 500rpm > Transmission Nine-speed auto, rear-wheel drive > Performance 4.6sec 0-100kph, 250kph, 8.7ℓ/100km, 204g/km CO2 > Weight 2 115kg > On sale Oct 2016

TOM SALT

The Mercedes S500 with the folding fabric roof is meant to be the reincarnation of the super-elegant 280SE 3.5. It isn’t. By Georg Kacher

Triple-layered roof + epic airdeflectors + cosy cabin = blissful serenity. But not if you’re in the back

UP AGAINST BETTER THAN BMW 6 Series But only because the 6 is a shonky steer WORSE THAN Bentley GTC Opulence like you mean it WE’D BUY Maserati Gran Cabrio Gonna be compromised? May as well enjoy the drive

air-sprung Benz is heavy enough to ride well, even when fitted with soft-compound 19in winter tyres. It’s a comfortable and cosseting car, totally unagitated yet clever enough to brake and steer by itself. While the semi-active steering and the lane discipline vibrator are not to everyone’s taste, the automatic cruise control keeps a watchful panoramic eye – even if the driver happens to be fiddling with his dynamic massage seat or listening to his emails being read out. Manoeuvring through Trieste’s steep, ancient lanes is a permanent threat to wide tyres, big alloys, low-flying air deflectors and voluminous exhausts. But here’s the perfect proving ground for the improved multi-camera surveillance system, air suspension which generates an extra 40mm in crawling height, and automatic parking. In theory, the on-board chips will search, find and occupy a parking spot. In reality, the streets are so narrow that one inch closer to the kerb is the difference between door mirror and not. While the new E-Class lets you choose from a variety of drive modes, in the S500 it’s either

this engine delivers without bragging. At 4.6sec Comfort or Sport. Comfort will hurry into ninth from 0-100kph, it succumbs to the 463kW V12 gear which equals a leisurely 3500rpm at by a token 0.5sec, its limited 250kph top speed is 160kph, while Sport seasons the drivetrain with way beyond top-down plausibility, and our later upshifts and a sharper throttle response. True to its dimensions, the 5027mm S does not average consumption over 1867km worked out at a remarkably reasonable 11.5ℓ/100km. feel like an excessively big car. Its steering may The S500 cabriolet oozes exquisite competence not be overly rapid, and it is a touch on the light even before night vision separates the deer from side, but precision, self-centering and feedback the pedestrian, the 23 speakers of the incredible are spot-on. The calibration of the brakes also Burmester sound system start playing a matches the character of a comfort-oriented Schubert serenade, the LED light fingers cast waftmeister. Pedal pressure is tuned to the constantly changing patterns into the dark. This strength of a lady’s foot, and deceleration is car shields its occupants from most vagaries, but strong, though the initial bite could be a little despite all the bits and bytes, it still more aggressive, and at the end of a represents conventional luxury. long descent the pedal feels mushy. UPS Other qualities, however, leave We try the descent in the It still wants to be something to be desired. For its opposite direction with ESP off. driven rather than class, this is not a particularly Although power oversteer is not in to drive you spacious car, the generic exterior the nature of a four-seater DOWNS design clashes with the overdone convertible aimed at silver-agers, Pitiful packaging, cabin, vehicle dynamics are the Merc certainly knows how to lack of presence capable rather than thrilling. In dance the g-force tango! VERDICT the end it is merely the XL version Why don’t my trip notes make If you want to be of a generic style also offered in much reference to the 4.7-litre considered classy, sizes M and L. tc 335kW twin-turbo V8? Because keep your top on

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FIRST DRIVES. RENAULT KADJAR 1.6DCI DYNAMIQUE AWD

Dirt road Dior

Style over substance? Renault’s crossover SUV has been in wardrobe and makeup for ever but emerges more than just a Captur in heels. By Peter Frost

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N THE ARSENAL of daft names Kadjar isn’t the worst – that title goes to the Daihatsu Scat – but it does set up an expectation of silliness. Which, a few trippy apps notwithstanding, isn’t fair, because Renault’s mid-sized crossover is a solid proposition. The gravitas comes from the Nissan underpinnings, Kadjar borrowing its chassis and running gear from the Qashqai and X-Trail platform. Both are entrenched carriers of families and kit, much loved by South Africans for their no-nonsense solidity, comfort and space. To set Kadjar apart from the Nissan duo, Renault have imbued it with a soupçon of panache; the trending colours, full Star Wars digital display, enviro-friendly apps to monitor outside pollution levels, the list is long. Neat trick then, layering style over inherent ability. The equally good news is that Kadjar, at least the 1.6dCi version, is a decent drive too, with its commanding drive position, well-sorted suspension set-up and slick 6-speed gearbox. There is a modicum of road and wind noise at speed, some ride harshness through the cabin with a light load and the visibility out of the tiny back window is terrible, but for extensive four-up touring, it will stack up as a grand companion. The 1.2-litre turbo petrol is less effective – in all areas of operation, most notably in-gear acceleration, it struggles and is less relaxing as a result. Predictably it will end up being less efficient than its full pant brother too, all the Renault Kadjar 1.6dCi Dynamique AWD > Price R449 900 > Engine 1 598cc, 4cyl, turbodiesel 96kW @ 4 000rpm, 320Nm @ 1 750rpm > Transmission Six-speed manual > Suspension MacPherson strut front, multi-link rear > Length/width/height 4 449/1 836/1 607mm > Weight 1 585kg > Performance 10.7sec 0-100kph, 188kph top speed, 5.4ℓ/100km, 143g/km CO2 > On sale Now

HIGHS Style, solid interior, tough underpinings LOWS Price - more expensive than twin sister Qashqai VERDICT Pretty Frenchie as spirited as it is sexy 30

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soup stirring that’s needed to keep it on the boil taking its toll. Inside it’s very slick, the speedo/rev counter ahead of the driver can be configured at the touch of a button to show different views – just speedo, eco monitor and speedo or numerical speedo and circular rev counter. Lots of fun and it should keep the kids amused for hours. You can also choose from a number of colours for the display, depending on your mood and irritation levels. A car as a mood stone – very vintage 1970s, very Kadjar. The quality of the interior is a big step up for Renault – it has a solidity that bodes well for the next generation Megane. Fit and finish are equally impressive, seats, dash and door trims wholly more substantial than recent la Régie efforts. From a practical point of view Kadjar speaks the language of crossover rather well. There are five seats, which we would opt for over the en vogue seven every time because it means a bigger boot, and in this case a decent 472 litres is available – and that’s with a full-size spare tyre under the floor. Fold down the rear seats (60/40/20 split) and there’s an available 1478 litres, good for a year’s supply of the best Backsberg merlot and a wheel of Fairview Blue Rock thrown in to boot. There’s plenty of kit available too. The usual Bluetooth, music, connectivity and safety aids are joined by optional Self Park (It parks itself, at the touch of a button, alley or parallel bays nogal)

Solid in here, Renault has upped its quality game. Instrumentation entirely digital

and a number of nifty apps such as the ecoMeter, which goes much further than most others; it shows your driving prowess as a series of star ratings and gives you a score out of 100. There’s even a tree that loses leaves if you give it too much wellie. Kadjar then is aimed squarely at the emerging urban glitterati, as represented by the untypical media entourage in attendance at the Atlantis dunes to welcome its arrival (most of whom got stuck in the sand). Kadjar hopes to seduce a stylish élan best observed supporting new coffee cultures and a craft brewery no one knows about yet. They’re not 4x4ers per se but are wont to explore the odd dirt road down to a trending Free State dorp. And certainly Renault’s parttime, dial-activated AWD system will see them safely there. Three settings – front-wheel drive, an auto mode and a lock mode (up to 40kph) – cover most gentle terrain bases. The road tyres and the non-lockable diffs mean it’s never going to scale Everest, but that’s not the market. It’s an SUV with panache, Dior claiming the farmyard, Vogue going big on wellington boots. Style and substance, tres bien. tc

FIRST DRIVES.

ROLLS ROYCE DAWN

Silent, not violent

come with this sort of attention to detail – this thing is perfectly exquisite. Quicker than your average mansion too thanks to a 6.6 litre, twin-turbo’d V12 engine under that Okay, maybe a little bit violent. By Calvin Fisher expansive (and expensive) bonnet. I’ll British by way of Bavaria, its Goodwood T WAS NINA Simone who crooned appease the anorak in you and just say that it half a century ago, ‘it’s a new Dawn, it’s base of operations an extension of BMW’s is very well endowed with 420kW and offices and purse strings. No matter, the car a new day, it’s a new life, and I’m 780Nm and that, via its eight-speed auto ’box itself is fantastic, garnering accolades from feeling fine”. Granted I’m in a it subsequently is capable of a blistering (and the world’s media as it wafts by, all for very convertible worth many millions on physics-defying at 2 560kg) but graceful 4.9 good reasons. the best roads in the world; the new Rollssecond trot to 100kph – but then that really is The inspiration of course was the classic Royce Dawn and never mind fine, I’m missing the point. A Rolls-Royce isn’t meant 1952 Silver Dawn Drophead, an elegant feeling excellent. to sprint all in a fluster, rather swell with pace teardrop and sheer embodiment of la dolce or as in this case, extreme The title of said song is in fact Feeling vita in its day – mind you, with only 28 pace. See, I told you it was a hot rod. In profile Good, and it started life as part of a musical, produced it’s also as rare as they especially, what with a metal-toconceived by a pair of British songwriters come. The car I’m currently glass ratio that heavily favours before it crossed the Atlantic where Ms HIGHS Peerless cruiser, driving however, a polished slab the prior over the latter, sort of a Simone popularised it over American potential hotrod of granite masquerading as chopped-roof aesthetic, especially airwaves. It has since been covered by jewellery, offset with a hot rod after the cloth top slides (in 20 numerous artists including the incredibly LOWS stance almost at odds with its perfectly silent seconds) into Canadian Michael Bublé – but let’s call that Price but not much place a low point on the song’s CV. No, I think my sophisticated composition, can else – sell the house and various organs be yours, its R5-million base over the cabin. You should favourite version must be the one that’s price notwithstanding. And however keep that top down as currently getting airtime by the talented VERDICT while you could buy a fairly much as possible. We certainly rock group, Muse – and wouldn’t you know Roller for the new luxurious home for that kind of did on our test route in the Cape, it, they’re as British as the new Roller. generation, less investment, I doubt it would after all, what’s a bit of sunburn Actually, more so considering the Dawn is spiv, more fly

I

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Cubist like Metzinger, Brutalist like Perret, the Dawn is an art/architecture mashup. We love it

Anglo-Prussian relations produce this; peerless, exquisite, daily reminder of the benefits of tax havens

UP AGAINST when the car looks this good? It’s worth noting that the Dawn is BETTER THAN in fact meant for a younger than Mercedes S-Class convertible usual Rolls-Royce crowd, the German cousin less special, less interesting switched-on millennial who enjoys WORSE THAN HMY Brittannia a burgeoning high-end social life But she’s docked in Edinburgh – which I assume entails doing WE’D BUY quite a bit of the stuff one often A bespoke, Royal Blue/Sea Shell regrets in the morning. And that’s interior with the lambswool footmats, of course potentially counter intuitive isn’t it? I mean, I couldn’t imagine abandoning this pearlescent whip in a nightclub’s parking lot in favour of an Uber ride home in something at a fraction of its value. Oh, behave? @Calvin_Fisher

Rolls-Royce Dawn > Price R5 799 900 > Engine 6 592cc 48v V12, twin-turbo petrol, 420kW @ 5 250rpm, 780Nm @ 1500-5000rpm > Transmission Eightspeed auto, rear-wheel drive > Suspension Double wishbone front, multi-link rear, air suspension all-round > Length/width/height 5285/1947/1502mm > Weight 2 560kg > Performance 5.0sec 0-100kph, 250kph (limited), 14.1ℓ/100km, 330g/km CO2 > On sale Now

Almost more spacious in the back than the front. And you won’t be mistaken for the chauffeur

June 2016 | TOPCAR.CO.ZA

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FIRST DRIVES.

UP AGAINST BETTER THAN AMG A45 Though RS3 can’t touch Merc’s 40mpg WORSE THAN Audi RS4 £48k buys a year-old 5k-mile minter

The result is an explosive concoction of speed, power and sound

WE’D BUY Golf R Similar oily bits, more fun, less dough

BMW M2 COUPE M-DCT

Splitting air Following in the footsteps of its much-lauded predecessor, the 1M coupe, the new BMW M2 provides an affordable gateway to M-car ownership. It’s properly, outrageously fun to drive too, writes Aaron Borrill

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Beautifully sculpted cabin could be any other BMW – blue stitching and M-badges not enough to set the blaster apart. Digital telemetry dials fun, if not useful

D

The big talking points however reside under the ESPITE SOUTH AFRICA’S waning framework. Despite sharing the basic 3.0-litre six-cylinder economy, BMW and its M portfolio appear turbocharged engine architecture as the M235i the M2 to be doing very, very well. A brief perusal has undergone a series of tweaks to boost its power and of last year’s sales figures provides a stark torque quite significantly. Such items as the lightweight antithesis to the current trend with a 40 per pistons, cooling system and crankshaft all originate from cent year-on-year increase in sales. This popularity has the BMW M3, as do the M compound brakes, active M also prompted BMW SA to build its first standalone M differential and parts of the exhaust system. The result is showroom, in Pretoria. It’s the second largest of its kind an explosive concoction of speed, power and sound. after Singapore. In the midst of all this positivity BMW Speaking of power the M2 produces 272kW and 465Nm launched the new and hotly anticipated M2 Coupe in (500 in overboost) of torque equipping it with the Franschhoek in the Cape. necessary shove to slingshot from 0-100kph in 4.3sec. The The M2 coupe is the baby of the BMW performance accelerative effects are immediate, helped along by the range and marks the entry point to M ownership. early servings of torque at 1400rpm. However don’t be put off by the ‘entry level’ tag as it’s as It’s in a twisty environment however where the M2 hard-core an M product as any of its siblings. Look at truly shows its mettle and what better way to showcase its appearance for starters: muscular and aggressive, it its dynamical merit than on the freshly laid tar of the employs the usual M embellishments such as M WHAT A LOT I SQUAT. private Padplaas race track of the Franschhoek Motor gills, a twin double-barrel exhaust tip formation and The BMW M2 has been to gym and reaped the Museum in Cape Town. Like its siblings the M2 has a sculpted front and rear bumpers to further bolster its rewards – it’s pumped hunger for corners – its rear-wheel drive layout and active contoured sheet metal. It looks ready to pounce, up, aggressive and ready to pounce differential helps caress it through flowing transitions. exuding the kerbside presence we’ve come to expect of The steering is accurate and well weighted, perhaps a other M products before it. Those swollen haunches little too heavy in Sport+ mode but the sense of telepathy aren’t for show either – they house the widened front and feel transmitted through the helm paints a detailed (up 58mm) and rear (up 45mm) tracks and 19-inch image of what’s happening underfoot. It’s not as outright lightweight alloys. wild as the 1M – instead it’s far easier to balance the car Inside the M2 takes its direction from the standard 2 with steering, braking and throttle inputs. While we Series blueprint which is no bad thing. The layout is clear never got to sample it on the road the ride quality does and cleanly constructed to deliver an intuitive and hassleconvey a certain hardness owing to the firmer free experience. That said there is a fair bit of M-branded suspension but the upshot is a beautifully balanced and showboating inside such as the blue stitching on the sports damped ride suited to both race tracks and seats, gear lever and steering wheel to go smooth road surfaces. with a collection of M badges, Alcantara HIGHS At R791 000 for the manual and R841 000 trim and porous carbonfibre panelling. Balance, freefor the M-DCT the M2 isn’t the cheapest While all good and well we’d appreciate a revving turbo performance car around – in fact it’s more touch more raciness inside – perhaps an engine LOWS expensive than the Audi RS3 and Alcantara-clad Somewhat Mercedes-AMG A45, falling just short of the BMW M2 Coupe M-DCT steering wheel or underwhelming > Price R841 000 > Engine 3.0-litre inline six turbo, Porsche Cayman S. However in terms of the M3-inspired 272kW @ 6 500rpm, 500Nm @ 1 400-5 560 rpm > cabin M portfolio, it’s by far the cheapest offering bucket seats just Transmission seven-speed M-DCT, rear-wheel drive available giving enthusiasts an opportunity to push the VERDICT > Suspension Double-wishbone front, multi-link rear > Length/width/height 4 468mm / 1 854mm / 1 410mm performanceLike an M4 in a to buy into one of the most prolific > Weight 1 570kg > Performance 4.3sec 0-100kph, tighter suit. Brilliant performance badges in the world. tc bent envelope a 250kph (ltd) top speed, 7.9ℓ/100km, 185g/km CO2 little more. @AaronBorrill > ON SALE Now June 2016 | TOPCAR.CO.ZA

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FIRST DRIVES. MERCEDES-BENZ C-CLASS COUPE C 300

Tour leader

Mercedes’ bespoke mini-S-Class Coupe aims to add élan and a touch of yesteryear glamour to the C-Class family. By Peter Frost

UP AGAINST BETTER THAN BMW 430i Nice chassis, dull interior WORSE THAN 2017’s new Audi A5 Probably WE’D BUY Mercedes-AMG C63 coupe Super C arrives here in October

M

ERCEDES-BENZ C-CLASS coupe efforts have, with the exception of the previous model, proven less than special – the compromised SportsCoupe was followed by the frankly horrible CLC, both hatches pretending to be tourers, mutton dressed as lamb. With the 2017 C-Class Coupe, Mercedes has taken a step back in time and pulled both style and elegance from the past; visually and in essence the latest Coupe references the grand GT tourers of the golden era, and it’s better for it. To that sense of style is added two parts technology and one part excitement, though the latter is less than Mercedes are hard-selling; C-Coupe is more about cool and cruising than speed and sport. That’s not to say that C-Coupe is a boulevard

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cruiser. All three launch variants – the petrol C bahnstormer boys and girls rolling. 200 and C 300 and the diesel C 220d – share the Inside, the period elegance is strong, despite the same competent running gear as the C-Class more or less standard C-Class sedan basics. The sedan, a well-received, reconfigured chassis and enveloping body that shuts out much light despite suspension setup that takes Mercedes back to it’s the panoramic sunroof lends the interior an oldwinning formula – comfort first, world feel, cosy if you’re that way then a degree of handling inclined, claustrophobic if you’re HIGHS prowess. In the Coupe the not. Materials are contemporary Elegance from wheelbase is extended and the Mercedes, with the accent on a another era, suspension lowered to enhance variety of textures. The quality is competent chassis the idea of a sports tourer, but that superficially good, but only time does not translate into a harsh ride will tell if fit and durability are LOWS Noisy rubber, or hooligan attitude. Quite the equally so – rattle issues have rubbish sat-nav opposite; C-Class Coupe’s market cropped up in a number of current (still) will be gentlemen sophisticates Mercs models across the range. The and their ilk – at least until optional made-for-Coupe sports VERDICT September’s Mercedes-AMG C63 seats are pretty and ergonomic, but Merc’s attainable poster child Coupe version gets the a rare Stuttgart slip up is the

Wheel grippy, great to use, turning circle a useful 11.2m. Diamond grille (below left), drilled pedals part of the Edition 1 bling – order yours for the next six months at R49k

Optional Airmatic air suspension works with Dynamic Select to offer a whole bouquet of ride options – Comfort the best configured, good balance between poise and pliancy

positioning of the automatic seat controls on the side of the seat – they are impossible to use when the door is closed, so tight is the fit. The windscreen and rear window are peculiar too – narrow slits, post box stuff, which is great for torsional rigidity but less so for visibility. Likely to sell almost as well as the duo-tone nut-brown interior and the 590w Burmester sound system, the optional Airmatic suspension adds yet more cruise to the Coupe. Linked to Dynamic Select, it offers drivers the option of five drive settings – Eco, Comfort, Sport, Sport+ and Individual – with gear-change points, suspension rigidity, steering weight, engine responsiveness and exhaust tone all reconfigurable. Frankly the myriad options are superfluous – the air suspension is worth your bucks (R15k) simply for the added buoyancy it

lends the ride in Comfort mode, a gloriously elegant gait that is huge fun up hill and down dale, as planted as it is pliant. The downside, as with most air suspension systems, is a slightly crashy secondary ride at low speeds, especially over sharp ridges. Of the three launch derivatives the well-priced C 200 is arguably the best bet – it is fast enough, quiet enough, stimulating enough and aspirational enough to tick most boxes. The 130kW it delivers feels more than that and the balance of the car is impressive. The more expensive C 300 (using the identical 2.0-litre engine, remapped) is the better tourer, though less impressive in the economy stakes once the extra 50kW is called upon. The C 220d is an older engine, and although the car is the only one of the three equipped with the 9-speed G-

Tronic (the other two make do with the 7GTronic), diesel lovers should wait for the responsive, whisperquiet new 250d (soon to be seen in the new E-Class). Mercedes likely has another winner on its hands – together with the bulls-eye of the GLC – thanks to the combination of on-trend design, export-aided pricing, decent agility and crucially, comfort. C-Class Coupe will trade on that comfort, stealing buyers away from sportier marques as the global pendulum swings away from all-out power towards opulence and polish. tc @pefrost

Mercedes-Benz C-Class Coupe C 300 > Price R664 518 > Engine 1 991cc 4cyl turbo, 180kW @ 5 500rpm, 370Nm@1 300-4 000rpm > Transmission 7-speed G-Tronic, rear-wheel drive > Suspension multi-link, coil springs, front and rear (air suspension optional) > Length/ width/height 4 686/1 810/1 405mm > Weight 1 565kg > Performance 6.0sec 0-100kph, 250kph, 5.5ℓ/100km, 157g/km CO2 > On sale Now June 2016 | TOPCAR.CO.ZA

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HYUNDAI TUCSON 1.6 TGDI EXECUTIVE

n o s n i k c u T u -value of fering is an SUV yo er ov tyali qu st fir i’s da un Hy dly to your family can recommend unreserve graphy: Christopher List Words: Wayne Batty Photo

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Road test: Hyundai Tucson 1.6 TGDI Executive

T

HERE CAN BE no argument that the Getz and the Tucson underscored Hyundai’s successful return to the South African car selling business. Both were inoffensively styled, offered great value and were generally reliable. While Hun-day failed to properly replace the Getz, the Tucson-replacing ix35 ticked every box, bar the one marked ‘name’. Well even that’s sorted now. Say hello to the ix35-replacing Tucson, the

handsome-as-heck newcomer that’s out to reshape the way we think about the slanted-H brand.

Proportionally speaking Just look at it. Where the blobby bodied and big-eyed first Tucson sat too high on its wheels and the weak-chinned, purse-lipped ix35 sported odd creases like a badly ironed shirt, the stylish new Tucson is a product of far more coherent design. Reworked proportions – it’s wider, lower and longer now, larger wheels, plus the welcome return of thick black asymmetrical wheel arch mouldings massively improve the stance.

June 2016 | TOPCAR.CO.ZA

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Road test: Hyundai Tucson 1.6 TGDI Executive

2008 Tucson owner Ralph Fisher meets the new Tucson

‘THIS FEELS MORE like a car than mine does. Smaller too. Snug, and that dash, there’s so much more going on here than in mine, and it feels more modern. The gears are short, I like that. It’s great on the long road too, but you need to maintain these cars. This new one’s so quiet. It’s got power, comfort

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and it doesn’t feel like you’re looking down on the other cars. Like I said, this one’s snug, with my car there’s space for your legs to bang against bits of the cabin. It hurts. There’s a bit more space at the back of my car though. The only thing I miss on this new one is the glass opening rear hatch.’

The door shuts with a thud, followed by the ad break jingle from a 1980s day-time soap opera

A lower roofline enables a visually stronger metal to glass ratio, while the way the headlights ‘fly’ up and away from the bluff grille’s top chamfers is almost majestic. Even the brightwork – on the door handles, grille surround, grille slats and window sills – has been applied with beautifully considered restraint. Only the sculpted recesses in the front bumper that corral the fog lights and LED daytime runners feel borderline overdesigned.

A quality space programme

Settle into a shapely seat and as your door shuts with a satisfying thud the Tucson plays the ad break jingle from a 1980s daytime soap opera. You know the headrest’s going to work if you’re ever rear-ended at speed because it juts forward invading your head space like a bloodhound on the scent. Forward and centre sits the brand’s familiar

satin silver ventilated ‘wings’ flanking a monochrome display that we’re pretty sure was used on the Apollo 11 moon mission. Fit and finish is not from the usual Korean universe either, it’s too good for that. And what’s this, soft-touch dash cladding in a Hi-yoon-dye? That’s a step up for sure. But there’s more, the switchgear operates with a fluid precision and feels as if it will stay that way, fondling the gear lever and teasing the steering wheel are both pleasant, and sometimes vital, pastimes. What’s going on here? Besides that audio display borrowed from the 1986 Casio G-Shock, is there nothing wrong with this cabin? Ah, I’ve found something – the central armrest is positioned for taller drivers only, my elbow keeps slipping off and it’s sort of in the way when you need to change gears. Actually, this cabin’s pretty great. Even that central audio/comms display (from a Nokia 3210?) offers Bluetooth phone connectivity, plus

Neatly integrated twin exhaust exits, LED daylight runners and heavily sweptback headlights all good, lone turbo badge adds the spice

You can touch the quality in here, just dont try to touch the central display

Road test: Hyundai Tucson 1.6 TGDI Executive

2011 ix35 owner Gérhard Filies meets the new Tucson

‘THE NEW ONE looks smaller. Is it smaller? When my wife spotted our car, we took it for a test drive and were sold almost immediately. I’d come from an i20 which we loved, and was ready to upgrade. I’m glad to see the rear view camera is still here, I’m lost without it. Definitely feels like a newer

car, despite seeing some familiar features. I really love my car on the long road, and this one already feels better, so smooth on the road and this turbo engine, wow. Safety is important to me so I’m glad to see it comes with daytime running lights. And that front end looks great. Yes I would upgrade.’

aux, iPod and USB input. Throw in powered seats up front, dual-zone climate control, reverse camera display in the rear view mirror, cruise control, auto lights, electric folding heated side mirrors, a cooled glove box and static LED cornering lights and you’ve got an almost full suite of luxury and convenience features. What’s missing is real not imitation leather and a full-colour touchscreen-operated infotainment system to replace the one used by the makers of Pong. The boot’s claimed to hold 488 litres of spilt milk, but there’ll be no crying for back seat users as leg and head room is good despite the sleeker D-pillars that taper in more earnestly towards the rear.

The oily bits

This is not the first time we’ve encountered the Korean giant’s 1.6-litre turbocharged engine as a version of it first appeared in the Kia Koup we tested back in May 2014. The changes Hyundai has wrought have transformed it from a middling first attempt to a genuinely impressive unit. Torque delivery is so much smoother seeming to arrive earlier and punch longer despite the spec sheet insisting that peak torque (265Nm) only occurs at 4500rpm. In reality, much of that engine twist is available from as low

MEET THE RIVALS Family car meets lighthouse. There’s a Lighthouse Family joke in here somewhere...

Ford Kuga 1.5T Trend > Price R403 900 > Engine 1 497cc 4cyl turbo, 110kW @ 5 700rpm, 240Nm @ 16004 000rpm > Transmission 6-speed manual, FWD > Stats 9.7sec 0-100kph, 195kph, 6.2ℓ/100km, 143g/km

Nissan Qashqai 1.6T Acenta > Price R374 900 > Engine 1 618cc 4cyl turbo, 120kW @ 5 600rpm, 240Nm @ 2 0004 000rpm > Transmission 6-speed manual, FWD > Stats 9.1sec 0-100kph, 200kph, 6.2ℓ/100km, 144g/km

OUR CHOICE: Kuga and Qashqai

are cheaper but less powerful than the Tucson. Slightly smaller but best-equipped Nissan now the value champ. Ford still the dynamic king. Tucson feels more premium. You can’t go wrong with any of these.

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Comfort and Tucsons Apart from its hush, the MacPherson strut front, multi-link rear suspension also adds plush – this Tucson rides with comfort and rolls with authority courtesy of a fairly hefty kerb mass of 1 613kg. Our Elite model does without the top-line Executive’s all-wheel drive but still feels planted in the corners on its grippy 225/60 R17 Hankooks. Beautiful, 19-inch Golf GTI-alike alloys are optional

but would no doubt harm ride quality. Despite the 172mm of ground clearance, fairly quick steering and turbo thrust on offer, it’ll take a fair amount of stupidity to unstick this Hianddry with its comprehensive electronic safety net of ESP, VSM, Downhill Brake Control and Active Yaw Control – best YouTube that last one.

Reaching maturity

This is easily the most impressive Hyundai yet to arrive in SA. We cannot understate the surprisingly large strides in mechanical refinement on show in this Tucson. It’s clear serious attention was paid to every point of driver interaction with the vehicle. Yes, at R419 900 it’s no longer the outright bargain it once was but now genuine substance and quality underscore the brand’s higher pricing strategy and its push for a more premium badge status. If stellar style, on-trend turbo power, mechanical polish and real comfort still don’t convince, there’s always the 5-year/90 000 km service plan and 7-year/200 000km powertrain warranty to sweeten the deal. tc

Hyundai Tucson 1.6 TGDI Price (as tested) | R419 900 (R419 900) Engine 1 591cc 16v 4cyl petrol turbo Transmission Suspension Six-speed manual, MacPherson strut front, front-wheel drive multi-link rear Height 1 660

as 1500rpm. As for the power figure, 130kW@5500rpm is certainly respectable. Our 0-100kph acceleration tests returned an 8.64 second average time, with the blue Tucson also impressing in the 60-100kph tractability test which was dispatched in less than 4.5 seconds. But figures are one thing and feel is quite another. What let most previous Hyundais down was a dearth of mechanical refinement. Well, no longer. Gear changes through the six-speed manual gate feel tight and precise, pedal actions are all well weighted, sound insulation is class leading, the steering (in its least assisted setting) isn’t at all irksome and the suspension just quietly gets on with the job.

Length 4 47

W id th 1 850 Boot capacity Utility space Kerbweight

488ℓ 1 478ℓ 1 613kg

5

kg

Power & torque Power 130kW @ 5 500rpm Torque 265Nm @ 4 500rpm Power to weight 81kW per tonne

Brakes & wheels Brakes front Brakes rear Wheels Tyres

Ventilated discs Solid discs 17-inch alloys Hankook Ventus Prime2 225/60 R17

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

4.14 sec 5.81 sec 8.64 sec 4.44 sec 5.68 sec 3.27 sec/45m 203kph

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

Direct injection n/a n/a 8.3ℓ/100km 169g/km 80km 9.4ℓ/100km 660km

Warranty, servicing Warranty Service plan Service intervals

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

TANK

62 litres

PEUGEOT 208 GT LINE AUTO

Vroom brûlée! Peugeot’s pastry looks tasty, but does it have the joie de vivre to match? Words Calvin Fisher Photography Peet Mocke

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Road test: Peugeot 208 GT Line Auto OOD ENOUGH’. There’s never been a more passive aggressive term for mediocrity, has there? Would you be satisfied with a good enough steak? Not on your life. Would you be content with a good enough pair of jeans? How would that conversation even go? ‘Well my legs are no longer visible, so that will do, I guess.’ And hey - good enough is not good enough in the bedroom either, surely? So, speaking of sex, what constitutes a good enough hot hatch? What are the boxes it needs to tick? At one time good value was imperative but today we live in a world of half a million rand VW Golfs so you can chuck that. Even power to

‘G

weight, that golden ratio of performance over obesity that defined the genre’s alacritous nature has been marred by nigh on 300kW doing the dance over a one and a half tonne chassis. No wonder then that we wordsmiths tasked with evaluating motorcars have had to open up a whole new category: something called the warm hatch, where the Peugeot 208 GT Line is surely meant to live. This isn’t after all, its hairychested GTi sibling. Let’s skip ahead to the numbers then, shall we?

Zero – Oomph!

In the 208 GT Line, 81kW and 205Nm plays a kerb weight of 1 060kg. It does so graciously with just three cylinders measuring 1 199cc, and via a sixspeed automatic transmission. The nett result of this

union is a zero-to-hundred sprint in 10.8 seconds (Peugeot claims 9.8) with a top speed of 190kph which doesn’t sound like much. Because it isn’t much, but it’s the zesty nature in which it delivers that salvo that earns the GT Line its sporty stripes. It even sounds great, the sort of staccato din reserved for offbeat three-pots. You also can’t discount that polar-bear-saving emissions tag of just 104g of CO2/km, nor a combined fuel economy of 4.5ℓ/100km. That’s a factory claim mind you, I managed to achieve a more realistic figure of 6.4ℓ/100km over our time together but, full disclosure, that includes quite a bit of mileage at the height of its ability. There’s just something hugely entertaining about driving a small capacity car at the limit, isn’t there? Here, the lion-hearted

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Road test: Peugeot 208 GT Line Auto Pug doesn’t disappoint. I did however find that the auto gearbox constantly felt like it would cut the engine at very low revs, as though it were a manual and I’d not bothered to dip the clutch. Unnerving at first, but you get used to it.

Around the bends

With its zippy city-car credentials spoken for, I must duly point the 208 GT-Line towards the nearest tarmac esses for a

handling challenge, which if you’re a Cape Town resident is not far at all with the particularly scenic and winding De Waal Drive right at the CBD’s edge. Its forcedaspiration powerplant be blessed, for it’s that wave of 205Nm of turbo torque that has the GT breezing from apex to apex, not enough to get it into trouble but more than enough to engage a thrill-seeker with a penchant for clipping points. The light kerb mass means there’s little by way of weight transfer, and as long as you’re in the Surprise and right gear there’s no delight interior shortage of shunt err... delights. Touchscreen allowing you to dial in interface is pacey rhythm, and mostly lag-free and that’s nice that’s nice. Mis-shift too however and you’ll be out of the turbo’s spool range relying on the reserves of the unboosted motor and there’s not much I’m afraid. Its overtaking speed (80-120kph) of 10.07 seconds being particularly dismal.

She’s got the looks

If the 208’s performance and handling qualities are the custard crème in this dessert of a hatch then the styling must be the hard caramel crust it lives under. The GT-Line gains many an aesthetic embellishment, which for the most part is in the format of red detailing on the

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excellent. Well done on avoiding vive la difference, Peugeot.

Verdict

Obviously, the 208 GT-Line isn’t a goodenough hot hatch. But it is a great warmhatch and I think that’s better. It’s not perfect of course, that auto ’box in particular could handle slow travel with more confidence, but once it’s on the move it’s near faultless. I think it looks the part, but there’s no defending a 10.8 second 0-100kph, is there? The 208 does however score highly in entertainment, and then there’s that other stalwart measure of a performance mini, the price. At R284 900 it’s hardly a bargain. Delve into TopCar’s GBU guide and there’s no shortage of warmer metal for less money in this segment that you’d need to overlook before arriving on the doorstep of the endearing 208 GT-Line. If you’ve got your heart set on it though, I will concur, it’s great-enough. tc @Calvin_Fisher

MEET THE RIVALS Opel Corsa 1.4 Turbo Sport > Price R270 700 > Engine 1 364cc 4cyl turbo petrol, 110k W @ 5 000rpm, 220Nm @ 3 000-4 500rpm > Transmission 6-speed manual, FWD > Stats 9.6sec 0-100kph, 204kph, 5.9ℓ/100km, 137g/km

Suzuki Swift 1.6 Sport > Price R260 900 > Engine 1 586cc 4cyl petrol, 100k W @ 6 900rpm, 160Nm @ 4 400rpm > Transmission 6-speed manual, FWD > Stats 8.7sec 0-100kph, 195kph, 6.5ℓ/100km, 153g/km

OUR CHOICE: The Swift feels A Pug on the move. Much of whooshes and three-pot rumble. Little else. So cute

old-school in this company, thanks to its naturally aspirated engine which just happens to shine brightest here. The Corsa however, plays the warmhatch to a tee, it’s the one we’d have every time. Nice one, Opel.

Peugeot 208 GT Line Auto Price (as tested) | R284 900 (R284 900) Engine 1 199cc, 3cyl, turbo petrol Transmission Suspension Six-speed auto, MacPherson front, front-wheel drive torsion beam rear Height 1 460

exterior and in the cabin. The incredibly cheerful, otherwise gloss-black grille in particular looks as though it narrowly survived an attack with a red Koki, even the 17-inch Caesium diamante alloy wheels get a lick as well as the Peugeot lettering on the boot. Chrome window surrounds, glossblack mirror covers and a chrome exhaust tip finish the look, as well as GT-Line badges on its bum, nose and front arches – a full 360 degree view then. Hop down into the sombre-cum-stylish cabin (Peugeot calls it an i-Cockpit) and there’s that diminutive helm Peugeot insists on installing on their hatchbacks. Red piping (of course) adorns black leather pews and seat belts. Even the door cards cannot escape the red Koki, even going so far as to lining the gloss-black door handles. You will never ever forget you’re in the GT-Line. I rather like it, and this surprises me. I like the fake carbon weave surface on the top half of the dash, I like the touchscreen interface (complete with red glow creeping in from the edges) which controls several aspects of the car’s settings and multimedia. I also really enjoy the tiny instrument pod mounted directly in the driver’s line of sight, behind that tiny If the Peugeot steering wheel. Très 208 GT Line French! The only aspect was a report card, it would that isn’t French is the be a massive failure. ergonomics, which are

Length 3 9

W id th 1 739 Boot capacity Utility space Kerbweight

311ℓ 1 152ℓ 1 060kg

73

kg

Power & torque Power 81kW @ 5 500rpm Torque 205Nm @ 1 500rpm Power to weight 76kW per tonne

Brakes & wheels Brakes front Brakes rear Wheels Tyres

Discs Discs 17-inch alloys Michelin Pilot Exalto 205/45/R17 front 205/45/R17 rear

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

3.97 sec 6.42 sec 10.82 sec 5.77 sec 10.07 sec 3.12 sec/43m 190kph

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

Direct injection 5.7ℓ/100km 3.8ℓ/100km 4.5ℓ/100km 104g/km 80km 6.4ℓ/100km 781km

Warranty, servicing Warranty Maintenance plan Service intervals

3-year/100 000km 5-year/60 000km 1-year/20 000km

TANK

50 litres

OPEL ADAM S

Genuine pleasure

Shoehorning a Corsa-sourced 1.4-litre turbo mill into the mite-like Opel Adam has resulted in one of the sprightliest, sharpest and most fun-to-drive city cars around – say hello to the Opel Adam S Words Aaron Borrill Photography Peet Mocke

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Road test: Opel Adam S

HE ORIGINAL HOT hatch formula has been corrupted over the years. Bigger dimensions, bigger engines and higher power outputs are now the order of the day. While this is all good and well, the good ol’ pocket rocket has been lost in translation. Fortunately, the original concept appears to have been re-spawned by the most unlikely of heroes: the city car. One such machine is the Opel Adam S which delivers a refreshing ode to what made the first generation of hot hatches such a success.

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Sporty by nature

The competition is particularly stiff among the chief players in the city car segment and, for a car to succeed, it needs to trump its rivals convincingly from a visual perspective. The Adam wins in this regard but we knew that already, having lauded the

1.0T Glam version for this very reason when we tested it a few months ago. While the S derivative you see here shares most of its design traits with the regular model a beefier body kit has been installed featuring new front and rear bumper mouldings, sculpted side skirts and a pronounced rear wing to spruce up its visual bravado. It certainly looks more aggressive in this guise helped further by the metallic-grey colour scheme and contrasting crimson accents on the roof, side mirrors and calipers. Aggressive too are the 18-inch alloy wheels and chrome tail pipe – additions that help to further distinguish it from its simmering siblings.

Fastened and furious

The Adam’s S-bent demeanour is immediately evident upon entering the vehicle. Take the beautifully sculpted Recaro racing seats for example. They’ve become staple additions to all hot Opels of late starring mainly in the OPC versions. Despite the angular contours they’re actually quite comfortable and provide substantial

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Road test: Opel Adam S

Bar the kitsch S stripe decal and robot face facia we quite like the Adam’s racy interior

support in cornering situations. Here they bestow the cabin with a much-needed sense of occasion together with the red-trimmed steering wheel, gear lever and handbrake, S instrument panel and aluminium pedal caps. There is one small issue however… The cheap-looking glossy S-branded grey and red trim on the dashboard and door cards is not up to scratch and appear more as an afterthought than anything else. Other than that however, you always get the feeling you’re sitting behind the wheel of a special machine, a quasi-OPC if you will.

Heart transplant

In addition to the Adam’s aggressively augmented looks is a punchy 1.4-litre turbo engine, the same one that’s found in the range-topping Corsa Sport. This makes it the most powerful Adam in the range mustering an additional 25kW and 50Nm of torque over the regular 1.0-litre. Considering the Adam’s lowly 1 178kg kerb weight these figures translate into a zippy little machine that feels a lot more powerful than the 110kW and 220Nm listed on the spec sheet. Out on the road the Adam churns out usable waves of torque whenever you need it negating the need to gear down in overtaking manoeuvres and the like. Matched to a crisp and smooth-shifting 6-speed manual transmission it accelerates 50

TOPCAR.CO.ZA | June 2016

with gusto, reeling in the 0-100kph marker in just 8.65 seconds, and going on to reach a top speed of 210kph. Despite what some of the critics have to say the S makes a pretty impressive noise when driven with enthusiasm. Unlike most hatches these days there’s no synthesizer or piping of sound into the cabin, instead the Adam growls as it charges to the redline accompanied by a loudmouthed turbocharger and its dump valve and wastegate backup vocalists. These noises never get old. Could it do with more power and torque? Perhaps, but as it stands it really doesn’t need it. It’s quite brilliant and controlled as is.

Equally dialled in are the brakes which are carry-over items from the previousgeneration Corsa OPC. The large 308mm/264mm front/rear combination brakes supply excellent stopping power and feel through the pedal, which further bolsters its reputation as a complete package. Fuel economy? Well that depends on how hard you drive it and with so much personality teeming through its framework its always going to be difficult to drive it efficiently. Over the entire two-week test period the Adam S averaged 9.8ℓ/100km which is pretty impressive considering the spec sheet claims 5.9ℓ/100km on the combined cycle.

OPEL ADAM S Price (as tested) | R330 000 (R330 000)

Height 1 484

Engine 1 396cc, 16v, 4cyl turbo Transmission Suspension Six-speed auto, MacPherson strut front, front-wheel drive torsion beam rear

Length 3 74

W id th 1 807

Grip and tuck

Opel has reworked the suspension assembly of the Adam quite significantly making it stiffer at both the front and rear by around 12 per cent thanks to new anti-roll bars and springs, and a more rigid torsion beam rear axle. And while this does translate into a harder ride quality the upshot is an appreciably sticky steer. Sticky enough in fact to hang on even in the hairiest of situations – we know this because we thoroughly tested it both on the road and track, the latter highlighting its dynamic prowess quite brilliantly. Try as you may you’ll struggle to unsettle it, the Adam S mirroring the sort of confidence and adhesion levels you’d expect of a premium hot hatch replete with magical differentials. There’s a certain balance between the car’s power delivery and underpinnings which results in pretty much no understeer. Instead the predictability and sharpness of the chassis together with the accurate steering rack means you can precisely place its front end at every apex with confidence.

– those who want to stand out from the crowd and drive something more aspirational. The Adam S delivers just that and although the current range offers equally as exciting and cheaper Adam options you can’t forget that one little detail – the S badge. And to many loyal devotees that badge is worth every cent, just like the GSI and GTC sub-monikers before it. tc @AaronBorrill

OUR CHOICE: The Abarth still

looks relevant, and pretty damn aggressive. Both go like rockets, fetch similar prices and appeal to trendy up and comers. Abarth more exclusive but the Adam S gets our vote for its all-round ability and quality.

kg

Power 110kW @ 5 500rpm Torque 220Nm @ 3 000-4 000rpm Power to weight 93kW per tonne

Brakes & wheels Ventilated discs Ventilated discs 18-inch alloys Continental 225/35 R18

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

MEET THE RIVALS Fiat 500 Abarth 595 Turismo > Price R355 990 > Engine 1 368cc 4cyl turbo, 118k W @ 5 500rpm, 230Nm @ 3 000rpm > Transmission 5-speed manual, FWD > Stats 7.4sec 0-100kph, 210kph, 5.4ℓ/100km, 155g/km

170ℓ N/A 1 178kg

Power & torque

Brakes front Brakes rear Wheels Tyres

Verdict

The Opel Adam S is a true enthusiast’s machine that at present provides a stop-gap solution for the dearth of genuine performance offerings in Opel SA’s current portfolio – there’s no scope for a Corsa or Astra OPC as of yet. The Adam S could possibly sate the thirst of those wanting a genuine Russelsheim performance offering but the price tag is something that cannot be ignored – R330 000 buys you an Adam S, which is roughly R59 300 dearer than the more practical Corsa Sport. Cold facts yes, but the Adam S’s success is going to be determined by those already immersed in the brand

Boot capacity Utility space Kerbweight

7

4.01 sec 5.96 sec 8.65 sec 5.03 sec 6.43 sec 2.99 sec/43m 210kph

Fuel consumption Fuel supply

No, the spray man didn’t fall asleep on the job! Red detailing on the roof, wing, mirror caps and calipers supply a stunning contrast to the grey primer, err, paint work

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

Direct injection 7.6ℓ/100km 4.9ℓ/100km 5.9ℓ/100km 139g/km 80km 7.6ℓ/100km 461km

Warranty, servicing Warranty Service plan Service intervals

5-year/120 000km 3-year/60 000km 15 000km

TANK

35 litres

FORD MUSTANG 2.3 ECOBOOST

Bullitt or mullet?

Does less than half the cubic capacity and half the cylinders of the V8 make for half a muscle car experience? Ray Leathern goes west in Ford’s four-cylinder Mustang to find out Words Ray Leathern Photography Peet Mocke

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Road test: Ford Mustang 2.3 EcoBoost Fastback HROWING A DART at a map of the Western Cape and seeing where it lands is as good a way as any of planning a road trip, especially when you have the brand new EcoBoost Mustang at your disposal. We did just that and fate decided on the coastal village of Yzerfontein. To get there, we’ll use the West Coast district’s arrow-straight roads – a natural muscle car stomping ground – to see if the modest 2.3-litre powerplant is up to the task; then we’ll detour to some squiggly roads to test if Ford’s lighter and more agile EcoBoost is the handler it purports to be. All intellect, no effect? Let’s strap in, fire up, and go find out.

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Staring contest

Ever since 2014’s official announcement that the

Mustang was heading to South Africa there has been a tidal wave of public enthusiasm. Now that it’s finally landed there’s simply nowhere to hide. South Africa’s allotment of 960 cars, roughly 80 per month, is spoken for until 2017. The relative rarity of this car right now means you’re the belle of the ball anywhere you go. Absolutely everyone from housewives in Toyota Etioses to tattooed, bearded motorcyclists greets the Mustang with the same wide-eyed, well-meaning enthusiasm. And who can blame them. Mustang designer Moray Callum’s work is a study in design excellence. It’s not hyper-styled or too nostalgic, and goodness knows the pressure to respect 52 years of inherited legacy must’ve been a daunting challenge. Instead, there is genuine parity between contemporary aesthetics and muscle car heritage. The pronounced bonnet strakes speak of power; the bulging rear haunches shout rear-drive, and the front and rear triple-light signatures are like backlit tiger claws. Better still, with its 19-inch

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Amber light smears and zaps through the trees, no time to waste to make Yzerfontein by nightfall

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Road test: Ford Mustang 2.3 EcoBoost Fastback wheels and identical tail pipe treatment, there is little from a visual point of view to suggest this is not a full-fat V8 Mustang. It democratises the 21st century Mustang.

The right stuff

It’s ‘howdy partner’ when the EcoBoost rolls in to the pumps 9.2ℓ/100km

Aerospace influences within the cabin are undeniable. The Mustang is named after the WW2 P51 Mustang fighter plane and not those of an equine variety… as I’m sure all ‘stang fans know. Touches like the Ground Speed script on the speedo and four toggle switches (bizarrely with up-only actuation) for the hazard lights, traction control, steering and drive modes reinforce the theme. Even the way the top half of the dash sprouts out on either side of the centre console is as if the driver is the pilot and the passenger his/her trusted gunner. Ford Sync 2 and the central touchscreen look after all multimedia needs, while heated or cooled seats and cruise control come as standard. Delve into the trip computer and you’ll see the four-cylinder Mustang has no shortage of driver-orientated toys. Track Apps measures parameters such as acceleration times, braking and lateral g-force, and has a lap timer for three preferred tracks. As for the rest of the cabin, it’s perhaps not as spacious as the vast exterior suggests but the front seats are supportive, you can fit two people in the back for a short journey and the fit and finish is decent. Overall ambience is of big comfort. The obvious flaws: the cup holders, when filled, hinder access to the gear lever and handbrake, and there’s a slightly rough finish to the leather steering wheel.

Stomp the yard Big coupe, responsive front end. EcoBoost whips through bends like it’s on rails. Turbo torque for days at corner exit Puddle lights good fun, useful in dark parkades too

Oh yes, a manual gearbox just does something to the chemistry of a drive. There is no fooling the full-body involvement; that familiar cadence of stomp and shift, your buttocks communicating the connection as power is transmitted from engine to road. 223kW and 430Nm from the four-cylinder shared with (but not as potent as) the Focus RS provides an impressive 97kW and 187Nm per litre of specific power and torque. There’s a V8-imitating wha-wha-wha at idle which graduates to a gravelly soundtrack at low rpm; quickly shifting to swirling, whooshing turbo induction when you come

‘A manual gearbox just does something to the chemistry of a drive. There is no fooling the full-body involvement; that familiar cadence of stomp and shift’ June 2016 | TOPCAR.CO.ZA

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Road test: Ford Mustang 2.3 EcoBoost Fastback on boost. As we make our way past the city limits, the vast countryside filling the part of the windscreen not taken up by the Mustang’s long bonnet, it’s easy to imagine you’re an outlaw on the run in your pony car. Driveability on the open road is excellent with great pulling power and minimal lag from 2000rpm. Urgency runs lean at 5500rpm, but crucially, there is more than enough grunt to save you shifting out of sixth to overtake. Flick the drive mode toggle and there is a satisfying surge in revs as you kick up from Normal to Sport+ mode, like tossing a match into an oven full of unlit gas. The clutch weighting is reliable and easy to modulate off the line, the gear shifter a heavyweight affair but with short throws and hard rubbered gates to guide the next gear home. Logging its performance, our best run yielded a 0-100kph sprint of 6.5sec. It’s some ways off the 5.8sec claimed by Ford but a fun time to register nonetheless, the Fastback bucking onto its rear wheels, launching off towards the horizon on just the right mixture of revs, turbo boost and traction as the dials glow scarlet with speed. The key is limiting wheel-spin off the line – 430Nm (a mere 100 down on the V8) is more than enough to leave stripey Pirelli P-Zero tattoos all over the tarmac.

Run with horses

A real seduction is kicking into gear as, with the sun sinking low on the horizon and no more stops to make, we inhale and set course for our final destination – Yzerfontein. It’s a seduction to which all the straight line stuff has merely been a prelude. A seduction

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challenging the longstanding cliché that American cars only go in straight lines and aren’t drivers’ cars. We’re in a race against time and if we’re to make it before sunset, the Mustang will have to deliver. Through the sweeping corners of the Swartland the Mustang’s body control is excellent, the ride compliant and the chassis grippy. The front end feels like a balloon with static cling, attracting itself to the apexes of corners when they feel like they’ll simply float by. The steering has an immediate directness, a lovely propensity to cut straight to the heart of a corner. Brake feel and response is commendable, too, with minimal squat when scrubbing off big speed. You develop an acute appreciation for the high-speed stability the long wheelbase affords and the 52% front: 48% rear weight distribution, the best of all sixth-generation ponies. Speed can feel pleasureless when you’re cross country blasting like this but I find myself really savouring the last moments of the journey. I can exhale finally as we roll into Yzerfontein’s deserted harbour, all the fishing vessels long since departed, my rapport with the EcoBoost pony car at an all-time high.

Verdict

All told, the Mustang EcoBoost is a fascinating car. It challenges preconceptions and surprises with a broad range of talents. For many the four-pot engine probably doesn’t fit with its muscle car image – those same people believing a Mustang must come with a V8 and nothing else, but our trip proves there’s a strong argument to be made for the light, balanced four-cylinder version. Having driven the Mustang in the US at the world launch and both the EcoBoost and V8 on local soil my allegiance still lies with the latter… although it was massively interrogated on our trip out west. Of the local Mustang allotment the split is 80:20 between V8 and EcoBoost. So if for whatever reason you end up in a manual EcoBoost when you wanted the V8, don’t despair, as our story corroborates, you have no reason to feel short changed. Crucially, to those who opt for the muscle-car-correctness of the V8 and team it with a manual gearbox, to you I doff my cap. For that is undoubtedly one excellent way to have your cake and eat it too. tc Ray@TopCar

‘The pronounced bonnet strakes speak of power, the bulging rear haunches shout rear-drive’

Ford Mustang 2.3 EcoBoost Price (as tested) | R699 900 (R700 650)

Height 1 381

Engine 2 300cc, 16v, 4cyl petrol turbo Transmission Suspension Six-speed manual, MacPherson strut rear-wheel drive front, Integral-link independent rear

Length 4 7

83

Boot capacity Utility space Kerbweight

W id th 2 08 0

382ℓ N/A 1 653kg

kg

Power & torque Not the classiest, most spacious cabin, with plenty of different surfaces at play, but scores on nostalgia and comfort

Power (kW) 223kW @ 5 500rpm Torque (Nm) 430Nm @ 2 500-4 500rpm Power to weight 135kW/tonne

Brakes & wheels Brakes front Brakes rear Wheels Tyres

MEET THE RIVALS BMW M235i Coupe > Price R585 500 > Engine 2 979cc 6cyl petrol, 240kW @ 5 800rpm, 450Nm @ 1 300-4 500rpm > Transmission Six-speed manual, RWD > Stats 5.0sec 0-100kph, 250kph, 8.1ℓ/100km, 189g/km

Nissan 370Z > Price R661 900 > Engine 3 696cc 6cyl petrol, 245kW @ 7 000rpm, 363Nm @ 4 000rpm > Transmission 6-speed manual, RWD > Stats 5.3sec 0-100kph, 250kph, 10.5ℓ/100km, 248g/km

OUR CHOICE: The EcoBoost exists in a unique space, the closest rivals six-cylinder affairs. 370Z is bested purely on character, but for outright driver involvement the BMW shouts loudest... although it lacks the street cred of the big pony car.

Ventilated discs Ventilated discs 19-inch alloys 255/40 ZR19 Pirelli P-Zero

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

3.23 sec 4.61 sec 6.57 sec 3.97 sec 4.08 sec 2.55 sec/34m 239kph

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

Direct injection 9.4ℓ/100km 7.2ℓ/100km 8.0ℓ/100km 179g/km 80km 9.2ℓ/100km 637km

Warranty, servicing Warranty: Service Plan: Service intervals:

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

TANK

59 litres

Big

718 signals the return of the fourcylinder Porsche. More power, better economy, but no sweet music. The good Porsche giveth and the good Porsche taketh away. By Wayne Batty

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Driving the new cars: Porsche 718 Boxster S

Hero4

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T

WO DAYS DRIVING the Seven-Eighteen Boxster and I’ve finally found a field that Porsche has failed to master, alchemy. Turns out they can’t make gold from ordinary metal with the impunity they once did. And let’s face it, the sound of the naturally aspirated flat-six engine in Porsche’s (981) Boxster wailing away inches behind you was pure gold. 24ct gold, rich enough to encourage upper rev range exploration and shiny enough to disguise any areas of torque deficiency. But get over it, it’s gone, replaced by a pair of blown flat fours charged with reshaping Boxster perceptions. We’re doing a steady 130kph in a Boxster S on an autoroute just outside of Lisbon, Portugal and the sonic boom is inescapable, a monosyllabic drone that has hottest Impreza with fettled exhaust written all over it. Saving grace is the 718 does without the Scooby’s added layer of sanity-robbing helicopter throb. We drone on for a few more kilometres before the sat-nav directs us mercifully off the motorway and into the hills. It’s here where the Boxster reminds you of its considerable worth. It begins with the steering. Ten per cent quicker now thanks to the adoption of the 911 Turbo’s set-up, it’s more than just the perfect weighting and precision, it’s the

symbiotic relationship between steering input and front wheel response that makes your brain so happy. Bar a few degrees of central slack, necessary to avoid fidgety freeway progress, the 718’s steering is just sublime. But that’s only half the corner glory story; half-inch wider rear tyres, a stiffer rear subframe and firmer dampers all sharpen the dynamics, gifting the Boxster impeccable chassis balance and leechy grip. Now throw in a much more explosive powerplant and the result is a superlative corner-carving sports car. But there are provisos: yes the engine revs to 7 500rpm but you’ve hit peak power by 6 500, and while there’s a hurricane more twist on tap the real urgency only begins around 2 000rpm – evidence perhaps of Porsche’s attempt to emulate the high-revving nature of the unblown motor. That said, punch the throttle pedal, take that brief moment of spool-up to prepare for the impending flood and hold on tight – this Boxster is properly quick. In a 718 S PDK with the optional Sport Chrono Package, the speedometer needle blows past the 100kph mark in 4.2 seconds. Even a bog standard 718 six-speed manual does the sprint in 5.1 seconds. For thud in the back factor the new turbocharged (variable turbine geometry on the S), intercooled four-cylinder engines have their nat-asp six-pot predecessors soundly beat. And

Gorgeous steering wheel, Chrono gauge position and air vent design are all new, impeccable build quality is not

Tick the Sports Chrono pack, hit the SRB (see below) and you get 20 seconds max drivetrain response Helm-mounted drive mode selector includes central Sports Response Button (SRB)

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Driving the new cars: Porsche 718 Boxster S there’s an impressive set of outputs to prove it: 220kW and 380Nm from the 2.0-litre (up 25kW and 100Nm over the old 2.7); 257kW and 420Nm for the 2.5-litre Boxster S – an increase of 25kW and 60Nm over the old 3.4-litre six. There’s simply no time and less inclination to attempt an economy run when you’re let loose in a new Porsche, but officially the 718 is as much as 13 per cent more fuel efficient, equating to a saving of almost one litre of fuel per 100km and a CO2 reduction of 25g/km for the 2.0-litre engine – the most obvious reason for the downsized engines. But those flat fours are also the main inspiration behind the car’s new 718 prefix. You see Porsche has been here before. Its four-cylinder 718 RSK garnered loads of race victories including one at Le Mans in 1959. Although Porsche won’t race this new 718, in many ways the conceptual similarities between the two are so natural you wonder if the Boxster should always have been a four. Waiting for the rain to ease up a little before heading back to the hotel I reacquaint myself with the BOXer roadSTER’s curvaceous exterior style. A quick scan deceives you into thinking not much has changed and yet, the boot lid, windscreen and soft top are the only bits carried over. Doors, bumpers, fenders, side mirrors, rocker

Dynamic LED headlamp option with four-point DRLs add a touch of visual menace like a high-tech artillery cluster enjoy the light show

It’s seveneighteen not seven-one-eight, and don’t you forget it

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panels, inlets, head- and tail-lights are all new. The details are exquisite, starting at the rear where a full-width gloss black panel links the LED rear lamps – with new fourpoint brake light signature – and proudly houses three dimensional ‘Porsche’ lettering. Other changes include cleaner door handles, larger side intakes and a more PORSCHE BOXSTER contoured front bumper > Price R797 000 > Engine 1 988cc, 16v, 4cyl incorporating slim indicators petrol turbo 220kW @ 6 500rpm, 380Nm @ 1 9504 500rpm > Transmission 7-speed dual-clutch and parking lights. Dynamic auto PDK, RWD > Suspension MacPherson full-LED headlights with fourstruts front and rear, optional adaptive dampers point LED DRLs are a must> Performance 0-100kph in 5.1sec, 275kph, have option. From any angle, 6.9ℓ/100km, 158g CO2/km > Length/Width/ Height 4 379/1 801/1 280mm > Kerbweight it’s still a stunner. 1365kg > On sale Now Soon I’m ensconced once more PORSCHE BOXSTER S > Price R870 000 > Engine 2 497cc, 16v, 4cyl petrol turbo 257kW @ 6 500rpm, 420Nm @ 1 9004 500rpm > Transmission 7-speed dual-clutch auto PDK, RWD > Suspension MacPherson struts front and rear, optional adaptive dampers > Performance 0-100kph in 4.4sec, 285kph, 7.3ℓ/100km, 167g CO2/km > Length/Width/ Height 4 379/1 801/1 280mm > Kerbweight 1 385kg > On sale Now

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in the 718’s beautifully made cabin, forgiving this particular example’s German fetish red leather upholstery, but revelling in the feel of the 918 Spyder-inspired steering wheel. Tick the (frankly essential) Sport Chrono Package and apart from the gorgeous, but underutilised dashtop stopwatch you get a dial on the wheel for switching between Normal, Sport , Sport Plus and Individual drive modes. I twist it to Sport, hit the optional sports exhaust (binoculars) button, engage drive on the PDK lever and head for the hills once more. In the constant brake, point, squirt, repeat world of mountain pass driving, the flat four is allowed to display its full vocal range. It never sings, it never wails but it does burble and bark with a fair amount of ferocity accompanied by an encouraging blat blat on the overrun. I decide I can easily live with it after all.

Driving the new cars: Porsche 718 Boxster S The PCM’s revised sat-nav with its better graphics and more intuitive functionality, has me traversing some of the most poorly surfaced roads I’ve ever encountered on a European launch, and yet even on the 20-inch rims with the adaptive dampers (PASM) in their firmer setting the suspension copes brilliantly. Stuck again behind a slow-moving vehicle, this time an Opel-badged Isuzu KB, I spot a safe gap and thumb the Sport Response Button in the centre of the drive mode dial. Like a gold rush, things get real really quick. Instead of the map display in the right instrument pod, a 20-second countdown timer appears, accompanied by the boom of an engine and transmission instantly primed for maximum attack. All that remains in this ‘push to pass’ manoeuvre is for me to hit the gas pedal

and guide the missile. Opel dispatched in a blur, there’s now a corner approaching at warp speed. Back off, hit the brakes, no drama. Given the serious acceleration on offer, it’s good to know that Porsche has beefed up the brakes – now 330 x 34mm discs on the S. As before, ceramics are an option. Back at the hotel, driving done, I’m contemplating a headline for this story wishing if only ‘less is more’ hadn’t been so utterly devalued in its overuse. Some things have been lost: aural artistry, raspy throttle response; others added: mid-range thrust, chassis grip, steering sweetness, design jewellery. Getting down to brass tacks, the 718 Boxster is undoubtedly still precious metal, you see it everywhere, and in more places than ever, you just can’t hear it anymore. tc

718 COMES FULL CIRCLE

1957 718 RSK

1.5-litre mid-engined flatfour. Wins at Le Mans

1993 Boxster concept Dramatic style delights in Detroit. Stuttgart reacts...

1996 Boxster (typ 986) ...by building it. Styling compromised by 911 bits

2005 Boxster (typ 987) More power goes in, fried egg headlights go out

2012 Boxster (typ 981) Channels 906 racer and original concept. Yay!

It never sings, it never wails but it does burble and bark with a fair amount of ferocity

2016 718 Boxster

Swaps glorious six-pot boxers for turbo flat fours

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The big drive: Jaguar F-Pace

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From shoreline to snow-covered peaks, it’s Jaguar’s first SUV versus the tortuous climbs of Montenegro, the little Balkan country so mountainous they named it after one Words Ben Miller Photography James Lipman

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ROM SHORELINE TO sky: the first climb. Not so much as a blink on the instruments, let alone anything so uncouth as detectable intervention. Clearly I’m not trying hard enough, though the flying water bottles and the thump of displaced luggage in the Jaguar’s vast boot would imply otherwise. Previous experience would suggest that uncorking an engine as well-endowed as Jaguar’s 280kW, 460Nm supercharged six at this precise moment in a hairpin bend – when all four tyres are working to keep you from sliding wide, drifting over a foot-wide strip of scrub and plunging right back to the shoreline you left ten minutes ago – should result in a mess of blurred wheels, yelping revs and whoopsie-daisy corrective lock for the next 50 metres. But no. The V6 floods the F-Pace’s transmission with torque, trying first to send it all to the rear axle and then, when that comes back with a convincing doctor’s note, punting the overspill forward. (Earlier, Jaguar development engineer Andy Mould told me that, in his opinion, fewer cars give their stability system an easier time – seems he has a point). And so, with nothing more dramatic than an unseemly turn of speed and some truly spectacular exhaust noise, the car launches from the hairpin like a cat from a cold bath and on, like a force of nature, to the next. And the next. There are perhaps 300 metres between the summit of this gut-wrenchingly steep rock slope and the soporific murmur of the Adriatic lapping Montenegro’s staccato coastline far below. There must be 30 hairpins between the two, some linked by short straights rendered almost non-existent by the Jaguar’s impressive reach (0100kph in 5.5sec), others by sinuous S-bends surging past skeletal orchards, lonely churches and bus stops for the very patient. This place, every inch as rugged as its name – black mountain – would suggest, does hairpins very well; mostly wide, mostly layered with complex cambers, always set against a spectacular backdrop. Today, as we fight to cover more than 500km and climb from this 66

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country’s shoreline to its very summit, there promises to be hundreds of them. But first, time to re-pack the boot… Rolling in a slow convoy of traffic along a meandering trunk road, serene in the Jaguar, the sat-nav ticks a steady countdown to the good stuff. After the riotous initial climb inland from Kotor Bay, we drop down onto the plains of Podgorica and join absolutely everyone else on Montenegro’s busiest road north. Rank and file is the same as it is almost everywhere else in world: beaten but unbowed W123 Mercedes. Long after the end of days, when men are gone and the Earth is at peace once more, scars of concrete and wind-weathered steel cable will stand with W123 Mercedes as the only evidence that we once held sway. Inexplicably common here too are Mk2 Golfs, their Bauhaus lines and distinctive round lamps further testament to entropy-defying German engineering. They share the road with a bizarre assortment of nearly new Renaults, nearly dead Russian stuff and heavy commercials vehicles so overloaded they’d crush any weighbridge they were waved into. Past us scrolls a landscape of two halves. At the roadside, a teenager’s bedroom of a mess: rubble, apparently abandoned vehicles and part-finished architecture that’s all brutal breeze blocks and set-square lines. Beyond it, like a Tolkien allegory for the blight of man on the natural beauty of the world, the mountains: ever-present and growing gradually more defined as we close on them. At least the F-Pace is a fine place in which to sit and be patient. The Launch Edition’s seats, swaddled in gorgeous light oyster leather embossed with houndstooth, are magnificent – as good after 500km as they feel after five and, in a car with more rubber on the road than an 18-wheeler and 280kW of go, with a suitably firm grasp of your squishy form. Similarly the wheel is an easy steer, with plenty of adjustment and a beautifully intuitive effect on the way the car turns that speaks of untold hours of calibration work. So the basics are very good, as is the layout of the cockpit as a whole, with nice design touches and resolved ergonomics (seat pre-sets where the window controls

The big drive: Jaguar F-Pace

B o s n i a an d Herzegovina

Pluzine

Zabljak

N

Big blue cat vs big black mountain: boldly going where no Jag has gone before

Niksic

Montenegro Grahovac

Kotor Bay

Adriatic Sea

should be aside) that delicately balance the lofty airiness you expect of an SUV with the snug embrace you want from a Jaguar. There’s practicality here too, from the generous space Ian Callum’s exterior shape yields for rearseat passengers to a parcel shelf that folds into the boot, power-drop rear seats and gesture-prompted tailgaterelease. A shame then that, like the XE, XF and F-Type from which the F-Pace borrows much, the general quality of materials is underwhelming. For every nice touch, like the elegant driver’s grab handle on the transmission tunnel, there are less successful elements, like the incongruous juxtaposition of ‘lounge lighting’ and fake carbonfibre. From Jaguar’s vast options list it’ll be possible to configure something far more restrained and successful, but you can’t get round the less-thangorgeous plastics, the fussy HUD or Jaguar’s almost-great

Podgorica

Al b an i a

InControl Touch Pro infotainment, which always feels a few frustrating wrong turns short of truly intuitive. From the way the F-Pace looks and drives you get the feeling some very determined people fought some very determined battles to avoid dilution. On the inside that doesn’t feel the case. You wouldn’t decide against an FPace on grounds of its interior, but neither is it going to seduce any floating voters. Up ahead, empty road finally beckons, a gaggle of cars and a struggling fuel tanker the last hurdle. We’re past in a heartbeat, hurtling into clear air and enjoying at last the chance to run into the uphill turns at a speed of our choosing, the car hugely reassuring in the way it checks body roll and falls onto an almost perfect interpretation of the line you had in mind with a single steering input. Accurate, intuitive steering and fine body control are the June 2016 | TOPCAR.CO.ZA

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car’s greatest assets. Tingly-palm feel doesn’t feature – perhaps it makes itself known right at the giddy limits – but in every other regard this is a dreamy electric power steering set-up. We power on, hearing growing mute as gained altitude brings with it temporary deafness. Finally with the space to shine, the F-Pace feels fabulous. We pass through the town of Nikšić and stop outside an austere, airless building that turns out to be a post office. Ten minutes later there’s a crowd surrounding the Jaguar. Who am I to disagree with this burly, tracksuitclad style council? Few would argue that the F-Pace isn’t a fabulous looking car: short of overhang, wickedly sculpted of flank, it looks every inch the escaped show car. Sounds every inch a sports car when you start it, too. Mobile phones come out, impassive faces break into mile-wide smiles and we leave. RUN TO THE HILLS Mellow spring sunshine breaks through rolling cloud in great shafts of golden light, speeding the end of last winter’s freeze. The tarmac – finally empty, finally smooth – snakes through great plumes of snow at the roadside and a landscape of quite startling beauty. The F-Pace feels imperious, rolling with a luxurious surfeit of power, agreeable cabin refinement and suspension that, on these 68

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main roads at least, does an admirable job of delivering a cosseting ride on those enormous rims. Yes one of the diesel engines would give greater range for a given spend, but the supercharged V6 is such a disarming engine, hauling what is a big and not particularly light car past whatever’s in the way in moments and removing the tiresome physics from long climbs and scorching starts. Still, it’s taken a bit of tweaking to get things just right, with a visit into the Dynamic-i menu (on cars with InControl Touch Pro only) to team the weightier steering and quicksilver throttle response with the lazier gearbox setting and the softer dampers. Fail to do so and the car can get uncomfortably close to jittery, while the gearbox’s unrelenting quest to always be in just the right gear quickly grows maddening, the V6’s pretty vocal exhausts betraying every pointless shift. The eight-speed ZF is a fine transmission but does such a well-endowed engine really need such a sycophantic gearbox? You get the feeling this engine would be happy with a four-speed manual. I would be.

It feels like a car defiantly resistant to inertia, which is some impressive witchcraft

The big drive: Jaguar F-Pace

The closest the F-Pace can get to that – using the shift paddles – becomes second nature, the gorgeous engine’s flexible delivery doing the work as effortlessly as the fuel gauge falls… Fortunate then that at Plužine, an outpost of a town perched on the shores of an azure lagoon sunk so deep into the rock that the sun’s lost by mid-afternoon, we find fuel. Not long now to the P14, listed variously as a most picturesque drive and one of Europe’s most dangerous roads. It is, it will transpire, both. ROAD OF ROADS As junctions go, it’s intriguing: straight on for more smooth, wide, perfectly surfaced lakeside progress or turn right into the dank, unlit tunnel of fallen rock and promise? Headlights blaze into life, cutting through the gloom, any vestiges of mid-afternoon fatigue stripped away by the F-Pace’s V6 thundering away in this roughhewn crawlspace of a tunnel. In a storm of blue paint, huge wheels and noise we storm back out into daylight, flitting left and right as the single-track does the same, its route dictated by the vagaries of the towering rock-face to which it clings. There is no run-off, just a foot-high berm of displaced sand and stone. The fall beyond would be

enough to make a glitterball of the Jaguar, and jam of me. Still, this doesn’t feel like the time for inch-by-inch, beardand-fleece off-roading. It just wouldn’t be very Jaguar. So I dare to carry more speed, trusting in the car’s huge reserves of grip, and tapping into the power with sufficient lack of delicacy to prompt a little engine-induced tightening of line. It’s incredible how, on this tightrope of a road, the F-Pace fails to feel anything like the 1 900kg five-seater it is. From the driver’s seat the sensations are of a car defiantly resistant to inertia, which is some impressive witchcraft. On we climb, tight turns and dark tunnels contrasting with short, sharp blasts and blinding sunlight. Occasionally I glimpse the road high above, a hewn rock face or glimpse of concrete a clue as to where I’ll be in perhaps 30 seconds time. The F-Pace works tirelessly, steering sweetly, blatting up every incline like it’s an easy descent and generally inspiring (too much?) confidence. Oncoming traffic is mercifully rare, though at one point Montenegro’s Sébastien Loeb (less talented, half his age and driving an old Golf, naturally) comes howling into view, all four wheels locked, engine stalled, his face a picture of barely-contained panic. The F-Pace’s brakes are somewhat more powerful, though never quite as effortless June 2016 | TOPCAR.CO.ZA

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Ian Callum’s fresh, modernist vision jousts with God’s own backdrop

Montenegro split with Yugoslavia ten year’s ago. But nobody told Oleg

Montenegro’s version of playing chicken. He’ll win, because his brakes don’t work

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as you might want, that final but all-important slug of deceleration requiring more pedal effort than is entirely comfortable. WHAT ARE YOU DOING HERE? In an impossibly vast and elemental landscape of monolithic mountains, snow-scudded steppe and timber dwellings so flimsy they might fall with the next gust, he wrestles the engine from his Soviet Fiat 500 clone. He has no workshop, just tools, determination and time. Up here, you feel, there is plenty of time. Freed from a car that looks older than the rock on which it stands, he sets the engine down on a log with the tenderness of a new father. Wind gallops across the open land, clawing at skin so leathery he’s a National Geographic cover waiting to happen. Wired from eight hours’ hard driving, the last stretch of which was so spectacular my

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eyes won’t blink, the F-Pace rolls to a stop, ticking furiously and smelling of heat. Climbing out, this place feels like the very top of the world: bright, clean, wild, special. I smile and kill the engine. He looks at me, frowns, then takes up his tools once more, hammering at a rear bumper that’s nothing but dents. What to say when his car looks like the fruits of an archeological dig and mine, well, mine might be the most incongruous thing I could possibly have arrived in, a R1.32 million party dress with a soundtrack to prompt landslides. In this spec the F-Pace is never destined to go anywhere unnoticed but right now it feels faintly preposterous, standing out like footprints on Mars. Soon, as the world goes mad for Jaguar’s very pretty, very talented sports SUV, these things will be everywhere. Perhaps this surreal and wordless moment is the last time anyone will see an F-Pace for the first time. tc

Cabin is nice but not sensational. For every neat touch there’s a slight clunker

Okay, it’s not quite the Camel Trophy, but for Jaguar this is virgin snow – and virgin territory

THE SENSIBLE F-PACE The First Edition V6 petrol S tops the range. The other engine options include a diesel V6 and JLR’s Ingenium 2.0-litre diesel. The perfect F-Pace? You could argue for the 2.0-litre R-Sport with AWD/8-spd auto – certainly it’s a machine with a beguiling mix of good looks and practicality. This is a big, easy-to-live-with car, far roomier than a Macan, but the engine isn’t charming, lacking refinement on start-up and smoothness on and off the power. Still, the weight reduction in the nose makes for sweet steering and greater agility, while deeper tyre sidewalls and revised suspension deliver a less grating ride. An SUV with the heart of a sports car, though? Hardly.

JAGUAR F-PACE > Price R1 321 000 (indicative) > Engine 2 995cc supercharged V6, 280kW @ 6 500rpm, 460Nm @ 4 500rpm > Transmission Eight-speed automatic, all-wheel drive > Suspension Double wishbone front, multi-link rear > Performance 5.5sec 0-100kph, 250kph, 8.9ℓ/100km, 209g/km CO2 > Length/width/height 4 731/2 070/1 652mm > Weight 1 861kg

IN 30 YEARS’ TIME CARS WILL DRIVE THEMSELVES, INTERNAL COMBUSTION ENGINES WILL BE PARIAHS AND YOUR COCKPIT WILL BE TRANSFORMED. BMW LOOKS INTO THE FUTURE. DO YOU LIKE WHAT IT SEES?

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In detail: BMW’s time machine

Words Phil McNamara Photography Wilson Hennessy

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THE ULTIMATE DRIVING Machine: that’s one hell of a brand promise, the bedrock of BMW’s engineering, marketing and allure since the ‘70s. But what becomes of the Ultimate Driving Machine brand when the norm is for cars to drive themselves? It’s a question that threatens BMW’s very existence. This concept car, the BMW Vision Next 100, is an attempt to tackle that dilemma. Unveiled in Munich on the day the company turned 100 years old, it is one BMW vision of the automobile some 30 years from now. And when a company with the foresight of BMW – who led the SUV proliferation, rolled out stop/start with Efficient Dynamics, embraced connectivity and e-mobility with i3 and i8, championed the premium small car with Mini – gives a glimpse of the future, it’s worth taking notice. Here are six messages we took away from Munich in our head luggage.

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THE ULTIMATE DRIVING MACHINE LIVES Unlike futuristic transport pods, the BMW Vision does have a steering wheel, though it resembles a chest expander rather than today’s circular object. The message: the car enthusiast of 2046 will still be able to drive – but at a time of their choosing, say on a winding Alpine pass. The twist is that BMW sees the connected car as being able to coach better driving. It imagines the windscreen as a massive head-up display, which will display the optimum line and speed for taking a corner. It could suggest you straddle the centreline to carry velocity, because cloud connectivity enables the car to have visibility around the corner to ascertain there’s no oncoming traffic. BMW calls this enhanced driving ‘boost’ mode. ‘Connectivity, digitalisation and autonomous/semi-autonomous driving give us the chance to strengthen one of the main forces of the last 100 years: to have the driver in the middle of everything,’ says Karim Habib, BMW’s head of design. ‘We think we can make the ultimate driver out of the ultimate driving machine. You have a co-pilot to help you take the curve better and enjoy driving to the maximum.’ Of course there are elephants in the room: being able to see cars hidden around corners demands all hazards are connected – not the case for an enthusiast taking his 2016 classic M2 out for a spin. And if autonomous cars are proven to be more reliable than humans, won’t legislators ban us as the weakest link? ‘Will one day automated driving be mandatory in certain traffic zones?’ responds head of group design Adrian van Hooydonk. ‘We don’t know. All we know is that we’d better be technologically prepared. But we believe individual mobility should be a choice.’

In detail: BMW’s time machine

As the wheels turn the bodywork turns too. Try polishing that!

The car shows you the best line through a corner. Would love to try it through Eau Rouge

BORN SLIPPY: A WORLD RECORD DRAG FACTOR This BMW might look forward 30 years, but in one way it turns the clock back to the ’30s: its streamliner wheels. This is the car’s most striking feature, those four concave dishes at each corner, looking like clay spinning in a potter’s wheel; creating a disconnect between your eye and brain, which are conditioned to process the ubiquitous circle of rubber encasing an alloy wheel. So how do the front wheels steer? The wheel and its cover are physically connected, and as the steering turns from the dead ahead, the wheelarch bodywork peels apart to maintain sufficient distance to the spinning tyre. It’s genuinely breath-taking, watching the interlocking layers expand and contract, like a high-tech accordion’s bellows. ‘We have two points of connection, in the front and rear [of the wheel], and when the wheels turn, the surface turns with it,’ explains Karim Habib. He says patents are pending. ‘There’s no flexible material: it’s like pieces of a 3D puzzle that slide on top of each other.’ BMW calls this feature Alive Geometry, a term it also applies to the active head-up display and a shape-shifting dashboard. Eliminating that turbulence in the wheel wells, combined with other aerodynamic elements, has a profound effect. Without any need to feed air to an engine, the front grille can be closed off, and a rear body section also extends to optimise air flow. The result is a claimed 0.18 coefficient of drag, a world record. That should help eke out a few more electric kilometres: what will the range anxiety threshold and recharging times of 2046 be? June 2016 | TOPCAR.CO.ZA

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THE SCREEN ARMS RACE IS OVER – MEET THE LIVING DASHBOARD The cockpit of the BMW Vision is more minimalist than a Scotsman’s underwear. There isn’t a single switch or dial, and that physical, analogue experience will be history in three decades, says the man with a very Silicon Valleysounding job title, Holger Hampf, head of design customer experience. ‘We wanted to step away from direct interaction. We’ve cleaned up the interior to the maximum, got rid of physical interaction points, especially displays. Currently there’s a race for the biggest displays, the best resolution. In the future, most of that can be gone.’ That’s due to emerging control systems. Using gestures is a fledgling, shallow experience in the latest 7 Series, and it’s probably easier to communicate via the click language of the San people than use in-car voice control without frustration. But by 2046 both systems should be infallible. This car also communicates with you, thanks to the second manifestation of Alive Geometry: 800 small indicator triangles spread across the dashboard. In their resting state, they merely provide texture, but if the car’s sensors spot a hazard the triangles move upwards, revealing previously hidden red surfaces. This creates a red wave that ripples across the dash, in the direction of the hazard. BMW cites the example of a bicycle courier, whose appearance from the right is indicated by a pulse of the Alive Geometry triangles on the right-hand-side. If the courier then disappears from view behind a parked lorry, the BMW Vision will have calculated his trajectory and speed, and continue to signal his likely reappearance in your path with the animated dashboard. ‘Without harsh 76

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acoustic signals or warning lights, we can change the dashboard geometry to give a subtle warning that something may happen in the next few seconds,’ says Hampf. The cockpit is noticeably clean and spacious, shorn of the clutter of switches and physical intrusions such as a tranmission tunnel. The materials are fully recyclable, and the BMW Vision makes a stand against the use of cattle skin: the seats are trimmed in alcantara and cashmere, rather than leather. Unlike Mercedes’ futuristic F015 concept, the BMW Vision does not have swivelling chairs to foster social interaction – such a feature calls for a much larger vehicle. The BMW’s seats have been designed to let you lounge: the edges use softer foam, and combine with the door contours to create an enticing, lean-back position. But you can’t turn your back on the road ahead. A statement that underlines BMW’s aspiration to keep car enthusiasts in control – and the company in control of its own destiny, at the forefront of the car’s technological revolution.

Boost mode! The driver’s in control, steering ‘wheel’ in hand

Ease mode! Wheel retracts, car takes over, driver adopts lounge position

In detail: BMW’s time machine

THERE’S SELF-DRIVING CAPABILITY TOO The alternative to boosted driving is ‘ease’ mode. The steering wheel retracts into the dash, and the vehicle becomes fully autonomous, though control can revert to the driver within 5secs to meet legislative requirements. BMW believes it’s important to tell the outside world that the car is driving itself, so there’s a physical manifestation of the companion – a diamondshaped crystal – which rises from the dash so its glow is visible in the windscreen. Shades of K.I.T.T.’s swivelling red scanning eye in Knight Rider, although BMW’s companion turns green, to communicate that pedestrians are safe to use that pelican crossing for instance. What does the driver get up to while virtual Parker does its thing? Van Hooydonk’s team imagines joining a video conference to review the latest designs on the windscreen’s head-up display: there really is no downtime when you’ve got to stay one step ahead of technological extinction. Diamond-shaped crystal glows to show others the car’s driving itself, and not to worry about the driver seeming to be asleep

SAME FUTURE, DIFFERENT BADGE Mercedes has been at it too

F015 CONCEPT (2015) Like the BMW this ‘S-class after next’ has a retractable steering wheel and uses changing light colours to tell other road users when it’s in autonomous mode. Unlike the BMW, its front seats swivel 180 degrees to form a ‘lounge’.

CONCEPT IAA (2015) Like the BMW this ‘shape-shifting coupe’ uses radical active aerodynamics, including a tail that extends by 390mm above 80kph and dished wheels which become shallower with speed. Unlike the BMW it has a petrol electric drivetrain and pretty much an E-Class cockpit.

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In detail: BMW’s time machine

They’ve exceeded the stated dose on the wacky doors bottle. One thing we do learn: in the future, garages will have much higher roofs

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Van Hooydonk: ‘I hope I’m not laughing at this in 30 years’ time’

IT’S A CAR BUT NOT QUITE AS WE KNOW IT It’s part car, part molten bronze jelly mould. The BMW Vision resembles the familiar three-box saloon, with the rear lip hinting at a boot, and the bonnet suggesting the horseless carriage configuration established with the dawn of the automobile. But BMW has subverted the form into a teardrop-shaped, ‘almost one-box monovolume’, according to Karim Habib. That helps stretch cabin volume in both directions: the concept is the size of a 5 Series, but with the interior space of a 7 Series. Trademark BMW design cues are visible, such as the four headlamps and the kidney grille, but again subverted. So today’s rounded lamps make way for four minimalist light bars, and the double grille isn’t for engine cooling but to house the sensors which allow the car to decode its surroundings. BMW won’t elaborate on the powertrain other than that it employs electric propulsion and emits zero emissions. ‘Yes, it will be very dynamic and very fast, the limousine of the future could be even faster than today’s. That can be achieved in many different drivetrain ways,’ says Adrian van Hooydonk. ‘We all just hope we will be able to deliver the right driving sensations in the future.’

THE MAN WHO HAS TO DIVINE THE FUTURE Today’s car designers grew up sketching wedgy supercars on planet-sized wheels. Ironically however, the Ultimate Driving Machine brand hasn’t sold an undiluted supercar since the ’70s, and the closest silhouette in its current range is a three-cylinderengined plug-in hybrid. That sums up the way the car world is changing, and the man charged with visualising BMW’s future is group senior vice president of design Adrian van Hooydonk. ‘In the past you’ve asked us “Is the i8 just a sideshow: what happens in the core of the brand?” Here we’ve decided to attack that core, a sporty limousine, to put in everything we’ve learned plus a few things we’ve imagined. I hope that 30 years from now I’m not laughing at it. The design is so clean, I believe it might stand the test of time.’ In 2046, van Hooydonk will be 82 – five years older than the perennial Giugiaro is now. By then, the Dutchman will know which alternative powertrain came to dominate, and the year of the autonomous car tipping point. ‘We believe that will become a technical reality within 15 years. Will everybody then still want to drive? Probably not. But BMW’s brands cater for people who love to drive, and that’s why we were adamant this concept should have a steering wheel.’ The understated executive expects interior design to become more important and creative as autonomy takes drivers’ attention off the road, and that future computing power should enable shape-shifting cars as per the Alive Geometry wheels. ‘We tried our best to imagine what the future will bring. We cannot predict it but we can take a stance. BMW feels this is very important: to try to shape the future – before it shapes you.’ tc June 2016 | TOPCAR.CO.ZA

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Clash of clans: 488 vs 570S vs R8

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Our kin d of EU summi t

Anythi n less ca g Ferrari ca n s is alrea h and Audi d do‌ McLare o n dy a p odium es with less does for , but w fl ho sta ash. This nds on top?

Words Ben

Barry P hotog raphy John

Wyche rley

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T

HE ROAD’S DRY, its surface bleached with cappuccino smears of late-winter grime. Ahead, corners stretch out traffic-free, so I push the McLaren 570S’s accelerator to its stop, let the car run wide for the fastest line, the others darting behind. The sun flares through a swimmingpool sky as hungry induction plenums gobble chill air, and dual-clutch gearboxes hammer ratios like a drummer counting in a 4/4 beat. I glance in the mirror, cast an eye over the McLaren’s hard-working twin-turbo V8, see the red flash of the Ferrari 488 GTB, the piercing yellow of the Audi R8 V10 Plus, daytime running lights locked on like snipers’ lasers. The others must be sniffing victory as they close on the least powerful car, but already the McLaren’s making a bid for the spoils: the tactility, agility, communication and, yes, pure speed. The 570S will be no easily picked off runt of the litter. This incredible car is proof of how far McLaren has progressed in five years, from being initially blindsided by objective numbers to letting subjective feel take the wheel. But no matter how impressive McLarens have become, there’s one inescapable truth: when they go head-to-head with Ferrari, they typically lose. With the 570S, McLaren has planted a flag where Ferrari has yet to venture: the 570S forms part of McLaren’s new Sports Series, a mid-engined V8 supercar for an exchange rate sensitive estimate of R3.95 million. Take that money to Ferrari and they’d talk you up to a California T folding hardtop for around R4.4m, yet the 570’s spec is a facsimile of the 650S, McLaren’s true 488 rival. Has McLaren caught Ferrari napping with a similar concept for a million Rand less? We’ve two days to find out. Not that McLaren has the sub-R4 million supercar market wrapped up: long before McLaren trumpeted its day-to-day usability over the more frenetic Ferrari, Audi nailed it with the R8. And when I get to pick a car to drive over dark, wet roads, I don’t hesitate. Like all returning blockbusters, the Audi R8 sequel doesn’t mess too much with the formula: there’s no V8 this time, no open-gate manual, but the styling is so gently evolutionary that Darwin himself might not record it, the all-wheel-drive fundamentals remain, so too the V10. The purveyors of Vorsprung Durch Technik, shoving an oldschool Lamborghini 5.2-litre V10 in the back of a new car? Did the memo fall into the VW Group shredder? Isn’t everyone downsizing and turbocharging because emissions regulations are forcing their hands? There’s an almost orchestral quality to the V10, a percussive bassiness at low rpms that soars to the highpitched strings of the redline and what sounds like a successful Gunpowder Plot on the overrun in Dynamic mode; it’s mechanical and sonorous, and zings with a response that makes a firearms unit look slack. 560Nm at 6 500rpm might suggest a hole in the power delivery down low, but accelerate from 1 500rpm in second or third and the revs spin so quickly you’ve a job to count

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You can imagine what it looks like in the McLaren’s rearview mirror. A flurry of reds and yellows, and ordnance exploding off the valley walls

Clash of clans: 488 vs 570S vs R8

bo m a L l o -scho car? Did d l o n A new into the a n i 0 V1 o fall dder? m e m the oup shre VW Gr

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Wipers and indicators are on steering wheel, preventing clutter with gearshift paddles. Just pray it doesn’t rain… or you need to turn left or right

Manettino dial selects modes, tweaking engine, diff, gear shifts, ABS, traction/stability control. Separate button softens dampers. Best in the biz

Two screens bookend the rev counter: infotainment functions on the right, vehicle status to the left. Fiddly

Active Dynamics Panel switches between Normal, Sport and Track modes for Handling (left toggle) and Powertrain (right)

Portrait touchscreen the star of the dash centre, controlling nav, music, air-con, the lot, via rather toylike icons

McLaren’s steering wheel is totally naked, focusing your mind like a Zen master

No touchscreen here: use MMI dial or multi-function steering wheel to adapt infotainment

R8’s flat-bottomed steering wheel mixes infotainment buttons with driving mode selection, a la Ferrari. Busy, but it works

Configurable TFT display display: minimise speedo/rev counter to let sat-nav fill screen, or prioritise driving data. Superb

the numbers on the dial, the delivery stretching out linearly like elastic until – somewhere around 5 500rpm (I was busy!) – there’s even more urgency, like someone’s fast-forwarded you to the 8 250rpm head-rush. Pity the transmission sometimes dithers when you suddenly floor it, like it’s channelling the Gallardo’s old-school automated manual, and high-rpm shifts lack what the Germans call ‘emotion’. Tonight, mostly, I wind back the pace, but even at a cruise you notice the Audi’s improved front-end response. Twist the flat-bottomed steering rim and the front jinks like one solid piece; no slop, no time delay, just one cohesive transition to where your hands are pointing. Our test car gets optional Dynamic steering, perhaps that’s key, but there’s no doubting the responsiveness owes much to the stiff Audi Space Frame. Aluminium dominates, but carbonfibre forms the transmission tunnel and rear bulkhead like a spine and broad shoulders. Even commuting, the underlying rigidity is tangible. On the motorway, I settle back into the optional sports seats, pneumatic bolsters squeezing my frame just so, music belting from the optional B&O audio. The lowslung driving position, the quality of the materials, and the deep, low scuttle is déjà vu, and yet so much has changed. The steering wheel now takes a leaf out of Ferrari’s manual, allowing you to switch between driving modes and activate the sports exhaust without letting go of the wheel. But there are also – unlike the Ferrari – infotainment functions integrated in the spokes. It’s busy, but it works. Three hours slip by, adaptive suspension (optional!) absorbing bumps, 449kW picking off traffic in effortless

surges, and the brilliant Virtual Cockpit either filling the TFT instrument binnacle with high-resolution satellitenavigation, or bringing speed and rpms to the fore; neither Ferrari nor McLaren does tech like this. When the roads tangle into twists, the R8’s sure-footed handling combines with relatively modest torque to make this a car you can stroke cross-country in confidence and safety at speed. But it’s the thrill of the drive that’ll stay in my mind long after the metal’s stopped pinging, especially the way you can pick up the power early and feel the front tyres pull you from the KEY TECH: McLAREN 570S curve with unruffled composure in a Bruv story flurry of speed. The suspension and The 570S steps on ‘big’ brother 650S’s toes. Both use a carbonfibre steering even works in Dynamic MonoCell, 3.8-litre twin-turbo V8, mode this time, rather than filling the seven-speed dual-clutch ’box, tyres with cement. adaptive dampers, Brake Steer in place of an LSD and 19in front/20in Fatigue slain by adrenaline, I reach rear alloys. Differences? 570S has our stopover, grab a beer to come narrower tyres, uses aluminium, down, and ponder if you can actually not composite panels, antibetter the Audi’s blend of driver roll bars, not interconnected dampers, and fixed, not enjoyment, safety and high-tech active, aero. 570S measures infotainment; if you use your supercar 4 530/2 095/1 202mm and weighs regularly, I doubt you can. 1 313kg dry to the 650S’s – smaller! – 4 512/2 093/1 199mm and 1 330kg. Outside, the Ferrari’s flat-plane 570S: 3.2sec 0-100kph, 650S: 3.0sec. crank settles to a constant, bassy idle, Price? R3.95m vs R5.5m (est.) and a minute later in walks James Taylor. The stability control’s been working overtime, snuffing out slides before they even started, he says. Good news: double-digit temperatures are June 2016 | TOPCAR.CO.ZA

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Lamborghini’s full-fat V10 in the back of the R8 taunts the two turbo V8s. Who’d have thought it – Vorsprung Durch Old School!

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Clash of clans: 488 vs 570S vs R8

As a w spring ay of making driver, s and brake shocks and match the McLare s entertain th n for the Ferraris definitely ae i

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Clash of clans: 488 vs 570S vs R8 Audi’s direct and darty steering mated to epic four-wheel drivetrain makes for a monster you can tame every single day

McLaren chases Ferrari. We’ve seen this quite a bit lately; road cars appreciably more competitive than F1 track cousins

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forecast for the next day. But at 7.30am the Ferrari’s still coated in a thin veil of frost like a monarch shrouded in a chrysalis. It’s very conditions-sensitive, the Ferrari, which doesn’t surprise with 492kW and 760Nm. Even at 4degC on dry roads, it feels edgy on its Michelin Pilot Super Sports, engineered around its trick stability control. So I settle in, steel myself for the warmer temperatures later that day. 85 per cent of parts are new compared with the 458 Italia, but there’s no mistaking where you are when you drop low into those firm sports seats. I particularly like how everything – scalene air vents, intricately contoured steering wheel, peripheral infotainment and vehicle displays – train your vision towards the central rev counter like a burst of light at the end of tunnel. That rev counter might still read to ten grand, but it’s now redlined 1k earlier at just over 8 000rpm because the 458’s 4.5-litre V8 makes way for an all-new 3.9-litre V8 twin-turbo. It’s a masterpiece. Throttle response is instant, turbo lag non-existent, and the revs quickly taper away when you back off. It even sounds fantastic, that droney idle becoming a familiar Ferrari bwooooor towards the redline. Low in the mix, you hear the turbos subtly blowing like breakers hitting the shore. The really clever part is Variable Torque Management: instead of the 488 giving you all 760Nm in the low-tomid-range as you’d expect, Ferrari drip-feeds it, encouraging you to use the revs. The seven-speed dual-clutch gearbox is familiar and continues to consume ratios like a schoolkid flicking lugs on a bus, but the ratios are a little longer. Had they not been, the 488’s massive extra midrange and lower peak power would have had you nutting the limiter constantly. You might ping off the redline a couple of times, but mostly you’ve got so much mid-range, so much speed and still so much headroom that you rarely do. It’s a great powertrain. When the mercury hits 8degC, I head out for a faster drive. You notice the steering’s a little firmer than the 458 Italia’s, with more road-surface fizz too, but it’s still superquick, and this time its keenness to change direction just feels immediately natural, not shockingly darty like the 458 did if you’d just stepped from a humdrum hatch; is that familiarity over the years on my part, or is the 488 somehow better sorted? The R8 felt light and keen to switch direction in isolation, but already the 488 shades it. The purity with which the Ferrari shadow boxes through bends, up on its toes, only highlights that the Audi turns and drives at least partly with the fronts; the slight understeer the R8 generates under power might ping you out of roundabouts

TOPCAR.CO.ZA | June 2016

unbelievably quickly, but it does introduce a lethargy to direction changes. Despite the Ferrari’s massive slug of torque – and because of Variable Torque Management – traction is actually very good, Michelins keying in and letting go progressively when they can take no more. When rear treadblocks do squirm, the traction control almost imperceptibly covers your talent deficit. I gradually work my way round the manettino dial, tweaking the gearbox, engine, ABS and safety settings, finally building the nerve to go ESC Off. Three shrill beeps ring out, presumably covering the Italian expletives the fandango’s trying to hurl at you. Where the 488 had felt flighty at 4degC, at 8degC it’s totally dialled in. The front tyres are half-an-inch wider than a 458’s, and while at first you lean on the excellent carbon-ceramic brakes early – shared with LaFerrari, but missing the strange pedal feel caused by the hybrid powertrain – soon you learn to carry speed into the corner, feel the suspension compress a little, then just rollercoaster right through the bend, understeer absent from the lexicon. With the front biting hard and loaded up, you’re free to climb on the fast pedal, and still you sense those reserves of traction, the progressive slip into oversteer. ‘Wow!’ says CJ later, stepping from the 488 and pointing at it. ‘The R8 is a sports car. That is a supercar!’ Time to drive the 570S which McLaren says is more liveable than its serenely supple 650S, and has even reengineered the MonoCell with 80mm lower sills, so you no longer sneak through the gap in the open dihedral doors like Frankenstein struggling into the bottom bunk. The McLaren’s steering wheel is starkly naked after the others, and you sit forwards and low down, the view through the windscreen unobstructed like a fighter-jet canopy. Even at very low speeds the McLaren communicates that it’s light and agile, that there’s no fear in taking liberties. The stiff, lightweight carbonfibre structure feels totally cohesive, the electro-hydraulic steering crackles with information, and even the dainty hips play a part, helping you thread the car through gaps that squeeze the others. I’m not a natural left-foot braker, but the McLaren presents its brake pedal so perfectly to your unemployed limb that it feels rude to refuse. Doing the same in the Audi is like trying to pedal a penny-farthing, so high and offset are accelerator and brake. Even with my desensitised hoof, I learn to push through the McLaren’s minimal slack and feed off the building pressure coming up through the pedal, trusting the endless reserves of the – standard – carbon-ceramics. I build up the speed, heading to my favourite road, all fast

‘Wow!’ steppi says CJ, ‘The R8ng from the That is is a sports 488. c a supe rcar!’ ar.

KEY TECH: FERRARI 488 GTB

Blow with the flow

How did Ferrari make a turbo engine so responsive? The IHI turbochargers are key, with ball-bearing shafts reducing friction, and lightweight titaniumaluminium alloy compressor wheels quickly spinning up. Variable Torque Management also helps the naturally aspirated feel, dripfeeding torque so the 760Nm peak arrives at higher revs when you’re driving hard, lower when you’re not. The 488 GTB’s V8 is related to the California’s, but distantly: 47cc and 500rpm more, new crank, con-rods, pistons, cams, heads and turbos all make the difference.

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Price | R3 950 000 (est) Transmission | Seven-speed dual-clutch auto, RWD Engine | 3 799cc 32v twin-turbo V8 Suspension | Double wishbones all round Made of | Carbonfibre (aluminium panels)

Price | R4 990 000 Transmission | Seven-speed dual-clutch auto, RWD Engine | 3 902cc 32v twin-turbo V8 Suspension | Double wishbone front; multi-link rear Made of | Aluminium

1 213mm 4 530mm

2 095mm

Audi R8 V10 Plus Price | R2 650 000 (est) Transmission | Seven-speed dual-clutch auto, AWD Engine | 5 204cc 40v V10 Suspension | Double wishbones all round Made of | Aluminium, carbonfibre

1 240mm

Ferrari 488 GTB

1 202mm

McLaren 570S

4 568mm

1 952mm

4 426mm

1 940mm

Power & Torque

Weight

Power-to-weight

We say: Ferrari’s V8 belts it out of the park

We say: McLaren’s carbonfibre MonoCell FTW

We say: McLaren’s weigh-in victory can’t overcome Ferrari’s bigger hammer

419kW @ 7 500rpm 600Nm @ 5 000-6 500rpm

Ferrari

1 370kg

492kW @ 8 000rpm

(dry)

McLaren

760Nm @ 3 000rpm (seventh gear)

1 313kg

Audi

1 454kg

(dry)

449kW @ 8 250rpm

(dry)

560Nm @ 6 500rpm

McLaren

We say: The 2sec 0-100kph dash is coming!

per tonne

Top Speed

We say: Downsizing works, but it’s all relative. Shock Fezza win

We say: It’s not about the VMax, but it still matters

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RR A RI AU DI

22.2ℓ

20.3ℓ

26.6ℓ

Official 10.6ℓ/100km

Official 11.4ℓ/100km

Official 11.8ℓ/100km

Fuel tank

C02

We say: Thirstiest car drinks from smallest tank. R8 not the touring champ

We say: No free CO2 tax for you

McLaren

Ferrari

Audi

litres

litres

litres

72 78 73

249 g/km

Audi 330kph

Warranty / servicing

Audi

McLaren

Ferrari 330kph

0

LAREN

Audi Test

200

Mc

Ferrari Test

150

FE

McLaren Test

50

McLaren 328ph

Audi 3.2sec

per tonne

Official and test consumption

McLaren 3.2sec Ferrari 3.0sec

Audi

319kW 359kW 309kW per tonne

0-100kph

Ferrari

275 g/km

Ferrari

260 g/km

McLaren 3-year/unlimited km Warranty Optional Maintenance plan 1-year/15 000km Service intervals Ferrari 3-year/unlimited km Warranty Maintenance plan 7-year/unlimited km 20 000km Service intervals Audi 1-year/unlimited km Warranty Maintenance plan 5-year/100 000km Acc. to OBC Service intervals

Clash of clans: 488 vs 570S vs R8 flicks, open-sighted sweepers and zero traffic, setting the handling and powertrain modes to Sport and deactivating the stability control because it cuts in too easily. You quickly find a rhythm with the McLaren. The steering both constantly jiggles in your hands and lets you place the front tyres with laser-guided accuracy, and there’s so much dialogue with the surface that cats’ eyes bang up through the carbon structure like police knocking at the door; it might sound uncouth, but you’re just getting constant unfiltered messages from a very supple car. ‘It feels how you’d imagine a Lotus supercar would,’ comments James Taylor. Spot on. On the standard P-Zero Corsas, a pretty aggressive tyre (regular P-Zeros are a no-cost option), the McLaren feels incredible. There’s no understeer, bags of traction, and the way the body stays flat and you skim through corners in one fluid movement is awesomely compelling. You can even revel in sliding the 570, such is its poise and balance. As a way of making shocks and springs and brakes entertain their driver, the McLaren is definitely a match for the Ferrari. Where Maranello really monsters Woking is with the powertrain. The McLaren’s gearshifts are quick – and certainly more incisive and obedient than the 12C once was – but the Ferrari’s are significantly punchier, trimming slack from the man/machine interface; and the Ferrari’s shift paddles – fixed to the column, not the wheel like the McLaren’s – engage with a shorter click, and feel nicer too. McLaren’s 3.8-litre V8 has an ample 419kW and 600Nm, but this is a much more conventional-feeling turbo engine, laggy down low, with a soggier pedal and a noticeable – if thrilling – turbo hit at just gone 3 000rpm, not the Ferrari’s eerie progression. The last 570S I drove had the optional sports exhaust, bringing a hard mechanical edge. With the standard pipes, this 570 sounds gruff, even tractor-like at low rpms. Tick that exhaust box. Negatives fall by the wayside when you find yourself on an open road, the lag that maybe frustrated through slower kinks no longer an issue. You start to revel in the upper

2nd

It’s a case of arise, sir McLaren: you have well and truly arrived. The 488 has everything in its favour, yet it was so close

reaches of the McLaren’s flexible delivery, and the soundtrack becomes more goose-pimple industrial the higher the revs climb. You keep the revs and speed high, cutting crosscountry, feeling the suspension breathe beneath you, confident that you can use all the power, all the time. There’s no denying the 570S has so much right when it comes to driver feedback and enjoyment. It doesn’t even feel like it lacks power in this company, proving that you really don’t need Ferrari horses to have riotous fun. What’s absent is the Ferrari’s powertrain response. When we park up for our closing KEY TECH: AUDI R8 shot, there’s no debate that the Skeleton’s key R8 is built around Audi Space Ferrari wins. But the fact that the Frame. It’s a multi-material McLaren 570S delivers much of the mix with a primarily aluminium thrill of the 488 GTB for R1 passenger cell at its core. million less weighs heavily on the Carbonfibre, however, forms the transmission tunnel and rear result. The 570S is a deeply exciting bulkhead. Audi says ASF makes and communicative drive, a sports the new R8 50kg lighter and 40 per car that steers like a supercar and cent torsionally stiffer than the first generation, but at 1 454kg offers huge savings over its Italian dry it remains the heaviest car on rival from the class above. Just test: the aluminium Ferrari weighs imagine if Ferrari stepped down to 1 370kg, the carbonfibre (with aluminium panels) McLaren 1 313kg. the McLaren’s level with a new V6 Dino; then we’d have a proper scrap on our hands. Today, the McLaren can hold its head high with a strong second. That the Audi R8 V10 Plus slips into third place is testament to the quality of this group, not a particular failing on its part. When it goes on sale locally in July, it’ll be the cheapest car here by far at an indicative R3-3.5 million, packs a firecracker of an engine, and melds sensational dynamics with the most useable ownership proposition of the bunch. If you need one supercar to do everything, buy the Audi. Right now, tank brimmed, sun setting, roads clear and dry, I’m getting another fix in the Ferrari. tc

1st

Even when handicapped by a cartoonish pricetag the 488 monsters all before it. So many superlatives, so little time

3rd

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WHILE THE BEAN COUNTERS WERE OFF SICK Every now and again a mainstream car maker unveils a vehicle that has most of us asking, ‘Where the heck did that come from?’ Conceived in moments of great courage or sheer madness, either way we are glad these off-beat machines exist. This month it’s the turn of Subaru’s rare GT, the SVX Words Mike Monk Photography Desmond Louw

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UBARU IS ONE of the motoring world’s most enigmatic manufacturers, offering a relatively small range of vehicles centred upon horizontally-opposed engines and a four-wheel drivetrain. The company only really began to light up radars 20 years ago when its participation in the World Rally Championship – which began in 1980 – rose to prominence with the introduction of the Impreza in its distinctive blue-and-yellow State Express 555 livery. It scored a hat-trick of WRC manufacturer titles from 1995 to 1997, the team ‘driven’ by Colin McRae, one of the sport’s more heroic characters. And, of course, the whole set-up was immortalised by a series of PlayStation games that developed a cult following that is still revered today. So, having established a sporting pedigree, offering a GT would seem to be a natural

Subaru SVX spin-off, but only one such model was ever produced. The Subaru Alcyone SVX concept was revealed at the 1989 Tokyo Motor Show. Designed by ItalDesign’s superstylist Giorgetto Giugiaro, the SVX (Subaru Vehicle X) was an aerodynamic tour de force, boasting a drag coefficient of just 0.29 – remarkably low for a production-viable vehicle at the time. Low, long and wide, the evenly-proportioned design is all about rounded, flowing curves with what Subaru described as an ‘aircraft-inspired glass-to-glass canopy’. By virtue of shiny Obsidian Black Pearl paint and tinted glass, the whole darkened upper body gives the impression of being a glass dome, effectively disguising the A-, B- and C-pillars. What sets the design apart are the ‘sliding windows within windows’, which were claimed to limit buffeting but, in fact, are not very practical as their openings are less than conventional windows, especially the rears. The unidirectional 16-inch spoked-alloy wheels also add a touch of drama to the styling.

Scooby Who?

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SUBARU SVX Such was the favourable comment received at the concept’s reveal; it went into production two years later but without the Alcyone name for export markets. While Subaru had concentrated on flat-four engines, for the SVX a new 3 319cc sixcylinder motor was developed, featuring dual overhead-cams per bank, four valves per cylinder and multi-point fuel injection. An interesting technical tit-bit about the engine is the valve actuation: the inlet cams are operated by helical ‘scissor’ gears working off the belt-driven exhaust cams. The flat-six pumped out 160kW at 5 600rpm and 309Nm of torque at a high 4 800rpm. It was mated with an electronically-controlled four-speed, torque converter autobox that offered manual override and an economy mode. And, of course, electronically-controlled permanent fourwheel drive. Under normal driving conditions, Subaru’s Active Torque Split System delivers 35 per cent of the drive to the front wheels, but reapportions the split as appropriate if slip is detected. Steering is via speedsensitive rack and pinion. The aero-look 7.5JJ alloys are shod with 225/50ZR16 rubber and ventilated discs all round – 302mm diameter up front, 290mm at the back – provide excellent stopping power with the help of ABS. Christie Engelbrecht’s Satin White Pearl metallic SVX is one of only 18 that were imported into SA in 1992. It is a well-used example with 212 000km on the odo although these days it is used purely as a pleasure car rather than everyday transport. Christie is a Subaru fan, having owned nine different models over the years and is a member of the marque’s local owners’ club. He hankered for an SVX from

Styling is an amalgam of smooth contours. Dark upper body a distinctive element

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Full-width spoiler was an optional extra and enhances the overall appearance

the moment they arrived in the country and fulfilled his dream after persuading the owner of the Subaru dealership in Somerset West to sell him his car. It was originally owned by a director of Subaru SA before being passed onto the dealer where it was used as a mobile advertising/ promotional vehicle. Fitted with the optional rear spoiler from new – were any SVXs sold without the wing? It just looks so part of the overall design – the car is original, having withstood nearly 25 years of use remarkably well. Christie did buy a set of Subaru’s Impreza-like gold-painted wheels for the car but fitted the originals for our photoshoot. Even among more modern machinery, the SVX still looks distinctive. Other than minimal under-bumper spoilers, slightly flared sills and a subtle crease line over each rear wheelarch, the overall smooth contours bear testimony to the car’s wind-cheating shape. The upper front air intake blends in with the shallow, wraparound headlamps, the full-width effect copied at the rear. There is a kick-down in the waist line at the base of the A-pillar that accentuates the car’s profile. One of the advantages of a horizontally-opposed engine configuration is that it is shallow, which not only allows for a low bonnet height, but helps create a low centre of gravity. The SVX benefits from both. Low slung it most certainly is, and the fully-adjustable steering wheel tilts upwards to allow for easy entry and exit. Oh, and an arm extends from the B-pillar offering the seatbelt. Fixtures and fittings inside the cabin still have a solid feel and operation. Leather upholstery is complemented with the

NEXT MONTH

TOYOTA MEGA CRUISER

SUBARU SVX Price n/a Engine 3 319cc, 24v, flat-6 petrol, 169kW @ 5 600rpm, 309Nm @ 4 800rpm Transmission 4-speed auto, 4WD Suspension MacPherson struts, coil springs front, coil-over shocks, transverse link, trailing arms rear Performance (est) 0-100kph in 8.7sec, 230kph, 12.0ℓ/100km, 287g CO2/km Length/width/height 3 795/1 830/1 250mm Weight/made from 1 650kg/steel On sale 1991-’96

use of suede-like coverings across the facia and on the door armrests, and the obligatory (for the 1990s) plastic wood inserts for the hang-down centre console and instrument binnacle. All the switchgear is easy to identify and sensibly sized. The seating position is rather more ‘lie in’ than ‘sit in’ but there is no questioning the panoramic view. The bolstered seats are comfy, and despite the car’s low stance there is even adult feasible +2 seating at the back. Electric driver’s seat adjustment, cruise control, headlamp washers, air-con, electric windows, a tilt sunroof and a sound system were among the standard features. On the road, the SVX delivers all the right Gran Turismo attributes. The flat-six’s exhaust note lacks that characteristic Scooby bark unless pushed towards the 6 500 rev limit, but despite the high torque peak it pulls strongly in all of the transmission’s long gears. Quick rather than rapid – 0-100kph under nine seconds – it will cruise all day long at high averages without fuss. However, find a set of bends and the SVX really shows its mettle, cornering flat and neutral throughout. Sure, the ride is on the firm side but this is to be expected from what is a fairly heavy GT. The SVX stands as Subaru’s only GT – the current BRZ is a compact sports car developed in tandem with the Toyota 86. It is a rarity in SA – around 25 000 were sold world-wide, 7 000 in right-hand drive – and there is a lot to admire in its conception. After sampling Christie’s example, we can only ponder at why the company has never produced a follow-up. tc

In the July issue we take a look at Toyota’s equivalent of a Hummer. Capable of just about anything that could be expected of an all-terrain vehicle developed for military, public service, institutional and private use, it was immensely capable yet simply failed to make the headlines. Nevertheless, we go for a drive and reveal just how mega this vehicle really is.

Interior trim features all of the must-haves for a ’90s GT – leather, suede and plastic wood. Still manages to look classy

Clockwise from above: Subaru’s first flat-six motor sits low in the engine bay. A helpful arm delivers the seatbelt. Sunroof part of a glassy superstructure. Window within a window

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TOPCAR.CO.ZA | June 2015

Advertorial – Infiniti Q50S Hybrid

Quite possibly the finest vantage of the sinewy Q50 exterior

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INCE ITS LAUNCH into the South African market, Infiniti’s Q50 has earned a reputation for itself with an audience that holds individuality and cutting edge technology in the highest regard. In a fiercely competitive, often hum-drum sedan market the Q50’s styling, as well as its approach to innovation, leaves no doubt as to who it is appealing to – forward thinkers who appreciate tradition, but prefer it with a twist.

Designed for the exceptional

Infiniti’s Q50S Hybrid executive sedan combines power, sharp looks and the kind of cuttingedge technology that places it squarely at the forefront of automotive development.

Witness the Q50’s form; the heavily sculptured body reflects a refreshing originality – and excitement - even as it ticks the boxes for increased space, ergonomic integrity and corporate identity. In a nutshell it’s instantly identifiable, from the signature “double arch” grille up front with its three-dimensional, textured quality, to the distinctive LED headlights and assertive daytime running lights, inspired by the human eye. That organic quality extends to the lines flowing to the rear, the waistline unapologetically dramatic, an animated sweep to the integrated spoiler and sports-inspired rear lights. Two things stand out – the impressive glazing, offering industry-leading visibility all round; and the hunkered down, ready for action attitude of the front. Even standing still it possesses a sense of movement.

Direct Response, immediate power That sense of energy feeds through into the engineering. Q50 across the range puts the accent on rewarding power delivery, and no model does this better than the flagship Q50S Hybrid. The advanced Direct Response hybrid power June 2015 | TOPCAR.CO.ZA

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Advertorial – Infiniti Q50S Hybrid

train combines the muscularity of a 219 kW 3.5l V6 with the added surge of a 50kW electric motor. Combined, the car is capable of astonishing turns of speed (0-100khr in 5.1 seconds), harnessed in a way that prioritises seamless delivery. The unit’s greatest strength is its torque characteristics, a spectacular 536Nm, which translates into immediately available power from stand-still. Thank the Intelligent Dual Clutch Control for that – it ‘manages’ the instantaneous delivery of power from both electric and combustion engines.

Information overload? Not really, everything’s in its place with every detail you could desire spoken for

The mark of a car with the fuel consumption and environmental footprint of a small hatchback, plus the raw power of a large executive saloon

Taut metalwork pulled over an athletic chassis, clues to the Q50S’s performance credentials

The weight of the thing Direct Adaptive Steering Once on the move, Q50’s ride and handling characteristics reflect that same mainstream-with-atwist ethos. The segment standard is now frankly excellent, with both suspension and steering properties across the industry of the highest standard. To change things up and lead the pack, Infiniti’s Direct Adaptive Steering brings revolution to the art of engineering. Simply put, the fully electric system, monitored hundred of times a second, reads road, driver and chassis dynamics to constantly update and enhance steering feel and input, allowing the driver more adaptability than ever before. More control and precision too. In the cockpit, via the Infiniti InTouch™ screen, the driver can choose how much steering assistance and feedback they prefer as well as tailoring the feel and weight. Ultimately the idea is to give the driver a secure and confident feeling at the wheel, free from unnecessary steering kickbacks or vibrations, which in turn translates into reduced driver fatigue.

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coming revolution in piloting driving, the company has responded by creating a menu of innovative systems that make safe driving simple; their Forward Emergency Braking alert and Forward Collision Warning, Lane Departure Warning and Lane Departure Prevention have been widely lauded. But it’s the Active Lane Control that stands out; ALC is particularly innovative, helping the driver make fewer steering corrections on freeways. The system uses the same camera-based system applied in the other warning systems and monitors the lane ahead, then, through the Direct Adaptive Steering, nudges the car gently back into the middle of the correct lane. These minor corrections are especially useful in heavy crosswinds and road crowning. Q50 is Infiniti’s car of the future, ideally placed to be at the forefront of the design and technical revolution sweeping the motor industry. While others scramble to catch up, Infiniti’s forward planning and insistence on staying ahead of the pack are paying dividends. tc

SPECIFICATION Engine: 3,5-litre V6 petrol plus 50 kW electric motor Power: 261 kW6800 r/min Torque: 536 Nm @5000 r/ min 0-100 km/h: 5,1 secs Top Speed: 250 km/h Fuel Consumption: 6,8 L/100 km CO2: 159 g/km Transmission: seven-speed auto Maintenance Plan: 5 years/100 000 km

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TECH KNOW The innovations transforming our driving world

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RENEWABLE ENERGY For future mobility to be genuinely green its energy has to be entirely clean – which means renewable sources. Trouble is, solar panels only work in daylight and wind turbines are sometimes switched off to regulate supply. To maximise efficiency, this energy needs to be stored while it’s available.

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VEHICLE-TO-GRID Nissan reckons the perfect vehicle for this storage is the electric car. Top up its batteries at a renewable supply, then plug it in at home, not to recharge but to power the house. Older batteries can even be recycled as scalable, affordable static storage for solar arrays at home.

The charge towards tomorrow’s fuel station Driver-less charging trips, a handy buffer for the national grid and a mobile charger for your house – your autonomous EV will be busy. By CJ Hubbard

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AUTONOMOUS MOVEMENT Without the need to plug in a lead, autonomous cars could charge themselves, allowing several to share a single wireless charger without squabbling. Great for existing urban areas where a charging point per car is physically impossible.

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WIRELESS CHARGING Already well into development at many OEMs, wireless charging does away with plugs and leads and uses inductive technology instead – instant convenience. Imagine charging pads in the road at every traffic light, topping you up while you wait for green.

ILLUSTRATION: AERIFORM

MAGINE NEVER having to visit a fuel station in the future. Not just because we’ll all be driving electric cars and traditional petrol stations will have been reclaimed as parkland for fluffy rabbits, but because your autonomous car will nip off to politely queue at the wireless charging pad at night, topping itself up for your journey to work in the morning. Follow this concept through and you’ll only ever need to physically plug in your EV when you want to charge your house, supplying it with renewable energy generated at times of peak efficiency and stored in the car. Or perhaps when you want to sell the car’s excess juice back to the grid. Sounds far-fetched? Nissan is already working on it, and the requisite technologies are in the nascent stage of commercialisation. Together with architects Foster and Partners, the world’s biggest volume EV manufacturer has spent the last 12 months trying to figure out what the fuel station of the future might look like. The findings? That they won’t exist, and that their spiritual successor might be the electric car itself. ‘I think we both started out with the idea that this [fuel station of the future] might be an electrified version of an existing petrol station,’ says Foster and Partners’ head of design, David Nelson. ‘But as we got into the discussion, we realised there’s a bigger picture.’ That bigger picture traverses the tricky ground of selfcharging autonomous electric cars – both technologies that are already in the pipeline. A BMW 7 Series can already park itself in a garage, and BMW is working with Daimler to standardise induction charging – while also tackling the peaks and troughs of renewable energies’ patterns of supply and demand. As Nelson points out, ‘The big problem with renewable energy is: how do you store it? You’ve got to put it into a grid, and the grid may just let it dissipate because the demand isn’t there that day.’ Equally, solar panels aren’t much use after dark, and nor are wind turbines if you can’t leave them running. So why not pump that electricity directly into an electric car while it is available, and then drive it home to be redistributed when those renewable sources are offline. Recycled EV batteries could be used as static storage cells; Tesla’s Powerwall offers home energy storage, admittedly from solar cells. So Nissan, and other car makers, are rapidly pursuing all these concepts. director of Nissan’s electric vehicle business unit, Gareth Dunsmore, believes electricity will soon become another ‘sharable economy’ and refers the cynic to the ‘vehicle-to-grid’ trials currently taking place in Denmark. ‘For me,’ he says, ‘both vehicle-to-grid and second-life batteries will be commercialised in 2016. So this is now. In The car goes full five years’ time it will be commonplace.’ He circle, from hated admits that the legislative challenges are polluter to enabler of a renewably ‘huge’, but points out, ‘We’ve spent the last powered utopia five years pioneering electric vehicles and really trying to drive legislation to allow for the adoption of electric vehicles, so we’ve built up all the right contacts.’ Besides, ‘Governments have to change – or they will fail on their [environmental] commitments.’ When it comes to cost, Dunsmore also points out that it’s ‘an awful lot cheaper to put in a charger than a petrol station’. Nelson adds that upgrading to wireless and then autonomous systems is ‘just a question of evolution and time’, especially since this solves the space-limited infrastructure legacies of existing cities by allowing vehicles to share a single charging point automatically. ‘You’ve got to start somewhere. And a starting point where there is a level of distribution in urban streets would be very, very good.’ June 2016 | TOPCAR.CO.ZA

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TECH KNOW Tyre guru Richard Durance: ‘we’ve improved rolling resistance by 20-30%’

The next big things Tyres made from dandelions? Continental’s auto engineering boss Richard Durance on the tyres of the future, Chinese knock-offs and geckos’ feet

> WE CAN tune each tyre for individual OEMs, so even though two tyres might look identical, each can be specific to a certain car. The steel belt, ply material, apex and reinforcements in the bead area can all be tuned, and it has a big effect on how forces are transmitted, as well as the compromise between comfort and steering response. For instance, we can make the apex in the bead area taller, which increases steering response, but sacrifices comfort. Make it smaller and the reverse is true. It’s all about finding that compromise. > WE ARE investigating how we can manufacture tyres from dandelions. It involves refining the latex we require from the stalk. It’s

Does it work? Ford Mustang Line Lock

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possibly the tarmac. Line Lock limits itself to a 15-second countdown, but the mechanically sympathetic will cry uncle on the Mustang’s behalf well before then, such is the system’s appetite for tyre destruction. Given this, it’s remarkable that Ford confirms using Line Lock won’t invalidate the warranty. But using your shiny new Mustang on track will. Hmm. CJ HUBBARD DID IT WORK? Hell, yes – although creating house-sized clouds of smoke is probably best not made a habit. Which may explain why the dashcluster instructions are somewhat pernickety. Still, if you do miscue, the 306kW V8’s 530Nm so easily overwhelms the rear brakes to spin those tyres that it’s only concern for disc/pad longevity that justifies Line Lock’s existence. Almost.

Hooliganism thinly disguised as technology

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READY!

AIM!

FIRE!

Use the steering-wheel joypad to access the Track App menu, then Line Lock. ‘Hold OK to initialise’. Very Tony Stark

After the thumb workout comes the foot workout – press the brake pedal HARD or Line Lock won’t activate. Show no sympathy

Hit OK again, and when the brake pedal goes light, flatten the accelerator. 15sec is a surprisingly long time. Sorry, neighbours

RICHARD PARDON

VER WONDERED what Ken Block smells like? Well, Ford now offers you the opportunity to find out – all thanks to the Line Lock system that’s part of the Track App package on the Mustang GT. The theory is simple: engage Line Lock, roast rear tyres until you can no longer see. Does it work? We obviously had to find out. In the name of science. You understand. Ford’s innovation is the electronic Line Lock activation, which locks the front brakes while keeping the rears free, thus allowing them to spin. Our chosen test subject was the least racyseeming Mustang V8 we could lay our hands on – a convertible fitted with the automatic gearbox. Sure enough, all it takes is a few prods of the steering wheel-mounted buttons and you too can melt the rear Michelins. And

Smells almost more like burning tarmac than burning rubber. Ah…

INTERVIEW BY BEN BARRY

> CONTINENTAL STARTED out by rubber-skimming aircraft wings in the early 1900s. Now we have 205 000 employees in 53 countries and annual sales worth €34.5 billion. Only 28 per cent of the business relates to tyres, and much of the remainder is brake systems, chassis technology and stability control systems. > OUR BLACK Chili compound was originally developed for bicycle tyres in 2005. It’s a special polymer combined with other raw materials, and was first used on the ContiSportContact 5 in 2010. It adjusts to the surface and keys into grip, helping to force away water. Black Chili also uses small suction pads like geckos’ feet; they’re microscopic.

too early to say if these tyres would give us the correct properties, and I’m not sure on yield per acre, but it will reduce the amount of synthetic oil required. > THERE ARE three conflicts to tyre performance: rolling resistance, wet performance, and wear. If you improve wet performance by 2-3%, the tyre might wear 15% faster. Tyre life has improved over the last couple of decades, but you have to consider how both vehicle dynamics and performance have improved. Tyres are now asked to do a lot more, even though we’re not always conscious of it. > TYRE COMPOUND accounts for 50% of rolling resistance. No-one wants to compromise on other factors while decreasing rolling resistance. In fact, we’ve improved rolling resistance by 20-30% since the 1980s, despite larger, wider tyres, but I think a 2% per year is the limit. We’re trying to achieve even lower rolling resistance for electric cars. > A TYRE’S compound is so important to safety and performance, it’s not just about the tread pattern. A Chinese company copied our tread pattern exactly, and we did tests to show that the stopping distance was massively longer. > WE ARE looking at different polymers for run-flat tyres that react intelligently when put in a different load environment. For instance, a sidewall that can flex to give good handling, comfort and low rolling resistance when fully inflated, but the characteristics change to create a much stiffer sidewall in the event of tyre pressure loss. So you get the advantages of run-flat technology while minimising any negative attributes.

Volvo’s turbo lag solution is just hot air It’s called ‘PowerPulse’ – one quick squirt and you’re spooled up. By Ian Adcock

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AVE THE SWEDES cracked the perennial issue of turbo response in diesel engines? While Audi tinkers with electrically powered boosters and BMW pursues triple turbos, Volvo boffins have come up with a simple alternative: compressed air. Called ‘PowerPulse’, the patented system is fitted to Volvo’s latest D5 diesel engine and will be offered first in the new V90 estate. It’s being touted as a quickly available, cost-effective alternative to 48v e-booster systems. ‘We looked at e-boosters, but they require a 48v

electrical loom, a larger alternator and an auxiliary battery, and that didn’t fit in with our new modular engine strategy,’ says Volvo development engineer Ragnar Burenius. ‘And nor do we think they are industrially mature yet.’ Even though the D5 engine features two sequential Borg-Warner turbos – a 38mm turbo feeding a 53mm one – to help reduce lag this is further aided by a pulse of compressed air injected into the exhaust manifold, spinning the smaller turbo from idling at 20 000rpm to a fully operational 150 000rpm in 0.3sec. Burenius claims the unique technology is ‘significantly’ cheaper than a 48v e-booster for the same result and could be scalable for different capacity engines. But could it work for a petrol engine? ‘It’s theoretically possible, although there would be a big question of how it would interact with the after-treatment system…’

Volvo’s revised D5 turbodiesel engine: ‘PowerPulse’ uses compressed air to deliver the power sooner

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Pressurised air tank An electrically-driven compressor and a pressurised air tank are added to the powertrain in the space that houses the hybrid elements in other engine variants. Fresh air from the air filter is stored in the 2.0-litre tank at 12 bar and is constantly re-charged to ensure there’s a supply of pressurised air while driving or after being parked for any length of time.

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More power, delivered earlier The key is when and where the power is delivered. The new engine delivers twice as much power within a second of acceleration from a standing start as the standard D5. It also reaches peak power earlier, marginally out-dragging 3.0-litre rivals over the first 60m.

Relative Power

3 More than twice the power

PowerPulse Baseline Time (s)

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Controlled by right foot

A tale of two turbos

The injection is triggered by the driver’s throttle action, for instance at launch or during transient overtaking manoeuvres. A pulse of air, nominally at 12 bar and lasting about a tenth of a second, is injected into the exhaust manifold creating a very sudden pressure increase which speeds up the smaller turbine.

The smaller, high-pressure turbo is predominant up to around an engine speed of 2 500 to 2 750rpm depending on driving conditions, ie, steady state acceleration or transient, before handing over to the bigger, low-pressure turbo which is now running at optimal speed of 160 000rpm for maximum boost.

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

24-HOUR LEGO LE MANS RACER

A real Le Mans car will set you back about a gazillion Rand. This highly detailed Lego car won’t. There’s an optional motor set too so you can pretend you’re a real mechanic and fiddle to your heart’s content – the V8 engine has moving parts! $129 (+/-R1 760) www.shop.lego.com

SLICE THROUGH THE GEARS SAMURAI SHIFTER

Shifters come in all shapes and sizes, but none give you the feeling of winning a race and a fight like half a samurai sword! Available in 6, 8 and 10-inches and different colours. Hiiiiiyaaaaa! $64 (+/-R885) www.jonmotoring.com

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STUCK IN THE MUSICAL PAST? WIRELESS CASSETTE ADAPTER

Now here’s a perfect way to transform your old-school tape deck into a Bluetooth music receiver that allows you to stream music from your phone. There’s even a built-in microphone for hands-free calls using your car’s speakers $30 (+/-R420) www.ionaudio.com

JAGUAR JEWELLERY WITH A PURPOSE JAGUAR F-PACE WRISTBAND

The Jaguar Activity Key is a black rubber wristband that’s not only waterproof and shockproof but can also unlock your car, in this case the F-Pace. Ideal for those with a penchant for water - or extreme sports. $400 (+/-R5530) www.jaguar.com

MEASURING STUFF JUST WENT ELECTRONIC ETAPE

It was only a matter of time before technology reworked the handyman’s best friend – the measuring tape. The eTape16 digital tape measure does everything whether it be inside or outside measurements. You’ll want one just for the sake of having one. $30(+/-R420) www.etape16.com

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

OUR CARS

MONTH 9

VW TOUAREG LUXURY 3.0 V6 TDI 4MOTION

R-LINE

RECREATIONAL VEHICLE?

More like Rescue Vehicle

Jump-starting cars was so last month. Now we’re saving pups. By Calvin Fisher

Joker in the pack – Fisher on the lookout

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OUR CARS

Ups/downs Soft in the right places (suspension) Strong in others (tenacious gravel gobbler) And quick too, the perfect puppy-rescue chariot Fuel consumption bucks the downward trend, remains at 10.5ℓ/100km. Blame Sam

Bust – Sam’s AWOL ‘hood cruising days are over – for now. Touareg great recovery vehicle

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SUSPECT THE new dog is a mix. Her name is Sam and she’s the sister of my other Staffie, Joker. But she’s different somehow. ‘Ooh, she’s a pure bred she is, better keep her safe at home before somebody steals her’, they said. Bull! She’s at least 50 per cent kangaroo, as evidenced by the manner in which she scales the ever taller fence in our backyard. She’s also at least 75 per cent reincarnated Harry Houdini for the same reason, always escaping into the greater part of the property. She’s got Joker doing it too now, the schmuck. In fact she used his Schwarzenegger-like frame and burly shoulders, sinewy like lead liquorice, to coax open the massive steel gate that leads to the street (and freedom). It was only when Touareg and I trundled home an hour later that we discovered what looked like a home invasion, but was ultimately a dog escape. Except for a very lonely but ever faithful Joker who had remained put. I’d later find out via Facebook (of all places) that Joker and Sam, or Cerberus as I like to call them collectively, were out on the

prowl until a good Samaritan found them. Joker evaded the helpful neighbour and bolted home but Sam, once caught, was dropped off at the nearest vet some 5km away. Since the gate was now a proven exploit, I had no choice but to chuck Joker into the Touareg’s plush passenger footwell and take him along for the ride. We were on the move. Yes sir, this is when you need a faithful companion most, I refer to the mammoth VW of course, its auto transmission allowing me the freedom to fully express my disappointment with said pup, not just vocally but with wild gestures from my left hand as well. I’d already fingered the vet’s location into the GPS navigation and I was well on route. It was peak hour but I was hustling against the flow, racing the navigation lady and thanks to the 180kW and 550Nm from the Touareg’s V6 turbodiesel was able to halve the time to the doggie doctor. Alas, only to be told that Sam had just been transferred to the PDSA some 20km away and – oh the horror! That would stick me into the most devilish of Cape Town traffic. No matter, I had to rescue Sam who at this point I still presumed was an innocent, so Joker and I clambered aboard the lofty ride once more and set forth on our rescue mission, the sequel. Sport suspension, yes please, and while you’re at it I’ll have the more aggro shift option via the auto as well. The PDSA closed at 5. We left the vet at 3.55pm and against all odds arrived at our destination at 4.25pm despite the last 1.5km being the most scarred and pockmarked dirt road I’ve ever encountered, and all of this in a downpour. So imagine my dismay when I discovered the PDSA was closed for the night. Sam, had earned herself a night out. With a more docile array of vehicle settings restored, we pointed the VW homeward for a night without her. At 7.55am the following morning I was back in my mud slathered VW for a successful collection and indeed a reunion between myself, man’s-best-friend… and that bloody naughty dog. @Calvin_Fisher

LOGBOOK VW TOUAREG LUXURY 3.0 V6 TDI 4MOTION R-LINE

> Odo reading at start/now 1 204/10 182km > Distance covered 8 978km > Fuel consumed 941.16ℓ > Average fuel consumption 10.5ℓ /100km > Service interval 15 000km > Service cost Covered by 5-year/100 000km service plan

> Total fuel cost R10 029.98 > Running cost 1.12c/km June 2016 | TOPCAR.CO.ZA

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MONTH 10 MAZDA 6

Ups/downs Bedding down nicely Wet weather may not be its forte

E

L NIÑO notwithstanding, Easter sees the onset of the Cape winter and this year it was spot on – the Sunday egg hunt was postponed due to inclement weather, gutters overflowed and forgotten leaks required attention. And the roads, bone dry after the worst drought in years, suddenly resembled Grand West ice rink and all the holiday day-trippers Torvill and Dean as they slid about in the slick. Cue the Mazda 6, required, as usual, to trek the 65km to work on Tuesday morning through a drizzly grey snotfest. The solid, self-assured plantedness that is its trademark evaporated in the rain and I was back in 1983, powering up the N3 past Pietermaritzburg in a Zimbabwe registered Renault 18, towing a trailer. Not La Regie’s finest hour the 18, front-wheel drive, soft like a marshmallow, built to last a week and appalling under power, especially up a hill, towing two Honda 50s and a tea chest full of varsity books. Limited traction due to the load was further exacerbated by the N3 doing a passable impression of the Limpopo at the time, and aquaplaning was so bad frequent stops were called for, as much to calm frayed nerves as wait

for the deluge to pass. The 6’s issue is not front-wheel drive; the delivery setup is excellent on a decent day, with minimal torque steer, even the dumping of up to 420Nm of twist at any given time hardly an issue. Rather it’s the aquaplaning that’s on trial here, and once again the spotlight falls on the car’s choice of tyres. Those very fly 19-inch Bridgestones that have BMW and Audi owners stealing envious glances, have their downsides, as we’ve noted before; ride is on the hard side. Turns out the 225/45R19 Turanza T001s are not ideal wet weather feet either, especially at speed. The issue seems to be expulsion of water through the pattern – at lower speeds they do a mostly decent job, borne out by positive low speed wet weather reviews in the online chat rooms. But as the speed and the amount of water increases, things get slippery, and once or twice it was unnerving, an experience shared in the self-same chat rooms. Not ideal for a tyre that professes to be a touring specialist (highway driving). Forewarned; we’ll see how things stack up in the closing months of the test, as the Cape (hopefully) delivers its life-giving bounty. @pefrost

LOGBOOK MAZDA6 2.2DE DYNAMIC

> Odo reading start/now 60km/16 223km > Distance covered 16 163km > Fuel consumed 1307ℓ > Average fuel consumption 8.08ℓ/100km > Service interval 15 000km > Service cost Covered by the 3-year/unlimited km service plan > Total Fuel cost R14 952.02 > Running cost 92c/km

Slip-slidin’ away Winter is upon us. Choose your transport carefully. By Peter Frost

108

TOPCAR.CO.ZA | June 2016

OUR CARS Ups/downs Long wheelbase a boost to practicality Audible signs of chassis twist

Range extender Clio’s thirst for unleaded is dissipating, great, plus it fits a bike which extends its range infinitely, well, to the nearest coffee shop at least. By Wayne Batty

W

forced to do a full knees-toE’VE HAD this MONTH 5 stomach crunch to get out. If you particular Clio for five months now during RENAULT plan on ferrying anyone with reduced mobility, such as myself which time we’ve CLIO after a bike ride, then the Clio covered nearly 6 000km – enough to 1.2 EDC wins. That additional 119mm has give an accurate indication of its thirst, definitely come in handy when usefulness and short-term durability. transporting my bicycle too, though I Fuel efficiency: Given that it covers 72km of wouldn’t want to be unclipping and reheavily clogged freeway plus plenty of low clipping the parcel shelf too often as the force speed stop-start urban sprawl on most days, required is a concern. However, the plastic the 1.2-litre turbocharged and dual-clutched bits haven’t failed yet despite frequent use. Clio’s current average consumption of Durability: Just about every storage spot or 7.4ℓ/100km is pretty respectable. And, based hidey hole up front is used on a daily basis. on the last two tanks, which both delivered more than 600km thanks to partial use of the Phone, garage remote, house keys, sunglasses, wallet and grande latte all share centre throttle-response-killing Eco button, I’m console real estate. Potential for scuffing is expecting that to drop a little more. high, yet all the surfaces appear to be holding Usefulness: At 2 589mm, the Clio has the up really well. Even the piano black longest wheelbase in its class, beating the touchscreen housing is still showroom ready. best-selling Polo (2 470mm) by around 12cm. No issues there. Neither could be classified as spatially I’ve banged on about it a few times now, but luxurious, but, and I’ve tested this personally, these traffic calming speed bumps that have sitting for any length of time in the back of sprouted all over my neighbourhood are a real the VW is more taxing. What’s more, you’re

pain. Mine have a recommended speed of 30kph, but hit them at anything near 25kph in the Clio and you’ll think you’ve driven into a wall. Man are those shocks getting a workout. The other day, while giving a strolling family a wide berth, I rolled over one at an angle accompanied by the sounds of a creaking Pirates of the Caribbean vessel. Intrigued, I tried it again with the next one. Sure enough, body flex was to blame. Still, in a family hatchback I’ll happily trade a bit of torsional rigidity for the Clio’s light mass and usefully-sized cabin. LOGBOOK RENAULT CLIO 1.2 EDC

> Odo reading start/now 120/5 961km > Distance covered 5 841km > Fuel consumed 428.22ℓ > Average fuel consumption 7.33ℓ/100km > Service interval 1-year/15 000km > Service cost Covered by 3-year/45 000km service plan

> Total fuel cost R5 017.61 > Running cost 86c/km June 2016 | TOPCAR.CO.ZA

109

Three-wheel Nomads, best kitten sleep spots, COTY finalist and wife’s unflattering fridge poetry I endure dailly

Ups/downs Tying up loose ends… …finding there are more than you thought

Betwixt

I

T’S THE penultimate CITROËN C4 update for our long-term Cactus CACTUS and like that episode each series of your favourite sitcom has where they don’t have enough to fill an entire episode so they scratch together a bunch of small snippets – so we must visit all the bright ideas that might’ve been for le Cactus over the last 11 months. In my mind the best of these was to recreate the C4 Cactus Aventure concept from the 2014 Geneva motor show (pictured top). With the Aventure concept they wanted to imbue it with some off-road cred. Bring on the roof racks, cargo box with auxiliary lights, camo-like paint scheme, aventure decals, knobbly Mud-Terrain tyres, badass black wheels and a GoPro camera so your passenger can record the off-roading exploits. Aside from the additional front and rear nudge bars, we thought we could make a good go of adding Aventure cred to our own Cactus, so we got in

MONTH 11

110

TOPCAR.CO.ZA | June 2016

Into the home stretch for our Cactus in month 11 By Ray Leathern touch with Thule for an appropriate roof rack and cargo box setup and after our intrepid reporter Peter came back from the wild coast raving about the latest General Tire ATs, so we thought we’d grab a set and stick them on, too. We’d pop down to Wizards, print some silly decals; stick our office GoPro on the bonnet, and voila: no one could say our Cactus wasn’t a genuine mud-plugger anymore. Alas, when we told Citroën they liked the idea but weren’t happy with us sticking a bigger set of AT tyres on the car, fearing it would void the warranty, so we thought better of it and merely drove around with the Thule Touring S roof box, which as you read last month, came in handy during a recent camping trip. Additionally, the C4 Cactus was also one of this year’s 12 Wesbank/SAGMJ Car of the Year finalists. Each year there seems to be a slot reserved for at least one French car but this year Citroën’s PSA sibling, the Peugeot 308, made the final cut as well. Driving each back-toback over the same Gerotek proving ground revealed interesting similarities and differences

between the two. The most obvious being the interior build quality of the Peugeot which easily bests that of the Citroën’s; and yet it’s the Cactus – with its lounge chair seating, standalone driver’s display and squared-off door trim and facia – that feels more airy and relaxing. The straight-line performance of the 1.2 e-THP in each felt identical, and more than ample at Highveld altitude, and on the tight handling circuit I quickly realised I’ve been way too forgiving of the Cactus’ roly-poly handling – the Peugeot darting into corners with surety and poise at the slightest twitch of its small steering wheel. Neither was able to beat the excellent Volvo XC90 to the crown, however, but the C4 Cactus certainly made a good go of things. For me it’s COTY performance was the best by a Citroën in recent memory. Ray@TopCar

LOGBOOK CITROËN C4 CACTUS

> Odo reading at start/now 2 105/17 672km > Distance covered 15 567km > Fuel consumed 946.3ℓ > Average fuel consumption 6.0ℓ/100km > Service interval 1-year/15 000km > Service cost Covered by 5-year/10 0000km service plan

> Total fuel cost R11 564.61 > Running cost 74.2c/km

OUR CARS

Batteries not included

MONTH 4

NISSAN JUKE 1.2T ACENTA

Ups/downs My new daily drive Dead battery

After spending many days in solitary confinement (the TopCar garage to be precise) our Nissan Juke finally gets a dedicated owner – me. By Aaron Borrill

I

FEEL SORRY for our bright-yellow Nissan Juke. See, Pacman as he’s been affectionately dubbed here at the office, hasn’t had a dedicated steward up to now. He’s been a bit of a bench warmer really, a handy stand-in for those occasions when there was nothing more pressing to be driven. As a result he’s usually parked alone in our garage gathering dust and looking all sorry for himself. But that wasn’t why his battery began acting up. Poor guy. I’ve kind of inherited him by virtue of my long-term BMW 335i GT going back to BMW head office so things are finally set to change for the better. More driving, more TLC and more attention are all on my agenda, just as soon as I get that battery sorted. After giving Imperial Nissan Parow a call the Juke was personally collected by the workshop manager to assess the problem and pin point the exact issue. It turned out the battery needed to be replaced and so a new one was ordered and fitted. In a happy coincidence, Pacman was also due for his annual service; talk about killing two birds with one stone. Once everything was completed the Juke was returned to us in fine fettle – washed, purring and mechanically sound. Top marks to Imperial Nissan Parow for keeping us in the loop and sorting everything timeously. Good service goes a long way. As a daily runabout the Juke is very different to Hunchy (my ex BMW 335i GT). The Juke’s manual transmission means the driving experience is more involving and

despite the much smaller 1.2-litre turbo engine it never feels underpowered thanks largely to the 190Nm of torque available from early in the rev range. My 335i’s adaptable powertrain meant I was able to relax in traffic and rely on its broad array of talents, warning chimes and driver assist systems to sail home in an almost vegetative state by selecting Eco Mode and letting the auto ’box do all of the work – I miss that but I also miss being part of the driving experience. Involvement in its truest sense is something that’s slowly being dialled out by manufacturers in their search for improved comfort and safety – I get that but nothing compares to changing gears manually. That said the Juke delivers a pretty decent level of interaction every time I’m behind the wheel and that’s something I truly appreciate. I look forward to the next few months with Pacman. @AaronBorrill

LOGBOOK NISSAN JUKE 1.2T ACENTA

> Odo reading at start/now 10 697km/ 13 657km > Distance covered 2 960km > Fuel consumed 247ℓ > Average fuel consumption 8.34ℓ/100km > Service interval 15 000km > Service cost Covered by 3-year/45 000km service plan > Total fuel cost R3108 > Running cost R1.05/km June 2016 | TOPCAR.CO.ZA

111

CAR SALES KEY INDICATORS

STILL ON A SLIDE The sales decline continues

T

IMES REALLY ARE tough for the retail motor trade as total local industry new vehicle sales continue to fall. The March statistics, issued jointly by the National Association of Automobile Manufacturers of South Africa (Naamsa) and Lightstone Auto, the independent provider of the South African new vehicle sales information to the Department of Trade and Industry (DTI) and the automotive industry, showed that local manufacturers and distributors sold 47 631 vehicles over the six market categories, with a further 27 714 being Renault hit back exported. By comparison, last month the strongly in March with both Sandero respective figures were 48 149/29 308, and for and Clio breaking March 2015 the totals were 55 389/34 025. into the top ten

MARCH 2016

Industry total 47 631 (-14.0%) Passenger cars 30 702 (-13.4%) Light commercial vehicles 14 507 (-14%) Medium & heavy commercial & bus 2 422 (-20.7%) Exports 27 714 (-18.5%)

Mercedes-Benz (2501), Associated Motor Holdings (Hyundai, Kia, Daihatsu) together with Amalgamated Automobile Distributors (4798) as well as Great Wall Motors (111) do not disclose individual model sales to Naamsa. Aggregate figures, in brackets, are included in the totals.

TOP 10 MANUFACTURERS

1 Toyota 2 Volkswagen Group 3 Ford 4 Nissan 5 GMSA/Isuzu 6 Mercedes-Benz 7 BMW Group 8 Renault 9 Mazda 10 Jaguar/Land Rover

8 740 7 360 6 807 4 123 3 341 2 501 2 409 1 600 916 873

TOP 10 PASSENGER CARS 1 Volkswagen Polo Vivo 2 Volkswagen Polo 3 Toyota Corolla/Auris/Quest 4 Ford Figo 5 Ford EcoSport 6 Toyota Etios 7 BMW 3 Series 8 Ford Fiesta 9 Renault Sandero II 10 Renault Clio IV

2 367 1 958 1 214 1 180 902 812 793 676 636 521

*Ratings exclude exports

TOP 5 LIGHT COMMERCIAL VEHICLES 112

TOPCAR.CO.ZA | June 2016

3273

3004

1369

1341

TOYOTA HILUX

FORD RANGER

TOYOTA QUANTUM

NISSAN NP200

1042 ISUZU KB

NAAMSA COMMENTARY MARCH 2016’S aggregate new vehicle sales registered a decline of 14.0% year on year (y/y), while export sales also declined by 18.5% y/y. Affected in part by the Easter holidays, the passenger vehicle market, down 13.4% y/y, continued to experience pressure. However, the car rental industry had continued to make a positive contribution and accounted for 12.7% of new vehicle sales during the month. Franchise dealers were experiencing ongoing pressure on margins. Domestic sales of pick-ups, light commercial vehicles and minibuses totalled 14507, reflecting a decline of 14.0% compared with twelve moths ago. Model run-outs and model run-ins had played a role in the lower sales numbers. Sales of vehicles in the medium and heavy truck segments were 752 units and 1670 units respectively, registering substantial declines. In the case of medium commercials the fall was 31.3%, and for heavy trucks and buses the drop was 14.8%. Despite the significant decline, the export figure was expected to recover significantly over the medium term on the back of new Toyota Hilux exports to, firstly, Africa and then Europe becoming effective from April. For the year, vehicle exports should contribute positively to South Africa’s current balance of payments account. Export

sales during the second half of 2016 are expected to show strong upward momentum, while vehicle imports would probably continue to decline on the back of the projected lower domestic market. Domestically, against the background of a difficult economic environment and low GDP growth prospects, the likelihood is of double-digit new vehicle price increases as a result of Rand weakness and possible further interest rate hikes. Furthermore, the full impact of the drought on the economy was still to manifest itself. The consumer demand-driven new car market was expected to remain under pressure, declining by around 10% in volume terms. New commercial vehicle sales could perform slightly better on the back of some improvement in fixed investment in the economy during 2016. Other sources of encouragement emanated from the substantial improvement – for the second month in a row – in the Purchasing Managers’ Index, which at 50.5 signalled a possible improvement in business activity levels and manufacturing output over the medium term. In addition, the Constitutional Court ruling confirming South Africa as a Constitutional State and adherence to the rule of law could assist in improving the economic and business climate over the longer term, the Rand responding positively to the court’s decision.

40 221 (REPORTED) SALES SPLIT 84% 9% 4%

3%

WESBANK’S VIEW

‘T

HE MARCH PUBLIC holidays, combined with other economic headwinds, have had a very negative impact on the performance of new vehicle sales. With three fewer business days and consumers going away on vacation there was major disruption for car dealers,’ said Rudolf Mahoney, Head of Brand and Communications at WesBank. Demand for vehicles, as measured through the volume of finance applications received, was also negatively affected. WesBank’s data shows that new vehicle finance applications slid 20% year-on-year while demand for used vehicles declined 3%. Demand for used vehicles now outstrips that for new vehicles by a ratio of 2.36:1 – a figure last seen in December 2009. Year-to-date new vehicle sales are down 9.8% for the same period last year, with the passenger market declining by 8.5% and the LCV market by 12.2%. Total dealer channel sales have fallen 13.7%. By contrast, rental sales have grown 62.7% this year. ‘It’s safe to say that we’re now in a used market. Although demand softened slightly for used cars, it remains strong when compared to the rest of the market,’ said Mahoney. ‘The used-to-new sales ratio now sits at 1.5:1, indicating that consumers who previously bought new are now taking their budgets to the used market. Those who have cars are also choosing to hold onto them for longer, further affecting vehicle sales.’ At the WesBank Car Of The Year banquet held in March, the company forecasted that consumers would shift to the used market this year, resulting in total industry new vehicle sales declining by 12%. This view also takes into account the Reserve Bank’s revised prediction of low GDP growth and higher inflation. Interest rates are expected to rise over the next three years – in addition to the 50 and 25 basis points hikes already seen this year – and WesBank expects that South Africa’s foreign debt rating will likely be downgraded to junk during 2016.

TEN POSITIVE MOVERS A look at some individual successes lower down the sales chart.

UPS

A LOOK AT SOME of the manufacturer/

distributor movers and also-rans for March revealed good returns for some of the players despite a drop in overall industry sales compared with February. Jaguar Land Rover had an excellent month registering 873 units compared with 498 in February with only one of its nine model lines not achieving higher sales than the month before. Nissan also fared well, selling 4 123 vehicles compared with 3 778 last month – up by 345 units – while Renault’s total rose 317 units to 1600 in March. Among the smaller volume brands, Subaru (137 v 80) and Peugeot/Citroën (157 v 123) recorded worthwile gains. Among those who lost ground in March were GM/Isuzu (3341 v 3938 in Feb), VW/Audi (7360 v 7599), Mazda (916 v 1148), Honda 839 v 1001, Fiat Group (ouch, only 66in March v 148 in Feb) and Chrysler (305 v 366).

& DOWNS

Feb

Mar

Audi A3

285

445

BMW i3

12

25

Chevrolet Cruze

98

176

Citroën C4 Cactus

9

44

Datsun GO

351

407

Honda CR-V

66

171

Land Rover Discovery 4

60

173

Renault Duster

184

261

Subaru Forester

36

73

Volkswagen Tiguan

169

235

June 2016 | TOPCAR.CO.ZA

113

CAR SALES

HOW ARE YOU DOING? FIAT CHRYSLER AUTOMOBILES

F

IAT GROUP SOUTH Africa’s monthly sales figures currently do not make for encouraging reading, especially for Alfa Romeo and Fiat enthusiasts. Companion company Chrysler SA fares better in terms of volumes, which is good news for the conglomerate, but what lies ahead for the multinational? We asked Shane Howarth, head of marketing communications for the two companies, for some insight. What are Fiat Group SA’s overall plans and targets for 2016? 2016 will be an important year for Fiat Chrysler Automobiles (FCA) in South Africa, as we will launch a number of new models (the Fiat Professional Fullback, Fiat Tipo, 124 Abarth Spider and the Alfa Romeo Giulia to name but a few) that will allow our FCA brands to establish an important and strong presence in the local markets. As these models will allow us to enter different market segments, we will therefore aim to exceed our 2015 market share. What is the future for the Chrysler brand in SA? We will continue to sell the Chrysler 300C until the current stock is depleted, although customers can still order a 300C. The Jeep and Alfa Romeo brands are our premium offerings and the strategy for the Chrysler 300C will remain niche. The Chrysler Pacifica is not planned for SA as no RHD version was developed. What is the future for the Alfa Romeo brand in SA? In conjunction with our dealers, we currently are developing a plan to re-launch Alfa Romeo in South Africa. The €5 billion investment resulting in a new Alfa Romeo product line-up as presented by FCA CEO Sergio Marchionne, is now becoming a reality for the Alfa Romeo brand. In the third quarter of this year we will see the arrival of the facelifted Giulietta followed by the acclaimed new Giulia, and more new exciting models will follow on from this. These new models will continue to reestablish the famous Italian marque. Our dealers are currently investing in a new corporate identity in order to prepare for these exciting new Alfa Romeo products. 114

TOPCAR.CO.ZA | June 2016

What is the future for the Dodge brand in SA? Will it remain with just one model offering? With the global strategy for Dodge concentrating on the US market, new RHD models are no longer being developed. Therefore we will continue to sell the successful Dodge Journey for as long as we have stock.

Professional side, we will launch the new Fiat Professional Fullback in the third quarter of this year. The range will consist of doubleand single-cabs in both diesel and petrol derivatives. The stylish and comfortable Fullback allows the Fiat Professional brand to enter the popular South African pick-up market with a product line up that is suited for both work and leisure.

Is the number of Fiat models available locally viable? We believe that the current Fiat 500 family range is what is desired by the public but we are in the process of introducing into the market a number of new Fiat 500 ‘family buzz’ models and the award-winning new Tipo. This model has already received a number of accolades and positive reviews resulting in incredible results in all the markets. We are also evaluating new Fiat powertrains and recently have introduced the environmentally-friendly new TwinAir, which will allow us to take advantage of lower import duty tariffs. We have also enlarged the Abarth dealer network to prepare for the launch of the new 124 Spider – the flagship of the brand – in the fourth quarter and to exploit the incredible potential that the 500 Abarth offers. The 124 Spider represents the sporty soul of the Fiat 500. Based on the Abarth Spider developed in the 1970s, it features Brembo brakes, Bilstein dampers and stiffer anti-roll bars combined with a powerful turbo engine to ensure a traditional Abarth dynamic racing experience. We are working on the introduction of the Series 4 Biposto, which is often described as the world’s smallest supercar. The dynamic Biposta continues the Abarth legacy of being born on the road to live on the track. On the Fiat

How many brand specific and multibrand dealerships do you have? There are 19 dealerships handling all brands – Chrysler, Jeep, Dodge, Fiat, Alfa Romeo. In addition there are 13 Chrysler/Jeep/Dodge specific dealers and four Fiat/Alfa Romeo dealers. Fair to say that, FCA-wide, Jeep is the only shining light at the moment? Jeep is currently our volume seller but we are working on a number of plans involving the Fiat and Alfa Romeo brands. This can be seen by the investments we have asked our dealer body to make regarding their showroom facilities. We have started a new Corporate Identity upgrade and this can already be seen at CJD Centurion with others to follow. Alfa Romeo is part of this new CI roll out. The Jeep brand has benefited from a number of recent new product launches and we plan to introduce a number of 75th anniversary Limited Edition models. These new Jeep models together with the other new FCA products will contribute to a positive FCA brand momentum. INTERVIEW BY MIKE MONK

Rugby anyone? Fiat Fullback debuts third quarter

THE GOOD, THE BAD & THE UGLY

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 18 APRIL 2016

NEW MODELS THIS MONTH

OPEL ASTRA As ever, Astra shoots for the stars. This time it’s a bulls-eye

RENAULT KADJAR Captur’s the spirit of Qashqai TOYOTA FORTUNER Takes fortunering to the next lexel. Watch out Prado

116 ABARTH

A3 / S3 / RS3 VERDICT | Quality cabin and powertrains, added agility

595

VERDICT | Slightly mad, entirely loveable 595 595 turismo 1.4T

PRICE 355 990

A3 / S3 / RS3

L/100 CO2 0-100 6.5 155

P/T

KW NM GEAR

7.4

4/1.4T

118 230

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

3-door

M/5

1.2T S

356 000

4.9

114 10.3 4/1.2T

77

175

M/6

595 turismo 1.4T auto

371 990

6.5

151

7.6

4/1.4T

118 230

S/5

1.4T S

365 500

5.2 120 9.3

4/1.4T

90

200

M/6

595C turismo 1.4T

398 990

6.5 155

7.4

4/1.4T

118 230

M/5

1.4T S auto

382 500

4.9

4/1.4T

90

200

D/7

595C turismo 1.4T auto

414 990

6.5

7.6

4/1.4T

118 230

S/5

1.6TDI S

402 500

3.9 102 10.7 4/1.6TD

77

250

D/7

1.8T SE

405 500

5.8 135

7.1

4/1.8T

132 250

M/6

1.8T SE auto

422 500

5.6 130

7.2

4/1.8T

132 250

D/7

151

ALFA ROMEO

MITO

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

1.4TBi Distinctive

323 990

5.6 129 8.4

4/1.4T

100 206

M/5

1.4TBi Quadrifoglio Verde

348 990

6.0 139

4/1.4T

125 250

M/6

7.3

L/100 CO2 0-100

P/T

467 000

6.6 152 7.94 4/1.8T

132 280

D/6

S3 quattro

589 000

6.9 159 5.2

206 380

D/6

4/2.0T

1.2T S

363 500

4.9

114 10.5 4/1.2T

1.4T S

373 000

5.3 123 9.5

4/1.4T

1.4T S auto

390 000

5.0

4/1.4T

1.6TDI S

410 000

3.9 102 10.9 4/1.6TD

77

116

9.3

77

175

M/6

90

200

M/6

90

200

D/7

250

D/7

1.8T SE

413 000

5.8 135

7.2

4/1.8T

132 250

M/6

430 000

5.6 130

7.3

4/1.8T

132 250

D/7

2.0TDI SE

449 500

4.5

8.4 4/2.0TD 110 320

D/6

KW NM GEAR

1.8T quattro

474 500

6.6 152 6.8

4/1.8T

132 280

D/6

4/2.0T

206 380

D/6

189 4.41 5/2.5T

270 465

D/7

VERDICT | Fine Golf alternative, stylish and grippy PRICE

1.8T quattro

1.8T SE auto

GIULIETTA GIULIETTA

9.2

Sportback

VERDICT | Characterful but let down by Punto chassis MiTo

114

119

2.0TDI SE

577 500

4.7

2.0T SE

609 000

5.9 138 6.8

4/2.0T

165 350

C/V

2.0T quattro

635 000

6.6 152 6.4

4/2.0T

165 350

D/7

3.0TDI quattro

747 500

5.8 152 6.2 V6/3.0TD 180 500

D/7

3.0T quattro

749 500

7.5

174

5.8 V6/3.0S 200 400

D/7

7.7

178

4.9 V6/3.0S 245 440

S5 quattro RS5 quattro

6.2 143 8.7

4/1.8T

125 320

M/6

619 000

6.2 143 8.9

4/1.8T

125 320

C/V

2.0TDI SE

659 000

5.0 132 8.3 4/2.0TD 130 380

C/V

2.0T SE

689 500

6.3 148

7.4

4/2.0T

165 350

C/V

2.0T quattro

716 500

6.9 159

7.2

4/2.0T

165 350

D/7

3.0T quattro

833 000

7.8

181 6.3 V6/3.0S 200 400

D/7

S5 quattro

963 000

7.9

184 5.4 V6/3.0S 245 440

D/7

RS5 quattro

A6 / S6 / RS6

D/7

7.1 V6/3.0TD 160 400

D/7

2.0T quattro

822 500

5.9

171

6.7

185 370

D/7

7.7

4/1.4T

125 250

D/6

RS3 quattro

775 500

8.1

1750TBi Quadrifoglio Verde

463 990

7.0

162 6.0

4/1.7T

177 340

D/6

1.4T S

383 000

5.3 122 9.4

4/1.4T

92

200

M/6

1.4T S auto

400 000

5.0

9.3

4/1.4T

90

200

D/7

1.4T SE

403 500

5.3 122 9.4

4/1.4T

92

200

M/6

1.4T SE auto

420 500

5.0

4/1.4T

90

200

D/7

1.6TDI S auto

420 000

3.9 102 10.8 4/1.6TD

77

250

D/7

Q7

1 162 990

6.8 157 4.5

4/1.7T

177 350

D/6

Spider

1 340 990

6.9 161 4.5

4/1.7T

177 350

D/6

ASTON MARTIN

VANTAGE VANTAGE

PRICE

L/100 CO2 0-100 CYL/CC KW NM GEAR

V8 Vantage

POA

13.8 321 4.9

V8/4.7

313 470

POA

12.9 299

5.1

V8/4.7

313 470

S/7

POA

13.8 321 4.5

V8/4.7

321 490

M/6

V8 Vantage S auto

POA

12.8 296 4.5

V8/4.7

321 490

S/7

V12 Vantage S

POA

14.7 343 4.0 V12/5.9 421 620

S/7

313 470

M/6

RAPIDE S 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 POA

n/a

n/a

KW NM GEAR

3.9 12/5.2T 447 700

484 000

5.3 124 10.2 4/1.4T

92

200

M/6

A7 / S7 / RS7 SPORTBACK

PRICE

92

3.0TDI quattro

1 039 500

5.2 136 5.7 V6/3.0TD 200 580

3.0TDI BiT quattro

1 145 500

6.1

S7 quattro

1 295 000

9.3 215

4.6 V8/4.0T 331 550

D/7

RS7 quattro

1 757 000

9.5 221 3.9 V8/4.0T 412 700

A/8

120 10.2 4/1.4T

1.4T S

PRICE

L/100 CO2 0-100

P/T 4/1.4T

KW NM GEAR

446 000

5.5 133 9.2

1.4T S auto

463 500

5.8 138 8.9

4/1.4T

110 250

D/6

2.0T quattro

553 000

6.5 150

7.6

4/2.0T

132 320

D/7

2.0TDI quattro

571 500

5.3 139

7.9 4/2.0TD 135 380

D/7

RS Q3 quattro

836 500

8.4 198 4.8

5/2.5T

110 250

250 450

M/6

D/7

VERDICT | Looks like yesterday, drives like tomorrow A4

PRICE

L/100 CO2 0-100

P/T

454 000

5.2 123

8.7

4/1.4T

110 250

472 000

4.9

114

8.5

4/1.4T

110 250

D/7

2.0TFSI

511 000

4.9

112

7.3

4/2.0T

140 320

D/7

2.0TDI

532 500

4.1

107

7.7 4/2.0TD 140 400

D/7

2.0TFSI quattro

634 500

6.2

141

5.8

D/7

4/2.0T

185 370

M/6

VERDICT | A happy home for quattro

PRICE

L/100 CO2 0-100

P/T

Q5 / SQ5 KW NM GEAR

PRICE

L/100 CO2 0-100

604 500

7.5

132 320

M/6

POA

12.8 298 3.8 V12/5.9 424 630

A/8

2.0TDI S quattro auto

630 000

6.0 159 9.0 4/2.0TD 130 380

D/7

POA

12.8 298 4.0 V12/5.9 424 630

A/8

2.0T SE quattro

690 000

7.9

A/8

PRICE

L/100 CO2 0-100

7.1

4/2.0T 4/2.0T

165 350

3.0T SE quattro

782 000

8.5 199 5.9 V6/3.0S 200 400

A/8

3.0TDI SE quattro

803 000

6.4 169 6.5 V6/3.0TD 180 580

D/7

SQ5 TDI quattro

958 500

6.6

A/8

174

5.1 V6/3.0TD 240 650

TT

VERDICT | Top marks for Audi’s premium baby A1 / S1

184

8.5

KW NM GEAR

Volante

A1 / S1

174

P/T

coupé

AUDI

2.0T S quattro

P/T

KW NM GEAR

275 500

4.2

97 10.9 3/1.0T

70

160

M/5

1.0T S auto

293 000

4.4 102 10.9 3/1.0T

70

160

D/7

1.0T SE

290 500

4.2

97 10.9 3/1.0T

70

160

M/5

1.0T SE auto

308 000

4.4 102 10.9 3/1.0T

70

160

D/7

PRICE

L/100 CO2 0-100

2.0T

601 000

6.3 148 6.0

2.0T quattro

691 000

TTS 2.0T quattro

743 000

KW NM GEAR D/6

6.4

151 5.82 4/2.0T

169 370

D/6

7.1

164 4.8

210 380

D/6

315 500

4.9

115

8.8

4/1.4T

92

200

M/6

A5 / S5 / RS5

333 000

4.9

112

8.8

4/1.4T

92

200

D/7

VERDICT | Pretty and practical but feeling its age

1.8T Sport

404 500

5.6 129 6.8

4/1.8T

141 250

D/7

A5 / S5 / RS5

S1 quattro

476 500

7.0

162 5.8

4/2.0T

170 370

M/6

Sportback

97

PRICE

P/T

169 370

1.4T SE

L/100 CO2 0-100

4/2.0T

P/T

KW NM GEAR

1.8T SE

529 500

5.8 136 8.2

4/1.8T

125 320

1.0T S

283 000

4.2

11.1 3/1.0T

70

160

M/6

1.8T SE auto

546 500

5.9 136 8.4

4/1.8T

125 320

C/V

1.0T S auto

300 500

4.4 102 11.1 3/1.0T

70

160

D/7

2.0TDI SE

574 500

4.8 127

7.9 4/2.0TD 130 380

C/V

1.0T SE

298 000

4.2

11.1 3/1.0T

70

160

M/6

2.0T SE

605 500

5.9 138

7.0

4/2.0T

165 350

C/V

1.0T SE auto

315 500

4.4 102 11.1 3/1.0T

70

160

D/7

2.0T quattro

632 000

6.6 152 6.5

4/2.0T

165 350

D/7

1.4T SE

323 000

5.1

118

8.9

92

200

M/6

3.0TDI quattro

745 500

5.8 152 6.2 V6/3.0TD 180 500

D/7

1.4T SE auto

340 500

4.9

112

8.9

4/1.4T

92

200

D/7

3.0T quattro

748 500

7.7

178

6.0 V6/3.0S 200 400

D/7

1.8T Sport

412 000

5.6 129 6.9

4/1.8T

141 250

D/7

S5 quattro

877 500

7.7

179

5.1 V6/3.0S 245 440

D/7

S1 quattro

484 000

7.1

4/2.0T

170 370

M/6

97

166 6.4

4/1.4T

D/7 A/8

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

A8 / S8 3.0TDI quattro

1 297 500

5.9 155 5.9 V6/3.0TD 190 580

A/8

4.2TDI quattro

1 662 000

7.4

194 4.7 V8/4.1TD 283 850

A/8

S8 quattro

1 695 000

9.6 225 4.25 V8/4.0T 382 650

A/8

A8 L 3.0TDI quattro

1 481 500

4.2TDI quattro

1 849 000

7.5

197 4.9 V8/4.1TD 283 850

A/8

6.3 W12 quattro

2 252 000

11.3 264 4.6 W12/6.3 368 625

6.0 158

6.1 V6/3.0TD 190 580

A/8

A/8

R8 VERDICT | Proper supercar with trad Audi build R8

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

coupé 4.2 quattro

1 782 000

12.4 289 4.3

316 430

D/7

5.2 V10 quattro

2 375 000

13.1 305 3.6 V10/5.2 386 530

V8/4.2

D/7

5.2 V10 plus quattro

2 703 000

12.9 299 3.57 V10/5.2 404 540

D/7

4.2 quattro

1 964 500

12.6 294 4.63 V8/4.2

316 430

D/7

5.2 V10 quattro

2 557 000

13.3 310 3.8 V10/5.2 386 530

D/7

Spyder

BENTLEY

CONTINENTAL GT VERDICT | Heavyweight GT ageing like fine wine PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

coupé

4/2.0T

1.4T SE auto

Sportback

A8 / S8 / A8 L

CONTINENTAL GT

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

3-door 1.0T S

162 5.2 V6/3.0TD 235 650

KW NM GEAR

1.4TFSI 1.4TFSI auto

Q5 / SQ5

VERDICT | Aston presses Ctrl Alt F12. Real Ferrari rival

KW NM GEAR

VERDICT | Packed with tech. Still needs board approval

VERDICT | So much better to drive than it looks Q3 / RS Q3

P/T

A8 / S8 / A8 L

Q3 / RS Q3

A/8

VANQUISH VANQUISH

1.4T S

A4

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

coupé

VERDICT | Competent, pretty GT, but no sports saloon

D/6

V8/4.7

P/T

A7 / S7 / RS7 SPORTBACK

D/6

206 380

5.1

L/100 CO2 0-100

D/6

206 380

4/2.0T

13.8 321

PRICE

132 280

4/2.0T

165 5.4

roadster

DB11

4/1.8T

6.9 159 5.0

7.1

S/7

P/T

6.5 149 6.8

606 500

699 500

S/7

L/100 CO2 0-100

484 500

S3 quattro

S3 quattro

321 490

POA

1.8T quattro

D/7

V8/4.7

PRICE

D/6

132 250

14.7 343 3.9 V12/5.9 421 620

RAPIDE

8.4 4/2.0TD 110 320

4/1.8T

12.8 296 4.5

Rapide S

4.5

7.8

POA

V8 Vantage S

A/8

459 500

5.8 133

POA

V8 Vantage auto

A/8

2.0TDI SE auto

534 000

V8 Vantage S auto

POA

185 370

6.3 164 6.9 V6/3.0TD 183 600

1.8T SE auto

V12 Vantage S V8 Vantage

7.3

967 500

L/100 CO2 0-100

4/2.0T

KW NM GEAR

913 500

3.0TDI quattro

118

169 6.9

P/T

2.0T quattro

D/7

M/6 S/7

L/100 CO2 0-100

M/6

D/7

M/6

PRICE

132 250

M/6

313 470

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

132 250

200

321 490

Q7

4/1.8T

132 250

V8/4.7

A/8

4/1.8T

4/1.8T

V8/4.7

9.8 223 3.9 V8/4.0T 412 700

7.3

7.7

12.9 299 5.3

1 554 500

7.2

5.1

13.8 321 4.5

D/7

RS6 Avant quattro

5.6 129

6.0 140

POA

4.4 V8/4.0T 331 550

5.8 135

517 000

POA

9.2 214

423 000

501 000

V8 Vantage auto

1 161 500

440 000

1.4T S auto

V8 Vantage S

S6 quattro

1.8T SE

1.8T SE

coupé

4/2.0T

1.8T SE auto

cabriolet

VERDICT | Subtle tweaks make for the best Vantage yet

4/1.8T

KW NM GEAR 140 320

122

5.2 121

coupé

P/T

7.9

4.7

410 990

9.3

L/100 CO2 0-100 5.7 133

1.4TBi Exclusive

116

PRICE 733 500

6.9 160

KW NM GEAR

D/7

662 000

596 500

P/T

331 430

3.0TDI

S3 quattro

L/100 CO2 0-100

V8/4.2

1.8T

M/6

PRICE

10.7 249 4.9

VERDICT | Bland but big and beautifully engineered

125 250

4C

1 230 000

A6 / S6 / RS6

4/1.4T

VERDICT | Carbon Alfa not quite a Cayman-beater

D/7 D/7

602 000

7.8

116

331 430

1.8T SE auto

5.8 134

4C

10.5 246 4.48 V8/4.2

C/V

1.8T SE

377 990

sedan

7.8 4/2.0TD 130 380

cabriolet

1.4TBi Distinctive

5.1

877 000 1 141 000

123

M/6

coupé 1.8T SE

535 000

5.7 134

7.9

4/1.8T

125 320

M/6

1.8T SE auto

552 000

5.8 134 8.2

4/1.8T

125 320

C/V

GT V8

POA

10.5 246 4.8 V8/4.0T 373 660

A/8

GT V8 S

POA

10.5 246 4.5 V8/4.0T 389 680

A/8

GT W12

POA

14.1 327 4.5 W12/6.0T 434 720

A/8

GT Speed W12

POA

14.5 338 4.2 W12/6.0T 467 820

A/8

GT V8

POA

10.9 254 5.0 V8/4.0T 373 660

A/8

GT V8 S

POA

10.9 254 4.7 V8/4.0T 389 680

A/8

GT W12

POA

14.2 330 4.7 W12/6.0T 434 720

A/8

GT Speed W12

POA

14.9 347 4.4 W12/6.0T 467 820

A/8

convertible

FLYING SPUR VERDICT | Punchier and prettier new four-door Conti FLYING SPUR

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

V8

POA

10.9 254 5.2 V8/4.0T 373 660

A/8

V8 S

POA

10.9 254 4.9 V8/4.0T 388 680

A/8

W12

POA

14.7 343 4.6 W12/6.0T 460 800

A/8

THE GOOD, THE BAD & THE UGLY 117 MULSANNE

3 SERIES GRAN TURISMO

VERDICT | Build an uber-Bentley? They nailed it

VERDICT | A 3 Series tailored for rear seat passengers

MULSANNE

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

3 SERIES GRAN TURISMO

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

Mulsanne

POA

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

320i GT

500 262

6.6 153

7.9

4/2.0T

135 270

M/6

Speed

POA

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

320i GT auto

518 250

6.2 145

7.9

4/2.0T

135 270

A/8

EWB

POA

14.6 344 5.5 V8/6.8T 377 1020 A/8

535d

1 026 052

5.4 138 5.5 6/3.0TD 230 630

550i

1 169 506

8.6 199 4.6 V8/4.4T 330 650

A/8

M5

1 526 268

9.9 232 4.3 V8/4.4T 412 680

D/7

M5 Competition

1 616 168

9.9 232 4.2 V8/4.4T 423 680

D/7

5 SERIES GRAN TURISMO

320d GT

532 526

4.9 129 8.0 4/2.0TD 135 380

M/6

320d GT auto

551 426

4.9 129

7.9 4/2.0TD 135 380

A/8

BENTAYGA

328i GT

575 104

6.7 156

6.1

4/2.0T

180 350

M/6

5 SERIES GRAN TURISMO

VERDICT | The world’s fastest, most luxurious lorry

328i GT auto

593 206

6.4 149

6.1

4/2.0T

180 350

A/8

520d GT

335i GT auto

726 112

7.7

178 5.8

6/3.0T

225 400

A/8

530d GT 535i GT 550i GT

1 212 716

BENTAYGA W12

PRICE POA

L/100 CO2 0-100 12.8 292

P/T

KW NM GEAR

4.1 W12/6.0T 447 900

A/8

VERDICT | The premium-electric age starts here

BMW

i3

1 SERIES VERDICT | Joy is in the eye of the steering wheel holder 1 SERIES

i3

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

5-door 118i

366 500

5.0

116

8.5

3/1.5T

100 220

M/6

118i auto

385 400

4.8

112

8.7

3/1.5T

100 220

A/8

120i

391 324

5.8 136

7.4

4/1.6T

130 250

M/6

120i auto

409 882

5.7 133

7.2

4/1.6T

130 250

A/8

120d

429 000

4.1

108

7.1 4/2.0TD 140 400

M/6

120d auto

447 900

3.9 103

7.0 4/2.0TD 140 400

A/8

125i

466 876

6.6 154 6.4

4/2.0T

160 310

M/6

125i auto

487 292

6.3 148 6.86 4/2.0T

160 310

A/8

M135i

575 252

8.0 188

5.1

6/3.0T

240 450

M/6

M135i auto

594 870

7.5

4.9

6/3.0T

240 450

A/8

175

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

eDrive

556 500

0.0

0

7.2

e/elec 125e 250e A/E

eDrive REx

630 000

0.6

13

7.9

e/elec 125e 250e A/E

X3 VERDICT | Finally, Three is more than half of Five X3

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

xDrive20i

574 042

7.4

173 8.4

4/2.0T

135 270

M/6

xDrive20i auto

591 574

6.9 161 8.2

4/2.0T

135 270

A/8

xDrive20d

604 754

5.0

131

8.1 4/2.0TD 140 400

A/8

xDrive28i

678 288

7.0

162 6.5

4/2.0T

180 400

A/8

xDrive30d

767 806

5.7 149 5.9 6/3.0TD 190 560

A/8

xDrive35i

794 322

8.3 193 5.6

A/8

6/3.0T

225 400

4 SERIES / M4 VERDICT | A 4 to beat every Audi A5

2 SERIES ACTIVE TOURER

4 SERIES / M4

VERDICT | Niche-filling front-wheel drive ‘B-Class’ 2 SERIES ACTIVE TOURER PRICE 218i

L/100 CO2 0-100 118

9.2

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

Gran Coupé P/T

KW NM GEAR

420i

530 096

5.8 134

7.5

4/2.0T

135 290

M/6

420i auto

548 198

5.5 127

7.7

4/2.0T

135 270

A/8

397 000

5.1

3/1.5T

100 220

218i auto

416 128

5.2 122 10.11 3/1.5T

100 220

A/6

420d

564 000

4.2

111

7.5 4/2.0TD 140 400

M/6

220i

423 280

6.0 140

7.5

4/2.0T

141 280

M/6

420d auto

582 900

4.0 106

7.3 4/2.0TD 140 400

A/8

220i auto

441 382

5.7 133

7.4

4/2.0T

141 280

A/8

430i

613 122

6.1

143 5.9

4/2.0T

185 350

M/6

220d

450 000

4.5

117

7.6 4/2.0TD 140 400

M/6

430i auto

630 426

5.5 129 5.8

4/2.0T

185 350

A/8

220d auto

468 900

4.3

114

7.5 4/2.0TD 140 400

A/8

440i

225i

471 552

5.9 138 6.6

4/2.0T

170 350

M/6

A/8

420i

2 SERIES / M2 VERDICT | Slinkier, sportier 1 Series 2 SERIES / M2

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

coupé 220i

451 408

6.1

142

7.0

4/2.0T

135 270

M/6

220i auto

469 396

5.7 134

7.0

4/2.0T

135 270

A/8

220d

463 500

4.5

119

7.2 4/2.0TD 135 380

M/6

220d auto

482 500

4.2

111

7.1 4/2.0TD 135 380

228i

473 876

6.6 154 5.8

4/2.0T

228i auto

492 092

6.3 148 5.7

4/2.0T

180 350

A/8

M235i

593 366

8.1

189 5.44 6/3.0T

240 450

M/6

M235i auto

612 984

7.6

176

4.8

6/3.0T

240 450

A/8

M2

800 006

8.5 199 4.5

6/3.0T

272 465

M/6

M2 auto

849 310

7.9

6/3.0T

272 465

D/7

220i

512 648

6.5 152

7.5

4/2.0T

135 270

M/6

220i auto

530 636

6.2 144

7.6

4/2.0T

135 270

A/8

228i

553 446

6.8 159

6.1

4/2.0T

180 350

M/6

228i auto

571 776

6.6 154 6.0

4/2.0T

180 350

A/8

M235i

681 506

8.5 199 5.2

6/3.0T

240 450

M/6

M235i auto

700 896

7.9

6/3.0T

240 450

A/8

185 4.3

180 350

A/8 M/6

convertible

184 5.0

5.1

6/3.0T

240 450

A/8 M/6

PRICE

L/100 CO2 0-100

sDrive18i

454 500

5.1

119

9.7

sDrive18i auto

472 356

5.3 124

sDrive20i auto

516 324

5.9 136

sDrive20d

501 000

4.5

sDrive20d auto

519 900

4.5

xDrive20i auto

566 964

P/T

KW NM GEAR

3/1.5T

100 220

M/6

9.7

3/1.5T

100 220

A/6

7.7

4/2.0T

141 280

A/8

118

7.9 4/2.0TD 140 400

M/6

118

7.8 4/2.0TD 140 400

A/8

6.3 146

7.4

141 280

A/8

xDrive20d auto

583 912

4.9 128

7.6 4/2.0TD 140 400

A/8

xDrive25i

633 306

6.4 149 6.5

4/2.0T 4/2.0T

170 350

A/8

VERDICT | A little less involving, a lot more refined PRICE

318i

427 500

318i auto

446 400

L/100 CO2 0-100 5.1

119

5.0

8.9

P/T

KW NM GEAR

3/1.5T

100 220

3/1.5T

M/6

116

9.1

100 220

A/8

320i

463 912

5.5 128

7.2

4/2.0T

135 290

M/6

320i auto

482 356

5.3 124

7.3

4/2.0T

135 270

A/8

320d

493 500

4.0 106

7.3 4/2.0TD 140 400

M/6

320d auto

512 400

4.0 106

7.2 4/2.0TD 140 400

A/8

330i

541 622

6.1

143 5.9

4/2.0T

185 350

330i auto

558 926

5.5 129 5.8

4/2.0T

185 350

X5

KW NM GEAR A/8

936 762

5.8 153 6.2 6/3.0TD 190 560

A/8

954 708

8.2 192

6.1

225 400

A/8

9.2 214

5.0 V8/4.4T 330 650

A/8

6/3.0T

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

889 964

5.6 146

7.7 4/2.0TD 170 500

A/8

xDrive30d

968 104

5.9 156 6.8 6/3.0TD 190 560

A/8 A/8

xDrive40d

1 092 718

6.0 157 5.9 6/3.0TD 230 630

xDrive40e eDrive

1 097 500

3.3

xDrive50i

1 210 856

9.6 224 5.83 V8/4.4T 330 650

A/8

M50d

1 271 042

6.6

173 5.3 6/3.0TD 280 740

A/8

M

1 801 732

11.1 258 4.2 V8/4.4T 423 750

A/8

77

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

X6 VERDICT | The excellent X5 in a skin-tight tracksuit X6

PRICE

xDrive35i

1 038 892

8.5 198 6.4

225 400

A/8

xDrive40d

1 148 902

6.2 163 5.8 6/3.0TD 230 630

A/8

xDrive50i

1 276 470

9.7 225 4.8 V8/4.4T 330 650

A/8

M50d

1 448 156

6.6

5.2 6/3.0TD 280 740

A/8

M

1 838 232

11.1 258 4.75 V8/4.4T 423 750

A/8

L/100 CO2 0-100

174

P/T 6/3.0T

KW NM GEAR

6 SERIES / M6 VERDICT | The very essence of Teutonic grand touring 6 SERIES

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

coupé 640i

1 129 928

7.4

640d

1 171 622

5.4 143 5.3 6/3.0TD 230 630

172 5.3

6/3.0T

235 450

A/8 A/8

650i

1 504 006

8.6 199 4.6 V8/4.4T 330 650

A/8

7.3

4/2.0T

135 290

420i auto

548 198

5.5 127

7.5

4/2.0T

135 270

A/8

M6

1 767 768

9.9 232 4.2 V8/4.4T 412 680

D/7

420d

563 500

4.2

111

7.3 4/2.0TD 140 400

M/8

M6 Competition

1 915 368

9.9 232 3.9 V8/4.4T 441 700

D/7

420d auto

582 400

4.0 106

7.1 4/2.0TD 140 400

A/8

Gran Coupé

430i

612 122

6.1

143 5.9

4/2.0T

185 350

M/6

640i

1 179 156

7.5

235 450

A/8

430i auto

629 426

5.5 129 5.8

4/2.0T

185 350

A/8

640d

1 220 964

5.5 146 5.93 6/3.0TD 230 630

A/8

440i

786 876

6.6 154 5.0

6/3.0T

240 450

A/8

650i

1 547 506

8.6 199 5.42 V8/4.4T 330 650

A/8

M4

1 117 576

8.8 204 4.3

6/3.0T

317 550

M/6

M6

1 842 768

9.9 232 4.2 V8/4.4T 412 680

D/7

174

5.4

6/3.0T

1 976 768

9.9 232 3.9 V8/4.4T 441 700

D/7

M4 auto

1 167 336

8.3 194 4.65 6/3.0T

317 550

D/7

M6 Competition

M4 Competition

1 241 076

8.8 204 4.2

6/3.0T

331 550

M/6

convertible

M4 Competition auto

1 290 836

8.3 194 4.0

6/3.0T

331 550

D/7

640i

M4 GTS

2 146 506

8.5 199 3.8

6/3.0T

368 600

D/7

650i

1 584 532

8.9 208 4.93 V8/4.4T 330 650

A/8

M6

1 886 066

10.3 239 4.47 V8/4.4T 412 680

D/7

M6 Competition

2 033 666

10.3 239 4.0 V8/4.4T 441 700

D/7

convertible

1 222 884

7.6

176

5.5

6/3.0T

420i

624 850

6.2 145 8.2

4/2.0T

135 290

M/6

420i auto

642 724

5.8 136 8.4

4/2.0T

135 270

A/8

430i

727 876

6.6 154 6.4

4/2.0T

185 350

M/6

7 SERIES

430i auto

744 952

5.9 138 6.3

4/2.0T

185 350

A/8

VERDICT | Tech-laden limo a treat from every seat

440i

895 446

6.8 159 5.4

6/3.0T

240 450

A/8

M4

1 268 602

9.1

4.6

6/3.0T

317 550

M/6

M4 auto

1 318 362

8.7 203 4.4

6/3.0T

317 550

D/7

M4 Competition

1 392 102

9.1

4.5

6/3.0T

331 550

M/6

M4 Competition auto

1 441 862

8.7 203 4.3

6/3.0T

331 550

D/7

213 213

X4

PRICE

L/100 CO2 0-100

7 SERIES

PRICE

740i

1 382 876

6.6 154 5.5

730d

1 407 754

5.0

131

750i

1 814 796

7.9

750Li

1 958 138

8.0 187

L/100 CO2 0-100

P/T 6/3.0T

235 450

A/8

KW NM GEAR 240 450

A/8

6.1 6/3.0TD 195 620

A/8

184 4.7 V8/4.4T 330 650

A/8

4.7 V8/4.4T 330 650

A/8

i8 VERDICT | 3-cylinder hybrid sports car is a revelation P/T 4/2.0T

KW NM GEAR

xDrive20i

692 174

6.9 161

8.1

135 270

A/8

xDrive20d

694 754

5.0

131

8.0 4/2.0TD 140 400

A/8

162 6.4

xDrive28i

759 288

7.0

180 350

A/8

xDrive30d

848 306

5.7 149 5.8 6/3.0TD 190 560

4/2.0T

A/8

xDrive35i

858 822

8.3 193 5.5

A/8

6/3.0T

225 400

i8

PRICE

eDrive coupé

1 871 500

L/100 CO2 0-100 2.1

P/T

KW NM GEAR

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

CHANGAN

STAR

VERDICT | Tempting price, credible design, but untried

Z4

STAR

VERDICT | Z4 with broad(er) appeal PRICE

L/100 CO2 0-100

P/T 4/2.0T

KW NM GEAR

sDrive20i

612 946

6.8 159 6.9

135 270

M/6

sDrive20i auto

633 646

6.8 159

7.2

4/2.0T

135 270

A/8

sDrive28i

700 946

6.8 159 5.7

4/2.0T

180 350

M/6

sDrive28i auto

721 646

6.8 159 5.7

4/2.0T

180 350

A/8

sDrive35i

875 286

9.4 219 5.2

6/3.0T

225 400

M/6

sDrive35i auto

905 674

9.1

211

5.1

6/3.0T

225 400

D/7

sDrive35is

965 874

9.1

211

4.8

6/3.0T

250 500

D/7

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

1.3

106 990

8.0 189 n/a

4/1.3

60

102

M/5

1.3 King cab

115 990

8.0 189 n/a

4/1.3

60

102

M/5

CHERY

QQ3

VERDICT | Chev Spark clone on the cheap QQ3

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

0.8 TE

93 995

6.8 156 20.0

3/0.8

38

70

M/5

5 SERIES / M5

0.8 TX

104 995

6.8 156 20.0

3/0.8

38

70

M/5

M/6

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

1.1 TXE

114 995

5.7 133 18.5

4/1.1

50

90

M/5

A/8

5 SERIES / M5

PRICE

L/100 CO2 0-100

P/T

135 270

A/8

7.9 4/2.0TD 140 400

A/8

J2

A/8

520i

654 166

6.4 139 8.0

520d

689 500

4.1

787 008

6.5 142 6.3

180 350

A/8

J2

109

4/2.0T

KW NM GEAR

A/8

6.5 152

P/T

5.5 144 8.9 4/2.0TD 135 380

xDrive25d

240 450

4.9 129 5.6 6/3.0TD 190 560

689 648

L/100 CO2 0-100

VERDICT | A master class in subtle evolution

6/3.0T

624 026

340i auto

767 736

X5

5.1

330d auto

PRICE

5.8 134

Z4

3 SERIES / M3

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

530 096

VERDICT | X3 slips into something a little sportier

VERDICT | New platform, added quality, better looks

3 SERIES / M3

6.6 154

X4

X1 X1

786 876

coupé

A/8

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

1 062 576

8.8 204 4.3

6/3.0T

317 550

M/6

528i

M3 auto

1 112 336

8.3 194

6/3.0T

317 550

D/7

530d

889 096

5.3 134 6.0 6/3.0TD 190 560

A/8

1.5 TX

149 995

7.4

176 15.1

4/1.5

72

140

M/5

M/6

535i

906 086

7.6

A/8

1.5 Swag

159 995

7.4

176 15.1

4/1.5

72

140

M/5

D/7

ActiveHybrid 5

972 306

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

M3 Competition M3 Competition auto

1 186 076 1 235 836

4.1

8.8 204 4.2 8.3 194 4.0

6/3.0T 6/3.0T

331 550 331 550

169 5.9

4/2.0T

VERDICT | Still no match for small hatch establishment

M3

6/3.0T

225 400

118 CITROËN

J3 VERDICT | Solid, inoffensive. Fails to convince J3

PRICE

1.6 TXE

209 995

L/100 CO2 0-100 8.3 194 n/a

P/T 4/1.6

KW NM GEAR 93

160

M/5

TIGGO VERDICT | Nosejob for Christopher Robin’s soft-roader TIGGO

PRICE

1.6 TXE

239 995

L/100 CO2 0-100 8.6 201 n/a

P/T 4/1.6

KW NM GEAR 93

160

M/5

P10

C1

PRICE 299 995

L/100 CO2 0-100 11.0 263 n/a

P/T 4/2.0T

PRICE

L/100 CO2 0-100

P/T

GTC4 KW NM GEAR

VTi 51kW Feel

149 900

4.1

95 14.3

3/1.2

51

116

M/5

VTi 51kW Airscape Feel

159 900

4.1

95 14.3

3/1.2

51

116

M/5

DS3 VERDICT | New headlights but still a proper Mini Cooper 60kW Design

VERDICT | Good attempt at a 15 seater. Lacks character 2.0TCI

VERDICT | Sexed- and beefed-up FF

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

DS3

P10

GTC4

C1

PRICE

L/100 CO2 0-100

273 400

4.7 109 12.3

P/T 3/1.2

KW NM GEAR 60

118

M/5 M/5

e-THP 81kW Style

313 400

4.5 104 10.6 3/1.2T

81

205

KW NM GEAR

88kW Style auto

328 400

6.6 150 10.9

88

160

A/4

125 235

Cabrio e-THP 81kW Style

349 400

4.5 104 10.7 3/1.2T

81

205

M/5

e-THP 120kW Sport

358 400

5.6 129 7.78 4/1.6T

120 240

M/6

M/5

CHEVROLET

SPARK

VERDICT | Likeable new Chev ‘too young’ for some

4/1.6

PRICE

GTC4Lusso

POA

L/100 CO2 0-100

P/T

VERDICT | Glorious V12, provocative body. Epic F12

PRICE

F12berlinetta

7 063 000

15.0 350

3.1 V12/6.3 545 690

D/7

F12tdf

9 942 000

L/100 CO2 0-100

15.4 360 2.9 V12/6.3 574 705

P/T

D/7

FIAT

VERDICT | Fun to drive, pragmatic, cheap to run PANDA

PRICE

L/100 CO2 0-100

P/T

1.2 Pop

165 990

5.2 120 14.2

4/1.2

51

102

M/5

VERDICT | Fun, comfy and bubble-wrapped cool

1.2 Lounge

183 990

5.2 120 15.53 4/1.2

51

102

M/5

C4 CACTUS

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

500

KW NM GEAR

60kW Feel

259 900

4.6 107 14.5

3/1.2

60

118

M/5

4/1.2

60

108

M/5

e-THP 81kW Feel

289 900

4.7

107 9.3

3/1.2T

81

205

M/5

VERDICT | Majors on style and charm. Retro glamour

1.2 L

146 000

5.4 129 13.3

4/1.2

60

108

M/5

e-THP 81kW Shine

314 900

4.7

107 9.3

3/1.2T

81

205

M/5

500

1.2 LS

155 700

5.4 129 13.3

4/1.2

60

108

M/5

1.2 LT

165 500

5.4 129 13.3

4/1.2

60

108

M/5

P/T

UTILITY VERDICT | Still the benchmark despite polarising looks UTILITY

PRICE

L/100 CO2 0-100

P/T

0.9 TwinAir Pop

180 500

3.8

90

11.0 2/0.9T

63

145

190 400

3.8

88

11.0 2/0.9T

63

145

S/5

C4 PICASSO

0.9 TwinAir Pop Star

199 500

3.8

90

11.0 2/0.9T

63

145

M/5

0.9 TwinAir Pop Star auto

209 400

3.8

88

11.0 2/0.9T

63

145

S/5

0.9 TwinAir Lounge

225 500

4.2

99 10.0 2/0.9T

77

145

M/6

0.9 TwinAir Lounge auto

235 400

4.2

99 10.0 2/0.9T

77

145

S/5

3.8

PRICE

L/100 CO2 0-100

P/T

4.0 105 13.6 4/1.6TD

85

270

M/6

4.0 105 13.6 4/1.6TD

85

270

M/6

e-THP 121kW Intensive

412 900

5.6 130 9.3

121 240

A/6

171 12.8

4/1.4

68

120

M/5

7.2

171 12.8

4/1.4

68

120

M/5

4/1.6T

1.4 UteSurf Edition

171 400

7.2

171 12.8

4/1.4

68

120

M/5

DISPATCH

171 400

7.2

171 12.8

4/1.4

68

120

M/5

VERDICT | Practical people carrier. Nothing more

185 800

7.2

171 12.8

4/1.4

68

120

M/5

1.4 Sport

208 800

7.2

171 12.8

4/1.4

68

120

M/5

1.8

177 600

8.1

193 9.8

4/1.8

77

161

M/5

1.8 Club

191 300

8.1

193 9.8

4/1.8

77

161

M/5

1.8 Sport

215 500

8.1

193 9.8

4/1.8

77

161

M/5

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

hatch 1.6 LS

222 600

6.5 155 11.3

4/1.6

85

155

M/5

sedan 1.6 LS

231 400

6.4 152 11.3

4/1.6

85

155

M/5

sedan 1.6 LS auto

243 500

6.9 164 11.7

4/1.6

85

155

A/6

hatch 1.4T RS

271 000

6.6 155 9.29 4/1.4T

103 200

M/6

sedan 1.6 LS

PRICE 248 900

L/100 CO2 0-100 6.7

157 12.8

P/T 4/1.6

KW NM GEAR 86

155

M/5

270 700

6.7

157 12.8

4/1.6

86

155

M/5

sedan 1.4T LS

285 700

5.8 135 9.3

4/1.4T

103 200

M/6

sedan 1.4T LS auto

296 200

6.8 157 10.4 4/1.4T

103 200

A/6

hatch 1.6 LS

274 500

6.7 158 12.8

4/1.6

86

155

M/5

hatch 1.4T LS

291 400

5.8 135 9.3

4/1.4T

103 200

M/6

ORLANDO VERDICT | Wagon for the stay-at-home dad ORLANDO 1.8 LS

PRICE 329 300

KW NM GEAR

199 13.6 4/2.0TD 120 340

A/6

GO

7.2

171 12.0

P/T 4/1.8

63

88

11.0 2/0.9T

63

145

S/5

4.2

99 10.0 2/0.9T

77

145

M/6

500C 0.9 TwinAir Lounge auto 268 400

4.2

99 10.0 2/0.9T

77

145

S/5

QUBO

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

104 900

5.2 123 13.3

3/1.2

50

104

M/5

1.2 Lux

119 900

5.2 123 13.3

3/1.2

50

104

M/5

232 500

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

K01 1.0

76 990

n/a

n/a

n/a

4/1.0

35

76

M/5

K01 1.3

92 990

n/a

n/a

n/a

4/1.3

58

103

M/5

K01 1.3 J-Car

106 990

n/a

n/a

n/a

4/1.3

58

103

M/5

PRICE

L/100 CO2 0-100

1.4

221 990

6.6 152 16.2

1.3 Multijet

244 990

4.4

P/T 4/1.4

115 16.5 4/1.3TD

54

118

M/5

55

190

M/5

VERDICT | The 500 that ate all the pies. Good family fun PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

285 990

6.2 145 12.8

4/1.4

70

127

1.4 Easy

285 990

6.2 145 12.8

4/1.4

70

127

M/6

1.4 Lounge

301 990

6.2 145 12.8

4/1.4

70

127

M/6

1.6 Multijet Lounge

346 990

4.5

117 11.3 4/1.6TD

77

320

M/6

1.4 T-Jet Trekking

357 990

7.0

163 11.0 4/1.4T

88

215

M/6

M/6

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

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

DODGE

299 990

6.4

147 11.5

4/1.6

81

152

M/5

JOURNEY

1.4T Cross

347 990

6.0 139 9.8

4/1.4T

103 230

M/6

1.4T Cross auto

364 990

5.7 133 9.8

4/1.4T

103 230

D/6

VERDICT | Better inside, but still off course

1.4T Cross Plus

384 990

6.0 139 9.8

4/1.4T

103 230

M/6

1.4T Cross Plus auto

399 990

5.7 133 9.8

4/1.4T

103 230

D/6

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

3.6 R/T

512 990

10.4 242 n/a

V6/3.6

206 353

A/6

Crossroad 3.6

533 990

10.4 242 n/a

V6/3.6

206 353

A/6

DOBLO PANORAMA VERDICT | Family-friendly room with a view

PRICE

L/100 CO2 0-100

P/T

DOBLO PANORAMA

FAW

1.6 Multijet Dynamic

KW NM GEAR

V2

VERDICT | Cheap, garish and uninspiring

PRICE 352 990

L/100 CO2 0-100

P/T

5.5 145 13.4 4/1.6TD

2.4 LT

396 600

8.8 210 10.5

4/2.4

123 230

M/6

415 500

9.5 225 11.0

4/2.4

123 230

A/6

V2

2.2D LT

431 300

7.8

208 9.8 4/2.2TD 135 400

A/6

1.3 DLX

114 995

6.5 155 n/a

4/1.3

67

120

M/5

FIGO

1.3 #Like

124 995

6.5 155 n/a

4/1.3

67

120

M/5

VERDICT | Less feisty old Fiesta, more global new Ka

TRAILBLAZER PRICE

PRICE

L/100 CO2 0-100

P/T

L/100 CO2 0-100

P/T

KW NM GEAR

VERDICT | Sounds grand, probably isn’t

141 11.8

4/1.5

82

136

M/5

5.9

141 11.8

4/1.5

82

136

M/5

4/1.3

67

120

M/5

1.5 Titanium

185 900

5.9

141 10.0

4/1.5

82

136

4/1.5

75

140

M/5

1.5 Titanium auto

207 900

6.0 142 12.0

4/1.5

82

136

D/6

75

140

M/5

1.5TDCi Ambiente

193 900

4.1

108 12.1 4/1.5TD

74

215

M/5

1.5TDCi Trend

203 900

4.1

108 12.1 4/1.5TD

74

215

M/5

1.3 Comfort

179 995

7.5

177 n/a

572 300

8.0 215 11.4 4/2.8TD 144 440

M/6

1.5

189 995

8.1

191

n/a

2.8D 4x4 LTZ auto

591 500

9.5 254 10.6 4/2.8TD 144 500

A/6

1.5 Comfort

194 995

8.1

191

n/a

4/1.5

L/100 CO2 0-100

P/T

2.8CRD LX

644 990

8.4 222 12.8 4/2.8TD 120 360

A/6

738 990

8.4 222 12.8 4/2.8TD 120 360

A/6

FERRARI

1.5 Ambiente

163 900

5.9

141 11.8

4/1.5

82

136

M/5

1.5 Trend

172 900

5.9

141 11.8

4/1.5

82

136

M/5

VERDICT | ‘Entry-level’ Ferrari a turbocharged triumph

1.5 Titanium auto

209 900

6.0 142 12.0

4/1.5

82

136

D/6

CALIFORNIA T

PRICE

T

4 335 000

L/100 CO2 0-100

P/T

KW NM GEAR

10.5 250 3.6 V8/3.9T 412 755

D/7

488

300C PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

488

PRICE

488 GTB

4 990 000

11.4 260 3.0 V8/3.9T 492 760

D/7

488 Spider

5 594 000

11.4 260 3.0 V8/3.9T 492 760

D/7

3.6 Luxury Series

636 999

9.7 227

7.7

V6/3.6

210 340

A/8

SRT8

821 999

13.0 303 5.0

V8/6.4

347 631

A/5

FIESTA VERDICT | Fresh face, brilliant turbo three-pot FIESTA

VERDICT | More powerful, more beautiful 458

VERDICT | Bold capable exec often ignored

M/5

sedan

CALIFORNIA T

2.8CRD Limited

KW NM GEAR

5.9

2.8D 4x4 LTZ

KW NM GEAR

P/T

170 900

SIRIUS S80

A/6

P/T

L/100 CO2 0-100

162 900

M/6

L/100 CO2 0-100

PRICE

1.5 Trend

195 11.7 4/2.5TD 120 380

VERDICT | Grand American for grand-sized Americans

M/6

1.5 Ambiente

7.4

9.5 254 10.6 4/2.8TD 144 500

CHRYSLER

290

KW NM GEAR

451 500 533 100

GRAND VOYAGER

77

hatch

2.8D LTZ auto

PRICE

KW NM GEAR

FORD

FIGO

2.5D LT

PRICE

KW NM GEAR

SIRIUS S80

VERDICT | More practical than King Fortuner

300C

KW NM GEAR

1.4 Pop Star

2.4 LT auto

GRAND VOYAGER

M/5

1.6 Pop Star

KW NM GEAR

VERDICT | Strong on value – at this age it needs to be

TRAILBLAZER

145

500L 500L

DFSK

104 176

M/5

11.0 2/0.9T

3.8

258 500

VERDICT | Postman Pat’s Italian cousin. Opt for diesel

1.2 Mid

MINI TRUCK

90

500C 0.9 TwinAir Pop Star auto 242 400 500C 0.9 TwinAir Lounge

QUBO

DATSUN

JOURNEY

L/100 CO2 0-100

CAPTIVA CAPTIVA

7.6

P/T

VERDICT | Unbelievably low pricing. Warning!

VERDICT | As the name suggests, good for cruisin’ sedan 1.6 L

424 900

L/100 CO2 0-100

MINI TRUCK

CRUZE CRUZE

HDi 160 Comfort

PRICE

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

VERDICT | Strong, sporty style. Stronger rivals SONIC

DISPATCH MULTISPACE

500C 0.9 TwinAir Pop Star

GO

SONIC

M/5

cabriolet

1.4 UteForce Edition 1.4 Club

KW NM GEAR

388 900

7.2

KW NM GEAR

0.9 TwinAir Pop auto

368 900

159 800

P/T

VERDICT | Unusually pretty, properly sorted MPV e-HDi 85kW Seduction

163 800

L/100 CO2 0-100

C4 PICASSO

e-HDi 85kW Intensive

1.4

PRICE

hatch

KW NM GEAR

1.4 UteSpaza Edition

KW NM GEAR

C4 CACTUS

5.4 129 13.3

L/100 CO2 0-100

KW NM GEAR

PANDA

134 700

PRICE

D/7

F12

1.2 Campus

SPARK

KW NM GEAR

15.0 350 3.4 V12/6.3 507 697

L/100 CO2 0-100

P/T

KW NM GEAR

PRICE

L/100 CO2 0-100

1.4 Ambiente

218 900

5.7 130 12.2

1.0T Ambiente

218 900

4.3

99

1.0T Ambiente auto

229 900

4.9

1.0T Trend

230 900

1.0T Trend auto

241 900

P/T

KW NM GEAR

4/1.4

71

128

M/5

3/1.0T

92

170

M/5

114 10.8 3/1.0T

74

170

D/6

4.3

99 9.84 3/1.0T

92

170

M/5

4.9

114 10.8 3/1.0T

74

170

D/6

9.4

THE GOOD, THE BAD & THE UGLY 119 1.0T Titanium

254 900

4.3

99

1.0T Titanium auto

264 900

4.9

114 10.8 3/1.0T

74

170

D/6

1.5TDCi Ambiente

238 900

3.6

94 13.5 4/1.5TD

9.4

3/1.0T

55

185

M/5

1.6TDCi Ambiente

238 900

3.6

95

11.7 4/1.6TD

70

200

M/5

1.5TDCi Trend

245 900

3.6

94 13.5 4/1.5TD

55

185

M/5

1.6TDCi Trend

245 900

3.6

95

70

200

M/5

3-door ST

313 900

5.9 138 6.9

134 290

M/6

11.7 4/1.6TD 4/1.6T

92

170

M/5

B-MAX VERDICT | Good: smart cabin, goes well. Bad: van vibes B-MAX

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

1.0T Ambiente

234 900

5.1

119 13.2 3/1.0T

74

170

M/5

1.0T Trend

261 900

4.9

114 11.2 3/1.0T

92

170

M/5

1.0T Titanium

287 900

4.9

114 11.2 3/1.0T

92

170

M/5

L/100 CO2 0-100

P/T

KW NM GEAR

EMGRAND 7

110 240

M/6

1.8 GL Luxury

164 990

7.6

180 10.9

4/1.8

102 172

M/5

1.5T Ambiente auto

379 900

7.0

4/1.5T

132 240

A/6

1.8 GT Executive

174 990

7.6

180 10.9

4/1.8

102 172

M/5

162 9.9

1.5T Trend

403 900

6.6 154 9.7

4/1.5T

110 240

M/6

1.5T Trend auto

418 900

7.0

162 9.9

4/1.5T

132 240

A/6

1.5T AWD Trend

449 900

7.7

179 10.1 4/1.5T

132 240

A/6

2.0T AWD Titanium

501 900

8.8 204

177 240

A/6

2.0TDCi AWD Trend

488 900

6.2 162 10.4 4/2.0TD 132 400

D/6

2.0TDCi AWD Titanium

524 900

6.2 162 10.4 4/2.0TD 132 400

D/6

7.8

4/2.0T

FUSION VERDICT | New ‘Mondeo’ has been worth the wait PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

424 900

7.5

174

8.7

4/2.0T

149 300

A/6

KW NM GEAR

2.0T Titanium

487 900

8.5 187

7.7

4/2.0T

177 340

A/6

4/1.5

82

138

M/5

2.0TDCi Titanium

530 900

5.1

124 8.6 4/2.0TD 132 400

D/6

170

M/5

131 12.7 3/1.0T

92

131 12.09 3/1.0T

92

170

M/5

82

138

D/6

1.0T Titanium

290 900

5.7

1.5 Titanium auto

294 900

6.5 154 13.4

1.5TDCi Trend

270 900

4.6 120 14.5 4/1.5TD

74

205

M/5

1.5TDCi Titanium

292 900

4.6 120 14.5 4/1.5TD

74

205

M/5

4/1.5

FOCUS VERDICT | Plays golf better than you think P/T

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

2.2TDCi SWB Ambiente

477 900

6.5 172

n/a 4/2.2TD

74

310

M/6

2.2TDCi LWB Ambiente

504 900

6.5 172

n/a 4/2.2TD

2.2TDCi SWB Trend

520 900

6.5 172

n/a 4/2.2TD

74

310

M/6

92

350

M/6

92

2.2TDCi LWB Trend

517 900

6.5 172

n/a 4/2.2TD

350

M/6

2.2TDCi SWB Limited

561 900

6.5 172

n/a 4/2.2TD 114 385

M/6

EVEREST

sedan 236 900

5.0

116 11.1 3/1.0T

92

170

M/6

1.0T Ambiente auto

249 900

5.5 125 12.0 3/1.0T

92

170

A/6

1.0T Trend

258 900

5.0

116 11.1 3/1.0T

92

170

M/6

1.0T Trend auto

270 900

5.5 125 12.0 3/1.0T

92

170

A/6

1.5T Trend

293 900

5.6 128

8.7

4/1.5T

132 240

M/6

1.5T Trend auto

306 900

6.1

140 9.0

4/1.5T

132 240

A/6

241 900

5.0

116 11.1 3/1.0T

92

170

M/6

1.0T Ambiente auto

254 900

5.5 125 12.0 3/1.0T

92

170

A/6

1.0T Trend

264 900

5.0

116 11.1 3/1.0T

92

170

M/6

1.0T Trend auto

276 900

5.5 125 12.0 3/1.0T

92

170

A/6

hatch 1.0T Ambiente

1.5T Trend

299 900

5.5 127 8.6

4/1.5T

132 240

M/6

1.5T Trend auto

311 900

6.1

140 8.9

4/1.5T

132 240

A/6

ST 1

420 900

6.8 159 6.5

4/2.0T

184 360

M/6

ST 3

462 900

6.8 159 6.5

4/2.0T

184 360

M/6

PRICE

L/100 CO2 0-100

P/T

TOURNEO CONNECT

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

Tourneo Connect

189 900

L/100 CO2 0-100 7.2

172

n/a

P/T 4/1.5

KW NM GEAR 77

138

M/5

STEED 5 VERDICT | One of the better Chinese bakkies STEED 5

PRICE

L/100 CO2 0-100 CYL/CC KW NM GEAR

2.2L Workhorse

164 900

9.7 229 n/a

4/2.2

78

190

M/5

2.2L Lux

184 900

10.2 240 n/a

4/2.2

78

190

M/5

STEED 5E

PRICE

L/100 CO2 0-100 CYL/CC KW NM GEAR

double cab 239 900

10.7 251

n/a

4/2.4

93

200

2.4 Xscape

256 900

10.7 251

n/a

4/2.4

93

200

M/5

2.0VGT SX

2.4 SX

269 900

8.3 220 n/a 4/2.0TD 105 305

M/6

M/5

2.0VGT Xscape

289 900

8.3 220 n/a 4/2.0TD 105 305

M/6

VERDICT | Steed gets dressed up for the rodeo KW NM GEAR

3.2 4WD XLT

634 900

8.2 217 11.6 5/3.2TD 147 470

A/6

3.2 4WD Limited

698 900

8.2 217 11.6 5/3.2TD 147 470

A/6

STEED 6

PRICE

L/100 CO2 0-100 CYL/CC KW NM GEAR

double cab 2.0VGT SX

299 900

8.8 233 n/a 4/2.0TD 105 305

M/6

2.0VGT Xscape

329 900

8.8 233 n/a 4/2.0TD 105 310

M/6

MUSTANG VERDICT | American icon gloriously reinvented MUSTANG 2.3T fastback

PRICE 699 900

L/100 CO2 0-100 8.0 179 5.8

P/T 4/2.3T

KW NM GEAR 233 430

M/6

HONDA

BRIO

2.3T fastback auto

719 900

A/6

VERDICT | Spirited tot is surprisingly competent

2.3T convertible auto

779 900

9.8 225 5.8

4/2.3T

233 430

A/6

BRIO

5.0 GT fastback

819 900

13.5 308 4.8

V8/5.0

306 530

M/6

hatch

5.0 GT fastback auto

839 900

12.0 287 4.8

V8/5.0

306 530

A/6

1.2 Trend

144 300

5.6 133 12.2

4/1.2

65

109

M/5

5.0 GT convertible auto

899 900

12.8 294 4.8

V8/5.0

306 530

A/6

1.2 Comfort

158 300

5.6 133 11.56 4/1.2

65

109

M/5

1.2 Comfort auto

171 300

6.3 150 14.7

65

109

A/5

9.8 225 5.8

4/2.3T

233 430

TOURNEO CONNECT VERDICT | Great van for more than just Blue Oval fans

PRICE

STEED 6

VERDICT | As good as we expected, just much costlier EVEREST

M4

VERDICT | Improves with each new iteration

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

KW NM GEAR

1.0T Ambiente

VERDICT | Chunkier ghost of old Florid Cross

STEED 5E

TOURNEO CUSTOM TOURNEO CUSTOM

GWM

M4 1.5

2.0T Trend

5.7

KW NM GEAR

4/1.5T

A/6

268 900

P/T

6.6 154 9.7

132 240

1.0T Trend

L/100 CO2 0-100

359 900

4/1.5T

P/T

PRICE

1.5T Ambiente

173 9.2

6.5 154 11.6

L/100 CO2 0-100

VERDICT | A cheaper sedan for the family man

L/100 CO2 0-100

7.4

233 900

PRICE

PRICE

394 900

1.5 Ambiente

FOCUS

KUGA

1.5T Trend

VERDICT | More than just a Fiesta on stilts PRICE

EMGRAND 7

VERDICT | Chunkier, taller, more useful Focus

FUSION

ECOSPORT ECOSPORT

KUGA

PRICE

L/100 CO2 0-100

P/T

4/1.2

KW NM GEAR

Amaze sedan

FOTON

1.2 Trend

157 400

6.1

147 12.4

109

M/5

1.2 Comfort

168 600

6.1

147 12.4

4/1.2

65

109

M/5

VERDICT | Bare essentials bakkie

1.2 Comfort auto

181 600

6.9 167 15.7

4/1.2

65

109

A/5

THUNDA

4/1.2

65

1.0T Ambiente

296 900

5.6 129 14.0 3/1.0T

74

170

M/6

1.0T Trend

308 900

5.6 129 14.0 3/1.0T

74

170

M/6

1.0T Titanium

369 900

5.6 129 14.0 3/1.0T

74

170

M/6

2.2 V

139 995

n/a

n/a

n/a

4/2.2

76

193

M/5

2.2 CV

149 995

n/a

n/a

n/a

4/2.2

76

193

M/5

1.6T Titanium

392 900

8.0 184 n/a

110 240

A/6

2.8TD CV

179 995

n/a

n/a

n/a 4/2.8TD

68

202

M/5

MOBILIO

1.6TDCi Titanium

399 900

4.9 130 n/a 4/1.6TD

85

M/6

2.2 double cab CV

184 995

n/a

n/a

n/a

76

193

M/5

1.5 Trend

201 000

6.1

147 10.8

4/1.5

88

145

2.8TD double cab XV

205 995

n/a

n/a

n/a 4/2.8TD

68

202

M/5

1.5 Comfort

222 400

6.1

147 10.8

4/1.5

88

145

M/5

1.5 Comfort auto

238 800

6.0 144 11.3

4/1.5

88

145

C/V

Grand Tourneo Connect 4/1.6T

285

RANGER PRICE

PRICE

L/100 CO2 0-100

P/T

4/2.2

KW NM GEAR

TUNLAND

VERDICT | The segment’s new top dog RANGER

THUNDA

L/100 CO2 0-100

2.5

216 900

10.8 257 n/a

2.2

229 900

6.6

2.2 Hi-Rider XL

P/T

122 226

M/5

88

285

M/5

290 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.2 4x4 XL

348 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.2 Hi-Rider XLS

342 900

6.9 182 n/a 4/2.2TD 118 385

M/6

172

4/2.5

KW NM GEAR

n/a 4/2.2TD

PRICE

L/100 CO2 0-100

P/T

VERDICT | A Brio for (much) larger families PRICE

L/100 CO2 0-100

P/T

KW NM GEAR M/5

JAZZ

VERDICT | Best Chinese bakkie yet. Thanks Cummins TUNLAND

MOBILIO

KW NM GEAR

VERDICT | No great advance over popular predecessor

209 995

8.0

212

n/a 4/2.8TD

96

280

M/5

JAZZ

2.8 off-road Comfort

249 995

8.0

212

n/a 4/2.8TD

96

280

M/5

1.2 Trend

198 300

5.6 135 13.5

4/1.2

66

110

2.8 off-road Luxury

259 995

8.0

212

n/a 4/2.8TD

96

280

M/5

1.2 Comfort

225 800

5.6 135 13.6

4/1.2

66

110

M/5

1.2 Comfort auto

243 300

5.6 136 14.3

4/1.2

66

110

C/V

2.8 on-road Comfort

double cab

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR M/5

2.8 off-road Comfort

299 995

8.3 219 13.5 4/2.8TD 120 360

M/5

1.5 Elegance

258 900

6.0 143 9.9

4/1.5

88

145

M/5

2.8 off-road Luxury

319 995

8.3 219 13.5 4/2.8TD 120 360

M/5

1.5 Elegance auto

273 900

5.8 140 10.6

4/1.5

88

145

C/V

2.8 4x4 Comfort

389 995

8.3 219 13.5 4/2.8TD 120 360

M/5

1.5 Dynamic

275 300

6.0 143 10.49 4/1.5

88

145

M/5

2.8 4x4 Luxury

409 995

8.3 219 13.5 4/2.8TD 120 360

M/5

1.5 Dynamic auto

290 300

5.8 140 10.7

88

145

C/V

2.2 4x4 XL-Plus

372 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.2 4x4 XLS

403 900

6.9 182 n/a 4/2.2TD 118 385

M/6

3.2 Hi-Rider XLS

379 900

8.2 217

n/a 5/3.2TD 147 470

M/6

3.2 4x4 XLS

437 900

8.3 218

n/a 5/3.2TD 147 470

M/6

2.2 Hi-Rider

259 900

6.9 182 n/a 4/2.2TD

285

M/5

2.2 Hi-Rider XL

335 900

6.9 182 n/a 4/2.2TD 118 385

M/6

GEELY

2.2 4x4 XL

396 900

6.9 182 n/a 4/2.2TD 118 385

M/6

LC

BALLADE

3.2 Hi-Rider XLS

403 900

8.2 217

n/a 5/3.2TD 147 470

M/6

VERDICT | Attractively priced Botox disaster

1.5 Trend

223 500

5.9 140 9.6

4/1.5

88

145

M/5

3.2 4x4 XLS

461 900

8.3 218

n/a 5/3.2TD 147 470

M/6

1.5 Trend auto

238 500

5.8 137 11.1

4/1.5

88

145

C/V

3.2 4x4 XLT auto

504 900

8.8 230 n/a 5/3.2TD 147 470

A/6

LC

Super Cab 88

double cab 2.2 Hi-Rider

290 900

6.9 182 n/a 4/2.2TD

285

M/5

2.2 Hi-Rider XL

346 900

6.9 182 n/a 4/2.2TD 118 385

88

M/6

2.2 4x4 XL

399 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.2 Hi-Rider XLS

432 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.2 4x4 XL-Plus

427 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.2 4x4 XLS

490 900

6.9 182 n/a 4/2.2TD 118 385

M/6

BALLADE VERDICT | Badge still better than the car

PRICE

P/T

KW NM GEAR

1.0 GC2 GS

92 990

6.2 140 n/a

3/1.0

50

88

M/5

99 990

6.9 164 14.0

4/1.3

63

110

M/5

LC CROSS VERDICT | Just like an LC, but less happy-faced PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

1.3 GL

109 990

6.9 164 14.0

4/1.3

63

110

M/5

1.5 GX2 GL

112 900

7.3

4/1.5

75

136

M/5

2.2 Hi-Rider XLT

467 900

6.9 182 n/a 4/2.2TD 118 385

M/6

3.2 Hi-Rider XLT

498 900

8.2 217

M/6

3.2 Hi-Rider XLT auto

510 900

8.5 225 n/a 5/3.2TD 147 470

A/6

3.2 4x4 XLT

555 900

8.3 218

n/a 5/3.2TD 147 470

M/6

VERDICT | Bargain motoring

3.2 4x4 XLT auto

567 900

9.0 236 n/a 5/3.2TD 147 470

A/6

MK

n/a 5/3.2TD 147 470

L/100 CO2 0-100

1.3 GL

LC CROSS

4/1.5

169 n/a

MK PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

3.2 Hi-Rider Wildtrak

527 900

8.2 217

n/a 5/3.2TD 147 470

M/6

hatch 1.5 GL

99 990

7.7

178

n/a

4/1.5

69

128

M/5

3.2 Hi-Rider Wildtrak auto

538 900

8.5 225 n/a 5/3.2TD 147 470

A/6

sedan 1.5 GL

104 990

7.7

178

n/a

4/1.5

69

128

M/5

3.2 4x4 Wildtrak auto

597 900

9.0 236 n/a 5/3.2TD 147 470

A/6

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

1.5 Elegance

253 700

5.9 140 9.6

4/1.5

88

145

M/5

1.5 Elegance auto

268 700

5.8 137 11.1

4/1.5

88

145

C/V

1.5 Executive

270 700

5.9 140 9.6

4/1.5

88

145

M/5

1.5 Executive auto

285 700

5.8 137 11.1

4/1.5

88

145

C/V

CIVIC VERDICT | Drives well, but not outstandingly so CIVIC

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

sedan 1.8 Elegance

325 200

6.7 160 8.6

4/1.8

104 174

1.8 Elegance auto

340 200

6.6 157 10.7

4/1.8

104 174

A/5

1.8 Executive

337 700

6.7 160

9.1

4/1.8

104 174

M/5 M/5

1.8 Executive auto

352 700

6.6 157 10.7

4/1.8

104 174

A/5 M/6

hatch 1.8 Elegance

317 800

6.1

4/1.8

104 174

1.8 Elegance auto

332 800

6.5 155 10.9

4/1.8

104 174

A/5

1.8 Executive

346 100

6.3 150 9.57

146

9.1

4/1.8

104 174

M/6

120 1.8 Executive auto

361 100

6.5 155 11.3

Type R

600 900

7.5

4/1.8

177 5.88 4/2.0T

104 174

A/5

228 400

M/6

TUCSON VERDICT | A handsome leap in refinement and looks TUCSON

HR-V

2.0 Premium

VERDICT | Promising but pricey, and CVT-only for now

PRICE

L/100 CO2 0-100

359 900

8.9 186 10.6

2.0 Premium auto

379 900

KW NM GEAR

2.0 Elite auto

439 900

9.0 204 11.1

4/2.0

115 196

A/6

6.2 147 12.0

4/1.5

88

145

C/V

1.6 Turbo Executive

419 900

8.3 169 9.2

4/1.6T

130 265

M/6

1.8 Elegance

379 700

6.8 162 9.81

4/1.8

105 172

C/V

1.6 Turbo 4WD Elite

499 900

8.5 178

4/1.6T

130 265

D/7

L/100 CO2 0-100

P/T

CR-Z PRICE

A/6

VERDICT | Nine seats plus room for the luggage

L/100 CO2 0-100

P/T

KW NM GEAR

7.6 199 n/a 4/2.5TD 100 320 8.2 217 n/a 4/2.5TD 100 320 7.7 203 n/a 4/3.0TD 130 380

M/5 M/5 M/5

300D-Teq 4x4 LX

439 200

8.1

n/a 4/3.0TD 130 380

M/5

250D-Teq Hi-Rider

337 400

7.6

199 n/a 4/2.5TD 100 320

M/5

300D-Teq LX

414 000

7.7

202 n/a 4/3.0TD 130 380

M/5

300D-Teq LX auto

427 900

7.7

204 n/a 4/3.0TD 130 380

A/5

300D-Teq 4x4 LX

474 400

7.9

209 n/a 4/3.0TD 130 380

M/5

250D-Teq Hi-Rider

344 400

7.7

203 n/a 4/2.5TD 100 320

M/5

250D-Teq LE

435 200

7.7

203 n/a 4/2.5TD 100 320

M/5

213

Extended Cab

double cab

H-1

VERDICT | Likeable but compromised hybrid CR-Z

9.1

115 196

329 500 382 900 381 100

M/6

320 900

PRICE

4/2.0

KW NM GEAR 115 196

1.5 Comfort

HR-V

9.0 204 11.1

P/T 4/2.0

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

457 400

7.9

208 n/a 4/2.5TD 100 320

M/5

411 200

5.2 124 9.4

4/1.5e 101e 190e M/6

KW NM GEAR

250D-Teq 4x4 LE

hybrid

2.4 wagon

499 900

10.2 240 13.11 4/2.4

126 224

M/5

300D-Teq LX

486 900

7.8

204 n/a 4/3.0TD 130 380

M/5

hybrid auto

426 200

4.9

4/1.5e 101e 190e C/V

2.5CRDi wagon

599 900

9.8 257 14.4 4/2.5TD 125 441

A/5

300D-Teq LX auto

501 200

7.7

204 n/a 4/3.0TD 130 380

A/5

300D-Teq 4x4 LX

549 800

7.9

209 13.08 4/3.0TD 130 380

M/5

300D-Teq 4x4 LX auto

563 500

7.9

208 n/a 4/3.0TD 130 380

A/5

117

9.9

CR-V PRICE

PRICE

L/100 CO2 0-100

P/T

SANTA FE

VERDICT | More polish for popular soft-roader CR-V

H-1

VERDICT | Impressive, attractive... and pricey

L/100 CO2 0-100

P/T

KW NM GEAR

SANTA FE

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

2.0 Comfort

380 600

7.7

182 10.0

4/2.0

114 192

M/6

2.2CRDi Elite

699 900

8.0 198 9.8 4/2.2TD 145 436

A/6

2.0 Comfort auto

395 600

7.6

181 12.4

4/2.0

114 192

A/5

2.2CRDi 4WD Elite

739 900

8.3 206 10.0 4/2.2TD 145 436

A/6

114 192

M/6

7.7

182 10.0

4/2.0

2.0 Elegance auto

447 200

7.6

181 12.4

4/2.0

114 192

A/5

2.4 Executive AWD

2.0 Elegance

557 000

432 200

8.6 203 10.38 4/2.4

140 220

A/5

2.4 Exclusive AWD

596 500

8.6 203 11.1

140 220

A/5

4/2.4

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

2.0 Elegance

434 600

7.5

178 11.7

4/2.0

114 190

A/5

2.4 Executive

501 700

8.1

192 10.6

4/2.4

132 225

A/5

3.5 V6 Exclusive

613 300

9.2

217 7.01 V6/3.5

207 339

A/6

HYUNDAI

Q50

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

2.2d

455 100

4.8 125

8.7 4/2.2TD 125 400

M/6

2.0T Premium

474 800

7.0

162

7.2

4/2.0T

155 350

A/7

2.0T Sport

513 300

7.0

162

7.2

4/2.0T

155 350

A/7

2.2d Premium

502 600

5.0 133 8.5 4/2.2TD 125 400

A/7 A/7

2.2d Sport

541 100

5.0 133 8.5 4/2.2TD 125 400

S Hybrid

669 700

6.8 159

S Hybrid AWD

697 300

7.2

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

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

QX50

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

L/100 CO2 0-100

VERDICT | Swoopily styled crossover, loaded with kit P/T

KW NM GEAR

QX50

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

1.1 Motion

149 900

4.8

114 15.2

4/1.1

50

99

M/5

3.0d

596 949

8.5 224

7.9 V6/3.0TD 175 550

A/7

1.1 Motion auto

167 900

5.7 135 17.1

4/1.1

50

99

A/4

3.0d GT

637 824

8.5 224

7.9 V6/3.0TD 175 550

A/7

GRAND i10

3.0d GT Premium

679 230

8.5 224 8.42 V6/3.0TD 175 550

A/7

3.7 GT

629 070

12.2 288 6.4

V6/3.7

235 360

A/7

VERDICT | Terrible name, decent little car

3.7 GT Premium

670 476

12.2 288 6.4

V6/3.7

235 360

A/7

GRAND i10

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

174 900

5.9 130 12.7

4/1.2

64

120

M/5

Q60

1.25 Fluid

188 900

5.9 130 11.1

4/1.2

64

120

M/5

VERDICT | 370Z’s more genteel cousin

1.25 Fluid auto

199 900

6.9

4/1.2

64

120

A/4

Q60

i20 VERDICT | Feels just like the old car in a new suit i20

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

PRICE

L/100 CO2 0-100 11.4 268 5.9

V6/3.7

235 360

A/7

coupé 3.7 S

641 270

11.4 268 5.9

V6/3.7

235 360

A/7

coupé 3.7 S Premium

674 569

11.4 268 5.9

V6/3.7

235 360

A/7

cabrio 3.7 GT Premium

701 687

11.4 268 6.4

V6/3.7

235 360

A/7

5.9 140 13.6

4/1.2

61

115

M/5

1.2 Fluid

227 900

5.9 140 13.6

4/1.2

61

115

M/5

Q70

1.4 Fluid

244 900

6.5

147 11.4

4/1.4

74

133

M/6

VERDICT | ‘Interestingly’ styled, superbly built

255 900

7.5

160 13.2

4/1.4

74

133

A/4

265 900

6.5

147

4/1.4

85

160

M/6

n/a

ACCENT VERDICT | Small sedan buyer: this is money well spent ACCENT

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

Q70

PRICE

L/100 CO2 0-100 10.2 235 6.2

V6/3.7

235 360

A/7

3.7 GT Premium

A/7

708 205

10.2 235 6.2

V6/3.7

235 360

3.7 S Premium

732 426

10.2 235 6.2

V6/3.7

235 360

A/7

3.0d GT

672 539

7.5

199 6.9 V6/3.0TD 175 550

A/7

3.0d GT Premium

729 590

7.5

199 6.9 V6/3.0TD 175 550

A/7

3.0d S

696 759

7.5

199 6.9 V6/3.0TD 175 550

A/7

3.0d S Premium

753 810

7.5

199 6.9 V6/3.0TD 175 550

A/7

6.1

145 10.2

4/1.6

91

156

M/6

sedan 1.6 Fluid

257 900

6.1

145 10.2

4/1.6

91

156

M/6

sedan 1.6 Fluid auto

269 900

6.4

151 11.4

4/1.6

91

156

A/4

sedan 1.6 Glide

274 900

6.1

145 10.2

4/1.6

91

156

M/6

QX70

sedan 1.6 Glide auto

284 900

6.4

151 11.4

4/1.6

91

156

A/4

VERDICT | ‘Hollywood’ SUV: puts on a great show

hatch 1.6 Fluid

264 900

6.4 152 10.2

4/1.6

91

156

M/6

hatch 1.6 Fluid auto

279 900

6.8 161 11.4

4/1.6

91

156

A/4

ELANTRA

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

1.6 Premium

299 900

6.4 152 10.1

4/1.6

96

157

M/6

1.6 Premium auto

319 900

6.9 163 11.6

4/1.6

96

157

A/6

1.6 Executive

314 900

6.4 152 10.1

4/1.6

96

157

M/6

1.6 Executive auto

329 900

6.9 163 11.6

4/1.6

96

157

A/6

VERDICT | Korea scrapes into the Golf-class A-list i30 1.6 Premium

PRICE 319 900

L/100 CO2 0-100 6.4 152 10.5

P/T 4/1.6

KW NM GEAR 95

157

M/6

1.6 Premium auto

344 900

6.8 173 11.5

4/1.6

95

157

A/6

1.8 Executive

344 900

6.5 157

4/1.8

110 178

M/6

9.7

VELOSTER PRICE

L/100 CO2 0-100

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

794 200

12.3 291 6.8

V6/3.7

235 360

A/7

3.7 GT Premium

854 200

12.3 291 6.8

V6/3.7

235 360

A/7

3.7 S

839 200

12.3 291 6.8

V6/3.7

235 360

A/7

3.7 S Premium

899 200

12.3 291 6.8

V6/3.7

235 360

A/7

3.7 S Black

912 700

12.3 291 6.8

V6/3.7

235 360

A/7

3.0d GT

816 700

9.0 238 8.3 V6/3.0TD 175 550

A/7

3.0d GT Premium

876 700

9.0 238 8.3 V6/3.0TD 175 550

A/7

3.0d S

861 700

9.0 238 8.3 V6/3.0TD 175 550

A/7

P/T

KW NM GEAR

P/T

KW NM GEAR

4.2 109

7.8 4/2.0TD 132 430

M/6

20d Prestige

651 100

4.2 109

7.8 4/2.0TD 132 430

A/8

20d R-Sport

677 100

4.2 109

7.8 4/2.0TD 132 430

A/8

20d Portfolio

721 900

4.2 109

7.8 4/2.0TD 132 430

A/8

25t Prestige

711 226

7.5

179 6.8

4/2.0T

177 340

A/8

25t R-Sport

737 426

7.5

179 6.8

4/2.0T

177 340

A/8

25t Portfolio

782 226

7.5

179 6.8

4/2.0T

177 340

A/8

1 009 836

8.1

194

5.1 V6/3.0S 250 450

A/8

S

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

L/100 CO2 0-100

P/T

KW NM GEAR

20d Prestige

743 600

4.3

114

8.1 4/2.0TD 132 430

A/8

20d R-Sport

814 200

4.3

114

8.1 4/2.0TD 132 430

A/8

25t Prestige

786 026

7.5

179

7.0

4/2.0T

177 340

A/8

25t R-Sport

856 526

7.5

179

7.0

4/2.0T

177 340

A/8

25t Portfolio

891 126

7.5

179

7.0

4/2.0T

177 340

A/8

35t R-Sport

1 088 092

8.3 198 5.4 V6/3.0S 250 450

A/8

S

1 235 092

8.3 198 5.3 V6/3.0S 280 450

A/8

F-TYPE F-TYPE

PRICE

coupé

1 044 806

L/100 CO2 0-100

8.4 199 5.3 V6/3.0S 250 450

P/T

KW NM GEAR A/8

convertible

1 057 606

8.4 199 5.3 V6/3.0S 250 450

A/8

S coupé

1 189 062

8.6 203 4.9 V6/3.0S 280 460

A/8

S convertible

1 201 862

8.6 203 5.04 V6/3.0S 280 460

A/8

S coupé British Design Edition 1 299 262

8.6 203 4.9 V6/3.0S 280 460

A/8

S convertible British Design Ed 1 310 762

8.6 203 4.9 V6/3.0S 280 460

A/8

R coupé

1 875 090

10.7 255 4.2 V8/5.0S 405 680

A/8

R convertible

1 886 790

10.7 255 4.2 V8/5.0S 405 680

A/8

R coupé AWD

1 973 486

11.3 269 4.08 V8/5.0S 405 680

A/8

SVR coupé AWD

2 236 686

11.3 269 3.7 V8/5.0S 423 700

A/8

XJ VERDICT | No chauffeur required XJ

PRICE

i4 Luxury

1 088 402

L/100 CO2 0-100 9.0

213

177 340

A/8

3.0D Luxury

1 418 496

7.0

184 6.2 V6/3.0TD 221 700

A/8

3.0D Premium Luxury

1 556 396

7.0

184 6.2 V6/3.0TD 221 700

A/8

3.0 Supercharged R-Sport

1 775 474

9.1

211

5.9 V6/3.0S 250 450

A/8

XJR

2 419 316

11.1 264 4.6 V8/5.0S 405 680

A/8 A/8

7.9

P/T 4/2.0T

KW NM GEAR

XJ L i4 Premium Luxury

1 337 602

9.0

213

3.0D Premium Luxury

1 656 396

7.0

184 6.2 V6/3.0TD 221 700

A/8

3.0 Supercharged Portfolio

1 842 974

9.1

211

5.9 V6/3.0S 250 450

A/8

11.1 264 4.9 V8/5.0S 375 625

A/8

5.0 Supercharged Autobiography 2 650 516

7.9

4/2.0T

177 340

JEEP

RENEGADE VERDICT | Tough, expensive. More tool than toy

3.0d S Premium

921 700

9.0 238 8.3 V6/3.0TD 175 550

A/7

3.0d S Black

935 200

9.0 238 8.3 V6/3.0TD 175 550

A/7

RENEGADE

A/7

1.6L Longitude

342 990

6.0 149 11.0

152

M/5

1.4L T Limited

406 990

6.0 140 10.9 4/1.4T

103 230

M/6

1.4L T Limited auto

431 990

5.9 137 11.0 4/1.4T

103 230

D/6

1.6L Multijet Limited

421 990

4.6 120 10.2 4/1.6TD

88

320

M/6

1.4L T 4x4 Limited

488 990

6.9 160 8.8

4/1.4T

125 250

A/9

2.4L 4x4 Trailhawk

486 990

7.5

4/2.4

137 232

A/9

995 200

13.1 312 6.02 V8/5.0

287 500

QX80 VERDICT | Glitzy, desert-friendly mobile apartment QX80

PRICE

5.6

1 379 940

L/100 CO2 0-100 14.8 350

7.5

P/T V8/5.6

KW NM GEAR 298 560

A/7

PRICE

L/100 CO2 0-100

175

9.8

P/T 4/1.6

KW NM GEAR 81

COMPASS

ISUZU

VERDICT | Oddly attractive 2+1 door coupe hatch VELOSTER

QX70 3.7 GT

5.0 S Premium

i30

KW NM GEAR

651 154

239 000

VERDICT | Being outshone by turbocharged rivals

P/T

3.7 GT

sedan 1.6 Motion

ELANTRA

KW NM GEAR

618 687

215 900

1.4 Fluid auto

P/T

coupé 3.7 GT

1.2 Motion

1.4 Sport

L/100 CO2 0-100

589 800

VERDICT | Jag’s first sports car in decades is the real deal

1.25 Motion

147 14.2

PRICE

20d Pure

XF

i10 i10

XE

INFINITI

Q50

VERDICT | Mid-size American luxury from Japan ACCORD

VERDICT | Proper Jaguar, properly expensive

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

ACCORD

JAGUAR

XE

VERDICT | The Koreans do compact FWD SUVs better COMPASS

KB

1.6 Executive

319 900

6.8 163 9.7

4/1.6

103 167

M/6

VERDICT | Capable and well priced.

1.6 Executive auto

339 900

6.8 161 10.3

4/1.6

103 167

D/6

Turbo Elite

399 900

7.2

171

7.8

4/1.6T

150 265

M/6

Turbo Elite auto

419 900

6.9 165

7.3

4/1.6T

150 265

D/7

KB 250 250 Fleetside 250D-Teq Fleetside

PRICE L/100 CO2 0-100 P/T KW NM GEAR 235 000 7.9 208 n/a 4/2.5TD 58 170 M/5 258 800 7.9 208 n/a 4/2.5TD 58 170 M/5 285 600 7.6 199 n/a 4/2.5TD 100 320 M/5

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

2.0L Limited

381 990

7.6

175 10.6

4/2.0

115 190

M/5

2.0L Limited auto

394 990

8.2 190 n/a

4/2.0

115 190

C/V

THE GOOD, THE BAD & THE UGLY 121 2.0 Street

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

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

3.6L Sahara

560 990

11.3 263

8.1

V6/3.6

209 347

A/5

3.6L Rubicon

589 990

11.6 270

8.1

V6/3.6

209 347

A/5

Unlimited 3.6L Sahara

611 990

11.7 273 8.9

V6/3.6

209 347

A/5

Unlimited 3.6L Rubicon

640 990

11.9 276 8.9

V6/3.6

209 347

A/5

Unlimited 2.8CRD Sahara

679 990

8.3

217 10.7 4/2.8TD 147 460

A/5

CHEROKEE VERDICT | Sophisticated, refined and boldly packaged CHEROKEE 2.4L Longitude

PRICE 595 990

L/100 CO2 0-100

P/T

KW NM GEAR

D/7

VERDICT | Serious in-house competition for Elantra CERATO

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

hatch

M/6

DISCOVERY SPORT VERDICT | Brilliant baby Disco rewrites the rules DISCOVERY SPORT

CERATO

360

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

Pure TD4

602 046

6.0 159 10.3 4/2.2TD 110 400

A/9

Pure SD4

656 144

6.3 166 8.9 4/2.2TD 140 420

A/9

Pure Si4

659 678

8.3 197 8.2

177 340

A/9

SE SD4

706 044

6.3 166 9.88 4/2.2TD 140 420

A/9

4/2.0T

1.6 EX

278 995

6.5 154 10.1

4/1.6

95

157

M/6

SE Si4

709 578

8.3 197 8.2

177 340

A/9

1.6 EX auto

291 995

6.8 160 11.6

4/1.6

95

157

A/6

HSE SD4

768 644

6.3 166 8.9 4/2.2TD 140 420

A/9

HSE Si4

772 178

2.0 EX

310 995

6.9 164 8.5

4/2.0

118 194

M/6

8.3 197 8.2

4/2.0T 4/2.0T

177 340

A/9

HSE Luxury SD4

811 744

6.3 166 8.9 4/2.2TD 140 420

A/9

815 278

8.3 197 8.2

A/9

2.0 SX auto

353 995

7.2

9.3

4/2.0

118 194

A/6

1.6 EX

278 995

6.5 154 10.1

4/1.6

95

157

M/6

1.6 EX auto

291 995

6.8 160 11.6

4/1.6

95

157

A/6

2.0 EX

310 995

6.9 164 8.5

4/2.0

118 194

M/6

2.0 EX auto

323 995

7.2

9.3

4/2.0

118 194

A/6

KW NM GEAR

2.0 SX

340 995

6.9 164 8.5

4/2.0

118 194

M/6

210 347

A/8

2.0 SX auto

353 995

7.2

170

9.3

4/2.0

118 194

A/6

1.6T

370 995

7.2

170

7.7

4/1.6T

152 265

M/6

1.6T auto

383 995

7.9

187

7.4

4/1.6T

152 265

A/6

convertible HSE Dynamic Si4

A/9

3.2L 4x4 Trailhawk

758 990

10.0 232 8.4

V6/3.2

200 315

A/9

GRAND CHEROKEE VERDICT | Closes the chasm to European rivals

901 990

10.4 244 8.3

V6/3.6

210 347

A/8

1 004 990

10.4 244 8.3

V6/3.6

210 347

A/8

5.7L Overland

942 990

13.0 304 7.3

V8/5.7

259 520

A/8

3.0CRD Limited

963 990

7.5

198 8.2 V6/3.0TD 179 569

A/8

3.0CRD Overland

1 044 990

7.5

198 8.2 V6/3.0TD 179 569

A/8

3.0CRD Summit

1 160 990

7.5

198 8.2 V6/3.0TD 179 569

A/8

SRT

1 244 990

14.0 327 5.0

344 624

A/8

JMC

BOARDING VERDICT | Weirdly-named cheap Chinese KB clone P/T

141 11.1 4/1.6TD 100 300

90

HSE Luxury Si4

A/9

L/100 CO2 0-100

5.4

11.1 295 17.0 4/2.2TD

A/6

200 315

PRICE

408 995

655 752

M/6

200 315

BOARDING

1.6D Smart auto

130 TD crew cab E

118 194

V6/3.2

V8/6.4

M/6

118 194

V6/3.2

3.6L Summit

M/6

4/2.0

8.1

3.6L Overland

260

4/2.0

8.1

V6/3.6

A/6

94

9.3

9.5 221

10.4 244 8.3

116 192

7.2

10.0 232

817 990

4/2.0

6.9 164 8.5

642 990

3.6L Limited

116 192

187 10.2

5.2 137 10.8 4/1.6TD

323 995

699 990

P/T

328 995

340 995

A/9

L/100 CO2 0-100

4/2.0

7.9

354 995

2.0 EX auto

130 229

3.2L 4x4 Limited

PRICE

178 10.4

369 995

1.6D Street

2.0 SX

8.3 193 11.43 4/2.4

3.2L Limited

GRAND CHEROKEE

7.5

2.0 Smart auto

170 170

sedan

170

Koup

SPORTAGE VERDICT | Shaded by Qashqai and CX-5. Replaced soon SPORTAGE

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

4/2.0T

177 340

RANGE ROVER EVOQUE VERDICT | Not just fancy fashion – capable and fun, too RANGE ROVER EVOQUE

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

SE SD4

743 858

6.3 167 8.5 4/2.2TD 140 420

SE Si4

775 722

8.3 193

HSE Dynamic SD4 HSE Dynamic Si4

A/9

890 958

6.3 167 8.5 4/2.2TD 140 420

A/9

922 922

8.3 193

177 340

A/9

coupé HSE Dynamic SD4

890 502

6.2 163 8.5 4/2.2TD 140 420

A/9

coupé HSE Dynamic Si4

922 922

8.3 193

7.6

4/2.0T

A/9

177 340

TBA

7.6

4/2.0T

7.6

4/2.0T

177 340

A/9

8.6 201 8.6

4/2.0T

177 340

A/9

Autobiography SD4

945 558

6.3 167 8.5 4/2.2TD 140 420

A/9

Autobiography Si4

977 522

8.3 193

A/9

7.6

4/2.0T

177 340

DISCOVERY VERDICT | All the tools you need to go discover

2.0 Ignite

361 995

8.7 207 10.7

4/2.0

116 192

M/6

2.0

393 995

8.7 207 10.7

4/2.0

116 192

M/6

DISCOVERY

2.0 auto

406 995

8.9 213 11.5

4/2.0

116 192

A/6

SCV6 S

973 110

12.0 285

8.1 V6/3.0S 250 450

A/8

2.0CRDi

423 995

6.7

175

9.4 4/2.0TD 130 382

M/6

SDV6 S

986 540

8.8 230 9.3 V6/3.0TD 183 600

A/8

12.0 285

8.1 V6/3.0S 250 450

A/8

PRICE

2.0CRDi auto

436 995

7.3

192 9.6 4/2.0TD 130 392

A/6

SCV6 Graphite

1 039 210

KW NM GEAR

2.0CRDi Tec auto

456 995

7.3

192 9.6 4/2.0TD 130 392

A/6

L/100 CO2 0-100

P/T

KW NM GEAR

SDV6 Graphite

1 039 840

8.8 230 9.3 V6/3.0TD 183 600

A/8

2.8TD

174 880

8.0 208 n/a 4/2.8TD

84

235

M/5

2.0 AWD

428 995

8.7 207 11.3

4/2.0

116 192

M/6

SCV6 Landmark

1 167 510

12.0 285

8.1 V6/3.0S 250 450

A/8

2.8TD Lux

184 880

8.0 208 n/a 4/2.8TD

84

235

M/5

2.0 AWD auto

441 995

8.9 213 11.7

4/2.0

116 192

A/6

SDV6 Landmark

1 168 540

8.8 230 9.3 V6/3.0TD 183 600

A/8

2.8TD double cab Lux

209 880

8.7 225 n/a 4/2.8TD

84

235

M/5

2.0CRDi AWD

458 995

6.7

175

9.8 4/2.0TD 130 382

M/6

2.8TD double cab 4x4 Lux

222 880

8.7 225 n/a 4/2.8TD

84

235

M/5

2.0CRDi AWD auto

471 995

7.3

192 9.8 4/2.0TD 130 392

A/6

2.0CRDi AWD Tec auto

491 995

7.3

192 9.8 4/2.0TD 130 392

A/6

2.0CRDi AWD Explore

514 995

7.3

192 9.8 4/2.0TD 130 392

A/6

VIGUS VERDICT | Better than Boarding in every way VIGUS

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

SORENTO

double cab

VERDICT | Lots of car for lots of money

A/8

A/6

SDV6 HSE

1 522 946

7.9

A/8

A/6

SCV6 HST

1 521 416

11.3 264

7.1 V6/3.0S 280 450

A/8

Supercharged HSE Dynamic

1 661 214

13.8 321 5.37 V8/5.0S 375 625

A/8

SDV8 HSE Dynamic

1 672 326

8.7 229 6.9 V8/4.4TD 250 740

A/8

Supercharged Autobiography Dynamic 1 817 714

13.8 321 5.3 V8/5.0S 375 625

A/8

SDV8 Autobiography Dynamic 1 829 426

8.7 229 6.9 V8/4.4TD 250 740

A/8

SVR

13.8 322 4.7 V8/5.0S 405 680

A/8

M/5

2.4 LS

2.4 4WD LX

315 990

10.7 254 n/a

4/2.4

95

201

M/5

6.7

174

9.3 4/2.2TD 147 440

2.4TDCi LX

279 990

8.0

88

290

M/5

2.2CRDi AWD EX

672 995

6.7

174

9.3 4/2.2TD 147 440

2.2CRDi AWD SX

699 995

6.8 177 9.6 4/2.2TD 147 440

A/6

n/a 4/2.4TD

88

290

M/5

n/a 4/2.4TD

88

290

M/5

2.4TDCi 4WD SLX

375 990

8.2 218

n/a 4/2.4TD

88

290

M/5

GRAND SEDONA

VERDICT | There’s earth and wind, but is there fire? LANDWIND 5 2.0T Lux

PRICE 289 880

L/100 CO2 0-100

P/T

8.5 201 11.0 4/2.0T

P/T

P/T

KW NM GEAR A/6

KW NM GEAR

2.2CRDi SX

678 995

8.0 208 13.6 4/2.2TD 147 440

A/6

RANGE ROVER

140 250

2.2CRDi SXL

724 995

8.0 208 13.6 4/2.2TD 147 440

A/6

VERDICT | The default luxury SUV

3.3 V6 SX

658 995

10.9 260 8.6

V6/3.3

199 318

A/6

RANGE ROVER

3.3 V6 SXL

704 995

10.9 260 8.6

V6/3.3

199 318

A/6

Range Rover

A/6

KW NM GEAR

1 733 898

7.9 V6/3.0TD 190 600

A/8

2 072 226

8.7 229 6.9 V8/4.4TD 250 740

A/8

2 135 128

13.8 322 5.4 V8/5.0S 375 625

A/8

HURACÁN

SDV8 Autobiography

2 330 126

8.7 229 6.9 V8/4.4TD 250 740

A/8

Supercharged Autobiography 2 392 928

13.8 322 5.4 V8/5.0S 375 625

A/8

3/1.0

51

94

M/5

VERDICT | Blows Gallardo into the history books

1.0 LX

156 995

4.9

117 14.3

3/1.0

51

94

M/5

HURACÁN

PRICE

3/1.0

51

94

A/4

LP580-2 coupé

4 500 000

11.9 278 3.4 V10/5.2 426 540

D/7

119 11.67 4/1.2

65

120

M/5

LP610-4 coupé

4 950 000

12.5 290 3.2 V10/5.2 449 560

D/7

65

120

A/4

LP610-4 Spyder

5 500 000

12.3 285 3.4 V10/5.2 449 560

D/7

5.6 132 n/a

172 995

5.0

1.2 EX auto

185 995

6.0 144 n/a

4/1.2

L/100 CO2 0-100

P/T

KW NM GEAR

Range Rover L 7.0 V8/4.4TD 250 740

A/8

L Supercharged Autobiography 2 490 828

13.8 322 5.8 V8/5.0S 375 625

A/8

L SDV8 SVAutobiography

L SDV8 Autobiography

2 428 126

8.7 229

7.0 V8/4.4TD 250 740

A/8

13.8 322 5.5 V8/5.0S 405 680

A/8

3 349 926

L Supercharged SVAutobiography 3 507 328

8.7 229

AVENTADOR

RIO

AVENTADOR | Less scare, more dramatic flair

VERDICT | New bumpers, old engines for popular hatch RIO

KW NM GEAR

Supercharged Vogue SE

117 14.3

8.6 227

P/T

SDV8 Vogue SE

4.9

169 995

L/100 CO2 0-100

TDV6 Vogue

128 995

1.0 LX auto

PRICE

209 7.2 V6/3.0TD 215 600

LAMBORGHINI

1.0 LS

1.2 EX

2 100 128

8.0 208 13.6 4/2.2TD 147 440

VERDICT | Blink-and-you’ll-miss-it tweak. Still brilliant L/100 CO2 0-100

L/100 CO2 0-100

552 995

KIA

PRICE

PRICE

2.2CRDi EX

PICANTO PICANTO

GRAND SEDONA VERDICT | Looks grand, is grand, costs grand

LANDWIND 5

A/8 A/8

201

213

A/8

11.3 264 7.2 V6/3.0S 250 450

95

8.0

209 7.2 V6/3.0TD 183 600

1 397 716

4/2.4

8.2 218

7.9

SCV6 HSE

10.2 242 n/a

345 990

1 100 546

M/6

279 990

309 990

A/8

TDV6 S

127 225

2.4 SLX

2.4TDCi 4WD LX

KW NM GEAR

209 7.2 V6/3.0TD 215 600

SORENTO

2.4TDCi SLX

P/T

7.9

M/5

568 995

11.3 264 7.2 V6/3.0S 250 450 11.3 264 7.2 V6/3.0S 250 450

201

2.2CRDi LX

L/100 CO2 0-100

1 180 516

95

n/a 4/2.4TD

1 073 816

1 274 546

4/2.4

4/2.4

PRICE

SDV6 SE

10.2 242 n/a

9.2 220 10.5

P/T

RANGE ROVER SPORT SCV6 S SCV6 SE

249 990

443 995

L/100 CO2 0-100

VERDICT | Sharper, lighter, faster. Sport means business

KW NM GEAR

2.4 LX

213

PRICE

RANGE ROVER SPORT

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

hatch 1.2

209 995

5.4 129 13.1

4/1.2

65

120

M/5

1.4

234 995

6.4

151 11.5

4/1.4

79

135

M/6

1.4 auto

247 995

7.0

165 13.2

4/1.4

79

135

A/4 M/6

1.4 Tec

247 995

6.4

151 11.5

4/1.4

79

135

1.4 Tec auto

260 995

7.0

165 13.2

4/1.4

79

135

A/4

3-door 1.4 Tec

247 995

6.4

151 11.5

4/1.4

79

135

M/6

3-door 1.4 Tec auto

260 995

7.0

165 13.2

4/1.4

79

135

A/4

1.2

209 995

5.4 129 13.1

4/1.2

65

120

M/5

1.4

234 995

6.4

151 11.5

4/1.4

79

135

M/6

sedan

PRICE 7 295 000

16.0 370 2.9 V12/6.5 515 690

LP700-4 Roadster

7 995 000

16.0 370 3.0 V12/6.5 515 690

S/7

POA

16.0 370 2.8 V12/6.5 552 690

S/7

CT

LP750-4 Superveloce Roadster POA

16.0 370 2.9 V12/6.5 552 690

S/7

200h S

LP750-4 Superveloce coupé

L/100 CO2 0-100

P/T

KW NM GEAR

LEXUS

AVENTADOR LP700-4 coupé

S/7

CT

VERDICT | Posh Prius, nothing more PRICE 477 300

L/100 CO2 0-100 4.1

P/T

KW NM GEAR

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

ES

LAND ROVER

VERDICT | New-age Camry with all the trimmings

DEFENDER

ES

VERDICT | Best/Worst 4x4xfar – split decision. Dies soon

250 EX

499 600

8.0 188 9.8

4/2.5

DEFENDER

300h EX

590 900

5.5 130 8.5

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

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

PRICE

L/100 CO2 0-100 P/T

KW NM GEAR 135 235

A/6

90 TD station wagon S

582 600

10.0 266 15.8 4/2.2TD

90

360

M/6

90 TD station wagon Heritage

648 700

10.0 266 15.8 4/2.2TD

90

360

M/6

IS

90 TD station wagon Adventure 705 300

10.0 266 15.8 4/2.2TD

90

360

M/6

VERDICT | Sportier, edgier, closer to the benchmark

543 400

11.1 295 15.8 4/2.2TD

90

360

M/6

IS

SOUL

110 TD high-capacity pick-up E 560 800

11.1 295 15.8 4/2.2TD

90

360

M/6

200t E

550 200

7.5

175

7.0

4/2.0T

180 350

A/8

110 TD hardtop E

565 300

11.1 295 15.8 4/2.2TD

90

360

M/6

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

200t EX

604 800

7.5

175

7.0

4/2.0T

180 350

A/8

110 TD station wagon S

624 800

11.1 295 15.8 4/2.2TD

90

360

M/6

350 F-Sport

665 900

9.7 225 6.65 V6/3.5

228 375

A/8

SOUL

11.1 295 15.8 4/2.2TD

90

360

M/6

1.4 auto

247 995

7.0

165 13.2

4/1.4

79

135

A/4

1.4 Tec

247 995

6.4

151 11.5

4/1.4

79

135

M/6

1.4 Tec auto

260 995

7.0

165 13.2

4/1.4

79

135

A/4

110 TD pick-up E

KW NM GEAR

110 TD station wagon Heritage 714 800

1.6 Start

293 995

7.9

188 11.53 4/1.6

91

152

M/6

110 TD station wagon Adventure 754 900

11.1 295 15.8 4/2.2TD

90

360

M/6

1.6 Start auto

306 995

7.5

178 12.5

91

152

A/6

110 TD double cab S

11.1 295 15.8 4/2.2TD

90

360

M/6

PRICE

L/100 CO2 0-100

P/T 4/1.6

646 252

PRICE

L/100 CO2 0-100 P/T

KW NM GEAR

122 NX

XUV500

VERDICT | Lexus gets all its angles right

VERDICT | The first truly worthwhile Mahindra

NX

PRICE

200t E

594 400

L/100 CO2 0-100 7.9

P/T

KW NM GEAR

XUV500

BT-50 PRICE

L/100 CO2 0-100

VERDICT | Too much Kodo, not enough kudu P/T

KW NM GEAR

184

7.1

4/2.0T

175 350

A/6

2.2CRDe W4

272 995

6.5

171

n/a 4/2.2TD 103 330

M/6

7.1

171

n/a 4/2.2TD 103 330

M/6

BT-50 2.2 SLX

PRICE 308 400

L/100 CO2 0-100 7.6

P/T

KW NM GEAR

199 n/a 4/2.2TD 110 375

M/6

200t EX

638 300

7.9

184

4/2.0T

175 350

A/6

2.2CRDe W6

319 995

6.5

200t F-Sport

735 800

7.9

184 7.61 4/2.0T

175 350

A/6

2.2CRDe W8

354 995

6.5

171

n/a 4/2.2TD 103 330

M/6

2.2 SLX

330 600

7.7

202 n/a 4/2.2TD 110 375

M/6

300h EX

696 700

6.0 140 9.2

2.2CRDe W8 AWD

374 995

7.0

183 n/a 4/2.2TD 103 330

M/6

3.2 SLE

369 900

9.3 245 n/a 5/3.2TD 147 470

M/6

3.2 SLE auto

382 500

9.1

239 n/a 5/3.2TD 147 470

A/6

3.2 4x4 SLE

424 800

9.8 258 n/a 5/3.2TD 147 470

M/6

4/2.5e 145e210+e C/V

RC

MASERATI

VERDICT | Sharp and sleek. Sportiest Lexus since LFA RC

PRICE

L/100 CO2 0-100

P/T

GHIBLI

VERDICT | Excellent, overpriced 5 Series rival

688 800

8.0 186

7.5

4/2.0T

180 350

A/8

350 F-Sport

776 000

9.4

6.3

V6/3.5

233 378

A/8

217

GS VERDICT | All the great Lexus qualities remain GS

PRICE

L/100 CO2 0-100

P/T

double cab 2.2 SLE

KW NM GEAR

200t EX

KW NM GEAR

GHIBLI

PRICE

Ghibli

1 590 936

L/100 CO2 0-100

P/T

Diesel

1 647 360

5.9 158 6.3 V6/3.0TD 202 600

A/8

1 950 936

10.4 242 5.0 V6/3.0T 301 550

A/8

7.3

4/2.0T

180 350

A/8

QUATTROPORTE

350 F-Sport

816 600

11.3 262 6.0

V6/3.5

232 380

A/8

VERDICT | As good as any of its German adversaries

PRICE 839 000

450h SE

1 058 900

L/100 CO2 0-100 9.6 223 8.0 5.7

131

P/T

V6/3.5

PRICE

Diesel

2 187 360

6.2 163 6.4 V6/3.0TD 202 600

A/8

330

2 196 936

9.1

A/8

KW NM GEAR

S

2 496 936

9.6 223

5.1 V6/3.0T 302 550

A/8

221 370

GTS

2 976 936

10.7 250 4.7 V8/3.8T 390 710

A/8

A/8

L/100 CO2 0-100

GRANTURISMO / GRANCABRIO

VERDICT | Queen Mary II, eat your heart out

VERDICT | Future Italian classic

PRICE

450d

1 484 600

10.2 270 8.6 V8/4.5TD 195 650

A/6

570

1 529 400

14.5 336

A/8

L/100 CO2 0-100 7.7

P/T V8/5.7

KW NM GEAR 270 530

LS VERDICT | Credible alternative to the Germans LS

PRICE 1 564 200

L/100 CO2 0-100 11.1 259 5.7

P/T V8/4.6

GRANTURISMO/GRANCABRIO PRICE

P/T

KW NM GEAR

GranTurismo Sport

2 717 448

14.3 331 4.8

Sport Cambiocorsa

2 837 448

15.5 360 4.7

V8/4.7

338 520

S/6

MC Stradale

3 317 448

14.4 337 4.5

V8/4.7

V8/4.7

338 520

338 520

A/6 S/6

KW NM GEAR

Sport

3 143 448

14.5 337 5.0

V8/4.7

338 520

S/6

MC

3 557 448

14.5 337 4.9

V8/4.7

338 520

S/6

MAXUS

MAHINDRA PRICE

L/100 CO2 0-100

KW NM GEAR

V80

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

2.5Di Maxitruck Plus

135 995

7.0

n/a

n/a 4/2.5TD

46

195

M/5

2.5TD Comfort

339 900

7.4

230 n/a 4/2.5TD 100 330

M/5

2.5TD Loader

159 995

9.5 251

n/a 4/2.5TD

74

238

M/5

2.5TD Deluxe

410 000

7.4

230 n/a 4/2.5TD 100 330

M/5

2.5TD

172 995

9.5 251

n/a 4/2.5TD

74

238

M/5

2.5TD 4x4

204 995

9.5 251

n/a 4/2.5TD

74

238

M/5

2.5TD double cab

197 995

9.5 251

n/a 4/2.5TD

74

235

M/5

2.5TD double cab 4x4

226 995

9.5 251

n/a 4/2.5TD

74

235

M/5

GENIO

MAZDA2 MAZDA2

VERDICT | It’s a Xylo bakkie. What more can we say? PRICE

L/100 CO2 0-100

P/T

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

1.5 Active

198 500

5.5 130 8.7

4/1.5

82

145

M/6

KW NM GEAR

1.5 Dynamic

211 000

5.5 130 8.7

4/1.5

82

145

M/6

2.2CRDe

195 995

7.9

210

n/a 4/2.2TD

89

290

M/5

1.5 Dynamic auto

223 000

5.7 134 n/a

4/1.5

82

145

A/6

2.2CRDe Plus

220 995

7.9

210

n/a 4/2.2TD

88

290

M/5

1.5 Individual

223 100

5.5 130 8.7

4/1.5

82

145

M/6

2.2CRDe double cab

230 995

7.9

210

n/a 4/2.2TD

89

290

M/5

1.5 Individual auto

235 100

5.7 134 10.2

4/1.5

1.5DE Hazumi

278 900

4.4

QUANTO QUANTO 2.2CRDe

PRICE 221 995

L/100 CO2 0-100 7.6

P/T

200 n/a 4/2.2TD

VERDICT | Dynamics, cabin quality and verve

89

MAZDA3

290

M/5

VERDICT | Mahindra resurrects the Toyota Condor PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

2.2CRDe E2

249 995

7.6

200 n/a 4/2.2TD

89

290

M/5

2.2CRDe E8

269 995

7.6

200 n/a 4/2.2TD

89

290

M/5

PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

Pik-Up 2.5TCI Loader

180 995

9.9 260 n/a 4/2.5TD

74

258

M/5

2.5TCI

203 995

9.9 260 n/a 4/2.5TD

74

258

M/5

2.5TCI 4x4

246 995

9.9 260 n/a 4/2.5TD

74

258

M/5

2.2CRDe

217 995

8.8 233 n/a 4/2.2TD

89

290

M/5

2.2CRDe Adventure

250 995

8.8 233 n/a 4/2.2TD

89

290

M/5

2.2CRDe 4x4

271 995

8.8 233 n/a 4/2.2TD

89

290

M/5

2.2CRDe 4x4 Adventure

304 995

8.8 233 n/a 4/2.2TD

89

290

M/5

2.5TCI

247 995

9.9 260 n/a 4/2.5TD

74

258

M/5

2.5TCI 4x4

274 995

9.9 260 n/a 4/2.5TD

74

258

M/5

2.2CRDe

270 995

8.8 233 n/a 4/2.2TD

89

290

M/5

2.2CRDe Adventure

299 995

8.8 233 n/a 4/2.2TD

89

290

2.2CRDe 4x4

297 995

8.8 233 n/a 4/2.2TD

89

290

2.2CRDe 4x4 Adventure

324 995

8.8 233 n/a 4/2.2TD

89

269 995

8.8 233 n/a 4/2.2TD

2.2CRDe VLX Adventure

295 995

2.2CRDe 4x4 VLX

309 995

2.2CRDe 4x4 VLX Adventure

335 995

Pik-Up double cab

PRICE 242 750

3.2 4x4 SLE auto

492 300

9.7 255 n/a 5/3.2TD 147 470

A/6

CX-5 PRICE

L/100 CO2 0-100

P/T

KW NM GEAR

2.0 Active

341 000

6.4 149 9.3

4/2.0

121 210

2.0 Active auto

352 000

6.4 148 9.5

4/2.0

121 210

A/6

2.0 Dynamic