CAR magazine Road Test Special 2014

MERCEDES-BENZ ML400 JEEP GRAND CHEROKEE SRT8 TOYOTA PRADO VX DIESEL MITSUBISHI PAJERO SPORT 2,5 D-ID 4X2 AUTO TOYOTA FJ CRUISER HYUNDAI IX35 2,0 CRDI KIA SPORTAGE CRDI RENAULT DUSTER 1,5 DCI 4X2 RANGE ROVER EVOQUE MERCEDES-BENZ S400 HYBRID (TS) AUDI RS7 SPORTBACK (WL) BMW 330D AUDI S3 SEDAN MERCEDES CLA220 CDI MERCEDES-BENZ S63 AMG RENAULT MEGANE RS SPORT RED BULL BMW 435I CABRIO AUDI R8 V8 SPIDER FORD FIESTA ECOROAD TEST SPECIAL BOOST AT CITROEN DS3 CABRIO VTI120 HYUNDAI ACCENT 5-DR MANUAL CITROEN DS4 OPEL MERIVA 1,6 CHEVROLET CRUISE 1,4T MERCEDES-BENZ ML400 JEEP GRAND CHEROKEE SRT8 TOYOTA PRADO VX DIESEL MITSUBISHI PAJERO SPORT 2,5 D-ID 4X2 AUTO TOYOTA FJ CRUISER HYUNDAI IX35 2,0 CRDI KIA SPORTAGE CRDI RENAULT DUSTER 1,5 DCI 4X2 RANGE ROVER EVOQUE MERCEDES-BENZ S400 HYBRID (TS) AUDI RS7 SPORTBACK (WL) BMW 330D AUDI S3 SEDAN MERCEDES CLA220 CDI MERCEDES-BENZ S63 AMG RENAULT MEGANE RS SPORT RED BULL BMW 435I CABRIO AUDI R8 V8 SPIDER FORD FIESTA ECOBOOST AT CITROEN DS3 CABRIO VTI120 HYUNDAI ACCENT 5-DR MANUAL CITROEN DS4 OPEL MERIVA 1,6 CHEVROLET CRUISE 1,4T MERCEDES-BENZ ML400 JEEP GRAND CHEROKEE SRT8 TOYOTA PRADO VX DIESEL MITSUBISHI PAJERO SPORT 2,5 D-ID 4X2 AUTO TOYOTA FJ CRUISER HYUNDAI IX35 2,0 CRDI KIA SPORTAGE CRDI RENAULT DUSTER 1,5 DCI 4X2 RANGE ROVER EVOQUE MERCEDES-BENZ S400 HYBRID (TS) AUDI RS7 SPORTBACK (WL) BMW 330D AUDI S3 SEDAN MERCEDES CLA220 CDI MERCEDES-BENZ S63 AMG RENAULT MEGANE RS SPORT RED BULL BMW 435I CABRIO AUDI R8 V8 SPIDER FORD FIESTA ECOBOOST AT CITROEN DS3 CABRIO VTI120 HYUNDAI ACCENT 5-DR MANUAL CITROEN DS4 OPEL MERIVA 1,6 CHEVROLET CRUISE 1,4T MERCEDES-BENZ ML400 JEEP GRAND CHEROKEE SRT8 TOYOTA PRADO VX DIESEL MITSUBISHI PAJERO SPORT 2,5 D-ID 4X2 AUTO TOYOTA FJ CRUISER HYUNDAI IX35 2,0 CRDI KIA SPORTAGE CRDI RENAULT DUSTER 1,5 DCI 4X2 RANGE ROVER EVOQUE MERCEDES-BENZ S400 HYBRID (TS) AUDI RS7 SPORTTESTED BACK (WL) BMW 330D AUDI S3 SEDAN MERCEDES CLA220 CDI MERCEDES-BENZ S63 AMG RENAULT MEGANE RS SPORT RED BULL BMW 435I CABRIO AUDI R8 V8 SPIDER FORD FIESTA ECOBOOST AT CITROEN DS3 CABRIO VTI120 HYUNDAI ACCENT 5-DR MANUAL CITROEN DS4 OPEL MERIVA 1,6 CHEVROLET CRUISE 1,4T MERCEDES-BENZ ML400 JEEP GRAND CHEROKEE SRT8 TOYOTA PRADO VX DIESEL MITSUBISHI PAJERO SPORT 2,5

RTS

Audi R8 V8 Spyder Audi RS7 Sportback BMW 220d Steptronic BMW 330d Steptronic BMW 435i Cabriolet Steptronic Citroën DS3 Cabrio VTi 120 Style Citroën DS4 VTi 120 Design Ford Fiesta 1,0 EcoBoost Trend Powershift Hyundai Accent Hatch 1,6 Fluid Hyundai ix35 2,0 CRDi Elite 4x2 Jeep Grand Cherokee SRT8 Kia Sportage 2,0 CRDi AWD AT Mercedes-Benz CLA220 CDI 7G-DCT Mercedes-Benz ML400 Mercedes-Benz S400 Hybrid Mitsubishi Pajero Sport 2,5 D-iD 4x2 AT Opel Meriva 1,4 Turbo Enjoy Renault Duster 1,5 dCi Dynamique 4x2 Range Rover Evoque SD4 Dynamic Toyota FJ Cruiser Toyota Land Cruiser Prado 3,0D VX

IN ASSOCIATION WITH

21 road tests never before published in the magazine

OGILVY CAPE TOWN 71193/E

412 kW of elegant power.

The New Audi RS 7 Sportback.

Dynamism in its most elegant form: the Audi RS 7 Sportback accelerates from 0 to 100km/h in just 3.9 seconds. The twin turbo V8 4.0 TFSI速 engine generates a tremendous 412kW and 700Nm of torque ensuring outstanding performance in a purist design. The elegant dynamics carry over to the luxurious interior, ensuring sheer elegance from every angle.

Experience Audi Performance Cars at www.audi.co.za/performancecars

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CONTENTS 06

2014's best & worst + how we test

07

Our favourite drives

08

Audi R8 Spyder V8 Quattro

12

Audi RS7 Sportback

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BMW 220d Steptronic

18

BMW 330d Sports Steptronic

20

BMW 435i Convertible Steptronic

26

Citroën DS3 Cabrio VTi 120 Style

28

Citroën DS4 VTi 120 Design

30

Ford Fiesta 1,0 EcoBoost Trend Powershift

32

Hyundai Accent Hatch 1,6 Fluid

34

Hyundai ix35 2,0 CRDi Elite 4x2

36

Jeep Grand Cherokee SRT8

40

Kia Sportage 2,0 CRDi AWD AT

42

Mercedes CLA220 CDI 7G-DCT

44

Mercedes-Benz ML400 BlueEfficiency 4Matic

46

Mercedes-Benz S400 Hybrid

48

Mitsubishi Pajero Sport 2,5 D-iD 4x2 AT

50

Opel Meriva 1,4 Turbo Enjoy

52

Range Rover Evoque SD4 Dynamic

54

Renault Duster 1,5 dCi Dynamique 4x2

56

Toyota FJ Cruiser

58

Toyota Land Cruiser Prado 3,0 Diesel VX

5

Tracker ThefT rescue

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FASTEST (0-100 km/h)

3,33 SECS McLaren 650S

2014's R71 735,64 BEST& WORST MOST EXPENSIVE PART

McLaren 650S (headlamp)

BEST BRAKING (100-0 km/h)

,58 2 18,88 4,08 SLOWEST (0-100 km/h)

THRIFTIEST (L/100 km)

SECS BMW M235i

SECS

VW Polo 1,2 TDI BlueMotion

Fiat 1,4 Qubo

WORST BRAKING (100-0 km/h) THIRSTIEST (L/100 km)

, 16 56 R4600000 MOST EXPENSIVE CAR

Bentley Conti GT Speed

Range Rover Sport SC V8 HSE Dynamic & Mercedes-Benz G63 AMG

4,18 SECS JMC Boarding DC 4x2 Luxury

HOW WE TEST Geared speeds CAR road tests feature a graph at the bottom right of the main specification box that denotes vehicle speed in each gear. This enables you to easily check what vehicle speeds are possible in each gear as well as where the optimum torque and power ranges can be found. Look at this graph of the Jaguar F-Type R Coupé. During an acceleration run from standstill, follow the red line (overlaying the 420

675

Max torque

360

600 525

Max power

750

300

450

6th

5th

240

4th

180

3rd

120

2nd

375 300 225

1st

150 60

75 N. m

km/h

7

0

6

0

1

2

3

4

5

6

Revs per minute (x 1000)

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individual black line geared speeds) from first gear up to maximum power at 6 500 r/min, where the red line returns in horizontal fashion to the second black line. This denotes a gear shift to second gear. Rev the engine again to 6 500 r/min (vehicle speed now just above 100 km/h) and another horizontal red line denotes the shift into third. The process repeats itself up to a theoretical top speed of 476 km/h in eighth gear.

It’s clear the F-Type can easily reach its top speed of 300 km/h in sixth gear, with seventh and eighth purely there to lower fuel consumption and engine noise at cruising speeds.

Claimed vs. real fuel consumption CAR recognises the conservativeness of claimed fuel-consumption figures and therefore adds 20% (then called the CAR fuel index) to be more representative of real-world driving conditions. Our road tests further

feature a fuel route figure where the test car is driven on a real-world cycle of about 150 km that includes city and extra-urban sections. The driving is conducted by the same driver under similar traffic conditions.

Boot measurement We use ISO blocks to measure the luggage and utility capacities of test vehicles. Our measurement figures are calculated by adding up the number of 8 dm3 blocks, each of which is shaped like a large brick, that we can fit in test units. We first stack the blocks into the boot to the top (up to the luggage shelf for a hatchback). Then we fold the rear seats down and stack the blocks to the ends of the vehicle’s front seats and up the roof to calculate the total utility space. If the rear seat slides, we do additional readings and, for seven- or eight-seaters, we fold down both rear rows to work out the maximum utility volume.

Replaces valuables that were left in your car when it was stolen, including…

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OUR FAVOURITE DRIVES From small runabouts to supercars, we drove them all this year. These stood out WEEKEND CAR Subaru Forester XS Premium

LUXURY CAR Mercedes-Benz S500

SEVEN-SEATER Nissan NV200 Combi 1,6i Visia

An accomplished compact SUV with plenty of space in a well-specified and comfortable interior. What sets it apart, though, is the Forester's nimble handling on tar and gravel.

– STEVE SMITH

Is there a more accurate modern expression of Jaguar founder Sir William Lyons's maxim of “grace, pace and space” than Benz's imperious grand saloon? I doubt it. At the pinnacle of the range sits the sublime S500.

– TERENCE STEENKAMP

Although I like RWD minibuses, most owners merely want space and driveability. Not only is the NV200 lively, it has loads of space. Most sevenseaters leave no room for luggage; this one does − 360 dm3. – PETER PALM

ROADSTER/CONVERTIBLE Porsche Boxster S

Most convertibles have ornamental rear seats and are dynamically compromised.

That’s why I prefer a purposeful roadster.

The finest of the breed, apart from the prohibitively dear Ferrari 458 Spider, is the Boxster S. – MIKE FOURIE

EXHAUST NOTE Jaguar F-Type R Coupé

The snarl of the exhaust note on the supercharged V8-equipped R Coupé might generate a few disapproving glances, but that’s exactly what makes it so special. And I can’t get enough of those overrun pops and crackles!

– IAN MCLAREN

GREEN CAR BMW i8

RWD CAR Alfa Romeo 4C

There were many contenders, including the Gallardo 550-2, E63 AMG S, M235i and Jaguar F-Type Coupé V6 S. But, the honours must go to the achingly pretty and wonderfully expressive Alfa Romeo 4C. – SUDHIR MATAI

It was a brave decision by BMW to conceive the innovative i-brand. Even braver was launching a hybrid supercar.

It is a stunner, though, bristling with technology and the most exciting hybrid I have driven to date. – NICOL LOUW

EVERYDAY SPORTSCAR Kia Cerato Koup 1,6 Turbo GDi

ULTIMATE Q-CAR Audi RS7 Sportback

Few cars are capable of wafting you along in civil-mannered comfort one minute and then punching you in the ribs the next, but that's exactly what the RS7 can do. And you'll never see it coming. – GARETH DEAN

Kia hit the nail on the head with the turbocharged Koup. It boasts a beautiful design, comfortably seats four adults and has a decent, useable boot. There's just enough grunt to make things interesting when you put your foot down, too. – KYLE KOCK

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AUDI

R8 SpyDER V8 qUATTRo Audi’s R8 Spyder gains a makeover and a much-needed dual-clutch transmission

Feeling its age now, but engine is still as strong and characterful as ever and new transmission makes the world of difference – GARETH DEAN WHEN Audi’s R8 rolled onto the supercar scene in 2007, it rocked the establishment. Not only was the brand’s first attempt jaw-droppingly beautiful, it was capable, too. The handling prowess was up there with the best, it engaged enthusiastic drivers and it made all the right noises. Twenty-three thousand people agreed with the sentiments of motor noters, as that is approximately how many R8s have been sold worldwide; over three hundred of those have found homes in South BELOW: the cabin betrays the Audi’s age, featuring as it does an older version of the MMI system and small LCD screens.

OPPOSITE: note massive cooling ducts.

African garages. (Recession?

What recession?)

Apart from the reluctant shift action of the automated gearbox, there was nothing fundamentally wrong with the R8. So this left Audi in a tricky position when faced with the prospect of a mid-lifecycle refresh: how do you improve on a near flawless package?

Thankfully, the styling remains largely unchanged. The revisions are so slight that it would take a real anorak to notice them at first glance.

Among the changes up front are gloss black treatment for the single-frame grille, three horizontal slats on the air intakes and new LED detailing for the headlamp clusters.

There are new taillamps, with a kinky swipe function for the turn signals, and round exhaust tips to differentiate the rear from its predecessor.

With the facelifted range, Audi also introduced a Spyder version of the V8 – previously the only drop-top was the V10 – thereby adding wider appeal to the range. The carbon-fibre reinforced plastic cover can be lowered and raised at speeds of up to 50 km/h. A heated rear window, which also acts as a wind deflector, can be lowered even with the roof in place to allow the engine note to invade the cabin.

Speaking of the engine note…

Audi retained the excellent, direct-injection, dry-sumped V8 motor, similar to the unit found in the RS4, albeit with a fractional increase in power up to 316 kW. That power output, coupled with 430 N.m of twist action, is fed to all corners via Audi’s famed Quattro all-wheel-drive system, albeit with a heavy rearward bias. The aforementioned single-clutch R tronic transmission has been replaced with a far smoother and faster-acting, twin-clutch S tronic item. With the standard launch-control system, the R8 Spyder will scamper to 100 km/h

9

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PRICE: ENGINE:

Cylinders Fuel supply Cubic capacity

R1 788 500 V8, longitudinal electronic direct, fuel injection, petrol 4 163 cm³

ENGINE OUTPUT:

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

316 7 900/8 250 430 4 500-6 000

TRANSMISSION: Type Drive wheels Driver aids

seven-speed dual-clutch all ESC (electronic stability control)

WHEELS AND TYRES:

Road wheels 19-inch alloy Tyre make Continental ContiSportContact 5P Tyre size 235/35R19(f)/295/30 R19(r) Spare – type and location none

BRAKES: Front Rear Hydraulics

365 mm ventilated discs 356 mm ventilated discs ABS with EBD

STEERING:

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

SUSPENSION: Front Rear

double wishbones, coil springs, anti-roll bar double wishbones, coil springs, anti-roll bar

CAPACITIES: Seating Fuel tank Boot space

10

from rest in a scant 4,79 seconds; impressive when you consider the near 1,8-tonne mass. Thanks to massive discs all around (365 mm front/ 356 mm rear) the R8 has the slow to match the go. It pulled up repeatedly in well under three seconds with a calculated, excellent average of 2,9 seconds for the 10-stop routine.

As capable as the R8 is at playing the role of boulevard cruiser (even the 19-inch alloys seem to provide decent ride quality), it is equally adept at going fast. Even when the road ahead snakes and wends its way along the landscape, the R8 doesn’t falter.

The flexibility of the brawny V8, coupled with seven ratios – chosen via steering-mounted paddles – and that slick-shifting ’box make it a delight to pilot. There is plenty of feel through the helm and the seat of your pants allowing you to sense prevailing grip levels. But that midmount layout, with a 58% rearward mass bias (as measured by us) means that there is plenty of traction on the rear axle; not to mention the mechanical limited slip differential carefully doling out power to either rear wheel.

Loss of the roof hasn’t adverse-

Seven (!) years after its launch, the R8 still gets necks craning. Revised rear lights feature indicators that slide horizontally when activated.

2 90 litres 80 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

294

ACCELERATION (SECONDS):

ly affected its dynamic prowess.

Sure, it may not feel as rigid as the fixed-top variants, but the fractional differences are hardly noticed on the open road, not least of all with the sun pouring into the cabin as you traverse the Winelands early on Sunday morning.

TEST SUMMARY As a first attempt at a real supercar Audi delivered a stonking package.

The midlife facelift has not taken anything away from an already impressive car. In fact, the dualclutch transmission has made it even better.

Dropping a V8 into the Spyder body can only open up the R8 buying proposition to those for whom the V10 was a little too much. We suspect that the original R8 – the replacement model has already been seen undergoing testing and will debut sometime next year – will go down as one of the classics, and deservedly so.

0-60 0-80 0-100 0-120 0-140

2,39 3,43 4,79 6,45 8,52

OVERTAKING ACCELERATION (SECS): AT 0,95 1,23 1,34 1,77 1,98

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

12,60 litres/100 km 15,12 litres/100 km n/a 595 km 294 g/km

BRAKING TEST:

Average of 10 stops/rating

2,90/excellent

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

1 759

front/side climate radio/CD/MP3/ SD /Bluetooth standard electric, incl. height rear n/a standard n/a auto standard front and rear rake + reach standard standard leather electric standard

ID, passport and driver’s license application forms

SCORE: SCORE

72/ 78/ 100

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AUDI

RS7 SPoRTbACK It is one of the fastest four-door cars we’ve tested, but is there more to the RS7 than sheer speed?

Staggeringly quick and composed, but could do with a touch more drama – TERENCE STEENKAMP

12

WHEN Audi initially revealed details of its RS7 Sportback, all attention was turned to the newcomer’s 4,0-litre V8 turbopetrol engine. For once, most of the focus was diverted from the wizardry of the Quattro drivetrain that maximises traction by dynamically apportioning torque to all four wheels.

In the late-2000s, we experienced Audi’s 5,2-litre V10 engine in cars such as the S8 and the S6, and the turbocharged 5,0-litre V10 in the RS6. All these engines were of an impressive pedigree, being associated with the unit used in Lamborghini’s Gallardo supercar, also belonging to the Volkswagen Group.

4 trauma counselling sessions

But – fortunately – we needn’t have worried about the decrease of two cylinders in the RS7. The new engine delivers 412 kW and a monumental 700 N.m of torque – increases of 103 kW and 150 N.m over the already swift Audi S7, which is equipped with the same engine in a lower state of tune.

From an aesthetic point of view, the Audi’s exterior treatment portrays a much more intimidating presence front to rear. The silver vertical slats in the corners of the front bumper can easily be interpreted as “fanglike” – which should make this car’s intentions clear when it’s viewed from other road users’ rear-view mirrors. At the rear, the speed-sensitive aerodynamic spoiler deploys

to reduce lift at higher speeds, or retracts flush with RS7’s boat tail at lower speeds.

Because the RS7 is capable of a top speed of at least 250 km/h, its carbon-ceramic brakes (if specified) will provide potent stopping power should you wish to traverse a mountain pass at speed or decelerate to a standstill in an emergency. Otherwise, the standard steel discs should suffice for everyday use.

The cabin is trimmed in a combination of leather and carbon-fibre inserts. In true Audi tradition, the ambience is sophisticated and the controls elegantly laid out. The Ingolstadt-based firm remains masterful in terms of its interior designs.

After all, the RS7 is meant to be

enjoyed from its driver’s seat. We were offered a glimpse of the true capability of this car’s drivetrain when we recorded the Audi’s performance figures for this test. We first tested the RS7 for our Performance Shootout (January 2014). At the time, we extracted a zero to 100 km/h time of 3,84 seconds at Dezzi Raceway in KwaZulu-Natal.

This time, however, the RS7 managed 3,69 seconds, aided by the fact that the car can be launched from standstill with laughable ease.

The moment you release the brake pedal (with your other foot flat on the throttle to engage launch control), the big Audi seems to catapult off the line before its large grille hauls towards the horizon and the eight-

Although resolutely understated in appearance, the RS7 is nevertheless distinguished from cooking A7s through the use of mattegrey accents, enormous wheels and deep skirts front and rear.

speed transmission changes gears in fractions of a second. It does help that the car’s equipped with generously sized 275/30 R21 tyres...

As is the case with the rest of the German trio (which includes BMW and Mercedes-Benz), the RS7 is limited to 250 km/h, but as part of the optional Dynamic Package Plus, Audi will remove this limiter and let the car run to its new electronic limited top speed of 305 km/h.

It was quite evident during our test that the RS7 really starts to gain

A rental vehicle for 3 days, with a full tank of petrol

13

momentum only once it was past the 100 km/h mark.

Even though the RS7 is blistering fast in a straight line, it will amaze its occupants through corners. Although steering feel was certainly not on Audi’s list of development priorities for the car, it’s still easy to place the RS7 on the road. The end of the bonnet can feel a long way from behind the wheel, but the lightness of the brake,

throttle pedal and steering wheel makes the car feel smaller.

Even relatively tight corners are handled with ease, but the RS7’s suspension setup is definitely happier on longer and faster sweeps. It is here where its 2 018 kg kerb weight is less of a dynamic issue, and where the engine can finally unleash its full 412 kW. If you carry too much speed into

a corner, the nose-heavy car will understeer (as is customary for large performance sedans), but the moment you’ve scrubbed off enough speed and the car is settled, you can immediately plan your exit. Apply the throttle pedal a fraction earlier than you thought possible and you’ll relax as all four wheels push the car out of the corner. It is here where Audi’s sport differential comes into play … the RS7 will push you back in your seat as you spear down a straight and bolt out of the next corner with equal aplomb.

Each gearshift is supplemented by a burble from the exhaust flaps; the effect is close to that of the DSG-equipped Volkswagen GTI, only louder and deeper.

Even with four adults onboard, the Audi never lacked performance

LEFT: one of our favourite Audi shapes, the Sportback oozes elegance. BELOW: seats are very comfortable, although they could provide more shoulder support.

Cabin quality is peerless.

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PRICE: ENGINE:

R1 501 500

Cylinders Fuel supply

V8, longitudinal electronic direct fuel injection, turbocharged, intercooled, petrol 3 993 cm³

Cubic capacity

ENGINE OUTPUT:

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

SCORE: SCORE

72/ 80/ 100

412 5 700/6 800 700 1 750-5 500

TRANSMISSION: Type Drive wheels Driver aids

eight-speed auto four ESC (electronic stability control)

WHEELS AND TYRES:

Road wheels 21-inch alloy Tyre make Continental ContiSportContact 5P Tyre size 275/30 R21(f)/275/30 R21 (r) Spare – type and location repair kit, under boot board

BRAKES:

Front 420 mm ventilated ceramic discs (optional) Rear 370 mm ventilated ceramic discs (optional) Hydraulics ABS with EBD and BA

STEERING:

Type rack and pinion, electric power assist Turning circle diameter 11,9 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 75 litres 352/1 032 dm³

WARRANTY AND SERVICE INTERVALS:

1-year/unlimited warranty, 5-year/100 000 km maintenance plan, service according to onboard computer

MAXIMUM SPEED (KM/H): Manufacturer’s figure

ACCELERATION (SECONDS): 0-60 0-80 0-100 0-120 0-140

250 1,90 2,68 3,69 4,85 6,22

OVERTAKING ACCELERATION (SECS):

TOP: carbon-fibre-like trim and metallic accents lift sombre cabin. MMI controller is straightforward to use. ABOVE: boot is large enough for a couple of weekend bags, and can be extended by folding the seats.

impetus. That means that, if the rear seats are loaded with offspring and luggage packed to the 352/1 032 dm³ capacity, the Sportback is likely to feel anything but inhibited.

TEST SUMMARY As a base model, the A7 embodied Audi’s executive-sized coupé-sedan concept perfectly with its clean and sleek lines. In the top-of-range RS7 model, it still does a near-perfect job of combining comfort with performance and luxury.

In comparison with BMW’s M5 (especially the Competition Package

model), it is more of a gentleman’s performance sedan than an outright executive road racer, a term more suited to the M5 and Mercedes-Benz CLS63 AMG. Although the performance is still on par with the M5 (see the August issue for our track test of the RS7), the Audi is easier to drive fast and offers a more accessible level of performance to the general buyer.

The sure-footedness of the allwheel-drive system allows drivers to confidently tackle corners in any weather. For some drivers this will take away a level of involvement and excitement that can easily be found in the Audi’s rivals. Be that as it may, if you want to embarrass several supercars at the traffic lights, there are currently few cars on the market that tick so many boxes.

AT 0,72 0,88 1,22 1,17 1,60

40-60 60-80 80-100 100-120 120-140

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

9,80 litres/100 km 11,76 litres/100 km 638 km 229 g/km

BRAKING TEST:

Average of 10 stops/rating

PERFORMANCE FACTORS: Mass as tested (kg)

3,09/good 2 018

FEATURES CHECKLIST Airbags front/side/curtain Aircon climate Audio system radio/CD/MP3/aux/USB/Bluet/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 standard Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

15

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BmW

220d sTePTrONIC Diesel does nicely in BMW’s stylish compact coupé

An appealing, smooth operator that punches above its weight – GareTH DeaN

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Having sampled the hottest iteration of the 2 Series range, the storming M235i, in our June 2014 issue, we were ready to be brought down to earth with the arrival of the 220d in the CAR test fleet.

This feeling was compounded by the test unit’s somewhat sedate Modern Line trim. Although lacking

the muscular body kit and go-faster addenda that left no doubt as to the M235i’s performance credentials, such details as the satin finish to the grille louvres and understated 18inch alloy wheels did little to dilute the 2’s visual appeal; although the Moonlight Silver champagne metallic paintwork was met with

little enthusiasm from the test team.

Similarly, the 135 kW and 380 N.m developed by the 220d’s 2,0-litre turbodiesel powerplant also looked more sufficient than scintillating.

But looks can be deceiving. Climbing into the snug cabin sees you sitting low and poised in well-bolstered seats while gripping a fat, tactile steering wheel and peering down a long, sculpted bonnet. There’s a satisfyingly layered ambience to the cabin that flits between luxurious and poised to pounce. And in the 220d’s case, it’s surprisingly apt.

Left in its comfort drivetrain setting, the 220d will waft you along in a manner that’s serene but not numbed. The ride, although firm, is well damped and supple enough to soak up the

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impact from our often-encountered broken road surfaces.

The eight-speed ZF autobox trickles through the gears and the steering, while not feather-light, is responsive yet relaxed in its action. The diesel soundtrack without is reduced to a soft-edged drub within the well-insulated cabin and wind noise is also effectively suppressed.

Select sport and you’ll notice a palpable change in demeanour. Flexing your ankle makes you forget about the engine’s modest paper outputs.

There’s virtually nothing in the way of turbo lag; just a smooth, strong swell of power that hunkers down the BELOW: cabin is solid and simply designed; the exterior design is well balanced. OPPOSITE: it's far more attractive than the 1 Series on which it's based.

tail in the face of terrific low- to midend shove. Take a look at the narrow increments in overtaking acceleration performance; you’ll be surprised just how swift this diesel is.

The wieldiness and agility for which we roundly praised the M235i is there, albeit in a slightly diluted form, but hints of that poised body control and direct connection between driver and machine still surface now and then; cosseting and entertaining in equal measure.

TesT summary Often a distinct duality in a car’s nature, especially one as semi-practically packaged as the 220d, can mar the overall driving experience. But in this BMW’s, case it’s just woven together so well that it makes the car an engaging proposition.

PrICe: eNGINe:

R454 500

Cylinders Fuel supply

four, inline, longitudinal electronic common-rail direct injection, turbocharged, intercooled, diesel Cubic capacity 1 995 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: sCOre

72/ 79/ 100

135 4 000/5 400 380 1 750-2 750

eight-speed auto rear ESC (electronic stability control)

WHeeLs aND Tyres:

Road wheels 18-inch alloy Tyre make Bridgestone Potenza S001 Tyre size 225/40 R18(f)/245/35 R18(r) Spare – type and location run-flats

BraKes: Front Rear Hydraulics

300 mm ventilated discs 300 mm solid discs ABS with EBD

sTeerING:

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

susPeNsION: Front Rear

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

CaPaCITIes: Seating Fuel tank Boot/utility space

4 52 litres 280/776 dm³

WarraNTy aND serVICe INTerVaLs:

2-year/unlimited warranty, 5-year/100 000 km maintenance plan, service according to onboard computer

maXImum sPeeD (Km/H): Manufacturer’s figure

230

aCCeLeraTION (seCONDs): 0-60 0-80 0-100 0-120 0-140

3,19 5,04 7,39 10,57 14,53

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)

AT 1,49 1,86 2,45 3,13 3,90

4,20 litres/100 km 5,04 litres/100 km 6,00 litres/100 km 866 km 111 g/km 2,84/excellent 1 507

FeaTures CHeCKLIsT Airbags front/side/curtain Aircon manual Audio system radio/CD/MP3/aux-in/USB/Bluetooth Cruise control optional 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) auto Park assist optional Steering adjust manual rake + reach Steering audio controls standard Trip computer standard Upholstery cloth/leather Windows electric Wipers auto-on standard

17

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BmW

330d sPOrTs sTePTrOnIC Impressive performance coupled with fewer trips to the fuel pumps

Impressive package. Spec carefully, though – Ian mcLaren

18

As the dust settles on the local launch of the new BMW F80 M3 (and F82 M4), it’s worth noting the existence of a current-generation 3 Series with even more torque on offer than the new M twins.

As shared with the current 530d and 730d models, the single-turbo N57 inline six-cylinder diesel engine installed in the 330d features variable-vane turbo geometry and piezo injectors set to 1 800 bar in order to deliver 190 kW at 4 000 r/min and an

impressive 560 N.m of torque. That’s 10 more N.m than the M3. And, while the full-blooded M cars feel the very real pressure to deliver uncompromised performance and brawn, there’s no such weight of expectation on the oil burner.

Not to be confused with the limited-edition (500-unit) M Performance models and their bespoke M styling upgrades, 3-Series customers nevertheless still have the slightly more affordable (R25 200) option to link

an M Sport package to their purchase. Together with appropriate “go faster” aero upgrades, this package adds, among other cosmetic items, chrome exhaust tailpipes and 18-inch alloy wheels to the exterior, while the interior gains sports seats and a thick-rimmed leather steering wheel.

Our test unit also featured optional adaptive M running gear (R7 450) to add electronically controlled dampers and firmer anti-roll bars, while lowering the overall ride by 10 mm.

Mated with a slick eight-speed automatic transmission, the 330d successfully manages to conceal its performance potential within a veil of impressive low-speed refinement and efficiency. That said, the turbodiesel is capable of shifting this 1,6-tonne 3 Series from standstill to 100 km/h in just 6,03 seconds. Overtaking acceleration is, in turn, impressive as

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PrICe: enGIne:

R582 923

Cylinders Fuel supply

six, inline, longitudinal electronic, common-rail, direct injection, turbocharged, intercooled, 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: sCOre

72/ 82/ 100

190 4 000/5 500 560 2 000-2 750

eight-speed automatic rear ESC (electronic stability control)

WHeeLs anD Tyres:

Road wheels 19-inch alloy Tyre make Bridgestone Potenza S001 Tyre size 225/40 R19(f)/255/35 R19(r) Spare – type and location run-flat

BraKes: Front Rear Hydraulics

370 mm ventilated discs 345 mm solid discs ABS with EBD and EBA

sTeerInG:

Type rack and pinion, electric power assist Turning circle diameter 11,3 metres

susPensIOn: Front Rear

MacPherson struts, anti-roll bar multi-link, coil springs, anti-roll bar

CaPaCITIes: Seating Fuel tank Boot/utility space

5 57 litres 328 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

3,01 4,89 6,03 8,62 10,91

OVerTaKInG aCCeLeraTIOn (seCs):

FROM TOP: aided by optional 19-inch wheels, the 3 Series looks purposeful; cabin build is excellent, but some plastics are mediocre at this price point. OPPOSITE: Estoril Blue exclusive to M Sport package.

relative chunkiness of the M Sport steering wheel won’t be to everyone’s liking but it nevertheless offers good feedback and weighting.

TesT summary maximum torque is available from as low as 2 000 r/min.

Impressive torque aside, one of the main benefits of a modern diesel engine is the increased efficiency it offers compared with its petrol-powered siblings. Our fuel-route figure is an excellent 6,2 litres/100 km.

A standout feature of the current 3 Series range is its accurate steering and precise turn-in thanks, in part, to its rear-wheel-drive layout, but also to BMW’s efforts in area of weight management. With this in mind, our scales indicated a close-to-ideal 52:48 per load share between the front and rear axles on the 330d. The

A 330d with an M Sport package represents an interesting proposition.

Where the standard car, particularly finished in either Luxury or Modern trim options, offers a genuine Jekyll and Hyde split personality, able to transform its nature as the conditions dictate, the fitment of an M Sport package gives the game away. The potential danger in this cards-onthe-table approach to speccing this model is reconciling the cost of the package. That said, you don’t need to specify the R221 000 worth of extras on our test unit in order to enjoy one of the most sophisticated yet capable modern BMWs.

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)

AT 2,05 2,75

4,90 litres/100 km 5,88 litres/100 km 6,20 litres/100 km 969 km 129 g/km 2,88/excellent 1 652

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 manual, incl. height Foglamps front Folding rear seat optional Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist optional Steering adjust manual rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

No excess is payable

19

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BMW

435i COnv. STEpTROnIC The elegance and poise of the 4 Series Coupé has translated into a ravishing drop-top, even if its on-road performance is good (as opposed to stellar)

The Four’s convertible hard top makes it preferable to the more expensive 6 Series Cabriolet, which has a canvas roof – MIKE FOURIE

20

THERE are specific reasons why brochures and press images of a convertible tend to depict such a vehicle in a beautiful setting with its hard top folded neatly away. A picturesque backdrop is standard fare in marketing: it sells the lifestyle by rendering a pleasant dreamscape…

As for the top-down configuration of

the subject, that’s for the purposes of showing a car looking its very best – because when the roof is up, an awkward rear-three quarter aspect usually becomes apparent.

To the credit of the 435i Convertible test unit, its exterior packaging – which is determined by the needs to seat four occupants, accommodate

the sizeable segments of the folding roof structure and its mechanical ancillaries under its sheet metal, plus afford a modicum of usable luggage space – is particularly elegant. Compared with its beautifully proportioned Coupé sibling, only the slightly less graceful C-pillar contour (ostensibly a measure to create headroom for rear passengers) requires familiarisation; the pair of slim exterior roof hinges, which were dead giveaways of the Four’s 3 Series-based predecessor, are absent.

Even though the Convertible is slightly taller than the Coupé, it hasn’t lost much of its low-slung, eminently upmarket sibling’s kerb appeal. Besides, when its roof is lowered (in a matter of 20 seconds,

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and at road speeds of up to 18 km/h), the 435i’s arrow-tip front end, expansive shoulder lines and voluptuous haunches combine to endow the BMW with a seductively sleek, speedboat-like profile.

As for the interior execution, the body hugging, electrically adjustable (with memory) front seats have integrated safety belts, while the centre console, adorned with the latest iteration of BMW’s iDrive console and Driving Dynamics control toggle as per the Coupé, is augmented by buttons for the front-seating heaters and roof opening/closing function switch. Otherwise, the Convertible’s facia is largely similar to that of its 3 and 4 Series siblings – pleasingly tactile and smartly finished. Further-

more, the (current) flagship of the range comes extensively equipped as standard, inter alia the Sports version of the eight-speed automatic transmission with gearshift paddles on the multifunction steering wheel, comfort access and an extended lights package, a rear-view camera, Harman Kardon surround-sound audio and a Professional navigation package.

The aforementioned heated seats combine well with the standard Air Collar system, which pipes climate-controlled air onto the back of front occupants’ necks through vents in the seatbacks, as well as the warming function in the steering wheel, to help make top-down driving bearable even in cooler weather conditions (this test was conducted

ABOVE: Coral red leather trim contrasts well with the 435i’s Mineral grey paintwork. Dual tailpipes denote the six-cylinder model. OPPOSITE: optional 18-inch alloys ramp up the BMW’s kerb appeal.

in early winter). With all windows up and the removable wind deflector in place, turbulence is well suppressed and the interior temperature adroitly maintained at urban speeds. In fact, it’s possible for a driver to have a conversation with their passenger without needing to shout while the Convertible is travelling at the national speed limit.

Performance-wise, the 435i has two major advantages as a driver’s car: the stock M Sport suspension, which sees the vehicle lowered by

21

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10 mm and adopt a stiffer spring/ damper setup than of its 428i equivalent, and the silky, sonorous 3,0-litre turbocharged straight-six motor that has proved such a well-matched combination with the eight-speed ZF transmission in other BMWs. That said, the Convertible has a less-than-ideal weight balance (48:52) front to rear even when the roof is up, and although it is lighter than its predecessor, the car still weighs almost 1,9 tonnes (1 849 kg

on our scales, versus the Coupé’s 1 655 kg). Given that, testers remarked the N52 engine just didn’t feel quite as punchy in this application, especially in cut-and-thrust driving. According to the test figures, there is little to separate the BMW siblings: the zero to 100 km/h benchmark was only 5/100ths slower and in-gear overtaking times were similar.

We’re confident, however, that if we tested both simultaneously that the Coupé would be the quicker car.

The CAR test team had consensus that the 435i Convertible is an effortless cruiser rather than a mountain pass blaster. It’s not that the test unit exhibited elements of imprecision or cumbersome handling; the test unit’s steering was sharp and precise and its body control evidenced improvement in torsional rigidity (the Four droptop’s said to be 60% stiffer than its predecessor) as well as the wellbalanced damping inherent to the 3 and 4 Series ranges. Admittedly, the ride quality was not the most pliant that we’ve encountered on a BMW of the Convertible’s size, but only major road imperfections unsettled the suspension.

What’s more, the Convertible exhibits more than a few sops to practicality. The rear bench has a very upright seatback, but we measured 642 mm of available knee- and legroom – which is suitable for averLEFT: rear legroom is less than generous but the seatback folds forward for added utility space. BELOW: black high-gloss finishes add to the cabin’s air of luxury.

22

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PRICE: ENGINE:

R844 746

Cylinders Fuel supply

six, inline, longitudinal electronic direct fuel injection, turbocharged, intercooled, petrol 2 979 cm³

Cubic capacity

ENGINE OUTPUT:

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

SCORE: SCORE

72/ 74/ 100

225 5 800/7 000 400 1 200

TRANSMISSION:

Type eight-speed auto Drive wheels rear Driver aids ESC (electronic stability control), hill start

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

BRAKES: Front Rear Hydraulics

18-inch alloy Pirelli Cinturato P7 225/45 R18 repair kit, under boot board 340 mm ventilated discs 330 mm ventilated discs ABS with EBD and EBA

STEERING:

Type rack and pinion, electric power assist Turning circle diameter 11,3 metres

SUSPENSION: Front Rear

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

CAPACITIES: Seating Fuel tank Boot/utility space

4 60 litres 152/256 dm³

WARRANTY AND SERVICE INTERVALS:

2-year/unlimited warranty, 5-year/100 000 km maintenance plan, service according to onboard computer

MAXIMUM SPEED (KM/H): Manufacturer’s figure

250

ACCELERATION (SECONDS):

ABOVE: the Convertible offers oddment spaces behind the wheel-well intrusions and a luggage net for loose objects. TOP: 225 kW straight six remains silky smooth.

age-sized adults on shorter trips and most definitely for young children.

A luggage cover that denotes the available volume with the roof up and down aids the rear luggage capacity and the boot aperture is certainly wider than before. According to our standard measurement tests, there is 256 dm3 available when the top is up, and 152 dm3 with the roof down, plus the rear seatback folds forward to free up utility space and a button on the edge of the bootlid allows a driver to raise the roof cradle slightly to make it easier to load the bay.

TEST SUMMARY The best way to appreciate the 4 Series Convertible is to see it as

a lifestyle vehicle with a sporty bent, as opposed to a pukka sportscar – at least in this iteration of the product.

Elegance, sophistication, luxury and comfort are adjectives that come to mind when describing the newcomer, although its drivetrain is impressively refined and the driving experience sufficiently engaging.

With an asking price of almost R850 000, the BMW undercuts its Mercedes-Benz E400 rival appreciably, and comes in slightly below the ageing Audi S5 Cabriolet, although the addition of one of BMW’s myriad trim lines would balance things out.

As opposed to most heart-overhead purchasing propositions, the 4 Series Convertible is not a tough sell when considered rationally. It’s arguably the most desirable compact executive-sized drop-top in its class … even so, perhaps the 428i Automatic is the better buy?

0-60 0-80 0-100 0-120 0-140

2,73 4,04 5,82 7,82 10,39

OVERTAKING ACCELERATION (SECS): AT 1,14 1,34 1,76 2,04 2,58

40-60 60-80 80-100 100-120 120-140

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

7,50 litres/100 km 9,00 litres/100 km 667 km 176 g/km

BRAKING TEST:

Average of 10 stops/rating

PERFORMANCE FACTORS: Mass as tested (kg)

2,92/excellent 1 849

FEATURES CHECKLIST Airbags front/side/curtain Aircon climate Audio system radio/CD/MP3/aux/USB/Bluet/voice ctrl Cruise control standard Driver seat adjust electric, incl. height Foglamps front + rear Folding rear seat single-piece 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

23

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CITrOeN

Ds3 CaBrIO VTi 120 sTyle This funky, spunky cabrio has little go but lots of show

Lacklustre performance aside, the DS3 Cabrio easily woos with its quirky charm – Kelly lODeWyKs

26

The Citroën DS3 Cabrio continues to show that the French company wants to offer quirky vehicles that give potential buyers a completely different package to the norm.

The DS3, in our opinion, is one of the better looking superminis and this Cabrio especially so with its Landaulet-style roof. The shape isn’t far-removed from that of the regular DS3, but Citroën has added detailing in the guise of 3D-effect LED lights

at the rear and a chrome-finished handle at the back of the car.

Citroën has kept the B- and C-pillars and given its DS3 Cabrio a canvas folding roof that, when completely open, sits behind the heads of rear-seat passengers. The disadvantage of this is that it seriously impairs rear visability when it’s open and occupants get less of a cabrio and more of a massive sunroof feel.

Also, while the fact that the roof

does not fold into the boot frees up some space and the cab now allows the DS3 cabrio to offer 184 dm3 of luggage capacity, the way the boot opens, flush with the rear end of the car, means that the opening is more of like a letterbox, making loading the space difficult. That said, this roof does come with its advantages: the vehicle feels more rigid than a conventional cabriolet and the roof can be operated up to 120 km/h.

There are three open positions that allow the roof to be totally or partially open.

There’s an aerodynamic deflector net at the front of the roof opening that deflects air currents and prevents air buffering. We found that this deflector creates a lot of wind noise.

Inside, the DS3 Cabrio is much like other recent Citroën products

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PrICe: eNGINe:

Cylinders Fuel supply Cubic capacity

R281 900 four, inline, transverse multipoint electronic fuel injenction 1 598 cm³

eNGINe OuTPuT:

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

SCORE: sCOre

72/ 74/ 100

88 6 000/6 200 160 4 200

TraNsmIssION: Type Drive wheels Driver aids

five-speed manual front ESC (electronic stability control)

WHeels aND Tyres: Road wheels Tyre make Tyre size Spare – type and location

BraKes: Front Rear Hydraulics

16-inch alloy Michelin Energy Saver 195/55 R16 space saver, under boot board 283 mm ventilated discs 249 mm ventilated discs ABS with EBD

sTeerING:

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

susPeNsION: Front Rear

MacPherson struts, coil springs, anti-roll bar torsion beam, coil springs

CaPaCITIes: Seating Fuel tank Boot/utility space

5 50 litres 184/688 dm³

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

190

aCCeleraTION (seCONDs): 0-60 0-80 0-100 0-120 0-140

5,00 7,64 11,24 15,73 22,84

OVerTaKING aCCeleraTION (seCs):

FROM TOP: neat shark-fin-shaped B-pillar remains thanks to the roof opening only partially; cabin has aged very well and equipment tally is strong. OPPOSITE: quirky styling unlike that of any other car.

in that it has a three-dial instrument layout and lots of chrome accents.

Standard features includes an audio system with CD, MP3 and USB compatibility, ABS with EBD, six airbags and cruise control.

There’s a lengthy options list available to buyers so as to make personalisation of this vehicle a fun (and potentially costly) affair. For those who like it simple, Citroën also offers a number of bundled packages.

This VTi 120 comes equipped with a naturally aspirated 88 kW/160 N.m 1,6-litre four-cylinder engine. Testers noted that you really needed to stir through the five-speed manual ‘box to

get the car going. This didn’t seem to hamper consumption, though, with a low combined fuel-route figure of 5,6 litres/100 km.

Dynamically, the DS3 is not quite on par with the likes of the Mini Cabriolet. The steering is a touch vague and the gearbox even more so. However, it rides very well, only becoming flustered over truly poor tarmac surfaces.

TesT summary While not overtly sporty or dynamic, the DS3 Cabrio is an engaging car to drive thanks to the innovative roof.

And although it doesn't fit the true definition of a cabriolet, the roof does request fewer compromises than the one in the Mini. In fact, we liked the Cabriolet so much that a number of us proclaimed it our favourite model in the entire DS3 range.

40-60 60-80 80-100 100-120 120-140

3rd 4,06 3,77 3,96 4,99 -

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

4,50 litres/100 km 7,10 litres/100 km 5,60 litres/100 km 926 km 136 g/km

BraKING TesT:

Average of 10 stops/rating

PerFOrmaNCe FaCTOrs: Mass as tested (kg)

4th Top 6,11 7,83 5,82 7,59 5,68 8,08 5,99 8,15 7,22 10,08

3,11/good 1 147

FeaTures CHeCKlIsT Airbags front/side/curtain Aircon standard Audio system radio/CD/MP3/aux-in/USB/Bluetooth 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 Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery cloth Windows front electric Wipers auto-on -

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CiTrOeN

Ds4 VTi 120 DesigN The middle child of Citroën’s DS range eschews categorisation, which is also its undoing

Idiosyncratic design and cabin quality aside, impossible to recommend – TereNCe sTeeNKamP

28

THIS is our first test of the entry-level DS4 after the flagship diesel model failed to garner much interest among the CAR team. Boasting most of the luxuries of that model, the VTi 120 is more palatably priced and should find more widespread appeal.

The hatchback/coupé/crossover/wedon’t-quite-know DS4 falls between the DS3 and DS5 size- and pricewise and is based on the C4 hatch-

back’s platform but looks very different to the mainstream hatchback (except for the front, which perhaps is too C4-derived). Notable design changes are the narrow rear doors that make it obvious why Citroën refers to the DS4 as a “two-plus-twodoor coupé”. The openings that allow access to the rear seats are tight.

The rounded rear-end features a shallow window, while the (optional

at R4 990) 17-inch wheels don’t quite fill the arches. Being a twoplus-two, adults would not be as comfortable on the restricted rear bench as in, for instance, an Audi A3 Sportback; both knee- and headroom are at a premium. Should you wish to open one of the rear windows, you might wonder why you can’t find the up/down button ... the windows are fixed. The reason for this practical flaw is because the glass is too wide and can’t be lowered into the door.

Redemption comes when you climb into the driver’s seat; here, the DS4’s better qualities surface. The supremely comfortable seats aid the perception of quality, while delightful design details such as the duplication of the bonnet’s indents on the instrument cowl differentiate it further from the C4. The buttons (16 in to-

Unwanted Car closes the gap between the trade-in and retail value of your car.

TRACKER CARE

tal) on the steering wheel are mostly straightforward to operate.

It soon becomes evident why the high button count is necessary; this DS4 has an extensive standard-specification list. You can change shades of the background and instrumentation lighting; and there are different sounds for every warning and command.

Like the cabin design is undermined by its limited practicality, so too are the driving characteristics a hit-and-miss affair.

The 1,6-litre engine, which has been around for years in various Mini and PSA products, is smooth but performance is lacklustre. It took a timeous 13,24 seconds to reach 100 km/h and 13,42 seconds in BELOW: elevated ride height further distances the DS4 from the C4; front cabin one of its best qualities. OPPOSITE: front view too C4-derived.

fourth gear from 80 to 120 km/h.

As mentioned, aside from a shift in design, Citroën’s aim with the DS models has been to create fun-todrive, dynamically rewarding cars.

And, to an extent, the French manufacturer has succeeded with the DS4.

Body control is good and the revised steering is well weighted. But… The ride is too stiff. If the DS4 offered an exceptional dynamic driving experience, you could have pardoned the poor ride quality, but it doesn’t, so you can’t.

TesT summary The DS4 is difficult to pinpoint. It has its place in the Citroën stable because it adds much-needed pizzazz to the C4 range, but the fact remains that it’s no more than an acquired taste. From the ridiculous fixed rear windows to the choppy ride, the DS4 is simply too flawed.

PriCe: eNgiNe:

R284 900

Cylinders four, inline, transverse Fuel supply multipoint electronic fuel injection, petrol Cubic capacity 1 598 cm³

eNgiNe OuTPuT:

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

SCORE: sCOre

72/ 64/ 100

88 6 000/6 000 160 4 250

TraNsmissiON: Type Drive wheels Driver aids

five-speed manual front ESC (electronic stability control)

WHeeLs aND Tyres:

Road wheels 17-inch alloy Tyre make Michelin Primacy HP Tyre size 215/55 R17 Spare – type and location full-size steel, under boot board

BraKes: Front Rear Hydraulics

302 mm ventilated discs 268 mm solid discs ABS with EBD, EBA

sTeeriNg:

Type rack and pinion, hydraulic power assist Turning circle diameter 10,7 metres

susPeNsiON: Front Rear

MacPherson struts, coil springs, anti-roll bar torsion beam, coil springs

CaPaCiTies: Seating Fuel tank Boot/utility space

4/5 60 litres 352/1 040 dm³

WarraNTy aND serViCe iNTerVaLs: 3-year/100 000 km warranty 5-year/100 000 km service Service every 20 000 km

maXimum sPeeD (Km/H): Manufacturer’s figure

193

aCCeLeraTiON (seCONDs): 0-60 0-80 0-100 0-120 0-140

5,82 8,81 13,24 18,57 26,13

OVerTaKiNg aCCeLeraTiON (seCs): 40-60 60-80 80-100 100-120 120-140

3rd 4,41 4,10 4,33 4,97 -

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

Top 10,27 9,92 10,40 11,27 14,21

6,20 litres/100 km 7,44 litres/100 km 7,50 litres/100 km 806 km 144 g/km

BraKiNg TesT:

Average of 10 stops/rating

PerFOrmaNCe FaCTOrs: Mass as tested (kg)

4th 6,60 6,43 6,38 7,04 8,63

2,93/excellent 1 316

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 part-leather Windows electric Wipers auto-on standard

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The complete range of services for total peace of mind.

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fOrD ,

1 0 eCOBOOsT TreND POWershIfT Small automatics are normally dull to drive, but this Fiesta is the exception to the rule

The award-winning 1,0-litre engine is a perfect match for the PowerShift transmission – NICOL LOuW

30

Small cars with automatic transmissions are seldom fun to drive.

Such vehicles are often sluggish, prone to hunting between gears and generally sap every bit of automotive passion from your veins. That was our general perception until we tested this Fiesta.

Jump in the car, start the engine and slot the gear lever into drive.

Now relax and concentrate on the road while listening to your favourite

music through SYNC’s Bluetooth streaming. What makes this engine/ transmission combination so effective is that it does exactly what you expect of it. Step on the go-faster pedal and the diminutive Fiesta responds with enthusiasm, pulling away with haste and holding on to gears until the redline prompts a quick shift upward.

Drive in a relaxed manner and the gearbox will keep the engine in the meaty part of its torque range.

Whenever you lean on the throttle, there is always enough available forward thrust without excessive cog swapping. These qualities, combined with the compact dimensions, endow the vehicle with a true point-andsquirt quality that is a boon in urban driving conditions. The main reason for this proficiency is that the engine produces a flat torque curve from 1 400 r/min. Combined with excellent transmission calibration, there is no need for sport mode or manual shifting, as the PowerShift programme almost reads your mind.

PowerShift is Ford’s term for its dual-clutch-transmission technology, similar to VW’s DSG application. In the Fiesta, though, you will not find paddles behind the steering wheel and only a conventional automatic shift lever. However, there is a toggle-like button mounted on the

Connected Roadside Assistance will keep you on the road in an emergency…

TRC/0861/23

PrICe: eNGINe:

R236 600

Cylinders three, inline, transverse Fuel supply elec. direct inj., turbocharged, intercooled, petrol Cubic capacity 999 cm³

eNGINe OuTPuT:

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

SCORE: sCOre

72/ 81/ 100

74 6 000/6 500 170 1 400-4 500

TraNsmIssION: Type Drive wheels Driver aids

six-speed dual-clutch front ESC (electronic stability control), hill start

WheeLs aND Tyres:

Road wheels 15-inch alloy Tyre make Hankook Ventus S1 Evo Tyre size 195/50 R15 Spare – type and location full size steel, under boot board

BraKes: Front Rear Hydraulics

258 mm ventilated discs 200 mm drums ABS with EBD and EBA

sTeerING:

Type rack and pinion, electric power assist Turning circle diameter 10,1 metres

susPeNsION: Front Rear

MacPherson struts, coil springs, anti-roll bar torsion beam, coil springs,

CaPaCITIes: Seating Fuel tank Boot/utility space

4/5 42 litres 248/896 dm³

WarraNTy aND serVICe INTerVaLs:

4-year/120 000 km warranty, 4-year/60 000 km service plan, Service every 20 000 km

maXImum sPeeD (Km/h): Manufacturer’s figure

180

aCCeLeraTION (seCONDs): 0-60 0-80 0-100 0-120 0-140

5,01 7,76 11,52 16,64 24,40

OVerTaKING aCCeLeraTION (seCs):

FROM TOP: cabin is sound in layout and quality, but the seats are a touch too narrow; facelift saw revised rear lights.

OPPOSITE: nose saw the biggest changes during last year's facelift.

lever that allows you to change gears manually using your thumb. A sport mode is also provided, but the latter two functions are largely irrelevant in day-to-day driving.

The 1,0-litre petrol engine (featuring turbocharging and direct injection), which scooped the current International Engine of the Year award for a third consecutive time, is an excellent example of powerplant downsizing as it hits that elusive sweet spot that combines spirited performance with frugality. In the PowerShift application, it has been detuned from 92 kW to 74 kW but still delivers the same 170 N.m (from

a low 1 400 r/min to 4 000 r/min).

This has resulted in only a slight drop in performance measured on our test strip as the 100 km/h marker was reached in 11,52 seconds; the manual version we previously tested completed the same feat half a second quicker. The feeling from behind the steering wheel is much more exciting than the acceleration time would suggest. According to Ford, the lower power rating is as a result of our specific altitude and climatic conditions.

TesT summary The PowerShift Fiesta genuinely impressed. It is the perfect car for easy commuting or city driving, but also excels on twisty roads. At R236 600, it is rather pricey, but you do feel that you are getting a quality product. If you are sceptical about small automatics, this one will change your mind.

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)

AT 2,13 2,93 3,98 5,18 7,97

4,90 litres/100 km 5,88 litres/100 km 6,20 litres/100 km 714 km 114 g/km 2,99/excellent 1 151

feaTures CheCKLIsT Airbags front Aircon manual Audio system radio/CD/MP3/aux/USB/Blue/voice ctrl Cruise control standard Driver seat adjust manual Foglamps front + rear Folding rear seat 60:40 split Headlamps auto-on Isofix anchorages outer rear Mirror dim (int) manual Park assist Steering adjust manual rake + reach Steering audio controls standard Trip computer standard Upholstery cloth Windows electric Wipers auto-on -

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Flat tyre TRC/0861/24

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hYUndAi

ACCEnT hATCh 1,6 flUid With Hyundai's latest addition to the B-segment, it's a case of risk versus reward

A solid, stylish and practical new addition to the B-segment – gARETh dEAn

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THE translation from sedan to hatchback shape, or vice versa, is often piecemeal. With the Accent Hatch, Hyundai seems to have got it spot-on – but at what cost?

Although the profile doesn’t hide the fact the five-door’s canvas was stretched over the sedan’s 2 570 mm wheelbase, the latter’s handsome nose and strong shoulder and swage lines have made the transition largely untouched and flow into a rump that’s sharply styled with semi-

Flat battery

crescent shaped taillights and narrow glazing.

Interior styling is all but unchanged from that of the sedan, taking in a swoopy, chrome-look facia with easily legible ancillary controls.

The cabin’s overall material quality is good, but the steering wheel’s urethane trim and the plastic-capped gear knob does detract from an otherwise upmarket-feeling cabin.

The levels of passenger room afforded fore and aft are near identical

to that of the i30, which we tested for the August 2012 issue, and the Accent’s hatch pops open to reveal a deep luggage space that accommodated 264 dm3 of our ISO measuring cubes. Drop the rear bench and there’s a handy 976 dm3 to exploit.

There’s little amiss in terms of the Hatch’s standard specification, although some testers noted the lack of reach adjustment on the steering column that required drivers to fiddle with seat height adjustment to find an optimal driving position. The audio system features CD/MP3/aux-in, USB and iPod connection points and Bluetooth connectivity with audio streaming, all of which can be operated via multifunction steering wheel buttons. Air conditioning, electrically operated windows (driver’s side with one-touch up/down feature) and exterior mirror adjustment are accounted

PRiCE: EnginE:

R234 900

Cylinders four, inline, transverse Fuel supply multipoint electronic fuel injection, petrol Cubic capacity 1 591 cm³

EnginE OUTPUT:

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

SCORE: SCORE

72/ 73/ 100

91 6 300/6 500 156 4 200

TRAnSMiSSiOn: Type Drive wheels Driver aids

six-speed manual front none

WhEElS And TYRES: Road wheels Tyre make Tyre size Spare – type and location

16-inch alloy Kumho Solus KH17 195/50/R16 full-size alloy, under boot board

BRAKES: Front Rear Hydraulics

256 mm ventilated discs 262 mm solid discs ABS with EBD

STEERing:

Type rack and pinion, electric power assist Turning circle diameter 10,4 metres

SUSPEnSiOn: Front Rear

MacPherson strut, coil springs, anti-roll bar torsion beam, coil springs

CAPACiTiES: Seating Fuel tank Boot/utility space

5 43 litres 264/976 dm³

WARRAnTY And SERViCE inTERVAlS: 5-year/150 000 km warranty 5-year/90 000 km service plan Service every 15 000 km

MAXiMUM SPEEd (km/h): Manufacturer’s figure

190

ACCElERATiOn (seconds): 0-60 0-80 0-100 0-120 0-140

4,64 7,02 10,80 15,14 22,37

OVERTAKing ACCElERATiOn (secs):

FROM TOP: the styling is neat and inoffensive; cabin layout and quality are good, but clinical blue backlighting detracts somewhat. OPPOSITE: the metamorphosis from sedan to hatch has been a successful one.

for, along with rear park-assist sensors as a nice-to-have feature.

We’ve perennially held the Accent sedan’s driving dynamics in good regard and as the Hatch is underpinned by the same MacPherson strut and torsion-beam suspension setup, the test unit produced a pliant ride with predictable, if less than pin sharp, body control. Factor in the light, but not completely numb, feel through the electrically assisted steering system and the Hatch provides a safe but broadly enjoyable driving experience aided by a willing, if less than sonorous, motor.

The 156 N.m of available torque

is only on par with similar models on the market, therefore the motor requires spirited stirring of the (thankfully snappy) six-speed manual gearbox in cut-and-trust driving.

Best of all, the 1,6 Fluid returned an impressive consumption figure of 6,5 litres/100 km on our standard fuel route test.

TEST SUMMARY There’s much to like about the Hatch: it’s largely retained its sedan sibling’s good looks, it’s pleasant to drive and well equipped to keep most consumers (at the budget end of C-segment) happy. If there is a reason for concern, it probably lies at Hyundai’s door. Given the Hatch’s virtues and a number of packaging parallels with its i30 brother, there is a threat that the latter’s sales could be cannibalised.

40-60 60-80 80-100 100-120 120-140

3rd 3,66 3,62 3,66 4,28 -

4th 5,59 5,31 5,56 5,83 7,09

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

Top 9,40 8,90 8,90 10,47 13,01

6,40 litres/100 km 7,68 litres/100 km 6,50 litres/100 km 661 km 152 g/km

BRAKing TEST:

Average of 10 stops/rating

PERfORMAnCE fACTORS: Mass as tested (kg)

5th 7,14 6,82 7,01 7,55 8,14

2,97/excellent 1 113

fEATURES ChECKliST

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

Keys locked in your vehicle

33

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HyuNDaI

ix35 2,0 CrDi eLITe 4x2 Classy, popular crossover gets a subtle facelift that makes it even better

An excellent diesel engine and gearbox make driving the ix35 very satisfying – PeTer PaLm

34

After four years on the market, the popular ix35 has received its facelift; and a useful one, it is.

With designer Peter Schreyer now in charge of both Hyundai and Kia styling, the soft, rounded edges have given way to more muscular touches.

New head- and taillamps, new grille, roof rails and (on this top-of-therange model) panoramic sunroof and

Run out of fuel

18-inch wheels are exterior features, while inside we notice reclining rear seats, tilt-and-rake steering wheel adjustment, cruise control, keyless-go starting, a new audio system and a useful touchscreen.

The interiors of Korean-designed cars have for years impressed with general quality and the ix35’s is no exception. The steering wheel

controls are ergonomically top notch, as are the instrumentation and trip computer displays. Although the facia top is still made of hard plastic, the finish is high quality and the rest is all impressive. Only the base model uses cloth seats. The rest of the versions have appealing but rather hard leather upholstery.

Legroom is more than satisfactory both in the front and rear, and the boot space is sufficient for a family even though there is a full-size alloy spare under the boot board. In fact, the measurement of 304 dm3 bests those of a number of rivals.

Safety-wise, six airbags and ESP on this model are standard, and the rear-view camera is a neat feature to add to the safety specs (as does that

often-overlooked full-size alloy spare wheel).

While the 2,0-litre petrol version lacks low-down torque, this 2,0-litre turbodiesel has it in abundance.

A healthy 130 kW with 383 N.m from 1 800 r/min provides a really enjoyable experience. No stalling, no vibration and easy-going. The gearbox has six-speeds and shifting is easy and precise. Drive is to the front wheels only, but remember that a 4x4 version with automatic transmission is available for an additional R60 000. The steering feel has been improved to feel much less artificial and Hyundai’s FlexSteer system can

BELOW: small centre screen the biggest change inside; rear lights have been revised, and the colour is new. OPPOSITE: one of the most popular compact SUVs should maintain its advantage in this class.

lighten the load at the touch of a button. Between comfort, normal and sport, the last one feels the most natural and the ride is very well-tuned to soak up bumps without too much roll in the corners.

Performance is excellent for a middle-weight SUV, with sprint times of less than 10 seconds to 100 km/h, while consumption will not break the bank with an expected figure of 7,8 litres/100 km in all-round driving.

About the only real criticism we could muster is that the air-con was seemed to struggle in warm weather.

TesT summary Whether you call the ix35 a crossover or an SUV, it is one of the best in class. Nevertheless, this is a hotly contested market, so best take your time and do your homework.

PrICe: eNGINe:

R389 900

Cylinders: four, inline, transverse Fuel supply: elec. common-rail, direct inj. turbodiesel Cubic capacity: 1 995 cm3

eNGINe OuTPuT:

Max power ISO (kW) Powe peak/Red line (r/min) Max torque (N.m) Torque peak (r/min)

SCORE: sCOre

72/ 76/ 100

130 4 000/4 800 383 1 800-2 500

TraNsmIssION: Type Drive wheels Driver aids

six-speed manual front ESC (electronic stability control)

WHeeLs aND Tyres: Road wheels Tyre make Tyre size Spare – type and location

18-inch alloy Hankook Optimo K415 225/55 R18 full size alloy, under boot board

BraKes: Front Rear Hydraulics

300 mm ventilated discs 284 mm solid discs ABS with ABD

sTeerING:

Type rack and pinion, electric power assist Turning circle diameter 10,6 metres

susPeNsION: Front Rear

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

CaPaCITIes: Seating Fuel tank Boot/utility space

5 55 litres 305/1 184 dm3

WarraNTy aND serVICe INTerVaLs: 5-year/150 000 km warranty 5 year/90 000 km service plan Service every 15 000 km

maXImum sPeeD (Km/H): Manufacturer’s figure

195

aCCeLeraTION (seCONDs): 0-60 0-80 0-100 0-120 0-140

4,21 6,75 9,42 13,55 19,57

OVerTaKING aCCeLeraTION: 40-60 60-80 80-100 100-120 120-140

3rd 2,33 2,24 2,56 -

4th 3,78 2,71 2,88 3,49 4,83

FueL CONsumPTION: Manufacturer’s figure CAR fuel index Fuel route Taxable CO2 rating

BraKING TesT:

Average of 10 stops/rating

PerFOrmaNCe FaCTOrs: Mass as tested (kg)

5th 4,65 3,81 4,08 4,26 5,23

Top

9,22 5,71 5,60 6,35

6,5 L/100 km 7,8 L/100 km 7,7 L/100 km 170 g/km 3,13/good 1 606

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 manual, incl height Foglamps front and rear Folding rear seat 60:40 Headlamps auto-on standard Isofix anchorages outer rear Mirror dim auto Park assist rear view camera Steering adjust rake and reach Steering audio controls standard Trip computer standard Upholstery partial leather Windows electric Wipers auto-on no

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Stolen Vehicle Recovery and the associated benefits are an optional extra with Tracker Care.

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JEEP

GRAND CHEROKEE SRT8 A subtle upgrade adds further appeal to one of the market's most underrated sports SUVs

Proper old-school V8 muscle in SUV form with a soundtrack to match – NICOL LOUW

36

THANKS to a recent update, the Grand Cherokee now features restyled front and rear lights, a bolder grille, a larger touch infotainment screen and new gear lever. Underneath, the transmission features two more ratios, from six to eight.

As the SRT-8 is the high-performance flagship of the range, its oversized, macho looks create an imposing road presence. And good old American V8 muscle is at the heart of

the SRT8 – it’s all about cubic inches; all 390 of them (6,4-litres).

The engine idles lumpily when cold, but it merely adds to the Jeep's racy character and the powerplant serves up bags of torque, replete with a soundtrack that could only emanate from a V8. To test the SRT8's acceleration ability from standstill, hold your left foot on the brake pedal – push the launch button, plant your right foot on the gas and then lift your

left hoof. The 100 km/h mark comes up in a shade over five seconds, which is astonishing for a large SUV. In fact, this eight-speed version was slightly quicker than the five-speed we tested in 2012, especially above 100 km/h.

The claimed top speed is 257 km/h!

The new T-bar selector is nifty, but set close to the driver and has an extremely short gate movement. Does the Jeep need eight ratios? Perhaps not, because the otherwise smooth shifting transmission will skip a number of gears if you need instant speed.

As far as finishes and build quality is concerned, there are issues. The front seats are heated and cooled but the leather bolsters feel flimsy. The protective wrapping of the wiring loom under the seats was not properly finished off and one of the rear plastic clip-on wheel-arch spats came loose.

The luster of the 20-inch polished

Safe Drive Breakdown gets you home safely in case of a breakdown.

TRC/0861/29

PRICE: ENGINE:

R999 990

Cylinders V8, longitudinal Fuel supply multipoint electronic fuel injection, petrol Cubic capacity 6 417 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: SCORE

72/ 72/ 100

344 6 250/6 800 624 4 100

eight-speed AT four ESC (electronic stability control)

WHEELS AND TYRES:

Road wheels 20-inch alloy Tyre make Pirelli Scorpion Verde All Season Tyre size 295/45 ZR20 Spare – type and location full-size steel, under boot board

BRAKES: Front Rear Hydraulics

380 mm ventilated discs 350 mm ventilated discs ABS with EBD and EBA

STEERING:

Type rack and pinion, hydraulic power assist Turning circle diameter 11,6 metres

SUSPENSION: Front Rear

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

CAPACITIES: Seating Fuel tank Boot/utility space

5 93 litres 344/1 352 dm³

WARRANTY AND SERVICE INTERVALS: 3-year/100 000 km warranty, 6-year/100 000 km maintenance plan, Service according to onboard computer

MAXIMUM SPEED (KM/H): Manufacturer’s figure

257

ACCELERATION (SECONDS): 0-60 0-80 0-100 0-120 0-140

2,42 3,60 5,08 7,05 9,35

OVERTAKING ACCELERATION (SECS):

ABOVE: dark-tinted glass and 20-inch alloys add to the SRT8's road presence.

TOP: metallic trim and stitched leather adorn the cabin. OPPOSITE: the model's set apart by black grille and bumper trims.

aluminium wheels is reminiscent of chrome plating – it suits the Jeep's image perfectly. They do get dirty quickly of course – due to brake dust deposits.

The smartly-updated instrumentation cluster displays tyre pressures, engine and transmission oil temperatures, a G meter with recorded maximums and a sprint acceleration time readout (with launch control LEDs).

In contrast with its brethren, the SRT8 has a steel, as opposed to pneumatic, suspension. Its setup is firm, for enchanced handling, but the ride is not crashy. Besides, the Jeep is in its element when its driver utilises the power without needing to over-use the

Brembos before the corners.

The Jeep's powerful audio system includes auxiliary, USB and SD ports with a CD player (stashed away under the centre armrest) at the front, while rear passengers benefit from dual USB ports, the full impact of the subwoofer ... and a self-charging torch.

The rear bench, which is trimmed in leather and suede, can be heated and the large panoramic sunroof gives the dark cabin an airy ambience.

And what about fuel consumption?

Well, there has to be a downside – expect around 17 L/100 km if you drive carefully and much more if you don’t.

TEST SUMMARY This is a great status symbol vehicle; it blends SUV macho with power and performance. Practical? Maybe not.

Good resale value? Maybe not. But a whole lot of fun nonetheless!

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)

Top 1,12 1,44 1,64 2,00 2,45

14,0 litres/100 km 16,8 litres/100 km 554 km 327 g/km 3,05/excellent 2 413

FEATURES CHECKLIST Airbags front/side/curtain Aircon climate Audio system radio/CD/MP3/aux/USB/Bluetooth/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 standard Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows all-electric Wipers auto-on standard

37

Safe Drive Over Indulgence gets you home safely when you’ve over-indulged.

TRC/0861/30

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SMS: Luxco, followed by the answer, your name, surname and e-mail address to 32697 (R1.50 per SMS). Competition closes on 31 October 2014. By entering the competition you agree to receive promotional material from CAR Magazine.

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Kia

sporTage 2,0 crDi aWD aT It’s the same Sportage, just slightly better

Great product made even more attractive – Kyle KocK

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More than four years since Kia’s third-generation Sportage first made its way to South African shores, the Korean manufacturer has updated its compact SUV contender for the new model year. While the Sportage has remained popular, Kia hopes that the

updates for 2014 keep it at the forefront of a hotly contested segment.

The outgoing model set a strong precedent, with over 9 000 local sales and plenty of awards, so all the facelift has to do is maintain the positive public perception.

Wisely, Kia hasn’t messed with the Sportage’s winning formula, especially the Peter Schreyer-penned exterior. The alterations are subtle, such as the slightly restyled grille and headlamps. The new front bumper, with new foglamps, increases the rear-view presence. There are also new alloy wheels in 17-inch and 18-inch sizes.

Inside, the new Sportage has benefited from the inclusion of certain elements that raise its perceived quality, such as soft-touch surfaces on the upper door panels. Occupants are greeted by a new 4,2-inch TFT LCD infotainment touchscreen mounted

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mid-facia that doubles as a rear-view camera screen. This range-topping all-wheel-drive version also comes with a sound system by American audio specialists Infinity that has a built-in subwoofer, external amplifier and hard drive.

Other areas of improvement are the reduction of NVH, through the use of bush-mounted subframes, a sound-proof windshield and new transmission mounting brackets.

While the claim that road noise has decreased by 1,3 dB and wind noise improved by up to 4 dB isn’t

BELOW: subtle updates to the cabin and exterior design have been successful − the Sportage remains one of the prettiest vehicles in this segment. OPPOSITE: relatively compact dimensions belie a very spacious interior.

easily tested, the Sportage is still as comfortable as ever.

One of the more noticeable improvements is the steering. An electrically assisted system has now been fitted to the Sportage diesel in favour of the old hydraulic-assisted steering. Low-speed manoeuvres are now performed at the lightest touch without sacrificing too much weight and feel at higher velocities.

TesT summary Kia had no choice but to update the Sportage, what with the arrival of some prominent new players in its segment. Even though it’s been on our roads for quite some time, the Sportage still offers quite a bit of styling individuality and an overall package that boasts good value for money.

price: eNgiNe:

R425 995

Cylinders: four, inline, transverse Fuel supply: elec. common-rail, direct inj., turbo, diesel Cubic capacity: 1 995 cm3

eNgiNe ouTpuT:

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

SCORE: score

72/ 75/ 100

130 4 000/4 500 392 1 800-2 500

TraNsmissioN: Type Drive wheels Driver aids

six-speed auto four ESC (electronic stability control)

WHeels aND Tyres:

Road wheels 18-inch alloy Tyre make Hankook Optimo Tyre size 235/55 R18 Spare – type and locationfull size alloy, under boot board

BraKes: Front Rear Hydraulics

300 mm ventilated discs 284 mm solid discs ABS with EBD and BAS

sTeeriNg:

Type rack and pinion, electric power assist Turning circle diameter 10,6 metres

suspeNsioN: Front Rear

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

capaciTies: Seating Fuel tank Boot/utility space

4/5 55 litres 304/1 128 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

acceleraTioN (secoNDs): 0-60 0-80 0-100 0-120 0-140

195 4,52 7,15 10,22 14,41 20,72

oVerTaKiNg acceleraTioN (secs): AT 2,32 2,63 3,06 4,14 5,99

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

8,80 litres/100 km 10,56 litres/100 km 8,10 litres/100 km 611 km 192 g/km

BraKiNg TesT:

Average of 10 stops/rating

perFormaNce FacTors: Mass as tested (kg)

3,11/good 1 693

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 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

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merCeDes-BeNZ CLa220 CDi 7G-DCT

Does a willing diesel powerplant with a dual-clutch ‘box complement a premium compact sports sedan?

Torquey engine is a gem; its exhaust note isn’t – mike FOurie

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JUST look at it; it’s a dream machine.

In the premium-compact segment, the CLA is without peer in terms of aesthetic value and sheer desirability.

Nevertheless, we believe buyers expect more of the svelte four-door than the A-Class on which it is based. Why? Well, because it has a boot… For a buying public accustomed to several generations of the C-Class, all of

which availed a sophisticated big Benz feel in compact, pocket-friendly packages, a four-door with a three-pointed star needs to be a cut above.

It takes a while to find a comfortable seating position in the CLA, but the electric adjustment specified in the test unit certainly helped. The 220’s torquey 2,1-litre four-cylinder turbodiesel allows the seven-speed

dual-clutch transmission to remain much more settled in normal driving conditions than it does on the 1,6-litre petrol 180 and 200 models. However, even though the diesel chatter is most noticeable at startup, it punctuates virtually every throttle input and detracts from the fact that the CDI is an ever-willing, flexible driving machine.

It’s a pity, because the CLA’s steering feel is direct and, when a twisty, smooth piece of blacktop presents itself, the Benz devoured the road with relish. The grippy front-end inspires confidence and the heightened body control belies the sedan’s compact-car underpinnings.

The price you pay is a nervous ride quality over less than ideal surfaces (on those 18-inch run-flat tyres), but

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the sportiness of the car – and the shortcomings associated with it – are to be expected.

Whereas some may be inclined to forgive the CLA’s ride/handling imbalance and turn up the volume of the audio system for the sake of savouring the extra 100 N.m the lessthan-silent turbodiesel offers over its petrol sibling, the biggest drawback of the model is that it’s a hollow triumph of form over function. It’s merely an A-Class in sharper attire – and that would be okay, if the levels of leg- and headroom in the rear were not so limited and there was more standard equipment (it has manual aircon, for

BELOW: red stitching gives CLA’s cabin a sporty air, but manual air-con’s a letdown.

BOTTOM AND OPPOSITE: athletic lines and (optional) 18-inch make this Benz the sexiest premium-compact sedan bar none.

example). The Benz’s luggage capacity is acceptable (the space is shallow, but deep); however, the test unit’s finishes felt middling – from the clang on closing the bootlid to the facia which feels like plastic. What’s more, our test vehicle exhibited a number of interior rattles and squeaks.

TesT summary Although guaranteed of sales success by virtue of its elegant, evocative exterior, let alone the allure of the Three-pointed Star, the CLA220 CDI misses a trick. Instead of being a sporty sophisticate that makes the A-Class seem utilitarian and the C-Class a sop to practicality, this Benz is a bleary wake-up from an idle flight of fancy. Yes, it makes you look back in admiration before closing the garage door behind you – but surely it should take more than svelte packaging to satisfy you?

PriCe: eNGiNe:

R447 600

Cylinders: four, inline, transverse Fuel supply: elec. common-rail, direct inj., turbo, 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)

Type Drive wheels Driver aids

seven-speed auto front ESC, hill start

WHeeLs aND Tyres: Road wheels Tyre make Tyre size Spare – type and location Front Rear Hydraulics

72/ 68/ 100

125 3 400/6 300 350 1 400-3 400

TraNsmissiON:

Brakes:

SCORE: sCOre

18-inch alloy Goodyear Eagle F1 225/40 R18 none, run-flat, repair kit

276 mm ventilated discs 258 mm solid discs ABS with EBD and BAS

sTeeriNG:

Type rack and pinion, electric power assist Turning circle diameter 11,0 metres

susPeNsiON: Front Rear

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

CaPaCiTies: Seating Fuel tank Boot/utility space

5 50 litres 320/944 dm³

WarraNTy aND serViCe iNTerVaLs: 3-year/100 000 km warranty, 6-year/100 000 km maintenance plan, Service according to onboard indicator

maXimum sPeeD (km/H): Manufacturer’s figure

aCCeLeraTiON (seCONDs): 0-60 0-80 0-100 0-120 0-140

230 3,86 5,70 8,20 11,41 15,89

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)

AT 1,55 3,86 2,58 3,43 4,23

4,5 litres/100 km 5,4 litres/100 km 8,6 litres/100 km 926 km 117 g/km 3,12/good 1 565

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

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MERCEDES-BENZ ML400 BLUEEFFICIENCY 4MATIC

Benz quietly slipped a new model into its ML range.

It’s a peach of an engine worth making noise over Benz doing what it does best − mechanical refinement and interior luxury – STEVE SMITH

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IT’S been a couple of years now since Mercedes-Benz launched the third generation of its luxury SUV ML-Class and, if you read our first test (a ML250 BlueTEC in September 2012), you would’ve noted we weren’t all that enthused.

We detected a whiff of B-Class about the new W166’s exterior design and thought the 2 143 cm3 turbodiesel somewhat underpowered for

a car of this considerable bulk. All in all, we felt that the car wasn’t much of an improvement on its more aggressively styled predecessor.

However, having driven more of its derivatives, it is certainly a model range that’s grown on us. And the ML400 with its new petrol V6 bi-turbo has only reinforced that change of mind. We first experienced this new V6 in the facelifted E-Class where it

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drew high praise and the new engine is claimed to be both more efficient (meets EU6 emissions standards) and, thanks to the bi-turbo, more powerful than the ML350 BlueEfficiency. Whereas the older naturally aspirated 3 498 cm3 unit generated 225 kW and 370 N.m of torque, the new engine puts out 245 kW and 480 N.m across a wide range of 1 600 to 4 000 r/min.

Behind the wheel, this increase in power isn’t immediately obvious.

Rather than anything that might snap your head back, the increase in power is delivered smoothly and progressively, and the SUV always feels like it’s got plenty in reserve for any mid-gear overtaking manoeuvres on the highway.

Interestingly, our fuel run didn’t quite back up Merc’s efficiency claims over the previous model and the

PRICE: ENGINE:

R900 452

Cylinders V6, longitudinal Fuel supply elec. direct fuel inj., turbo, intercooled, petrol Cubic capacity 2 996 cm³

ENGINE OUTPUT:

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

SCORE: SCORE

72/ 80/ 100

245 5 250/6 000 480 1 600-4 000

TRANSMISSION: Type Drive wheels Driver aids

seven-speed auto all ESC (electronic stability control)

WHEELS AND TYRES:

Road wheels 19-inch alloy Tyre make Dunlop SP Sport Maxx GT Tyre size 265/45 R20 Spare – type and location space saver, under boot board

BRAKES: Front Rear Hydraulics

330 mm ventilated discs 325 mm ventilated discs ABS with EBD and EBA

STEERING:

Type rack and pinion, electric power assist Turning circle diameter 11,8 metres

SUSPENSION: Front Rear

independent, double wishbones, coil springs, anti-roll bar multilink, coil springs, anti-roll bar

Seating Fuel tank Boot/utility space

CAPACITIES: 5 93 litres 384/1 512 dm³

WARRANTY AND SERVICE INTERVALS:

2-year/unl. km warranty, 6-year/100 000 km maintenance plan, service according to onboard computer

MAXIMUM SPEED (KM/H): Manufacturer’s figure

ACCELERATION (SECONDS): 0-60 0-80 0-100 0-120 0-140

ML400 returned a figure of 11,4 L/ 100 km. We didn’t test the previous ML350 BlueEfficiency, but on our fuel index it boasts 10,2 L/100 km, whereas the ML400 is 11,5 L/100 km.

For a big SUV, this is certainly within acceptable limits and up against its other qualities, this quickly fades as a factor. This engine is so quiet you’d be fooled into thinking you were driving a hybrid. The buttery smooth power delivery is complemented by a seven-speed 7G-tronic auto ‘box.

Whatever noise the drivetrain might make is blocked out by excellent NVH control, while the levels of interior build quality are up there with Benz’s luxury sedans. That said, the spec is fairly spartan – air suspension, reverse camera and a sunroof are pricey options – and the interior design leans towards the solemn.

Compared with its rivals, interior

TOP: cabin places practicality front and centre. ABOVE AND OPPOSITE: the R36 000 AMG Exterior Sports package includes a body kit and larger wheels.

TEST SUMMARY If you’re looking for an SUV that can occasionally satisfy that sportscar demon sitting on your left shoulder, then look at the equivalent X5, Cayenne or Range Rover Sport. If, however, you’re looking to ferry your family in luxury and refined comfort, then the ML400 makes a compelling case.

1,83 4,74 6,84 9,29 12,46

OVERTAKING ACCELERATION (SECS): AT 1,25 1,56 2,11 2,39 3,10

40-60 60-80 80-100 100-120 120-140

FUEL CONSUMPTION:

space is excellent. Where it’s also measurably better than its rivals is out back, with 384 dm3 of luggage space; that’s bigger than the BMW X5 (368 dm3) and the same as the Porsche Cayenne. Lower the rear seats and it takes the honours with a whopping 1 512 dm3.

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

8,80 litres/100 km 11,5 litres/100 km 11,4 litres/100 km 815 km 217 g/km

BRAKING TEST:

Average of 10 stops/rating

PERFORMANCE FACTORS: Mass as tested (kg)

3,01/good 2 327

FEATURES CHECKLIST

Airbags front/side/knee/curtain Aircon manual Audio system radio/CD/MP3/aux-in/USB/Bluetooth Cruise control standard Driver seat adjust manual Foglamps front + rear Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages 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

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merCeDes-BenZ s400 HyBriD

It’s testament to the brilliance of the S that, even with this compromised drivetrain, its star still shines brightly

At this price point, the S350 BlueTEC is the S-Class to get – TerenCe sTeenkamp

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THERE are few cars that have to bear an equal weight of expectation than the one that hangs over each new iteration of Mercedes-Benz’s S-Class. Fresh versions of the quintessential large German saloon have to be more luxurious, more cosseting and play host to even more cutting-edge technology than their predecessors.

Thankfully, after having tested

various versions of the new S, it’s clear the latest model still possesses, and indeed improves upon, the tenets of what made it the perennial yardstick for the grand-saloon segment throughout its history.

This is the sole locally available hybrid version, the S400. International markets boast an ultra-efficient S300 Hybrid, but that hasn’t been earmarked for South Africa.

Under the vast expanse of bonnet rests a 3,5-litre, naturally aspirated V6 petrol that is supplemented by a 20 kW/250 N.m electric drivetrain.

The outputs aren’t exactly class-leading, and as a result the responsiveness isn’t quite there.

The occasionally strained engine note means you’re fully aware that the powerplant has to work hard under even modest acceleration. Even so, there’s plenty of accessible performance once the V6 is on song. The car changes modes seamlessly, with only the occasional faint vibration alerting occupants to the fact that the V6 has come onboard.

But, ultimately it’s a somewhat disappointing showing considering the excellence of the older BMW ActiveHybrid7’s powertrain and when measured against the S-Class’s other-

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priCe: enGine:

R1 287 401

Cylinders Fuel supply Cubic capacity

V6, longitudinal electronic direct injection, petrol 3 498 cm3

enGine OuTpuT:

Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) Max power (kW; electric motor) Max torque (N.m; electric motor)

SCORE: sCOre

72/ 79/ 100

225 6 500/7 000 370 3 500-5 250 20 250

TransmissiOn: Type Drive wheels Driver aids

seven-speed auto rear ESC (electronic stability control), hill-hold

WHeeLs anD Tyres:

Road wheels 19-inch alloy Tyre make Bridgestone Potenza S001 Tyre size 245/45 R19(f)/275/40 R19(r) Spare – type and location space saver, under boot board

Brakes: Front Rear Hydraulics

335 mm ventilated discs 300 mm ventilated discs ABS with EBD, EBA

sTeerinG:

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

suspensiOn: Front Rear

MacPherson struts, air springs, anti-roll bar multilink, air springs, anti-roll bar

CapaCiTies: Seating Fuel tank Boot/utility space

5 70 litres 384 dm³

WarranTy anD serViCe inTerVaLs:

2-year/unlimited km warranty, 6-year/100 000 km maintenance plan, service according to onboard computer

maXimum speeD (km/H): Manufacturer’s figure

aCCeLeraTiOn (seCOnDs): 0-60 0-80 0-100 0-120 0-140

250 3,72 5,65 7,84 10,85 14,17

OVerTakinG aCCeLeraTiOn (seCs):

FROM TOP: cabin is the class of the field, but the ash-wood trim is chintzy to the extreme; understated and elegant exterior.

OPPOSITE: black paint hides S’s bulk.

wise near-flawless execution.

Most notable of the aforementioned is the cabin. As ever, the ambience is strongly dependent on the individual specification (the test car was finished in black leather with “metallised” ash-wood accents), but the material quality, fit and finish rivals that of Bentley. With its ornate air ventilation outlets replete with control knobs that ascend and descend, the facia is a particular highlight.

S-Classes cushion occupants better than their rivals, and this version is no different. Shod with conservatively sized 19-inch wheels, the S400 Hybrid rode beautifully under all conditions.

But, despite its substantial frame and limousine bearing, the S isn’t a complete pudding to drive. The steering, although well damped, is direct and the car noses accurately into the bends. Body control is, as expected, suitably composed and gives way to noticeable lean only when taking a decidedly ungentlemanly approach to the bends.

TesT summary Our experience with the second-lowest rung on the model ladder was a mixed affair. The S-Class is undoubtedly brilliant, but the drivetrain isn’t quite as good. We’d opt for the S350 BlueTEC time and again or, if you’re dead set on a hybrid grand saloon, accept the obvious age-related shortcomings of the BMW 7 Series and choose the ActiveHybrid7.

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)

AT 1,43 1,92 2,21 3,00 3,37

6,80 litres/100 km 8,16 litres/100 km 8,60 litres/100 km 858 km 159 g/km 3,02/good 2 102

FeaTures CHeCkLisT

Airbags front/side/curtain Aircon qua-zone climate Audio system radio/CD/MP3/aux-in/USB/Bluetooth/voice control Cruise control standard Driver seat adjust electric, incl. height Foglamps front + rear 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

Designed to stop would-be car thieves in their tracks.

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mITsuBIsHI PaJerO sPOrT 2,5 Di-D 4x2 aT

Mitsubishi’s most affordable Pajero Sport model might just be the pick of the range

If you’re not going to do any pukka off-roading, this 4x2 is the Pajero Sport to consider – WILHeLm LuTJeHarms

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IT is no secret that South Africans have a love affair with bakkies and SUVs. Even more so when we have access to a combination of the two, cars such as the Toyota Fortuner, Chevrolet Trailblazer and Mitsubishi’s Pajero Sport.

In terms of sales, the Fortuner has held the crown since its launch,

but during our road test (December 2013), we picked the 4x4 Pajero Sport above these two main rivals.

The 4x2 version of Mitsubishi’s bakkie-SUV has the same features counting in its favour as the 4x4.

Under the hood is the same 2,5-litre, four-cylinder turbodiesel found in the all-wheel-drive version. Sending

torque only to the rear axle, this vehicle tips the scales at 118 kg less than the 4x4. The result is a slightly sprightlier driving experience, while the reduction of 0,7 litres compared to the previous 3,2-litre engine has had no effect on the capability of the vehicle. The newer unit delivers a healthy 131 kW and 350 N.m, more power and torque than the ageing 3,0-litre D-4D unit found in Toyota’s Fortuner.

The interior is exactly what we have come to expect of bakkie-based SUVs. It is more comfortable and convenient than that of a Triton, while the infotainment system supplies a plethora of information and can play music from most sources.

Despite it being a 4x2, gravel roads can still be covered with confidence

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thanks to chunky tyres and generous ground clearance. Across more strenuous terrain, we did miss the locked centre-differential 4x4 drivetrain.

On tar, the Pajero Sport is one of the better examples of the breed.

The ride is firm (though softer than a Fortuner's) and wind and road noise don't unduly intrude. Body control is loose at higher speeds, but it doesn't feel overly top heavy in town driving.

During performance testing, the differences between the 4x2 and 4x4 unit proved very small. From a standing start to 140 km/h, the 4x2 version FROM BELOW: cabin is richly equipped, but plastics are utilitarian at best; the Pajero Sport is less bulky than its competitors.

OPPOSITE: generous ground clearance allows the 4x2 to traverse rocky terrain.

has a 0,89-second advantage. During in-gear acceleration tests, this version was also ahead, while on our fuel run it showed only a 0,2-litre/100 km improvement over the all-wheel-drive Pajero Sport.

TesT summary Although the Pajero Sport doesn’t offer the extended model range of the Chevrolet Trailblazer or Toyota’s Fortuner, the available models definitely offer rounded packages at very competitive prices.

The engine and transmission combination suits this vehicle well and the 2,5-litre is a welcome upgrade over the previous engine. The Pajero Sport deserves to sell better in an (admittedly) competitive, brand-concious market segment.

PrICe: eNGINe:

R429 900

Cylinders Fuel supply

four, inline, transverse electronic common-rail, direct injection, turbocharged, intercooled, diesel Cubic capacity 2 477 cm³

eNGINe OuTPuT:

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

SCORE: sCOre

72/ 74/ 100

131 4 000/4 500 350 1 800-3 500

TraNsmIssION:

Type five-speed auto Drive wheels rear Driver aids ASTC (active stability and traction control)

WHeeLs aND Tyres: Road wheels Tyre make Tyre size Spare – type and location

17-inch alloy Bridgestone Dueler H/T 245/65 R17 full-size alloy, under body

BraKes: Front Rear Hydraulics

295 mm solid discs 295 mm drums ABS with EBD and BAS

sTeerING:

Type rack and pinion, hydraulic power assist Turning circle diameter 11,2 metres

susPeNsION: Front Rear

independent, double wishbones, coil springs, anti-roll bar multilink, coil springs, anti-roll bar

CaPaCITIes: Seating Fuel tank Boot/utility space

5 70 litres 96/416-1 512 dm³

WarraNTy aND serVICe INTerVaLs:

3-year/100 000 km warranty, 5-year/90 000 km service plan, service every 10 000 km

maXImum sPeeD (Km/H): Manufacturer’s figure

n/a

aCCeLeraTION (seCONDs): 0-60 0-80 0-100 0-120 0-140

4,96 8,04 11,87 17,70 25,66

OVerTaKING aCCeLeraTION (seCs): Top 2,20 2,95 3,82 5,64 7,46

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

8,5 litres/100 km 10,2 litres/100 km 10,2 litres/100 km 686 km 225 g/km

BraKING TesT:

Average of 10 stops/rating

PerFOrmaNCe FaCTOrs: Mass as tested (kg)

3,37/average 1 945

FeaTures CHeCKLIsT

Airbags front/side/curtain Aircon Automatic Audio system radio/CD/MP3/aux/USB/Blue/voice ctrl Cruise control standard Driver seat adjust electric, incl. height Foglamps front Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages no Mirror dim (int) auto Park assist standard Steering adjust rake Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

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OPeL

merIva 1,4 TurbO eNjOy The consolidation of the local Meriva range has resulted in the most impressive version yet

Is the Meriva the most underrated family vehicle on the South African market?– IaN mcLareN

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A perenniAl favourite among the CAR team, the Opel Meriva continues be somewhat of an unsung hero within the local marketplace.

Perhaps as a result of its unconventional packaging or uncertainty around the brand’s positioning within the greater GMSA family, the vehicle that arguably best bridges the gap between the hatchback dynamics and MPV versatility is one of the most

underrated in both segments.

In a move aimed at consolidating the range and giving the Meriva the best possible chance of standing tall in the market, GMSA now offers only one model (as opposed to two previously) featuring what it feels is the best balance between value and stand-out luxury.

Among the many unique design elements on the Meriva, its FlexDoor

forward opening (suicide-style) rear doors are arguably the most impressive. They afford convenient and effortless entry and exit – particularly with child-seat accessibility in mind – into the rear seats. These three chairs can be individually adjusted (including sliding inward and folding flat) to free up additional luggage space when required.

The versatility of the rear is complemented by convenience offered up front. Included in the Enjoy’s specification are a leather-bound multifunction steering wheel and comprehensive audio system, together with auto headlamps and windscreen wipers.

The Meriva’s configurable FlexRail centre-console system, including deep bin, offers a variety of storage (both out-of-sight and other) options.

If we do have a gripe, it’s in the rela-

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PrICe: eNGINe:

R261 500

Cylinders Fuel supply

Cubic capacity

four, inline, transverse multipoint electronic fuel injection, turbocharged, intercooled 1 364 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: sCOre

72/ 80/ 100

103 4 900-6 000/6 500 200 1 850-4 900

six-speed manual front ESC (electronic stability control)

WHeeLs aND Tyres:

Road wheels 17-inch alloy Tyre make Bridgestone Potenza RE050A Tyre size 225/45 R17 Spare – type and location space saver, under boot board

braKes: Front Rear Hydraulics

308 mm ventilated discs 265 mm solid discs ABS with EBD

sTeerING:

Type rack and pinion, hydraulic power assist Turning circle diameter 10,83 metres

susPeNsION: Front Rear

double wishbone, coil springs, anti-roll bar multi-link, coil springs, anti-roll bar

CaPaCITIes: Seating Fuel tank Boot/utility space

5 54 litres 265-328/1 320 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

196

aCCeLeraTION (seCONDs): 0-60 0-80 0-100 0-120 0-140

4,71 7,06 10,81 15,33 23,14

OverTaKING aCCeLeraTION (seCs):

FROM TOP: perceived quality is good but control layout is scattered; suicide doors allow easy ingress. OPPOSITE: large headlamps provide excellent illumination.

tive complexity of the tightly spaced audio and climate-control buttons on the centre stack.

A standard driver’s armrest is best left raised while piloting the Meriva around town. This affords optimal access to the slick six-speed manual transmission gear lever and allows the driver to keep the turbocharged (103 kW/200 N.m) 1,4-litre engine on the boil. Shift efficiently ahead of a notable 5 000 r/min drop in performance and the Meriva is more than capable of matching everyday commute and school run traffic speeds.

This while delivering an impressive fuel index of 8,04 litres/100 km and

corresponding tank-to-tank range of close to 700 kilometres.

TesT summary With so many manufacturers determined to fill even the smallest of niche segments in the market, it’s easy to overlook an existing model that arguably already has many of these supposed opportunities covered. Through clever packaging, the Meriva offers a level of versatility and convenience usually reserved for more functionover-form designs.

CAR Guide lists the Honda Jazz and Kia Soul as rivals to the Opel MPV but, in truth, the Meriva’s impressive breadth of ability (lack of an automatic option aside) could easily find a much wider audience, including potentially troubling its sleeker Astra hatch cousin.

40-60 60-80 80-100 100-120 120-140

3rd 3,20 3,30 3,37 4,21 -

4th 5,48 4,78 4,87 5,50 6,50

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)

5th 8,65 6,01 6,58 7,36 9,03

Top 13,37 8,52 8,69 9,97 12,92

6,70 litres/100 km 8,04 litres/100 km 7,20 litres/100 km 672 km 156 g/km 3,01/good 1 476

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 manual, incl. height Foglamps front Folding rear seat 40:20:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist optional Steering adjust manual rake + reach Steering audio controls standard Trip computer standard Upholstery cloth Windows electric Wipers auto-on standard

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raNGe rOVer eVOque sD4 DyNamIC

We’re grazing the age of the double-digit gearbox, but is this shift the way forward?

It’s smooth and technologically impressive, but the nine-speed ‘box has some quirks– GareTH DeaN

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GO back 10 years and you’d be surprised just how few cars had that extra leg on the gate or digital numeral in the instrument binnacle that denoted a sixth gear.

But with the precipitous climb in fuel prices and legislation targets for emissions, we’ve seen the number of gears sported by numerous models take a similar path.

Just as we’d come to terms with

Mercedes’s seven-speed ‘box and an eight-speed, ZF-sourced item doing service in a number of vehicles, Jeep introduced a nine-speed transmission in its Cherokee range, a move emulated by Land Rover in its latest batch of Evoque models.

Granted, it’s largely a concession to the aforementioned pressures under which motor manufacturers now labour, but is nine gears a step too far?

Aesthetically speaking, we’re largely familiar with, but still wowed by, the Evoque’s eye-catching lines and sumptuous cabin befitting the Range Rover nameplate.

We also remain impressed with the agile yet luxurious driving experience and the 140 kW and lusty 420 N.m of torque developed by the refined and lively 2,2-litre turbodiesel, but it’s what’s bolted to that motor that’s really unfamiliar territory.

The nine-speed transmission is the handiwork of German gearbox specialist ZF that supplies six- and eightspeed units to Audi and BMW, among others. Given an extra cog over the eight-speeder and a higher final drive ratio, it’s been tasked with providing a fairly heavy but dynamically lively SUV a neat balance between fun and frugality. But, while the new ‘box has

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an impressive pedigree, its application is something of a mixed bag.

In its normal drive setting, the nine-speeder hurries through the gears to place you in the highest (i.e. fuel-saving) ratio. This sometimes renders progress a bit sluggish with overtaking requiring a mash of the throttle. Thankfully, the engine is strong and flexible enough to dig up the requisite torque to liven things up.

That said, the ‘box is wonderfully smooth in its actions and selecting sport completely remedies these quirks, keeping the engine simmering and sharpening throttle

FROM BELOW: Dynamic model sacrifices some spec, but cabin still lavishly equipped; lack of tinted windows is one of very few clues that this is a cheaper Evoque. OPPOSITE: still fresh years after its launch.

response, while manual shifting is reasonably quick.

While our 9,2-second 0-100 km/h sprint came close Land Rover’s claimed 8,5 seconds, we struggled to match the 6,3 litres/100 km fueleconomy claim; our mixed-use fuel run returned 8,4 litres/100 km.

PrICe: eNGINe:

R720 422

Cylinders Fuel supply

four, inline, transverse electronic common-rail, direct injection, turbocharged, intercooled, diesel Cubic capacity 2 179 cm³

eNGINe OuTPuT:

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

SCORE: sCOre

72/ 76/ 100

140 4 000/4 800 420 1 750

TraNsmIssION:

TesT summary With the early adoption of a ninespeeder, we’ve got to say kudos to Land Rover for venturing into unknown automotive territory. While we remain impressed with the Evoque as an overall dynamic and aesthetic package, we still have a couple of reservations regarding the low-speed vagaries presented by the large number of ratios. Hopefully, this will be resolved in time as it’s merely the first step into our motoring future.

Type nine-speed auto Drive wheels all Driver aids ESC (electronic stability control), hill-start assist

WHeeLs aND Tyres:

Road wheels 19-inch alloy Tyre make Pirelli Scorpion Verde All-Season Tyre size 235/55 R19 Spare – type and location space saver, under boot board

BraKes: Front Rear Hydraulics

300 mm ventilated discs 302 mm solid discs ABS with EBD and EBA

sTeerING:

Type rack and pinion, electric power assistance Turning circle diameter 11,3 metres

susPeNsION: Front Rear

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

CaPaCITIes: Seating Fuel tank Boot/utility space

4/5 60 litres 264/856 dm³

WarraNTy aND serVICe INTerVaLs:

3-year/100 000 km warranty, 5-year/100 000 km maintenance plan, service according to onboard computer

maXImum sPeeD (Km/H): Manufacturer’s figure

195

aCCeLeraTION (seCONDs): 0-60 0-80 0-100 0-120 0-140

3,96 6,12 9,18 13,71 19,45

OVerTaKING aCCeLeraTION (seCs): AT 1,73 2,23 2,90 4,10 5,26

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

6,30 litres/100 km 7,56 litres/100 km 8,40 litres/100 km 714 km 167 g/km

BraKING TesT:

Average of 10 stops/rating

PerFOrmaNCe FaCTOrs: Mass as tested (kg)

3,31/average 1 845

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 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

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RENAULT

DUSTER 1,5 dCi DYN. 4x2 Renault makes the adventure lifestyle more accessible with this small SUV

The one to have if you’re genuinely living the SUV lifestyle – KELLY LODEWYKS

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Gone are the days when SUVs had to be big, bulky and overbearing. The trend these days is to downscale to baby SUVs, of which the Renault Duster is a prime example.

On the styling front, while some competitors have rounded edges, the Duster boasts a chunky and rugged appearance thanks to oversized headlamps and square lines.

The utilitarian charm continues inside, where the Duster has hard plastics, practical cloth upholstery and easy-to-decipher layout are hard, colours are bland and there. There is, however, lots of standard features, including air-conditioning, front, side and curtain airbags, electric windows, electric mirrors, central locking, parking sensors, 16-inch wheels,

CD/MP3/USB/radio with Bluetooth connectivity, navigation and steering column-mounted audio controls.

Rear passengers complained of limited legroom, but boot space is good at 296 dm3 and the utility room measured 1 128 dm3.

Under the bonnet lies an 80 kW 1,5-litre dCi engine that delivers a stout 240 N.m. Drive is sent to the front wheels via a six-speed manual transmission. This combination works well, although the gearshift is a touch notchy. The torque peaks at 2 500 r/min and peters out soon after, so initial pullaway can feel laggy. Keep the Duster in it’s optimal torque band, however, and overtaking acceleration is a doddle. CAR testers noted that the unit is sufficiently

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PRICE: ENGINE:

R235 900

Cylinders Fuel supply

four, inline, transverse electronic common-rail, direct injection, turbocharged, intercooled, diesel Cubic capacity 1 461 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: SCORE

72/ 74/ 100

80 4 000/5 000 240 2 500

six-speed manual front ESC (electronic stability control)

WHEELS AND TYRES:

Road wheels 15-inch alloy Tyre make Continental CrossContact Tyre size 215/65 R15 Spare – type and location full size steel, under boot board

BRAKES: Front Rear Hydraulics

280 mm ventilated discs 228 mm drums ABS with EBD and EBA

STEERING:

Type rack and pinion, hydraulic power assist Turning circle diameter 10,4 metres

SUSPENSION: Front Rear

MacPherson struts, coil springs, anti-roll bar torsion beam, coil springs

CAPACITIES: Seating Fuel tank Boot/utility space

5 50 litres 296/1 128 dm³

WARRANTY AND SERVICE INTERVALS:

5-year/150 000 km warranty, 3-year/45 000 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

5,08 8,46 12,86 18,27 28,21

OVERTAKING ACCELERATION (SECS):

FROM TOP: although basic in terms of finish, the cabin is very well equipped; the Duster’s boxy design means the boot’s large. OPPOSITE: square, and proud of it.

The ABS and ESP-equipped brakes helped to achieve a decent average braking time of 3,07 seconds.

TEST SUMMARY refined, though there is surprising amounts of clatter at idle.

We can’t fault the Duster’s welldamped ride, which easily smoothes away scars, while the handling is decent (although it does feel quite top heavy in vigorous cornering).

Being 2WD, this Duster won’t perform as well off the beaten track as out AWD long-termer but, thanks to its ride height and impressive approach and departure angles of 30 and 35 degrees, it should prove capable on rutted roads and gravel.

If you’re looking for a smooth-riding vehicle with the appearance of an SUV but at a fraction of the price of full-sizes ones, the Duster takes some beating. Its utiliterian roots can grate at times − NVH control isn’t a good as in the Ford EcoSport, for example − but this is easily compensated for with the best standard specification this side of R300 000.

That said, the AWD model is an equally comfy commuter (though its steering is somewhat heavier), with the added appeal of four driven wheels for adventurous weekend excursions.

40-60 60-80 80-100 100-120 120-140

3rd 2,57 2,83 4,24 -

4th 3,88 3,55 4,11 5,99 -

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)

5th 8,59 4,66 4,85 6,00 9,35

Top 6,12 6,14 7,67 12,17

5,50 litres/100 km 6,60 litres/100 km 7,19 litres/100 km 757 km 143 g/km 3,07/good 1 305

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

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TOyOTa FJ CruIser

Little has changed on the FJ Cruiser since its local introduction. Does that matter, though?

One of the most capable off-road vehicles, but with enough on-road comfort – WILHeLm LuTJeHarms

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TOYOTA’S FJ Cruiser is a distinctive proposition in the 4x4 market thanks to a unique design and door layout, as well as its off-road capability.

On the majority of sealed surfaces, it rides well for such an off-road-biased vehicle, even though it’s somewhat cumbersome in the corners.

From behind the steering wheel,

when peering through the upright windscreen that offers a letterbox view of the outside world, you can imagine you are piloting a military tank.

The FJ’s 4,0-litre V6 petrol engine (producing 200 kW and 380 N.m), is not frugal, but once you have planned your off-road excursion the idea of owning an FJ Cruiser starts to

make sense. We decided to test the FJ on the dunes, a favourite playground for 4x4 enthusiasts.

It is no secret that you need outright power to overcome obstacles in a sandy environment and that’s where the FJ really came into its own.

Although you can charge up some dunes at speed, you can sometimes bank on using only 80 or 90% of the throttle travel in the FJ, leaving the final 10 or 20% for that last moment to help the vehicle summit a dune.

This is where the 200 kW makes its mark ... For these situations, the 4H setting in the four-wheel-drive system did a fine job. Should the vehicle get stuck, low-range can be selected with the 4L setting.

It is not difficult to get stuck in

If your vehicle is too damaged to drive after an attempted theft or hijacking, we provide a Courtesy Transport Service

PrICe: eNGINe:

Cylinders Fuel supply Cubic capacity

R492 200 V6, longitudinal electronic multi-point injection 3 956 cm³

eNGINe OuTPuT:

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

SCORE: sCOre

72/ 72/ 100

200 5 600/5 500 380 4 400

TraNsmIssION: Type Drive wheels Driver aids

five-speed auto four VSC, A-TRAC

WHeeLs aND Tyres:

Road wheels 17-inch alloy Tyre make Dunlop GrandTrek AT 22 Tyre size 265/70 R17(f)/ 265/70 R17(r) Spare – type and location full-size alloy, rear door

BraKes: Front Rear Hydraulics

320 mm ventilated discs 312 mm ventilated discs ABS with EBD and BA

sTeerING:

Type rack and pinion, hydraulic power assist Turning circle diameter 12,4 metres

susPeNsION: Front Rear

double wishbones, coil springs four-link, coil springs

CaPaCITIes: Seating Fuel tank Boot/utility space

5 72 + 87 litres 344/1 288 dm³

WarraNTy aND serVICe INTerVaLs: 3-year/100 000 km warranty, 5-year/90 000 km service plan, service every 10 000 km

maXImum sPeeD (Km/H): Manufacturer’s figure

aCCeLeraTION (seCONDs): 0-60 0-80 0-100 0-120 0-140

175 3,95 6,20 8,57 12,02 16,49

OVerTaKING aCCeLeraTION (seCs):

ABOVE: aficionados will appreciate the “letterbox view” from the driver’s seat. TOP: the Toyota’s oddball styling hasn’t aged.

OPPOSITE: dune ascents are the FJ’s forte.

heavy sand and fortunately there are two options available to the driver.

First of all, the rear differential lock can be activated (it makes a noticeable difference in its own right), but then Toyota’s A-trac system is also available. Although a front mechanical diff-lock will always be better, the A-trac replicates the effect of a diff-lock by using the brakes to limit wheel spin on the front wheels (when the rear diff-lock is activated).

Predictably, this is what you need to crest that dune in those seconds

before you realise you need to bail out and reverse back, or keep the throttle pinned and let the power combined with these systems carry you over to the other side.

TesT summary The FJ is one of Toyota’s most capable off-road vehicles. The powerful engine, combined with the high approach and departure angles make off-roading a pleasure, while the additional 87-litre fuel tank (added to the 72-litre main tank) improves its range. And don’t forget the crawl function. The “suicide doors” might not be the most practical, and the FJ’s size will surely intimidate some, but as a specialised off-road vehicle, the FJ ticks most boxes.

Top 1,52 2,29 2,41 3,51 4,31

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

11,9 litres/100 km 14,28 litres/100 km 17,2 litres/100 km 1 113 km 278 g/km

BraKING TesT:

Average of 10 stops/rating

PerFOrmaNCe FaCTOrs: Mass as tested (kg)

3,14/good 2 040

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

Reliable Reporting gives you access to an electronic logbook for your tax returns and mileage claims.

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TOyOTa

LaND CruIser PraDO 3,0 DIeseL VX Toyota’s popular SUV was facelifted earlier this year – can it still compete in this tough segment?

Hard to fault the Prado’s abilities despite the odd looks and old-tech diesel engine – sTeVe smITH

58

AS with most of its Toyota siblings, the Land Cruiser Prado has never been a car to carry airs and graces.

Among its large SUV competitors, the ladder-frame-chassis Prado has always felt like one whose utilitarian origins are thinly disguised by a smart set of clothes.

And that’s exactly why South Africans enjoy this car so much. After

all, its close relative, the Hilux-based Fortuner, has long occupied the top of the SUV sales charts and the Prado shares a similar rock-solid reputation for reliability and off-road performance. Indeed the two models even share the same 4,0-litre V6 petrol and 3,0-litre turbodiesel engines, as well as a five-speed auto gearbox.

Late last year, Toyota revealed a

mostly cosmetic facelift of the Prado; most noticeably a redesigned nose.

What was a fairly benign visage has now become far more characterful if not outright aggressive, with elongated, daytime-running-strip equipped headlamps, a grille like an upended mechanical digger and a redesigned front bumper. New kit includes allnew 18-inch alloy wheels and blindspot monitoring with warning lamps in the side mirrors.

The interior has also seen some changes. In the company it keeps – from the Land Rover Discovery to the German off-roaders – the Prado’s interior has always felt both a little cheaper and fussier. The build quality is excellent but the scattered controls appear borrowed from the parts bin

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and the quality of the plastics and leather isn’t quite as soft to the touch.

The facelift, however, has tidied up the centre console and instrument cluster, and the centre stack now includes a Rocks & Dirt mode for the Multi-terrain Select system.

On the road it might roll in corners; have a light but rather dead steering; see its damping troubled by constant undulations; and have a diesel powerplant that takes its time to get to 100 km/h (12,99 secs) but these aren’t qualities outside the bounds of acceptability for a big SUV. Where it does shine is among the above-mentioned rock and dirt. Here it’s easy to forgive the car’s asphalt

BELOW: VX spec sheet is substantial, but perceived cabin quality doesn’t match the class’s best. OPPOSITE: boxy styling lends Prado an air of ruggedness.

foibles and among the most challenging of off-road terrain – from dunes to rocks – the VX’s vehicle stability, active traction, Multi-terrain Select, crawl control, hill-start and downhill assist make it the consummate SUV.

TesT summary Despite its ongoing popularity, the Prado is not without its faults. As reliable as it may be, Toyota’s trusty 3,0-litre turbodiesel is showing its age among the more efficient and powerful new-generation diesels. It may also be longer than most, but with only 88 dm3/384 dm3, it has the least luggage space and there is less elbow and shoulder-room. Despite this, its impressive spec, dual on/off-road prowess and the back up of Toyota’s extensive dealer network make it an excellent choice if “big, comfy SUV with off-road ability” is on your shopping list.

PrICe: eNGINe:

R761 900

Cylinders four, inline, longitudinal Fuel supply elec common-rail direct inj., turbo, diesel Cubic capacity 2 982 cm3

eNGINe OuTPuT:

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

SCORE: sCOre

72/ 74/ 100

120 3 400 400 1 600-2 800

TraNsmIssION: Type Drive wheels Driver aids

five-speed automatic all ESC (electronic stability control)

WHeeLs aND Tyres: Road wheels Tyre make Tyre size Spare – type and location

BraKes: Front Rear Hydraulics

18-inch alloy Bridgestone Dueller H/T 265/60 R18 full-size alloy, rear door

338 mm ventilated discs 312 mm ventilated discs ABS with EBD and EBA

sTeerING:

Type Rack and pinion, hydraulic power assist Turning circle diameter 11,6 metres

susPeNsION: Front Rear

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

CaPaCITIes: Seating Fuel tank Boot/utility space

7 87 litres 88-344/1 528 dm³

WarraNTy aND serVICe INTerVaLs:

3-year/100 000 km warranty, 5-year/90 000 km service plan, service every 10 000km

maXImum sPeeD (Km/H): Manufacturer’s figure

aCCeLeraTION (seCONDs): 0-60 0-80 0-100 0-120 0-140

175 4,94 8,39 12,99 19,10 28,90

OVerTaKING aCCeLeraTION (seCs): AT 2,42 3,54 4,78 6,66 10,99

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

8,50 litres/100 km 9,52 litres/100 km 9,40 litres/100 km 828 km 224 g/km

BraKING TesT:

Average of 10 stops/rating

PerFOrmaNCe FaCTOrs: Mass as tested (kg)

3,11/good 2 439

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 Folding rear seat 60:40 Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard + Multi-terrain monitor system with 4 external camera Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

59

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The guys and I love getting out of the city for a day of mountain biking. And this time, I was driving.

But when my car was stolen the day before, I thought I’d have to let the whole team down. Thankfully, Tracker is all about freedom from car troubles. Because in one call, my Theft Rescue got me a rental car and a full tank of petrol. The ride was great, and luckily, my ego remained un-bruised.

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