CAR magazine Road Test Special 2013 by CAR magazine

ROAD TEST SPECIAL

onic Quattro S tr 3,0 CRD oad 2,0 TDI ysler 300C Plus 10 V EX37 GT 2 Audi A4 Allr 5, LT 4x2 Chr R8 i 5 2, ud r A o 1,4 Infiniti ze la ub ck Q a ilb tb a at Tr Fi or et T Sp D A ol S7 D vr i Aud d Che 2,2 CRDi AW 08 Allure AW BMW X6 M50 Kia Sorento . Peugeot 40 pé ry vs n ou xu ce io C Lu ct 6 an 2 M du D Se ng DC 4x 50 CDI Eleg onic BMW ircross 2,0 2W JMC Boardi des-Benz E2 Quattro S tr Elite Citroën C4 A ium Luxury MG Merce 82 A i em VT Pr 63 2 Country D3 G 1, SC ss nz 6 S3 ro V Be Citroën D MercedesVolvo V40 C guar XJ 3,0 e Ja EX in 4 hl 50 ig 4x S2 H G C LE D 4 TSI DSG ic Lexus Isuzu KB240 f Cabriolet 1, 0 Si4 Dynam swagen Gol eelander 2, lk Fr r Vo ve PC Ro O Land Opel Astra man JCW Mini Country

TESTED:

■

IN ASSOCIATION WITH

24 road tests never before published in the magazine

OGILVY CAPE TOWN 60660/E

So fast it’s tough to clink thearly.

It’s here! Introducing the New Golf GTI from R 368 300! Take a deep breath as you press down the brushed stainless steel accelerator pedal to unleash the 162kW power-punch from the 2.0 TSI engine, launching you from 0-100 km/h in a mind-blowing 6.5 seconds. Catch your breath as you feel the impeccable best-in-class handling and driveability at work, manoeuvring corners effortlessly with pin-point precision using the new progressive steering. Your mind may struggle to keep up, but you can be sure it’ll be the only part of you lagging behind. The seventh generation GTI has arrived, 42kg lighter, and more fuel efficient than ever before. Visit your nearest Volkswagen dealership to feel the power of this undisputed performance icon. Often copied. Never equalled. Because it’s a GTI!

Price correct at the time of going to print and is subject to change at the sole discretion of Volkswagen Group South Africa. New Golf GTI range includes 2.0 162kW TSI Manual and 2.0 162kW TSI DSG®

Visit vw.co.za and join facebook.com/VWSA

Das Auto.

ROAD TEST SPECIAL

CONTENTS

Editor’s letter

The best and worst

Audi A4 Allroad 2,0 TDI Quattro S tronic

Audi S7 Sportback

Audi R8 5,2 V10 Plus Quattro S tronic

BMW M6 Coupé

BMW X6 M50d

Chevrolet Trailblazer 2,5 LT 4x2

Citroën DS3 1,2 VTi 82

Citroën C4 Aircross 2,0 2WD Seduction vs. Peugeot 4008 Allure AWD AT

Chrysler 300C 3,0 CRD

Fiat Qubo 1,4

Infiniti EX37 GT Premium

Isuzu KB240 LE DC 4x4

Jaguar XJ 3,0 V6 SC Premium Luxury

JMC Boarding DC 4x2 Luxury

Kia Sorento 2,2 CRDi AWD

Land Rover Freelander 2,0 Si4 Dynamic

Lexus GS250 EX

Mercedes-Benz G63 AMG

Mercedes-Benz E250 CDI Elegance

62 66

Mini Countryman JCW

Opel Astra OPC Volkswagen Golf Cabriolet 1,4 TSI DSG Highline

68 4

Volvo V40 Cross Country D3 Elite AT

Tracker SMS car Guard TRC/0276/1

EDITOR’S LETTER Someone has to do it... The CAR garage enjoys something of a legendary status. At any time of the week, it’s rumoured to be filled with automobiles that every car fan would love to drive – from fuel-efficient city cars to beefy double cabs, hot hatches and rare exotica. Imagine having a treasure-trove like that. Surely it can’t be real. Well, it is. Thanks to a healthy South African automotive appetite, we have a robust and very active car industry with car brands looking to fill as many market segments as they can. And that means, weekly, a great variety of very tasty vehicles arrive at our premises ready for the vigorous and thorough testing procedures for which this magazine is renowned. In fact, there are so many models and variants being launched that it requires some clever logistical planning for the team to drive and test them all. Ja, I know. Tough job. Somehow we manage. What it does mean, though, is that many of the car tests we do don’t get published in the magazine which, frankly, is a waste. That’s why you are holding in your hands the first ever CAR Road Test Special – an annual supplement that features 24 road tests you have never seen before in the pages of CAR. And don’t think they’re lesser models not deemed good enough, either. Among the 24 is a variety ranging from a little Fiat Qubo 1,4 right up to an Audi R8 5,2 V10 Plus. The Road Test Special also represents something of a teaser. Its design represents a little taste of the redesign we have planned for our next issue. We trust you’ll enjoy both the cars and the new look and feel.

Taking back your freedom to park where you like Taking back tomorrow TRC/0276/2

ROAD TEST SPECIAL

THE PROCEDURE

THE BEST AND WORST

Fastest (1 km sprint)

In 56 years of testing, CAR has seen spectacular and dismal figures. Here we list the fastest and slowest vehicles from the last five years, as well as the ones that stopped the soonest and latest, and gulped or sipped fuel. Our test procedure remains the most thorough in the country – what you read here is fact.

Slowest braking

(100-0 km/h)

Lolly Jackson’s Pagani Zonda (tested in the January ’08 Performance Shootout)

The CAR staffers pick their favourite test cars and the ones they’d like to get their hands on

The transformation from gentle everyday drive to full-on race weapon is nothing short of spectacular.

Feels as graceful, rapid and sonorous as you’d want a Bentley to be. Even more fun than the W12. It’s more frugal, too.

991 Porsche 911 Carrera 2S (July ’12)

Ariel Atom V8

With Bugatti Veyron-beating power-to-mass ratio and motorcycle-like weather protection, it must be exhilarating to drive.

PETER PALM

Mercedes-Benz GLK-Class

I was gutted when the first GLK was announced as LHD-only. Can’t wait for the RHD next-gen model.

997 Mark 2 Porsche 911 Turbo PDK (Nov ’10) Amazing acceleration coupled with bullet-proof mechanicals makes this one of the very best.

Lamborghini Aventador LP700-4

WILHELM LUTJEHARMS

McLaren MP4-12C (May ’12) It was the first car I tested that has a carbon-fibre-tub chassis. It felt extremely solid and had astonishing performance.

This mean-looking Italian has to be awesomely quick and should sound as good as it looks.

MIKE FOURIE BMW M3 Frozen Edition (May ’11)

997 Mark 2 Porsche GT3 RS 4.0

This swan song of the 997 range should be spectacular.

SUDHIR MATAI Lamborghini Gallardo LP560-4 (Jan ’10) Easily my most memorable test car.

Bugatti Veyron...

Most Expensive

NICOL LOUW

Bentley Continental GT V8 (Oct ’12)

...no, McLaren F1. Wait … Ferrari F40 …

Fitted with AC Schnitzer go-faster (and louder) bits and finished in matte black, only 25 units of this unique-to-South Africa M3 were made.

Audi Quattro Concept

When CAR featured the three-door concept modelled on the lines and proportions of the ’93 Sport Quattro, I really hoped Audi would put it into production. Never say never.

strip ad HOW IT WORKS TRC/0276/3

19,

THE TEAM’S FAVOURITES GARETH DEAN

million

4,1

seconds, the average stopping time of the JMC Boarding DC 4x2 (Oct ’13)

The number of seconds it took the McLaren MP4-12C (May ’12) at 269,38 km/h

Thriftiest

Thirstiest

(L/100km)

Fastest

(L/100 km)

(0-100 km/h)

4,1

3,2

seconds by the 997 Mark 2 Porsche 911 Turbo S PDK (Nov ’10)

VW Polo 1,2 TDI BlueMotion (March ’11)

Lamborghini Gallardo LP560-4 (Jan ’10)

20,4

Time in seconds the Nissan GT-R Nismo Clubsport (Jan ’110) posted

Fastest braking (100-0 km/h)

JULIET McGUIRE Mercedes-Benz SLS AMG Roadster (June ’12) Driving a car worth R2,8 million is a novelty within itself, but the mega Benz managed to live up to my expectations.

Lamborghini Aventador LP700-4 Roadster

Ever since ex-editor Hannes Oosthuizen excitedly described this car as “incredible”, I have wanted to drive it. The looks aren’t bad either.

KYLE KOCK Renaultsport Twingo (Aug ’09) I didn’t expect to like it, but it was thrilling for all the right reasons. It can be driven hard without getting you on the wrong side of the law.

Lamborghini Gallardo LP550-2

A modern-day Raging Bull that can be had with a manual gearbox and rear-wheel drive. Hairy and sensational at the same time.

IAN McLAREN 996 Porsche 911 Turbo (Jan ‘01) It was a perfect day. I was 25 and sent to collect a Turbo test car before spending the afternoon photographing it. The framed result still hangs on my wall.

McLaren P1…

…together with the Porsche 918 and Ferrari LaFerrari in the ultimate hypercar comparison test.

2,49

Slowest

(0-100 km/h)

The number of seconds it took the Toyota Land Cruiser 79 4,2 Diesel to get to 100 km/h (July ’13)

TERENCE STEENKAMP

Porsche Boxster S PDK (Oct ’12) Feels as bulletproof as a 911 and more exciting than a Cayman. One of very few test cars that made me want to go AWOL and make for the border.

Mercedes-Benz S-Class

The outgoing S-Class is the best luxury car. I can’t wait to find out if the new one lives up to my stratospheric expectations.

KELLY LODEWYKS BMW M3 Frozen Edition (May ’11)

I’m a big M3 fan and this is a crazy one. It’s loud, menacing and a very thrilling drive. And it’s loud.

Ferrari F12berlinetta

That 0-100 km/h time is something I’d love to experience. And because we’ve never tested a Ferrari since my arrival.

How we test

After years of using bulky Pieseler equipment, the satellite-equipped Racelogic VBox made testing a lot easier. Coupled to a laptop, we could view the results as the tests were completed. Now we use the Racelogic Performance box. This is even more compact and has customisable screens that provide just enough information without all of the detail. Once back at the office, we download the full file and extract the relevant detail to be exported into an Excel document. – PP

strip ad

To set up SMS Car Guard and start using it go to tracker.co.za TRC/0276/4

ROAD TEST SPECIAL

SMS Your Vehicle Registration to 47150 to Activate and Deactivate the Service TRC/0276/5

AUDI

Audi A4 Allroad 2,0 TDI Quattro S tronic Can the Allroad provide a viable foil to the endemic premium-compact SUV?

Appealing package, but faces an uphill battle against compact SUVs – GARETH DEAN It’s been almost 10 years since an Audi model wearing the Allroad moniker has been available in the local market. With the introduction of the A4 Allroad, Audi’s South African arm looks to net buyers who want the gravel-road capability of a compact SUV but prefer the overall packaging afforded by the firm’s Avant models. For those attempting to figure out where this model slides into the alphabet soup that is Audi’s extensive model line-up, the Allroad essentially replaces the outgoing A4 Avant (Audi parlance for station wagon). This pares Audi’s Avant offerings down to three categories: the entry-level Allroads, sporty S4 and the fire-breathing RS4. Audi also claims that the A4 Allroad will bridge the gap between the Q3 and Q5 in its line-up. That’s the modelpositioning spiel, but who’s it aimed at and what do you get?

Audi has levelled the Allroad at the active-lifestyle set who need some additional lugging space but don’t require the outright off-road ability, and at times compromised dynamic traits, of an SUV. Given many buyers’ inclination towards compact SUVs, crossover station wagons are like hens’ teeth in the local market. Only the Subaru Legacy Outback and the ageing Volvo XC70 Cross Country are comparable in terms of packaging. Audi has previously come in for criticism regarding its often-miserly standard specification. To this end, Audi has fitted the Allroad with such features as cruise control, auto headlamps and wipers, Bluetooth and leather trim. BELOW: cabin quality is excellent, but the design is clearly older-generation Audi. OPPOSITE: the Allroad looks surprisingly at home in the rough.

If your car moves while the system is activated you’ll be notified immediately via SMS TRC/0276/6

ROAD TEST SPECIAL

ABOVE: the handsome shape of the A4 Avant has been enhanced with the addition of chunky plastic extension. LEFT: the TDI engine is strong and frugal.

Stylistically, the Allroad is a more rugged take on the standard A4 Avant with such features as a revised version of the signature single-frame grille, lower body cladding, a series of chrome-effect accents on such components as the roof rails and side skirts and model-specific, 17-inch alloy wheels. The interior remains largely unchanged from that of most A4 Avants, as do the luggage and utility capacities of 490 and 1 430 dm3, respectively. Styling elements aside, the most prominent of the A4 Allroadâ&#x20AC;&#x2122;s features

WHAT DO YOU PAY? TRC/0276/7

has to be the ride height, which has been raised from the standard Avant’s 142 mm to 180 mm. Stainless-steel under-body guard plates that offer some protection from tougher obstacles supplement this additional ground clearance to give the Allroad a usable degree of ability off the beaten track, provided you tread carefully. The A4 lacks the A6 Allroad’s adjustable air suspension, a system that would’ve lent it a bit more off-road ability but would possibly have seen it treading on the toes of the Q5. The Allroad’s suspension has been tuned to accommodate the raised ride height and augments an updated Quattro all-wheel drivetrain with an

ESP off-road protection system that modulates traction control to better compensate for challenging surfaces such as mud and gravel where too much stability control intervention can hamper proceedings. The 2,0 TDI turbodiesel is a tried and tested unit, and while its outputs of 130 kW and 380 N.m may not look like much on paper, it proved torquey enough to make light work of propelling a heavy vehicle and is well matched with the dual-clutch transmission. The raised ride height hasn’t negatively impacted on the ride quality, which remains pliant, nor does it hamper the car’s attitude through fast corners. The overall feel is typically A4: refined with little in the way of engine/road noise intrusion, weighty, if somewhat imprecise, steering and the slightly nose-heavy, understeery, but reassuringly predictable feel that accompanies most of Audi’s all-wheeldrive offerings – which is hardly a bad thing when you factor in the extremely high levels of grip afforded by the Quattro system. Our time with the Allroad encompassed a good deal of gravel-roading and it didn’t disappoint. The fishtailing that often accompanies brisk driving on loose surfaces largely didn’t affect the Allroad, nor did sudden changes in road surface from tar to gravel unsettle it. Broadly speaking, there’s little to separate the Allroad’s driving manners from that of any of the more roadbiased A4 models.

Test summary Perhaps the biggest challenge facing the A4 Allroad remains the vehicles that have lead to the wide-scale demise of the station wagon: compact SUVs. Our market’s preference for SUVs is understandable, especially given the macho connotations they carry and their ability to tackle tough terrain. In terms of ability off the beaten track, the Allroad still plays second fiddle to the compact SUV. But for those after a more car-like package that offers civilised road manners with enough dirt-road ability to suit most needs, the A4 Allroad could be worth a look.

TO ACTIVATE THE SERVICE

R465 500

PRICE: ENGINE: Cylinders Cubic capacity

four, inline, longitudinal, turbodiesel 1 968 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

79/ 100

130 4 200/4 500 380 1 750-2 500 seven-speed dual-clutch four ESC

WHEELS AND TYRES: Road wheels Tyre make Tyre size Spare – type and location BRAKES: Front Rear Hydraulics

SCORE:

17x8,0J alloy Pirelli Cinturato P7 225/55 R17 space-saver, under boot board 320 mm ventilated discs 300 mm solid discs ABS with EBD

STEERING: Type

rack and pinion, electro-hydraulic power assist Turning circle diameter 11,5 metres SUSPENSION: Front independent, double wishbone,coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

5 61 litres 320/1 040 dm³

WARRANTY AND SERVICE INTERVALS: 1-year/unlimited km warranty, 5-year/100 000 km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h): Manufacturer’s figure

210

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint time (secs/km/h)

3,90 6,17 9,00 12,91 18,29 30,61/168,5

OVERTAKING ACCELERATION (secs): 40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

AT 1,62 2,32 2,86 3,86 5,32

6,00 litres/100 km 7,32 litres/100 km 6,60 litres/100 km 924 km 159 g/km

BRAKING TEST: Average of 10 stops/rating

2,92/excellent

PERFORMANCE FACTORS: Mass as tested (kg)

1 731

FEATURES CHECKLIST Airbags front/side/curtain/knee Aircon dual-zone climate control Audio system radio/CD/MP3/aux-in/USB/Bluetooth Cruise control standard Driver seat adjust manual incl. height Foglamps front + rear Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages standard Mirror dim (int) auto Park assist optional Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

R2* TRC/0276/8

ROAD TEST SPECIAL

AUDI

S7 Sportback There’s more to Audi’s latest S model than just a pretty profile

There’s a welcome level of sophistication and elegance to match its impressive punch – IAN McLAREN

The mandate stating that Audi’s line-up of S models should represent a stepping stone between cooking versions and mighty RS vehicles becomes an interesting one when you consider that the upcoming RS7 Sportback, with its 412 kW and 700 N.m, has a claimed 0-100 km/h sprint time of less than four seconds. Indeed, given the rumoured supercar-slaying abilities of the RS7, the performance window for what the S7 could be capable of was

always going to be an enticing one. That said, 0-100 km/h in 4,4 seconds in a vehicle that is quite capable of seating four adults, with luggage, while effortlessly seeing-off long distance journeys, remains impressive. Seated comfortably in the standard S sport drivers seat, there’s a lot to enjoy about the current top-of-the-range A7. Soft-touch leather and alcantara line most surfaces, while there’s a welcome solidity to all controls, including

the MMI functions and smoothsliding display screen. True to its Sportback name – and despite the sloping roofline – rear-passenger comfort is impressive. The standard electric tailgate opens to reveal an acceptable 357 dm3 worth of luggage space, while the rear backrest can be folded in a 60:40 split to increase this space accordingly. Like its S6 sibling, the S7 features a 309 kW/550 N.m twin-turbocharged 4,0-litre V8 engine. Mated exclusively with a seven-speed S tronic dual-clutch transmission, this engine features cylinder-on-demand technology that disengages four cylinders (two per bank) under decreased load (cruising) for improved fuel consumption. Combined with a stop/start function, the S7 returns a relatively frugal fuel-index figure of 11,52 litres/100 km. Much as the S7’s 4,0T FSI engine is able to take on a split personality,

TO GET SMS car GUarD if you are not protected by tracker Skytrax SMS* car TO 43942 or call 0860 67 57 47 durinG buSineSS HourS *Standard SMS rates apply. Free SMS’s do not apply. Only available with Tracker Skytrax product. Price is per SMS activation/deactivation. SMS Car Guard is temporarily unavailable to 8•ta/Telkom Mobile subscribers. TRC/0276/9

R975 500

PRICE: ENGINE: Cylinders Cubic capacity

V8, longitudinal, biturbo-petrolABO 3 993 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids WHEELS AND TYRES: Road wheels Tyre make Tyre size Spare – type and location BRAKES: Front Rear Hydraulics

SCORE:

79/ 100

309 5 500/6 400 550 1 400 seven-speed dual-clutch four ESC 19x8,5J alloy Pirelli P Zero 255/40 R19 space-saver, under boot board

356 mm ventilated discs 330 mm ventilated discs ABS with EBD

STEERING: Type rack and pinion, electric power assist Turning circle diameter 11,9 metres

ABOVE: the cabin is sublime and provides enough seating for four. BELOW AND OPPOSITE: design eschews Audi’s usual staid traditionalism.

when powering out of corners, come turn-in time there is no shying away from the fact that the S7 tops the scales at two tonnes.

so too does the standard air-suspension arrangement possess dual roles. Lowering the S7 by 10 mm over the standard model, the firmness of these dampers can be adjusted to suit prevailing conditions (or the driver’s mood) via the Drive Select programme. Optional on the S7 is Audi’s impressive Sport Differential, a piece of equipment that goes a long way towards making the S7 feel more agile than it ultimately is. Though the latest-generation Quattro system aids impressive grip levels, particularly

Test summary The A7 Sportback range remains one of our favourites in the current Audi line-up, not only because it showcases the best of what Audi has achieved in terms of class-leading perceived build quality and use of materials, but also because in the A7 this Ingolstadt manufacturer has been able to break its somewhat conservative design mould. The S7 relishes its current role as the top-of-the-range A7, while hinting at just how special the flagship RS7 will be.

SUSPENSION: Front double wishbones, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

4 65 litres 357/1 032 dm³

WARRANTY AND SERVICE INTERVALS: 1-year/unlimited km warranty, 5-year/100 000 km maintenance plan, service determined by onboard computer MAXIMUM SPEED (km/h): Manufacturer’s figure

250 (limited)

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

2,06 3,11 4,40 5,97 7,70 22,94/231,30

OVERTAKING ACCELERATION (secs): 40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

AT 1,08 1,14 1,45 1,70 1,82

9,60 litres/100 km 11,52 litres/100 km 10,80 litres/100 km 564 km 225 g/km

BRAKING TEST: Average of 10 stops/rating

2,89/excellent

PERFORMANCE FACTORS: Mass as tested (kg)

2 009

FEATURES CHECKLIST Airbags front/side/curtain/knee Aircon dual-zone climate control Audio system radio/CD/MP3/aux-in/USB/Blue/voice Cruise control standard Driver seat adjust electric, incl. height Foglamps front + rear Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

Go to tracker.co.za for more information Taking back tomorrow TRC/0276/10

ROAD TEST SPECIAL

AUDI

R8 5,2 V10 Plus Quattro S tronic Does more power equal less balance?

As dynamically gifted as its Sant’Agata cousin, but it costs a third less than a Gallardo. Spare me the bull – KYLE KOCK It’s initially deceiving; the manner in which the Audi R8 V10 Plus picks up momentum is insidious but eye-widening in equal measure. The tyre scrabble and steering-wheel twitchiness that normally accompanies pedal-flat antics in most performance cars is all but absent and the engine noise doesn’t suggest the acceleration at play here. Instead, the Samoa Orange R8 emits an unremarkable V10 timbre that hardens into a barrage of ear-devouring vehicular white noise when its driver’s right

foot urges it to press on. This change in tone aside, it’s that sensation of pure, linear power delivery that lingers. It’s as if an invisible hand presses your back into the snug sports seat while the relatively muted, serene cabin environment is contrasted by the furious, mind-bending rapidity with which the scenery whooshes into view. Those are the only palpable indications of the speed you’re carrying. In addition, bravely glancing at the dials during this exercise is greeted with

the sight of speedo and rev needles gamely keeping up with one another. The perennial beauty of the R8 has been its ability to balance towering performance with beguiling ease of use. By stripping 50 kg off the V10’s kerb weight and upping the wick on the engine to 404 kW and 550 N.m, the Plus represents the pinnacle of the R8 range; but has the balance been disturbed? Not at lower speeds. The Plus still pretends to be an A4 when pottering round town, an impression further aided by the smooth shifts afforded by the new seven-speed dual-clutch transmission. The R8 still manages to turn heads, more so now that the side blades are hewn from carbon-fibre and the headlamps sport eye-catching LEDs. But those are an amuse bouche compared with the outwardly pulsing light show of the rear indicators. The Plus’s … er … pluses become apparent when the pace picks up.

TRACKER EMERGENCY AND ROADSIDE ASSISTANCE TRC/0276/11

R2 365 500

PRICE: ENGINE: Cylinders Cubic capacity

V10, longitudinal, petrol 5 204 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

SCORE:

81/ 100

404 8 000/8 700 540 6 500 seven-speed dual-clutch four ESC

WHEELS AND TYRES: Road wheels 19x8,5J (f)/19x11,0J (r) alloy Tyre make Pirelli P Zero Tyre size 235/35 R19 (f)/305/30 ZR19 (r) Spare – type and location mobility kit BRAKES: Front Rear Hydraulics

380 mm ventilated discs 356 mm ventilated discs ABS with EBD and EBA

STEERING: Type Turning circle diameter

ABOVE: it’s as docile as a TT inside, but don’t be fooled: the V10 Plus is a pukka supercar that thrives on attacking mountain passes (BOTTOM AND OPPOSITE).

What that extra oomph brings to the package is supercar performance; look at the performance figures on the right and then glance at those of the McLaren MP4-12C we tested last year, we’re talking a tenth of a second here, a hundredth there. The transmission occasionally proved indecisive to sudden throttle inputs, but otherwise punched eagerly through the gears, blipped beautifully on downshifts and served up lightning-fast upshifts. The traditional R8 traits are still

there; immense all-wheel grip and weighty steering translates into delightful pointiness and confidence-inspiring mid-engined poise … but to a point. In fast corners that oomph draws a fine line between settled and sideways; provoke it mid-curve at speed and it will kick out its tail, requiring a skilled, calm hand to catch it. Fortunately there is a preceding lightness aft that warns of that approaching threshold.

Test summary Its R2,4-million price tag would make most wince, but it’s almost R1 million shy of the hair’s-breadth-faster McLaren MP4-12C. Supercar staples beware: this R8 has some serious pluses.

SUSPENSION: Front Rear

rack and pinion, hydraulic power assist 11,8 metres

independent, double wishbone, coil springs, anti-roll bar independent, double wishbone, coil springs, anti-roll bar

CAPACITIES: Seating Fuel tank Boot/utility space

2 90 litres 103 dm³

WARRANTY AND SERVICE INTERVALS: 1-year/unlimited km warranty, 5-year/100 000 km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h): Manufacturer’s figure

317

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint time (secs/km/h)

1,97 2,69 3,61 4,67 5,98 20,95/254,90

OVERTAKING ACCELERATION (secs): 40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating BRAKING TEST: Average of 10 stops/rating PERFORMANCE FACTORS: Mass as tested (kg) FEATURES CHECKLIST Airbags Aircon Audio system Cruise control Driver seat adjust Foglamps Folding rear seat Headlamps auto-on Isofix anchorages Mirror dim (int) Park assist Steering adjust Steering audio controls Trip computer Upholstery Windows Wipers auto-on

AT 0,71 0,88 0,92 1,20 1,32

12,90 litres/100 km 15,48 litres/100 km n/a 581 km 299 g/km 2,69/excellent 1 662 front/side climate control radio/CD/MP3 standard electric incl. height rear standard standard auto standard rake + reach standard standard leather electric standard

Taking back life’s journey Taking back tomorrow TRC/0276/12

ROAD TEST SPECIAL

BMW

M6 Coupé Patience is key with the M-division’s latest GT

A bit weighty for an M car, but a compelling package – GARETH DEAN

Deon Joubert seems undecided. Admittedly, the ribbon of blacktop that is Cape Town’s Killarney Racetrack isn’t the ideal habitat for a volcanically powerful grand tourer and, initially at least, the M6 doesn’t speak to our track ace. To cover its luxury GT proviso, the M6 feels more sympathetically sprung than most cars of its ilk, and while this is a boon to on-road manners, it doesn’t unlock any doors on Killarney’s tight turns. Here the M6 feels every bit of its near two tonnes. It’s an aspect that makes the car feel less

nimble than you’d expect, while the brakes, despite their mighty callipers, struggle to rein in this heavy machine. Combine this with a long-travel pedal and late braking isn’t a wise option. From this initial track session, it looks as though the M6 is a fundamentally flawed car. Yes, there’s blistering straight-line performance, but the steering, with the slight artificiality that accompanies many electric setups, doesn’t inspire confidence when really pressing on. Factor in the combination of weight and power channelled

through the rear wheels and you’ve got a decidedly tail-happy GT, a weird cross-pollination of luxury cruiser comfort and V8 muscle-car lunacy. Move away from the track and onto your favourite sweeping back road and the M6 suddenly begins to find its feet. You appreciate the refinement, exquisitely crafted cabin and the distance-devouring comfort. You also take some time to mine the depths of the numerous drivetrain and steering settings, tailoring the ideal steering weight and chassis setup that lets the car speak to you. The time and the patience spent in unlocking the car’s potential and learning its nuances is rewarding. You learn to adjust your driving style to accommodate the weight and power. Get on the power, let it understeer slightly, coast into the turn-in and then power out of the corner. Driven in this rhythmic manner, the M6 is in its element.

HOW IT WORKS TRC/0276/13

PRICE:

R1 451 491 excl. exhaust (R100 000)

ENGINE: Cylinders Cubic capacity

V8, longitudinal, biturbo-petrol 4 395 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

Akropovic-fitted* 412/419* 5 500/6 300* 680/697* 1 500

SCORE:

75/ 100

seven-speed dual-clutch rear ESC, hill-start assist

WHEELS AND TYRES: Road wheels 20x9,0J (f)/20x10,0J (r) alloy Tyre make Michelin Pilot Sport Tyre size 265/35 ZR20 (f)/295/30 ZR20 (r) Spare – type and location mobility kit under boot board BRAKES: Front Rear Hydraulics

400 mm ventilated discs 396 mm ventilated discs ABS with EBD and EBA

STEERING: Type rack and pinion, hydraulic power assist Turning circle diameter 12,1 metres

ABOVE: the cabin is beautifully trimmed in silky leather. BOTTOM AND OPPOSITE: the handsome shape of the 6 Series is enhanced by the M6 alterations.

Our on-road findings struck a chord with Deon as he spent more time with the M6. A run through the settings, a more measured approach and getting used to the way the car behaves was time-consuming, but also compelling. The M6 became more communicative, confidence grew, and a searing 01:23,91 lap time was the result. Despite being the most graceful M car, this particular M6 packs some serious firepower. The fitment of an Akropovic Evolution exhaust (a

R100 000 option) sees the outputs climb 7 kW and 17 N.m. The maths dictate that each additional unit of power and torque costs round R6 000, but those disappointed in the standard car’s muted soundtrack will consider the new aural accompaniment – a bassy, breathy exhaust note that rises to a crackling snarl – money well spent.

Test summary Deon put it perfectly: the M6 is a “thinking car”. The connection isn’t immediate and the first impressions are generally unfavourable, but there are depths of talent beneath that gradually reward the driver and gives longevity to its appeal.

SUSPENSION: Front Rear

MacPherson strut-type, multilink, coil springs, anti-roll bar multilink, coil springs, anti-roll bar

CAPACITIES: Seating Fuel tank Boot/utility space

4 80 litres 336 dm³

WARRANTY AND SERVICE INTERVALS: 2-year/unlimited km warranty, 5-year/100 000 km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h): Manufacturer’s figure

250 (limited)

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

2,51 3,40 4,31 5,60 7,01 21,89/247,90

OVERTAKING ACCELERATION (secs): 40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

AT 1,07 1,07 1,03 1,40 1,57

9,90 litres/100 km 11,88 litres/100 km 11,60 litres/100 km 689 km 232 g/km

BRAKING TEST: Average of 10 stops/rating

2,91/excellent

PERFORMANCE FACTORS: Mass as tested (kg)

1 914

FEATURES CHECKLIST Airbags front/side/curtain Aircon four-zone climate control Audio system radio/CD/MP3/USB/aux-in/Blue/voice Cruise control standard Driver seat adjust elec. with memory Foglamps front + rear Folding rear seat Headlamps auto-on standard Isofix anchorages standard Mirror dim (int) auto Park assist standard Steering adjust elec. rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

24/7 SERVICE TRC/0276/14

ROAD TEST SPECIAL

BMW X6 M50d

How many turbos are too many? BMW would argue that three is just enough Lovely as the engine is, it’s let down by the ageing X6 – TERENCE STEENKAMP

After our test of the X6 M50d, we were left perplexed about its role in the BMW range, whether it’s dynamically capable and exciting enough to wear an M badge (it is after all the first oil-burner to wear the tri-colour M) and where its presence in the range leaves the X6M and its biturbo-petrol V8. The 3,0-litre six-cylinder turbodiesel

is part of BMWs M Performance subbrand (which slots in between normal models and full-fat M vehicles). Only the upcoming X5 M50d and this X6 will be sold in SA, as the 5 Series with this engine is not available in RHD. The engine employs compound turbocharging that uses a single small turbo at low engine speeds, a larger,

low-pressure turbo that delivers air to the inlet side of the first turbo and a third one that’s also small, and boosts performance at high engine speeds. The result is a tested 0-100 km/h acceleration figure of only 6,01 seconds. It steam rolls from 100 to 140 km/h in a mere 4,79 seconds thanks in no part to a smooth eight-speed ZF transmission, smashes the kilometre marker after 25,8 seconds, and tops out at 250 km/h. Performance-wise, it deserves the M moniker. In terms of fuel economy, however, it beats all other Ms; on our varied-use fuel run, it used a mere 8,4 litres/100 km. The engine also sounds unlike any diesel we’ve tested. At idle, its black heart is obvious as it rumbles and groans, but get it above 2 500 r/min

ASSIST BUTTON TRC/0276/15

R1 097 118

PRICE:

ENGINE: Cylinders six, inline, longitudinal, tritubo-diesel Cubic capacity 2 993 cm³ ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

SCORE:

72/ 100

280 4 000/5 800 740 2 000-3 000 eight-speed auto four ESC

WHEELS AND TYRES: Road wheels 20x9,0J(f)/20x10,0J(r) alloy Tyre make Bridgestone Dueler HP Sport Tyre size 275/40R20 (f)/315/35 R20 (r) Spare – type and location space saver, under boot board BRAKES: Front Rear Hydraulics

385 mm ventilated discs 345 mm ventilated discs ABS with EBD

STEERING: Type rack and pinion, hydraulic power assist Turning circle diameter 12,8 metres SUSPENSION: Front double wishbones, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

5 85 litres 302/1 285 dm³

WARRANTY AND SERVICE INTERVALS: 2-year/unlimited km warranty, 5-year/100 000 km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h): Manufacturer’s figure

250

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

2,83 4,31 6,01 8,20 10,73 25,80/201,67

OVERTAKING ACCELERATION (secs):

TOP: cabin is ageing, but the perceived quality is high. ABOVE AND OPPOSITE: decide for yourself if the X6 is good-looking or visually challenged.

and it starts to sound like an oldschool V8 as it revs freely to the 5 400 r/min red line. It isn’t a sonorous noise, but it certainly sounds purposeful thanks to BMW’s extensive acoustic tuning. What this engine unfortunately can’t hide is the X6’s compromised underpinnings. A vehicle weighing 2 360 kg will never feel nimble and however much the M50d tries its best to provide some fun, it delivers very little driver enjoyment. The steering is heavy and dead, the enormous 315/35 R20 rear tyres grip well but the fronts

relinquish traction too early and the ride is very firm. The rest of the X6 experience is per usual. If you like the concept, things like tight rear headroom, an ageing cabin, smallish SUV boot and aesthetically challenging looks won’t matter. We’re not convinced, however.

Test summary At R1,1 million, the X6 M50d makes much more sense than the X6M at R1,45 million. It’s almost as quick and uses much less fuel. That doesn’t make it a great car, though. We’d wait for the new and far more practical X5 M50d, stick to the X6 xDrive40d (R880 503) or, better yet, place an order for a Porsche Cayenne S Diesel and spend R120 000 on extras.

40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

Top 1,11 1,42 1,75 2,20 2,59

7,70 litres/100 km 9,24 litres/100 km 8,60 litres/100 km 920 km 204 g/km

BRAKING TEST: Average of 10 stops/rating

3,09/good

PERFORMANCE FACTORS: Mass as tested (kg)

2 403

FEATURES CHECKLIST Airbags front/side/curtain Aircon climate Audio system radio/CD/MP3/aux/USB/Blue/voice Cruise control standard Driver seat adjust electric, incl. height Foglamps rear Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

FUEL DELIVERY TRC/0276/16

ROAD TEST SPECIAL

CHEVROLET Trailblazer 2,5 LT 4x2

Shorn of the bells and whistles adorning the range-topping Trailblazer, does the 2,5 D still warrant attention? Very likable in this no-frills guise, the entry-level Trailblazer can still crack a nod – KYLE KOCK

Although there’s a significant demand for high-spec models in South Africa, the creature comforts that are part and parcel of the top end are not always needed by all. This is especially evident among those who prefer “roughing it” in the great outdoors, and sometimes all that is needed is a robust and reliable bundu-basher. While the range-topping Chevrolet Trailblazer 2,8 LTZ impressed us enough in its November 2012 road test for us to consider it the Toyota

Fortuner’s superior, we wondered whether or not the entry-level 2,5 Trailblazer could fly the bowtie flag high at the lower end of the line-up. It certainly helps that at base spec, the Trailblazer doesn’t give up any of the model’s good looks and macho road presence, boasting the same colour-coded bumpers and sills as its more expensive stablemate. The only giveaway is the standard fitment of 16-inch alloys (the 2,8 LTZ boasts 18-inchers as standard).

Inside, the difference is immediately noticeable owing to the use of cloth upholstery instead of leather on the seven seats. Otherwise, the 2,5 Trailblazer doesn’t give up too much in the way of features. It still boasts a six-speaker sound system with radio/CD player, MP3 compatibility and Bluetooth functionality, air-conditioner with rear overhead vents, cruise control, rear park-distance control and dual front airbags as well as curtain airbags and a multifunction steering wheel. Powered by a 2,5-litre turbodiesel engine that produces 110 kW and 350 N.m of torque, the base Trailblazer sends those figures to the rear axle via a five-speed manual gearbox. The outputs aren’t ground-breaking, and the Trailblazer’s two-tonne-plus mass seems to threaten serious momentum, but in reality the ratios are ideally spaced to make maximum use of the humble figures developed by the 2,5-litre. The base Trailblazer impressed the

TYRE CHANGE

R373 200

PRICE: ENGINE: Cylinders Cubic capacity

four, inline, longitudinal, turbodiesel 2 449 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

SCORE:

70/ 100

110 3 300/4 500 350 2 000 five-speed manual rear ESC

WHEELS AND TYRES: Road wheels 16x6,5 J Tyre make Bridgestone Dueler H/T Tyre size 245/70 R16 Spare – type and location full-size alloy, under body BRAKES: Front Rear Hydraulics

318 mm ventilated discs 300 mm solid discs ABS with EBD

STEERING: Type rack and pinion, hydraulic power assist Turning circle diameter 11,8 metres

ABOVE: except for cloth upholstery, the cabin doesn’t betray the LT’s entry level status. BOTTOM AND OPPOSITE: neat design, but those 16-inch wheels look tiny.

team on a trip to one of the South African national parks as a support vehicle tasked with carrying photographic equipment and luggage, not only just for its generous utility room, but also the hard-wearing nature of its dual-tone cloth upholstery. Soft to the touch and almost suede-like in feel, the Trailblazer’s cloth seats took a fair beating and came out of the trip tops. This would sit well with those concerned about scuffing a leatherwrapped interior.

On the smaller alloys and aided by the independent rear suspension, the Trailblazer rode well on the park’s changing surfaces and further impressed on the national roads on the way home, ironing out the rough stuff with ease.

Test summary With outstanding ride quality and comfort, and decent turbodiesel oomph thanks to well-considered gear ratios, the 2,5 Trailblazer is impressive, despite the fact that it is slightly expensive at R373 200. It should provide decent off-the-beaten-track thrills, and with a lengthy warranty and service plan as standard, it comes with peace of mind as too.

SUSPENSION: Front independent, dbl w/bones, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

7 76 litres 408/1 480 dm³

WARRANTY AND SERVICE INTERVALS: 5-year/120 000 km warranty, 5-year/90 000 km service plan, service every 15 000 km MAXIMUM SPEED (km/h): Manufacturer’s figure

171

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

5,20 8,79 12,79 19,40 27,42 34,41/151,0

OVERTAKING ACCELERATION (secs): 3rd 40-60 3,28 60-80 3,20 80-100 4,04 100-120 120-140 -

4th 7,10 4,51 4,75 5,99 8,54

FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

TOP 11,75 7,91 8,56 11,45

8,20 litres/100 km 9,84 litres/100 km 10,20 litres/100 km 772 km 215 g/km

BRAKING TEST: Average of 10 stops/rating

3,91/poor

PERFORMANCE FACTORS: Mass as tested (kg)

2 017

FEATURES CHECKLIST Airbags front/curtain/side Aircon manual Audio system radio/CD/MP3/aux-in/USB/Bluetooth Cruise control standard Driver seat adjust manual, incl. height Foglamps front + rear Folding rear seat 50:50 split Headlamps auto-on Isofix anchorages outer rear Mirror dim (int) manual Park assist standard Steering adjust manual rake + reach Steering audio controls standard Trip computer standard Upholstery cloth Windows electric Wipers auto-on -

JUMPSTART

ROAD TEST SPECIAL

CITROËN DS3 1,2 VTi 82

Citroën gets serious about value for money with this version of the DS3 I adore the looks. My choice over the Mini – KELLY LODEWYKS

The boutique-hatchback segment of the market is a tough one. It’s dominated by the much-loved Mini Cooper and features strong brands such as Audi (with the A1), as well as cute Noddy-like vehicles such as the Fiat 500. It is, however, also a rather expensive segment to shop in. Manufacturers must have noticed this and, as a result, either dropped the prices (as is the case with the 500 last year) or introduced more affordable entry-level models. This tactic

saw the introduction of the Mini One (R198 000). But, if you’re tired of the long-in-the-tooth Mini (an allnew model debuts at Frankfurt this month) and are in need of something a little more well, anti-retro, there is always the option of the Citroën DS3 1,2 VTi 82. The CAR team has always liked the look of the Citroën’s DS3 and the French company’s approach to car design. The vertically stacked, three-dimensional LED lamps at the

front, large chrome-outlined grille and sweptback headlamps give this vehicle a unique look. As ever, the DS3 is fully customisable, so buyers can make their car look as individual as possible. Under the bonnet is a small, naturally aspirated, three-cylinder unit that develops 60 kW at 5 750 r/min and 118 N.m of torque at 2 750 r/min. Don’t let its size fool you; the torque kicks in early, so it is good enough to get the DS3 off the line quickly and smoothly. We were also impressed with the sporty engine note. The in-gear acceleration is strong and, assuming that you find yourself in the correct gear so that you can make the most of the engine’s freerevving nature, there shouldn’t be an issue conducting swift overtaking manoeuvres. We achieved a 60 to 80 km/h acceleration time of 4,96 seconds in third gear. The downside of this vehicle is the

LOCKSMITH TRC/0276/19

R199 900

PRICE: ENGINE: Cylinders Cubic capacity

three, inline, transverse, petrol 1 199 cm³

SCORE:

74/ 100

60 5 750/6 200 118 2 750 five-speed manual front ESP 16x5,5J steel Michelin Energy Saver 195/55 R16 space saver, under boot board

283 mm ventilated discs 249 mm solid discs ABS with EBD

STEERING: Type rack and pinion, electric power assist Turning circle diameter 10,2 metres

ABOVE: the cabin is one of its strong suits, with lots of gadgets and good build quality. BOTTOM AND OPPOSITE: years after its launch, the design is still fresh.

five-speed manual gearbox and its clutch. While the short-throw action was appreciated, the actual gear changes felt notchy and there was some resistance when moving between the gears. The clutch was very light, lacked feel and also took quite high up. Performance is acceptable, but with small engines like this one it’s the fuel consumption that matters most. Citroën claims a consumption figure of 4,5 litres/100 km, but our fuel route

returned 6,2 litres/100 km. During its tenure with us, the CAR team agreed that the DS3’s ride is supple and, while the steering feels light, it has enough weight to inspire confidence when tackling twisty roads.

Test summary With other DS3s priced between R235 900 and R285 000, this model does seem like a steal at R199 900. It has unique looks that have aged very well and is packed with features. It may cost marginally more than the Mini One, but that vehicle will soon be replaced. In our opinion, the DS3 is definitely worth a look.

SUSPENSION: Front MacPherson struts, coil springs, anti-roll bar Rear torsion beam, coil springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

4/5 50 litres 224/776dm³

WARRANTY AND SERVICE INTERVALS: 5-year/100 000 km warranty, 4-year/ 60 000 km service plan, service every 15 000 km MAXIMUM SPEED (km/h): Manufacturer’s figure ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

174 6,85 10,47 15,60 22,30 34,82 36,75/142,5

OVERTAKING ACCELERATION (secs): 3rd 4th 40-60 5,02 7,07 60-80 4,96 6,99 80-100 5,47 7,49 100-120 7,12 9,00 120-140 13,03 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

5th 10,06 10,92 10,99 13,01 18,99

4,50 litres/100 km 5,40 litres/100 km 6,20 litres/100 km 599 km 104 g/km

BRAKING TEST: Average of 10 stops/rating

3,06/good

PERFORMANCE FACTORS: Mass as tested (kg)

1 086

FEATURES CHECKLIST Airbags Aircon Audio system Cruise control Driver seat adjust Foglamps Folding rear seat Headlamps auto-on Isofix anchorages Mirror dim (int) Park assist Steering adjust Steering audio controls Trip computer Upholstery Windows Wipers auto-on

front/side/curtain optional radio/CD/MP3/aux standard manual, incl. height front 60/40 outer rear manual rake + reach standard standard cloth electric -

TOWING SERVICE TRC/0276/20

ROAD TEST SPECIAL

CITROËN C4 Aircross 2,0 2WD Seduction

PEUGEOT 4008 Allure AWD AT

Can the French cousins better their Japanese surrogate? It’s a pity the French flair stops once the driver’s door is opened – KELLY LODEWYKS

A glance at the voting sheets for CAR’s annual Top 12 Best Buys over the past few years will highlight just how large and competitive the compact SUV segment has become. With manufacturers well aware that, more so than ever, buyers are seeking as much vehicle as possible for their money, the appeal of a rugged yet not unwieldy, versatile but still classy, crossover

vehicle has never been greater. Of course, the allure of a slightly raised driving position, particularly among the fairer sex, has also played a role in the growing popularity of the compact SUV market. Realising the importance of a presence in this segment, PSA Peugeot Citroën (currently the second-largest European automotive group) approached

its long-standing alliance partner, Mitsubishi Motors (see The GS platform on page 26), with a mutually beneficial offer. With a proven track record in all-wheel-drive technologies, Mitsubishi was advanced in the development of its established GS platform (which underpins the current ASX range) and, by sharing this technology with PSA, the Japanese company guaranteed

EMERGENCY MEDICAL RESPONSE TRC/0276/21

ABOVE: fresh front aspects reflect each manufacturerâ&#x20AC;&#x2122;s design language. BELOW: except for the steering wheels, the cabins are taken directly from the Mitsubishi ASX.

MECHANICAL ASSISTANCE TRC/0276/22

ROAD TEST SPECIAL

The GS platform 18-inch alloy wheels, chrome roof rails and a panoramic sunroof are standard fitment on the 4008.

increased production volumes. In return, both Citroën and Peugeot made important savings on development costs and gained a proven platform on which to build their individual models, the C4 Aircross and 4008. And, from the outside at least, there’s little chance of mistaking Citroën’s first soft roader for its Peugeot cousin – and indeed their ASX relative. Each French manufacturer has successfully added enough external flair, including the latest grille, bonnet (particularly on the 4008) and bumper treatments (including stacked LED daytime running lights on the C4) to ensure that neither car looks out of place in its showroom.

It’s a pity that almost all the PSA development budget went towards ensuring that the vehicles look distinctly different only on the outside. Trim levels aside, the only distinction between the cabins of the C4 Aircross, the 4008 and the ASX is which badge appears on the steering wheel. And, while this is not necessarily a negative in terms of functionality and ultimate build quality, all who drove the French pairing commented on how un-French (read conservative) the cabins are. An interesting decision by the local importers has seen Citroën South Africa offering the C4 Aircross with three distinct specification levels (including different size alloy wheels and drivetrains), while a choice between leather and cloth upholstery, and a panoramic sunroof or not, are the only distinguishing features of the two 4008s.

The GS platform share is the fourth co-operation between PSA Peugeot Citroën and Mitsubishi. Aside from jointly funding the opening of a manufacturing plant in Russia, these two companies also shared ideas and resources in 2005 on the Outlander/4007/C-Crosser platform. More recently, they worked together on an electric-car project that spawned the Mitsubishi i-MiEV, Peugeot iOn and the Citroën C-zero.

Being based on the same platform, both French vehicles share the same moderate 256 dm3 worth of luggage space as the Japanese car, and all three models offer a 60:40 split rear backrest, which frees up a good amount of utility space. Rear legroom is good, although headroom can get a bit cramped for taller passengers. While both models boast the same Mitsubishi-sourced 4B11 naturally

Plus if you’re more than 100km away from home TRC/0276/23

aspirated 2,0-litre petrol engine, in the C4 Aircross it can be mated with either a five-speed manual transmission or CVT option. The 4008 is offered exclusively with the latter. And it has to be said the positive, solid action of the C4’s manual ‘box proves the more pleasant companion for the 110 kW/197 N.m engine. In

traffic and at cruising speeds, we can see the benefits of the CVT transmission, but somehow the overly strained monotone of revs that greets any form of hard acceleration in this application taints much of its appeal. It’s also worth noting that the manual C4 Aircross managed to sprint from standstill to 100 km/h a full two

ABOVE: the 4008 is offered exclusively with a CVT ‘box. BELOW: raised body height gives both models an imposing stance, regardless of the drivetrain setup.

seconds faster (9,68 versus 11,71). The Peugeot also proved less fuel-efficient (8,9 litres/100km versus 9,8) over our established fuel route. On testing the ASX (December

we also give you one of the following TRC/0276/24

ROAD TEST SPECIAL

CITROËN C4 AIRCROSS 2,0 2WD SEDUCTION

R304 900

PRICE: ENGINE: Cylinders Cubic capacity

four, inline, transverse, petrol 1 998 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

110 6 000/6 500 197 4 200 five-speed manual front none

WHEELS AND TYRES: Road wheels 16x7J alloy Tyre make Yokohama Geolander C7033 Tyre size 195/65 R15 Spare – type and location full-size steel, under boot board BRAKES: Front Rear Hydraulics

295 mm ventilated discs 302 mm solid discs ABS with EBD and EBD

STEERING: Type rack and pinion, electric power assist Turning circle diameter 10,6 metres SUSPENSION: Front MacPherson struts, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

4/5 63 litres 256/1 056 dm³

WARRANTY AND SERVICE INTERVALS: 3-year/100 000 km warranty, 5-year/100 000 km service plan, service every 15 000 km MAXIMUM SPEED (km/h): Manufacturer’s figure ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

200 4,43 6,91 9,68 13,97 19,08 31,30/166,70

OVERTAKING ACCELERATION (secs): 3rd 4th 40-60 4,10 5,94 60-80 3,95 5,55 80-100 3,90 5,85 100-120 4,14 6,12 120-140 4,91 6,75

2011), we noted a relatively choppy ride quality and, with the C4 Aircross riding on similar-sized rubber (16-inch on Attraction and Seduction specifications), as well as the same suspension mechanics, it was unlikely that the Citroën would fare much better. It’s not an unpleasant ride by any means, but there are more accomplished rivals. A less accomplished rival, however, is the 4008. Fitted with 18-inch alloy wheels (wrapped in 225/55 R18 rubber), the 4008 may look the sportier of the two French models but the tradeoff is a suitably firm ride. While the C4 Aircross and ASX are offered with a choice of either twowheel or all-wheel-drive setups, the 4008 is sold exclusively with the latter layout. This Mitsubishi-sourced sys-

FROM TOP: high-profile tyres render the C4 far more comfortable than the 4008; the luggage area is easily accessible, but it lags in size behind the class leaders.

tem allows the driver to select between full-time two-wheel drive, an automatic four-wheel-drive configuration (that apportions up to 40 per cent of torque to the rear via an electronically controlled transfer clutch), or an allwheel-drive “lock” mode that adopts an even more rear-wheel-biased torque spread (up to 50 per cent) than in auto mode. This transfer system is available on the move and certainly gives these GS-platform-built cousins the edge over many of their rivals when it comes to venturing slightly off-thebeaten track.

R1 000 FOR TRANSPORT BACK HOME TRC/0276/25

FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

TOP 8,18 8,04 8,12 9,33 10,7

7,5 litres/100 km 9,0 litres/100 km 8,9 litres/100 km 700 km 178 g/km

BRAKING TEST: Average of 10 stops/rating

3,2/good

PERFORMANCE FACTORS: Mass as tested (kg)

1 381

FEATURES CHECKLIST Airbags front/side/curtain/knee Aircon climate Audio system radio/CD/MP3/aux-in/USB/blue Cruise control standard Driver seat adjust manual incl. height Foglamps front Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) manual Park assist standard Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery cloth (leather opt) Windows all-electric Wipers auto-on standard

SCORE:

73/ 100

PEUGOT 4008 ALLURE AWD AT

R422 200

PRICE: ENGINE: Cylinders Cubic capacity

four, inline, transverse, petrol 1 998 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min)

BRAKES: Front Rear Hydraulics

69/ 100

110 6 000/6 500 197 4 200

TRANSMISSION: Type Drive wheels Driver aids WHEELS AND TYRES: Road wheels Tyre make Tyre size Spare – type and location

SCORE:

CVT all ESC 18x7,5J alloy Bridgestone Dueler H/P 225/55 R18 full-size steel, under boot board 295 mm ventilated discs 302 mm solid discs ABS with EBD and EBD

4/5 60 litres 256/1 056 dm³

WARRANTY AND SERVICE INTERVALS: 3-year/100 000 km warranty, 5-year/100 000 km maintenance plan, service every 15 000 km MAXIMUM SPEED (km/h): Manufacturer’s figure

188

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

5,76 8,35 11,71 16,21 22,61 33,17/159,80

OVERTAKING ACCELERATION (secs):

FROM TOP: owing to the standard-fitment all-wheel drive, the 4008 is composed on gravel and wet roads; a full-size spare wheel hides beneath the boot board.

Both the C4 Aircross and the 4008 are equipped with a comprehensive list of standard safety features. Only the top-of-the-range (Exclusive) Citroën model gains ESP traction control (standard on both Peugeot specifications), but both cars are fitted with ABS brakes (with EBD and BA), a total of seven airbags and Isofix anchorage points.

Test summary While Peugeot South Africa has made the decision to differentiate its 4008 from the C4 Aircross (and ASX)

through a comprehensive standard-specification list that includes a panoramic sunroof, all-wheel drive, ESP and the (perceived) more advanced transmission option, it is the wider choice offered by Citroën that is likely to win favour in our market. The part-time all-wheel-drive system may be a nice-to-have, but we wonder whether most South African compact SUV owners aren’t more than content with simply raised ground clearance. We prefer the manual transmission over the CVT ‘box for most applications and the difference in ride quality alone between the 16-inch wheels fitted to the lower-specification Citroën compared with the standard 18-inch items on the Peugeot would be enough to swing our vote.

40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

AT 2,23 2,65 3,39 4,54 6,61 8,10 litres/100 km 9,72 litres/100 km 9,80 litres/100 km 617 km 191 g/km

BRAKING TEST: Average of 10 stops/rating

3,23/average

PERFORMANCE FACTORS: Mass as tested (kg)

1 519

FEATURES CHECKLIST Airbags front/side/curtain/knee Aircon climate Audio system radio/CD/MP3/aux-in/USB/blue Cruise control standard Driver seat adjust manual incl. height Foglamps front Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) manual Park assist standard Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows all-electric Wipers auto-on standard

R1 000 FOR HOTEL ACCOMMODATION TRC/0276/26

ROAD TEST SPECIAL

CHRYSLER 300C 3,0 CRD

Can a mid-range 300C match its European executive-saloon rivals? An utter luxobarge, but the 300C’s a head-turner nonetheless – MIKE FOURIE

THE task of following up its 6,4-litre HEMI-engined SRT8 flagship sibling in a CAR road-test assessment is an unenviable one for the 3,0-litre turbodiesel 300C. In the January 2013 issue, we praised the keenly priced, purposefully packaged SRT8 model for appealing to muscle-car aficionados’ hearts and pockets, but the diesel derivative doesn’t promise standout performance at a price that makes its rivals seem expensive. Instead, it positions itself as the strong-but-silent type.

Few will dispute the eye-grabbing distinctiveness of the 300C’s shape, especially when clad in a pearlescent ivory finish that highlights the Chrysler’s expansive horizontal planes and boxy extremities. But the brushed chrome garnishing in the grille, below the headlamps, along the flanks and round the taillamp clusters seem to soften the 300C’s appearance. What’s more, the LED-adorned headlamps and 20-inch polished aluminium wheels ramp up the kerb appeal so

R1 000 FOR CAR RENTAL TRC/0276/27

dramatically that the test unit drew envious looks wherever it was seen. The cabin’s awash with retro two-tone dark and light frost-beige nappa leather and faux-wood trim. If you are accustomed to dark cabins that are studies in Teutonic minimalism, the 300C’s veritable deluge of brown materials and chunky switchgear are acquired tastes. And, although the front seats afford myriad options for electric adjustment, heating and ventilation, they don’t offer much lateral support. Still, the UConnect 8,4-inch touchscreen infotainment system, which offers sat-nav, Bluetooth connectivity and audio streaming, as well as voice-command recognition, is as pleasing as having heating and cooling facilities for the driver and front passenger’s cupholders and being able to bathe the cabin in sunlight courtesy of the panoramic sunroof. It’s regrettable that a sizeable saloon with a 3 052 mm wheelbase would offer

R579 990

PRICE: ENGINE: Cylinders Cubic capacity

V6, longitudinal, turbodiesel 2 987 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min)

BRAKES: Front Rear Hydraulics

73/ 100

176 4 000/5 000 550 1 800-2 800

TRANSMISSION: Type Drive wheels Driver aids WHEELS AND TYRES: Road wheels Tyre make Tyre size Spare – type and location

SCORE:

five-speed auto rear ESC 20x8,0J alloy Goodyear Eagle F1 245/45 R20 under boot board 345 mm ventilated discs 320 mm ventilated discs ABS with EBD and EBA

STEERING: Type rack and pinion, hydraulic power assist Turning circle diameter 11,5 metres

ABOVE: you’d better like brown if you’re considering a 300C... BELOW AND OPPOSITE: finished in pearlescent white, the big Chrysler stands out in a crowd.

merely adequate levels of rear leg- and headroom. In fact, in many ways, the test unit, equipped with the optional Driver Confidence package, which includes adaptive cruise control, a forward collision-warning system, blind-spot monitoring and rear cross-path detection system, was quite driver-centric. By that we don’t mean the 300C is involving to drive in the traditional sense; its tiller is bereft of feel and feedback and the five-speed automatic transmission and throttle pedal’s responses are laid back to the point of inducing narcolepsy. Yet, with its excellent

NVH-suppression at cruising speeds, the 3,0 CRD is a long-distance cruiser at its core. The test team could not reach consensus if the big-wheeled Chrysler’s ride quality was comparatively nervous due to the saloon’s low-profile rubber, or remarkably forgiving in spite of the extreme footwear.

Test summary A 300C with a CAR fuel index of 8,6 litres/100 km makes sense for a variety of prudent reasons. It’s an eminently likeable vehicle, but even with all the standard kit it offers compared with its continental competitors and its distinctive styling, the 300C’s indifferent driving dynamics and flawed packaging loom large in the absence of its SRT8 brother’s hearty V8.

SUSPENSION: Front double wishbones, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

5 72 litres 416/1 168 dm³

WARRANTY AND SERVICE INTERVALS: 3-year/100 000 km warranty, 5-year/100 000 km maintenance plan, service every 12 000 km MAXIMUM SPEED (km/h): Manufacturer’s figure

232

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint

3,19 5,11 7,56 10,75 14,72 -

OVERTAKING ACCELERATION (secs): 40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

Top 1,40 1,86 2,44 3,09 3,81

7,20 litres/100 km 8,64 litres/100 km *,** litres/100 km 833 km 191 g/km

BRAKING TEST: Average of 10 stops/rating

2,96/excellent

PERFORMANCE FACTORS: Mass as tested (kg)

n/a

FEATURES CHECKLIST Airbags front/side/curtain/knee Aircon dual-zone climate Audio system r/CD/MP3/aux/USB/Blue/voice ctrl Cruise control standard Driver seat adjust electric, incl. height Foglamps front + rear Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist front + rear Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

R1 000 FOR VEHICLE STORAGE TRC/0276/28

ROAD TEST SPECIAL

IF you are not protected by tracKer sKytrax and want Tracker emergency and roadside assisTance, sms* assisT To 43942 or call 0860 67 57 47 durInG busIness Hours *Standard SMS rates apply. Free SMS’s do not apply. Only available with Tracker Skytrax product. Price is per SMS activation/deactivation. SMS Car Guard is temporarily unavailable to 8•ta/Telkom Mobile subscribers. TRC/0276/29

FIAT

Qubo 1,4 This in-between MPV is perfect for businesses and families

A fun-to-drive compact family runabout with funky styling – PETER PALM Vans from Fiat now include, in order of increasing size, the Fiorino, the Qubo and the Doblo. The middle child is the newest addition to the family and is similar in size to the old Doblo that used to be available in an MPV format (the new Doblo has grown in size and can be specified in either van or MPV guises). Fiat offers two engines in the Qubo, a 1,3-litre MultiJet turbodiesel and our bright-red test unit’s 1,4-litre petrol engine in a very laid-back state of tune, with just 54 kW of power and 118 N.m. of torque. So, there won’t be too many speeding fines. Front and rear foglamps are provided in addition to manual headlamp levelling for full-load compensation. Steering-wheel controls and a folddown inner driver’s armrest provide extra driving comfort, and a large glovebox is useful, but there could have been more use made of the

superior headroom by adding an overhead storage compartment. Blue&Me Bluetooth connectivity is fitted, and safety aspects are taken care of with four airbags and ABS plus EBD braking and Isofix seat mounts. Seating is very comfy, as is the driving position, with excellent foot space, visibility and steering-wheel and gearlever placement. The rear seats are mounted higher than the front ones for good visibility, but the rear backrests are positioned rather upright for adults. The rear seats are removable if you need the vehicle to double-up for both family and business purposes. Both driver’s and passenger’s windows are one-touch up and down, but side mirrors are manually operated. BELOW: luggage bay expands to almost 1 200 dm3 with the seats folded. OPPOSITE: the styling is neat and inoffensive, and enlivened by the red colour and alloys.

Go to tracker.co.za for more information Taking back tomorrow TRC/0276/30

ROAD TEST SPECIAL

TRACKER THEFT RESCUE TRC/0276/31

OPPOSITE FROM TOP: sliding doors are a practicality masterstroke, but the big hatch is somewhat cumbersome; cabin sensibly arranged.

Other handy features (found on all Fiats) are windows that can be operated for some minutes after the ignition has been switched off. Fuel-consumption figures and speed-dependent audio-volume adjust are available via the onboard, menu while a leather-clad steering wheel and gearlever knob add touches of sportiness not expected at this segment. However, there is a but. We did have a couple of trim-quality issues. One of the air vents needed a louvre to be snapped back into position. Fortunately, this was a relatively easy task. The driver’s sunvisor-holding catch broke, making it impossible to snap the visor

back into its closed position without using both hands. The main practicality-related features are dual sliding doors for rearseat access. These are especially handy when parking in confined areas where hinged doors cannot be fully opened. Anyone who has children knows the anguish of parking close to other vehicles and worrying about doors getting flung open without due care. A very low loading height and high roof allow for extremely useable packing space and the boot volume adds up to 312 dm³. The rear seats fold and tumble to free up utility space of 1 188 dm³, but the space comes mainly from height, not length. Unlike the Fiorino van, with its double-hinged rear doors, the Qubo uses a single hatch. A very large hatch, in fact, owing to the vehicle’s height. It’s not the easiest to open, requiring a step backwards, but the opening is huge and the load height must be one of the lowest in the business. Easy-to-clean rubber flooring with loose carpeting is the way to go for a family taxi. There isn’t much torque from the eight-valve 1,4, but it does make an appealing sound and it gets by fairly well in general traffic (at sea level, remember). You might have to do a fair amount of foot-flat driving which will affect the fuel consumption. The latter is penned officially as 6,6 litres/ 100 km, giving an expected CAR index figure of 7,92 litres/100 km. On our fuel route, we got 8,13 litres/100 km, which is acceptable. Combined with a smallish tank size of 45 litres, the range is around 560 km. The hydraulically assisted steering is direct and the gearshift action slick, making for an enjoyable drive in congested conditions.

Test summary The Qubo provides a well-rounded package with a good level of space (especially height-wise). It also has a generous spec level. The three-year maintenance plan adds an extra dimension to the reasonable price and the stand-out styling makes a bold statement, too.

R188 990

PRICE: ENGINE: Cylinders Cubic capacity

four, inline, transverse, petrol 1 360 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

SCORE:

73/ 100

54 5 200/6 000 118 2 600 five-speed manual front none

WHEELS AND TYRES: Road wheels 16x6,5J steel Tyre make Continental ContiPremiumContact2 Tyre size 185/65 R15 Spare – type and location full-size steel, under body BRAKES: Front Rear Hydraulics

257 mm ventilated discs 203 mm drums ABS with EBD

STEERING: Type rack and pinion, hydraulic power assist Turning circle diameter 10,55 metres SUSPENSION: Front MacPherson struts, coil springs, anti-roll bar Rear torsion beam, coil springs CAPACITIES: Seating Fuel tank Boot/utility space

4/5 45 litres 312/1 188 dm³

WARRANTY AND SERVICE INTERVALS: 3-year/120 000 km warranty, 3-year/60 000 km maintenance plan, service every 15 000 km MAXIMUM SPEED (km/h): Manufacturer’s figure ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

155 7,04 11,97 18,88 32,80 39,52/126,1

OVERTAKING ACCELERATION (secs): 3rd 4th 40-60 4,96 7,30 60-80 5,64 7,89 80-100 6,74 9,50 100-120 12,60 120-140 23,60 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

TOP 10,62 10,81 13,81 23,60 58,86

6,60 litres/100 km 7,92 litres/100 km 8,13 litres/100 km 568 km 152 g/km

BRAKING TEST: Average of 10 stops/rating

3,20/average

PERFORMANCE FACTORS: Mass as tested (kg)

1 280

FEATURES CHECKLIST Airbags front/side Aircon manual Audio system radio/CD/MP3/USB/Bluetooth Cruise control Driver seat adjust manual, incl height Foglamps front + rear Folding rear seat 60:40 Headlamps auto-on Isofix anchorages outer rear Mirror dim (int) manual Park assist Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery cloth Windows electric Wipers auto-on -

Taking back life’s essentials Taking back tomorrow TRC/0276/32

ROAD TEST SPECIAL

INFINITI

EX37 GT Premium The premium segment has historically been dominated by saloons and SUVs. Is there space for a premium crossover?

Buying an EX37 will ensure exclusivity, but be prepared to answer a number of “why” questions – NICOL LOUW

When the EX37 arrived at our offices, there were a few bemused looks. The question on each team member’s lips was: in which segment does this vehicle belong? It is slightly higher than a saloon but doesn’t carry an SUV tag. Infiniti calls it a compact performance SUV, which is technically correct because it boasts all-wheel drive, a raised ride height and 235 kW.

The brand, relaunched in South Africa in 2012 (the Q45 was on sale here in ’96), is Nissan’s luxury subsidiary and has managed to create another niche segment: the premium crossover. From the outside, the EX appears both trendy and classy. And there’s definitely been some styling influence from the big-brother FX, most notably in the sloping coupé-like roofline.

Nineteen-inch wheels fitted with low-profile rubber and twin exhaust outlets emphasise the sporty nature, while black trimmings at the bottom fit in with the crossover appeal. The cabin is finished in plush leather with (optional) maple-wood inserts on the dash and soft-touch plastics everywhere to enhance the premium feeling. The high driver’s seat position (even at the lowest setting) ensures good visibility but does compromise headroom for taller drivers. As with all Infiniti products, buttons on the dash are plentiful but laid out in a neat manner. There are several duplicated controls because many functions can be operated from the steering wheel, dash or central touchscreen. Our test vehicle was fitted with the 3,7-litre, naturally aspirated petrol engine straight from the 370Z. Lovely as this powertrain is, it is more suited

HOW IT WORKS TRC/0276/33

ABOVE AND OPPOSITE: design favours subtlety over shoutiness. BELOW: cabin is expertly trimmed, but the scattered layout isnâ&#x20AC;&#x2122;t instantly user-friendly.

WE GIVE YOU THE FOLLOWING TRC/0276/34

ROAD TEST SPECIAL

R670 476

PRICE: ENGINE: Cylinders Cubic capacity

V6, longitudinal, petrol 3 697 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

237 7 000/none 360 5 200 seven-speed automatic all ESC

WHEELS AND TYRES: Road wheels 19x8,0J alloy Tyre make Bridgestone Turanza EC42 Tyre size 245/45 R19 Spare – type and location full-size steel, under boot board BRAKES: Front Rear Hydraulics

320 mm ventilated discs 308 mm drums ABS with EBD

STEERING: Type rack and pinion, hydraulic power assist Turning circle diameter 10,1 metres SUSPENSION: Front double wishbone, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar

to the sportscar application than a heavy (1 878 kg) family vehicle as the unit lacks low-down torque (peak torque is delivered at only 5 200 r/min). The engine needs to be revved hard before any meaningful progress can be made. This negatively impacts fuel consumption, as can be seen from our fuel-route test in which we managed only 12,2 litres/100 km. When the EX’s neck is wrung, it will deliver a zero to 100 km/h time of 7,08 seconds. Handling-wise, the vehicle acquaints itself fairly well on long sweeping bends, although the raised ride height and comfortable suspension setup result in a fair amount of body roll. In tighter corners, the weight and allwheel drive works against the EX when understeer sets in as you near the adhesion limit of the tyres. Off-road ability should be limited only to the odd dirt road when the option of tar is not available. The boot is small for an SUV (224 dm3) and would struggle to cope with all the paraphernalia of a young family. At least the 60:40-split second row provides the option to increase carrying ability to a more generous 994 dm3 when completely stowed. Where the Infiniti beats the onslaught of the German contenders,

The boot is one of the smallest in the SUV segment, but it expands greatly when the seats are folded. Luggage bay as beautifully trimmed as the rest of the cabin.

most notably the BMW X3 and Audi Q5, is in standard specification. Most equipment an owner can wish for on a luxury vehicle come as standard. The GT premium spec fitted to our test car adds a glass sunroof, polished aluminium roof rails and a host of extra safety features, including blind-spot warning, lane-departure warning (including prevention), adaptive cruise control and forward-collision warning. The latter system will apply the brakes autonomously to avoid a possible collision.

CAPACITIES: Seating Fuel tank Boot/utility space

WARRANTY AND SERVICE INTERVALS: 3-year/100 000 km warranty, 5-year/100 000 km maintenance plan, service intervals according to onboard computer MAXIMUM SPEED (km/h): Manufacturer’s figure

240

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (seconds/km/h)

3,25 4,89 7,08 9,73 12,63 27,31/195,0

OVERTAKING ACCELERATION (secs): 40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

AT 1,58 1,61 2,10 2,61 2,86

12,2 litres/100 km 14,64 litres/100 km 12,1 litres/100 km 816 km 288 g/km

Test summary

BRAKING TEST: Average of 10 stops/rating

3,00/good

The EX37 is caught in a catch-22 situation; it needs to be pricey as Infiniti targets the premium segment, but that also aligns it with some pretty strong German opposition. At about the same price of the EX37, you could opt for a range-topping Q5 or X3. Where does this leave the EX37? Only the true individualist will opt for such a niche product from a relatively unknown manufacturer. The fact that only one EX model sold locally in July 2013 (Naamsa figures) proves the point.

PERFORMANCE FACTORS: Mass as tested (kg)

1 878

FEATURES CHECKLIST Airbags front/side/curtain Aircon dual-zone climate control Audio system radio/CD/MP3/aux-in/USB/Bluetooth Cruise control standard Driver seat adjust electric incl. height Foglamps front + rear Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

ABLE TO VIEW HISTORIC MILEAGE AND TRIP INFORMATION TRC/0276/35/R

4/5 80 litres 224/994 dm³

SCORE:

71/ 100

THE MICHELIN ENERGY ™ XM2 TYRE

313822

MORE RESISTANT TO POTHOLE DAMAGE

Drive with conﬁdence, despite rough road conditions. The MICHELIN ENERGY™ XM2 tyre is designed with new IRONFlex technology, which enhances strength when impacting road hazards, such as potholes. MICHELIN ENERGY™ XM2 comes with a Pothole Guarantee as well as a Mileage Warranty of up to 70 000km and a 24-hour Roadside Assistance Service. For terms and conditions visit www.michelin.co.za

ROAD TEST SPECIAL

ISUZU

KB240 LE DC 4x4 Is petrol power still relevant in the leisure-bakkie market?

There is no logical reason to opt for a mid-sized petrol engine in a leisure bakkie â&#x20AC;&#x201C; NICOL LOUW

For the third time, the fuel-pump attendant asked us if we were sure we wanted 95-octane unleaded for the bakkie. Even a very confident â&#x20AC;&#x153;yesâ&#x20AC;? could not remove the puzzled look from his face, proof that diesel powertrains have taken over the bakkie scene. So, is there any reason to consider a petrol-powered double-cab bakkie? The new 2,4-litre, naturally aspirated petrol unit features double-overhead camshafts and four valves per cylinder. It delivers 112 kW at 5 200 r/min and

233 N.m at 4 000 r/min. The latter figure is considerably down on those delivered by turbodiesel engines with a comparable displacement. Therefore, this petrol engine needs to be revved and the five-speed gearbox stirred to achieve good performance. Even so, it is more responsive than the KB250 D-TEQ. However, its slight advantage is swept aside by the eyebrowraising fuel-consumption figure of 13,5 litres/100 km.

Could the choice of a petrol engine improve the refinement of the vehicle compared with diesel alternatives? Well, not really, because this unit is rough at higher engine speeds and does send a fair bit of vibration into the cabin. Maybe we have become so used to refined common-rail diesels that the difference to petrol engines is not as pronounced as 10 years ago. Isuzu KBs are known for good ride quality and the KB240 is no different. Long-distance cruising is comfortably done and this bakkie confidently straddles the commercial/leisure vehicle line. The cabin provides a decently put-together facia, although no soft-touch plastics are anywhere to be found. The increase in size of the sixth-generation Isuzu does provide more room, especially for second-row occupants. The driving position is good, although a reach-adjustable steering column would have been

ASSIST BUTTON TRC/0276/36/R

R380 200

PRICE: ENGINE: Cylinders Cubic capacity

four, inline, longitudinal, petrol 2 405 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

SCORE:

70/ 100

112 5 200/5 000 233 4 000 five-speed manual four none

WHEELS AND TYRES: Road wheels 16x7,0J alloy Tyre make Goodyear Wrangler AT/SA Tyre size 245/70 R16 Spare – type and location full-size alloy, under body BRAKES: Front Rear Hydraulics

300 mm ventilated discs 295 mm drums ABS with EBD and EBA

STEERING: Type rack and pinion, hydraulic power assist Turning circle diameter 12,7 metres SUSPENSION: Front

ABOVE AND OPPOSITE: the KB is a handsome bakkie that manages to hide its outsized proportions. BOTTOM: the cabin is comfy, but fairly basic in feel.

appreciated. Taller drivers complained that their shins would sometimes touch the underside of the dash when depressing the clutch. Radio, CD, USB and Bluetooth are provided, as well as a manual air-con system. We took the vehicle to a picturesque off-road course in the mountains close to Somerset West and the KB240 proved itself very capable by conquering all the obstacles along the way. Good ground clearance and low-range in combination with a diff-lock helped to get the vehicle up very steep,

rocky slopes with little fuss. Strange drivetrain noises were however noted, but could not be pinpointed to the diff or driveshafts. They may have been applicable only to our test vehicle.

Test summary As we now know, the sixth-generation Isuzu is an honest and capable vehicle without being a game-changer in the highly competitive bakkie segment. Brand-loyal customers who take the plunge will not be disappointed with their decision. However, we advise you to choose one of the diesel derivatives. They offer better value in terms of economy and performance, and subsequently more driver enjoyment.

Rear

independent, double wishbone, coil springs, anti-roll bar live axle, leaf springs

CAPACITIES: Seating Fuel tank Payload

4/5 80 litres 967 kg

WARRANTY AND SERVICE INTERVALS: 5-year/120 000 km warranty, 5-year/90 000 km service plan, service every 15 000 km MAXIMUM SPEED (km/h): Manufacturer’s figure ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

n/a 5,05 8,59 13,17 17,57 30,68 34,83/146,00

OVERTAKING ACCELERATION (secs): 3rd 4th 40-60 4,30 7,39 60-80 4,41 7,06 80-100 4,80 7,91 100-120 6,93 9,34 120-140 13,48 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

5th 10,77 10,75 10,90 15,84 27,77

10,50 litres/100 km 12,60 litres/100 km 13,70 litres/100 km 635 km 248 g/km

BRAKING TEST: Average of 10 stops/rating

3,23/average

PERFORMANCE FACTORS: Mass as tested (kg)

1 886

FEATURES CHECKLIST Airbags dual front Aircon manual Audio system radio/CD/MP3/aux/USB/Bluetooth Cruise control Driver seat adjust manual incl. height Foglamps front Folding rear seat Headlamps auto-on Isofix anchorages outer rear Mirror dim (int) manual Park assist Steering adjust rake Steering audio controls Trip computer Upholstery cloth Windows -electric Wipers auto-on -

ROADSIDE ASSISTANCE TRC/0276/37/R

ROAD TEST SPECIAL

JAGUAR

XJ 3,0 V6 Supercharged Premium Luxury Does engine downsizing hurt Jaguar’s halo model?

The new engine does little to dent the XJ’s appeal – GARETH DEAN

There’s always a slight twinge of despondence when a carmaker decides to can a charismatic V8 in favour of a smaller, more efficient engine. This feeling is especially pronounced when the marque in question is Jaguar and the model its range-topping XJ. Yes, the naturally aspirated 5,0-litre, an engine much loved by a number of CAR testers for its flexible nature and pleasingly burbling soundtrack, has been nixed and a new 3,0-litre supercharged V6 has taken its place.

Can this engine fill the shoes left by its larger predecessor, or does less displacement mean less enjoyment? The new engine is based on the 5,0 litre’s all-alloy block and employs similar technologies such as variable-valve timing and direct fuel injection. Nestled between the cylinder banks is a Roots-type twin-vortex supercharger with a water-cooled intercooler, which is more compact than that of the supercharged 5,0-litre V8. Although it’s two cylinders shy of its

LEGAL ASSIST TRC/0276/38/R

predecessor and its outputs around 12 per cent down, the 3,0-litre’s 250 kW and 450 N.m of torque do a great job of propelling the XJ. However, while the engine feels satisfyingly strong in the mid-to-upper rev range, there is a slight hesitancy off the line and under aggressive acceleration that you’d normally not expect of a supercharged powerplant. We initially thought it could be a symptom of the car’s more eco-friendly, and therefore less rev-hungry, default drivetrain setting, but switching to the sportier dynamic mode did little to alleviate this. The only other potential culprit could be the Jaguar-tuned eight-speed ZF transmission. Even so, in 90-odd per cent of driving conditions, the ‘box was smooth and assured in its operation. Jaguar went to great lengths to ensure that the new engine takes up the V8 mantle of smoothness and refinement by implementing a series of counter-rotating front and rear-bal-

R1 092 300

PRICE:

ENGINE: Cylinders V6, longitudinal, supercharged petrol Cubic capacity 2 995 cm³ ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

SCORE:

76/ 100

250 6 500/6 500 450 3 500-5 000 eight-speed automatic rear ESC

WHEELS AND TYRES: Road wheels 20x9,0J (f)/20x10,0J (r) alloy Tyre make Dunlop SP Sport Maxx GT Tyre size 245/40 ZR20 (f)/275/35 ZR20 (r) Spare – type and location space-saver, under boot board BRAKES: Front Rear Hydraulics

380 mm ventilated discs 376 mm ventilated discs ABS with EBD, EBA and CBC

STEERING: Type rack and pinion, hydraulic power assist Turning circle diameter 12,3 metres

ABOVE: some garish detailing aside, the XJ has a charming cabin. BOTTOM AND OPPOSITE: age has softened the big Jag’s once controversial lines.

ancer weights. It works a treat; the drivetrain proves silky smooth and engine noise is relegated to a muted snarl only under hard acceleration. Where the 3,0 V6 SC really comes into its own is in terms of fuel economy. Compared with its forebear’s near-14,0-litre/100 km thirst, the new engine is decidedly frugal, returning 9,2 litres/100 km on our mixed-use fuel route. Otherwise, the tenets of the XJ experience remain intact. There’s still that taut, eye-catching bodywork and a cabin that, despite some garish details

and tight dimensions, is one of the most interesting in its segment. The driving experience also remains undiluted; the big cat exhibits the sort of dynamic poise and feedback that you’d never expect of a grand saloon, albeit at the price of the ride, which is a touch more fidgety than that of its German rivals.

Test summary The entrance of the V6 is a bittersweet affair. However, as sad as the 5,0-litre V8’s passing is, the new engine hasn’t let the side down. Those previously compelled by the big Jag’s unconventional charm, but repelled by its thirst, could well be drawn to this particular model’s neat balance of power and frugality.

SUSPENSION: Front double wishbone, coil springs, anti-roll bar Rear multilink, air springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

5 70 litres 336 dm³

WARRANTY AND SERVICE INTERVALS: 3-year/100 000 km warranty, 5-year/100 000 km maintenance plan, service every 24 000 km MAXIMUM SPEED (km/h): Manufacturer’s figure

250 (limited)

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

3,18 4,69 6,57 9,07 12,58 27,17/192,20

OVERTAKING ACCELERATION (secs): 40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

AT 1,13 1,46 1,80 2,34 3,16

9,40 litres/100 km 11,52 litres/100 km 9,20 litres/100 km 760 km 224 g/km

BRAKING TEST: Average of 10 stops/rating

2,90/excellent

PERFORMANCE FACTORS: Mass as tested (kg)

1 890

FEATURES CHECKLIST Airbags front/side/curtain Aircon four-zone climate control Audio system radio/CD/MP3/USB/Bluetooth/voice Cruise control standard Driver seat adjust elec. incl. height Foglamps Folding rear seat Headlamps auto-on standard Isofix anchorages standard Mirror dim (int) auto Park assist standard Steering adjust elec. rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

BODYGUARD AND TAXI SERVICE IN THE EVENT OF A BREAKDOWN TRC/0276/39/R

ROAD TEST SPECIAL

JMC

Boarding DC 4x2 Luxury New metal in an old-school design makes for a reputable workhorse

Should prove reliable, but you get what you pay for – TERENCE STEENKAMP

The JMC moto is “Driven by experience”. This makes more sense than most company slogans, as the underpinnings of the Chinese-built Boarding double cab feature a previous-generation Isuzu KB design. It is entirely possible that the workshop drawings have the words “Isuzu” crossed out and “JMC” written in with crayon (to steal a line from Monty Python). Don’t think that this is a bad thing, though, since the 2,8-litre turbo-

diesel is still regarded as one of the most reliable diesel engines around. (As an aside, this vehicle is the result of a joint venture between Isuzu and Jiangling Motor Corporation, but one that is now switching to Ford instead.) We paged through a CAR test of an Isuzu Frontier 280 DT LX 4x4 from September 1998 and noticed that the under-bonnet layout is identical to the Boarding’s. Improvements have been

made, however, since the Frontier offered 74 kW with 230 N.m and the Boarding boasts 84 kW with 235 N.m. The gearbox’s action is very positive with a feeling of direct connection from lever to the gearbox. Compared with modern bakkies, it is refreshing to test something that is not oversized for most users. In fact, you could perhaps use a new term of “compact double cab” to describe vehicles such as this. The roofline is quite low and you do not have to climb up into the cabin. The tyres are high-profile 15-inch items with 215/70 tyres and ground clearance is acceptable at 190 mm between the wheels. A full-size alloy spare wheel is mounted underneath and the load bay sports an attractive roll bar finished in matte black. The front and rear bumpers are chromed steel.

Tracker Care is available as a value add to existing Tracker clients TRC/0276/40/R

ABOVE AND OPPOSITE: very obviously from Isuzu origins, the Boarding nevertheless has a understated charm. LEFT: cabin is neat and straightforward.

There are no overhead cambelt worries because this engine still uses pushrods. A Garrett turbocharger supplies compressed air but no intercooler is fitted. Engine accessibility is excellent for servicing ease and the only possible warning to potential owners comes from the high noise levels of these mechanically pumped diesels. Without multiple, progressive injections, the explosions emit a clatter that can wake up sleeping neighbours. This wonâ&#x20AC;&#x2122;t be a problem on a farm, where many JMCs will live. The other thing to watch for is a diesel smell in the cabin. This is not a problem for petrol (or diesel) heads, but some may turn up their noses.

IF YOU ARE NOT PROTECTED BY TRACKER AND WANT TRACKER CARE 24/7 SMS* CARE TO 43942 OR CALL 0860 67 57 47 DURING BUSINESS HOURS *Standard SMS rates apply. Free SMSâ&#x20AC;&#x2122;s do not apply. Terms and conditions apply. TRC/0276/41/R

ROAD TEST SPECIAL

R182 880

PRICE: ENGINE: Cylinders Cubic capacity

four, inline, longitudinal, turbodiesel 2 771 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

84 3 600/4 000 235 2 300 five-speed manual rear none

WHEELS AND TYRES: Road wheels 15x6,5JJ alloy Tyre make Maxway GT radial Tyre size 215/70 R15 Spare – type and location full-size alloy, under body BRAKES: Front Rear Hydraulics

255 mm ventilated discs 230 mm drums none

STEERING: Type recirculation ball, hydraulic power assist Turning circle diameter 11,8 metres

Progress is initially slow, but the engine is very forgiving, with an initial slug of torque that allows a quick whizz through the gears at about 1 000 r/min to get to suburban speeds. For freeway speeds, you plant the throttle, wait until the needle rises to over 2 000 r/min and the Garrett starts spitting air. Thereafter, you can get up to 120 km/h and stay there with no fuss apart from mechanical and wind noise. Acceleration is not bad for a modest power output and zero to 100 km/h notched in at 18,5 seconds. The reasonably low mass of 1 605 kg helps. It also aids the fuel consumption; we calculated a good expected index figure of 8,4 litres/100 km. Road noise is not a problem and the torsion bars in the front suspension handle bumps very well. The rear is, of course, leaf-sprung and subsequently sports a firm ride while unladen in order to cope when fully utilised. Steering from the old-school recirculating-ball setup is a bit vague but hydraulic assistance makes it light enough. Braking needs caution because, unfortunately, there is no ABS to prevent lock-up in the wet and our average stopping time was the poorest we have recorded in many years. Inside, you are greeted with a very familiar-looking steering wheel (also from Isuzu) and clear, legible white-onblack instrumentation. In the centre is a green-backlit display showing both inside and outside temperature, plus a

An upright backrest and tight legroom make the rear less than accommodating.

clock and a car outline that shows open doors and whether the brakelamps work. Below this is the fitted audio system with matching green lighting and a CD player (no MP3 or USB capability). Rubber flooring makes it easy to clean, likewise the leatherette upholstery. Red/black cloth is used on door trims and the centre armrest to add some warm colour. The rear-view mirror has no dip function, but did not reflect too much glare at night. What did reflect was the heating-knob backlighting. This bounces off the flat rear window and back into the mirror. Rear park sensors give a neat readout in the rear-view mirror in addition to an audible warning, but one of the sensors on our test vehicle was faulty. The rubber windscreen surround also came loose at the upper edge and probably should have been glued in.

Test summary If you require a versatile workhorse that can transport a hefty payload, the JMC Boarding is not a bad bet. You should be prepared for the high mechanical noise levels and old-school diesel oil burning. It’s also not really suitable to family use because of the lack of safety features. But the carrying capability is there, as is amazing fuel consumption for a workhorse. It’s worth a second look.

SUSPENSION: Front Rear CAPACITIES: Seating Fuel tank GVM/Tare

5 53 litres 1 650-2 566

WARRANTY AND SERVICE INTERVALS: 3-year/100 000 km warranty, service every 10 000 km MAXIMUM SPEED (km/h): Manufacturer’s figure

140

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

7,15 11,68 18,50 28,88 38,72/-

OVERTAKING ACCELERATION (secs): 3rd 4th 40-60 4,50 8,12 60-80 4,83 6,46 80-100 7,72 100-120 12,36 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

TOP 12,71 10,15 10,05 14,30 -

7,00 litres/100 km 8,40 litres/100 km 8,13 litres/100 km 631km 225 g/km

BRAKING TEST: Average of 10 stops/rating

4,18/poor

PERFORMANCE FACTORS: Mass as tested (kg)

1 605

Go to tracker.co.za for more information Taking back tomorrow TRC/0276/42/R

torsion bar, anti-roll bar solid axle, leaf springs

manual radio/CD manual, front + rear standard rake leather electric -

SCORE:

58/ 100

ROAD TEST SPECIAL

KIA

Sorento 2,2 CRDi AWD The arrival of the Hyundai Santa Fe compelled its Korean cousin to raise its game

In a market dominated by body-on-chassis SUVs, the Sorento’s a class act – MIKE FOURIE The Kia Sorento has been a popular fixture on the South African market since 2009 and, given the introduction of the all-new Santa Fe earlier this year, our interests turned to the recent detail upgrade of the former medium-sized crossover, which is tested here in seven-seater, all-wheeldrive configuration. Updates to the Sorento’s exterior detailing are extensive: at the front, there are a redesigned grille and bumper, daytime running LEDs above the xenon headlamps and dynamic cornering lights. The rear section gains an enlarged rear screen and revamped LED combination taillamp clusters, all of which lend the Sorento a sportier and more refined look without altering the overall profile of the vehicle. Inside, the leather-trimmed space

has been upgraded by the addition of soft-touch finishes, satin chrome highlights and a more sophisticated infotainment interface in the facia, which includes a reverse-camera display. The driver’s seat not only offers six-way electric adjustment and a memory function, but both front pews are also heated and ventilated. While we’re on the topic of the front seats, a number of testers found that they don’t dip low enough, resulting in a number of bean poles’ pates gently touching the rooflining. It’s a problem we didn’t encounter in the Sante Fe. In addition to a stop/start button BELOW: there is luxury aplenty, but headroom for front-seat passengers is tight. OPPOSITE: the tiger-nose grille brings the Sorento in line with other Kias.

TRACKER THEFT RESCUE TRC/0276/43/R

Taking back lifeâ&#x20AC;&#x2122;s essentials Taking back tomorrow TRC/0276/44/R

ROAD TEST SPECIAL

ABOVE: the updated Sorento remains a handsome beast, but now also appears more upmarket. LEFT: rear passengers benefit from more legroom owing to a lower floor.

and keyless entry, the well-sized multifunction steering wheel offers toggles for the Bluetooth handsfree connection, audio and cruisecontrol functions. The front section of the panoramic sunroof tilts and slides, and the one-piece electric roller blind allows the level of ambient cabin lighting to be adjusted to taste. The second row of seats can split 60:40 and the third 50:50, but through the implementation of a revised rear-suspension design with the facelift, Kia has freed up slightly more legroom for rear passengers by lowering the floor, which

HOW IT WORKS TRC/0276/45/R

is also 10 mm closer to the ground by virtue of a ride-height adjustment. While specification upgrades are all-important in a highly competitive market, we found the Sorento’s underthe-skin improvements most noteworthy. The torsional rigidity of the Kia’s bodyshell has been increased by 18 per cent through strategic strengthening and new, vibration-damping subframe mountings were adopted. The AWD model includes a self-levelling rear-suspension configuration and an adaptable FlexSteer function (with comfort, normal and sport modes) on the motor-driven power-steering setup. As a result, the Sorento’s pliant ride quality is even more road-biased than before. The steering is quicker and more accurate in its action, even if the

feel through the wheel remains lifeless. And should the Korean be tasked with traversing dirt roads or mildly challenging off-road courses, the AWD drivetrain, which sends all the torque to the front wheels in normal city driving, will direct up to 50 per cent of the drive to the rear wheels as required. Should off-road conditions get trickier, the user-engagable lock mode will limit the torque split 50:50 between the front and rear axles at speeds of up to 40 km/h. Under general driving conditions, the Sorento’s on-road refinement is much improved. The powertrain remains largely unchanged apart from the adoption of a new exhaust-gas-recirculation (EGR) system for the turbodiesel motor and a higher top gear ratio for improved fuel consumption. However, by introducing a revised dashboard structure, lining the engine-bay bulkhead with a three-layer noise-lowering material and fitting a new sound insulator to the transmission tunnel, engine clatter and vibration are greatly reduced. In terms of its safety specification, Kia has included Isofix child-seat anchors and dual front, side and curtain airbags. Active headrests reduce the chance of whiplash, while ABS with EBD and brake assist, cornering-brake control, electronic stability and traction control, hill-start assist and rollover protection systems are among the standard safety systems.

Test summary By positioning itself as a medium-sized crossover in a market that spans the top end of the generally more rudimentary body-on-chassis (bakkie-based) SUVs and the premium-badged unibody off-road vehicles, the Sorento – and Hyundai’s Sante Fe – represent excellent specification and people-carrying versatility per rand. This AWD model is Kia’s ultimate passenger-vehicle offering in the local market, but unless four-wheel drive and seven-seats are non-negotiable needs, we suggest the two-wheeldrive, five-seater model to be an even better buy.

R489 995

PRICE: ENGINE: Cylinders Cubic capacity

four, inline, longitudinal, turbodiesel 2 199 cm³

SCORE:

74/ 100

147 3 800/4 500 436 1 800-2 500 six-speed auto four ESC, hill-start assist 19x7,5J alloy Nexen Rodian 235/55R19 space saver, under boot board 320 mm solid discs 302 mm solid discs ABS with EBD and EBA

STEERING: Type rack and pinion, electric power assist Turning circle diameter 10,9 metres SUSPENSION: Front MacPherson struts, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

7 70 litres 80/430/1 432 dm³

WARRANTY AND SERVICE INTERVALS: 5-year/150 000 km warranty, 5-year/100 000 km maintenance plan, service every 20 000 km MAXIMUM SPEED (km/h): Manufacturer’s figure

190

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

4,06 6,73 9,95 14,16 20,47 31,42/165,40

OVERTAKING ACCELERATION (secs): 40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

AT 1,76 2,47 3,20 4,00 6,23

7,40 litres/100 km 8,88 litres/100 km 7,60 litres/100 km 788 km 194 g/km

BRAKING TEST: Average of 10 stops/rating

3,09/good

PERFORMANCE FACTORS: Mass as tested (kg)

1 935

FEATURES CHECKLIST Airbags front/side/curtain Aircon climate Audio system radio/CD/MP3/aux-in/USB/Bluetooth Cruise control standard Driver seat adjust electric, incl. height Foglamps front + rear Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

WE GIVE YOU THE FOLLOWING TRC/0276/46/R

ROAD TEST SPECIAL

LAND ROVER

Freelander 2,0 Si4 Dynamic Can the facelifted but nonetheless seven-year old Freelander remain competitive in a very talented segment?

The engine and gearbox make a great pairing, but the wrinkles are too many and obvious to hide – TERENCE STEENKAMP

How does a seven-year-old vehicle remain relevant in a section of the market that has strong players vying for the attention of style-conscious buyers? A Land Rover badge helps, obviously, as does the addition of a brand-new 2,0-litre turbopetrol taken straight from the hugely popular Range Rover Evoque. But, in the case of the Si4 Dynamic we’re testing here, these elements aren’t enough to engender favour for Land Rover’s smallest product. Let’s provide some context: the Dy-

namic costs R515 100. The BMW X3 xDrive20i Steptronic is R492 643 and the Volvo XC60 T5 Powershift R479 600. Only the Audi Q5 2,0T FSI SE Quattro Tiptronic is more expensive at R557 500. They’re all newer and all better, in the case of the X3 significantly so (even though it offers less power and torque). Land Rover will argue that the Freelander offers the best standard-specification level, and it’s correct. PDC, a panoramic sunroof and an 11-speaker

Meridian sound system are some of the stand-out features. But items such as xenon headlamps and sat-nav are relegated to the options sheet (or you could plump for the Si4 HSE, which adds these features and a number of others, but costs a wince-inducing R561 700). So, it’s not the best value for money, but does it make up for this deficiency in other areas? Well, yes and no. Let’s start with the good points. One of the Freelander’s most endearing features – it’s cushioned ride – has been retained, even on the Dynamic model’s 19-inch wheels wrapped in 235/55-aspect tyres. It irons out bumps and glides along at highway speeds. Together with low levels of road and engine noise, the Freelander is a refined, comfortable vehicle that eschews the German’s uncompromising approach to dynamics and is all the better for it. The turbopetrol provides strong acceleration through the gears and is smooth deep into the upper reaches of

R2000 CASH TRC/0276/47/R

R515 100

PRICE: ENGINE: Cylinders Cubic capacity

four, inline, transverse, turbopetrol 1 999 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

SCORE:

72/ 100

177 5 500/6 400 340 1 750 six-speed automatic four ESC, hill-hold

WHEELS AND TYRES: Road wheels 19x8,0J alloy Tyre make Continental Cross Contact UHP Tyre size 235/55 R19 Spare – type and location full-size alloy, under boot board

ABOVE: the dated cabin is one of the Freelander’s weak points. BELOW AND OPPOSITE: placing rugged appeal foremost, the Freelander remains an aspirational buy.

the rev counter. It also mates really well with the six-speed ZF transmission. Lastly, it beat our fuel-index figure on the fuel run and, at 10,9 litres/100 km, is relatively frugal for a vehicle of the type. But, while these aspects allow the Freelander to claw back some ground in the premium-compact SUV segment, they’re not enough to diminish the impact of the less-great elements. It starts with the fit and finish in the cabin, which have now been soundly surpassed by the cabin of the Q5 and X3. The Land Rover has a hotchpotch of textures and grades of plastic that

BRAKES: Front Rear Hydraulics

316 mm ventilated discs 302 mm solid discs ABS with EBD

didn’t gel at launch and struggle even more so now, even after revisions that coincided with the facelift. Space in front is good, but legroom at the rear is compromised when the passengers seated in front push back their pews. Furthermore, the luggage bay takes only 264 dm3 (expandable to 1 112 dm3). By comparison, an X3 swallows 352/1 288 dm3 of goods.

STEERING: Type rack and pinion, hydraulic power assist Turning circle diameter 11,3 metres

Test summary

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

The Freelander is in dire need of a replacement. Although this facelift has probably done enough to stave off the competition for a while longer, there’s little doubt its rivals are superior. If you simply have to have a Freelander, opt for the R433 500 TD4 S. Otherwise, head round the corner to the opposition’s showrooms.

SUSPENSION: Front MacPherson struts, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

5 70 litres 264/1 112 dm³

WARRANTY AND SERVICE INTERVALS: 3-year/100 000 km warranty, 5-year/100 000 km maintenance plan, service every 12 months MAXIMUM SPEED (km/h): Manufacturer’s figure

200 4,32 6,92 10,05 14,36 19,74 31,46/177,70

OVERTAKING ACCELERATION (secs): 40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

AT 1,96 2,75 2,86 4,09 5,18

9,60 litres/100 km 11,52 litres/100 km 10,90 litres/100 km 608 km 224 g/km

BRAKING TEST: Average of 10 stops/rating

3,02/good

PERFORMANCE FACTORS: Mass as tested (kg)

1 921

A RICA CELLPHONE WITH R200 AIRTIME PRELOADED TRC/0276/48/R

ROAD TEST SPECIAL

LEXUS GS350 EX

The new GS is a remarkable improvement over the previous model Almost “out-E-Classes” the E. Comfortable, refined, solid. It’d make a great long-term purchase – TERENCE STEENKAMP

The GS has always had a reputation for being an old man’s car. But, within the space of a generation, Lexus has managed to endow the latest GS with far more universal appeal, most notably in terms of design. Take a long hard look at the newcomer… Start at the front and let your gaze glide towards the saloon’s sleek

rear – it’s clear the Japanese manufacturer’s medium-sized luxury saloon is stylish and very modern. Open the door and it’s apparent Lexus has tried to use as few parts as possible from Toyota’s bin. Apart from the window buttons and the cruise-control stalk, the rest of the interior seems to be unique to Lexus. This includes the

indicator stalk that has a wonderful damped action. The lower part of the facia, which features the climate-control section, looks rather old fashioned, but it’s the two silver-coloured audio-control knobs that draw attention. They appear to have been taken directly from a premium hi-fi. Whenever team members had to turn the volume up or down, they used these controls and ignored the steering-wheel-mounted controls. The specification level is otherwise impressive, with heated and ventilated seats, a huge information display panel that offers navigation and voice command, as well as a reverse camera. Equipped with a naturally aspirated 3,5-litre V6 engine, the Lexus builds strong momentum from below

EMERGENCY NUMBERS TO BLOCK STOLEN BANK ACCOUNTS AND BLACKLIST YOUR CELLPHONE TRC/0276/49/R

R584 900

PRICE: ENGINE: Cylinders Cubic capacity

V6, longitudinal, petrol 3 456 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

SCORE:

81/ 100

233 6 400/6 300 378 4 800 six-speed automatic rear ESC

WHEELS AND TYRES: Road wheels 18x8,0J alloy Tyre make Bridgestone Turanza ER33 Tyre size 235/45 R18 Spare – type and location space saver, boot board BRAKES: Front Rear Hydraulics

334 mm ventilated discs 310 mm ventilated discs ABS with EBD and EBA

STEERING: Type rack and pinion, electric power assist Turning circle diameter 2,9 metres SUSPENSION: Front Rear

double wishbone, coil springs, anti-roll bar multilink, coil springs, anti-roll bar

CAPACITIES: Seating Fuel tank Boot/utility space

5 66 litres 416 dm³

WARRANTY AND SERVICE INTERVALS: 4-year/100 000 km warranty, 4-year/100 000 km maintenance plan, services determined by onboard computer MAXIMUM SPEED (km/h): Manufacturer’s figure

235

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

3,03 4,57 6,17 8,45 10,99 25,89/208,60

OVERTAKING ACCELERATION (secs):

TOP AND OPPOSITE: boring no more, the new GS attracts many admiring glances. ABOVE: fit and finish are superb, but the layout is polarising.

4 000 r/min and crescendos at 6 500 r/min. In this rev range, the sound from the engine amplifies at the same tempo as the power delivery increases. It’s been a while since we experienced such a mechanical engine sound from a car in this market segment, or at this price level. Select eco mode and this Lexus offers an impressively relaxed ride. Turn the knob (sited to the left of the driver’s left leg on the transmission tunnel) to sport mode and the result is, well … not very different. To really experience what the car has to offer in terms of dynamics, rather flick the gearlever to the manual

mode and use the paddles for a more direct and intimate experience. The GS’s ride feels less floaty than the previous model’s when you start to push it through corners, which is surprising if you consider how well it rides on the whole.

Test summary Lexus has transformed and evolved the GS into a highly impressive vehicle in terms of design and features. Most members of the CAR test team gave good feedback about the GS, and some even admitted that they might consider it above some of its rivals for a few reasons, price being one. The Lexus GS350 makes a perfect alternative to the German Three and British One for being something distinctive. It is the considered choice.

40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

AT 1,08 1,54 1,62 2,26 2,59

9,4 litres/100 km 11,28 litres/100 km 9,6 litres/100 km 585 km 223 g/km

BRAKING TEST: Average of 10 stops/rating

3,06/good

PERFORMANCE FACTORS: Mass as tested (kg)

1 677

FEATURES CHECKLIST Airbags front/side/curtain/knee Aircon dual-zone climate Audio system r/CD/DVD/MP3/aux/USB/Bluetooth Cruise control standard Driver seat adjust electric incl. height Foglamps front Folding rear seat Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

ID, PASSPORT AND DRIVER’S LICENSE APPLICATION FORMS TRC/0276/50/R

ROAD TEST SPECIAL

MERCEDES-BENZ G63 AMG

The G63 AMG begs the question: since when has irresistible meant sensible? Flies in the face of logic, but so do many amazing things – GARETH DEAN

IT’S a snarling, fuel-devouring dinosaur, but despite its apparent unsuitability to the present age, the G63 AMG is a member of a dying breed that makes no excuses for what it is. So, is there still a place in the modern world for this luxurious leviathan? Given their go-anywhere ability and utilitarian bearings, earlier examples of the G-(Wagen) Class, and even the more refined latter-day models, can be viewed as moderately sensible when fitted with torquey diesel powerplants,

but not the G63. Here a 5,5-litre biturbo-petrol V8 developing a daft-foran-SUV 400 kW has been shoehorned into the engine bay. Being the most slab-sided vehicle this side of a Land Rover Defender, there are no sleek, friction-cheating surfaces here. It uses brute force to part the air before it on a 5,89-second charge to 100 km/h. Adding to the G63’s rampaging beast persona is a bassy staccato that’s half-snarl, half-Spandau machine gun emanating

from the side-mounted exhaust pipes when you bury the throttle. While the exterior is Panzer, the innards are plush. From a commanding perch you’re confronted by a bluff facia trimmed in carbon-fibre and stitched leather with chrome-effect accents. AMG clearly saw some sense by limiting the G63’s top speed to 210 km/h. That high centre of gravity and steering that’s more SUV-vague than sportscar-sharp makes fast progress in anything other than a straight line a touch unnerving. There’s lots of grip, but it’s no mean feat to mentally adjust to the bending of physics that a spirited drive in this car entails. It’s comically fast, but driven in anger it never feels entirely settled. But when you look at those 20-inch powder black rims you have to ask if AMG’s attempt to shoehorn the G-Class into running shoes has seen it hang up its walking boots. Thankfully, the answer is no. De-

4 X FREE TRAUMA COUNSELLING SESSIONS TRC/0276/51/R

R2 050 454

PRICE: ENGINE: Cylinders Cubic capacity

V8, longitudinal, biturbo-petrol 5 461 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

SCORE:

67/ 100

400 5 500/6 300 760 2 000-5 000 seven-speed automatic four ESC, hill-hold assist

WHEELS AND TYRES: Road wheels Tyre make Tyre size Spare – type and location BRAKES: Front Rear Hydraulics

20x9,5J alloy Yokohama Advan ST 275/50 R20 full-size alloy, on rear door 375 mm ventilated discs 375 mm ventilated discs ABS with EBD and BA

STEERING: Type recirculating ball, hydraulic power assist Turning circle diameter 13,6 metres

ABOVE AND OPPOSITE: the shape may have remained unchanged, but the V8 is modern, as is the facia (BELOW). The same can’t be said of the driving position.

spite the AMG-flavoured looks, what you’re essentially faced with here are the bones of a go-anywhere vehicle of early-Seventies vintage that has seen military service in more than 30 countries. Short overhangs and ample axle articulation, along with the V8’s 760 N.m of low-end torque, means that the G63 is still a serious off-roader. You simply prod the low-range button, lock the three diffs, take your feet off the pedals and work the tiller as it effortlessly crawls over rocky terrain.

Test summary In the cold light of day, the G63 AMG is an inherently flawed vehicle; volcanically powerful, but dynamically cumbersome and with crushing all-terrain ability probably rendered all but void by the owner’s likely disinclination to venture off-road with this thing. But none of this will elicit so much as a flinch from those in the market for this R2 million leviathan. They want the biggest and, most imposingly, unassailable performance SUV they can lay their hands on locally. It may be a two-fingered salute to everything sensible, but there wasn’t a single member of the CAR test team who didn’t love it – go figure.

SUSPENSION: Front Rear

live axle, coil springs, anti-roll bar live axle, coil springs, anti-roll bar

CAPACITIES: Seating Fuel tank Boot/utility space

5 96 litres 366/1 524 dm³

WARRANTY AND SERVICE INTERVALS: 3-year/60 000 km warranty, 6-year/100 000 km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h): Manufacturer’s figure

210

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

2,97 4,24 5,89 7,73 10,02 25,19/211,40

OVERTAKING ACCELERATION (secs): 40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

AT 1,03 1,03 1,35 1,61 1,81

13,80 litres/100 km 16,56 litres/100 km 17,30 litres/100 km 554 km 322 g/km

BRAKING TEST: Average of 10 stops/rating

3,12/good

PERFORMANCE FACTORS: Mass as tested (kg)

2 638

FEATURES CHECKLIST Airbags dual front Aircon dual-zone climate control Audio system radio/CD/MP3/USB/DVD/Blue/voice Cruise control standard Driver seat adjust elec. with memory Foglamps rear Folding rear seat 50:50 Headlamps auto-on standard Isofix anchorages standard Mirror dim (int) auto Park assist standard Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

A RENTAL VEHICLE FOR 3 DAYS INCLUDING A FREE TANK OF PETROL TRC/0276/52/R

ROAD TEST SPECIAL

MERCEDES-BENZ E250 CDI ELEGANCE

The E250 CDI isn’t an involving drive, but therein lies its genius If your budget can stretch to this turbodiesel, pick it above the entry-level petrol – WILHELM LUTJEHARMS

Albert Einstein once said, “Everybody is a genius. But if you judge a fish by its ability to climb a tree, it will live its whole life believing that it is stupid.” In a similar fashion, we cannot berate the E-Class for not being an engaging driver’s car. If it’s a fun drive you’re after, get the E63 AMG. This is not to say, however, that the E-Class isn’t genial. In fact, in E250 CDI guise, it might be the pick of an immensely well-sorted range of cars.

While not being the most dynamic of vehicles, this particular model offers ample power and plenty of torque for the odd blast. But it also has high comfort levels, very compliant suspension and much of the creature comforts you would want in a luxury vehicle. Under the bonnet lies the same 2,1-litre biturbo-diesel unit that did duty in the old model. It delivers 150 kW at 3 800 r/min and a staggering (for the displacement) 500 N.m

of torque at a very low 1 600 r/min. Power delivery is smooth and mostly lag-free (accompanied by the occasional grumble) and, although some testers complained of slow gear changes from the seven-speed automatic ‘box when making use of the paddle shifters, this E feels in its element in full auto mode and when it’s cruising highways or scenic routes. Selective damping is standard across the E-Class range. Unlike on the petrol E250 we tested last month, the suspension on the Elegance version has not been dropped. This compliant multilink, coil-sprung setup, combined with the standard electromechanical direct-steer system, makes the E250 CDI a relaxed cruiser with an excellent ride. In fact, it’s unequivocally the best riding vehicle in its class and shames many vehicles from the premium class above. After a number of firm-riding Benzes (most of them

WHAT DO YOU PAY? TRC/0276/53/R

R566 642

PRICE:

ENGINE: Cylinders four, inline, longitudinal, biturbo-diesel Cubic capacity 2 143 cm³ ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

SCORE:

81/ 100

150 4 800/5 800 500 1 600-1 800 seven-speed automatic rear ESC

WHEELS AND TYRES: Road wheels 18x8J alloy Tyre make Bridgestone Potenza RE 050A Tyre size 245/40 R18 Spare – type and location space saver, under boot board BRAKES: Front Rear Hydraulics

322 mm ventilated discs 300 mm ventilated discs ABS with EBD and EBA

STEERING: Type rack and pinion, electro-hydraulic power assist Turning circle diameter 11,28 metres

ABOVE AND OPPOSITE: Elegance trim places the badge on the bonnet and has understated wheels. BOTTOM: the cabin is huge and very well finished.

A- and B-Classes), it’s pleasant to find the company hasn’t forgotten one of its main USPs: comfort. In a diesel vehicle such as the E250, fuel consumption is a high priority. We returned an average consumption of 6,7 litres/100 km on our predetermined 150 km fuel route, which is quite close to our fuel-index figure of 5,76 litres/100 km. Undoubtedly, most E-Class buyers will use this saloon as their main

family car. To put the owner’s mind at ease, Mercedes-Benz has equipped its E-Class with Collision Prevention Assist that helps reduce the risk of a rear-end collision by warning the driver of a car in front of them. Extended Attention Assist is also standard.

Test summary Of the E-Class range, the E250 CDI Elegance is the one to have. It combines superb comfort with excellent fuel economy and loads of torque. Theoretical physicist Einstein found that E=MC2. For the E-Class range, it’s E=250 CDI. It’s sheer genius.

SUSPENSION: Front Rear

multilink, coil springs, anti-roll bar multilink, coil springs, anti-roll bar

CAPACITIES: Seating Fuel tank Boot/utility space

5 80 litres 376 dm³

WARRANTY AND SERVICE INTERVALS: 2-year/100 000 km warranty, 6-year/100 000 km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h): Manufacturer’s figure

242

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

3,87 5,79 8,67 11,87 16,17 29,42/181,63

OVERTAKING ACCELERATION (secs): 40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

AT 1,68 2,21 2,45 3,58 4,38

4,80 litres/100 km 5,76 litres/100 km 6,70 litres/100 km 1 389 km 128 g/km

BRAKING TEST: Average of 10 stops/rating

3,04/good

PERFORMANCE FACTORS: Mass as tested (kg)

1 876

FEATURES CHECKLIST Airbags front/side/curtain/knee Aircon dual-zone climate Audio system radio/CD/MP3/aux-in/USB/Blue/voice Cruise control standard Driver seat adjust electric, incl. height Foglamps rear Folding rear seat optional Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

TRACKER CLIENTS NON-TRACKER CLIENTS

R55PM R60PM TRC/0276/54/R

ROAD TEST SPECIAL

MINI

John Cooper Works Countryman All4 Has Mini taken the JCW treatment too far?

The least fun, inspiring and engaging JCW I’ve driven – SUDHIR MATAI

JCW; three letters that have come to mean the same to Mini owners as AMG does to Mercedes and RS to Audi fans. Each member of the Mini family gets the “works” and the protagonist of this test, the five-door variant, is the latest. The Countryman JCW All4 loudly announces its intentions. It boasts

larger, model-specific alloys, a lower ride height, aero kit and racy red highlights down the flanks, mirrors and the roof, which are stark against the dark paintwork, and an accentuated power bulge on the bonnet. Not everyone is a fan of the Countryman’s styling to start with and the same holds true of

the hottest variant. The treatment is continued inside with sports seats, red safety belts and certain highlighted trim items. But what does the JCW approach mean performance-wise? Power from the zingy, 1,6-litre motor, similar to that used in its siblings, has been increased to 160 kW and maximum torque is rated at 280 N.m, with 300 N.m available on overboost. Unlike any other JCW model, however, drive is delivered to all corners. Other hot Mini models are known for their torque-steering traits but, with up to 50 per cent of drive being sent to the rear axle in this car, that aspect has been eliminated. The price, however, is paid in terms of the extra mass due to the all-wheel-drive

TO GET TRACKER THEFT RESCUE SMS* RESCUE TO 43942 OR CALL 0860 67 57 47 DURING BUSINESS HOURS *Standard SMS rates apply. Free SMS’s do not apply. Tracker Agility is an authorised financial services provider. FSP number 42862. Underwritten by Guardrisk. Terms and conditions apply. TRC/0276/55/R

R441 572

PRICE: ENGINE: Cylinders Cubic capacity

four, inline, transverse, turbopetrol 1 598 cm³

SCORE:

72/ 100

160 6 000/6 500 280 1 900-5 000 six-speed manual all ESC 18x7,5J alloy Bridgestone Dueler H/P 225/45 R18 none, run-flat, repair kit

307 mm ventilated discs 296 mm solid discs ABS with EBD and BAS

STEERING: Type rack and pinion, electric power assist Turning circle diameter 11,6 metres SUSPENSION: Front MacPherson struts, coil springs, anti-roll bar Rear multi-link, coil springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

4 47 litres 184/960 dm³

WARRANTY AND SERVICE INTERVALS: 2-year/unlimited mileage warranty, 3-year/75 000 km maintenance plan, service according to on-board indicator MAXIMUM SPEED (km/h): Manufacturer’s figure

TOP AND OPPOSITE: red detailing distinguishes JCW over normal Countrymans. ABOVE: the cabin has a scattered layout, but quality and occupant space are sound.

system. It tips the scales at nearly 1,5 tonnes with a full tank of fuel, which incidentally is reduced to 47 litres due to the rear-drivetrain components. Sadly, it is that extra mass that really blunts the driving sensation. The overall experience is quite anodyne and leaves you feeling underwhelmed. A slightly heavier steering action doesn’t really add to the experience, either. Dynamically speaking, it is adept but hardly engaging. During our test procedure, a surfeit of traction off the line caused the engine to bog down on hard launches

and even slipping the clutch resulted in a benchmark sprint time to 100 km/h of 8,0 seconds, one second short of Mini’s claimed time and rather uninspiring for a hot hatch.

Test summary So, what we’re left with is a not-so-hot hatch with compromised practicality (read: luggage area) and which doesn’t engage from a driver’s point of view. Add to these qualities a base price of over R440 000 (R509 343 as tested) and it is difficult to make a case for the Countryman JCW. They may be a little less distinctive than the Mini, but your money is probably better spent on a VW Golf GTI, Ford Focus ST or even an Astra OPC if you really want an entertaining, powerful hatchback.

225

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

3,67 5,97 8,04 11,58 14,62 29,05/184,4

OVERTAKING ACCELERATION (secs): 3rd 4th 40-60 2,49 3,84 60-80 2,39 3,24 80-100 2,53 3,26 100-120 2,72 3,58 120-140 3,86 4,11

5th 5,85 4,17 4,36 4,81 5,19

FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

TOP 8,83 5,67 5,56 6,23 6,81

7,40 litres/100 km 8,88 litres/100 km 8,70 litres/100 km 529 km 172 g/km

BRAKING TEST: Average of 10 stops/rating

3,07/good

PERFORMANCE FACTORS: Mass as tested (kg)

1 491

FEATURES CHECKLIST Airbags front/side/curtain Aircon climate control Audio system radio/CD/MP3/USB/aux-in/Bluetooth Cruise control standard Driver seat adjust manual, incl height Foglamps front and rear Folding rear seat 50:50 split Headlamps auto-on auto (opt) Isofix anchorages rear outer Mirror dim (int) auto (opt) Park assist optional Steering adjust rake/reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on optional

Go to tracker.co.za for more information Taking back tomorrow TRC/0276/56

ROAD TEST SPECIAL

OPEL

Astra OPC The history and memories of fast Opels run deep in the minds of South African motorists

Fantastic hardcore hot hatch let down only by an unwilling gearbox – NICOL LOUW

Frustration sums up our previous acceleration-run attempts in the Opel Astra OPC on our test strip; 206 kW tried to dissolve the massive 20-inch Pirelli PZero front tyres in plumes of smoke and the gearbox did not want to play ball. Then we got lucky; there was a slight scrabble from the front wheels before they bit and then shot the yellow fireball down the strip. A measured shift into second gave the

synchromesh time to play catch-up and was followed by a slight chirp from the front wheels to announce clutch engagement. Third to six followed in quick succession, with the tornado in the exhaust growing ever louder and the whoosh-whoosh sounds accentuating every gear change. The results: zero to 100 km/h in 6,55 seconds and the kilometre marker reached in 26,80 seconds at a

terminal speed of 202 km/h. In short – the Boss is alive. Things haven’t always been rosy, however. In recent years, die-hard Opel fans in South Africa have had good reason to feel disillusioned. Nowadays, Chevrolet is viewed as General Motors’s favourite son, while Opel has become somewhat of the black sheep in the family. By neglecting Opel, GM has been missing an opportunity to rekindle the passion and spirit of the public that was so prevalent in the Nineties. Mentioning the words Superboss, Mike Briggs and motorsport in the same breath round a campfire and the conversation quickly changes as the assembled couch enthusiasts remember the “good ol’ days”. Can the Astra OPC reignite that flame? Styling-wise, Opel has gotten it spot on. Never has a mainstream-produc-

MY SAFE ZONE TRC/0276/57/R

ABOVE AND OPPOSITE: thereâ&#x20AC;&#x2122;s no mistaking the unsubtle OPC for one of the cooking Astras. BELOW: the seats are excellent, but the oblong gearknob less so.

HOW IT WORKS TRC/0276/58/R

ROAD TEST SPECIAL

R443 700

PRICE: ENGINE: Cylinders Cubic capacity

four, inline, transverse, turbopetrol 1 998 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min)

206 6 000/5 500 400 2 500-4 500

TRANSMISSION: Type Drive wheels Driver aids

six-speed manual front ESC with EBD

WHEELS AND TYRES: Road wheels Tyre make Tyre size Spare – type and location

20x8,5J alloy Pirelli PZero 245/35 R20 none, mobility kit

BRAKES: Front Rear Hydraulics

355 mm ventilated discs 292 mm ventilated discs ABS with EBD

STEERING: Type rack and pinion, electric power assist Turning circle diameter 12,3 metres

tion hot hatch (excluding limited runs or special editions) appeared so ominous and purposeful from the outside. Your eyes are immediately drawn to the massive 20-inch wheels filling the flared wheelarches and the purposeful wing above the rear window. Inside, the ambience is a bit more subdued, but in combination with excellent sport seats and rubber-studded aluminium pedals, the designers have done just enough to spice up the standard Astra’s solid but drab cabin. The electronic handbrake in a car encouraging hooliganism might raise a few eyebrows, though. The driving position is excellent owing to the wide range of adjustment on the steering wheel and seat, but the small glass areas and wide B- and C-pillars hamper visibility to the rear and sides. Access to the rear is difficult, although there is sufficient space and the boot is generous. But this is no family car: the long doors make exiting the vehicle in a tight parking area a mission and moving the seats backwards and forwards will soon become tiring. The ride is quite firm and feels somewhat compromised on less than silky smooth tar. This makes the vehicle feel jarring and jerky at low speeds. Up the pace, though, and everything falls into place (except for the recalcitrant shift action). The chassis relishes in being pushed to the limit and grip levels are extremely high. The inclusion of a mechanical limited-slip diff

The 2,0-litre petrol provides stonking performance and an exuberant soundtrack.

works wonders in slow-speed turns where the driver can jump on the throttle early without the inside front wheel spinning or the nose pushing wide. The OPC loves twisty roads and encourages the driver to push just a little harder and brake that few metres later. When we returned to the test to put the massive Brembo brakes through their paces, we were further impressed with the thorough engineering job done by the Opel magicians. The average braking time across 10 stops from 100 km/h was 2,70 seconds, which beats the times posted by most serious sportscars.

Test summary The C-segment hot-hatch arena is highly contested and unforgiving. When a manufacturer decides to sacrifice two doors in a marketplace that trades on practicality as much as driving pleasure, the latter has to take a significant leap forward to justify the former decision. The OPC has unequivocally succeeded. It’s undoubtedly aimed at the hardcore end of the market with its storming engine, excellent chassis and remarkable brakes. The gearchange action is the only fly in the ointment. Otherwise, the Astra OPC is an unabashed reminder of Opel’s halcyon days.

SUSPENSION: Front MacPherson struts, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

WARRANTY AND SERVICE INTERVALS: 5-year/120 000 km warranty, 5-year/90 000 km service plan, service every 15 000 MAXIMUM SPEED (km/h): Manufacturer’s figure ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

250 3,66 4,93 6,55 9,40 11,82 26,80/201,87

OVERTAKING ACCELERATION (secs): 3rd 4th 5th 40-60 2,35 3,90 5,99 60-80 1,79 2,74 4,34 80-100 1,86 2,36 3,26 100-120 2,06 2,55 3,07 120-140 2,55 2,90 3,56 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

TOP 8,21 5,72 4,53 3,67 3,99

8,11 litres/100 km 9,73 litres/100 km n/a 576 km 189 g/km

BRAKING TEST: Average of 10 stops/rating

2,70/excellent

PERFORMANCE FACTORS: Mass as tested (kg)

1 566

FEATURES CHECKLIST Airbags front/side/curtain Aircon dual-zone climate Audio system radio/CD/MP3/aux/Bluetooth/ voice ctrl Cruise control standard Driver seat adjust manual incl. height Foglamps front and rear Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages standard Mirror dim (int) auto Park assist Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows all-electric Wipers auto-on standard

Geographically define different areas on a map and assign them to a vehicle or groups of vehicles TRC/0276/59/R

4/5 56 litres 168-240/872 dm³

SCORE:

77/ 100

Categorize the areas as a “go zone” or “no-go zone” or “My Places”

ROAD TEST SPECIAL

VOLKSWAGEN

Golf Cab 1,4 TSI DSG Highline The Golf 6 Cabriolet will soon be replaced with version seven, but it still sets the standard in its class

This soft-top is my choice over its competitors – JULIET McGUIRE

We haven’t seen a Volkswagen Golf Cabriolet since production of the drop-top version of the Golf 4 ended in 2002. The Eos Cabriolet was then launched to replace it, but VW soon realised that a folding hard top on a relatively small car creates an expensive (and compromised) product. And so, with nostalgic pleasure, VW brought back the ever-popular Golf Cabriolet. There is no two ways about it: this car is geared towards a more feminine

market. In fact, when we asked who would buy this car on our Facebook fan page, about 90 per cent of men said they would not buy it for themselves. Some mentioned they would consider buying it for their wives or girlfriends, though. Like the Golf 4 Cabriolet, this car appeals to a market that does not look for performance or aggressive looks (unless you take the recently launched GTI Cabriolet into account). The 17-inch low-profile tyres on the

118 kW version make the ride ever so slightly stiff. However, the seats are comfortable and wind noise is minimal, especially with the wind diffuser erected. In fact, the only thing that can cause any discomfort would be the harsh African sun in summer, but on a clear winter’s day the insulated cabin keeps you comfortable and ensures you won’t need to put the top up, which takes all of 11 seconds, and nine seconds to fold down. The roof can be operated at speeds of up to 30 km/h. One feature this car could do with is a cooling function for the seats, not just the heating function that is standard on the Highline model’s leather-upholstered seats. The steering is spot-on in its direct feel and weighting, and scuttle shake is kept to a minimum. There were no rattles or vibrations; we could very well have been in a car with a solid roof. Powered by a 1,4-litre turbo and

Categorize the areas as a “go zone” or “no-go zone” or “My Places” TRC/0276/60/R

R363 500

PRICE:

ENGINE: Cylinders four, inline, transverse, turbo and s/charger Cubic capacity 1 390 cm³ ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids WHEELS AND TYRES: Road wheels Tyre make Tyre size Spare – type and location BRAKES: Front Rear Hydraulics

SCORE:

77/ 100

118 5 800/6 000 240 1 500-4 500 seven-speed dual-clutch front ESC 17x7,0J alloy Michelin Primacy HP 225/45 R17 space saver, under boot board

288 mm ventilated discs 253 mm solid discs ABS with EBD

STEERING: Type rack and pinion, electric power assist Turning circle diameter 10,9 metres

ABOVE AND OPPOSITE: without having to house a heavy hard top, the Golf Cabrio’s lines are well resolved. BOTTOM: wind-buffetting is low for a four-seater.

speed of 216 km/h. This model boasts a claimed fuel consumption of 6,30 litres/100 km.

Test summary supercharged engine (although Volkswagen is phasing this out), the drop-top is available in Comfortline and Highline trim (the latter only with this powertrain). This model produces 118 kW and 240 N.m of torque. You can opt for a six-speed manual gearbox or a seven-speed DSG transmission, both of which will take you to 100 km/h in 9,43 seconds and to a top

It’s safe to say that Audi has a real competitor for its A3 Cabriolet (now on run-out sale). The two cars may share a platform, but the Golf comes in slightly cheaper at R363 500. Updated versions of their donor cars are already available, so we can expect the new Audi Cab and Golf 7 Cab early next year. But, even in its twilight years, the Golf 6 Cab still sets the standard.

SUSPENSION: Front MacPherson struts, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

4 55 litres 192 dm³

WARRANTY AND SERVICE INTERVALS: 3-year/120 000 km warranty, 5-year/90 000 km service plan, service every 15 000 km MAXIMUM SPEED (km/h): Manufacturer’s figure

216

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

4,51 6,78 9,43 13,12 17,69 30,61/174,17

OVERTAKING ACCELERATION (secs): 40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

AT 1,91 2,22 2,71 3,75 4,60

6,30 litres/100 km 7,56 litres/100 km 7,10 litres/100 km 728 km 148 g/km

BRAKING TEST: Average of 10 stops/rating

2,97/good

PERFORMANCE FACTORS: Mass as tested (kg)

1 496

FEATURES CHECKLIST Airbags front/side/curtain Aircon manual Audio system radio/CD/MP3/aux/Bluetooth Cruise control standard Driver seat adjust manual incl. height Foglamps front + rear Folding rear seat Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) automatic Park assist front + rear Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

“My Places” are places and areas that you visit regularly

ROAD TEST SPECIAL

VOLVO

V40 Cross Country D3 Elite AT The V40 Cross Country sets itself apart in the German-ruled premium-hatch market

Spend the extra money and get the CC. It looks much cooler than the normal V40 and the ride is better – TERENCE STEENKAMP

After the recent launches of the Mercedes-Benz A-Class and Audi A3 Sportback, and the still-fresh BMW 1 Series, the market for premium C-segment hatchbacks is the domain of the German trio. It is therefore easy to forget that Volvo also offers a strong player in this segment with its V40, which is marketed in South Africa with a very wide model line-up. Neverthe-

less, in the battle for brand recognition, the V40 is trumped, and consequently not getting the attention it deserves. The rather stylish new Cross Country derivative, however, may be a more effective showroom weapon for the Swedes. Certainly, Volvo seems to know this, and as a result has high expectations for this model. And yet, for all intents and purposes, the Cross

Country is nothing more than a V40 with typical SUV/crossover design elements such as large wheels, skid plates, a black-mesh grille, upright DRL lights and contrasting sills. All-wheel drive is offered only on the top-dog T5 turbopetrol model, so the D3 tested here has to rely on a slightly raised driving position (40 mm) and the aforementioned design detailing to justify its Cross Country name tag. The appeal of the end result is hard to explain in words, but most CAR staffers were in agreement – the V40 Cross Country is a very attractive car, with the “crossover” detailing actually enhancing the V40’s already stylish looks. Among the more mainstream Audis, BMWs and Mercedes-Benzes, it really does stand out in the crowd. As you can see from the photo on the opposite page, the Cross Country’s

If you are not protected by tracker Skytrax and want My Safe Zone SMS* Safe to 43942 or call 0860 67 57 47 durInG buSIneSS HourS *Standard SMS rates apply. Free SMS’s do not apply. Terms and conditions apply. TRC/0276/62/R

ABOVE AND OPPOSITE: the CC addenda add visual appeal to the V40â&#x20AC;&#x2122;s subdued design. BELOW LEFT: seating comfort is excellent and the layout straightforward.

cabin is identical to the V40â&#x20AC;&#x2122;s. This is no bad thing, because the V40 offers superlative front-seat comfort, lots of adjustment from the steering column and, in Elite trim as tested here, loads of gadgets. This most luxurious version of the Cross Country has a power adjustable passenger seat, active (and very cool) TFT instrumentation, an illuminated gearshift knob (yes, indeed), active bi-xenon lights with a headlamp cleaning system, a high-performance multimedia audio system with a seven-inch colour display screen, Bluetooth and a three-spoke leather steering wheel among others. We took the V40 Cross Country on an extended journey and can vouch for its high comfort levels, good NVH (noise, vibration and harshness) control when cruising and superb audio system. The ride quality is surprisingly good

Go to tracker.co.za for more information TRC/0276/63/R

ROAD TEST SPECIAL

R375 200

PRICE: ENGINE: Cylinders Cubic capacity

five, inline, transverse, turbodiesel 1 984 cm³

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min)

110 3 500/5 000 350 1 500-2 750

TRANSMISSION: Type Drive wheels Driver aids WHEELS AND TYRES: Road wheels Tyre make Tyre size Spare – type and location BRAKES: Front Rear Hydraulics

six-speed auto front ESC 18x8,0J alloy Michelin Pilot Sport 3 225/40 R18 none, mobility kit 320 mm ventilated discs 280 mm solid discs ABS with EBD

STEERING: Type rack and pinion, electric power assist Turning circle diameter 12,4 metres

considering the large 18-inch wheels the car rides on, and even on gravel it doesn’t become skittish. Complaints are few and far between, and centred round packaging. The boot is quite small, so investment in a fancy roofbox may be necessary. Rear legroom is sufficient, but hardly generous. The 2,0-litre, five-cylinder turbodiesel engine delivers 110 kW and an impressive 350 N.m of torque (from as low as 1 500 r/min). Coupled with Volvo’s six-speed automatic transmission, the engine powers the Cross Country to 100 km/h in 9,61 seconds and on to a top speed of 210 km/h. But far more impressively, it also sips diesel at the rate of only 6,5 litres/100 km if you drive it gently. The power/economy balance is therefore very impressive. It’s a slightly gruff engine, especially on take-off, but is almost completely silent when cruising at the national speed limit. There’s more than enough grunt on offer for effortless overtaking. But, if you’d like it to be even more responsive to throttle inputs, push the lever into sport mode and the difference is quite immediate and pronounced, with much sharper throttle responses. It’s just a pity there are no shift paddles behind the steering wheel. By now most of you would have read about the V40’s groundbreaking pedestrian-airbag system (a R7 000 option across the range), but that’s only the tip of the iceberg. The V40 (and the Cross Country) is offered with

The luggage area is on the small side, but the opening is generous.

a long list of optional safety, entertainment and design options, allowing you to essentially specify a very unique car to suit your own needs. The D3 Elite in this test was also equipped with the so-called Advanced Pack. It adds BLIS (blind-spot information and crosstraffic alert), a driver-alert system, active cruise control with collision warning and pedestrian detection and automated parking.

Test summary Priced at R375 200 (without options), the V40 Cross Country D4 Elite is not cheap. It is, however, undoubtedly a premium product in terms of its design, build quality and powertrain. At the moment, the German brands are not playing the cross-hatch game, so if a premium hatchback with a hint of an outdoorsy design appeals, you are limited to this Volvo, Subaru’s XV and the Mini Countryman. Against those products, the Volvo is superior in almost every way. However, it needs to be noted that, at these prices, you could get all-wheel drive from not only the cheaper Subaru, but also “real” crossovers such as the Mitsubishi ASX, Hyundai ix35 and Kia Sportage. But, then again, you won’t be getting the Volvo’s premium aura, performance/ economy balance and technology. It deserves serious consideration.

SUSPENSION: Front MacPherson struts, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating Fuel tank Boot/utility space

WARRANTY AND SERVICE INTERVALS: 5-year/100 000 km warranty, 5-year/100 000 km maintenance plan, service every 10 000 km MAXIMUM SPEED (km/h): Manufacturer’s figure

210

ACCELERATION (seconds): 0-60 0-80 0-100 0-120 0-140 1 km sprint (secs/km/h)

4,16 6,60 9,61 13,56 18,79 30,89/171,0

OVERTAKING ACCELERATION (secs): 40-60 60-80 80-100 100-120 120-140 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

TOP 1,77 2,46 3,11 4,20 5,63

5,20 litres/100 km 6,24 litres/100 km 6,50 litres/100 km 833 km 134 g/km

BRAKING TEST: Average of 10 stops/rating

2,91/excellent

PERFORMANCE FACTORS: Mass as tested (kg)

1 593

FEATURES CHECKLIST Airbags front/side/curtain Aircon dual-zone climate Audio system radio/CD/MP3/aux-in/USB/Bluetooth Cruise control standard Driver seat adjust electric, incl. height Foglamps front + rear Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist optional Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

Taking back tomorrow TRC/0276/64/R

5 52 litres 200/896 dm³

SCORE:

78/ 100

#MADEFORYOU Tired of German techno? Try some Swedish metal

HAVASWW-D62426/E

Introducing the new Volvo V60, XC60 and S60. 3 more reasons to CONSIDER VOLVO

VOLVOCARS.CO.ZA VOLVOMADEFORYOU.CO.ZA

BOOK YOUR TEST DRIVE TODAY

TRC/0283/E

When we ran out of petrol on the way to an epic fishing trip in the mountains, our first call was to Tracker Emergency and Roadside Assistance. They delivered fuel to us so quickly, we were able to have fish for dinner that night.

TRACKER EMERGENCY AND ROADSIDE ASSISTANCE HELPS YOU STAY ON THE ROAD

24/7 SERVICE

TYRE CHANGE

TOWING SERVICE

ASSIST BUTTON

JUMPSTART

EMERGENCY MEDICAL RESPONSE

FUEL DELIVERY

LOCKSMITH

MECHANICAL ASSISTANCE

PLUS IF YOU’RE MORE THAN 100KM AWAY FROM HOME WE ALSO GIVE YOU ONE OF THE FOLLOWING:

R1 R1 R1 R1

000 000 000 000

FOR TRANSPORT BACK HOME FOR HOTEL ACCOMMODATION FOR CAR RENTAL FOR VEHICLE STORAGE

IF YOU ARE NOT PROTECTED BY TRACKER SKYTRAX AND WANT

TRACKER EMERGENCY AND ROADSIDE ASSISTANCE,

SMS* ASSIST TO 43942 OR CALL 0860 67 57 47 DURING FREE TO TRACKER SKYTRAX CUSTOMERS BUSINESS HOURS.

Taking back life’s journey.

tracker.co.za *Standard SMS rates apply. Free SMS’s do not apply. Terms and conditions apply.