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A U S T R A L I A ’ S

C A R

M A G A Z I N E

g King of theHill!

R-SPEC & ZL1

DEC 2019

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NZ $11.50

BLOWN ’STANG & CAMARO CREATE MAYHEM ON THE MOUNTAIN!

The oversize US trucks set to TRAMPLE HILUX AND RANGE

The all-new Hyundai Veloster.

Live loud.

Introducing the all-new Veloster. Featuring Apple CarPlay™1 & Android™ Auto2, Head-Up Display3, wireless smartphone charging3, sporty interior detailing, 1.6L turbocharged engine4 and a hidden 3rd door. The loud car with a hidden secret. hyundai.com/au/en/veloster

1. Apple CarPlay™ functionality requires software update. Apple CarPlay™ requires iPhone 5® or subsequent model (lightning cable) in order to operate. Apple® and iPhone® are registered trademarks of Apple Inc. 2. Android™ Auto requires a device with Android 5.0 operating system or subsequent version, and USB cable in order to operate. Android is a trademark of Google Inc. 3. Head-Up Display & wireless smartphone charging only available on the Turbo Premium variants. 4. 1.6L Turbocharged engine only available on the Turbo and the Turbo Premium variants.

Beautiful.

Brilliant.

Logical.

The all-new Audi Q3.

A triple threat.

Arriving soon.

The all-new Audi Q3 is a premium SUV that’s punching above its weight.

It’s style-conscious, tech-smart and designed to adapt to you.

With bold styling, an intuitive 10.1 inch touchscreen and clever rear-seat configurations, the new Q3 has three-times the appeal.

Audi Vorsprung durch Technik

M U S T A N G

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Contents NEXT ISSUE

DEC 5

ON SALE

FIRST DRIVES

3 0 D AY S / O V E R R U N

F E AT U R E S / T E S T S

HYUNDAI VELOSTER

YANK TANKS

Lopsided Korean esoterica now comes with extra helping of adequacy

The RAM 1500, the Chevy Silverado and the new surge of US heavy ordnance. Get ’em before the Donald brings ’em home

KING OF THE HILL: FORD MUSTANG R-SPEC vs HSV CAMARO ZL1

LEXUS RX

A megawatt of supercharged mumbo as we get Ford and Chevy’s heaviest hitters up on the mountain at Bathurst

It started out as a facelift. Industrious Lexus got a bit carried away

MUSTANG RALLY

PORSCHE TAYCAN DRIVE

LAMBORGHINI HURACAN EVO

Hold your horses! Local assembly of Ford’s blown Mustang R-Spec is bringing car production jobs back to Oz

Inwood cracks into some serious kays in Porsche’s elektrisch Meisterwerk

Sant’Agata’s most polished performer for the first time here in Australia, on our second-greatest race circuit

COTY 2020

VOLKSWAGEN T-CROSS

The times they are a-changing. Check in here to discover why our revamped COTY 2020 will be like no other

You! Yes, you, niche prospect! VW now has a tiny SUV riding on a Polo platform that you will be unable to resist

MODERN CLASSIC

CITROEN C3 AIRCROSS vs SKODA KAROQ

VOLKSWAGEN T-ROC

Odd moustache, fancy peaked hat, a tiger and a Lamborghini LM002 – just your regular dictator starter pack

Boutique bijou SUVs eyeball each other coquettishly

Europeans love the T-Roc even more than they love smoking in public. We check whether Aussies will take to it too

TECH: LAMBO’S SUPERCAPACITOR

MERCEDES-BENZ A250

Dan Gardner explains why the Lamborghini Sian FKP37 has more than just a giant camera flash inside it

Plug-in hybrid tech for Merc’s A-lister

AUDI Q3

KAY HART PROFILE Her dad was the boss of the All Blacks but we won’t hold that against Ford Australia’s President and CEO

BENTLEY TO THE BATTLEFIELDS Mel Nichols on a great marque born of unimaginable adversit

TOYOTA RAV4 MAZDA CX-5 HYUNDAI TUCSON Entry mid-size SUVs head-to-he

We never really took to the old Q3. It had shortcomings. Herre’s Ingolstadt’s impressive remedial prroject

KIA SELTOS Cheap, not particularly nast Aussie buyers tend to love tha at formula and Kia’s about to cash in with its baby SUV

Hyundai Veloster: meet the ultimate childlo

BEST OF THE RE

ED’S LETTER O O O O TWIN TEST Hyun ndai Venue vs Mazda CX-3 OUR GARA

RETRO 1954 Me

O CAREY

@wheelsaustralia

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THE NEW F-PACE SVR

SORRY TO APPEAR AGGRESSIVE.

The new F-PACE SVR, created by Jaguar Special Vehicle Operations. 5.0L V8 550PS Supercharged engine. 680Nm torque. 0-100km/h in 4.1 seconds. Turn your attitude up. jaguar.com.au

FROM THE EDITOR

“DISCOUNT HSV FOR A MOMENT AND WHAT DOES HOLDEN HAVE TO COMPETE WITH? IF BLUE v RED ISN’T DEAD, THEN THE PARADIGM HAS CERTAINLY SHIFTED” GOD IT WAS a good Bathurst 1000. One for the ages. A titanic seven-hour tussle full of intrigue, close racing, crushing crashes, controversy, and daring passes. And don’t get me started on the final 30 minutes. It was so exciting that my stepfather, who is an unusually calm and quiet man, suddenly leapt from the sofa and proceeded to shout and punch the air while bouncing on the balls of his feet.

And being Bathurst, half the fun is what happens off the track.

I grew up a stone’s throw from The Mountain and my enduring memories of the wild and dusty camp sites that hug the circuit are of shining seas of crushed beer cans, of crude and unsavoury behaviour, and of a fierce, tribal rivalry. The line might have been invisible, but it was omnipresent: you were either Red or you were Blue.

Boy did it mean a lot to us then. We didn’t just argue about it in the schoolyard, and later in the pub, but we wore the colours with pride, and we idolised our drivers. To us, Peter Brock and Dick Johnson were Holden v Ford. And when Craig Lowndes decided to ditch his Commodore for a green-eyed Falcon, we all went a little mad. “We actually got a death threat,” Lowndes told the ABC, years later. “We had a bodyguard that travelled with us for the first six months.”

Anyway, the point is it meant something. It mattered. Now, though, I worry that the passion has fizzle ed. As I watched this year’s Bathurst 1000 and stared as chopper cam completed yet another daredevil swoop over the top of The Mountain, all I could think t was: has the Blue v Red rivalry run its course? Is the whole Holden v Ford thing … dead?

The pictures on the box made a pretty y convincing argument that no, it hasn’t, and no, it isn’t, though I couldn’t shake the feeling that, despite the fans’ obvious an nd undiminished passion for the race, the tw wo-

tribes thing felt somehow half-hearted; that the intensity was a ghost of what it once was.

This is relatively easy to explain. This year’s Great Race was the first time the grid has been totally void of locally made metal (there were still some Falcons running around in 2018), and if you’re a Holden fan, the potency has had even longer to dissipate.

More than Ford, Holden felt uniquely Australian, which has made the transition to imported cars harder to swallow. The Camaro, which is expertly fettled by HSV, offers some solace, but it’s expensive and isn’t racing. The same will apply to the incoming Chevy Corvette.

It’s been an easier switch for Ford fans. Without as much emotional baggage to contend with, the move from Falcon to Mustang has felt fairly natural. Plus, Ford is pounding Holden in the exciting road-car stakes. It has the Raptor, incoming Fiesta and Focus STs (plus the cracking Focus RS), rumours of an even hotter ute are rampant, and this month’s cover star, the Mustang R-Spec, has even rekindled some local manufacturing knowhow and restarted the Campbellfield production line. Discount HSV for a moment and what does Holden have to compete with? If Blue v Red isn’t dead, then the paradigm has certainly shifted. And Blue is kicking Red’s ass…

There are small and passionate pockets that will disagree, of course, and they’ll likelly threaten to nail my traitorous skin to the nearest flagpolle. Cameron Kirby met many of these diehards when he became the first journalist in the country to spend some qua ality time with the Mustang R-Spec during the thick k of this year’s race (full story p58).

Though I’d wag ger that despite their obvious passion and love of ra acing, they’re either clinging to the past or are blissffully unaware of the ground shifting beneath th heir feet. Even if the rivalry burns just as fierce in their eyes, will their kids feel the same way? I doubt it.

@wheelsaustralia

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America: Truck yea AUSTRALIA IS SET TO BECOME THE NEW FRONTIER FOR US-BUILT LARGE DUAL-CABS, UR BRINGING BOTH BIG GRUNT AND JOBS TO OU BELEAGUERED MOTOR INDUSTRY

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EMEM ER WHEN American pick-up trucks were considered nothing but oversized oddities in Australia?

These lumbering giants loomed large on roads clogged with comparatively tiny car-based utes, and had usually been converted to righthand drive in the kind of questionable backyard labs that wouldn’t look out of place on Breaking Bad. No longer. Any vacuum left by locally built workhorses has been comprehensively filled (and then some) by American-built pick-ups, with trailblazers from Ram and Chevrolet now set to be joined by a stream of new and gigantic metal – all with names so macho they’d get Rambo excited – from Nissan, Toyota and Ford.

These jumbo dual-cabs haven’t just grown a market segment, but uncovered a whole new one, somehow revitalising Australian automotive manufacturing along the way.

Cars aren’t made here any more, sure. At least not from

scratch. But someone has to convert these vehicles from American-spec left-hookers to right-hand drive, with the Victorian facility responsible for Ram and HSV now home to more than 160 Australian workers. That number is growing all the time, too, with the factory introducing 24-hour shifts to meet a backlog of almost 500 orders.

The point is that big utes suddenly mean big business, and this bubbling pool of buyers hasn’t gone unnoticed by other manufacturers, with as many

the just-updated Titan in Australia “as soon as possible”. While local executives have been pushing for a factorydelivered right-hand-drive large ute, that window is understood to be closing, if it’s not already shut, and so a Ramstyle conversion program is currently being investigated.

And given Nissan has just dipped a sizeable toe into those localisation waters, with the launch of the Premcartuned Navara Warrior, it’s something that will happen sooner rather than later.

These jumbo dual-cabs haven’t just grown a market segment, but uncovered a whole new one as four new players either studying, or in the process of introducing, their own large dual-cabs in Australia.

And while they might all look a little different, and wear a different badge, they all subscribe to an identical formula: huge engine, huge dimensions, a huge thirst for petrol, and enough under-foot grunt to shift tectonic plates.

Nissan is one brand with its eye on the pick-up prize, with plans to launch

“There are really two options for us. The first is that the factory would produce right-hand-drive vehicles for our market, but that’s not the case at the moment,” Nissan Australia boss Stephen Lester tells Wheels.

“The second is that we work on local conversion and homologation.

“And if we can make Titan happen, it will more than likely happen with conversion. We’re already down the

@wheelsaustralia

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DECEMBER 2019

path of finding who can do that for us, and we’re working as fast as possible, because I’ve said before that I’d like the Titan here ASAP. Right now we’re working with Premcar on the Warrior.

So if right-hand drive can’t happen we can look to conversion, provided the truck market is still growing.”

One company that knows plenty

A WHEELS INSIGHT

the smaller 1500 dual-cab, wh hich is selling like a towering slab off American hotcakes. The brand had sold d almost 2000 units to the end of September, with more than 80 percent off those sales represented by the V8-powered 1500.

If you think that would be a sore point for HSV – which has so o far been limited to converting the bigger utes,

Toyota US have made no secrett of just how keen they are to see the next-generation Tundra go global al about local conversion is HSV, given Holden’s traditional tuning arm now has nothing in the way of homegrown product to work with. Instead, engineers there are already hard at work moving the steering wheel of the comparatively slow-selling Camaro and bigger Silverado pick-ups, the 2500 and 3500.

Yet in the same facility – though under a different company name and on a separate production line – Ram engineers have struck gold converting

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despite a smaller Chevrolet Silverado 1500 being offered in the USA – you’d be exactly right.

But while it’s yet to be officially confirmed, it’s a problem they’ll soon be solving. Wheels understands that the brand will next turn its attention to the Silverado 1500 – in fact, the team’s engineers have already made research trips to the States – with HSV keen to hit buyers where they’re shopping.

We know, too, that Toyota is desperate

Max capacity If large lumps set your heart racing, feast your eyes on the 7.3-litre V8 Ford’s cramming into the engine bays of its F-250 and F-350 trucks. The pushrod/overhead-valve unit cranks out 320kW and 644Nm. While this capacity might seem like flipping the bird to fuel economy, Ford insists the beefy powerplant was created with frugality in mind, the pushrod two-valve design enabling the engine,mated to a 10-speed automatic ‘box, to produce peak power at low revs. Sadly, it’s not an option for the F-150.

IN FOCUS to fill what might be the only gap in its bulging Australian product portfolio, and could well be one of only two manufacturers to introduce its large dual-cab entrant – the giant Tundra – as a right-hand-drive vehicle direct from that car’s US manufacturing facility.

While technically still “under study”

by Toyota’s Australian arm, its US cousins have made no secret of just how keen they are to see the next-generation Tundra, due around 2021, go global, with the brand’s entire dual-cab family to be built on a new and internationalfriendly platform.

“We’re working on our nextgeneration Tundra, and I can’t wait to show it to you,” says Toyota’s North American group vice-president and general manager, Jack Hollis. “I would love to see that car go global. We have a great relationship with Australia – the company there does fantastic work.”

And finally there’s Ford, producer of not just the best-selling dual-cab in America, but the most popular vehicle on the planet, the F-Series pick-up.

That, too, is ready for an update – expected to arrive next year – and key among the changes will be the capacity for it to be manufactured in both leftand right-hand drive, with executives holding up the global success of the Mustang as its case in point.

For its part, Ford in Australia says the Mustang’s success “blew our minds away”, and should the F-150 be offered with its steering on the right, then it would “absolutely bring one in”.

“If customers go that way, we’d absolutely bring one in. We’ve had full-size pick-ups here before, when they were available in right-hand drive,” says Ford Australia’s marketing manager, Danni Winter.

“We always research before we bring a product in. We did that with Mustang, and even though we researched it, it still blew our minds away, how much we were able to grow the sports segment overall.”

The American invasion, then, has only just begun.

A NDR EW CH E STE R TO N

Thinking big The arrival of the Silverado 1500 will increase Chevrolet’s footprint in Australia, while Ford, Nissan and Toyota also want a piece of the large dual-cab pie.

CHEVROLET SILVERADO 1500 Engine 6.2-litre V8 Outputs 313kW/623Nm Load capacity/Towing 1021kg/4218kg Likelihood for Oz All but confirmed.

Expect in 2020

FORD F-150 Engine 5.0-litre V8 Outputs 295kW/542Nm Load capacity/Towing 1483kg/5261kg Likelihood for Oz 50:50. Next-gen due in 2020

NISSAN TITAN Engine 5.6-litre V8 Outputs 298kW/560Nm Load capacity/Towing 875kg/4381kg Likelihood for Oz All but confirmed.

Expect in 2020

TOYOTA TUNDRA Engine 5.7-litre V8 Outputs 284kW/544Nm a ng 784kg/4626kg Load capacity/Towi Likelihood for Oz 50:50. Next-gen due in 2020/21 @wheelsaustralia

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Built True Blue THANKS TO THE SUPERCHARGED MUSTANG R-SPEC, AUSSIE HANDS ARE ONCE AGAIN ON THE TOOLS AT FORD’S VICTORIAN FACTORY IN FOCUS

C

ARS WEARING the Blue Oval are again being built in Australia. Well, kind of.

No, it’s not the full mass production that once created such a singular and cherished automotive culture, but Aussie workers are being tasked with assembling supercharged V8 Mustangs in a secret building at Ford’s Campbellfield facility.

The small-scale production line has been reignited to pump out the new R-Spec Mustang, which you can read all about in our feature on p58.

There are subtle technicalities involved when describing who builds the cars (see sidebar, right), but the simple version is that Herrod Performance employees are responsible for the assembly at a Ford-owned facility, with Ford Australia selling the 522kW/827Nm vehicles through its dealer network.

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Only one other company has been able to ink a similar deal: Shelby.

“This is the biggest challenge of my career,” Herrod Performance owner Rob Herrod told Wheels at Mount Panorama following the car’s launch.

Production of customer cars will begin in January, and will run until June.

While the facility is not a full production line per se, there are obvious similarities to how Ford Performance built the XR8 and XR6 Sprints.

Herrod is leasing the space from Ford Australia, and when it’s running at full capacity, he expects the new facility will be producing at least six R-Specs a day.

Final staffing numbers haven’t been locked down; however Herrod told Wheels that between 30 and 40 new employees will make up the assemblyline staff, up from the six full-time employees Herrod Performance currently has on its books.

Blue Oval,, fair and square Technically the R-Specs are not official Ford products, with the blown ‘Stangs built under Second Stage Vehicle Manufacturer status, an accreditation Herrod Performance has held since 2016. However, every R-Spec is built to Ford’s exacting OEM standards, with the local Special Vehicles unit completing a thorough testing and homologation process. This has given Ford Australia the confidence to sell the performance hero through its dealerships with a full five-year factory warranty, albeit it with shorter service intervals of every six months or 10,000km.

Imported parts, sure, but lovingly bolted into the Mustang’s engine bay

by Aussie hands

The exact numbers remain uncertain as Herrod is still finalising the production process, with the assistance of the minds at Premcar. This

involves generating the ‘build book’ – essentially the assembly manual – for the R-Spec, documenting every nut, bolt and process that goes into the

production of the car as each example moves through a series of ‘slow builds’.

It’s not just the build process that needs to be finalised. As you read this, Herrod is in the US helping organise the “logistical nightmare” of getting every part involved in production ready to be shipped to Australia.

It’s expected that each R-Spec will be assembled over two weeks, traversing six stations at the hands of eight people.

Each R-Spec starts life as a fully-built Mustang GT manual that is then placed on a hoist to have the new exhaust and suspension components fitted. The supercharger is then installed with all four wheels back on solid ground.

Ford wouldn’t be drawn on what was next for the facility once R-Spec production ends in mid-2020, but Wheels understands there is scope for future projects in a similar vein to R-Spec.

CAM ER O N KI R BY

@wheelsaustralia

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Car of the Year 2020: new rules HOW WHEELS IS MAKING CAR OF THE YEAR, THE AUSTRALIAN MOTORING INDUSTRY’S MOST COVETED AWARD, TOUGHER BUT FAIRER

I

F IT AIN’T BROKE, don’t fix it.

That’s been the mantra behind Wheels Car of the Year for some time. The award process did a good job of sieving a diverse bunch of contenders down to one excellent vehicle, so why change things? Because cars are changing, the way buyers shortlist cars has changed, and because it’s COTY’s responsibility to help drive change, not merely react to it.

So what’s different for 2020? A big one is the transparency of the judging process. We reiterate the five criteria that the cars are judged against every year. Function, Technology, Value, Safety and Efficiency become a mantra for every juror. What we haven’t done to date is publish the scores that each car achieves against those five pillars. That changes this year. Every judge’s decision

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is going to be open to scrutiny, helping you to better understand how a vehicle progresses – or otherwise – through the entire competition.

In order to make that process ever more objective, data gathering will play an even bigger part. We are collecting more information on the cars this year than any other to improve our decision making and further boost the award’s reputation for objectivity. Each car will be independently tested for wet/dry/dirt braking, 0-100km/h performance, and cabin noise at 80km/h.

In previous years, the push has been for inclusivity. This year breaks that tradition. A bigger competition isn’t necessarily a better one if it compromises on quality. Therefore, only cars with a genuine shot of winning the trophy have been invited. This has meant that cars that have performed poorly in comparison tests get the chop, helping reduce the number of cars from 60 to 35.

More time spent with a more select crop of cars results in a better verdict for you.

As well as making the judging process less opaque, we’re also moving to make

As well as making the judging process less opaque, we’re also moving to make it fairer, especially where value is concerned

SPOT LIGHT

That’s infotainment!

Connectivity is increasingly becoming a key buying criterion. This year we’ll run each vehicle’s infotainment system through a standardised test during the judging walk-arounds, scoring them on factors such as functionality, design and quality.

it fairer, especially where value is concerned. In a bid to maintain a certain attainability and relevance, the value criterion was primarily concerned with affordability. Many excellent cars were thus excluded merely on the basis that they carried a larger price tag. That’s no longer the case. From now on, a broader judgment on whether the price reflects the vehicle’s qualities will help inform the value decision. That doesn’t mean that COTY becomes a luxury-car shootout. We’ll still score the cars on metrics such as warranty and servicing, resale and running costs.

The process ought to reward genuinely special cars and not just default to a bland level of competence across the board. That’s why we’ve also added an ‘X-factor’ rating in the functionality category, to recognise those cars that are elevated above their peers in terms of ownership experience.

Car of the Year is a process that’s been refined over more than half a century. But refined is the word. It needs to constantly evolve to retain its preeminence. A light tune-up for 2020 feels about right.

AN DY ENR I GHT

@wheelsaustralia

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ELL THAT SUCKS son has pulled the plug on his electric car project. m-cleaner magnate had committed $4.6bn ct, employing 500 people at its Hullavington e UK. In an email to staff, Dyson confirmed that un it its course. H He said thatt th the tive project had ru id th engineering team “has ey have a fantastic car; the ach ous in their approa ning faithful to our s. However, though we out the ry hard througho mply t process, we sim ake it r see a way to ma y viable.” mber, instantly becoming the top-selling electric car in the country.

Not only did it outsell the combined Australian electric car market by more than 6 to 1, but September deliveries of the Model 3 totalled more than the previous two years’ deliveries of Tesla’s Models S and X combined.

WARRIOR CASTE

FROM BAG GLESS TO JOBLESS RETURN SUPRA (AGAIN)

Has Nissan built its own cut-price version of the Ford Ra er R tor? The Navara N-Trek Warrior features beefier suspension, bigger wheels and tyres, a steel front bumper and a host of other refinements. The dual-rate coil springs which are softer than standard come with progressive bump stops and heftier shock absorbers, with la er dam ni rods for firmer control both on- and off-road. The Premcar-develo d Warrior is likely to lob at around $65,000.

The Supra’s got to go back to the shop again. On the other side of the Pacific, cars are being recalled to BMW dealers over a rev versing camera issue. This follows a minor recall for the Suprra over a weld in the seatbelt mount last month. “This recall only affects North America with approximately 3800 vehicles involved, with roughly 3500 of those vehicles in the United States es. This does not affect any Australian-delivered Australian delivered vehicles,” ve said a ota Australia okesman.

Mad Max?

“I’m not ere to e the most liked person” Max Verstappen answers criticism th t his driv ng ard and dirty sometimes crosses the line between ha

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British style. Famous badge.

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Test drive today. mgmotor.com.au *$27,990 is the driveaway price for MG ZS Essence MY19 model (as shown) including metallic Paint (RRP $500). ~$22,990 is the driveaway price for MG ZS Excite MY19 model (with no added options). *~Available at participating MG dealers. Ends 25/12/19. While stocks last. Not available to fleet, government or rental buyers, or with other offers. ^7 year factory warranty & !7 year roadside assistance T&C’s at www.mgmotor.com.au/warranty. Not available to fleet, gov’t, rental, hire car or chauffeur buyers. MG Motor Australia reserve the right to change or extend these offers.

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DECEMBER 2019

Incoming THE

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DUE MAR

AUDI UDI Q3 SPORTBACK It’s yet another SUV-cum-coupe design, but this one looks good. Three variants are coming down under, the first of which will be the 35 TFSI, which gains a boosted 1.4-litre four-cylinder with 110kW/250Nm. Expect the range to start at around the $50,000 mark.

DUE Q1

FORD FOCUS ST DUE Q1

FORD FIESTA ST All good things come to those who wait... Ford ditched the mundane Fiestas in favour of the 147kW/290Nm ST, and it’s priced at $31,990. We’ll only get the five-door version of the three-pot hot hatch, but it’ll be loaded with goodies like the Performance Pack and ‘ST3’ grade interior as standard.

Ford’s undercard to the next-gen RS means business. The ST will arrive in Oz with a $44,690 sticker, but you’ll get a tricky front diff and a 206kW/420Nm 2.3-litre turbo four. The fast front-driver can be had with a six-speed manual or a seven-speed auto.

N E W A R R I VA L S

DECEMBER Audi TT Mini Clubman JCW Nissan Navara N-Trek Warrior Volkswagen Amarok update Volkswagen Passat

Q1 2020 Audi Q3 Sportback; A6 Allroad Ferrari F8 Tributo Ford Mustang; Fiesta ST; Focus ST Mitsubishi Pajero Sport

DUE Q1

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SKODA KODIAQ RS

Nissan Qashqai

Performance, diesel and SUV aren’t always happy bedfellows but Skoda’s Kodiaq RS is a diesel seven-seat SUV Nurburgring record holder. Its 176kW/500Nm twin-turbo oiler sips fuel at 6.4L/100km, putting an element of green into the Green Hell. Yours for $65,990.

Skoda Superb; Kodiaq RS

whichcar.com.au/wheels

Porsche Cayman GT4 Volkswagen T-Cross; T-Roc

TheMarket e HOLDEN’S HOLDING ON... JUST EDITOR

HIGHLIGHTS Low pricing and a favourable public image is doing wonders at Mitsubishi, with the Japanese marque landing three models in the top 10 rankings (Triton, ASX and Outlander).

Interestingly, Toyota’s Supra almost claimed the honours in the sports car over $80K segment at its first attempt with 232 sales, pipped by the MercedesBenz C-Class Coupe/Convertible (248).

LOWLIGHTS Holden’s slide down the rankings continues. Not only is the venerable Aussie marque almost out of the top 20, it recorded its worst monthly sales in its 71-year history. With 2863 cars sold in September, all three topselling dual-cabs sold more individually than the entire Red Lion range. The market, too, continued its declining trend with its 18th consecutive fall. In terms of raw numbers, 6530 fewer vehicles were sold in September 2019 compared with the same month in 2018.

Alex Inwood

T O TA L S A L E S

DEPUTY EDITOR

Andy Enright

88,181

ART DIRECTOR

Felipe Ubilla PRODUCTION MANAGER

SEPTEMBER 2019

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

MODEL

SALES

Toyota Hilux Ford Ranger Mitsubishi Triton Hyundai i30 Mitsubishi ASX Mazda CX-5 Toyota Corolla Kia Cerato Nissan X-Trail Mitsu’ Outlander Toyota RAV4 Mazda 3 Hyundai Tucson Subaru Forester Nissan Qashqai Isuzu D-Max Toyota Prado Mazda CX-3 Hyundai Kona Holden Colorado

3364 3116 3001 2447 2419 2355 2219 2022 1769 1731 1716 1696 1488 1374 1350 1346 1338 1317 1254 1216

Alan Baxter SENIOR JOURNALIST

RANK SALES (AUG ’19) (SEPT ’18)

1 2 8 4 10 7 3 11 9 15 5 6 12 16 18 18 13 22 26 14

4338 3228 1857 2508 2138 1506 2917 1574 1908 1404 1611 1842 1415 1470 1144 1446 1518 1214 1513 1318

Ash Westerman STAFF JOURNALISTS

Cameron Kirby . Trent Giunco STAFF PHOTOGRAPHERS Ellen Dewar .

Nathan Jacobs . Alastair Brook CONTRIBUTORS John Carey .

Andrew Chesterton . Stephen Corby .

Toby Hagon . Byron Mathioudakis . Peter Robinson .

Michael Stahl . Daniel Gardner . Tony O’Kane VIDEO MANAGER Elle Tosolini COMMERCIAL CONTENT DIRECTOR

Matt Rice (02) 9263 9706 BRAND SALES MANAGER

Liam Quirk (02) 9282 8348 NSW AGENCY SALES

Max Kolomiiets (02) 8275 6486 VIC AGENCY SALES

Adrian Christian (03) 9567 4320 BRAND SALES MANAGER AND VIC/SA AGENCY SALES

Adrian Smith 0408 337 004 QLD ADVERTISING

Todd Anderson 0409 630 733 SA ADVERTISING

Nick Lenthall (08) 8212 6256 WA ADVERTISING

Emily Thompson 0408 516 176 ADVERTISING PRODUCTION

Winning Premium upswing

nth Mercedes-Benz enjoyed a stellar mon ys with its C-Class finding 636 driveway % in September. That’s a massive 78.7% increase against the same month in 2018. It smashed the premium W competition, more than doubling BMW 3 Series sales (294). Even cheaper rivals like the impressive Mazda 6 couldn’t get anywhere near it (193).

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Mighty Corolla losing favour?

The Toyota Corolla’s time at the head of the pack seems to be over. Dropping to seventh on the top 10 list with 2219 (-24%) sales, the popular Corolla was outsold by the Hyundai i30 (2447) and has the Kia Cerato close behind in ninth (2022). The Mazda 3’s slide down the rankings is continuing, too, with a 7.9% drop to 1696 sales and 12th place.

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27

Y O U R S AY

Inbox

GO AHEAD, TELL US WHAT YOU REALLY THINK But please, keep it tight (no more than 200 words) and do include your suburb if via email: wheels@wheelsmag.com.au You can also have your say on Facebook (search for Wheels Australia), Instagram or Twitter

LETTER OF THE MONTH

EXCELLENT GRAPHIC DESIGN, INTERESTING READING AND GREAT CUTAWAY DRAWINGS

“ WIN!

WHEELS MAGAZINE BETTER BY DESIGN

I HAVE A letterbox with a clear window in it so

I can check if I have mail from a distance. Last week I could see, as I approached it, the latest issue of Wheels with the Design Issue graphics on the cover.

Having a passion for mechanical and styling design, I couldn’t wait to get it out of the letterbox and read it. Brilliant. I had given up on English Motor Sport because the graphic art was terrible. I had given up on F1 Racing because it read like the Lewis Hamilton fan club magazine, and I had given up on Racecar Engineering because it focused mainly on the 28

whichcar.com.au/wheels

LETTER OF THE MONTH PRIZE May your letterbox be the source of more unbridled joy from Wheels, David.

The next 12 issues are on us!

invisible science of aerodynamics. The plastic Batman’s bathtubs of Formula 1 cars are now quite boring.

Wheels has excellent graphic designers, interesting reading and – most important to me – great cutaway drawings of technical parts of the car. More of these, please.

Wheels car magazine; the best darn car magazine in the world.

David Parr, Young, NSW That’s a great big-up, David, thank you. We’re pleased our Design Issue has been so well received by loyal readers like you. Guest editor Ian Callum shone an amazing light on this fascinating area – more than we could squeeze into the mag. Check out our full interview with him on the Wheels website – Ed

IT ALL ADDS UP…

MUCH AS I fully agree with Tom Bartholomew (and Ed’s response) in November’s Inbox, about how nice utes are as family transport, a salient point is often understated when considering their popularity. Lease one and novate it to yo employer (pay for it with pre-tax dolla accept the risk of the ATO asking q about it being ‘for work’ and they attr zero FBT. This provides a saving (paid for all other magnanimous taxpayers, mind) of some 40 percent of one’s motoring costs.

Oh, and at the end of the lease, any trade-in value over the lease residual can be put in one’s back pocket or used to discount a new one. Cool, eh? All this may answer the question as to why they are so very popular. Either that or we are a nation of tradies, desperately needing to buy 15,000 new utes each month.

Brian Wood, via email Interesting point, Brian, though we’ll leave the finer points of tax law to the beancounters – Ed

GOAT ALERT

AS A COMPULSIVE Wheels reader for over 50 years, I occasionally write a letter to the editor when things start to get my goat. I seek your indulgence to make a few comments.

I find it astonishing that two trucks are the top-selling ‘cars’ in this country. What happened? When I was in my 20s and 30s, horsepower was the name of the game. V8 Holdens, Fords and Valiant ruled. It seems there is nobody out there interested in driver’s cars.

After what seems a lifetime, the new Supra finally arrives with the help of BMW. What a truly ugly car. A mishmash of lines and creases, all in the wrong places. The nose resembles the front of a ’90s Mercedes Formula 1 car. The rear is just plain ugly. An opportunity wasted.

And why can’t the Japanese get behind turbocharging in their small cars? These dull cars with dull engines need some get up and go. The rest of the world offers turbo engines and yet the Japanese refuse to get with the program.

Peter Steele, Brisbane Glad you got that lot off your chest, Peter – though progress (or lack of) is in the eye of the beholder – Ed

FOCUS ON THE ROAD!

oncede that this is the future and there something for us. Hope is not lost, and me engineers do ‘get it’. I was never quite nvinced either. Until now.

Graeme Armstrong, Leeming, WA Glad to be of service, Graeme. For more electric dreams, check out our Taycan feature drive on page 66 – Ed

OMETHING FOR EVERYONE

AY I SUPPORT the words of Bryan eppard (Wheels, November 2019). I am, like most of your readers, interested in the exotic, but it is the $20,000-$40,000 car that we buy, and it is the design and marketing of these that make up our primary interest. It is for these cars that we buy Wheels.

O GET IT

David Dight, Seaton, SA

FOAMED AND FAR FROM HOME

I WOULD AGREE totally that due to foam sealant not being reliable, every volumeselling car should at least have a space-saver (Wheels, November 2019). It’s good to know you have some home rubber on board. For my 2014 VF I optioned for a full-size spare.

Definitely I’m all for revising the Australian Design Rules! Make it happen.

Frank Scholz, Emu Plains, NSW Thanks, Frank. It only takes woeful mobile phone service to expose the shortcomings of foam sealant – Ed

A TRUE VEHICLE FOR CHANGE

SOMEONE WILL ask me in 10 years when I thought it happened, and I will be able to trace it back to the October edition of Wheels, when it struck me that the day had finally come. You see, I’d wanted a Porsche 911 since I was four.

There’s magic in that formula, and 34 years later, my desire had not diminished – at least, not until the Taycan came along and finally made it okay to want something with four doors and no combustion occurring.

Sure, a Tesla had some quirky appeal, and it is brutally fast, but something was wrong. I could never pinpoint what. It will never matter, because whatever was wrong has been fixed

by Porsche, and I think the real drivers will finally

Time to chill

“NOTHING BEATS THE OPEN ROAD, SUN AND YOUR BEST MATE TO HANG OUT WITH”

Wheels serves a broad church, David.

We hope there’s a lot to like in our pages, whatever your taste in cars – Ed

FINES SYSTEM FLIES UNDER THE RADAR

IT HAS BEEN obvious for some time that police are on a quota, as you reported (Wheels, October 2019). But more serious is my belief that many of their devices are inaccurate or unreliable. For example, some years ago a radar operator wanted to write me a speeding ticket. I challenged him to demonstrate the accuracy of his equipment. He aimed at a stationary car some distance away and got a reading of 32km/h! (He continued to use this gear after I left.)

Another time my GPS chimed, indicating I was approaching a speed camera. I saw it in the distance, checked my speed, but still got an infringement notice in the mail.

You may be aware of the National Measurement Institute, whose responsibilities include checking the accuracy and reliability of instruments used in commerce and the law. I would be concerned if my petrol station operator checked his fuel meters – but no, the AMI does this periodically. Why is police equipment not dealt with in the same way?

Peter East, Urangan, Qld We feel your pain, Peter. It’s a vexed issue, and one on which we’d welcome more input from anyone in the know – Ed

Instagram user @adrianfallace_photography shared this sweet shot of his Ford Focus ST with us, and we have to agree with his caption (left). Tag @wheelsaustralia in your shots and we might feature you here in the future.

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29

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ANONYMOUS TIP

Carey

“I STRUCK UP A CONVERSATION … HERE WAS SOMEONE WHO COULD ANSWER A QUESTION THAT HAD BEEN BUGGING ME” REASONS TO say nice things about Ryanair don’t come along very often. Europe’s biggest-by-far budget airline isn’t an especially pleasant way to travel, and I speak from extensive experience in this matter. But the Irish outfit recently helped make me better informed.

When the Australian media’s two-day turn in Porsche’s 19-day and 6000km-plus European road trip to launch the Taycan came to an end, all the others had to head to Berlin’s Tegel airport to begin the long, multi-stage journey home.

I was instead flying from the German capital to my home airport of Bergamo Orio al Serio, outside Milan. Ryanair happened to be the only airline jetting nonstop between the two cities, making them my preferred option. But their limited schedule meant overnighting in Berlin and catching a flight early next morning.

That’s how I ended up in a restaurant on Chausseestrasse, sharing a table with the incoming group of Middle East and South African media. Travel fatigued, they all headed early to bed. That meant having only the fresh set of Porsche engineers, who had also flown into Berlin that day, as company for a nightcap at the eatery’s well-stocked bar.

It’s usually worth chatting with Porsche people, so I struck up a conversation. One was a high-voltage battery and charging expert.

Before moving to Porsche six years ago, he’d spent time with Mercedes-Benz working on hydrogen fuel-cell electric cars. Here was someone who could answer a question that had been bugging me. Lunch stops during the Taycan drive had been visits to service stations equipped with the latest-generation 350kW DC fast-chargers being rolled

out by Munich-based Ionity. This company is a joint venture launched by BMW, Mercedes-Benz parent Daimler, Ford and the VW Group, of which Porsche is a part. They will soon be joined by Hyundai and Kia. The rate at which the Taycan’s 93kWh lithium-ion battery can be topped up varies according to factors including its internal temperature and SOC (state of charge). In the most favourable conditions the pack will take on charge at a rate of 270kW, way higher than any other European-made EV and better than even the latest versions of Tesla’s Supercharger.

So what, I wanted to know, stops the Taycan from sucking the full 350kW? The expert answer is that maximum charge-rate limits are determined by battery design. Cells optimised for high energy density and therefore maximum range, my Porsche pal explained, have restricted ability – for reasons both chemical and physical – to absorb really high-power charge rates.

So while high-energy-density batteries will drive an EV further on a full charge, its driver must spend more time waiting at a DC fast-charger when making long journeys. And our obliging battery expert has seen first-hand evidence that this is already a gripe with EV early adopters who are also long-distance drivers.

He believes high DC fast-charge rates will become a greater priority for Porsche EV customers than the full-charge driving range. Other brands, he adds, are beginning to think the same way.

More topics were discussed as his beer and my grappa gradually disappeared, but the one question I neglected to ask was my Porsche man’s name. That’s why I can thank only Ryanair for adding to my store of EV knowledge.

@wheelsaustralia

31

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M O S S AT T H E M O U N TA I N

Robbo “I HAD A BALL, BOY,” MOSS TELLS ME. “WE ALL STOP TOO EARLY. I MADE A MISTAKE; I SHOULD NEVER HAVE RETIRED”

BATHURST 1976 is better remembered for the racing comeback

by Jack Brabham and Stirling Moss than Bobby Morris and John Fitzpatrick’s victory. The build-up to the return to motor racing

by Australia’s first world champion and the English legend Moss – surely the greatest driver never to win a World Championship – whipped the international press into a frenzy. For once Brock and Moffat were relegated to minor roles.

In perhaps the greatest anticlimax in Australian motorsport, the dream team’s race effectively came to a violent, shattering end when, on the starting grid, Brabham realised the gearbox on their Torana L34 was jammed. As the leading cars streamed away up the mountain Brabham was left sitting in the middle of the track before, whack, he was hit from behind by a Triumph Dolomite Sprint. Bathurst, it seemed, had come to an end for both cars before it had started. Moss sat disbelieving on the pit counter with Betty Brabham, his face wearing the despairing look of a man who’d lost everything. Or maybe not.

When news first leaked out that Gabriel Szatmary of Chequered Flag magazine had lured Moss to Australia for the race, who wanted only Brabham as his co-driver, I knew their comeback was perfect material for a Wheels feature. Moss had not raced since his terrible accident at Goodwood, England, in 1962, which had forced retirement. Brabham retired at the end of the 1970 F1 season when, with a little luck, he might have won a fourth world title.

Sceptics greeted the news with laughter and claimed it was a publicity stunt. When it became clear that the two heroes really were going to the Mountain, enthusiasts divided into two camps: some worried that the Golden Boy of the 1950s would tarnish his reputation, others believed the Moss/Brabham team were potential winners. Either way, photographer Warwick Kent and I decided to spend race day shadowing the two drivers.

After missing out on Johnny Harvey’s race-winning Torana, another L34

Torana was found, but preparation only began three weeks before the race. Moss spent time at Oran Park learning the car and, more importantly, the modern tyres. Accustomed to skinny treaded tyres that allowed his F1 cars to be thrown around, Stirling had trouble finding the limits of the slicks’ adhesion.

“On the slow corners, I have the courage,” Moss said, candidly.

“But my threshold of fear is much lower than it was.”

So to Bathurst, a circuit he compared to Sicily’s Targa Florio. “It’s like a poem, I don’t try to learn the whole thing at one time, I learn it line by line.”

Brabham eventually put the L34 10th on the grid. Then came the dramatic hit.

“I can’t wait 15 years for the next time,” Moss told me, fighting back the tears. “I’m too old. It took me 15 years to do this.”

As Jack and Betty hurried to their caravan, I asked if he would try again. Brabham snarled, “I wouldn’t have a clue.”

“Jack,” said Betty in the understatement of the day, “is pretty upset.” Then word drifted back that the team believed the car could be repaired to re-join the race. Sure enough, three hours later, pressure off, Brabham went out. Thirteen laps later it was Stirling’s turn. Eventually Moss was into a competitive groove, but after 22 laps the V8 dropped a valve.

“I had a ball, boy,” he told me, eyes sparkling. “We all stop too early. I made a mistake; I should never have retired.”

It’s a moment of utter euphoria. Moss spent much of the rest of the day signing autographs and being photographed, still a legend.

A few weeks after Wheels, December 1976 appeared, I received a letter from Moss thanking me for writing such “a sympathetic, understanding” story on the race. “I really don’t know whether I shall ever do the event again…”

Moss did return to racing, but not at Bathurst. In 1980 and 1981 he raced in the British Touring Car Championship and later drove in Historic events.

@wheelsaustralia

33

Powerful performance and superior handling for luxury vehicles

BE ONE WITH IT Be one with your tyres, and the road will be one with you.

Follow us on Facebook www.facebook.com/hankook.au www.hankooktire.com/au

MODERN CLASSICS, PEOPLE, TECHNOLOGY, CAR CULTURE

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Overrun MODERN CLASSIC

LAMBORGHINI

LM002 WHAT WAS IN THE WATER AT SANT’AGATA WHEN LAMBORGHINI PUT A COUNTACH V12 IN A TRUCK? P H O T O S A L A S TA I R B R O O K

Model Lamborghini LM002 Engine 5167cc V12, dohc, 48v Max power 313kW @ 5400rpm Max torque 461Nm @ 5200rpm Transmission 5-speed manual Weight 2700kg 0-100km/h 7.2sec Economy 42L/100km Price from $500,000 (now)

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G

THE GO OOD Sheer presence; mechanical durability; V12 soun ndtrack; well suited to Australian conditions; value’s only going one way

1986-1992 PRODUCTION SPAN AT A RATE OF ONE CAR PER WEEK

CHASSIS NO. OF 1990 LM002 BLOWN UP FOR RUSSIAN MOVIE BRIGADA 2

FUEL TANK WHICH COSTS $280 TO FILL

SHOCKS KILLED IN 1996 PARIS DAKAR DNF

169L

24

RIGHT-HAND DRIVE LM002 IN EXISTENCE. LIVES AT SANT’AGATA

ONE

DATA SET

LLA12298

vehicle and MTI had a plan. The plan appeared to amount to copying the 1969 FMC XR311. This wasn’t a particularly successful military vehicle, failing to secure meaningful export orders and enjoying a production run of 20. Nevertheless, the template of a tubular steel chassis, rear-mounted Chrysler V8, three-speed TorqueFlite gearbox and a clever anti-puncture system proved attractive to MTI. With the benefit of hindsight, perhaps an Italian supercar manufacturer heading for receivership wasn’t the sagest choice of partners to manufacture what would be known as the Cheetah, and when it was unveiled at the 1977 Geneva Show, it seemed to attract more legal threats from FMC than it did solid orders.

Lamborghini and MTI parted company with the only surviving Cheetah being retained by its designer Rodney Pharis who later sold it to Teledyne Continental, the people who brought you the Patton tank. Once the Mimran brothers had taken the reins, engineering development boss Giulio Alfieri pulled the Cheetah project out of mothballs and set to work refining the design. The LM001, of which one sole example was built, retained the rear engine but gained a roof. The handling was, like the Cheetah, notably wayward and it was clear that in order to succeed, a radical rethink was required.

The putative solution appeared at the 1982 Geneva Show. The second Lamborghini Militaria vehicle, the LMA002 (‘A’ for anteriore, because the engine was now in front) featured Bizzarrini’s V12 powerplant wrapped in brutalist sheetmetal. Its gestation was nevertheless lengthy, Lamborghini courting military orders with demo vehicles displayed with gun mounts at the rear. An order of between 500 and 1000 vehicles from Saudi Arabia looked to have been secured, only to fall through at a late stage in negotiations. Phil Scott reported on the prototype for Wheels in September 1982, opining that here was a 4WD that “may just have given a new lease of life to the Bull of Sant’Agata.” Sounds familiar.

Rather than chase Middle Eastern military orders, the company decided that Middle Eastern playboys might be a more lucrative business demographic to pursue. The production LM002 was unveiled at the 1986 Brussels Show, now powered by the 48-valve Countach QV lump. Rather than a stripped-out, utilitarian interior for four troops, it was now swathed in leather, and was fitted with tinted electric windows, airconditioning and a roof-mounted stereo. Run-flat Pirelli Scorpion tyres were one of the few conceptual carryovers from the original Cheetah.

The odd thing about the LM002 is that from an utterly catastrophic development cycle came a genuinely noteworthy production car. Sure, only 328 ever found owners, and the Venn diagram of customers had

ENERAL GADDAFI loved his. Pablo Escobar’s was used to trundle around his backyard zoo. Uday Hussein’s was, like its registered keeper, extensively remodelled by the US military. You don’t have to be a poster child for the Levenson psychopathy scale to own a Lamborghini LM002, but it’s not a purchase that’s always rooted in stone-cold rationality.

Other owners have included Mike Tyson (hired a tax attorney for his rape trial), the Sultan of Brunei (assembled 7000 exotic cars and left most to rot ), Tina Turner (chose homeopathy over medicine, got kidney failure), Sylvester Stallone (thought smuggling drugs through Sydney Airport was a smart idea), and Keke Rosberg (had a moustache).

It’s no great surprise that the LM002 attracts some extreme types.

It’s that sort of vehicle. Fittingly, its genesis came during the mid to late ’70s, Lamborghini’s most basket-case period. Just nine years after it built its first road car, Ferruccio Lamborghini sold 51 percent of the company to Swiss financier Georges-Henri Rossetti for $600,000 and, in 1974, divested the remaining 49 percent to Rossetti’s colleague René Leimer, retiring to the shores of Lake Trasimeno to tend his vines.

It’s hard to overstate the hole Lamborghini was in. It was a genuine catalogue of woe. The company tried to launch the Countach the year after the 1973 oil crisis broke. Neither the Countach nor the Silhouette V8 could be officially exported to the US in those early days. A contract to build the M1 for BMW was cancelled on April 20, 1978 when it was clear that Lamborghini was about to declare bankruptcy. The Bologna courts acquired the business later that year and would retain administration until 1980.

Enter Jean-Claude and Patrick Mimran, the third set of Swiss courtiers.

These sugar-cane magnates were exactly the sort of eccentric fit the company needed. Jean-Claude was the self-styled ‘Sugar King of Africa’ while creative Patrick reached his artistic zenith with the world’s tallest giraffe sculpture. Most importantly, they had a seemingly bottomless fund of francs and ideas on how to revitalise the moribund manufacturer.

Under their management, the 4.8-litre Countach LP500S was approved for sale in the US, as was the successful Jalpa V8. The Bizzarrini V12 was teased out to 5.2 litres and given a multivalve head for the 1984 Countach LP5000 QV, but it was the 1986 LM002 that was perhaps their biggest left-fielder.

Lamborghini’s first tentative foray into this market came about as a partnership with the US contractor Mobility Technical International (MTI).

In 1974, the American military was looking for a new high-mobility combat

THE BAD Massive turning circle; certain spares are hugely expensive; tyres hard to come by; shocking fuel thirst; not that quick by today’s standards

@wheelsaustralia

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Overrun MODERN CLASSIC

JEFF G – MELBOURNE “This LM002 American was originally delivered into Newport Beach USA then ended up in a private collection in Southern Mexico . It was, with some difficulty, shipped back to the US and then on to Australia. It’s the only LM002 known of in Oz, and when replacement tyres are needed, you need to wait for Pirelli to make a batch. Fuel usage is not worth discussing but a 2700kg SUV that does 0-100 in 7.2 seconds and makes this much noise raises massive smiles.”

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WHO OWNS ONE?

“The previous owner in Mexico had a pet LAMBORGHINI tiger, which made photographing and inspecting the vehicle intense”

LM002

FAST FACTS

Uday Hussein’s LM002 came to an unfortunate end on July 18, 2004 on a US army base near Baquba, Iraq. A group of American soldiers, not realising the rarity of the Lamborghini, used it as a test vehicle to model the effects of a car bomb on a concrete barrier. Much of the LM was vaporised.

quite an overlap between ‘owns pet tigers’ and ‘owns an LM002’, but the LM002 is such an event that its many idiosyncrasies are easy to overlook.

You’ll seat more people in a Clio than in the four-seat LM. While it’s truly vast on the outside, its 2000mm width meaning that you need to be very careful to avoid a protracted reversing out scenario, the cabin is snug due to a giant transmission tunnel. I had the chance to drive one in 2001 and the abiding memory is the fact that it feels cumbersome unless you really take charge and give the thing a good punt. The clutch requires a good kick and the steering seems to have a vague familiarity with the front tyres.

The huge wheel’s set at a bus-like angle of repose and is heavily powerassisted. Should you want to lock the freewheeling front hubs for off-road use, none of the constellation of fleshy buttons on the dash will do it. You get out and operate them manually. The high/low-range lever and locking rear diff can be operated without getting your sneakers muddy.

The V12 sounds magnificent, all carb-fed goodness and induction roar, but you never feel inclined to zing it to the redline as you would a Countach. The six Webers unleash a torrent of premium unleaded and the weighty, slow gearshift won’t have you blipping up and down through the ’box. Driving one hard on sealed surfaces can also chew through the standard 345-section Pirelli Scorpions, and replacements aren’t cheap. The turning circle is also truly hilarious.

It’s always an event, though. Most people have never seen one in the metal but a surprising number know exactly what it is and will give it the thumbs up. Perhaps because it is such a giant, profligate thing they see you driving it as an act of altruism, spreading the love at enormous personal sacrifice. Perhaps it’s the comical political incorrectness of the Lamborghini that can’t help but paint a smile on people’s faces.

Before the LM002 appeared, however, Lamborghini had been up a couple of design dead ends. In 1983, in an attempt to democratise the concept somewhat, Lamborghini fitted a 3.6-litre turbo-diesel built by VM Motori. Unsurprisingly, in the battle of 112kW versus 2700kg, weight won and the LM003 never made production. In 1984, Lamborghini experimented with the LM004, a demented lunge in the opposite direction, with even more luxury features and a 7257cc V12 that had been designed by Paolo Stanzani for powerboat racing, and which gave a claimed 313kW at 5400rpm. One prototype was built before Lamborghini settled on the lighter and more reliable Countach V12.

One often overlooked footnote in the LM002’s history is that it was Lamborghini’s first factory race car. Former F1 driver Henri Pescarolo first floated the idea of a rally raid version of the LM to the Mimrans, ostensibly to win the Paris Dakar rally. In 1986 the factory built a 441kW stripped-out desert racer, complete with a 600-litre fuel tank, but the LM002 Rally’s career proved ill-starred, recording a 100 percent DNF record.

The LM002’s final flourish came with 48 cars produced for the United States market, simply badged as the LM/American, an example of which you see pictured here. These fuel-injected cars are the best of the LM line but not the rarest. A seven-seat LM wagon was created in 1986 for the Sultan of Brunei and subsequently owned by BMW boss Bernd Pischetsrieder. Every LM002 is, in its own way, a one-off, and its legacy endures today, finally making good on its quest to deliver financial security to Lamborghini.

The LM002 represented the zeitgeist of pure ’80s excess better than any other Lamborghini. It made very little sense at the time and the whole project represented an exercise in throwing good money after bad. Nevertheless, its role in legitimising future SUV production at Sant’Agata is invaluable. The new Urus has a precedent; a bloodline. How do you put a price on that?

ANDY E NR I GHT @wheelsaustralia

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Overrun EXPLAINED

LAMBORGHINI SIAN SUPERCAPACITOR THIS SANT’AGATA BULL REALLY DOES CHARGE

Not surprisingly, Lamborghini’s foray into electrification is unconventional in the extreme. Rather than following its rivals down the battery-electric path, the Italian supercar maker’s first hybrid uses a supercapacitor to store electrical energy which is fed to a small electric motor.

Compared to even the most advanced batteries, supercapacitors both charge and release their energy much faster and can tolerate many more charge and discharge cycles without degradation.

For the Sian, a 25kW motor is built into the gearbox to provide either an e-boost to the 577kW 6.5-litre V12, or power the hyper coupe purely on electricity during low-speed manoeuvring.

With such fast charging, the Sian doesn’t need to be plugged in to top up its supercapacitor. Instead, the full charge is achieved through regenerative braking each time the brake pedal is pressed, which also improves fuel consumption by recovering energy that would otherwise be wasted by conventional brakes.

The other key advantage to the capacitor approach is weight. With rapid power flow rates, the system can be much smaller while still delivering the punch of a large battery. As a result, the capacitor and motor add just 34kg to the overall weight, but top up the total power output to 602kW. DA NI EL G A R D NE R

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1 2 3

DONE IN A FLASH

The flash of a camera is a very visual representation of a conventional capacitor discharging a large amount of power in just milliseconds. The Sian, however, is equipped with a supercapacitor, which multiplies the thump sent to its motor for serious performance.

FLAT OUT

The downside to capacitors of any size is poor prolonged power storage, as the electricity contained within dissipates relatively quickly over time. Park your Sian for a week and there’ll be no pure EV power left when you come back.

TOLD YOU SO

With low-voltage supercapacitor technology already in operation in the Aventador, and a partnership with MIT to design a supercapacitor system for the pure electric Terzo Millennio concept, it was only a matter of time before Lamborghini rolled out a full-fat production capacitor vehicle. Expect more to come.

Overrun

BR RABHAM – THE UNTOLD STORY OF FORMULA ONE

KINGS OF THE ROAD – 50 CARS THAT DROVE AUSTRALIA

Think you know everything about one of F1’s most lauded figures? Think again. In this first book-length biography of Sir Jack Brabham, authors Tony Davis and Akos Armont not only catalogue the legendary driver’s achievements, but delve deep into his far more secretive life. The web of deception and wealth is so complex that it has taken more than 300 pages to finally unravel the enigma that was ‘Black Jack’. $39.99

If you’re you re keen to expand your knowledge of the most iconic, iconic influential and significant Aussie cars, then you’ll love this. There’s everything from the legendary champions from Ford and Holden, as well as lesser known gems you may never even have heard of. This compendium of 50 great Australian machines is a fascinating look back at the storied history of dinky-di Aussie hardware, co-authored by two long-time Wheels contributors. $49.99

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WAT C H E S

THE ONE KERALA TRANCE There are 10 types of people in this world – those who understand binary and those who don’t. By the time you have deciphered the time from this LED watch, you’ll undoubtedly be late, but letting your peers know that you understand binary is more important than being punctual. $370

JUNGHANS FORCE MEGA SOLAR For the tech fanatic or just the criminally lazy, this subtle timepiece from esteemed German manufacturer Junghans not only charges itself from the sun, dispensing with the tiresome chore of moving, it’ll also listen into a radio frequency so you never need to set it. $1650

HUBLOT BIG BANG MECA-10 ‘NICKY JAM’ HIGH JEWELLERY Perhaps it’s the Latino singer’s signature on the back, or the skeleton power reserve movement, or the 307 baguette diamonds set into solid 18k gold. Either way, you’ll part with nearly half a million dollars for this extraordinary watch. $475,000 @wheelsaustralia

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FIRST

Dr ves

THE NEW METAL THAT MATTERS, TRIALLED AND TESTED

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HYUNDAI VELOSTER

DOOR PLAY CREATES ODD ONE OUT

J

UST BECAUSE you can do something doesn’t mean that you necessarily should.

This life lesson has served me well, especially when it comes to chancing that oyster starter despite being several hundred kilometres inland.

It’s not a lesson that Hyundai has embraced, however, when you look at the latest iteration of the Veloster… er… four-door hatch, I guess you’d call it.

The car you gaze upon now represents the only right-hand-drive iteration of

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the second-generation 2+1 Veloster anywhere in the world.

Talk about an outlier.

The first-gen Veloster lobbed into an unsuspecting market in early 2012, giving Hyundai something that it sorely la acked at the time: a hatchback with a at least vaguely sporting pretensions.

Its tally of 19,000 sales added useful in ncremental volume to a brand on the u up, and it set itself apart from rivals like th he Toyota 86 with things like cool (but quite impractical) matte paint jobs.

It faded away in 2018, outmoded

by Hyundai’s focus on its fledgling N and N-Line business. Against the odds, though, the Veloster is back.

Three variants are offered. Hyundai’s staid but solid 2.0-litre Atkinson MPi 2.0-litre four-cylinder petrol engine can be teamed with a six-speed manual or six-speed (torque-converter) automatic (a $2300 uptick) in the entry-level Veloster, which starts at $29,490. The mid-grade Turbo and top-spec Turbo Premium come with Hyundai’s GDi turbo-fed 1.6-litre four-potter, backed by a six-speed manual ($35,490 in Turbo or $38,990 in Turbo Premium) or a seven-speed dual-clutch ($38,490 for the Turbo). Price for a top-spec Turbo Premium is $10 shy of $42,000.

There’s no tricky diff to manage the outputs – 110kW and 180Nm for the 2.0-litre and 150kW and 265Nm for the 1.6 – to the front wheels, though Hyundai has incorporated mild torque vectoring control. Suspension is fixed

Terrific chassis; stock Michelins; doing its part to save the manual

PLUS

all around across all grades, though the Veloster (by dint of its life as an N car in the US) scores a multi-link rear end to complement the MacPherson front end.

It shares the same track (1549mm front and 1563mm rear) and wheelbase (2650mm) as the i30 N-Line, even though it’s 105mm shorter and 54mm lower. Crucially, it’s a full 86kg lighter when comparing the DCT Turbo and the similarly equipped i30 N-Line; that’s what losing a door gets you.

Speaking of doors, Veloster 2.0 mimics the first-gen car by running two doors down the passenger side and a single long door on the driver’s side. Hyundai claims to have enlarged the rear door aperture by 58mm and moved the roofline bend back by 450mm to provide more space… but sadly, it hasn’t worked.

The roofline curves over the door frame in such an intrusive manner that it requires yoga-like flexibility to fold into the space, and then fitting into the seat is only possible with a lot of cooperation from the front passenger.

Add in headroom that’s up to 50mm lower than that in the front (and more than 60mm lower than that in the rear of an i30), and it’s tight back there.

Its 303 litres of luggage space is still 86 litres more than a Toyota Corolla Ascent can manage, and it’s just five litres shy of a Mazda 3’s best.

The front is more accommodating.

The loss of 27mm of headroom (a more substantial 58mm if a sunroof is fitted) is offset by seats that are 5mm lower,

MINUS

Almost unusable back seat; some corners cut inside; not far enough away from stablemates @wheelsaustralia

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Drives

With a chassis locally tuned towards a sporty demeanour, the Veloster is a surprisingly engaging tool on the right road

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Model Engine Max power Max torque Transmission Weight 0-100km/h Economy Price On sale whichcar.com.au/wheels

Hyundai Veloster Turbo 1591cc 4cyl, dohc, 16v, turbo 150kW @ 6000rpm 265Nm @ 1500-4500rpm 7-speed dual-clutch 1350kg 7.1sec (claimed) 6.9L/100km $38,490 Now

and the rest of the space is a familiar one to anyone who’s peeked in a modern Hyundai, with clear graphics, a decent multimedia set-up and well-positioned and proportioned controls. However, it doesn’t take long to spot areas where dollars have been shaved. There’s a manual handbrake for all gearbox types, for example, no rear vents and a disappointing amount of hard plastics in key areas like the tops of the door cards.

Autonomous emergency braking, lanekeep assist and smartphone mirroring is standard across all three grades, while the Turbo ups the ante with better AEB, blindspot and rear cross-traffic warning, LED headlights and tail-lights, nicer cloth/pleather seats and digital radio.

Plump for the Turbo Premium and you’ll get bespoke 18-inch alloys, leather, a big sunroof and heated/vented seats.

Our pick? The $35,490 Turbo is nicely appointed and you don’t get the weight and space intrusion of the huge glass roof. But don’t look at the price of an automatic i30 N-Line Premium too closely, lest you see it’s $500 cheaper…

Hyundai’s decision to keep manuals across the range is welcome, but the base-price Veloster’s moonshot gearing isn’t a good fit with the Atkinson cycle engine’s listless power curve. Sure, it’s

Veloster’s 2+1 door gamble adds a point of difference to the hatch landscape

economical with a claimed 7.0L/100km on the combined cycle, but entertaining?

No. If you opt for the seven-speed DSG version, it’s a mite less thirsty, if only by a tenth of a litre.

The mid-grade Turbo livens things up quite considerably, though. With a chassis that’s locally tuned with an eye towards a sporty demeanour, it’s a surprisingly keen and engaging tool on the right road. It turns in crisply, with a generous amount of front-end grip on offer. The compliant rear end, meanwhile, keeps the Veloster well settled and gripped up, and a big tick, too, for the standard Michelin Pilot Sport tyres, though they won’t be especially cheap to replace.

The ride quality around town is firm but not brittle, with the Veloster’s stiff platform allowing the suspension to do its work to soak up the worst of our urban jungle without falling in a heap.

The first-gen Veloster didn’t have to argue its case so strongly in a lacklustre field back in 2012. Now, though, the warmish hatch segment is more accomplished, and good – okay, different – looks just aren’t enough anymore.

Hyundai reckons the Veloster scores well with women and with SUVencumbered families looking for a second set of wheels, but boy, it would be a tough sell sitting in a showroom next to an i30.

TI M R O BS ON

The Rival KIA CERATO GT G $32,990

If timing is everything, the arrival of Kia’s Cerato GT turbo hatch around the same time as Veloster launched down n under could be very bad timing for th he funky-doored fellow Korean.

The range-topping GT undercuts

the Veloster Turbo we drove by a hefty $5500, matches it for power and torque, and puts in a marginally quicker claimed sprint to 100km/h of 6.9sec compared to the Turbo’s 7.1sec. And it has more doors. @wheelsaustralia

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Drives

LEXUS RX RANGE

MORE THAN A NIP/TUCK

J

UST AS facelifts can come i differing diff i levels l l off invasiveness i i and successful outcomes for people, so it is for cars. Here, in the case of the Lexus RX, it’s actually selling it short to even call this update of the fourth generation a facelift. Yes, the bumpers and lights are new, so it qualifies on that level, but there have also been significant body stiffening measures introduced, allowing a comprehensive retuning of the suspension set-up, and a raft of comfort and safety upgrades to see it through the next phase of its life span.

What hasn’t changed are the three powertrains offered. Biggest takeup so far has been for the 2.0-litre turbo four, which accounts for around

half of all sales. We didn’t drive that variant at the recent launch, instead being limited to the atmo V6 and hybrid V6. The former feels a bit old school in this world of boosted torque curves, needing revs to really show enthusiasm, and delivering a und that, while cultured, doesn’t co ompletely fit with the overall mbience and positioning of the RX. The hybrid is way more preferable, ith its electric assist making celeration from trundling speeds fe eel far more effortless and refined. It’s t, however, a completely seamless tegration of motor and petrol power, ith an occasional, small, subdued

Improved dynamics; efficiency of hybrid; more equipment means better value

Model Lexus RX450hL Sports Luxury Engine 3456cc V6 (90°), dohc, 24v + electric motors Max power 230kW @ 6000rpm Max torque 335Nm @ 4600rpm Transmission CVT Weight 2275kg 0-100km/h 8.0sec (claimed) Economy 6.0L/100km Price $111,070 On sale Now

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clunk in off/on throttle situations revealing the mechanical complexity going on underneath.

The real transformation for the RX is the chassis tune. By adding 36 extra spot welds and 4.2 metres of adhesive to the body construction, Lexus engineers have improved rigidity enough to allow softer springs for improved ride comfort, while the diameter of the anti-roll bars has been increased for better body control. The outcome is a luxo SUV that has lost much of the heaving and wallowing that afflicted the outgoing model. There’s still not a whole lot here for keen drivers, but it is an improvement, and driven with a measure of restraint, perfectly fine for its family hauler role.

Inside, that annoying trackpad thing persists, but you can mostly avoid it by interacting directly with the new 12.3-inch touchscreen and embrace the inclusion, finally, of wireless Apple CarPlay and Android Auto.

As for pricing, the RX300 Luxury has been trimmed by $1600 to open the range at $71,920. But it’s the availability of the RX as a seven-seater V6 hybrid from under $95K that gives this Lexus a USP over its Euro competition.

AS H WEST ER MA N

PLUS

MINUS

Being built upon an old platform means it’s still not the sharpest tool

LAMBORGHINI HURACAN EVO

EVOLUTION OF THE SPECIES

B

ACK IN 2014, the Huracan was $98K cheaper than a Ferrari 458 Italia and 24kW more powerful.

In other words, it was a bargain. Fast-forward five years and the $459,441 Lambo is only $25K less than a $484,888 F8 Tributo and is 60kW down on grunt. So it now needs to work a lot harder in order to earn a recommendation.

Then you drive it and realise that it might just mark the pinnacle of normally aspirated supercar capability. That in itself will be enough for some.

The revised aero package works and works well. In the old Huracan, you’d need to be very careful when trailbraking into corners at high speed. The Evo feels a good deal more planted when you take liberties with it.

Traction out of corners was never a Huracan shortcoming, and the Evo’s mechanical limited-slip diff and MagneRide active dampers help ensure all of those 600 Newton metres are put to effective use. Four-wheel steering now features, while torque deployment is managed by LDVI (Lamborghini Dynamic Vehicle Integration), a hugely powerful processor that monitors and marshals the vital signs of the car’s dynamics.

Model Lamborghini Huracan Evo Engine 5204cc V10 (90°), dohc, 40v Max power 470kW @ 8000rpm Max torque 600Nm @ 6500rpm Transmission 7-speed dual-clutch Weight 1422kg 0-100km/h 2.9sec (claimed) Economy 13.7L/100km Price $459,441 On sale Now FIRST AUSSIE DRIVE

On track, this gives the Huracan an agile, all-of-a-piece feel when turning in to sharper corners without the offputting transitional phase of many fourwheel-steer set-ups. What it doesn’t do is endow the steering with a whole lot of feel. Compared to a McLaren 600LT, the Huracan’s electrically assisted helm feels distinctly taciturn. Loading the car up with lateral-G doesn’t offer the detailed feedback that a hydraulic steering system offers, but it’s nevertheless easy to feel where the limits reside and, unlike its predecessor, the Evo responds playfully if you want to tuck the nose in and swing the tail wide by a few degrees.

When you do break the Huracan Evo’s adhesion, you will need quick hands. The electronics can’t totally disguise the fact that this is a wide, short-wheelbase car with stiff tyre sidewalls. Without a fully customisable drive mode, you’re not able to separate the damper settings from the drivetrain settings.

Any notional shortcomings of steering or ride are offset to some degree by the soundtrack. That Hungarian-built V10 was always an angry, urgent-sounding thing, but the new exhaust on the Evo makes it sound even more aggressive.

The engine is that of the ball-tearing Huracan Performante, trick titanium

Incredible composure; atmo V10 soundtrack; clever drive modes

PLUS MINUS Interior overdone; becoming a little dated; steering not the purest

valves and all. Aided by all-wheel-drive grip and gumball 305/30 ZR20 P-Zero Corsas, the Evo rips to 100km/h in 2.9sec and to 200km/h in 9.0sec. That’s quick. A Tesla Model 3 Performance would take 14.1sec. A Porsche 911 GT2 RS (8.0sec) or a McLaren 720S (7.1sec) demonstrate the advantages of turbocharged grunt but neither sings like the Huracan Evo as it ramps into its demented lunge from 5500rpm to the 8500rpm redline.

Where the Huracan Evo excels is in dragging a resolutely analogue formula into the here and now. We could well be driving the last great atmo Lamborghini sports car. If that is indeed the case, the Huracan Evo is a fitting send-off.

ANDY E NR I GHT

@wheelsaustralia

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Drives

VOLKWAGEN T-CROSS

POLO-BASED

Model Volkswagen T-Cross Engine 999cc 3cyl, dohc, 12v, turbo Max power 85kW @ 5500rpm Max torque 200Nm @ 2000-3500rpm Transmission 7-speed dual-clutch Weight 1270kg 0-100km/h 10.2sec (claimed) Economy 4.9L/100km Price Under $30,000 (estimated) On sale March 2020

C

ONCEPTUALLY, Volkswagen’s little T-Cross crossover bridges the gap between the Polo and Golf, and the Tiguan SUV. It’s due in Australia in March 2020, with a price starting “under $30,000”, says VW. Two models will be offered initially, both powered by the 1.0-litre turbo-petrol triple we tested here. Each variant will be front-drive, and come with a seven-speed DSG. At 4108mm in length, the T-Cross is 54mm longer than the Polo (whose A0 platform it shares) and rides on a roughly similar 2551mm wheelbase. The T-Cross

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FIRST OVERSEAS DRIVE

is 138mm higher overall, some of which manifests as extra headroom inside and a little as ground clearance, to make it easier to get in and out. Ride height is 33mm higher. The T-Cross is 126mm shorter and 37mm narrower than its T-Roc sibling reviewed opposite.

The driving position is typically Volkswagen; there’s plenty of seat height adjustment, and the steering wheel tilts and telescopes. Headroom is good in both rows for anybody up to 6ft 4in, and rear legroom also more than adequate for human beanpoles. The rear seatbench can slide forward up to 140mm to liberate more boot space, but this impacts rear legroom. The 455L boot is another T-Cross advantage over the VW Golf (380L), expanding to 1281 litres with the 60/40 seats folded.

As for how the T-Cross handles… pretty much like you’d expect a taller, slightly heavier Polo to drive. The engine and transmission work together smoothly – mostly, although the DSG can be jerky when engaging from standstill and at parking speeds. The steering and pedals are light and linear, which makes the T-Cross easy to manoeuvre, and agile around town.

In terms of performance, there’s no escaping the fact that the T-Cross’s turbo triple is small; it produces 85kW and 200Nm, which VW claims is good for 0-100km/h in around 10.2 seconds. That’s

nobody’s idea of fast, but neither does it feel overly lacking in most real-world situations, thanks to the torque delivery.

Overall, the VW T-Cross does everything you’d expect of a compact crossover, and it does so with typical Volkswagen aplomb. It’ll need to be closer to $26,000 – or a touch more than a Mazda CX-3 Maxx Sport in FWD guise – to be truly competitive in this hotly contested space.

GLENN BUT LE R

Familiar interior and driving style; practical; easy on the juice

PLUS MINUS

Not as funky looking as T-Roc; no rear vents in test model

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VOLKSWAGEN T-ROC

HATCH IS ONE FOR THE AGES HERE the VW T-Cross is Volkswagen’s more practical small SUV, the T-Roc is the emotive one, using its extroverted styling and Golf-derived driving dynamics to woo potential buyers both younger and not so young.

Unlike its Polo-based sibling, the T-Roc is based on the bigger Golf platform, so, you could consider it a sportier T-Cross, or a Golf SUV… It’s both, and also very much a model in its own right.

Volkswagen Australia has confirmed a three-model T-Roc range is due in Australia from early Q2: Style, Sport and the R-Line we tested here.

Power comes from a detuned version of the VW Golf GTI’s engine, producing 140kW and 320Nm. The drivetrain is completed by a seven-speed dual-clutch gearbox and 4Motion all-wheel drive.

The T-Roc’s wheelbase is 30mm shorter than the five-door Golf’s, but in overall length the T-Roc is just 24mm shorter.

Its 1573mm height is 121mm taller than the Golf. This has been done mainly for easier access. The T-Roc is 126mm longer and 37mm wider than the T-Cross.

Model Volkswagen T T-Roc Roc R R-Line Line Engine 1985cc 4cyl, dohc, 16v, turbo Max power 140kW @ 4180-6000rpm Max torque 300Nm @ 1500-4180rpm Transmission 7-speed dual-clutch Weight 1495kg 0-100km/h 7.2sec (claimed) Economy 6.8L/100km Price $45,000 (estimated) On sale April 2020

The R-Line’s cabin has more design flair in the choice of materials and colours than the T-Cross. It also has higher levels of technology and equipment, as you’d expect of what could be a $50K car on-road. We’re told the range will kick off in the mid-$30,000s.

From the first drive, the T-Roc’s more dynamic character compared to the T-Cross is evident. It surprised me how much fun this car is to drive. Sure, it doesn’t deliver the Golf’s balance and poise, but it’s not out of its depth on a winding country road. This is a livelier drive, and feels lower and more planted than its roof height would suggest.

It’s quick on its feet and agile thanks partly to light steering and a responsive drivetrain that combine to impart genuine enthusiasm for corners.

The turbo-petrol drivetrain is not short on real-world performance – VW Fun to drive; good ride; energetic; well specced

claims 0-100km/h in a sharpish 7.2sec – and there’s plenty of torque across the rev range. And, despite wearing 19-inch wheels, the R-Line test car’s ride quality was supple yet composed, striking a good balance between comfort and grip.

The T-Roc’s rear seat-base lacks the 140mm slide functionality of the T-Cross which frees up boot space, and has a smaller boot – 392 litres compared to 455L (and, for the record, 380L in the Golf) because the T-Roc’s all-wheel-drive hardware eats into the boot.

After a day behind the wheel of both back-to-back, it’s clear VW has done a good job positioning these two small, high-riding hatchbacks to minimise buyer overlap, not just by price. Each has its strengths, but those wanting more verve from their daily drive will be much better off going with the T-Roc. GLENN BUTLER

PLUS

MINUS

Dual-clutch transmission stumbles at parking speeds

@wheelsaustralia

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MERCEDES-BENZ A250e Model Mercedes-Benz Mercedes Benz A250e Engine 1332cc 4cyl, dohc, 16v, turbo Electric motor Permanent magnet synchronous Power 160kW (combined) Torque 450Nm (combined) Transmission 8-speed dual-clutch Weight 1646kg 0-100km/h 6.6sec (claimed) Economy 1.4L/100km Price $60,000 (estimated) On sale Q1 2020

BABY BENZ JOINS THE SOCKET SET

A

S A DIMINUTIVE status piece from the Three Pointed Star, the A-Class packs all the right punches for its intended audience.

And now Mercedes is adding electric power to its arsenal.

Instead of going pure EV, Mercedes has chosen a plug-in hybrid approach for the A-Class. This sees a 15.6kWh battery pack supplying power to an electric motor driving the front wheels.

Official WLTP figures claim that the hatch is good for up to 68km on the battery alone, while the sedan takes you a kilometre further due to its more slippery drag coefficient. Combined consumption is 1.4-1.5L/100km for the hatch (1.4L for sedan).

The 1.3-litre four-cylinder turbo is mated to an eight-speed dual-clutch

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Multiple drive options; strong performance; normality of form factor

PLUS MINUS Limited range; could use AWD; niche interest in Australia

transmission, and, when the petrol engine and electric motor combine, the A250e produces 160kW and 450Nm. Pulling power jumps 100Nm over the A250, helping the hybrid version to 100km/h in 6.6 seconds – hot-hatch turf.

Within the MBUX intelligent voice control system, the hybrid gains an EQ menu which has an almost inexhaustible series of functions to help you track economy and eco-friendliness.

The 150kg battery pack doesn’t hinder space in the rear, while a frontend exhaust has been designed to aid positioning of the hybrid hardware.

The 68km range means it’s feasible to rely on the electric motor and battery for city commuting. In EV mode, where the 118kW/250Nm four-pot remains dormant, there is a swell of instant torque, although the combustion engine

does join the fray above 140km/h. The transition to the combustion engine is relatively seamless, but in Sport mode both powerplants combine for brisk performance. Given the 450Nm torque figure, 4MATIC all-wheel drive would be preferable, but you can’t get it in the A250e. With substantial Newtons and eco-focused rubber it’s easy to chirp the front tyres, even in dry conditions.

Ride quality is largely unchanged from the A250. A full dynamic assessment will have to wait for a drive on Aussie soil.

Pricing for Australia is yet to be announced, but estimates place it in the $60,000 ballpark, with a predicted arrival in the first quarter of 2020. The A250e plug-in hybrid is something of a bridging solution, but for many, that’s ideal. A qualified thumbs up, then.

TRE NT G I UNCO

UNLOCK TRUE ENGINE PERFORMANCE Since we introduced Fluid TITANIUM Technology into Castrol EDGE in 2014 Castrol engineers have gone deeper into the science of titanium and how it benefits lubricant technology. The enhanced understanding has been applied to the very latest industry and OEM specifications and allowed for a new claim of “Castrol EDGE reduces performance-robbing friction by up to 20%*”. This friction reduction is especially important in today’s highly developed engines where temperatures and pressures are higher than ever.

THE PROOF: At Castrol, we constantly test our engine oils to deliver the best possible products for millions of drivers around the

world. Recent testing proves how Castrol EDGE with Fluid TITANIUM Technology transforms to be stronger under pressure and reduces performance-robbing friction to unlock the true performance of an engine.

TRANSFORMS UNDER PRESSURE Compressed under intense pressure, the oil was studied using x-rays emitted from electrons travelling at almost the speed of light.

This showed that Castrol EDGE with Fluid TITANIUM Technology physically transforms its structure under pressure to keep metal apart. When the pressure subsides, the oil reverts to its free-flowing state.

Stronger under pressure Using pioneering ultrasound techniques developed by a leading university, the stiffness of oil between contact points on the valvetrain were compared.

Tests showed that Castrol EDGE with Fluid TITANIUM Technology was stiffer at the point of contact, when compared to the same oil without Fluid TITANIUM – proving the oil is stronger under pressure.

REDUCES PERFORMANCE-ROBBING FRICTION Using an industry-recognised test, friction levels were measured across a range of speeds and engine conditions.

Castrol EDGE with Fluid TITANIUM Technology was shown to reduce performance-robbing friction by 20%*.

Visit www.castrol.com.au/edge to see the test yourself. Download the digital demo and experience how Castrol EDGE transforms to be stronger under pressure.

IT’S MORE THAN JUST OIL. IT’S LIQUID ENGINEERING.

*On average, rounded to the nearest whole number. Compared to the same oil without Fluid TITANIUM. Products tested representing 75% of 2017 sales volume.

www.castrol.com.au/edge

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Drives

AUDI Q3 35 TFSI

SECOND ATTEMPT HITS THE SPOT

Model Audi Q3 35 TFSI Engine 1395cc 4cyl, dohc, 16v, turbo o Max powerr 110kW @ 5000rpm m Max torque 250Nm @ 1500-3500rpm Transmission 6-speed dual-clutch Weight 1470kg 0-100km/h 9.3sec (claimed) Economy 7.2L/100km Price $46,400 On sale Now

W

E CAN thank Audi’s sub-compact Q2 SUV for allowing this secondgeneration Q3 to mature into a far more spacious, useful and appealing offering than its predecessor.

Not that the original Q3 struggled; it was consistently a segment sales leader since its inception in 2012, and sold over 19,000 units in Australia over that seven-year period. But it was cramped

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for adults in the back; a bit tight for luggage space, and had a lumpy and often restless ride on Aussie roads. All of which have been addressed with the second-gen model, which launches initially with two equipment levels and just one powertrain: a 1.4-litre turbopetrol four powering the front wheels.

But first to packaging, as this is central to making the Q3 viable for young families. The stretch in wheelbase (up 77mm) has brought a rear seat that happily accommodates adult legs even when the front seats are set well back, and increases luggage space to a minimum of 530 litres, up a hefty 70 litres. The rear bench can be moved fore-/aft by 150mm to free up more boot space when only small kids occupy the back, and the backrest tilts in seven stages, while also split-folding 40:20:40. Fully folded, rear cargo space becomes a generous 1525 litres.

Up front, the seats are a little short on under-thigh support, and if you want electric adjustment, you’ll need to pony up for the Comfort package ($2600) which also adds a host of other desirable equipment. But the driving position is flawless, the standard inclusion of the Virtual Cockpit dash display is a winner, and the integration of the 10.25-inch touchscreen is beautifully executed. It all drips with that lush Audi feel-good factor.

Even the small engine doesn’t really detract from the driving experience, given its healthy torque and rev-happy character. Okay, it’s a bit frenetic when really wrung out to max revs, but mostly quite adequate for even presson driving, and perfectly agreeable for general duties, especially now the dualclutch transmission is so well calibrated.

It’s a shame there are no paddles in this range-opening spec, but the gearbox’s

Improved packaging; cohesive dynamics; interior presentation

PLUS MINUS Lack of shift paddles; tyre noise on coarse-chip; could go a seventh ratio

+

the facelifts

Was it worth all the effort?

NISSAN PATROL

WHAT’S NEW? Now with added, er, boomerang-ality! True – the new LED headlights are shaped like that Aboriginal throwing weapon, while smartphone mirroring, AEB and trim upgrades feature.

HAS IT WORKED? There’s also a raft of improvements to NVH, and the cooling system for hot climates like ours, so it gets a boomerang-shaped tick.

HYUNDAI IONIQ EV

ability to interpret your intentions means it’s not an issue in anything less than attack mode.

Likewise the front-drive layout. The vast majority of buyers won’t miss an all-wheel-drive system; those who do think they need it can wait for the bigger-engined 45 TFSI Quattro due in the second quarter of 2020. As is, this 35 TFSI gets its modest mumbo down pretty cleanly, and overall performance is more sprightly than the 0-100km/h figure of 9.3sec suggests.

It even rides with reasonable compliance, especially on the standard 18-inch wheel and tyre package. Things get a little more terse on the 19s that are part of the richly specced Launch Edition ($6350 over the $46,400 basic car for additional equipment that would tally to over $10,000 if added separately) but adaptive dampers (not fitted to our test cars) are available for

$2000 and would likely help the ride/ handing balance.

The steering, meanwhile, loses nothing for not being offered with the various weightings that come with the optional Drive Select set-up. It’s typical Audi in that there’s little actual road feel, but it is consistently weighted, and nicely direct. Overall, there’s an alertness to the Q3’s responses and a generally engaging, mostly cohesive vibe to its on-road behaviour.

So all pretty positive, then? Sure; the only potential fly in the Q3 ointment is a Swedish one, in the form of our reigning COTY, the Volvo XC40. It’s slightly larger, has similar standard equipment, a more powerful 2.0-litre turbo engine, eight forward ratios, and, in T4 Momentum spec, only $500 more expensive than the entry-level Q3.

Problem for Audi? Unlikely.

AS H W EST ER MA N

WHAT’S NEW? A more powerful 100kW/295Nm electric motor (up from 88kW), while the on-board charging system is now rated at 7.2kWh compared to the outgoing model’s 6.6kWh. HAS IT WORKED? You bet: thanks to the larger 38.3kWh lithium polymer battery (up from 28kWh), range is boosted to 293km on the WLTP cycle, up from the previous model’s stated 230km range.

MG ZS WHAT’S NEW? A new 1.3-litre turbo four replaces the atmo 1.5, and a new six-speed auto consigns the four-speeder to the bin. Useful improvements to lighting, safety, and trim, too.

HAS IT WORKED? The new engine makes 93kW/230Nm, a decent jump over the current 1.5’s 84kW/150Nm, so we’re optimistic this budget SUV will be less underwhelming. @wheelsaustralia

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FIRST AUSSIE DRIVE

Drives

KIA SELTOS

MORE THAN MERE SEOUL PROVIDER AN THE all-new Kia Seltos take on the cut-throat small SUV segment and become the Korean brand’s biggest seller in Australia?

Yes it can. But it won’t.

In a frustrating twist for Kia Australia, which has waited so long to plug this substantial gap in its line-up, Seltos imports will be limited to just 650 per month, with Kia’s Gwangju plant having to satisfy strong US demand. A shame, as the Seltos should attract broad appeal, not least because of its driveability.

When we first drove Kia’s box-fresh Seltos small SUV in its homeland (Wheels, September ’19), we gave it a tentative thumbs-up pending how it performed in Australian conditions. The Korean version rode on soft suspension

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to suit the local predilection for floaty comfort. Like most Kia models, the Seltos’s suspension has been tuned for Australian conditions, and the opportunity to drive Australia’s newest SUV through the Sunshine Coast hinterland suggests Kia Australia’s engineering team has nailed it.

Kia Australia has applied a range of measures to tighten its underpinnings, including bespoke components such as strengthened rear arms for both the torsion-beam axle on the FWD versions and the AWD’s multi-link suspension.

Power steering torque settings were tweaked to assist with holding a line on sharp bends and for more authoritative self-centring when the road straightens.

Driving the slippery top-spec 1.6-litre turbo, AWD GT-Line between Gympie and Noosa was a surprisingly delightful experience, with firm but direct steering, remarkably little bodyroll and four-paw traction combining to fool the Seltos into thinking it’s a hatchback. It’s comfy, too, with the suspension largely untroubled by road imperfections except for the odd jarring through 18-inch rims shod with sporty 235/45 Kuhmo Ecsta tyres. Ride quality is superior on the front-drivers, particularly the entry-level S with its cushy 205/16 R16 rubber.

Cabin scores highly for intuitive ease of operation and equipment levels in all four grades

The Seltos’s 130kW/265Nm 1.6-litre turbo and 110kW/180Nm 2.0-litre Atkinson cycle powertrains are similar to those in its Hyundai Kona cousin, though the latter ditches the six-speed torque converter transmission for a Kia-first CVT. Despite the characteristic rev-droning on a wide-open throttle, it provides quite a smooth drive.

Priced between $25,990 and $41,990 driveaway, the local Seltos range has four spec grades: S, Sport, Sport+ and GT-Line. S and Sport are 2.0-litre frontwheel drive only, while Sport+ offers both drivetrains. The 1.6-litre turbo

+ AWD is the only option in the GT-Line range-topper.

While Kia has made driveability a key Seltos selling point, it hasn’t overlooked important small-SUV essentials such as infotainment, styling and active safety.

A sleek new dashboard layout is dominated by a cinematic 10.25-inch floating infotainment screen with Apple CarPlay/Android Auto in all but the S. It’s one of the more practical crossovers, too, with a 2630mm wheelbase that helps provide a generous 965mm of rear legroom. The S boot is a class-leading 498 litres, thanks to a space-saver spare wheel, while the rest of the range, with full-size spares, make do with 433 litres – still more than most rivals.

This is a well-packaged SUV with lots of showroom appeal. Hyundai’s Kona averages around 1100 monthly sales, so expect the Seltos’s 650 monthly allocation to go fast.

DAV I D BO N I CCI

Dynamics; infotainment and active safety; interior styling

PLUS MINUS

Coming attractions

The new metal we’re driving next issue

CHEVROLET CORVETTE

1

Eighth gen of this legendary US nameplate is a landmark, not least because of its (now) mid-engined layout and the fact it’s built as a factory right-hooker destined for Holden showrooms. We’ll be out to uncover whether locating the engine behind the driver brings tangible dynamic benefits over the C7, if it’s really as fast as the 2.9sec 0-100km/h claim suggests, and how well the extreme drivercentric interior design works in the real world. Expect a yee-hah.

Turbo on higher-spec variants likes a drink; production limits

AUDI A1

2

Model Kia Seltos S Engine 1969cc 4cyl, dohc, 16v Max power 110kW @ 6200rm Max torque 180Nm @ 4500rpm Transmission CVT Weight 1355kg 0-100km/h 9.6sec (claimed) Fuel consumption 6.8L/100km Price $25,990 On sale Now

All-new second generation of Audi’s entry-level hatch gains maturity and sophistication, without losing the ‘cranky toddler’ exterior design elements of the original. The longer wheelbase means it’s roomier, a Virtual Cockpit display becomes available, and the must-have personalisation packs have proliferated. But will it deliver dynamic depth and nail the fun-to-drive brief?

MERCEDES-BENZ GLC

3

We’ll drive two variants of Merc’s updated mid-size SUV, but it’s the new GLC 300 that’s of most significance. It’s a new model grade that effectively replaces the 250, and brings a 190kW/370Nm punch from its high-output 2.0-litre turbopetrol four. And for aesthetes who also value ride comfort, you’ll be able to spec this model with AMG-Line styling, but retain the more supple, less sporting chassis set-up.

@wheelsaustralia

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Drives

THIS MONTH’S NEWCOMER TAKES ON THE CLASS BENCHMARK

SPECS Hyundai Venue Active 1591cc 4cyl, dohc, 16v 90kW @ 6300rpm 151Nm @ 4850rpm 6-speed automatic 1225kg 11.4sec (claimed) 7.2L/100km $23,490 Now

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Model Motor Max power Max torque Transmission Weight 0-100km/h Economy Price On sale

Mazda CX-3 Maxx Sport AWD 1998cc 4cyl, dohc, 16v 110kW @ 6000rpm 195Nm @ 2800rpm 6-speed automatic 1360kg 9.0sec (claimed) 6.3L/100km $29,490 Now

HYUNDAI V VENUE ENUE

MAZDA ZDA CX CX-3 3

Equipment and value Hyundai offers three FWD variants (Go, Active and Elite), with prices starting at $19,990 and topping out at $25,490. We’re driving the mid-spec Active, which is $23,490 when optioned with the $2000 auto. In a big tick for the price point, all Venues come with AEB, high-beam assist and lane-keeping assist as standard.

The Elite adds aesthetic upgrades like 17-inch alloys and a ‘funky’ two-tone colour option. Hyundai is offering a seven-year warranty over the usual five. 22/25

Four model grades are available (Neo Sport, Maxx Sport, sTouring and Akari).

Prices kick off at $23,990 and rise to a lofty $40,490. Unlike the Venue, the CX-3 can be had with all-wheel drive (the Venue has three traction modes).

Blindspot monitoring and sat-nav are standard on the Maxx Sport AWD tested, while both cars have tilt and reach adjustment for the steering wheel. The CX-3 is covered by a five-year, unlimited-kilometre warranty. 18/25

Space and comfort With a sub-$20K starting price, corners have clearly been cut inside yet the Venue’s cheap and cheerful nature delivers, with a clean design highlighted by the 8.0-inch touchscreen for the infotainment. Hard plastics abound, but the fit and finish is generally solid. Headroom is generous thanks to the tall body.

Outward vision is refreshingly abundant and the 355L boot is big for a small SUV. Rear legroom is tightish and there are no rear air vents. 18/25

Yes, the CX-3 is the more expensive, but it looks and feels it in design and material quality. The only area in which the Mazda is let down compared to the Hyundai is its older MZD Connect infotainment system and 7.0-inch (non touchscreen) display. While the Mazda has a tad more rear legroom, it feels more hemmed in with its lower roofline and slot rear windows. The AWD CX-3 has a significantly smaller boot at 264L, and it too lacks rear air vents. 19/25

Ride and handling Thanks to an Aussie-specific suspension tune (MacPherson struts front, torsion beam rear), the Venue’s ride quality is comfortable and composed. The chunky sidewalls of the 15-inch alloys no doubt help (and return little road noise).

Dynamically the Venue’s a bit of a surprise packet, although you’re never going overly fast as the six-speed auto hunts for grunt the 1.6-litre engine doesn’t have. The steering is engaging and NVH levels well suppressed. 17/25

The CX-3 has the edge in overall agility with its lower centre of gravity providing a distinct advantage in regards to pitch and roll. It also uses MacPherson struts up front and a torsion beam rear-end, but Mazda has gone for a slightly firmer set-up with a greater emphasis on dynamics. The steering is sharp and nicely weighted, while the six-speed auto ties in well with the 2.0-litre engine. Tyre roar from the 16-inch hoops and NVH levels are on par with the Venue. 20/25

Performance and economy The naturally aspirated 1.6-litre four-cylinder is the Venue’s weakest link. It’s not the seemingly meagre outputs of 90kW/151Nm (the Active weighs 1225kg), because the tiny SUV shifts along well enough at commuter speeds. No, it’s the coarse nature of the engine under provocation that is off-putting. And it’s slow – 0-100km/h in 11.4 seconds slow. It’s also less fuel efficient than the CX-3 at 7.2L/100km. A small-capacity turbo engine would work a treat here. 13/25

The benefits of the Mazda’s almost half-a-litre advantage over the Hyundai are particularly clear when overtaking. That’s not to say the 110kW/195Nm 2.0-litre four-pot is a cracker, because it isn’t. And given it also develops its power high in the rev range, it too can sound and act strained. Overall, the CX-3’s engine feels less stressed, mainly due to its extra torque, and it isn’t as frenzied when asked to perform. At 6.3L/100km, it’s also more fuel efficient. 17/25

THE 70 74 VERDICT /100 /100

CX-3 arrives at a happy place There’s an honesty about the Hyundai Venue that you have to admire – it does exactly what it says on the packet. In pure metal for money, it stacks up very well here. However, the Mazda CX-3 endears itself more as an ownership proposition with solidity and class. Yes, it comes with a premium price in this shootout by a $6000 margin, but the Mazda would still have won if the requested $25,990 Neo Sport FWD had been the variant on test. Is it heart over head? Not quite. The Venue’s positive attributes extend further than just being cheap, but it’s outclassed by a fancier establishment... @wheelsaustralia

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FEATURE

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IN THE HALL OF THE

mountain

kings FORD LAUNCHED THE MEGA HOMEGROWN R-SPEC MUSTANG AT BATHURST, SO WE CRASHED THE PARTY IN A CAMARO ZL1 WORDS CAMERON K IRBY PHOTOS CRIS TIAN BRUNELLI

@wheelsaustralia

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FEATURE / KINGS OF THE HILL

Want to pull an instant crowd at the Bathurst 1000? Sneak a couple of V8 heroes through a gate at Skyline during the race

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5

:47PM, SATURDAY October 12. It’s the day before the Bathurst 1000, and the entire Mount Panorama circuit is subdued with a tense silence.

The peace is shattered by a feral, mechanical howl. It’s Scott McLaughlin at the wheel of his DJR Team Penske Ford Mustang, its 485kW 5.0-litre naturally aspirated race engine screaming like a bombing siren as it’s put to work for the most important solitary lap of the year, tearing down the pit straight with furious intent.

There’s a crackle as the 26-year-old Kiwi bangs down a couple of gears, before propelling himself up the mountain.

It was at the Bathurst 1000 a year The silence returns. ago that Rob Herrod (above left) got It’s only broken when McLaughlin reappears, precisely 2:03.3783 the green light from Ford Australia to minutes later. He’s just completed the quickest lap by a Supercar in create the R-Spec Mustang Mount Panorama history, and the team erupts into suitably joyous celebrations.

Sitting still and silent just behind the pit garage is a bright green Ford Mustang road car, at the head of the line of numerous other Mustangs. A quick glance would have you fooled that there isn’t anything particularly important about this car, but let your eyes linger and telltale signs begin to coalesce into the realisation that this is something much more significant.

It might be the Ford Performance wheels that first catch your eye, or the matte black decals that give a knowing wink to the old Boss models from the halcyon days of muscle cars. Perhaps you’ll first be drawn to the GT350-esque rear wing, or the slightly more hunkered-down stance.

What you are gazing at is the 2020 Ford Mustang R-Spec, and it’s incredibly exciting for a number of reasons, the main ones being its race-car-shaming 522kW/827Nm outputs, and the fact that it’s assembled at Ford’s Broadmeadows facilities, near where the mighty Falcon was being built just three years ago. Yes, you read that right: the Blue Oval is back to making cars in Australia.

Here at Wheels, we don’t like to let a good More power than Scott opportunity go begging, so we decided to McLaughlin’s race car, and better looking, the supercharged R-Spec crash this momentous occasion with none is a beast we can’t wait to unleash other than General Motors’ very own 477kW American invader, the Chevrolet Camaro ZL1, re-engineered and sold in Australia by Holden Special Vehicles.

Our unceremonious arrival at Mount Panorama in a GM product at the exact moment Ford Australia is beating its chest with pride might be frowned upon by more sensitive PR minders, but Ford Australia welcomes us with open arms, fully aware of what both cars represent – the return of Aussie jobs to the performance-car sector.

Together, the R-Spec and ZL1 represent close to a megawatt of Australian-fettled supercharged V8 muscle, and what better place to gauge public perception of the pair than Mount Panorama during the biggest motorsport weekend of the year.

Unfortunately for you, dear reader, internal politics at Ford have kept us out of the driver’s seat of the R-Spec for now. The model you see on these pages is a pre-production version, and built from a MY19 Mustang, whereas all R-Specs will eventually be based on the MY20 update. The upshot of this is that the car is chaperoned at all times by a Blue Oval employee. We’ll bring you a full first drive as soon as we can pry the keys from Ford Australia.

@wheelsaustralia

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FEATURE / KINGS OF THE HILL

Rob Herrod at the wheel for the drivers’ parade, curbing the urge to unleash 522 blown kilowatts

ROB HERROD is a physically imposing man from a distance.

Standing six foot tall, with a shaved head and broad shoulders, he cuts a daunting figure.

But today, he has a beaming smile, his chest filled with pride, and he happily stops to take selfies with the Blue Oval faithful.

“We’ve been working on this project for pretty much two years now,” Rob tells us. Long associated with fettling Ford products, he has become the linchpin in the R-Spec project thanks to his close relationship with Ford Performance in the US and Ford Australia locally.

As the largest official distributor of Ford Performance products in the southern hemisphere, Herrod Performance was given the nod to assemble the R-Spec, and ensure that it complied with all ADR regulations. What Rob has created is an absolute performance bargain. Priced at $99,980, the R-Spec offers 183kW and 271Nm of extra grunt over the regular Mustang GT for an additional $37,990 – not bad value for money.

So what do you get for your cash?

A Ford Performance supercharger is key to the extra power.

Roush supplies the Eaton R2650 TVS unit that sits atop the thirdgeneration 5.0-litre Coyote V8. The 2.65-litre unit produces 12psi of boost when spun up to 18,000rpm. For comparison, the ZL1’s 477kW/881Nm LT4 6.2-litre V8 is topped by a 1.7-litre Eaton R1740 TVS supercharger which generates 9psi of boost when spinning at 20,000rpm.

Also in the Ford Performance kit is a new lower intake manifold with integrated air-to-liquid intercooler, 87mm electronic throttle bodies, a redesigned air inlet system, and larger fuel rails. The exhaust is also all new from the catalytic converter back, and built by Borla to Herrod’s specifications, with Ford Performance tips. Because a Ford Performance kit is used, all validation and testing needed to ensure the R-Spec met strict OEM standards was completed in the US. You won’t be able to buy an automatic R-Spec, as all 500 units are fitted with the six-speed manual. Ford claims the gearbox itself didn’t require any modifications to handle all the extra grunt thanks to the MY18 Mustang’s transmission upgrades,

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which include stronger halfshafts, a twin-plate clutch, and a dual mass flywheel from the Shelby GT350. At each corner are Ford Performance wheels half an inch wider front and rear (9.5 and 10 inches respectively). Rubber retains previous widths of 255mm front and 275mm rear.

The suspension has been tweaked, with the ride dropping by 20mm; spring rates stiffened by 20 percent; and MagneRide dampers recalibrated for the new settings. Larger diameter anti-roll bars (up 5mm at the front; 3mm at the rear) round out the chassis upgrades.

Visually the R-Spec can be identified by the inserts on the front bumper intakes, unique decals, and GT350-style rear wing. The gurney flap you see in the photos was added to give Dick Johnson, or ‘Uncle Dick’ as Rob’s son Chris Herrod calls him, some extra stability during demonstration laps where he nudged 290km/h down Conrod Straight. Stickier Michelin Cup 2 rubber is fitted for the same reason, although the production version will wear the same Michelin Pilot Sport 4 S tyres as a standard Mustang GT. Herrod Performance is toying with offering an optional ‘Track Pack’ that would include both of the aforementioned modifications, along with extra cooling for the powertrain. This would placate buyers worried by the overheating issues that have plagued automatic Mustang GTs that endure track action.

While this is a new addition to Ford showrooms, the R-Spec badge itself isn’t. FPV sold a GT R-Spec in 2012, and it remains the quickest-accelerating Ford tested by Wheels, with a 4.52-second sprint to 100km/h. With no official acceleration claims coming from Ford, this will be the benchmark figure for the Mustang R-Spec to beat, along with toppling the quickest Aussie-built car, the HSV GTS-R W1, which managed 4.5 seconds.

All up, the R-Spec denotes an exciting new future for both Ford the company in Australia, and the blue-blooded army that have stayed faithful since local production ended. The ZL1 does the same thing for those in The General’s army.

PESSIMISTIC DETRACTORS of both of these cars will point out that they aren’t actually manufactured in Australia – and sure,

Even the medical team couldn’t resist a gander as we blocked off pit lane for an early-morning shoot

@wheelsaustralia

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FEATURE / KINGS OF THE HILL

Rob Herrod’s joy when #17 won The Great Race was probably only matched by Scotty Mac himself

Above: not exactly the kind of drag/strip action the R-Spec is built for...

they aren’t built and engineered from a clean slate on Aussie shores like the Falcon and Commodore – but that’s a negative slant on what should excite any local car enthusiast. These are distinctly Australianised models. The Camaro is only sold as a right-handdrive model in a single market – ours – and that is all thanks to the engineering prowess of HSV. Similarly, Ford now sells a 5.0-litre supercharged ’Stang from the factory in only one country: Australia.

It’s something not lost on the rabid fans who reside at the top of Mount Panorama for the Bathurst 1000 every October.

“It’s bloody fantastic that Aussie jobs go into these things,” enthuses one punter.

The public reaction is unmistakeable for both vehicles, with racing fans all over The Mountain thrilled at their mere presence.

We push our luck and sneak the cars through a gate into the crowd at McPhillamy Park, causing an instant disruption to foot traffic.

The two cars are swamped by a crowd of onlookers who pepper us with questions. People pose for photos, and eagerly pore over the exterior details. Requests to pop the bonnet are quickly followed with calls to “give it a rev”. Ford Special Vehicles senior engineer Nathan Medbury happily obliges, taking the R-Spec to redline much to the glee of onlookers, while the 4000rpm soft cut of the automatic ZL1 that we have brought along earns itself a bit of uncharitable ridicule.

Being Bathurst, there are numerous questions about when the Camaro will join the Supercars championship. The short answer is Walkinshaw doesn’t want to ruin the silhouette of its performance hero like Ford did with the Mustang, and has called for the front roll-hoop regulation to be changed to accommodate a lower roofline, meaning a Camaro Supercar won’t happen until 2021 at the earliest.

Surprisingly, almost no-one mentions the price difference between the pair (it’s $60,000, if you were wondering). It’s mooted at one camp that most Ford and Holden fans couldn’t afford either of the cars anyway, and even if they could, the price wouldn’t matter. It’s a heart-over-head decision.

While neither car is torched to a crisp, and we survive a late-night excursion without having beer cans thrown, it’s clear that Red vs Blue tribal lines still exist at Mount Panorama. Verbal heckles are spat with venom as we cross the path of less agnostic camps, while one fan wearing a Ford shirt is quickly labelled a traitor by his mates for admiring the looks of the Camaro.

There are some less partisan onlookers, but they’re few and far between. The general consensus when prodded is that the R-Spec is the more impressive performance car, with its superior power and racing heritage, but it’s the Camaro that cuts a more intimidating and visually alluring figure.

A DAY after Scott McLaughlin sent the record books into a tailspin with his quickest-ever lap, he crosses the line to finish lap 161 of the Bathurst 1000 at the head of the pack. This is his, and the Mustang’s, first victory at the toughest race in Australian motorsport.

Walking down the pit lane amid the stampeding crowd is Rob Herrod. He holds a poster that reads MUSTANG WINS BATHURST. His eyes fill with tears as emotions swell to crescendo at the end of a tense race.

If Ford was looking for a fairytale launch for its R-Spec at the unforgiving Mount Panorama, this was it. As the race weekend concluded, it was estimated roughly half of the car’s 500-unit allocation was accounted for with pre-orders.

Who said ‘win on Sunday, sell on Monday’ was dead?

SPECS rd M ng pec Engin 5038c 8 ( °), h ,s rcharger Max werr W 0rp q e 82 N 450 m ansm nsmi ion ed ual nsions (L/W/H/W-B) 6 272 imate) eight 6 g m/h 4 5s estimated) Eco my y 16 m (estimated) Pric 9,9 w On sale Now

Model HSV Camaro ZL1 Engin 6162cc V8 (90°), ohv, 16v, supercharger Max powerr 477kW @ 6400rpm Max torqu 881Nm @ 3600rpm Transmission 6-speed manual Dimensions (L/W/H/W-B) 4780/1900/1350/2810mm Kerb weight 1761kg 0-100km/h 4.8sec (estimated) Economy 15.6L/100km Price $159,990 On sale Now

The R-Spec and ZL1 represent near enough a megawatt of Australian-assembled supercharged V8 muscle @wheelsaustralia

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FEATURE DRIVE / PORSCHE TAYCAN

Seeking a soul,

mate

PORSCHE’S DEBUT EV HAS ASTONISHING PERFORMANCE AND TOWERING TECHNICAL CAPABILITY, BUT CAN IT REALLY EMBODY THE SPIRIT OF STUTTGART? WORDS ALE X INWOOD

@wheelsaustralia

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FEATURE DRIVE / PORSCHE TAYCAN

FOOT LOOSE

Somebody stop me!

THE SYSTEM WHERE PEDAL RARELY MEETS METAL

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The Taycan’s brakes offer serious stopping power, but in normal driving you’ll have little need for them. Pressing the brake pedal can send 265kW of recuperative energy back into the battery, so most braking events won’t require the hardware (420mm carbon ceramic front discs with 10-pot calipers, 410mm back discs with four-pots on the Turbo S). Push deep into the brake pedal to engage the hydraulic system, however, and the crossover point from regen to hardware is smooth and effective.

A

UTOBAHN, 180 clicks south of Berlin. Rain spatters the windscreen as you patiently negotiate the melange of trucks, white vans and hustling BMW wagons. Then, as if by some invisible signal, the fast lane clears and the road straightens.

Flatten it. The Porsche explodes forwards, but not in the way you’re used to. There’s no kickdown from the gearbox, no flare of revs, no howl from a collection of pistons, valves and plugs. There’s only silence, save for some wind rustle and the rising roar from the 21-inch Goodyears. Just silence, and crushing, unrelenting, seemingly unstoppable acceleration.

Ferocious and sudden turns of speed have long been the EV shtick, yet beyond the tonne, combustion cars mostly hold the upper hand. But this is different. Where other EVs start to run out of puff, the Porsche Taycan seems to be only clearing its throat. 160km/h passes in the time it takes to loosen your grip on the steering wheel. Keep it pinned. 200km/h disappears in a matter of seconds as you apply a micron of lock to adjust for a sudden crosswind. Some context? If a McLaren F1 was in the next lane and accelerating hard, you’d be neck and neck.

The official VMAX is 260km/h but so rapid is our accumulation of speed that the Taycan’s speedometer rushes past that number with disdain. Only the sudden appearance of a van turning into the top lane seems capable of slowing Porsche’s EV as you get hard on the brakes at 270km/h.

Loosen your grip; take stock. Breathe.

That the Taycan relishes high-speed running, and feels as rock solid as any other Porsche product at extreme velocity, is a welcome discovery, though, truth be told, this isn’t why we’ve flown to Germany. Nor is it why you’re reading. No, we’re here to learn something deeper. To answer the question printed on the cover of our November issue: “Has Porsche created an EV with soul?” For that’s the promise that sets the Taycan apart, isn’t it?

The sense that this is finally an EV that draws a line in the sand.

That it’s different. That it’s an EV for drivers.

Windier roads and some more seat time are needed to answer that properly, but first, some background. Last month’s Taycan technical deep dive shone a comprehensive light on how Porsche has moved the EV game on technically. The condensed version, however, stands thus: built on an all-new platform, on an all-new production line with all-new body and paint shops, the Taycan utilises the now ubiquitous skateboard layout, built around a 93kWh battery pack. A ‘permanently excited’ synchronous electric motor on each axle provides all-wheel-drive capability and rapid torque vectoring (a cheaper, rear-drive version will arrive in 2021), but the big news is the use of an 800-volt electrical architecture.

For now, Porsche is alone here (other EVs use 400V) and is bullish in spruiking its benefits. Greater voltage allows for a lower current, which boosts recharging times (Porsche claims that with the right charger and a warm battery, a 5-80 percent recharge takes 22.5 minutes) and provides the ability to use a thinner wiring loom which can be packaged more easily and weighs 4kg less. Lower current also means there’s less heat in the battery, electric motors and other core components; a crucial

factor in delivering consistent and repeatable performance, which is a weakness in key EV rivals. Porsche isn’t shy in pointing this out. “Every Porsche is track ready, and we are track ready with this Porsche in particular,” I’m told by Dr Ingo Albers, the man in charge of the Taycan’s chassis. “Mostly it will be the driver that is the limit, not the car. After doing 25 launch control starts you are tired, I promise.”

Two model variants were available to drive at launch: the $300,000 Turbo, which packs 460kW/850Nm (and up to 500kW on overboost when launch control is engaged), a 0-100km/h sprint of 3.2sec and a WLTP range of 450km, providing you drive with a light touch. Our usage hovered between 20-24kWh/100km, suggesting a real-world range of around 390km.

It’s the more aggressive, and more expensive, Turbo S that we drive first, however. Tipped to cost $350,000 when it arrives locally at the end of 2020, it too deploys 460kW in regular driving, though an additional pulse inverter on the front axle means its overboost outputs leap to 550kW/1050Nm. Range drops to 412km, though performance numbers tumble too. Here, 0-100km/h takes 2.8secs. “And our figures are from a standing start,” adds Ingo, the subtext referring to Tesla’s ‘one foot rollout’ technique for recording performance times.

Drop into the driver’s seat and pause for a moment.

You approach the Taycan wary that it will deliver an alien experience, but slip inside and it instantly feels familiar. The driving position is low, natural and very 911. The steering wheel is lifted straight from the 911, and all of the key controls and functions fall naturally to hand. Only the radically different dash architecture, headlined by a curved 16.9-inch instrument cluster and a multitude of other touch and haptic screens, requires some recalibration.

Toggle the stubby, dash-mounted gear selector into Drive (another common 911 part), twist the drive select manettino into Sport Plus and find a quiet, straight road. Squeeze the brake to come to a stop and hold, mash the throttle, then relinquish the anchors. What follows is more carnival ride than motoring experience. The initial leap forward is violent, though in greasy conditions there’s a momentary pause as individual wheels slip and search for grip and the four-wheel-drive system (which is five times faster than any other Porsche) reacts to apportion torque.

Is the ‘cheaper’ Turbo noticeably less frantic? Yes, though both are monstrously rapid, with more shove and faster responses than any Porsche I’ve ever driven. Porsche’s data shows that in the first 2.5sec of a launch, the Taycan covers the same distance as the 918 Spyder hypercar, which should see you decimate all comers in the race away from the traffic lights.

Calm things down and the Taycan is effortlessly unflappable.

Again, there’s a familiarity to the controls. The steering (2.5 turns lock-to-lock) is nicely judged and naturally weighted, throttle tip-in is smooth, and it feels more agile in heavy traffic than a Panamera, its closest sibling in terms of size. Less natural is the coasting function. EVs have conditioned our brains to expect heavy recuperation when you lift off the gas. You won’t be ‘onepedal driving’ in the Taycan, however. Roll out of the throttle and it’ll maintain a constant speed which, initially at least, almost

Does it feel like a proper Porsche? Absolutely.

Is it a reassuring, polished, and powerful glimpse into the future of the performance car? Undoubtedly

FEATURE DRIVE / PORSCHE TAYCAN

Mamba green metallic paint conceals primarily aluminium sheetmetal over a high-tensile steel skeleton. Carbonfibre was rejected on cost grounds

feels as though the car is increasing its speed. You can boost the level of recuperation though three settings, though get used to the default setting and it quickly becomes preferable to heavy regen.

Turbos run 20-inch alloys shod with Michelin rubber (245/45R20 up front, 285/40R20 out back), while the Turbo S gains larger 21-inch Goodyear Eagles (265/35R21, 305/30R21).

Ride quality on standard three-chamber air suspension and adaptive dampers is excellent in both cars, as is cabin refinement and materials quality. This is a wonderfully serene, comfortable and effortless car to drive in traffic, and it’s practical too. The boot is fractionally smaller than a VW Golf’s (366L) and the two rear seats are roomy enough for adults.

It’s not perfect, however. Rear headroom for tall passengers is compromised (counter-intuitively, cars fitted with the optional panoramic glass room actually have more headroom than those with a steel roof), and while there’s ample toe room and sufficient kneeroom thanks to a lengthy 2900mm wheelbase and scalloped front pews, the rear bench could do with more underthigh support. I’m also not sold on the plethora of screens in the front of the cabin. The curved instrument cluster is a triumph, with sharp graphics and intuitive touch pads on either edge for the lights, traction control and suspension settings, but the 10.9-inch screen on the lower section of the centre console is less convincing. Unlike the other touchscreens, this responds via haptic feedback and is something of a fingerprint magnet.

If three screens aren’t enough, you can option a fourth for the passenger, but it doesn’t offer any functionality the passenger can’t access by simply moving their hand two inches to the left.

Our test cars also displayed some strange technical glitches, with the passenger display and central screen frequently freezing and rebooting, though Porsche said this has been corrected.

Find a winding road and your focus hardens. It’s wet, the ambient temperature hovering around 5°C, and the twisty sections

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on our road loop are so narrow that they’re virtually a single lane at the apex. Not ideal for a circa-500kW performance car that weighs 2.3 tonnes… yet the Taycan simply demolishes the route.

Rear-wheel steering is standard, as is Porsche’s full armada of chassis control systems, including torque vectoring, an electronically controlled limited-slip diff and active anti-roll bars, the latter taken directly from Panamera and Cayenne.

Body control is vicelike, with any lateral movement so small as to be virtually imperceptible at sane speeds. While grip levels are high, there’s enough communication through the seat of your pants to telegraph when you’re near the limits of adhesion. Ignore those signals, however, and there’s real fun to be had on corner exit. Be judicious with your throttle inputs and the Taycan’s ability to slingshot out of a corner is almost peerless, though get greedy with your right hoof and it can feel nicely rear-driven too. Sport and Sport Plus loosen the electronic nanny to give hints of yaw and, should you be feeling confident, ESC off really means OFF. Unusually for an EV, the Taycan has a two-speed gearbox on the rear axle. In Sport and Sport Plus, first gear is used for maximum acceleration while second kicks in at around 70-80km/h. It’s a strange sensation to feel, and to hear, a gearshift in an electric car, but despite the occasional clunk and minor jerk as you approach intersections, it enhances the experience. Downchanges can be accompanied by a flare of revs, which feels nicely old school.

So the Taycan is fun, engaging, and has a strong sense of Porsche DNA shot through its dynamics. Does it feel like a proper Porsche? Absolutely. Is it a reassuring, polished, and powerful glimpse into the future of the performance car?

Undoubtedly. But is it the equal of, or an improvement on, the level of connection and engagement offered by the existing crop of performance cars? Perhaps that’s an unrealistic expectation, but this initial drive suggests that might be the only measure on which the Taycan falls short.

Optional vandal-proof motorised charging flap glides into body and then upwards. It’s also been tested for its anti-finger trapping and ice-breaking abilities

SPECS

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PROFILE / KAY HART

The

Hart

of Ford

UNCERTAINTY. THE DEATH OF CAR MAKING. SALES IN DECLINE. WHAT’S NEXT FOR FORD IN AUSTRALIA? WE MET WITH CEO KAY HART TO ASK HER JUST THAT W O R D S B R U C E N E W T O N P H O T O S A L A S TA I R R I T C H I E

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S

T HELIERS BAY is one of those affluent waterside suburbs you might find in Sydney, Melbourne, San Francisco or Barcelona. In this case it’s Auckland in New Zealand. The coffee shops are doing a roaring Sunday-morning trade, the joggers are out in force, as are the dog walkers and a multitude of cyclists.

Picking her way through the throng in a white Mustang convertible V8, it’s top appropriately dropped on this sunny morning, is Kay Hart, the president and CEO of Ford Australia-New Zealand.

Soon she’ll be driving the hour south to Pukekohe Motorsport Park to watch the Supercars racing version of the Mustang GT Fastback in action. But right now she’s squeezed some time in for a photo shoot and a talk with Wheels in the area where she grew up.

“I love it here,” she says. “The sea, the culture, the environment, the people and just the general vibe.”

Hart’s own vibe is happy and upbeat. She has a deep, frequent chuckle, a big smile and a remnant trace of a Kiwi ‘fush and chups’ accent. People who know her well insist she’s not only smart as hell, but genuine with it. Hart has heart.

She also has a strong constitution. She’d been in South Africa on a dealer trip prior to Pukekohe – pit-stopping at Ford’s Melbourne HQ briefly on the way through – then after NZ it was back to South Africa for a wedding, Melbourne, then Sydney for the launch of the Mustang R-Spec and on to Bathurst to witness Scott McLaughlin and Alex Premat’s victory in an epic 1000km battle.

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PROFILE / KAY HART

“The international travel is not so typical in such a short space of time, but I do try to get out within Australia as often as possible to visit dealers and customers,” she says when we catch up at Mount Panorama to complete the interview started on a beachside park bench at St Heliers.

Hart is a rarity in being the female boss of a car company in Australia. She’s also the first local Ford leader in a decade to be operating in anything like clean air. Her predecessor, Graeme Whickman, closed the Campbellfield and Geelong manufacturing plants; his predecessor, Bob Graziano, announced they were closing.

Before him, Marin Burela’s reign was dogged by questions of local manufacturing survival. Hart, who took over the job 16 months ago, has the chance to go beyond all that. But not, she explains, by starting all over again. “One of the most important things [when she started] was to provide the team with stability in terms of direction and strategy and exactly what we are doing as a team,” Hart says.

That meant reinforcing the key tenets of modern Ford, which is now one of 60-odd brands vying for oxygen in the Australian market, not one of three manufacturers who, along with Holden and Toyota, were once distinct from the rest.

So the customer comes first and the relationship with the dealer network has to be as strong as possible. That’s all the more important in a new-vehicle retailing environment that is in steady decline in Australia. Overall, according to VFACTS, sales are down 7.9 percent year-on-year. Ford’s decline is among the more resilient of the majors at 8.2 percent. But it’s still a decline.

“It’s very clear the industry we are operating in at the moment is a tough one,” Hart says. “It’s obviously well down year-on-year and is continuing to decline. So it’s making sure we have the right strategy within the operating environment, which has become a lot tougher. ‘Customer first’ continues to be our key point. It doesn’t matter, big industry or small industry, that ‘customer first’ is still key to us.”

So what does that mean? Well, in product terms look at the R-Spec and Ranger Wildtrak X limited editions. A supercharged factory-backed Mustang has been a missing opportunity for years and the X sits atop the dual-cab range, where buyer interest seems insatiable. Hart says these are two examples of how Ford is changing to more rapidly and specifically respond to customer demands in the post-manufacturing era. “That’s the fundamental shift from a Ford standpoint in terms of what we are trying to do in the market and how our strategy is playing here.”

Hart is impressively good at staying on message. It’s not a surprise, car company executives are very well trained in this sort of stuff these days, and Hart is clearly a good learner. But her steady rise up the Ford ladder over the past 21 years suggests she has more talents than simply delivering positive soundbites. For years she has been identified internally as a star on the rise.

Her involvement with Ford and the car industry began almost by accident. A bachelor of business, management and marketing at Auckland University of Technology, she exploited her father’s extensive contacts in business to organise a month-long internship.

It could have been an insurance company, a furniture company, or a fast-food retailer, but it ended up being Ford of New Zealand.

To be fair, there was a pretty strong likelihood it would be at the Blue Oval. That’s because her father, John Hart, was coach of the All Blacks rugby union team. And Ford was, and still is, a major sponsor.

“I got absolutely hooked, loved it!” Hart recalls of her Ford internship. “I had so much fun and I loved the passion. The passion for the brand and the industry as a whole, it got me hooked.

“So I got called up about a month after my internship finished – not even a month, I don’t think – and I got put onto the [Ford] graduate program. And so then I never looked back.”

Eight years at Ford NZ topped out as national sales manager.

Then, for nearly two years it was marketing vice-president of Ford Thailand. After that came more than four years in Shanghai as Asia Pacific and Africa field operations and dealer development director.

She became managing director of Ford Group Philippines in 2013 and moved to global headquarters in Dearborn, USA in 2016, first in a marketing role then to work on Team Edison, the global battery electrical vehicle operation. She returned down under in July 2018.

So why such a traveller? “I think the opportunities given to me by Ford, and I love travel,” Hart responds. “I love change, I love culture and I love learning, so to me, travel with all the different jobs [that I’ve held at Ford] has given me the opportunity to do all of that, and I’ve loved it.”

Hart doesn’t throw up the shutters entirely, but she’s definitely a private person. So when the subject turns to her father, still a nationally known figure in NZ, and her upbringing, she’s not so much taciturn as truncated. The smile’s still there but the details are limited. John Hart’s tenure as coach ended when the All Blacks didn’t win the 1999 Rugby World Cup. It was a wretched time for him. At a horse race soon after he resigned he was booed and spat upon and beer was thrown over a horse he owned.

“It was a tough year,” she says quietly. But she rejects the suggestion she hit the road with her job to escape the public bubble her father lived in, or she protects her privacy for the same reason.

“I think for me, Dad being in the public has provided a lot of positives,” she counters. “There have been negatives, but they have all been learning things. It didn’t shape what I wanted to do in terms of getting away from the public, but I think it shaped who I am from what I learned growing up. I value my privacy and I value my time with family and friends. But I am not actively hiding anything or keeping to myself. I do value it, and I think I have a very clear role between home and work.”

Watching Hart from a distance at the Pukekohe and Bathurst Supercars races there’s no doubt she is comfortable in her skin. She interacts easily with whoever it might be; McLaughlin, billionaire team owner Roger Penske, a fan seeking an autograph. It might not be a rugby stadium, but it’s a sporting venue and it’s in her blood.

No question she’s been tested by the Mustang’s turbulent, albeit dominant, arrival in local motorsport in 2019. Parity fights, pit-lane politicking and a fair degree of dissatisfaction emanating from world HQ as things threatened to go pear-shaped, prompted her to express dismay with the situation in a media interview. “We have been disappointed with some of the discussions that have happened, no doubt,” she said in April at the height of the controversy.

Not fire and brimstone exactly, but Ford is a conservative

Watching Hart from a distance at the Pukekohe and Bathurst Supercars races, there’s no doubt she’s comfortable in her skin 74

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Above: Kay Hart (right) with dad John when he retired as All Blacks coach. Below left: with DJR Penske team owner Roger Penske on the grid before the start of this year’s Bathurst 1000

CAT CALL

Who’ll ride with ‘lone Ranger’?

UTE A KEY BUT FORD IS NO ONE-TRICK PONY, SAYS HART Up to the end of September 2019, around 31,000 of the 48,600 vehicles sold by Ford in Australia were Ranger utes. Hart takes that win, and plays down the negatives of the reliance.

“Are there other opportunities we would like to take more advantage of? Yes, we are always looking for that, but that doesn’t negate any of the success of Ranger and the continued focus on that,” she says, and she’s clearly relieved the new Ford-VW alliance hasn’t robbed Ford’s Australian-based technical and design centres of next-gen Ranger and Everest SUV development. “The powertrain work has moved from Australia to the USA; that’s a transition that was made earlier this year, but all the top-hat work on this next generation is done here by the Australian team. That’s a huge pridepoint for us.”

The new Escape SUV arrives in 2020 and Hart confirms the smaller Puma SUV is under investigation for here too. Meanwhile, the local prospects for the struggling Mondeo mid-sizer look bleak: “It’s tough to bring in a vehicle that does such small volume,” says Hart.

PROFILE / KAY HART

Hart is described as inclusive yet decisive in business by those who deal with her company that hates discussing any of its issues in public, so the action of speaking out carried even more weight than the words themselves. It’s no surprise Supercars has not tried to slow the Mustang any further since then…

“Yes, challenging times, tough times, frustrating times throughout the year,” Hart admits. “But mostly successful. That’s what we want to remember this year for, not the challenges, but for the success.” Of course, neatly played. Spin that message back to the positive, as Hart so often does.

Away from public interactions with pesky journalists, Hart is described as inclusive yet decisive in business by those who deal with her. She’s less acerbic and divisive than Whickman – who she names as a mentor – and certainly more charismatic than the dour Graziano. The constant smile can be deceptive, though. Hart’s eyes can narrow and sharpen when something’s concerning her, even while the smile stays fixed in place.

There have been critical moments in each of Hart’s assignments that have helped her develop into the auto executive she is now. In Thailand, she learned how to do business in a foreign language; from Shanghai, she oversaw the rapid roll-out of dealer networks in China and India; in the Philippines, she realised she loved running the show. In the USA, though, she finally really connected with driving.

“Living in Asia for so long, I didn’t do a lot of driving,” she recalls. “I didn’t drive in the Philippines, Thailand or China.

But in Michigan, because I could drive, I drove a lot. I went to the [Michigan] upper peninsula and it was amazing. I loved it. My first vehicle up there was the Explorer, then I got into the Expedition – big to bigger – then a Mustang convertible, and that got me hooked on the convertible and my first car in Melbourne was back to the convertible.”

Her next company car is the Raptor, the wild off-roadfocused version of the Aussie-developed Ranger ute. “Given the team we have in Australia and the pride we have in Ranger and hanging out with those guys and learning about the vehicle and then getting the opportunity [for them] to take me through the real details and engineering of it, I can’t wait [to

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Feel the serenity: Kay Hart presents a calm front amid turbulent times for the Australian car industry

drive it]. “We are going to go to the proving ground and really test out the vehicle.”

Hart says she has never experienced any negatives at Ford because of her gender, but she acknowledges that not every woman across the industry has been treated with fairness.

With Dannie Winter the marketing director at Ford Australia, the company has a strong female public-facing outlook, as she and Hart are the two executives who talk to the media most often. In an industry where males dominate senior management positions, does a female perspective deliver an advantage?

“I don’t want to say that as a woman you do things differently, but I think it helps. Having a diverse workforce is so critically important across all levels of the organisation in terms of doing things differently and understanding and connecting with your customer base, which is society in general. So to me, it’s important to have a diverse workforce no matter at what level.”

Hart sips her takeaway coffee and looks out across St Heliers Bay towards Rangitoto Island. It’s a gorgeous view. Behind us, the Mustang is idling and her PR minder is signalling it’s time to go.

“I never thought I would be away for this long,” Hart muses.

“I didn’t expect to be away from home forever. But I love what I do. It’s important to me as an individual. I need to have fun and enjoy what I do – be it personal life or work life. So right now, I am enjoying it. I have a great passion for Ford and the industry.”

And then Hart smiles, chuckles and moves on.

Premium Ultra High Performance Tyre Touring Performance Tyre

www.laufenn.com/au

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COMPARISON / SMALL SUVS

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BETWEEN

KAROQ HARD PLACE AND A

BATTLING CITROEN JOINS THE BOOMING BABY SUV BUNCH, BUT IS IT CZECH MATE FOR THE NEW C3 AIRCROSS?

W O R D S B Y R O N M AT H I O U D A K I S P H O T O S A L A S TA I R B R O O K

@wheelsaustralia

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3D-effect rear lights migrated from the C-Aircross concept car

Tall stance, but C3 falls short on storage

COMPARISON / SMALL SUVS

Perfect for darting through traffic or clean starts on steep hills, the Citroen is a lusty little livewire

TOUCHY FEELY

Material difference

CONTENDERS CUT FROM A DIFFERENT CLOTH

1. CITROEN C3 AIRCROSS

Skinny, stylised interior looks funky, with comfy seating, cool 7.0-inch touchscreen functionality and plenty of kit, but hard plastics, poor storage and drab back seat area disappoint.

Manual (T-bar) handbrake a welcome throwback but betrays ageing PF2 platform underneath. At 410 litres with fake floor removed, the cargo area is deceptively deep. The spare is a space-saver. Ground clearance is 175mm.

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2. SKODA KAROQ

Airy and spacious, the Karoq’s longer, lower and wider cabin is inviting, with a superbly presented dash, seating for larger people, a premium ambience and thoughtful details like front passenger seat height adjustment, rear-seat tablet holders, sliding cargo cover, rail-mounted carry hooks, umbrella and torch. Spare is a space-saver. Luggage capacity is 479L (a huge 1810L with back seats out). Ground clearance is 172mm.

W

HAT DOES Citroen have to do to catch a break in Australia? Famous as an early pioneer of front-drive, monocoque construction, aerodynamics, and hydropneumatics for superior suspension, steering and braking, the brand has been present here for most of its 100-year history – and in this magazine since August 1953 (only our third issue). Additionally, assembled in Melbourne for a time, the DS’s beauty has proven transcendental and tough alike, inspiring the Concorde while conquering rallies – including 1968’s gruelling London to Sydney marathon (until it crashed near the finish line). Yet Aussies choose to ignore such illustrious and inclusive heritage and instead treat Citroens with uncertainty and even suspicion. Just last year, it managed only 494 sales, against Mercedes’ 40,000 and 217,000 Toyotas.

Maybe the box-fresh C3 Aircross will break through.

Based on the pretty C3 supermini, it is distinctive but not divisive, thrusting the Spanish-built bijou crossover into a happening segment for the first time … that is, if you ignore the Mitsubishi ASX-derived C4 Aircross of 2012 (which almost everybody did).

Priced from a steep $32,990, the Aircross resides between the $20-something-K mainstream ASXs and $45K-plus premium Volvo XC40s of this world, but it comes loaded with gear like AEB, blindspot monitoring (BSM), lane-departure warning (LDW), Apple CarPlay/Android Auto, aerial-view camera, auto on/off lights and wipers, climate control, DAB+ digital radio, keyless entry/start, a head-up display (HUD), sat-nav, self-parking and a Qi wireless phone charger. Fancy paint with some flamboyant detailing – as per our example – is the only option.

Here’s another, and at $700 less to boot: Skoda’s Karoq 110TSI with dual-clutch transmission (DSG), from $32,290. Visually less peculiar than the likeable, ironically Citroen-esque Yeti it usurps, the smartly coiffured Czech adopts the Golf 8’s MQB architecture, though ditches the rear multi-link of its predecessor for a torsion beam (matching the Aircross).

Where the standard Karoq cannot match its French foe is in a menagerie of acronym-addled gadgets (namely BSM, LDW, GPS, QI, HUD, DAB+ and auto parking), though the base instead boasts

adaptive cruise and auto high beam. Note ours heaves with $9K’s worth of loot, equalling the Citroen’s haul (bar HUD) while adding LED lights, (vinyl-ish) leather, heated front seats (powered for the driver), a larger 9.2-inch touchscreen, upgraded audio, digital instrumentation, 18-inch alloys and more. Grand total? $41,590.

For fairness, we’re overlooking most of these extras.

Still, there’s no ignoring the Skoda’s more expansive cabin. An outstretched hand span longer and a matchbox wider, size-wise the visibly lower Karoq resides in a real sweet spot, being roomy enough for smaller families yet compact enough for tight-spot scenarios. Dimensionally, think 2000’s Subaru Forester.

Furthermore, the Karoq’s dash presentation would do Volkswagen’s posher marques proud, defined by a textured, layered simplicity that’s invitingly functional. Along with room for five, key highlights include a fine driving position, effective ventilation, supportive seating, bountiful storage and abundant vision. This Skoda serves to please.

We also brought along an actual basic Karoq for a reality check … and guess what? While not as opulent as our bling box, the fabric trim feels softer and warmer, the standard analogue dials are crisper, and, even in touchscreens, eight inches is still larger than average. We’d forgo most of the options.

Plus, no SUV offers the immense versatility of the trick VarioFlex rear seat trio that individually slide and recline as required. They’re easy to remove too, unlike the fixed (for Oz only, to comply with our vexing design rules) Citroen’s. Sure, each is heavy to lift, but all that exertion results in a nifty twoseater van configuration. Enter Sandman, 2020-style.

In contrast, the Aircross’s cabin is noticeably narrower and somewhat toylike, though there’s plenty to drink in and enjoy.

Yes, the Citroen is slightly more hemmed-in inside, though canny cab-forward packaging, that lofty ceiling and deep glass conspire to provide a sense of light and space, in a way that the similarly mini Mazda CX-3 cannot. Minimalist in layout, the fascia is cohesive, the touchscreen improves with familiarisation, the seats feel instantly sumptuous and the satellite-pod instrumentation is chic.

But there’s no overlooking acres of hard, shiny plastics, a nearuseless glovebox, paltry single cupholder, scattered switchgear (try finding the ‘Sport’ button quickly) and vision-hindering windscreen pillars. And while the rear comfortably seats two, @wheelsaustralia

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COMPARISON / SMALL SUVS

The Karoq resides in a sweet spot: roomy enough for smaller families, compact enough for tight-spot scenarios HANDY ADVICE

Kamiq relief If you can still find a $29,990 Karoq 110TSI manual, buy one – it’s a bargain. We expect Skoda will push the model line upmarket to make space for the smaller, VW Polo-based Kamiq next year, which will be a true small (but spacious) SUV in the mould of the CX-3. Three-cylinder turbo-petrol engines are likely. Skoda’s winning SUV ways are certainly gathering pace…

For an ‘urban’ SUV, Karoq actually delivers its best on the open road

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SPECS the back lacks flair, face-level vents, a centre armrest, cupholders and adequate storage. The boot, too, is miles smaller. Advantage, Karoq.

That said, the Citroen claws back ground in two areas important to many compact SUV-buying urbanites: lowspeed driveability and ride comfort. The former first.

Under the Aircross’s snub bonnet is a thrummy and throaty 1.2-litre three-pot turbo triple, driving the front wheels via a Toyota-supplied six-speed torque-converter auto – a pairing that’s proved remarkably robust in many PSA models.

Though 81kW and 205Nm are ho-hum outputs, a trifling 1203kg – some 200kg shy of the Skoda – boosts the power-to-weight ratio, for snappy off-the-line acceleration and punchy mid-range throttle response.

Perfect for darting through traffic or clean starts on steep hills. Vocal but never intrusive, the Citroen’s a lusty little livewire.

The opposite applies to the Karoq, which shines out on the open road. Armed with a 110kW/250Nm 1.5-litre fourcylinder turbo and seven-speed DSG combo, the 110TSI front-driver majors in providing a broader bandwidth of performance with maximum efficiency, minimum fuss and welcome refinement. The upshot can be lessthan-smooth progress in heavy traffic or when crawling over inclines, as the DSG can feel laggy and even jerky.

Frustrating for drivers desiring instant oomph.

Inevitably this means the Skoda trails the terrier-like Citroen up to 50km/h, but the 110TSI’s deeper lungs reel it in beyond that, by 1.4 seconds at 100km/h and a yawning 4.9s past 140. And though the Aircross pulls briskly between 80 and 120, it cannot catch the strident Karoq. Size matters here. Additionally, the Skoda proved only 0.3L/100km thirstier overall. Impressive.

Still, the Citroen keeps up in bends, thanks to quick steering and a planted, predictable chassis that soaks up the bumps with far more aplomb than a lightly laden Karoq. But, again, as speeds rise, the situation reverses, with the Aircross’s handling feeling a tad nervous blasting over zig-zag roads, often requiring two bites at the helm to maintain a chosen line. There’s also more body movement and less rebound control.

The 110TSI, meanwhile, glides on through such stuff with reassuring fluid finesse, its steering weighting up agreeably for a more controlled connection between car and driver. The Golf DNA is obvious here. Additionally – and even on bigger 18s – a loaded Karoq settles down and soaks up rougher surfaces almost as well as the plush Citroen, minus the lean.

Ultimately, the Karoq is a more refined and grownup experience, eschewing the Yeti’s quirky nature for formidable all-round competence that’s as polished as it is practical.

The slick powertrain and firm suspension are much more harmonious away from the rigours of cut-and-thrust commuting, but then that’s where the charming C3 Aircross soars, lacking for little and giving much more than its diminutive numbers suggest.

So, while the Skoda is palpably more complete, the French car nails the city SUV brief with characteristic, charismatic chutzpah. We cannot imagine consumers finally flocking to dealerships, but it deserves to be that elusive thing after a century here – a successful Citroen in Australia.

KAROQ SOLID

No.

SKODA KAROQ Q 110TSI

CITROEN C3 AIRCROSS SHINE C

$32,290 /Tested $41,590* 90*

$32 $32,990 990 /T /Tested t d $33,580* $33 580*

in-line 4cyl, dohc, 16v, turbo front engine (east-west), front drive 1498cc 110kW @ 5000-6000rpm 250Nm @ 1500-3500rpm 7-speed dual-clutch

in-line 3cyl, dohc, 12v, turbo front engine (east-west), front drive 1190cc 81kW @ 5500rpm 205Nm @ 1500rpm 6-speed automatic

Drivetrain Engine Layout Capacity Power Torque Trans.

No.

Chassis Body L/W/H/W–B Track (F/R) Weight Boot Fuel Economy Suspension

Steering Turn circle Front brakes Rear brakes Tyres Tyre size

steel, 5 doors, 5 seats 4382/1841/1603/2638mm 1572/1537mm 1393kg 479 litres 95 octane/59 litres 8.7L/100km (test average)

steel, 5 doors, 5 seats 4154/1756/1637/2604mm 1513/1491mm 1203kg 410 litres 95 octane/45 litres 8.4L/100km (test average)

Front: struts, A-arms, coil springs, anti-roll bar Rear: torsion beam, coil springs

Front: struts, A-arms, coil springs, anti-roll bar Rear: torsion beam, coil springs

electric rack and pinion 10.2m (2.7 turns lock-to-lock) ventilated discs (312mm) solid discs (272mm) Bridgestone Turanza T001

electric rack and pinion 10.8m (3.0 turns lock-to-lock) ventilated discs (266mm) solid discs (249mm) Bridgestone Turanza T001

215/50R18 92W

215/50R17 91H

Safety ANCAP rating

(Aus)

Not yet tested

Performance

Verdict

Power-to-weight: 79kW per tonne Redline/cut-out: 6200/6400rpm Speed at indicated 100km/h: 96 Standing-start acceleration 0-20km/h: 0.9sec 0-40km/h: 2.7sec 0-60km/h: 4.3sec 0-80km/h: 6.3sec 0-100km/h: 9.0sec 0-120km/h: 12.7sec 0-140km/h: 17.8sec 0-400m: 16.9sec @ 136.5km/h Rolling acceleration 80-120km/h: 6.3sec Braking distance 100km/h-0: 40.7m

Power-to-weight: 67kW per tonne Redline/cut-out: 5500/6000rpm Speed at indicated 100km/h: 98 Standing-start acceleration 0-20km/h: 1.1sec 0-40km/h: 2.5sec 0-60km/h: 4.5sec 0-80km/h: 6.9sec 0-100km/h: 10.4sec 0-120km/h: 15.1sec 0-140km/h: 22.7sec 0-400m: 17.4sec @ 126.9km/h Rolling acceleration 80-120km/h: 8.0sec Braking distance 100km/h-0: 40.8m

Track: Heathcote raceway, cold, damp. Temp: 10ºC. Driver: Byron Mathioudakis.

Warranty: 5yr/unlimited km.

Service interval: 12 months/15,000km. Glass’s 3-year resale: 46%. AAMI Insurance: $1017

Track: Heathcote raceway, cool, damp. Temp: 10ºC. Driver: Byron Mathioudakis Warranty: 5yr/unlimited km Service interval: 12 months/15,000km. Glass’s 3-year resale: 54%. AAMI Insurance: $1157

* Metallic paint ($700), Premium, Tech and Travel Packs – includes 9.2”, sat-nav, gesture control, leather, adaptive LED headlights, Lane Assist, Blindspot Detection, power tailgate, electric driver seat + memory, auto park assist, premium audio, 18” alloys, heated front seats, Traffic Jam Assist, auto foldable mirrors, Drive Mode, DAB+, wireless charging: ($7900); Virtual Cockpit ($700)

* Metallic/Special paint ($590)

8.0/10

7.0/10

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FEATURE / BENTLEY CONTINENTAL

Bentley to the

battleямБelds FOUNDED IN THE SHADOW OF THE GREAT WAR, BENTLEY SHARES AN UNBREAKABLE BOND WITH THIS TRAGIC ERA. WE PAY A FITTING TRIBUTE TO THE FALLEN WITH A UNIQUE MOTORING JOURNEY INTO THE PAST WORDS MEL NICHOLS PHOTOS JOHN MASON

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The now-tranquil village of Heilly, north-east of Amiens, one of many areas in which the AIF saw action

British Mark V tanks played a significant role in turning the tide of the war

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HE D1 IN NORTHERN France is one of those perfect roads. It lopes across the plains above the River Somme, at the heart of the WWI battlefields.

It’s open, inviting, and flows to the horizon with just a few kinks that won’t impede your progress. If you’re in a fast car like the Bentley Continental GT Convertible, you can let it rip here.

But then, heading east towards Bray-sur-Somme, you crest a rise and an imposing, grey stone cenotaph bearing a Rising Sun emblem looms beside the road. If you’re Australian, it will stop you in your tracks.

It commemorates the First Australian Imperial Force’s Third Division. It is one of the emotive memorials that honour the Diggers who so distinguished themselves in France between 1916 and 1918. As you drive this country – and it is pleasant country to drive, now – they’re constant reminders of the enormity of what happened here and, most especially, of the Australians’ crucial role in the battles that led to Germany’s defeat.

Photo boards around the pillar’s base tell you why the Third Division chose this spot for the memorial to its 6220 men killed and more than 24,000 wounded on the Western Front. The city of Amiens, a crucial transport hub 24 kilometres west, was a key target in the Germans’ massive 1918 Spring Offensive. Capturing it would grab the Allies’ vital supply base and split the British Empire armies and incoming Americans from the French.

As battered British battalions were shoved back, Australian divisions – with many of the troops crammed into cattle trucks – were rushed down from Belgium to plug the gap. On March 28, the Third Division dug in here, on the heights above the Somme

at Sailly-le-Sec. Two days later the Germans attacked. And were stopped. One of the display boards tells the story: Three times that day, waves of German infantry tried to come up the valleys and slopes east of the Third Division memorial. Each time they were beaten back with heavy losses caused by intense rifle, machine-gun and artillery fire. No further attempt to break the Australian line here was ever made. To the Third Division, this was the place for their memorial.

As you gaze around now, the farmland looks much the same as it had been then: unfenced fields rippling with ripening wheat and barley; woods ranged like dark green caterpillars on the horizons; the tip of a village church steeple pricking the skyline; gentle slopes falling to the meandering Somme two kilometres south; and the folds dropping to its sister river, the Ancre, 2.5 kilometres north. But every hectare, in every direction, holds a story. Over the slope to the south-west, Sydney-born carpenter Sgt Cedric Popkin of the Fourth Australian Machine Gun Battalion fired the burst that’s believed to have done for Baron Manfred von Richthofen and brought the Red Baron down in a field beside the D1 a little way back…

Dipping into a book as good as ANZACS on the Western Front brings to life the tragedy and heroism etched into this soil. It’s a masterful guide, written for the Australian War Memorial by Peter Pedersen with Chris Roberts, that divides the Aussies’ and Kiwis’ Western Front battles into 28 chapters with maps and itineraries that show you how to drive and walk the battlefields.

Gliding quietly on in the Bentley along the thin roads across the high fields, I follow their map to a railway embankment in the village of Dernancourt. It’s an ordinary-looking bank

No further attempt to break the Australian line here was ever made. To the Third Division, this was the place for their memorial

The Australian Corps Memorial at Le Hamel

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FEATURE / BENTLEY CONTINENTAL

between the trainline and a farm track. But to a Tasmanian like me, it’s momentous. Here, on March 28, 1918, the 47th Battalion’s Sergeant Stanley McDougall, a 27-year-old blacksmith from Recherche Bay, south of Hobart, stopped a German breakthrough.

He killed seven Germans with his rifle and bayonet and many more with an enemy machine-gun he snatched and fired from the hip. He ran out of ammo, seized a bayonet and killed another four before grabbing a Lewis gun and killing still more. His daring saved many comrades and captured 33 prisoners. He won the Victoria Cross, and eight days later the Military Medal for another fearless Lewis onslaught. His VC was one of the 53 awarded to Australian soldiers on the Western Front (of 64 in WWI).

It’s easy to get to the Somme from major centres like Paris, Brussels or Amsterdam – and particularly London. Going there in a Continental GTC seemed apt. Bentley was born out of the Great War. Captain Walter Owen Bentley started his car company in 1919, 70 days after the armistice and fresh from designing the notably reliable BR1 and BR2 nine-cylinder radial engines for the Sopwith Camel and other aircraft. While visiting a squadron in France he was strafed by von Richthofen and had to leap into a canal where, neck-deep, he met Nobby Clarke whom he later hired as his chief mechanic.

We pass under the Channel on the 35-minute Eurotunnel train, and from Calais are at the battlefields in an hour and a half’s easy autoroute motoring. You’d expect a car of the GTC’s price and mind-boggling specification to excel at ‘motoring’, but the new GTC goes way beyond that. It drives. Its extraordinary refinement, best expressed in an impeccable ride and hush, top up or down, is obvious from the outset. But as we start driving the loops around the battlefields that my WWI historian friend Rich Hughes and I had planned, I learn how sublimely that ride is mixed with sharp handling and imperious cornering ability.

Feed in searing acceleration – 0-160km/h in 8.0 seconds – and you have an opulent four-seat convertible with the pace of a supercar. All that weight – 2865kg gross in a car 4850mm long – doesn’t impede the performance that the 5950cc twin-turbo W12 petrol engine is keen to deliver. It switches in an instant from easing along on six cylinders in deactivation mode to delivering all 12’s 467kW and 900Nm. That thrusts the car from 0-100km/h in 3.8 seconds, near-enough 911 and Mercedes-AMG S63 Cabriolet territory. And a swanky convertible this heavy that will do 333km/h? Something to contemplate.

But as we follow the network of flowing main roads and narrow lanes between historic sites, and the GTC chews up kilometres of the very ground that armies fought over metre by metre, what surprises and delights me most is the way it stays amazingly flat in corners while still delivering its consummate ride. It’s reassuring for passengers and driver alike. Extravagant it might be but ponderous it isn’t. It’s lithe, confidence-inspiring and, apart from its coupe sister, I can’t recall anything with this combination of silence, ride quality, lack of roll, precise handling, and grip.

The ride quality – even on the optional front 275/35 and rear 315/30 ZR22 bespoke Pirelli P Zeros on our car – stems from Bentley’s new continuous damping control system which

constantly measures the wheels’ velocity and distance from the body and fiddles the air in the 60 percent bigger three-chamber springs. All the while, a 48-volt roll-control system tweaks actuators on the multi-link suspension’s active anti-roll bars. That’s what kills bodyroll and keeps the tyres upright to deliver the turnthe-wheel-and-it-goes-there handling. But there’s another factor: Pirelli engineers spent 1000 hours alongside Bentley’s, evaluating six batches of tyres at a time in seven development stages, to find the optimum grip, response, comfort, quietness and durability.

While the GTC is fast, svelte, impeccably mannered and luxurious, this third-generation model is also beautiful. It is longer, and moving its front wheels 135mm further forward let the designers drop the engine to draw a lower, more sultry body with divine lines. It’s a pleasure to look at the light playing along those creases running from its front guards onto the doors, and along the haunches. When the roof goes up, in 19 seconds, it’s surprisingly slim and harmonious, too – and drops cabin noise 3dB to the level of the previous Continental coupe.

All the sumptuousness and technology of its hand-made cabin wouldn’t matter if the driving position were flawed. But it too is perfect. The seats adjust 20 ways – there’s an optional massage facility – and include warmers that waft hot air around your neck, pleasant on an evening drive. The rear buckets cosset too, but there’s not quite enough legroom for adults for long distances.

The 235-litre boot, better than before because the roof folds more compactly, will serve two adults and children with small bags.

And, with a 90-litre tank, how pleasing it is to see the fuel display saying the range is 850km (in reality closer to 660km if you push on; I logged 13.5L/100km). If, as part of the $141,835 worth of options on our $606,435 First Edition and Centenary spec GTC, you’d included the $17,296 2200W 18-speaker Naim audio system, I think you’d be pleased. It’s as serene as the rest of the car.

One thing occasionally disrupts the GTC’s dignity. As it slows for traffic lights, for example, the ZF eight-speed dual-clutch transmission picks up first gear with a bit of a jolt. Developing a gearbox to be ever-smooth with such torque is a big ask, and Bentley admits improvements are due. It says distance helps: the ECU is constantly learning and adapting to improve shift quality.

As we roam the pretty country of the Somme, roof-down in 30-degree heat, we’re awed by the number of cemeteries visible from almost every road. Each headstone tells its own story; Aussies alongside Kiwis, Brits, Canadians and French, often interspersed with Germans. As tour guide Michael McKernan wrote in The Age: “It still clutches at us, the Great War; it can still summon powerful emotions. Why, travellers ask, did those in charge keep doing this to decent young Australians? Five thousand five hundred lost at Fromelles; 27,000 seven weeks later by the end of Pozières and Mouquet Farm. Too much death, too much terrible injury and suffering. Why?” All told, 46,000 died on the Western Front.

I find some cheer in starting to understand how the war changed in 1918 when, with the Australian divisions at the forefront, the British Empire forces gained an efficiency, capability and technology that stopped the Germans’ last offensive, and in the final 100 days beat them in battle after battle until they capitulated. I think about the start of that

As we roam the pretty country of the Somme, roofdown in 30-degree heat, we’re awed by the number of cemeteries visible from almost every road 88

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King George V knights Lt-Gen John Monash at Bertangles

Outside the gates of the Chateau e de Bertangles, Monash’s war HQ

Left: Warlincourt Halte British Cemetery. Below: Diggers at Le Hamel

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SPECS d ine n

FEATURE / BENTLEY CONTINENTAL

n ey Co tin t e tal al GT T Convert e tb W2 v, ur o w r 67 7kW W m t e m 135 4 0rp rp n mi o 8 spee e ua u K gh 24 kg g 3 8se 8 c (c ai ed 8s ed Eco c nomy y 5L/1 ( est d) d Price 0 o sale Now

Date with destination A PERSONAL QUEST TO REMEMBER

MAP MISSION

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I’d long wanted to visit the Somme battlefields. My great uncle George Nichols, from Bothwell, Tasmania, was there with the 38th Field Artillery Battery, my wife’s grandfather Bert Sainty, from Gordon, NSW, was a signaller with the Fourth Battalion and my friend Peter Robinson’s grandfather Frank Robinson, from Box Hill, Victoria, fought with the Third Pioneer Battalion.

I had a particular reason to go this June. I’d recently discovered that a WWI compass I own had belonged to a 21-year-old British Army captain called Edward Astley. It was with him when he was killed by a German shell on June 1, 1918. I wanted to take the compass, and a little map that he’d hand-drawn and tucked into its case, to his grave in Warlincourt Halte British Cemetery near Arras on the anniversary of his death.

In the same Commonwealth War Graves Commission cemetery lies 2nd Lt Frank Beechey, 30, from Lincolnshire, England. He was one of five brothers killed in the war.

turnaround as I stand beneath the flags at the Australian Corps Memorial on the ridge above Le Hamel. The Battle of Hamel, fought on July 4, 1918, was over in just 93 minutes with all its objectives gained. It was a triumph for Australian Corps commander Lieutenant General John Monash and became the template for the Allied attacks that won the war. With painstaking planning, Monash specified unprecedented cooperation between infantry, machine-guns, artillery, tanks, aircraft and signals. Two innovations played a major role: the powerful new Mark V tank, and dropping ammunition from aircraft to forward troops. It was the first time Americans fought alongside Australians too, the start of a century-long alliance.

Peter FitzSimons’ fast-paced book Monash’s Masterpiece: The Battle of Le Hamel and the 93 Minutes that Changed the World tells the story, including the incredible tales of how Private Henry Dalziel of Irvinebank, Queensland, and Lance Corporal Thomas Axford of Coolgardie, Western Australia, won VCs. We drive a little way west to the main Aussie shrine, the Australian National Memorial near Villers-Bretonneux, site of another crucial AIF victory. Spectacular twin white stone pavilions sit either side of the entrance to the cemetery that fans up the slope to the great tower and wall of remembrance. Last year, the $100m Sir John Monash Centre museum and multimedia centre opened there to tell the AIF’s story in France.

Finally, to pay homage to Monash, we drive 23km west to Château de Bertangles, just north of Amiens, where he planned the battles of Hamel and Amiens. We peer through the grand gates and imagine the front lawn of his HQ packed with captured German guns, past which King George V walked on August 12, 1918 when he came to knight Monash on the château’s steps – the first time in 200 years a British king had knighted a commander in the field. He was in no doubt about Monash’s worth. Sir John’s impeccable campaigns are still closely studied in Australian and American military colleges.

Former Governor-General Sir Peter Cosgrove is among those calling for Bertangles’ significance to be more widely celebrated.

It’s an hour and a half back to our hotel north-east at Arras. On the quiet side roads of a Sunday evening, I dial the GTC from the well-judged ‘Bentley’ drive mode to ‘Sport’. The suspension stiffens without diminishing the composure. The active four-wheel-drive system shifts 83 rather than the usual 62 percent of the torque to the rear wheels so that when I ask the silken W12 for big dollops out of corners the car feels tauter and more tail-driven but never gets out of line. The steering isn’t very involving but its accuracy and consistency are enough. The transmission works faster and its changes are as instant as they are seamless, giving me as much speed as each bit of road can handle. Blasting into the bends, I’d initially worried about all that weight, but the vented iron discs – 420mm at the front and 380mm rear, with 28 pistons across their four calipers – do the job. On the over-run, the tailpipes’ basso profundo wafts up over the tail but is no more intrusive than the warble at the loftier end of the rev range on the way up. So it is as fast and inspiring a drive as it is unruffled.

Over a drink in the great square at Arras, where buildings still show pockmarks from German shelling, I think about something a Dutch boat skipper had said earlier in the day. We were parked by the River Somme for a picnic lunch and he was mooring his boat nearby. “That’s a wonderful car,” he called. “But it’s not British, is it?”

I doubt that he appreciated how much of the Bentley’s design, engineering and development – and not just its hand-crafted manufacture – is done at Crewe; or that while it shares its MSB platform with Porsche’s Panamera, Bentley’s requisites were present from the start. That included engineering for a drop-top, which is why the body is uncommonly rigid and the roof takes so little space.

It seems to me that Volkswagen’s money has married the profound abilities of two nations capable of great achievement as well as great destruction to produce something magnificent.

Bentley says the GTC represents all it knows about creating the world’s definitive grand tourers. A few days on the road will leave you in little doubt that, in its centenary year, its collective knowledge is unsurpassed.

en r in s org lemenc lem men encc it J n

Pear trench at Le Hamel

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COMPARISON / MID-SIZE SUVS

HANG THE EXPENSE

IT’S BACK TO BARE-KNUCKLE BASICS AS THE REBORN TOYOTA RAV4 TAKES ON THE HIGH-FLYING MAZDA CX-5 AND HYUNDAI TUCSON IN THEIR RAWEST, MOST AFFORDABLE FORMS W O R D S B Y R O N M AT H I O U D A K I S

PHOTOS CRISTIAN BRUNELLI

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COMPARISON / MID-SIZE SUVS

NE OF THE more memorable recurring features in this magazine’s long and illustrious history was the ‘King of the Hill’ series, started in the late 1970s, pitting a desirable-spec Holden against the Ford Falcon equivalent.

As made clear in editor Peter Robinson’s opening paragraph back in the January 1978 original, the comparison helped ascertain whose model range was better, down to the bread-and-butter HZ Kingswood SL and XC Falcon 500 that made up the bulk of Australia’s two top sellers’ volumes. The GTS and GXL V8s as tested representing them respectively were simply their makers’ best feet forward.

Readers loved it. It also sold many magazines.

The world has changed unrecognisably since, of course, with big sedans all but dead and the local heroes gone, replaced in the hearts and minds of Aussie consumers with SUVs. The juggernaut started with the pioneering Toyota RAV4’s debut in 1994. Now everybody’s at it, and demand is showing no signs of letting up.

Welcome, then, to King of the Hills – or Heights, Vales, Meadows, Lakes, Creeks or whatever suburbia suffix applies.

Instead of V8s, we’ve assembled a trio of family-friendly, lifestyle-enhancing medium SUVs, and in their most modest, affordable and relevant specification at that – base front-drive autos. Scoff all you will, traditionalists, because even with just two naturally aspirated litres and half the cylinder count, one managed an HZ GTS 5.0L-matching 400-metre time of 16.8s, while consuming only one-third of the fuel. But we’re getting ahead of ourselves…

Newest, and therefore motivator, for this contest is the RAV4 – the fifth generation in a frankly unremarkable lineage given the earliest model’s significance. Launched in May, the all-new 50 series brandishes the company’s wider, lower and stronger TNGA platform, along with Jeep-like styling cues.

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This is the second time we’ve run RAV4 through the comparison mill. Earlier this year, the flagship Cruiser Hybrid all-wheel drive edged out the Subaru Forester 2.5i-S, while showing its Mazda CX-5, Volkswagen Tiguan and Hyundai Tucson equivalents a clean set of tracks (Wheels, June 2019).

The thing is, in our experience, the less money spent on a medium SUV, the more mediocre it is. Bereft of sparking any joy, they’re like everyday reminders that you should have studied harder back at school. So, how does the cheapest RAV4 stack up? Our fridge-white GX 2WD auto arrived with zero options, which means $32,640 (before on-road costs), yet brings autonomous emergency braking (AEB), lane-keep assist, seven airbags (including for driver’s knee), reverse camera, rear sensors, auto headlights/wipers, Apple CarPlay/Android Auto (early-build models without it are eligible for a free dealer retrofit) and 17-inch alloys.

Just $240 more buys you entry into Australia’s best-selling SUV, the CX-5. Launched in early 2017, the second-gen KF redesign addresses most of the noise/vibration/harshness and rear-seat packaging issues of the hyper-popular 2012-original, without compromising the winning formula of athletic premium-economy family travel.

The $32,880 Maxx 2WD auto wasn’t available, leaving us with the $3210-dearer Maxx Sport upgrade you see here, so please ignore the latter’s climate control, rear-seat armrest and vents, sat-nav, remote rear-seat releases and darkened alloys because the Maxx misses out on these – along with the knee airbag, speed-sign recognition and front sensors found in the RAV4.

Over the latter, however, the slickly styled CX-5 gains a leather wheel and is the sole SUV present with a front passenger-seat height adjuster, push-button start, 40/20/40 (instead of 60/40) split-fold backrests, reverse-gear AEB and fuel-saving/emissionscutting stop/start at idle. Sophisticated stuff.

Last up is the TL Tucson, surfacing in 2015 and facelifted mid

You can throw a blanket over early acceleration figures for the three, before RAV4 hits its sweet spot

In contrast to the Toyota, the Mazda and Hyundai are palpably less wagon-oid, so seem almost half a class more compact Transmission vamp!

SLICK & QUICK

As with the related Corolla, Toyota’s innovative new CVT tech uses a fixed launch gear that emulates a regular torque-converter gearbox, for snappy responses, before seamlessly switching to the steel belt pulley system central to the CVT’s smooth efficiency between 10km/h and 60km/h. The low gear is re-engaged if you floor the throttle under 40km/h. There are also Eco, Normal and Sport modes – though the latter promises more than it delivers.

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COMPARISON / MID-SIZED SUVS

last year with a remodelled front, revised dash, uprated safety and – since July’s TL4 update – standardised driver-assist tech including AEB. The old Go’s gone, returning the Active as the range opener, from $31,790. Still a handsome design, the Hyundai basically aligns itself with the CX-5 Maxx spec-wise (though adds alloys and roof rails), but is alone here without the blindspot monitoring, rear cross-traffic alert, adaptive cruise control, auto high beam, digital radio, electric folding mirrors, tyre-pressure monitors and onetouch power window convenience the other pair proffer. In terms of standard kit, it’s an edge to Toyota.

The story is similar when assessing interior packaging, with clear space between the RAV4 and its rivals, and not just because of the former’s growth spurt over the narrow old version. For the record, the wheelbase isn’t even the longest of the trio. No, the big difference is down to getting the basics right – comfort, utility, quality and ease. From entry/egress, driving position, seat support, ventilation and vision to unexpectedly high equipment levels, the wide, airy GX pretty much lacks for nothing. Our only worry is the missing front passenger-seat height adjuster, which might see taller scalps scrape ceilings. Otherwise, it’s clear the RAV4 has been expertly engineered from the inside out.

In contrast, the other two are palpably less wagon-oid, so seem almost half a class more compact, with shallower glass resulting in a more hemmed-in feel for back-seat passengers, though neither is space deficient in actual terms.

Going for a lower-slung and sportier vibe, the CX-5’s seating and dash are the most car-like, aided by an Audi-style wide central console bisecting the front occupants. Adding to that Euro feel is the group’s only ‘i-Drive’-style controller for the (small and dated) multimedia system, firmly comfy cushions and sufficient storage. But the bulky dash is now showing its age, rear vision trails the Toyota’s, the back cushion is flattest and there’s marginally less kneeroom. As with all three, the CX-5’s backrests recline, though only the Mazda’s is divided into three, not two, bringing unique versatility.

Almost as spacious as the RAV4 and offering cushy seating all-round, okay vision and heaps of places for odds and ends, the Tucson nonetheless is now looking tired, with a dating dash layout and the lowest-rent materials culminating in the most downmarket ambience on test. The Tucson is also the loudest for road noise, and like the base CX-5, forgoes rear air vents too. Boo. While the Hyundai offers impressive rear legroom, it doesn’t come at the cost of cargo capacity, beating the Mazda by a small bit, though – again – most observers wouldn’t notice the difference.

A RAV4 owner, however, would.

Speaking of boots, or more to the point, booting it, performance is one area where most base-model mid-sized SUVs have (literally) lagged behind their more salubrious larger-engined variants, and it’s easy to see why. Slotting a 2.0-litre atmo donk from a hatch into a larger, bulkier wagon means it has to work, drink and whine that much harder than a 2.5L. That said, the CX-5’s 1998cc unit is one of the more pleasant of the breed, since it yearns to rev, isn’t strained visiting the 6700rpm cutout and feels livelier and more reactive to driver inputs on the move than the numbers suggest. To that end, the chosen ratio can be held from bumping off the limiter in manual mode (with the preferred upshift-down/downshift-up motion), while selecting ‘Sport’ extends the revs in each gear before auto change-up for more oomph. So, it’s odd that the slowest SUV on test also seems the sportiest.

Against the stopwatch, while the 122kW/205Nm 2.0-litre/sixspeed auto-equipped Hyundai is a hair’s breadth quicker than the Mazda, that’s still disappointing given the former’s loftier outputs and fewer kilos. In fact, the Active never seems as strong as the Maxx Sport behind the wheel, even though the 1999cc ‘Nu’ unit is noticeably noisier (and coarser) and thus more dramatic at higher

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Despite their differences, our contenders all hail from mid-size SUV line-ups that rank consistently among Australia’s top 20 sellers

INNER GLOW

1. HYUNDAI TUCSON

Happy mediums

MID-SIZERS IN A COMFORTABLE PLACE

Like a jumped-up i30, the updated Active’s dash is big on familiarity, simplicity, functionality and user friendliness. Cabin is spacious and comfy to boot, with the trio’s most reclinable rear backrest, though the ambience is the least inviting, and not helped by the lack of air vents and too much road noise. Group’s only manual handbrake underlines Tucson’s dynamic focus. Boot is a surprising 488L. The spare is fullsized. Ground clearance is 172mm.

2. MAZDA CX-5

Low-slung, sporty and cosiest of the three, yet amply spacious, even the base Maxx seems the most upmarket inside (Maxx Sport pictured), with beautiful dials, racy wheel and most tactile trim.

Seats impress, but dated multimedia and no digital speedo nor rear vents are oversights. Doors open wide for best entry/egress, with massive mirrors.

Cargo blind is brilliantly effective, and cargo capacity is 442L. Space-saver spare. Ground clearance is 185mm.

3. TOYOTA RAV4

Airier RAV4 is thoughtfully designed around peoples’ needs, while sleek dash melds minimalism with ergonomic smarts. Sole SUV here with rear armrest and air vents, while equipment levels are the most generous. Space, storage, seating, vision and refinement also test best but wind noise, no front passengerseat height adjuster, plastic wheel and vague heater indicator level may annoy.

Spare is a space-saver, cargo capacity is 580L and ground clearance is 195mm. @wheelsaustralia

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SPECS

SOMETHING TO RAV ABOUT

No.

TOYOTA RAV4 GX

X-5 MAZDA CX 5 MAXX SPORT

HYUNDAI TUCSON ACTIVE

$32,640/Tested $32,640

$36,090/Tested $36,090*

$31,790/Tested $32,385*

in-line 4cyl, dohc, 16v front engine (east-west); front drive 1987cc 127kW @ 6600rpm 203Nm @ 4800rpm CVT

in-line 4cyl, dohc, 16v front engine (east-west); front drive 1998cc 115kW @ 6000rpm 200Nm @ 4000rpm 6-speed automatic

in-line 4cyl, dohc, 16v front engine (east-west); front drive 1999cc 122kW @ 6200rpm 205Nm @ 4000rpm 6-speed automatic

steel, 5 doors, 5 seats 4600/1855/1685/2690mm 1605/1625mm 1550kg 580 litres 91 octane/55 litres 8.2L/100km (test average)

steel, 5 doors, 5 seats 4550/1840/1675/2700mm 1595/1595mm 1559kg 442 litres 91 octane/56 litres 10.0L/100km (test average)

steel, 5 doors, 5 seats 4480/1850/1665/2670mm 1608/1620mm 1490kg 488 litres 91 octane/62 litres 10.0L/100km (test average)

Front: struts, coil springs, anti-roll bar Rear: double A-arms, coil springs, anti-roll bar

Front: struts, A-arms, anti-roll bar Rear: multi-link, coil springs, anti-roll bar

Front: struts, A-arms, anti-roll bar Rear: multi-link, coil springs, anti-roll bar

electric rack and pinion 11.0m (2.7 turns lock-to-lock) ventilated discs (305mm) discs (281mm) Bridgestone Alenza 001

electric rack and pinion 11.0m (2.7 turns lock-to-lock) ventilated discs (297mm) discs (303mm) Yokohama Geolander G98

electric rack and pinion 11.0m (2.6 turns lock-to-lock) ventilated discs (305mm) discs (302mm) Hankook Kinergy GT

225/65R17 102H

225/65R17 102H

225/60R17 99H

***** (Aus)

***** (Aus)

Power-to-weight: 82kW per tonne Redline/cut-out: 6700/6700rpm Speed at indicated 100km/h: 98 Standing-start acceleration 0-20km/h: 1.1sec 0-40km/h: 2.7sec 0-60km/h: 4.4sec 0-80km/h: 6.7sec 0-100km/h: 9.4sec 0-120km/h: 13.0sec 0-140km/h: 17.7sec 0-400m: 16.8sec @ 135.5km/h Rolling acceleration 80-120km/h: 6.1sec Braking distance 100km/h-0: 35.9m

Power-to-weight: 74kW per tonne Redline/cut-out: 6500/6700rpm Speed at indicated 100km/h: 98 Standing-start acceleration 0-20km/h: 1.3sec 0-40km/h: 2.8sec 0-60km/h: 4.8sec 0-80km/h: 7.2sec 0-100km/h: 10.3sec 0-120km/h: 14.2sec 0-140km/h: 20.5sec 0-400m: 17.4sec @ 137.7km/h Rolling acceleration 80-120km/h: 7.0sec Braking distance 100km/h-0: 36.4m

Power-to-weight: 82kW per tonne Redline/cut-out: 6500/6500rpm Speed at indicated 100km/h: 96 Standing-start acceleration 0-20km/h: 1.2sec 0-40km/h: 2.8sec 0-60km/h: 4.6sec 0-80km/h: 7.0sec 0-100km/h: 10.2sec 0-120km/h: 14.1sec 0-140km/h: 19.7sec 0-400m: 17.3sec @ 133.3km/h Rolling acceleration 80-120km/h: 7.1sec Braking distance 100km/h-0: 35.9m

Track: Heathcote raceway, mild, cool. Temp: 11ºC Driver: Byron Mathioudakis Warranty: 5yr/unlimited km Service interval: 12 months/10,000km Glass’s 3-year resale: 52% AAMI Insurance: $1188

Track: Heathcote raceway, mild, dry. Temp: 11ºC Driver: Byron Mathioudakis Warranty: 5yr/unlimited km Service interval: 12 months/10,000km Glass’s 3-year resale: 58% AAMI Insurance: $982

Track: Heathcote raceway, mild, cool. Temp: 10ºC Driver: Byron Mathioudakis Warranty: 5yr/unlimited km. Service interval: 12 months/10,000km Glass’s 3-year resale: 50% AAMI Insurance: $866

* Maxx 2WD auto variant starts from $32,880

* Metallic paint ($595)

Drivetrain Engine Layout Capacity Power Torque Trans.

No.

COMPARISON / MID-SIZE SUVS

Chassis Body L/W/H/W–B Track (F/R) Weight Boot Fuel/tank Economy Suspension

Steering Turn circle Front brakes Rear brakes Tyres Tyre size

FAST FACT

Safety ANCAP rating

***** (Aus)

Performance

Verdict

98

9.0/10

whichcar.com.au/wheels

7.5/10

6.5/10

R t off Rest the best (sellers) As for the other top sellers in this segment, we decided against including the excellent Forester 2.5i for being AWD-only. The Mitsubishi Outlander ES, Nissan X-Trail ST and Kia Sportage S are ageing, and Honda’s CR-V VTi lags in safety (still no AEB); of our preferred Euros, Peugeot’s 3008 Active is too pricey, VW’s base Tiguan 110TSI remained unavailable due to Worldwide Harmonised Light Vehicle Test Procedure delays at time of planning, and Ford’s Escape Ambiente is in runout ahead of 2020’s ground-up redesign.

The RAV4 turns CVT preconceptions and prejudices on their presumptious heads revs than either of its Japanese rivals. Indeed, the only important increment where the CX-5 actually beats the Tucson is between 80 and 120km/h, and by only 0.1sec. Its greater urge is an illusion.

Clouding matters is the Hyundai’s indecisive transmission calibration, meaning it can hunt erratically between ratios at even a whiff of an incline or a touch of the throttle. At such times, when the CX-5 is crooning the Tucson is crowing. For powertrains so close on paper, their characters are very different out in the real world.

Personality is what we didn’t expect from the Toyota, not with a boring continuously variable transmission (CVT) that’s normally to excitement what Greta Thunberg is to climate-change deniers.

However, the RAV4 shakes things up with a new torque-converter low-range gear. Combined with the so-called Dynamic Force 127kW/203Nm 1987cc heart, it turns CVT preconceptions and prejudices on their presumptuous heads.

Armed with 10 stepped ‘ratios’, the ‘Direct Shift’ CVT makes the most of the muscular, rev-happy 2.0L for comparatively strong, sustained thrust across a broad bandwidth of revs – especially above 4000rpm. The resulting kick sees the Toyota nearly a whole second quicker to 100 and 3.0sec ahead at 140. It’s as if a much beefier engine beats behind that bluff grille.

But here’s the rub. Factor in just 8.2L/100km against the others’ 10L/100km, and it’s obvious that the RAV4 no longer punishes the punter for choosing the least pricey option. Sure, its snarly engine note isn’t as melodic as the Mazda’s, and inevitably there’s still some CVT-related droning when stomping the pedal, but the GX’s sparkling, effervescent powertrain is nothing shy of revelatory.

The Dynamic Force label could also apply to the Toyota’s, er, dynamics too, though the GX’s steering isn’t quite as sharp or tactile as the Tucson’s terrifically linear tiller. Hyundai’s local engineering crew has helped bestow handling that’s more on the sportier spectrum than you might expect from a humdrum

SUV, yet still with a high degree of predictability. Plus, keen drivers can turn the wick up for a little scrappy fun – without fear of overcooking things. Inevitably, the flipside is a firmer and regularly unsettled ride over rougher roads. And lots of road roar.

Considering the CX-5’s eager powertrain, its steering becomes too light and remote at speed. As noted in earlier comparos, when hoofing along, its front and rear ends seem out of sync, sometimes necessitating constant corrections through a corner, sapping driver confidence. Roadholding and grip levels do remain contained, though, while the Mazda’s suspension ushers in a suppler and more sophisticated ride quality across a wider arc of operating conditions than the Tucson’s. As we’re assessing family hacks here, calm comfort outweighs the Hyundai’s higher athletic thresholds.

Does this mean a clean sweep for the Toyota? If you value fluid, cohesive handling, unflappable roadholding and a controlled absorbent ride, then yes, for the RAV4 balances all three with towering assurance. We found ourselves driving the same stretches of winding switchbacks at significantly higher speeds than in either of its rivals, thanks to a chassis that reacts and responds to the driver as well as the prevailing conditions safely and predictably. Alongside the Tucson, the GX’s steering is less feelsome and direct, but as an overall dynamic package, we can’t see how even the most enthusiastic driver wouldn’t come away satisfied. Mums and dads should love it.

After the cruddy old version, could we really be talking about a base RAV4? Consistent cohesion are the keys to the latest GX 2WD’s resounding victory, conquering in all departments with an ambition and scope hitherto foreign to any previous Toyota SUV. The Tucson remains an appealing if dated package, and the more polished CX-5 is better still overall, but the RAV4 easily reigns supreme.

Urban Australia, rejoice. To paraphrase Liza Minnelli, what was once top of the heaps is now king of the hills. @wheelsaustralia

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Garage WE DRIVE ’EM LIKE WE OWN ’EM

RENAULT RENAU MEGANE RS

MERCEDES A250

MAZDA 3 G20

SUZUKI JIMNY

NEW CARS GIVEN THE TIME OF OUR LIVES

The hard numbers and ultimate Wheels guide to every new passenger car on sale in Australia

128

RETRO The 1954 gullwing 300 SL pushed the envelope of automotive engineering

130

PAGE

PAGE

108

DATABANK

PAGE

PLUS

THREE WISHES Motorcycle great Mick Doohan doesn’t play by the rules when he picks his dream garage...

@wheelsaustralia

101

Garage

REPORT FIVE

EXIT

RENAULT MEGANE RS280 CUP Price as tested: $50,180 This month: 640km @ 7.9L/100km Overall: 8392km @ 8.8L/100km

LICK THE STAMP… …AND SEND IT. THE MEG RETURNS TO RENAULT AFTER A FAST AND FURIOUS FIVE MONTHS

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P

ERSPECTIVE’S a lovely thing. If you’ve been keeping tabs on my stint with the Renault Megane Cup, you’ll know that we haven’t really bonded. I admire the car and will freely admit that it can be a lot of fun, but it’s one of those cars that you need to be in the right mood for. It’s like that friend that never stops cracking jokes: sometimes it’s just what you need, while at other times you feel the growing urge to go postal.

Feeling that I needed a break from the Megane’s always-on personality, I borrowed editor Inwood’s Ranger Raptor for a week. It was bliss. A diesel engine, an automatic ’box and a pillow-top ride was just what the doctor ordered.

I figured that getting back into the Renault would remind me of why we hadn’t hit it off but, quite remarkably,

it made me warm to the RS280 all over again. After the baggy, vague steering of the Raptor, the Megane’s fourwheel steering felt hyper-direct. It was almost as if you could feel what every individual tread block was doing. The lazy roll oversteer characteristic of the ute was banished in favour of an apextargeting missile. In short, it made me search out one of my favourite roads and enjoy the Renault’s ferocious dynamics with a fresh sense of appreciation.

I’d become accustomed to searching out long dirt roads in the Raptor and curiosity got the better of me with the Megane. I wanted to see if the little Euro hatch would sink or swim when taken a long way out of its comfort zone. As long as you avoided the most egregious potholes and switched the car into Race mode, the Renault was a blast, although it does prefer fast,

When you feel the relationship cooling, a blat among the twisties can reacquaint you with the dynamic appeal of the RS280 Cup. Just make sure you’re not too far from a bowser flowing tracks to those that are so tight that sending 205kW to the front boots becomes a significant issue. Just like on road, there’s a speed on dirt where the suspension tune makes a lot of sense, but it is reasonably ambitious and the result of clouting an errant macropod would be consequential. Not a dawn or dusk sort of thing, then.

There are other things that the Megane does well too, that you really appreciate when living with the car. The capless fuel filler is one of them. You don’t need to hunt around on the floor or under the dash to pull any sort of fuel flap tab, nor do you need to unscrew a cap. You just pull up at the bowser, press the flap to open the filler and insert the nozzle.

The tank is relatively small at 50 litres and on a B-road blast you can easily average 17L/100km, which sees the fuel light come back on after about 240km.

The keyless go system is one of the best I’ve encountered, letting you know when the car has self locked or unlocked, and the main beam LEDs are bright enough to alert alien civilisations to our presence.

Follow a Megane RS up a challenging road and it looks outrageous – wide, chunky, purposeful, and with what appears to be functional aero. The handlebar moustache rear light signature is also undeniably cool.

Initially I wasn’t too sure about the styling of this car, perhaps because the five-door shape came as a departure from the lithe coupe body of the previous Megane, but over five months it has wormed its way into my affections.

It strikes a great balance between the buttoned-down sobriety of a Golf R and the juvenile excesses of a Civic Type R. The conclusion I’ve arrived at is that this car is a grower. It still wouldn’t be my first choice, as I maintain that the Sport chassis with EDC transmission makes a superior road car and the Trophy a better track option, but if you’re going to do a bit of both and a manual gearbox is a non-negotiable inclusion, we could make a case for it.

Ultimately, that’s a pretty minuscule sliver of the Venn diagram to be chasing, and if you were after a manual hot hatch in this price bracket that can do dual roles, I can think of a few I’d prefer.

On the right road, at the right time, in the right conditions, however, the Megane RS280 Cup is an absolute hoot.

Perspective and all that…

ANDY E NR I GHT @wheelsaustralia

103

Garage

REPORT THREE

MERCEDES-BENZ A250 4MATIC Price as tested: $76,790 This month: 1101km @ 8.9L/100km

URBAN HITS

BACK FROM THE DEALER AND STRAIGHT INTO THE FRAY, GOES OUR A250

Y

OU’LL REMEMBER I finished last month’s report with something of a mini cliffhanger as my A250 was whisked back to Mercedes to investigate a curious sound emanating intermittently from the engine bay. As is the way with these things – “Mate, I swear it was making the sound two minutes ago!” – it took some investigating to get to the bottom of it.

The likely cause, it was determined, was a squeaky belt or similar, so the Mercedes tech team dutifully removed and checked all of the ancillaries.

Success! With everything replaced, oiled

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and tightened, the A250 is now back in my care and performing faultlessly.

Good thing too, for the past month has been a mishmash of the drudgeries of everyday life – choking city traffic, airport car parks, rabbit-warren innercity laneways, speed-bump-riddled backstreets, and a stint as a five-up minicab as I ferried inebriated friends about as designated driver.

Mundane duties, but important. How the A250 performs here is considerably more relevant for potential buyers than how it dissects a winding mountain round, regardless of its sporting pretensions and ability. The upshot? A solid pass. Where the old A-Class was let down by sub-par packaging headlined by a compromised rear seat and small boot, this generation is notably better. It’s still not commodious in the back – a Golf feels roomier and we had to scooch the front seats forward for some much-needed kneeroom – but three adults can sit shoulder-to-shoulder for short journeys.

No complaints about the ride, either, which was another Achilles heel of the previous-gen car. Experience in other A-Class variants suggests adaptive dampers are a vital option, and fitted

as they are to this car (as part of the $3190 AMG Exclusive Package), the A250’s ride still errs on the firm side of the wafty/sporty spectrum but never feels crashy or terse. Speed humps require a degree of caution, however, as it’s surprisingly easy to catch the nose should your entry speed be a tad high.

The A250 is a wieldy and impressive city car. The steering is light and accurate (in Comfort mode), and the handling sharp and responsive, making it nicely manoeuvrable in tight spots.

The plethora of assistance systems and excellent high-resolution cameras help here too, and in stop-start traffic, Merc’s adaptive cruise control is one of the best on sale. Impressive, too, that this functionality in a $60K hatchback is the same as that fitted to a $400K S-Class.

Also not to be discounted is the A250’s feel-good factor. For while you could argue that a Golf, or even a Mazda 3 like Trent’s long-termer, tick many of the same boxes as the Benz for considerably less, the A250’s kicker is its ability to quash this ‘diminishing returns’ argument by feeling a step above in the premium stakes.

A LE X I NWOO D

Not on the shopping list: panel and grille damage to Mazda’s front-left

REPORT TWO

MAZDA 3 G20 EVOLVE

Price as tested: $50,180 This month: 1533km @ 6.3L/100km

FOOD FOR THOUGHT HUNGER-PRANG GIVES PAUSE TO CONSIDER OUR BATTLE-SCARRED HATCH

I

T’S LATE, a work night and, on this rare occasion, I’ve managed to complete something akin to meaningful exercise. All things considered, my checklist for the day is going well. All that remains is grabbing some dinner before heading home. All good – in theory.

For those who don’t know, Melbourne’s Chadstone shopping centre is huge; often referred to as the biggest shopping centre in the southern hemisphere. For me, that spells parking hell – 10,000

spaces awaiting cars piloted by drivers of differing levels of incompetence.

Said dinner acquired, I return to ‘my’ Mazda 3 to be confronted with a mangled front bumper bar. No note on the windscreen. After just a handful of weeks with ZZG107, it has been rendered imperfect by a careless Chadstone shopper. Profanities ensue.

After a few apologetic emails to Mazda HQ and the completion of an insurance form (for which I had to draw the incident – really), the 3 was replaced with a G25 GT sedan for the interim; a happy bonus, as I got to experience the big-boy 2.5-litre four-cylinder and the booted bodystyle.

If anything, it made me appreciate the 2.0-litre more. Okay, it’s a bit lax off the line as it struggles to climb out of a bit of a torque hole, but otherwise, it’s proving economical (6.9L/100km overall) and relatively refined. Interestingly, stepping up to 2.5 litres wasn’t the torque antidote I thought it’d be. Yes, there’s more grunt and overall pulling power (25kW and 52Nm respectively) in terms of raw figures, but it doesn’t translate to enough of a difference on-road. Ultimately you’re better off

with the cheaper, smaller engine and splurging on a higher level of spec.

What did make a difference was the sedan bodystyle, which lifts boot space to 444L from 295L. Also, I no longer had a rear three-quarter blindspot I could lose a truck in, and back-seat passengers didn’t feel so claustrophobic.

My Evolve hatch returned as new again, with a repaired and painted front bumper and the centre grille replaced, and all for a little more than $1000. But for damage I didn’t inflict, it’s a pain.

Since then, ZZG107 has been on the Hume Highway for a long stint in the country, far, far away from danger-filled shopping centres. Although it wasn’t scare-free. Stay tuned.

TR ENT GI UNCO @wheelsaustralia

105

Garage

REPORT NINE

SUZUKI JIMNY

Price as tested: $24,490 This month: 1268km @7.81L/100km

BUSH BASH

JIMNY AND KIRBY SHOW THE BIG BOYS WHAT’S WHAT

I

RETURNED TO the driver’s seat of the Jimny recently after spending a week in a luxury SUV with a six-figure price tag and a 405kW supercharged V8 under the bonnet. I imagine the experience is similar to what people going on a two-week juice cleanse would go through – the automotive equivalent of a hard detox.

However, I’ve enjoyed my motoring recalibration, taking the opportunity to embrace the simpler side of motoring.

Earlier gripes about the Jimny’s ability as a daily driver have been tempered significantly by weekend excursions.

Ever since the little Suzi arrived in

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the garage I’ve wanted to ‘fix’ its retinasearing paint by smearing it with as much mud as possible. Cue Toolangi State Forest, 80km north-east of Melbourne, on an overcast Sunday.

I’d roped in a co-worker who had a beefy diesel V6 dual-cab ute to join in the fun, both as an extra set of hands should things end axle-deep, and to see how the Jimny fared against one of Australia’s most powerful utes.

On the highway blast things were predictable, as the dual-cab cruised along with ease, the Jimny notably less so. But once we got some dirt under the treads, the tables turned. The Jimny cleaned the floor with the dual-cab, able to clear more obstacles, and with greater ease.

Weighing in at 1095kg, the Jimny is the lightest true 4x4 you can buy, helping it skip across terrain like a jackrabbit. Clearance was never an issue, with the Jimny tackling a number of deeply rutted tracks.

The difference in ability between the two vehicles was highlighted by a particularly wretched piece of terrain that required us to first head through a bog hole, before traversing several muddy ruts, and ascend a small bank.

BETTER BY DEGREE Aside from carrying so few kegs, other keys to the Jimny’s cred over steep obstacles include an approach angle of 37 degrees, rampover of 28 degrees, and departure angle of 49 degrees.

Its 1645mm width – about 200mm narrower than a dual-cab ute – made it an artful dodger amid the thick forest fauna.

For the Jimny it was a breeze, and great fun. The dual-cab? Not so much. A lot of guidance, wheel-spin, and shouting were required for it to clear the obstacle.

By the time my friend made it safely across, his nerves were so frayed he decided to call it quits. Painfully aware of the Dunning-Kruger effect, and where I may fall on that bell curve, I decided that flying solo on some tougher tracks wasn’t advisable, and followed suit.

The Jimny remained utterly unchallenged by the day’s activities, as I had reached the limit of what I was comfortable in tackling. Frustratingly, the paint remained annoyingly visible, despite some splashes of mud. There’s always next time…

CA ME RO N K I R BY

PERFORMANCE WHEN IT’S WANTED. SAFETY WHEN IT’S NEEDED. MAXXISTyresAustralia

@Maxxis.Tyres.Australia

Maxxis Tyres Australia

WWW.MAXXISTYRES.COM.AU

Data bank

+

VEHICLE PRICES, SPECS & REVIEWS EVERY MONTH

L4T L4T L4T L4T

1.4 1.4 1.7 1.7

110 125 177 177

250 250 340 340

M6 D6 D6 D6

1269 1284 1299 1299

8.2 7.7 6.0 6.0

5.5 4.9 6.8 6.8

95 95 95 95

44 10/15 F 44 F 46 F 47 F

$60,900 $65,900 $72,900 $145,900 4C

L4T L4T L4T V6TT

2.0 2.0 2.0 2.9

147 147 206 375

330 330 400 600

A8 A8 A8 A8

1394 1394 1490 1585

6.6 6.6 5.7 4.4

6.0 6.0 6.1 8.2

95 95 95 95

51 R 51 10/17 R 52 06/17 R 52 04/17 R

L4T L4T

V8 Coupe

$65,900 $67,900 $78,900 $149,900

V8 Coupe V12 Coupe V12 AMR

2.0 2.2 2.0 2.9

Alpina

148 154 206 375

330 470 400 600

A8 A8 A8 A8

1619 1620 1619 1830

7.2 6.6 5.7 3.8

7.0 95 4.8 D 7.0 95 10.2 95

57 57 55 59

02/19 10/18 02/19 03/18

A A A A

3 years/200,000km

If you reckon M stands for mainstream, here’s your ride. Preference for torque over power makes this a highway monster THE PICK: B4 for looks and liftback practicality

B5 Sedan B5 Touring

L6TT L6TT L6TT

3.0 324 660 A8 1560 4.2 7.6 98 – 3.0 324 660 A8 1537 4.2 7.6 98 – 3.0 324 660 A8 1790 4.3 7.7 98 –

Addresses our minor reservations about the latest M5. How does Alpina manage that with a staff of just over 100?

THE PICK: Touring wagon offers what no M5 sedan can $210,000 V8TT 4.4 447 800 A8 1894 3.5 10.5 98 –

$217,000 XD3

V8TT

4.4 447 800 A8 2120 3.7 11.1 98 –

R R R

A

10/19 A

While Australia misses out on the quad-turbo monster, diesel beast is powerful enough to make X3M nervous, but Macan is more compelling THE PICK: Alpina’s made the choice very easy

$109,900

L6TTD 3.0 245 700 A8 2015 4.6 6.4 D

Alpine

–

A

3 years/100,000km

S AMR

A clear nod to the 1960s and ’70s rally icon without resorting to retro pastiche. Extols the virtues of lightness and a well-sorted chassis THE PICK: Whatever your budget allows, you lucky thing you

$97,000 $103,500 $106,500

L4T L4T L4T

1.8 185 320 D7 1080 4.5 6.2 95 55 05/19 R 1.8 185 320 D7 1123 4.5 6.2 95 55 R 1.8 185 320 D7 1094 4.5 10.1 95 55 05/19 R

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whichcar.com.au/wheels

Drive

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

Power

Issue tested

09/18 R

$374,995 $398,495 $428,000 Rapide

V8TT 4.0 375 675 A8 1760 4.0 9.9 98 – V12TT 5.2 447 700 A8 1825 3.9 11.4 98 – V12TT 5.2 470 700 A8 1870 3.7 11.4 98 –

R R R

$382,110 V12 5.9 411 630 A8 1990 4.4 12.9 95 – $459,950 V12 5.9 433 630 A8 1990 4.4 13.2 95 – DBS Superleggera

R R

Makes a convincing case as the world’s most beautiful super GT. Stunning opulence and excessive torque, though it’s no Ferrari 812SF THE PICK: Aston’s beguiling flagship true to the marque

$515,000

V12TT 5.2 533 900 A8 1693 3.4 12.3 95 –

09/18 R

3 years/unlimited

A3 Avoid the torsion-beam 1.0 at all costs. Other A3s are covetable, S3 is enjoyable and RS3 is flat-out certifiable; replacement looming THE PICK: Bonkers RS3 is a genuine supercar slayer

30 TFSI 35 TFSI 35 TFSI Sedan 35 TFSI Cabriolet 40 TFSI sport 40 TFSI sport Sedan 40 TFSI sport Cabriolet

$35,900 $39,900 $41,500 $49,000 $45,900 $47,500 $55,000 40 TFSI quattro sport $49,500 40 TFSI quattro sport Sedan $51,100 40 TFSI quattro sport C’let $58,600 S3 $62,900 S3 Sedan $64,500 S3 Cabriolet $72,000 RS3 $80,611 RS3 Sedan $84,611 A4

L3T L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L5T L5T

1.0 1.4 1.4 1.4 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.5 2.5

85 110 110 110 140 140 140 140 140 140 213 213 213 294 294

200 250 250 250 320 320 320 320 320 320 380 380 380 480 480

D7 D7 D7 D7 D7 D7 D7 D7 D7 D7 D7 D7 D7 D7 D7

1200 1240 1250 1380 1315 1320 1430 1385 1390 1540 1430 1460 1620 1555 1560

9.9 8.2 8.2 8.9 6.8 6.9 7.2 6.2 6.2 6.9 4.8 4.8 5.3 4.1 4.1

4.8 5.0 4.9 5.1 5.9 5.8 6.0 6.2 6.1 6.4 6.6 6.5 6.8 8.4 8.4

95 95 95 95 95 95 95 95 95 95 95 95 95 98 98

53 54 54 54 56 56 56 55 55 55 57 57 57 67 67

F F F F F F F A A A A A A A A

Interior sumptuous and the pragmatic yet fast RS4 is a corker.

Just been updated internationally, so now’s the time for a good deal THE PICK: Bargain S4 very nearly as real-world quick as RS4

35 TFSI 40 TFSI 40 TFSI Avant 45 TFSI quattro 45 TFSI q’ttro Avant

A110

Pure Legende Premiere

4.0 375 685 A8 1530 3.7 10.3 98 –

Audi

B3/B4

$116,990 $123,990 $159,900 B5

V8TT

Four-door 2+2 that’s old and feeling it. There are better cars in the Aston Martin line-up. Pretty much all of them, in fact THE PICK: Pretty but pretty useless as a sedan, still so striking

1.7 177 350 D6 1025 4.5 6.8 95 55 02/15 R 1.7 177 350 D6 1035 4.6 6.8 95 55 06/15 R

L4T L4TD L4T V6TT

$299,950 DB11

A luxo grand tourer that emits pure sex appeal from its exhaust tips.

Hefty weight hurts its dynamics, but those looks, right?

THE PICK: May as well go for the rockstar V12

Takes Giulia’s brilliance, and squanders it somewhat. Steering too fast for some, cabin quality poor. Ballistic Q the only real winner THE PICK: Stelvio impasse? Join the Q

B3 S Sedan B4 S Coupe B4 S Convertible

Size

A return to form for Aston, helped along in no small way by borrowing that outstanding twin-turbo V8 from Mercedes-AMG. A real gem THE PICK: AdVantage: driver. V8 finally delivers

$89,000 $99,000 Stelvio

Petrol Diesel Ti Q

Engine type

Price

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Vantage

Supermodel styling, focused dynamics and sexy carbon tub offset by charmless four-pot turbo, snappy handling and steep pricing THE PICK: Spider at a stretch but Alpine and 718 do it better

Coupe Spider

3 years/unlimited

Circa-2011 front-drive Golf rival majors on rorty fun and oozes personality, but feels cramped and dated. Bigger wheels ruin ride.

THE PICK: Base Super manual closest to Alfa’s brio ethos

Quadrifoglio towers as an M3 terroriser while all soar dynamically, but dated dash and quality glitches keep Alfa’s best from greatness THE PICK: The more you spend, the more glorious the Giulia gets

Super Veloce Quadrifoglio

Aston Martin

5 years/150,000km

Giulietta

$29,900 $34,900 $41,900 $45,400 Giulia

Super TCT Veloce Veloce S

Engine type

Price

Alfa Romeo

45 TFSI S4 S4 Avant RS4 Avant

$56,100 $61,400 $64,400 $70,300 $73,300 $74,800 $99,611 $102,611 $152,900

L4T L4T L4T L4T L4T L4T V6T V6T V6TT

1.4 2.0 2.0 2.0 2.0 2.0 3.0 3.0 2.9

110 140 140 185 185 185 260 260 331

250 320 320 370 370 370 500 500 600

D7 D7 D7 D7 D7 D7 A8 A8 A8

1450 1480 1505 1585 1610 1580 1630 1675 1790

8.5 7.5 7.5 6.3 6.0 6.2 4.7 4.9 4.1

5.5 7.6 5.6 6.3 6.6 9.4 7.7 7.8 8.9

95 95 95 95 95 95 98 98 98

51 55 51 52 52 46 48 48 46

F 10/17 F F 04/16 A A 04/17 A 05/17 A A A

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Data bank

2 Series Is the M2 the best-value performance car on the road today? And don’t you hate being asked rhetorical questions by a magazine?

THE PICK: Easy. M2 Competition. Future classic status guaranteed

220i 220i Convertible 230i 230i Convertible M240i M240i Convertible M2 Competition Pure M2 Competi tion Pure

M2 Competition

$53,900 L4T $61,000 L4T $64,200 L4T $74,400 L4T $74,900 L6T $87,200 L6T $99,900 L6TT $99,900 L6TT $104,900 L6TT 2 Active Tourer

2.0 2.0 2.0 2.0 3.0 3.0 3.0 3.0 3.0

135 135 185 185 250 250 302 302 302

270 270 350 350 500 500 550 550 550

A8 A8 A8 A8 A8 A8 M6 D7 D7

1373 1540 1398 1570 1485 1630 1550 1575 1575

7.2 7.7 5.6 5.9 4.6 4.7 4.4 4.2 4.4

5.8 95 6.1 95 5.9 95 6.2 95 7.0 95 7.4 95 9.8 98 9.0 98 13.4 98

57 57 57 57 62 62 51 51 51 11/19

R R R R R R R R R

One of the few European mini-MPVs to grace our shores. You’re more likely to be poked in the eye by a unicorn than spot one on the road THE PICK: Near-new 3 Series Touring. And a trip to Specsavers

220i Luxury Line

$49,500 i3

L4T

2.0 141

280 D7 1430 7.4 5.9 95 55

$68,700 69,900 3 Series

E E

42 125 250 R1 1245 7.3 16.1 – 42 135 270 R1 1245 6.9 16.1 –

8-SERIES

Adding doors to the cause

Well aware that a large two-door coupe se erves a rather niche audience, BMW has widened the appeal of its flagship 8 Series by adding a set of rear doors. Two versions ith a 3.0-litre 3 0 lit single-turbo i l t b straight-six, t i ht i of the 8 Series Gran Coupe are available: one with and our personal favourite, the M850i, which packs a 4.4-litre twin-turbo V8.

840i Gran Coupe 840i Coupe 840i Convertible M850i Gran Coupe M850i M850i convertible

53 13/18 R 53 R

sDrive20i sDrive20i sDrive30i M40i

$64,900 $67,900 $70,900 $75,900 $99,900 4 Series

L4T L4TTD L4T L4TH L6T

2.0 2.0 2.0 2.0 3.0

135 140 190 215 285

300 400 400 420 500

A8 A8 A8 A8 A8

1460 1450 1490 1740 1670

7.2 6.8 5.8 5.9 4.4

6.3 4.5 8.9 6.4 7.7

95 D 95 95 95

– R – R 52 10/19 R – R – A

Hard to hate in any guise – but particularly alluring in its many M4 forms – 4 Series remains a practical muscular masterpiece THE PICK: M4 but all-new next-gen 4 Series isn’t too far away, FYI

420i Gran Coupe 420i 420i Convertible 430i 430i Gran Coupe 430i Convertible 440i Gran Coupe 440i 440i Convertible M4 Pure M4 Competition M4 Competition M4 Competition Conv M4 Competition Conv M4 CS

$70,900 $72,300 $87,900 $82,500 $82,500 $97,900 $103,200 $103,200 $117,610 $139,900 $156,529 $156,529 $168,010 $168,010 $189,529 5 Series

L4T L4T L4T L4T L4T L4T L6T L6T L6T L6T L6TT L6TT L6TT L6TT L6TT

2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

135 135 135 185 185 180 240 240 240 331 331 331 331 331 338

270 270 270 350 350 350 450 450 450 550 550 550 550 550 600

A8 A8 A8 A8 A8 A8 A8 A8 A8 D7 M6 D7 M6 D7 D7

1480 1465 1660 1470 1580 1700 1615 1525 1750 1537 1497 1537 1750 1790 1580

8.3 7.3 8.2 5.8 6.0 6.4 5.1 5.0 5.4 4.6 4.2 4.0 4.3 4.1 3.9

8.9 5.8 6.2 5.8 5.8 6.3 6.8 6.8 7.2 8.8 8.8 8.3 9.1 8.7 8.4

95 95 95 95 95 95 95 95 95 98 98 98 98 98 98

54 R 54 R 54 R 54 R 54 R 54 R 51 R 51 R 51 R 49 13/17 R 49 R 49 R 49 R 49 R 49 R

Roadster

$90,990 $95,900 $95,900 $112,900 $112,900 $112,900 $123,300 $142,900 $234,900 7 Series

L4T L4TD L4TD L4T L4T L4TH L6TD L6T V8TT

2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 4.4

135 140 140 185 185 185 195 250 460

290 400 400 350 350 420 620 450 750

A8 A8 A8 A8 A8 A8 A8 A8 A8

1540 1560 1660 1540 1640 1770 1640 1595 1865

7.8 7.5 7.8 6.2 6.5 6.2 5.7 5.1 3.3

6.2 95 4.3 D 4.9 D 5.8 95 6.5 95 2.3 95 4.7 D 6.7 95 10.8 98

42 44 44 40 40 46 42 45 42 04/18

R R R R R R R R A

Straight-six power for most of the range will please most, but it’s the V12 you really want, as it is the last of the breed THE PICK: All impress but 745e is an intriguing eco-oddball GT

730d 740i 745e 750i xDrive 740Li M760Li xDrive

110

$199,900 $199,900 $204,900 $272,900 $229,900 $378,900

L6TTD L6TT L6TTH V8TT L6TT V12TT

3.0 3.0 3.0 4.4 3.0 6.6

whichcar.com.au/wheels

195 250 290 390 250 448

620 450 600 750 450 850

A8 A8 A8 A8 A8 A8

1825 1760 1995 1965 1805 2220

6.1 5.5 5.2 4.0 5.6 3.8

5.7 D 7.7 95 2.4 95 10.1 95 7.9 95 13.0 98

– – – – – –

3.0 3.0 3.0 4.4 4.4 4.4

250 250 250 390 390 390

500 500 500 750 750 750

A8 A8 A8 A8 A8 A8

1800 1859 1965 2024

5.2 5.0 5.3 3.9 3.7 3.9

– – 9.8 9.9

95 95 95 95 95 95

R – R – R – A 67 06/19 R – R

$84,900 $84,900 $104,900 $124,900 i8

L4T L4T L4T L6T

2.0 2.0 2.0 3.0

145 145 190 250

320 320 400 500

M6 A8 A8 A8

1405 1405 1415 1535

6.6 6.6 5.4 4.5

6.5 6.5 6.5 7.4

95 95 95 95

55 55 55 55

R R R R

R R R A R A

$318,900 $348,900 X1

L3TH L3TH

1.5 275 570 A6 1535 4.4 2.1 95 50 02/16 R 1.5 275 570 A6 1595 4.6 2.0 95 50 R

A good-looking design hides some dynamic foibles, not least of which is the sharp and bumpy ride on the standard suspension THE PICK: Stick to the petrol, or an XC40

sDrive18i sDrive18d sDrive20i sDrive25i

$44,500 $49,900 $48,500 $62,900 X2

L4T L4TD L4T L4TD

1.8 1.8 2.0 2.0

103 110 141 170

220 330 280 350

A8 A8 A8 A8

1495 1510 1595

9.6 9.2 7.6 6.5

4.7 5.9 6.6

95 D 95 D

56 56 56 57

F F F F

A surprisingly uncompromised small SUV that is both stylish and spacious inside, despite the low-slung roofline. Clever THE PICK: Turbo triple has appeal, but 20i is an extra $6K well spent

sDrive 18i sDrive 20i xDrive 20d

$49,900 $55,900 $59,900 X3

L3T L4T L4TD

1.5 103 220 D7 1415 9.6 6.3 95 56 F 2.0 141 280 D7 1460 7.2 6.1 95 56 07/18 F 2.0 140 400 D7 1555 7.7 5.1 D 52 A

Bigger, better version of one of BMW’s most important cars. Oodles of space, but the options list could bring a tear to a statue’s eye THE PICK: Mid-spec xDrive30i, unless you want M Comp ball-tearer

sDrive20i xDrive 20d xDrive 30i xDrive 30d M40i M Competition

Big, brawny and perfectly constructed, the 5 Series mostly crushes the competition. Adding AWD has only helped the M recipe THE PICK: M5 is one of today’s all-time greats

520i 520d 520d Touring 530i 530i Touring 530e 530d 540i M5 Competition

L6T L6T L6T V8TT V8TT V8TT

Supercar looks, yet without the supercar speed. But you’ll never tire of feeling like you’ve just driven off a sci-fi movie set THE PICK: Coupe looks cooler, usefully less expensive

New 3 Series brings increased cabin space and tech injection. Full line-up finally in the country, save for hardcore M versions THE PICK: 330i is the current top of class, M340i for speed geeks

320i 320d 330i 330e M340i xDrive

$199,900 $202,900 $217,900 $272,900 $272,900 $281,900 Z4

Big engine, small car, no roof, it’s an age-old recipe that works brilliantly in the new Z4. Ignore the four-pot and go the straight-six THE PICK: M40i is BMW’s best-ever Z roadster

F

Proud winner of Wheels’ 2014 COTY, BMW’s EV city car scores well for its drive and design, less so for its sky-high asking price THE PICK: S’s stiff ride means only slightly slower BEv is the go

BEv S

New

$65,900 $68,900 $75,900 $83,900 $99,900 $157,900 X4

L4T L4TD L4T L6TD L6T L6TT

2.0 2.0 2.0 3.0 3.0 3.0

135 140 185 190 265 375

290 400 350 620 500 600

A8 A8 A8 A8 A8 A8

1660 1745 1720 1820 1885 1970

8.2 8.0 6.3 5.8 4.8 4.1

9.6 5.7 7.6 6.0 8.9 11.7

95 D 95 D 95 98

63 63 63 63 58 - 10/19

F A A A A A

Oh, you’re paying $10K more than an equivalent X3 for a swoopier roofline? Can we interest you in some magic beans?

THE PICK: The X3 twin of whichever takes your fancy

xDrive20i xDrive20d xDrive30i M40i M Competition

$76,900 $79,900 $83,900 $109,900 $164,900 X5

L4T L4TD L4T L6T L6TT

2.0 2.0 2.0 3.0 3.0

135 140 185 265 375

290 400 350 500 600

A8 A8 A8 A8 A8

1678 1698 1678 1783 1932

8.3 8.0 6.3 4.8 4.1

7.8 5.8 7.8 9.2 11.7

95 D 95 95 98

61 61 61 58 -

A A A A A

Fourth time’s a charm for the X5. It’s the most technologically advanced BMW on sale, and surprisingly fun to drive for a SUV. THE PICK: Tasty 40i since a straigh-six petrol is what BMW’s all about

xDrive25d xDrive30d xDrive40i xDrive45e M50i

$99,000 $117,900 $120,900 $129,900 $151,900

L4TD L6TTD L6T L6TH V8TT

2.0 3.0 3.0 3.0 4.4

170 195 250 290 390

450 620 450 600 750

A8 A8 A8 A8 A8

2105 2110 2005 2435 2345

7.5 6.6 5.2 5.6 4.3

6.2 D 7.2 D 9.2 95 2.0 95 10.5 95

63 A 63 09/19 A 63 A 63 A 63 A

B M W – FO R D YOUR COMPLETE NEW CAR BUYER’S GUIDE

Drive

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Size

xDrive 30d xDrive 40i M50i

$121,900 $124,900 $155,900 X7

L6TTD 3.0 195 620 A8 2110 5.5 - D 63 L6T 3.0 250 450 A8 2005 6.5 - 95 63 V8TT 4.4 390 750 A8 2345 4.3 - 95 63

A A A

Spider Pista

$119,900 $171,900

T

v

275 275 S 355 355 R 485 S 485 R

V12

12/18 R

3 years/100,000km

Developed from Colin Chapman’s 1957 vision; a time when cigarettes were good for you. Ridiculously fast fun with unassisted steering THE PICK: 355 is all the reborn Lotus 7 fun you’ll ever need

$68,000 $73,000 $79,000 $95,000 $103,700 $119,000

L4 L4 L4 L4 L4 L4

1.6 1.6 2.0 2.0 2.0 2.0

100 100 127 127 177 177

160 160 177 177 206 206

M5 M5 M5 M5 M6 M6

675 675 615 675 700 700

5.5 5.5 5.0 5.0 4.5 4.5

6.2 6.2 8.2 8.2 7.7 7.7

95 95 95 95 95 95

55 11/16 55 55 55 55 55

R R R R R R

3 years/100,000km

$60,000 $65,000 $75,000

V6 V8 V8

3.6 210 340 A8 1724 7.7 9.7 91 40 R 6.4 350 637 A8 1946 4.5 13.0 98 41 09/19 R 6.4 350 637 A8 1965 4.5 13.0 98 45 R

5 years/unlimited

C3

$26,990 L3T C3 Aircross

1.2 81

205 A6 1090 10.7 4.9 95 52 05/18 F

Almost $10,000 more than the C3 for an extra 100kg of weight and few millimetres of ride height. Value is in the eye of the beholder THE PICK: Buy the C3 hatch and save or stretch to the C5 Aircross

$32,990 L3T 1.2 81 Grand C4 Picasso

Pop Pop Lounge Lounge Abarth 595 Abarth 595 Abarth 595 Comp.

Abarth 595 Comp.

$38,490 L4T $44,490 L4TD C5 Aircross

1.6 121 2.0 110

Pop Pop Lounge Lounge Abarth 595C Abarth 595C Abarth 595C Comp.

Abarth 595C Comp.

L4T L4T

Ferrari

1.6 121 1.6 121

Pop Pop Pop Star

F F

3 years/unlimited

Portofino

Abarth Abarth

V8TT

3.9 441 760 D7 1664 3.5 10.7 98 –

$469,888

V8TT

3.9 492 760 D7 1475 3.0 11.4 98 –

R

102 102 102 102 206 206 250 250

M5 S5 M5 S5 M5 S5 M5 S5

885 920 885 920 1035 1035 1045 1085

14.1 12.9 12.9 12.9 7.9 8.0 6.7 6.9

4.9 4.8 4.9 4.8 5.8 5.8 5.7 6.9

95 95 95 95 95 95 95 95

54 06/15 F 54 F 54 F 54 F 48 07/16 F 48 F 51 13/17 F 51 F

$21,990 $23,490 $25,000 $26,550 $32,500 $33,500 $35,990 $37,990 500 X

L4 L4 L4 L4 L4T L4T L4T L4T

1.2 1.2 1.2 1.2 1.4 1.4 1.4 1.4

51 51 51 51 107 107 132 132

102 102 102 102 206 206 250 250

M5 S5 M5 S5 M5 S5 M5 S5

920 935 920 935 1075 1035 1045 1085

12.9 12.9 12.9 12.9 7.8 8.0 6.7 6.9

4.9 4.8 4.9 4.8 6.0 5.8 6.0 5.8

95 95 95 95 95 95 95 95

54 F 54 F 54 F 54 F 48 07/16 F 48 F 51 F 51 F

$26,000 L4T $28,000 L4T $32,000 L4T 124 Spider

1.4 103 230 M6 1295 9.8 6.0 95 52 02/16 F 1.4 103 230 S6 1295 9.8 5.7 95 52 F 1.4 103 230 S6 1295 9.5 5.7 95 52 02/16 F

$41,990 $43,990

L4T L4T

1.4 125 250 M6 1100 6.8 6.4 95 54 01/17 R 1.4 125 250 A6 1110 6.9 6.6 95 54 R

5 years/unlimited

Focus Still the dynamic benchmark, but disappoints with patchy cabin, no manuals and Titanium’s hard ride. A sophisticated Golf alternative THE PICK: ST-Line wagon and Active gain IRS, so there’s your answer

Trend ST-Line Hatch ST-Line Wagon Active Titanium

$25,990 $28,990 $30,990 $29,990 $34,490 Mondeo

L3T L3T L3T L3T L3T

1.5 1.5 1.5 1.5 1.5

134 134 134 134 134

240 240 240 240 240

A8 A8 A8 A8 A8

1332 1347 1388 1329 1337

8.1 8.2 8.2 8.7 8.7

6.4 6.4 7.5 6.4 9.5

91 91 91 91 91

48 F 48 05/19 F 48 F 48 09/19 F 50 F

Surprisingly sharp handling meets truly cavernous and quiet cabin, while the high-output 2.0L petrol turbo provides plenty of squirt.

THE PICK: Underrated Trend’s refinement transcends its segment

R

Has lost a little of the 458’s primal purity but is a better-rounded dynamic package. We’d be more than happy to wear the compromise THE PICK: Pista really is at the modern sports car summit

51 51 51 51 107 107 132 132

Ford

It’s taken a while but Ferrari’s entry-level effort is finally one to be proud of. Turbo engine suits Portofino’s more supine edge THE PICK: A massive leap over the California it replaces

$399,888 488

1.2 1.2 1.2 1.2 1.4 1.4 1.4 1.4

Compared to atmo MX-5 that spawned it, the Japanese-made 124 is more toey than a Roman sandal and is saddled with a harder ride THE PICK: The manual one – or the Mazda one

240 A6 1430 10.2 6.4 95 49 F 370 A6 1476 9.6 4.5 F 49 10/16 F

240 A6 1402 9.9 7.9 95 56 240 A6 1402 9.9 7.9 95 57

L4 L4 L4 L4 L4T L4T L4T L4T

Unrelated to the smaller 500, the Jeep Renegade-derived X offers charm, space, comfort and – surprise – value. Not a bad drive either.

THE PICK: Pop Star brings with it loads of kit to offset that awful name

The SUV for those looking for a Goldilocks pick between the Peugeot 3008 and 5008. Love it or hate it styling, amicable in all other areas THE PICK: Plusher Shine keeps more with Citroen’s comfort image

$39,990 $43,990

$17,990 $19,490 $19,990 $21,490 $26,990 $28,990 $31,990 $33,990 500 C

The least costly way to get rays on your noggin, but like all 500s, iffy ergonomics, robotised auto and spec holes undermine a great design THE PICK: 500 too slow, 595 too hard, so try a used A3 Cabrio instead

205 A6 1203 10.6 6.6 95 54 12/19 F

Who said seven-seaters had to look like badly decomposing beached whales? The C4 Picasso marries space with Iron Man style THE PICK: The diesel is more fuel efficient and not much slower

Drive

Issue tested

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RON

0-100

Kerb weight

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Power

Size

6.5 588 718 D7 1630 2.9 14.9 98 –

500

Fun, French and frugal, Citroen’s stylish Mini rival is its most convincing supermini in years. Now with heaps more kit – but at a price THE PICK: Shine at last specified to appeal to head as well as heart

GTB

R 02/17 A

Ageing Italian icon still an artisitc, affordable runabout – but avoid robotised auto and buy a seat cushion for bonkers Abarth THE PICK: Now too old so buy used or wait for 2021’s all-new e-500

Citroen

Feel Shine

3.9 442 760 D7 1840 3.5 11.6 98 – 6.3 507 697 D7 1920 3.5 15.3 98 –

Fiat

2 years/50,000km

Ballin’ on a budget, relatively speaking. Chassis’ ability begs for big-V8 grunt, and top SRT worth a stretch for its adaptive dampers THE PICK: SRT for your VF II SS or Falcon XR8 fix

Exclusive Exclusive HDi

$503,888 V8TT $578,888 V12 812 Superfast

$610,000

300

Shine

06/18 R R

Seven

Chrysler

C Luxury SRT Core SRT

3.9 492 760 D7 1525 3.0 11.4 98 – 3.9 530 770 D7 1385 2.8 11.5 98 –

Recipient of the greatest naturally aspirated production engine ever made. The rest of the package is almost as good. A landmark car THE PICK: There’s only one: a top-drawer supercar in GT clothing

L6TTD 3.0 195 620 A8 2370 6.7 9.7 D 63 10/19 A V8TT 4.4 390 750 A8 2460 4.7 – 95 63 A

Caterham

$526,888 V8TT $645,000 V8TT GTC4Lusso

This happens when Ferrari engineers get on the turps. The Lusso makes no sense but it’d be in every one of our fantasy garages THE PICK: What a ‘crossover’ from Ferrari should be. #noFerrariSUVs

Delivers all the size and luxury you could ever ask of a BMW. Diesel engine is bested in every measure by stonking petrol V8.

THE PICK: There’s just the one X7... or you could have two CX-9 AWDs

xDrive 30d M50i

Engine type

If you thought the X5 could do with a little less load--carrying ability and rear headroom, and a lot more grille, BMW has brought the all-new X6 into the country just for you. Mechanically identical to its wagon-bodied sibling, the X6’s sleeker roofline and sportier appearance carry a circa-$5K premium, proving that less really is more.

Fuelcons.

X6

Now with added grille Price

New

Engine type

Price

WHAT IT ALL MEANS PRICE: Recommended Retail Price at time of publication (* indicates driveaway) ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged, D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms 0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold

Ambiente hatch Ambiente wagon Ambiente TDCi hatch Ambiente TDCi wag

$33,190 $35,040 $37,190 $39,040

L4 L4 L4TD L4TD

2.0 2.0 2.0 2.0

149 149 132 132

345 345 400 400

A6 A6 D6 D6

1605 1649 1659 1703

10.0 10.1 8.6 8.7

8.2 8.5 5.1 5.3

91 91 D D

47 06/15 F 48 F 48 F 48 06/15 F

@wheelsaustralia

111

Always big on presence and muscle, Ford’s pony car has evolved into a dynamically capable GT, though better quality wouldn’t go astray THE PICK: V8s live up to the legend

EcoBoost Fastback EcoBoost Fastback

EcoBoost Convert.

GT Fastback GT Fastback Bullitt GT Convertible

$49,990 $52,990 $59,490 $62,990 $65,990 $73,688 $74,338 EcoSport

L4T L4T L4T V8 V8 V8 V8

2.3 2.3 2.3 5.0 5.0 5.0 5.0

224 224 224 339 339 345 339

441 441 441 556 556 556 556

M6 1629 A10 1720 A10 1780 M6 1701 A10 1785 M6 1701 A10 1855

6.3 6.2 6.4 4.6 4.3 4.6 4.5

8.5 9.3 9.4 13.0 12.7 13.0 12.7

91 91 91 98 98 98 98

63 R 63 R 64 R 67 07/19 R 66 R 56 09/19 R 67 R

Though too old, too small and too cheapo inside, the terrific turbotriple shines. Still, the competition has the Ford from India licked THE PICK: Ford’s promising new Puma should right EcoSport’s wrongs

Ambiente Trend Titanium

$22,790 $24,490 $28,990 Escape

Ambiente FWD Ambiente FWD Ambiente AWD Trend FWD Trend AWD Trend TDCi ST-Line Titanium Titanium

L3 L3T L3T

1.5 90 1.0 92 1.0 92

150 A6 1319 9.5 6.9 91 41 170 A6 1368 9.2 6.7 91 41 170 A6 1368 9.2 6.7 91 43

$44,990 $48,900 $53,900 $57,900 $63,900 $67,990 Everest

2.0T 2.0T Sport 2.0T Ultimate 3.3T Sport 3.3T Ultimate 3.3T Ultimate Sport

$49,190 $50,190 $54,190 $55,190 $56,190 $59,990 $61,190 $73,990 Ranger

$59,300 $63,300 $69,300 $72,450 $79,950 $79,950 G80

L4T L4T L4T V6TT V6TT V6TT

2.0 2.0 2.0 3.3 3.3 3.3

179 179 179 272 272 272

353 353 353 510 510 510

A8 A8 A8 A8 A8 A8

1604 1604 1604 1719 1719 1719

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

5.9 5.9 5.9 4.9 4.7 4.7

8.7 95 9.0 95 9.0 95 12.0 95 10.2 95 10.2 95

55 R 55 R 55 R 55 10/19 R 55 R 55 R

While we rate the G80 (nee Hyundai Genesis) for spec, space and smoothness, it’s already old for a ‘new’ model. V6 needs revs to move THE PICK: Ultimate offers bags of limo lushness

3.8 3.8 Sport Design 3.8 Ultimate 3.8 Ultm Sport Dsgn

$68,900 $72,900 $88,900 $92,900

V6 V6 V6 V6

3.8 3.8 3.8 3.8

232 232 232 232

397 397 397 397

A8 A8 A8 A8

1890 1890 1890 1890

Haval

6.5 6.5 6.5 6.5

11.2 11.2 11.2 11.2

91 91 91 91

53 53 53 53

R R R R

5 years/100,000km

H2

L4T L4T L4T L4T L4TD L4T L4T L4TD

1.5 1.5 1.5 2.0 2.0 2.0 2.0 2.0

134 134 134 178 132 178 178 132

240 240 240 345 400 345 345 400

A6 A6 A6 A6 D6 A6 A6 D6

1590 1668 1607 1719 1746 1751 1751 1779

9.6 7.2 91 9.6 7.5 91 9.6 10.5 91 9.4 8.6 91 9.5 5.5 D 9.4 8.6 91 9.4 8.6 91 9.5 5.6 D

54 F 56 A 56 06/17 F 56 A 57 A 57 A 58 A 58 A

L4TD L4TD L4TD L4TD L4TD L4TD

2.0 2.0 2.0 2.0 2.0 2.0

140 140 140 140 140 140

400 400 400 400 400 400

A8 A8 A8 A8 A8 A8

1933 1995 1949 2012 1999 2062

8.2 8.2 8.2 8.2 8.2

6.7 6.7 6.7 6.7 6.7 10.4 7.5

D D D D D D

60 62 62 61 62 62 04/19

F A F A F A

Ranger-derived SUV is a gun off-road and capable – for a truck – on it.

The world’s sole Aussie-designed, engineered and developed SUV THE PICK: Bi-Turbo is the range (and Ranger) sweet-spot

Ambiente 5-seat Ambiente 7-seat Ambiente 5-seat Ambiente 7-seat Trend Bi-Turbo RWD Trend 4WD Trend Bi-Turbo 4WD Titanium

Kerb weight

Hyundai needed Genesis G70 to be a proper 3 Series teeth kicker/ Lucky it’s exactly that, then, aided by pace, handling and proper spec THE PICK: 3.3T Ultimate is the cheapest with a proper diff. Nice

Spacious and reasonably equipped, the H2 trips due to sub-par performance, economy and steering. Better alternatives abound THE PICK: Dated Mitsubishi ASX runs rings around H2

City City Premium Lux

L5TD L5TD L5TD L5TD L4TTD L5TD L4TTD L4TTD

3.2 3.2 3.2 3.2 2.0 3.2 2.0 2.0

143 143 143 143 157 143 157 157

470 470 470 470 500 470 500 500

A6 2239 A6 2266 A6 2343 A6 2370 A10 2305 A6 2407 A10 2444 A10 2494

11.0 11.0 11.0 11.0 10.5 11.0 10.5 10.5

8.4 8.4 8.5 8.5 6.9 8.5 7.1 7.1

D D D D D D D D

57 57 57 57 58 58 58 58

A A A A R A A A

Premium Lux

$47,840 $48,140 $50,340 $49,440 $51,640 $56,340 $58,540 $60,040 $51,090 $63,290 $64,790 $74,990

L4TD L5TD L5TD L5TD L5TD L5TD L5TD L4TTD L5TD L5TD L4TTD L4TTD

2.2 3.2 3.2 3.2 3.2 3.2 3.2 2.0 3.2 3.2 2.0 2.0

112

whichcar.com.au/wheels

118 147 147 147 147 147 147 157 147 147 157 157

385 470 470 470 470 470 470 500 470 470 500 500

A6 2034 M6 2068 A6 2068 M6 2064 A6 2064 M6 2159 A6 2159 A10 2198 M6 2200 A6 2200 A10 2239 A10 2332

10.1 10.3 10.1 10.3 10.1 10.3 10.1 9.7 10.3 10.1 9.8 9.9

8.0 D 8.7 D 8.7 D 8.7 D 8.7 D 8.2 D 10.9 D 7.4 D 8.4 D 8.4 D 7.4 D 8.2 D

56 A 56 A 56 A 56 A 56 A 56 A 56 07/18 A 56 A 57 A 58 A 58 A 58 08/19 A

L4T L4T L4T L4T

1.5 1.5 1.5 1.5

110 110 110 110

210 210 210 210

M6 M6 A6 A6

1529 1529 1529 1529

12.0 12.0 11.8 11.8

8.2 8.2 9.0 9.0

95 95 95 95

43 43 44 44 03/16

F F F F

$28,990* $33,990* H9

L4T L4T

2.0 145 315 A6 1715 2.0 145 315 A6 1715

10.0 9.8 95 50 06/17 F 10.0 9.8 95 52 F

A Mazda CX-9 or Holden Acadia cost similar money. The three-row H9’s ZF ’box isn’t bad, but beyond that we’re grasping at straws THE PICK: Family planning

Lux Ultra

$41,990 $45,990

L4T L4T

2.0 180 350 A8 2236 11.0 10.5 95 52 2.0 180 350 A8 2236 11.0 10.5 95 52

Holden

A A

5 years/unlimited

Astra Opel’s class act rewards with Holdenised dynamics, keen pricing and – in 1.6 guise – rorty performance. Departing sedan won’t be missed THE PICK: Loaded RS-V hatch is conspicuously good buying

R hatch R hatch LS+ sedan R+ hatch LT sedan RS hatch LTZ sedan RS-V hatch RS-V hatch

Final-ever Aussie-designed and engineered vehicle, Ranger remains a global benchmark, keeps Ford Oz relevant; MY20 update coming soon THE PICK: Raptor thanks to its coil-sprung rear end

XL XL XL XLS XLS XLT XLT XLT Wildtrak Wildtrak Wildtrak Raptor

$19,990* $20,990* $22,990* $25,990* H6

Fairly handsome, undeniably roomy and with some zip, but sadly the H6’s chassis sets an industry benchmark for peerless ineptitude THE PICK: Any rival is currently preferable

Canadian-made Edge is spacious and pleasant to steer, but misses the mark with only five seats, laggy diesel, comedy pricing and daft name THE PICK: The bigger the discount, the better sense Endura makes

Trend Trend AWD ST-Line ST-Line AWD Titanium Titanium AWD

5 years/unlimited

G70

F F F

Solid, spacious and engaging all-rounder, though heavy AWDs are thirsty. FWDs far more frugal. All-new replacement due mid-2020 THE PICK: Trend FWD or ST-Line if a taut, sporty SUV is your thing $28,990 L4T 1.5 110 240 M6 1559 9.6 6.3 91 54 F

$30,490 $33,490 $33,490 $36,490 $38,990 $39,990 $45,480 $48,340 Endura

Genesis

48 06/18 F 48 F 50 F 49 09/16 F 50 F 50 07/15 F

Trans.

91 D D 91 D D

Torque

8.2 5.1 5.3 8.5 5.1 5.3

Power

7.5 8.6 8.7 7.7 8.6 9.1

Size

1629 1683 1713 1690 1744 1782

Engine type

Fuelcons.

A6 D6 D6 A6 D6 D6

Price

0-100

345 400 400 345 400 400

Drive

Kerb weight

177 132 132 177 132 132

Issue tested

Trans.

2.0 2.0 2.0 2.0 2.0 2.0

Resale %

Torque

L4T L4TD L4TD L4T L4TD L4TD

RON

Power

$37,790 $40,990 $42,840 $44,790 $47,990 $49,840 Mustang

Size

Trend hatch Trend TDCi hatch Trend TDCi wagon Titanium hatch Titanium TDCi hatch Titanium TDCi wgn

Engine type

Price

Data bank

$21,490 L4T $22,490 L4T $22,740 L4T $23,740 L4T $25,790 L4T $27,240 L4T $29,790 L4T $30,740 L4T $31,740 L4T ZB Commodore

1.4 1.4 1.4 1.4 1.4 1.6 1.4 1.6 1.6

110 110 110 110 110 147 110 147 147

240 240 240 240 240 300 240 300 300

M6 A6 A6 A6 A6 A6 A6 M6 A6

1283 1304 1283 1304 1294 1344 1318 1344 1363

7.8 8.0 8.0 8.0 8.0 6.6 8.0 6.6 6.7

5.5 5.5 6.1 6.1 6.1 6.1 6.1 6.1 11.3

91 91 91 91 91 91 91 91 91

50 50 50 50 52 52 52 52 52

01/17

09/17 08/17 05/19

F F F F F F F F F

Import clings to storied nameplate and delivers handling, turbo-four urge and space, but low-key styling inside and out erodes appeal THE PICK: RS Sportwagon for sheer value, VXR for gravel handling

LT LT LT Sportwagon LT Sportwagon RS RS Sportwagon RS V6 RS-V RS-V Sportwagon VXR Calais Calais Calais Tourer

$33,690 $36,690 $35,890 $38,890 $37,290 $39,490 $40,790 $46,990 $49,190 $55,990 $40,990 $43,990 $45,990

L4T L4TD L4T L4TD L4T L4T V6 V6 V6 V6 L4T L4TD V6

2.0 2.0 2.0 2.0 2.0 2.0 3.6 3.6 3.6 3.6 2.0 2.0 3.6

191 125 191 125 191 191 235 235 235 235 191 125 235

350 400 350 400 350 350 381 381 381 381 350 400 381

A9 A8 A9 A8 A9 A9 A9 A9 A9 A9 A9 A8 A9

1515 1593 1543 1617 1534 1569 1672 1676 1705 1737 1535 1613 1715

6.5 7.0 6.5 7.0 6.5 6.5 6.2 6.2 6.2 6.2 6.5 7.0 6.2

7.4 5.6 7.7 5.7 7.6 7.9 8.9 8.9 9.1 8.9 7.6 5.8 9.1

95 D 95 D 95 95 91 91 91 91 95 D 91

36 F 36 F 36 F 36 F 36 F 36 F 37 A 38 A 37 A 38 03/18 A 40 06/18 F 40 F 41 A

FO RD – HSV YOUR COMPLETE NEW CAR BUYER’S GUIDE

Drive

Issue tested

178 200 200 200

M5 A6 A6 A6

1371 1376 1390 1390

10.0 9.6 9.6 9.6

7.0 6.9 6.9 9.0

91 91 91 91

47 48 48 48 05/17

F F F F

Space, refinement, performance and slick nine-speed auto buried in an anonymous Chevy SUV marred by a less-than-premium interior THE PICK: Despite big range only LS+ makes a strong-enough case

LS 2WD LS 2WD LS+ 2WD LS+ 2WD LT 2WD LTZ AWD LT 2WD LTZ AWD LTZ-V AWD LTZ AWD LTZ-V AWD

$27,990 $29,990 $32,990 $35,990 $36,990 $39,990 $39,990 $44,290 $46,290 $47,290 $49,290 Acadia

L4T L4T L4T L4TD L4T L4T L4TD L4T L4T L4TD L4TD

1.5 1.5 1.5 1.5 2.0 2.0 1.5 2.0 2.0 1.5 1.5

127 127 127 100 188 188 100 188 188 100 100

275 275 275 320 353 353 320 353 353 320 320

M6 A6 A6 A6 A9 A9 A6 A9 A9 A6 A6

1526 1514 1514 1593 1585 1618 1602 1695 1732 1741 1778

7.9 7.9 7.9 8.0 7.3 7.3 8.0 7.3 7.3 8.0 8.0

6.9 91 6.9 91 6.9 91 5.6 D 8.2 91 8.2 91 5.6 D 12.6 91 8.4 91 5.7 D 5.9 D

52 52 53 52 53 54 53 54 55 54 55

01/18 F F F F 01/18 F A F 13/18 A 13/17 A 01/18 A A

VTi sedan VTi-S hatch VTi-S sedan VTi-L hatch VTi-L sedan RS hatch RS sedan VTi-LX hatch VTi-LX sedan Type-R

$42,490 V6 $46,490 V6 $53,490 V6 $57,490 V6 $63,490 V6 $67,490 V6 Trailblazer

3.6 3.6 3.6 3.6 3.6 3.6

231 231 231 231 231 231

367 367 367 367 367 367

A9 A9 A9 A9 A9 A9

1874 1968 1881 1975 1938 2032

7.1 7.3 7.1 7.3 7.2 7.3

8.9 91 9.3 91 8.9 91 9.3 91 8.9 91 10.0 91

56 56 57 58 58 58 12/18

VTi-L V6L

Colorado ute-derived 4x4 family wagon delivers grunt, off-road chops and value, starting at less than $50K. Vastly better than Colorado 7 THE PICK: LTZ for the extra kit but LT will do the job adequately too

LT LTZ

$47,990 L4TD $52,490 L4TD Colorado

2.8 147 500 A6 2194 9.8 8.6 D 2.8 147 500 A6 2203 9.8 8.6 D

53 53

A A

Supremely better after top-down revamp that deleted rough edges and delivered driver-assistance tech, new cabin, better mechanicals THE PICK: Whichever, since Colorado scores a B overall but A for value

LS LS LSX LSX LTZ LTZ LTZ+ LTZ+ Z71 Z71

$44,990 $47,190 $46,990 $49,190 $50,490 $52,690 $51,520 $53,720 $54,990 $57,190

L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD

2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8

147 147 147 147 147 147 147 147 147 147

440 500 440 500 440 500 440 500 440 500

M5 A6 M5 A6 M5 A6 M5 A6 M5 A6

2019 2016 2007 2004 2056 2053 2056 2053 2056 2053

9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5

Honda

8.6 8.6 8.6 8.6 8.6 9.8 8.6 8.6 8.6 8.6

D D D D D D D D D D

55 A 56 A 56 A 56 A 56 A 56 07/18 A 56 A 56 A 56 A 56 A

Extraordinarily versatile Jazz makes most sense in bargain base guise, excelling for space and ease if not refinement. Next-gen Jazz close THE PICK: Buy VTi. Spending more brings diminishing returns

$14,990 $16,990 $19,990 $22,990 City

L4 L4 L4 L4

1.5 1.5 1.5 1.5

88 88 88 88

145 145 145 145

M5 C C C

1048 1053 1095 1130

10.1 10.2 10.3 10.3

6.2 5.8 5.8 5.8

91 91 91 91

VTi VTi VTi-L

$15,990 $17,990 $21,590 Civic

L4 L4 L4

1.5 88 1.5 88 1.5 88

145 M5 1082 10.3 5.8 91 48 F 145 C 1103 10.7 5.7 91 48 10/14 F 145 C 1107 10.7 5.7 91 50 08/14 F

A comeback of sorts, led in part by the supernaturally talented Type-R, aided by clever packaging, rorty turbo and sharp dynamics THE PICK: Avoid 1.8 atmo. And reflections of the car while driving...

VTi hatch

$22,390

L4

1.8 104 174 C

1262 9.2 6.4 91 54

C C C C C C C C C M6

1248 1261 1250 1322 1302 1341 1326 1344 1327 1396

9.2 9.2 9.2 7.5 7.5 7.5 7.4 7.6 7.5 5.8

6.4 6.4 6.4 6.1 6.0 6.1 6.0 8.3 6.0 11.5

91 91 91 91 91 91 91 91 91 95

54 54 54 54 54 56 56 56 56 55

Drive

174 174 174 220 220 220 220 220 220 400

Issue tested

104 104 104 127 127 127 127 127 127 228

07/16 F 12/18 F 01/17 F F 07/16 F F 12/16 F 09/17 F 07/16 F 04/18 F

L4 V6

2.4 129 225 A5 1575 8.0 8.0 91 47 3.5 206 339 A6 1667 7.5 9.2 91 46

F F

V6TTH 3.5 427 646 D9 1780 3.0 9.7 98 –

01/17 A

Jazz-based ‘Magic Seat’ brings vast interior packaging configurations and 1.8 is gutsy, but handsome HR-V is loud, firm riding and a dull drive THE PICK: VTi-S since its cabin doesn’t feel quite as Bi-Lo as the base

VTi VTi-S RS VTi-LX

$24,990 $27,990 $31,990 $34,590 CR-V

L4 L4 L4 L4

1.8 1.8 1.8 1.8

105 105 105 105

172 172 172 172

C C C C

1269 1274 1294 1319

10.2 10.2 10.2 10.2

6.6 91 6.9 91 6.9 91 6.9 91

50 03/16 F 50 F 50 F 52 05/15 F

Designed for families, yet offers an able chassis and frugal turbo oomph too. But Vi’s 2.0L is slow and 7-seater’s third row is kids-only THE PICK: Generously equipped VTi-S delivers the best value

Vi VTi VTi-E VTi-S VTi-S AWD VTi-L VTi-LX AWD

$28,290 $30,690 $34,490 $33,290 $36,490 $38,990 $44,290 Odyssey

L4 L4T L4T L4T L4T L4T L4T

2.0 1.5 1.5 1.5 1.5 1.5 1.5

113 140 140 140 140 140 140

189 240 240 240 240 240 240

C C C C C C C

1504 1536 1642 1540 1597 1642 1630

--7.2 7.2 7.2 7.2 7.2 7.2

7.6 7.0 7.3 7.3 7.4 7.3 7.4

91 91 91 91 91 91 91

57 F 52 F 54 F 54 F 55 A 56 07/19 F 56 01/18 A

Our one-time COTY has morphed from a sleek three-row wagon to a charmless MPV minus the driver appeal or refinement it once had. Pity THE PICK: VTi-L for the middle-row ‘captain’s chairs’, or Kia Carnival

VTi VTi-L

$37,990 $47,590

L4 L4

2.4 129 225 C 2.4 129 225 C

1734 12.0 7.6 91 58 1848 12.0 7.8 91 58

HSV

F F

3 years/100,000km

Chevrolet Camaro Rarer, prettier, faster and more focused than a Mustang, but can’t touch the Ford’s value proposition. RHD work a credit to the HSV crew THE PICK: 2SS is plenty fast enough

2SS 2SS ZL1 ZL1

55 F 53 03/15 F 56 F 57 10/14 F

If your favourite flavour is vanilla, the City has your name all over it.

Truly does little wrong, but never excites. Oz’s best B-segment sedan THE PICK: VTi. Or better stlil a clean, low-mileage later Accord Euro

1.8 1.8 1.8 1.5 1.5 1.5 1.5 1.5 1.5 2.0

A technological tour de force, hybrid NSX nails supercar speed and dynamics. Hand-built, exotically engineered, a tad emotionally aloof THE PICK: If you can stomach the price, it’s a rare cat

5 years/unlimited

Jazz

VTi VTi VTi-S VTi-L

$43,990 $52,590 NSX

$420,000 HR-V F A F A F A

L4 L4 L4 L4T L4T L4T L4T L4T L4T L4T

With ample space, the Accord is all about a pleasant ride, but is a weirdly detached driving experience. Redesign is imminent, promising THE PICK: Wait for the 2020 Accord or buy any turbo Civic instead

Butch, US-sourced Acadia brings space for seven, grunt, value and locally tuned dynamics. It’s the best new Holden in ages. Yes, really* THE PICK: *AVOID the torque-steering 2WD at all costs

LT 2WD LT AWD LTZ 2WD LTZ AWD LTZ-V 2WD LTZ-V AWD

$24,590 $24,490 $24,590 $27,790 $27,990 $32,290 $31,990 $33,590 $33,690 $51,990 Accord

Resale %

103 103 103 103

RON

1.8 1.4 1.4 1.4

Fuelcons.

L4 L4T L4T L4T

0-100

$23,990 $26,490 $28,890 $30,490 Equinox

Kerb weight

LS LS LT LTZ

Trans.

Good steering, handling and auto calibration, but awful 1.8, dud ride and cheapo cabin see small Holden SUV increasingly outclassed THE PICK: LS 1.4 turbo if you must, or Astra every day of the week

Torque

A A Power

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

Power

Size

3.6 235 381 A9 1726 6.2 9.1 91 41 3.6 235 381 A9 1772 6.2 9.1 91 41

Size

V6 V6

Engine type

$51,990 $53,990 Trax

Price

Calais V Calais V Tourer

Engine type

Price

WHAT IT ALL MEANS PRICE: Recommended Retail Price at time of publication (* indicates driveaway) ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged, D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms 0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold

$85,990 V8 $89,190 V8 $159,990 V8S $161,190 V8S SportsCat

6.2 6.2 6.2 6.2

339 339 477 477

617 617 881 881

M6 1684 A10 1710 M6 1761 A10 1789

4.5 4.0 5.0 4.9

11.5 98 11.5 98 15.6 98 15.3 98

56 R 56 07/19 R 56 R 56 07/19 R

More than a collection of aftermarket bits, this reworked Colorado shows there’s still HSV engineering prowess at play here THE PICK: Either represents good value but what’s with the name?

+

$60,790 L4TD $66,790 L4TD Silverado

2.8 147 500 A6 2274 9.5 8.7 D 2.8 147 500 A6 2274 9.5 8.7 D

46 A 46 05/18 A

Size dwarfs just about everything else on the road; could tow your house into a better suburb thanks to monster Duramax diesel THE PICK: Too big for urban Oz so a one-way ticket to North America

2500 WT 2500 LTZ 2500 LTZ Midnight 2500 LTZ Cst Sport 3500 LTZ

$114,990 $134,990 $139,990 $139,990 $147,990

V8TD V8TD V8TD V8TD V8TD

6.6 6.6 6.6 6.6 6.6

332 332 332 332 332

1234 1234 1234 1234 1234

A6 A6 A6 A6 A6

3515 3616 3616 3616 3710

7.0 7.1 7.1 7.1 7.5

15.6 D 15.6 D 15.6 D 15.6 D 15.7 D

– – – – –

A A A A A

F @wheelsaustralia

113

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

i30

Active Active Elite

The more you spend, the better the attractive, well-packaged and sharp handling i30 gets, peaking at N. 1.6L turbo N-Line is a fine warm hatch THE PICK: N-ything with a turbo attached, so bypass the atmo i30s

Go Go Go CRDi Go CRDi Active Active Active CRDi Active CRDi N Line N Line Elite Elite CRDi Premium Premium CRDi N Line Premium N Fastback N

$19,990 $22,290 $22,490 $24,990 $21,090 $23,390 $23,590 $26,090 $26,490 $29,490 $27,790 $30,490 $32,790 $35,490 $34,990 39,990 $41,990 Elantra

L4 L4 L4TD L4TD L4 L4 L4TD L4TD L4T L4T L4 L4TD L4 L4TD L4T L4T L4T

2.0 2.0 1.6 1.6 2.0 2.0 1.6 1.6 1.6 1.6 2.0 1.6 2.0 1.6 1.6 2.0 2.0

120 120 100 100 120 120 100 100 150 150 120 100 120 100 150 202 202

203 203 280 300 203 203 280 300 265 265 203 300 203 300 265 353 353

M6 A6 M6 D7 M6 A6 M6 D7 M6 D7 A6 D7 A6 D7 D7 M6 M6

1357 1382 1418 1445 1357 1382 1418 1445 1407 1436 1382 1445 1382 1445 1436 1429 1441

8.0 8.0 7.8 7.8 8.0 7.8 7.8 7.8 7.5 7.3 8.0 7.8 8.0 8.0 7.3 6.4 6.2

7.3 91 7.4 91 4.5 D 4.5 D 7.3 91 7.4 91 4.5 D 4.7 D 7.5 91 7.8 91 7.4 91 4.7 D 7.4 91 4.7 D 7.8 91 10.2 95 8.0 95

54 F 54 F 55 F 55 F 52 F 54 12/18 F 54 F 54 F 54 F 55 F 55 F 55 F 55 F 55 F 56 05/19 F 58 10/18 F 58 F

Handling, equipment, space and value are highs; ride on torsion-beam versions not so much. Not as sophisticated as i30 hatch equivalents THE PICK: Sport for turbo, IRS

Go Go Active Sport Sport Sport Premium Sport Premium

$21,490 $23,790 $25,990 $28,990 $30,490 $31,490 $33,990 Ioniq

L4 L4 L4 L4T L4T L4T L4T

2.0 2.0 2.0 1.6 1.6 1.6 1.6

112 112 112 150 150 150 150

192 192 192 265 265 265 265

M6 A6 A6 M6 A6 M6 A6

1235 1255 1275 1385 1385 1355 1390

7.5 7.5 7.5 7.0 7.0 7.0 7.0

7.1 7.2 7.2 7.1 7.2 7.1 7.2

91 91 91 91 91 91 91

48 49 50 48 48 48 48

F F F F F F F

Full-EV Electric is the best of the trio, but we’d wait for MY20 facelift due soon. Skip the coarse hybrid and only opt for PHEV if range-anxious THE PICK: The comprehensively facelifted 2020 Ioniq Electric

Hybrid Elite Hybrid Premium PHEV Elite PHEV Premium Electric Elite Electric Premium

$33,990 $38,990 $40,990 $45,490 $44,990 $48,990 Sonata

L4H L4H L4PH L4PH E E

1.6 1.6 1.6 1.6 28 28

104 104 104 104 88 88

265 265 265 265 295 295

D6 D6 D6 D6 R1 R1

1370 1370 1402 1402 1420 1420

7.2 7.2 7.4 7.4 9.9 9.9

3.9 91 3.9 91 1.1 91 1.1 91 14.5 – 14.5 –

52 F 54 F 54 F 54 F 54 13/18 F 54 10/19 F

Strengths include road manners, grunty turbo and space, but Sonata feels old and so falls way short of Mondeo, Commodore competition THE PICK: Let’s wait and see what the 2020 successor is like instead

Active Elite Premium

New

$30,590 $38,350 $45,490

L4 L4T L4T

2.4 138 241 A6 1587 8.5 8.3 91 44 F 2.0 180 353 A8 1645 7.9 8.5 91 45 F 2.0 180 353 A8 1645 7.9 9.7 91 46 06/18 F

Go Go Active Active Elite Elite Highlander Highlander Elite EV Highlander EV

Turbo Turbo Turbo Premium Turbo Premium

$29,490 $31,790 $35,490 $38,990 $38,490 $41,990 Venue

L4 L4 L4T L4T L4T L4T

2.0 2.0 1.6 1.6 1.6 1.6

110 110 150 150 150 150

180 180 265 265 265 265

M6 D7 M6 D7 M6 D7

1295 1315 1320 1350 1320 1350

9.4 9.6 7.7 7.1 7.7 7.1

7.0 7.1 7.3 6.9 7.3 6.9

91 91 91 91 91 91

-

F F F 12/19 F F F

The cheapest small SUV that you could buy without being riddled with guilt. Cheap eco tyres hide a surprisingly engaging chassis THE PICK: Skip the Go, and nestle into the well-equipped Active

Go Go

114

$19,990 $21,990

L4 L4

1.6 90 1.6 90

whichcar.com.au/wheels

151 151

M6 1140 11.2 7.0 91 – A6 1165 11.4 7.2 91 –

F F

151 151 151

M6 1200 11.2 7.0 91 – A6 1225 11.4 7.2 91 – A6 1225 11.4 7.2 91 –

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

Power

Size

1.6 90 1.6 90 1.6 90

F 11/19 F F

$24,000 $27,500 $25,500 $29,000 $30,000 $33,500 $36,000 $39,500 $59,990 $64,490 Tucson

L4 L4T L4 L4T L4 L4T L4 L4T E E

2.0 1.6 2.0 1.6 2.0 1.6 2.0 1.6 64 64

110 130 110 130 110 130 110 130 150 150

180 265 180 265 180 265 180 265 395 395

A6 D7 A6 D7 A6 D7 A6 D7 R1 R1

1383 1507 1383 1507 1383 1507 1383 1507 1685 1743

10.0 7.9 10.0 7.9 10.0 7.3 10.0 7.9 7.6 7.6

7.2 91 6.7 91 7.2 91 6.7 91 7.2 91 6.7 91 7.2 91 6.7 91 16.0 – 14.7 –

50 F 50 A 50 F 50 A 50 F 50 02/18 A 52 F 52 A 55 F 55 06/19 F

Hyundai’s popular midsizer adds AEB across the range. Decent handling, an attractive and spacious interior offset by terse ride THE PICK: Turbos much nicer than raucous 2.0 petrol front-drivers

Active Active Active X Active X Active CRDi Elite Elite Active X CRDi Elite CRDi Highlander Highlander CRDi

$29,290 $31,790 $32,290 $34,790 $37,090 $37,850 $40,850 $40,090 $43,150 $46,500 $48,800 Santa Fe

L4 L4 L4 L4 L4TD L4 L4T L4TD L4TD L4T L4TD

2.0 2.0 2.0 2.0 2.0 2.0 1.6 2.0 2.0 1.6 2.0

122 122 122 122 136 122 130 136 136 130 136

205 205 205 205 400 205 265 400 400 265 400

M6 A6 M6 A6 A8 A6 D7 A8 A8 D7 A8

1596 1620 1596 1620 1820 1620 1698 1820 1820 1698 1820

9.9 9.9 9.9 9.9 9.0 9.0 9.5 9.0 9.0 8.4 9.0

7.8 91 7.9 91 7.8 91 7.9 91 6.4 D 7.9 91 7.7 91 6.4 D 6.4 D 12.3 91 6.4 D

50 F 52 F 51 F 52 F 53 A 52 F 53 A 53 A 53 A 54 06/19 A 54 A

Hyundai’s seven-seat SUV brings space, kit, steering feel, handling, comfort, potent turbo-diesel drivetrain and an alluring Highlander THE PICK: ... but avoid the breathless petrol. Elite is the sweet spot

Active Active Elite Highlander

$43,000 $46,000 $54,000 $60,500

L4 L4TD L4TD L4TD

Infiniti

2.4 2.2 2.2 2.2

138 147 147 147

241 440 440 440

A6 A8 A8 A8

1870 1995 1995 1995

9.5 9.5 9.5 10.3

9.3 7.5 7.5 9.0

91 D D D

56 57 58 58 12/18

A A A A

4 years/100,000km

Q30 Mechanically all old A-Class, the UK-built Q30 is a striking/oddball mix of Germany and Japan, but suffers from a messy dash and harsh ride THE PICK: Neither now the sweet old 1.6 GT has shuffled off

2.0t Pure 2.0t Sport

$44,900 $52,900 QX30

L4T L4T

2.0 155 350 A7 1455 7.3 6.3 95 49 2.0 155 350 A7 1455 7.3 6.3 95 49

F F

See above, except the ‘X’ adds a bit more height, weight and cladding.

Now ageing and not long for this world. Strike one up for individuality!

THE PICK: If you like what you see then wait for next-gen Benz GLA

Odd one out

Hyundai wasn’t initially planning to sell the n Australia, but local product planners begged with enough enthusiasm that the Koreans went so far as completely redesigning the doors just for us. Smaller and lighter than the i30, it’s the hatch for a keen driver. No, the N isn’t coming. Stop asking.

L4 L4 L4

Unique styling makes for a rapid runabout in 1.6 turbo form, but lacks polish. 2.0s are gruff, bouncy. 2020 car brings safety enhancements THE PICK: Anything with a turbo since it also boasts IRS

2.0t AWD Sport

VELOSTER

$21,490 $23,490 $25,490 Kona

Engine type

5 years/unlimited Power

Size

Engine type

Price

Hyundai

Price

Data bank

$56,900 Q50

L4T

2.0 155 350 A7 1505 7.5 6.9 95 49

A

What happened to decades of Skyline-based dynamic athleticism?

Awful steering is the final nail in wildly off-beam US-focused cruiser THE PICK: Twin-turbo V6 is deliciously quick at least

Pure Pure

$54,900 $58,900

L4T V6TT

2.0 155 350 A7 1682 7.2 7.3 95 34 3.0 224 400 A7 1784 5.5 9.2 95 35

R R

Sport Blue Sport Red Sport

$64,900 $70,900 $74,990 Q60

V6TT V6H V6TT

3.0 224 400 A7 1784 5.5 9.2 95 35 3.5 268 546 A7 1832 5.1 7.2 95 36 3.0 298 475 A7 1784 5.0 9.3 95 36

R R R

Sleek coupe version of Q60 a rare head-turner, but again – speed and gadgets cannot make up for the dated interior, remote dynamics THE PICK: Detached steering makes Red Sport feel alarmingly fast

Pure Red Sport

$63,900 $84,900 QX70

L4T V6TT

2.0 155 350 A7 1698 5.9 7.7 95 48 3.0 298 475 A7 1784 5.0 8.9 95 53

R R

Bolshie proto lux SUV coupe (b: 2008 as FX) is Infiniti’s finest since it oozes muscle and attitude, but is comically dated and tight inside THE PICK: Steve Tyler of SUVs has lived under three US presidents!

3.7 GT 3.7 S Premium 5.0 S Premium

$76,400 $86,400 $104,900

V6 V6 V8

3.7 235 360 A7 1893 6.8 12.1 98 50 11/12 3.7 235 360 A7 1908 6.8 12.1 98 52 5.0 287 500 A7 1992 5.8 13.1 98 52

A A A

HY U NDA I – J AG UA R YOUR COMPLETE NEW CAR BUYER’S GUIDE

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Engine type

Price

WHAT IT ALL MEANS PRICE: Recommended Retail Price at time of publication (* indicates driveaway) ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged, D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms 0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold

Indestructible timing chain is its prime user benefit. Tough as old Blundstones and about as sophisticated. But less pretty to look at THE PICK: Lots of 4x4 for the dough but a Ford Everest is heaps better

L4TD L4TD L4TD L4TD L4TD L4TD

3.0 3.0 3.0 3.0 3.0 3.0

130 130 130 130 130 130

430 430 430 430 430 430

A6 A6 A6 A6 A6 A6

1992 2042 2092 2062 2142 2157

-

8.0 8.1 8.1 8.1 8.1 8.1

D D D D D D

52 52 54 53 53 54

R R A R A A

Tough, torquey, cheap and yet modern inside, the chunky D-Max’s appeal is clear but it’s also crude, noisy, uncomfy and tiring to drive THE PICK: No deal: in our ’18 megatest the D came last on and off road

SX SX LS-M LS-M LS-U LS-U LS-T

$44,600 $46,700 $49,900 $49,000 $48,800 $50,900 $54,800

L4TD L4TD L4TD L4TD L4TD L4TD L4TD

3.0 3.0 3.0 3.0 3.0 3.0 3.0

130 130 130 130 130 130 130

430 430 430 430 430 430 430

M6 A6 M6 A6 M6 A6 A6

1915 1920 1990 1995 1935 1940 2026

10.9

Jaguar

8.1 8.1 7.7 7.8 7.7 7.8 7.9

D D D D D D D

47 48 48 48 48 49 49 07/18

A A A A A A A

3 years/unlimited

XE Down from 14 to two, the best of the XE powertrains remains – slick, punchy 2.0t, blending beautifully with poised, supple, involving chassis THE PICK: Either. Facelift brings XE right back into sharp contention

R-Dynamic SE R-Dynamic HSE

$65,670 $71,940 XF

L4T L4T

2.0 221 400 A8 1633 5.9 6.9 95 51 10/19 R 2.0 221 400 A8 1665 5.9 6.9 95 52 R

Classy Brit alternative delivers executive pillars of supple ride, space and driver appeal, but dull design and high prices mean Jag falls short THE PICK: 30t offers best balance of performance and sophistication

20t Prestige 20t R-Sport 20d Prestige 20d R-Sport 25t Prestige 25t R-Sport 30t R-Sport 30t 300 Sport 30d S 35t S

$79,800 L4T $85,800 L4T $82,300 L4TD $88,300 L4TD $83,300 L4T $89,300 L4T $94,500 L4T $99,800 L4T $121,400 V6TTD $128,528 V6S XF Sportbrake

2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0

147 147 132 132 184 184 221 221 221 280

320 320 430 430 365 365 400 400 700 450

A8 A8 A8 A8 A8 A8 A8 A8 A8 A8

1635 1635 1595 1595 1635 1635 1660 1660 1750 1710

7.5 7.5 8.1 8.1 6.6 6.6 5.9 5.9 6.2 5.3

6.8 6.8 4.3 4.3 6.8 6.8 6.8 6.8 5.5 8.3

95 95 D D 95 95 95 95 D 95

41 41 41 41 41 41 41 42 42 42

R R R R R R R R R R

Wagon is the looker of the XF range while providing excellent practicality in a cosseting yet capable package. Hugely underrated THE PICK: Shame there’s no 30t so 25t is the Goldilocks zone

20d R-Sport 25t R-Sport 30d S

$94,800 $95,800 $127,900 XJ

L4TD 2.0 132 430 A8 1720 8.8 4.8 D 45 L4T 2.0 184 365 A8 1705 7.1 7.1 95 45 V6TTD 3.0 221 700 A8 1855 6.6 5.9 D 45

R R R

Counter-culture S-Class still way cooler than its contemporaries, and the sporty chassis is a treat, but XJ’s dated and now no longer made THE PICK: Charged V8s for warp-speed waft; 2021 XJ to be all-EV

Premium Lux SWB Premium Lux LWB Premium Lux SWB Premium Lux LWB Portfolio LWB R-Sport SWB Autobiography LWB R 575

$210,120 $210,120 $210,360 $210,360 $235,565 $236,295 $303,855 $306,475

V6S V6S V6TTD V6TTD V6S V6S V8S V8S

Drive

Issue tested

Resale %

RON

0-100

Kerb weight

Steep pricing and shallow spec hurt an otherwise rapid, engaging and comfortable petite premium SUV – but don’t ruin it with huge wheels THE PICK: P250 models are the strong, silent type

6 years/150,000km

MU-X

$42,900 $45,200 $50,200 $48,900 $50,400 $56,200 D-Max

Trans.

E-Pace

Isuzu

LS-M 2WD LS-U 2WD LS-M 4WD LS-T 2WD LS-U 4WD LS-T 4WD

Torque

A

Power

5.6 298 560 A7 2783 8.0 14.5 98 58

Size

V8

Price

$110,900

Engine type

A Patrol in formal finery, can conquer mountains while blasting a V8 soundtrack but is distractingly thirsty and ponderous back in civilisation THE PICK: Remember, the ladder-frame Y62 Patrol lurks underneath

Fuelcons.

QX80

3.0 3.0 3.0 3.0 3.0 3.0 5.0 5.0

250 250 221 221 250 250 375 423

450 450 700 700 450 450 625 700

A8 A8 A8 A8 A8 A8 A8 A8

1765 1775 1835 1860 1775 1765 1885 1885

5.9 5.9 6.2 6.2 5.9 5.9 4.9 4.4

9.1 9.1 6.1 6.1 9.1 9.1 11.1 11.1

95 95 D D 95 95 95 95

48 48 48 48 48 48 48 48

R R R R R R R R

D180 S D180 SE D180 R-Dynamic S D180 Chequered Flag D180 R-Dynamic SE P250 S P250 SE P250 HSE P250 R-Dynamic S P250 Chequered Flag P250 R-Dynamic SE P250 R-Dyn HSE

$58,730 $63,080 $62,730 $67,380 $67,080 $58,730 $63,080 $68,572 $62,730 $67,342 $67,432 $74,012 F-Pace

L4TD L4TD L4TD L4TD L4TD L4T L4T L4T L4T L4T L4T L4T

2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

132 132 132 132 132 183 183 183 183 183 183 183

380 380 380 380 380 365 365 365 365 365 365 365

A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9

1843 1843 1843 1843 1843 1832 1832 1832 1832 1832 1832 1832

9.3 9.3 9.3 9.3 9.3 7.0 7.0 7.0 7.0 7.0 7.0 7.0

5.6 5.6 5.6 5.6 5.6 7.7 7.7 7.7 7.7 7.7 7.7 7.7

D D D D D 95 95 95 95 95 95 95

62 A 63 A 63 A 63 A 63 A 62 07/18 A 63 A 63 A 63 A 63 A 63 A 63 A

Slick, impressive-looking big SUV brings brand-trademark steering slickness, and fine handling, with space and pace THE PICK: 35t is understated compared to wild SVR

20d Prestige 20d R-Sport 20d R-Sport 25t Prestige 25t Prestige 25t R-Sport 25t R-Sport 25d R-Sport 25d Portfolio 30t Prestige 30t R-Sport 30t Portfolio 30d Prestige 30d R-Sport 30d Portfolio 30d S 35t S SVR

$75,935 $81,695 $81,565 $73,252 $76,027 $78,997 $81,787 $87,925 $88,935 $82,315 $88,075 $89,075 $86,445 $92,205 $93,215 $101,795 $104,827 $140,020 F-Type

L4TD L4TD L4TD L4T L4T L4T L4T L4TD L4TTD L4T L4T L4T V6TTD V6TTD V6TTD V6TTD V6S V8S

2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 3.0 3.0 3.0 5.0

132 132 132 184 184 184 184 132 177 221 221 221 221 221 221 220 280 404

430 430 430 365 365 365 365 430 500 400 400 400 700 700 700 700 450 680

A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8

1775 1775 1760 1760 1760 1710 1720 1720 1810 1770 1770 1770 1884 1884 1884 1861 1970

8.7 8.5 8.7 6.8 6.8 6.8 6.8 8.5 7.2 6.0 6.0 6.0 6.2 6.2 6.2 6.2 5.5 4.3

5.3 5.1 5.3 7.1 7.4 7.1 7.4 5.1 5.8 7.7 7.7 7.7 6.0 6.0 6.0 6.0 8.9 11.9

D D D 95 95 95 95 D D 95 95 95 D D D D 95 98

61 A 61 A 61 A 61 A 61 A 61 A 61 A 61 A 61 A 61 A 61 A 61 A 61 A 61 A 61 A 61 A 61 02/18 A 61 10/19 A

A superb drive wrapped in stunningly styled all-aluminium sheetmetal.

Four-pot pointy; RWD V6 the sweet spot; blown V8 immense. Gorgeous THE PICK: P300 is just so beautifully balanced; redesign here in 2021

P300 P300 R-Dynamic P300 Convertible P300 R-Dyn C’tible P340 P340 P340 R-Dynamic P340 R-Dynamic P340 Convertible P340 Convertible P340 R-Dyn C’tible P340 R-Dyn C’tible P380 P380 P380 AWD Coupe P380 R-Dyn P380 R-Dyn P380 AWD R-Dyn P380 Convertible P380 Convertible P380 AWD C’tible P380 R-Dyn C’tible P380 R-Dyn C’tible P380 AWD R C’tible R AWD Coupe R AWD C’tible SVR AWD Coupe SVR AWD C’tible

$107,012 $114,812 $125,712 $133,512 $121,212 $126,212 $129,012 $134,012 $139,912 $144,912 $147,712 $152,712 $148,712 $153,712 $169,512 $156,512 $161,512 $177,312 $167,412 $172,412 $188,212 $175,212 $180,212 $196,012 $246,012 $264,712 $246,012 $309,212

L4T L4T L4T L4T V6S V6S V6S V6S V6S V6S V6S V6S V6S V6S V6S V6S V6S V6S V6S V6S V6S V6S V6S V6S V8S V8S V8S V8S

2.0 2.0 2.0 2.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 5.0 5.0 5.0 5.0

221 221 221 221 250 250 250 250 250 250 250 250 280 280 280 280 280 280 280 280 280 280 280 280 404 404 423 423

400 400 400 400 450 450 450 450 450 450 450 450 460 460 460 460 460 460 460 460 460 460 460 460 680 680 700 700

A8 A8 A8 A8 M6 A8 M6 A8 M6 A8 M6 A8 M6 A8 A8 M6 A8 A8 M6 A8 A8 M6 A8 A8 A8 A8 A8 A8

1525 1525 1545 1545 1577 1577 1577 1577 1587 1597 1587 1597 1584 1594 1674 1584 1594 1674 1604 1614 1694 1604 1614 1694 1730 1745 1705 1720

5.7 5.7 5.7 5.7 5.7 5.3 5.7 5.3 5.7 5.3 5.7 5.3 5.5 4.9 5.1 5.5 4.9 5.1 5.5 4.8 5.1 5.5 4.9 5.1 4.1 4.1 3.7 3.8

7.2 95 7.2 95 7.2 95 7.2 95 9.8 95 8.8 95 9.8 95 8.4 95 9.8 95 9.0 95 9.8 95 8.4 95 9.8 95 8.6 95 8.9 95 9.8 95 8.6 95 8.9 95 9.8 95 9.1 95 8.9 95 9.8 95 8.6 95 8.9 95 11.3 95 11.3 95 14.7 98 11.3 98

49 R 49 R 49 R 49 R 49 R 49 R 49 R 49 R 49 R 49 R 49 R 49 R 49 R 49 R 49 A 49 R 49 R 49 A 49 R 49 R 49 A 49 R 49 R 49 A 49 A 49 A 49 08/19 A 49 02/17 A

@wheelsaustralia

115

EV400 S EV400 SE EV400 HSE

E E E

90 294 696 1R 2133 4.8 22.3 90 294 696 1R 2133 4.8 22.3 90 294 696 1R 2133 4.8 22.3 -

61 A 61 A 61 13/18 A

5 years/100,000km

Pert Italian (really!) is Jeep’s take on 500 X with distinct styling and decent handling, but isn’t cheap or roomy. Trailhawk a 4x4 baby boss THE PICK: Turbo Longitude, though beware facelift is almost upon us

$26,290 $28,990 $32,390 $36,290 $40,290 Compass

L4 L4T L4T L4T L4

1.6 1.4 1.4 1.4 2.4

81 103 103 103 129

152 230 230 230 230

M5 D6 D6 D6 A9

1295 1295 1295 1295 1550

7.5 7.5 7.5 7.5 7.5

6.0 5.9 5.9 5.9 7.5

91 91 91 91 91

50 F 50 02/16 F 50 F 50 02/16 F 50 02/16 A

Bigger but duller than Renegade, AEB safety is AWOL and quality isn’t class-best. Very disappointing given Compass was all-new in 2018 THE PICK: Meh, though Trailhawk 4x4 can go places a CX-5 cannot

$28,850 L4 $30,750 L4 $33,750 L4 $41,250 L4 $43,750 L4TD $44,750 L4TD Wrangler

2.4 2.4 2.4 2.4 2.0 2.0

129 129 129 129 125 125

229 229 229 229 350 350

M6 A6 A6 A9 A9 A9

1424 1446 1446 1503 1501 1621

9.7 9.3 9.3 10.1 9.7 9.7

8.6 7.9 7.9 9.7 5.7 5.7

91 91 91 91 D D

48 48 48 51 51 51

F F F F F A

JL redesign brings more room, refinement, tech and on-road control, but iffy ergonomics, high prices, less choice and one-star safety grate THE PICK: Rubicon might be world’s most able off-roader

$48,950 V6 $53,450 V6 $58,450 V6 $62,950 V6 $63,950 V6 $68,950 L4TD Cherokee

3.6 3.6 3.6 3.6 3.6 2.2

209 209 209 209 209 147

347 347 347 347 347 450

A8 A8 A8 A8 A8 A8

1897 2031 1897 2031 2129 2215

7.5 7.9 7.5 7.9 7.9 9.6

9.6 91 9.7 91 9.6 91 9.7 91 10.3 91 7.5 91

59 A 59 A 61 A 61 A 61 10/18 A 61 A

Facelift brought blander nose but upgraded dash, and Cherokee still is one of the better Jeeps to drive on-road, but quality isn’t brilliant THE PICK: V6s, but, again, Trailhawk annihilates all rivals off-road

Sport Longitude Limited Trailhawk

$35,950 L4 2.4 $41,950 V6 3.2 $46,950 V6 3.2 $48,450 V6 3.2 Grand Cherokee

130 200 200 200

229 315 315 315

A9 A9 A9 A9

1738 1834 1834 1862

10.0 8.0 8.0 8.0

8.3 91 10.0 91 10.0 91 10.0 91

53 08/14 F 54 A 55 A 56 08/14 A

Big and brassy, feels its weight around town; rear-seat packaging iffy; getting on but still handsome and always great off the beaten track THE PICK: Limited, unless you’re unhinged enough to handle Trackhawk

Laredo Laredo Laredo CRD Limited Limited CRD Trailhawk Overland Summit SRT Trackhawk

$47,500 $52,500 $59,000 $62,500 $67,500 $73,500 $78,000 $85,850 $91,000 $134,900

V6 V6 V6TD V6 V6TD V6TD V6TD V6 V8 V8S

3.6 3.6 3.0 3.6 3.0 3.0 3.0 3.0 6.4 6.2

213 213 184 213 184 184 184 184 344 522

347 347 570 347 570 570 570 570 624 868

A8 A8 A8 A8 A8 A8 A8 A8 A8 A8

1998 2084 2267 2169 2281 2340 2327 2289 2399

8.5 8.5 8.0 8.5 8.0 8.0 8.0 5.0 3.7

Kia

S S Sport Sport GT-Line

9.9 91 10.0 91 7.5 D 10.0 91 7.5 D 7.5 D 7.5 D 7.0 D 14.0 98 16.8 98

54 55 56 56 56 56 56 58 58 58 07/19

R A A A A A A A A A

7 years/unlimited

Picanto

116

14,990* $16490* $16,990* $17,990* $17,290* $17,990*

L4 L4 L4 L4 L4 L3T

1.2 1.2 1.2 1.2 1.2 1.0

whichcar.com.au/wheels

62 62 62 62 62 74

122 122 122 122 122 172

M5 A4 M5 A4 M5 M5

976 995 995 995 995 1007

12.0 11.7 12.0 12.0 12.0 12.1

5.0 6.9 5.8 5.8 5.8 7.3

91 91 91 91 91 91

46 F 47 08/17 F 47 F 47 F 47 F 47 08/19 F

$16,990 16,990 $19,090 $19,090 $21,490 Cerato

L4 L4 L4 L4 L3T

1.4 1.4 1.4 1.4 1.0

74 74 74 74 88

133 133 133 133 172

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

M6 A4 M6 A6 D7

1112 1137 1112 1132 1176

12.0 12.0 12.0 12.0 11.5

5.6 6.2 5.6 6.0 5.4

91 91 91 91 91

46 48 48 50 50

F F F F F

Compelling value thanks to a leading warranty, space, practicality and spec, but lacks sophistication and polish of its better rivals like Mazda 3 THE PICK: GT a little ragged dynamically but fast, fun and keenly priced

S S S hatch S hatch Sport Sport Sport hatch Sport hatch Si Si hatch Sport+ Sport+ hatch GT GT hatch

$20,990 $23,790 $20,990 $23,790 $22,990 $25,790 $22,990 $25,790 $24,290 $24,290 $28,840 $28,840 $32,990 $32,990 Optima

L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4T L4T

2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 1.6 1.6

112 112 112 112 112 112 112 112 112 112 112 112 150 150

192 192 192 192 192 192 192 192 192 192 192 192 265 265

M6 A6 M6 A6 M6 A6 M6 A6 A6 A6 A6 A6 A7 A7

1339 1362 1301 1332 1339 1362 1301 1332 1362 1332 1362 1332 1395 1370

8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 6.9 6.9

7.1 7.1 7.1 7.1 7.1 7.1 7.1 7.1 7.1 7.1 7.1 7.1 6.8 6.8

91 91 91 91 91 91 91 91 91 91 91 91 91 91

47 47 47 47 48 48 48 48 48 48 48 48 48 48 05/19

F F F F F F F F F F F F F F

Sleek styling and decent interior somewhat let down by the wheezy 2.4 engine. Step up to the GT and then you lose ride quality, sadly THE PICK: Neither are terrible, but save for a Stinger instead and smile

Si GT

$33,390 $43,290 Stinger

L4 L4T

2.4 138 241 A6 1540 8.0 8.3 91 44 02/16 F 2.0 180 350 A6 1605 6.9 8.3 91 46 09/16 F

2020 update brings fresh splash of colour, but kills mid-tier Si models.

Seriously rapid, if a little unresolved at ten-tenths. How hard do you go?

THE PICK: We could live without the extra kit of the GT and go 330S

200S GT-Line 330S GT

$47,190 $56,290 $50,190 $60,790 Carnival

L4T L4T V6TT V6TT

2.0 2.0 3.3 3.3

182 182 272 272

353 353 510 510

A8 A8 A8 A8

1693 1693 1780 1780

7.1 6.0 5.1 5.1

8.8 95 8.8 95 10.2 95 12.3 95

39 06/18 R 40 R 40 R 40 03/18 R

Huge 5.1m bus has no right to look this good. Drives pretty decently too. Easily the class benchmark and soaring value in Si trim THE PICK: V6 is thirsty, so consider the frugal, torquey diesel

S S CRDi Si Si CRDi SLi SLi CRDi Platinum Platinum CRDi

$42,490 $44,990 $47,990 $50,490 $52,490 $54,990 $60,290 $62,790 Sportage

V6 L4TD V6 L4TD V6 L4TD V6 L4TD

3.3 2.2 3.3 2.2 3.3 2.2 3.3 2.2

206 147 206 147 206 147 206 147

336 440 336 440 336 440 336 440

A8 A8 A8 A8 A8 A8 A8 A8

2048 2092 2048 2092 2048 2092 2048 2092

8.3 8.5 8.3 8.5 8.3 8.5 8.3 8.5

10.8 91 7.6 D 10.8 91 7.6 D 10.8 91 7.6 D 10.8 91 7.6 D

52 10/16 F 52 F 52 F 53 F 53 F 53 F 54 F 54 F

Rates for family-focused cabin, easy controls, equipment, handling, warranty and design, but 2.0L petrol struggles and ride isn’t settled THE PICK: Why no turbo petrol, Kia? Go diesel every time

Si Si Si Premium Si Premium SLi SLi GT Line GT Line

Scores for packaging, agility, fun (especially GT) and industry-best warranty. Kia builds a quality baby hatch that punches above its weight THE PICK: S or GT as manual Picantos shine (though the auto isn’t bad)

S S X-Line X-Line GT-Line GT

Torque

The dated 1.4 does Rio few favours; nor does the old four-speed auto.

But as with Picanto, the interior space and warranty are persuasive THE PICK: Strong-arm a dealer into sub-$20K on the perky GT-Line

Renegade

Sport S 2dr Sport S 4dr Overland 2dr Overland 4dr Rubicon Rubicon

Power

Rio

Jeep

Sport Sport Longitude Limited Limited Trailhawk

Size

I-Pace A breathtaking first electric car from Jaguar. Intriguing to behold and fun to pedal hard, it shows Tesla a thing or two about build quality THE PICK: EV400 as landmark a Jag as original XK, E-Type, XJ

$119,000 $130,200 $140,800

Sport Sport Longitude Limited Trailhawk

Engine type

Price

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Price

Engine type

Data bank

$29,990 $35,390 $32,290 $37,690 $36,790 $42,190 $44,790 $47,690 Sorento

L4 L4TD L4 L4TD L4 L4TD L4 L4TD

2.0 2.0 2.0 2.0 2.0 2.0 2.4 2.0

114 136 114 136 114 136 135 136

192 400 192 400 192 400 237 400

A6 A8 A6 A8 A6 A8 A6 A8

1559 1590 1559 1590 1532 1590 1559 1590

10.4 9.5 10.4 9.5 10.4 9.5 10.4 9.5

7.9 6.4 7.9 6.4 11.2 6.4 8.5 6.4

91 D 91 D 91 D 91 D

52 F 54 A 52 F 54 A 54 06/17 F 55 A 53 A 53 A

More core Kia virtues with well-sorted dynamics, strong safety, ample space and intelligent seven-seater layout; next-gen out overseas soon THE PICK: Gutsy petrol is front-drive only, so we’d go SLi AWD diesel

Si Sport Si SLi SLi Sport GT-Line

$42,990 $44,990 $45,490 $46,990 $50,490 $48,490 $58,990

V6 V6 L4TD V6 L4TD L4TD L4TD

3.5 3.5 2.2 3.5 2.2 2.2 2.2

206 206 147 206 147 147 147

336 336 441 336 441 441 441

A8 A8 A8 A8 A8 A8 A8

1921 1921 2036 1921 2036 2036 2036

8.2 8.2 8.5 8.2 8.5 8.4 8.4

10.0 91 10.0 91 7.2 D 10.0 91 7.2 D 7.2 D 7.2 D

54 54 54 52 53 54 54

F F A F A A A

J E E P – LE X US YOUR COMPLETE NEW CAR BUYER’S GUIDE WHAT IT ALL MEANS

11.9 98 12.1 98 12.5 98 12.3 98 13.7 98 13.7 98 14.0 98

-

12/16 R R 08/14 A A A 07/17 A A

P300 SE D240 SE P300 SE R-Dynamic D240 SE R-Dynamic P380 HSE D300 HSE P380 HSE R-Dynamic D300 HSE R-Dynamic P550 SVAutobiography

Probably the last deafening roar of the natmo supercar. Updates to suspension and fabulous V12 have lifted its game. Could be collectible THE PICK: Hey, it’s only (your) money, so go set a ’Ring PB in the SVJ

S S Roadster SVJ

788,914 $825,530 $949,640 Urus

V12 V12 V12

6.5 544 690 S7 1575 2.9 16.0 98 6.5 544 690 S7 1625 3.0 16.9 98 6.5 566 720 S7 1525 2.8 17.9 98 -

05/17 A A A

Doesn’t look like anything else in the Lambo line-up, but retains Raging Bull in a china shop spirit. Shockingly quick for an SUV THE PICK: This, or a Cayenne Turbo and a secondhand 997 911

$390,000

V8TT

4.0 478 850 A8 2200 3.6 12.7 98 -

Land Rover New

A

3 years/100,000km

DISCOVERY SPORT

All but new

While technically a mid-life update, Land Rover engineers eers have been so busy that the Discovery Sport is three-quarters of the way to an all-new model. The platform has been tweaked to allow fuel-saving mild-hybrid systems, the engines updated, range refined, and equipment added. Land Rover’s iconic off-road ability has been retained.

P200 S D150 S P250 SE D180 SE D240 HSE P200 R-Dynamic S D150 R-Dynamic S P250 R-Dynamic SE D180 R-Dynamic SE D240 R-Dynamic HSE

$60,500 L4T 2.0 147 $62,450 L4TD 2.0 110 $67,852 L4T 2.0 184 $67,910 L4TD 2.0 132 $79,700 L4TD 2.0 177 $63,100 L4T 2.0 147 $65,050 L4TD 2.0 110 $71,232 L4T 2.0 184 $70,510 L4TD 2.0 132 $82,900 L4TD 2.0 177 Range Rover Evoque

320 380 365 430 500 320 380 365 430 500

A9 A9 A9 A9 A9 A9 A9 A9 A9 A9

1947 2028 1985 2028 2090 1947 2028 1985 2028 2090

9.2 11.8 7.8 10.1 7.9 9.2 11.8 7.8 10.1 7.9

8.1 5.7 8.1 5.9 6.6 8.1 5.7 8.1 5.9 6.6

95 D 95 D D 95 D 95 D D

61 61 61 61 61 61 61 62 61 61

A A A A A A A A A A

Behind samey, softer styling is a roomier, richer, comfier, higher-tech experience worthier of the brand, so a big step forward. Pricey though THE PICK: P300 HSE feels properly posh and grown-up

D150* D180* D240* P200* P250* P300*

$64-73K L4TD $67-76K L4TD $85-96K L4TD $62-71K L4T $66-75K L4T $83-94K L4T Discovery

2.0 2.0 2.0 2.0 2.0 2.0

110 132 177 147 183 221

380 430 500 320 365 400

A9 A9 A9 A9 A9 A9

1891 1891 1955 1845 1893 1925

11.2 9.3 7.7 8.5 7.5 6.6

5.7 5.8 6.3 8.1 8.1 8.2

D D D 95 95 95

61 A 61 A 61 A 61 10/19 A 61 A 61 A

What it loses in looks it more than makes up for in ability. Sumptuous comfort and real all-terrain ability at not-crazy money THE PICK: Slick SD4 HSE makes a Prado appear Neanderthal

SD4 S SD4 SE SD4 HSE SD4 HSE Luxury TD6 S TD6 SE TD6 HSE TD6 HSE Luxury

$69,900 $83,450 $93,550 $107,350 $76,611 $90,161 $100,261 $114,061 Velar

L4TTD L4TTD L4TTD L4TTD V6TD V6TD V6TD V6TD

2.0 2.0 2.0 2.0 3.0 3.0 3.0 3.0

177 177 177 177 190 190 190 190

500 500 500 500 600 600 600 600

A8 A8 A8 A8 A8 A8 A8 A8

2184 2184 2184 2184 2298 2298 2298 2298

8.3 8.3 8.3 8.3 8.1 8.1 8.1 8.1

6.4 6.4 6.4 6.4 7.2 7.2 7.2 7.2

D D D D D D D D

61 A 61 04/17 A 61 A 61 A 61 A 61 A 61 A 61 A

Land Rover finally saw sense and refined the Velar range. Special, opulent, athletic. The stylish Velar is lofty in more ways than one THE PICK: Style and substance throught the range, especially V8

P250 S D180 S P250 S R-Dynamic D180 S R-Dynamic

$82,012 $83,340 $88,012 $89,340

L4T L4TD L4T L4TD

2.0 2.0 2.0 2.0

184 132 184 132

365 430 365 430

A8 A8 A8 A8

1804 1829 1804 1829

6.7 8.9 6.7 8.9

7.6 5.4 7.6 5.4

95 D 95 D

61 61 61 61

A A A A

$95,422 L4T 2.0 $98,350 L4TD 2.0 $101,422 L4T 2.0 $104,350 L4TD 2.0 $122,172 V6S 3.0 $122,000 V6TD 3.0 $128,172 V6S 3.0 $128,000 V6TD 3.0 $176,412 V8S 5.0 Range Rover Sport

400 500 400 500 450 700 450 700 680

A8 A8 A8 A8 A8 A8 A8 A8 A8

1813 1841 1813 1841 1884 1959 1884 1959 2000

6.0 7.3 6.0 7.3 5.7 6.5 5.7 6.5 4.5

7.8 5.8 7.8 5.8 9.4 6.4 9.4 6.4 11.7

95 D 95 D 95 D 95 D 95

61 61 61 61 61 61 61 61 61

Drive

221 177 221 177 280 221 280 221 405

Issue tested

Resale %

3.4 3.6 3.2 3.4 2.9 2.9 3.1

RON

1389 1509 1422 1524 1422 1382 1507

Fuelcons.

D7 D7 D7 D7 D7 D7 D7

0-100

540 540 560 560 600 600 600

Kerb weight

426 426 449 449 470 470 470

Trans.

5.2 5.2 5.2 5.2 5.2 5.2 5.2

Torque

$378,900 V10 $429,000 V10 $428,000 V10 $470,800 V10 $459,441 V10 $483,866 V10 $532,635 V10 Aventador

Power

LP 580-2 LP 580-2 Spyder LP 610-4 LP 610-4 Spyder Evo Performante Performante Spyder

Size

Sure, rear vision is rubbish and it ain’t cheap, but the engine is aural sex, it’s fantastic to drive and the Performante is next-level wild THE PICK: We’re fans of the base rear-driver, but partial to Performante

Price

Huracan

Engine type

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

2 years/unlimited Trans.

Torque

Power

Size

Engine type

Price

Lamborghini

PRICE: Recommended Retail Price at time of publication (* indicates driveaway) ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged, D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms 0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold

A A A A A A A A A

The SDV6 remains the pick in what is still a classy and astonishingly competent luxury SUV. Ensure you spec Terrain Response THE PICK: Petrol V8 tempting, if you own an oil well. Otherwise SDV6

V6 SC HSE SD4 S SD4 SE SDV6 A’bio Dynamic SDV6 HSE SDV6 HSE Dynamic SDV6 SE SDV8 HSE SDV8 HSE Dynamic Si4 HSE Si4 S Si4 SE TDV6 SE 5.0 A’Bio Dynamic 5.0 HSE Dynamic SVR

$130,000 V6S $95,100 L4TD $98,400 L4TD $176,400 V6TD $134,700 V6TD $141,600 V6TD $114,900 V6TD $150,200 V8TD $157,500 V8TD $146,600 L4TH $97,100 L4TH $100,400 L4TH $105,400 V6TD $204,300 V8S $173,000 V8S $238,200 V8S Range Rover

3.0 2.0 2.0 3.0 3.0 3.0 3.0 4.4 4.4 2.0 2.0 2.0 3.0 5.0 5.0 5.0

250 177 177 225 225 225 225 250 250 221 221 221 190 386 386 423

450 500 500 700 700 700 700 740 740 400 400 400 600 625 625 700

A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8

2059 2111 2111 2178 2178 2178 2178 2443 2443 2471 2471 2471 2134 2323 2323 2323

6.5 8.3 8.3 7.0 7.0 7.0 7.0 7.2 7.2 7.3 7.3 7.3 7.9 5.3 5.3 4.5

11.3 95 6.5 D 6.5 D 7.0 D 7.0 D 7.0 D 7.0 D 8.4 D 8.4 D 2.8 95 2.8 95 2.8 95 6.9 D 12.8 95 12.8 95 12.8 95

53 53 53 53 53 53 53 53 53 53 53 53 53 53 53 53

A A A A A A A A A A A A A A A A

Berserk pricing reflects headroom in this market, but there’s not a duff pick here. If you have the means, congrats. All-new Mk5 out in 2020 THE PICK: Huge weight deserves the low-rpm shove of the V8 diesel

TDV6 Vogue 3.0 SC Vogue Si4 PHEV SDV8 Vogue SDV8 Vogue SE SDV8 A’biography SDV8 A’biog LWB 4.4 SVA’biog LWB 5.0 A’biography 5.0 A’biog LWB 5.0 SVA’biography 5.0 SVA’bio dynamic 5.0 SVA’biog LWB

$190,000 $200,200 $210,000 $211,000 $229,600 $256,000 $266,000 $372,400 $268,900 $279,100 $315,711 $341,100 $398,900

V6TTD V6S L4TH V8TTD V8TTD V8TTD V8TTD V8TTD V8S V8S V8S V8S V8S

3.0 3.0 2.0 4.4 4.4 4.4 4.4 4.4 5.0 5.0 5.0 5.0 5.0

190 280 297 250 250 250 250 250 375 405 405 405 405

600 450 640 740 740 740 740 740 625 680 680 680 680

A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8

2160 2330 2360 2360 2360 2330 2413 2413 2413 2413

Lexus

7.9 7.4 6.4 6.9 6.9 6.9 7.2 5.4 5.5 5.5 5.5 5.5

6.9 D 11.5 95 2.8 95 8.7 D 8.7 D 8.7 D 8.7 D - D 13.8 95 13.8 95 12.8 95 12.8 95 12.8 95

61 A 61 A 61 A 61 A 61 05/13 A 61 A 61 A 61 A 61 A 61 A 61 A 61 A 61 A

4 years/100,000km

CT200h Previous Corolla-based CT200h a total fail, with excessive drone, dud steering, bouncy ride, noisy cabin and tight packaging. Please avoid THE PICK: UX or latest Corolla ZR Hybrid are light-years ahead

Luxury F-Sport Sports Luxury

$40,900 $50,400 $56,900 IS

L4H L4H L4H

1.8 100 142 C 1.8 100 142 C 1.8 100 142 C

1465 10.3 4.1 95 51 06/11 F 1465 10.3 4.1 95 53 F 1465 10.3 4.1 95 54 F

Scores for sorted chassis, keen pricing and superb quality, but rear seat is tight, dash is a mess and hybrid’s CVT sucks the life out of it THE PICK: Though getting on, stylish 300 F-Sport remains an ace drive

300 Luxury 300 F-Sport 300 Sports Luxury 300h Luxury 300h F-Sport 300h Sports Luxury 350 Luxury 350 F-Sport 350 Sports Luxury

$59,340 $66,820 $77,380 $61,890 $70,310 $81,160 $65,100 $72,880 $83,500

L4T L4T L4T L4H L4H L4H V6 V6 V6

2.0 2.0 2.0 2.5 2.5 2.5 3.5 3.5 3.5

180 180 180 164 164 164 233 233 233

350 350 350 221 221 221 378 378 378

A8 A8 A8 C C C A8 A8 A8

1620 1650 1680 1720 1720 1720 1645 1665 1685

7.0 7.0 8.9 8.5 8.5 8.5 5.9 6.6 5.9

7.5 7.5 7.5 4.9 4.9 4.9 9.7 9.7 9.7

95 95 95 95 95 95 95 95 95

50 R 50 R 51 04/16 R 50 05/19 R 51 R 51 R 51 R 51 09/13 R 51 R

@wheelsaustralia

117

350 378 350 378 350 378 530 530 530

A8 A8 A8 A8 A8 A8 A8 A8 A8

1675 1680 1700 1725 1740 1780 1860 1715

7.5 6.1 7.5 6.1 7.5 6.1 4.5 4.5 4.2

7.3 95 9.4 95 7.3 95 9.4 95 7.3 95 9.4 95 10.9 98 10.9 98 11.2 98

56 R 56 R 56 R 56 02/16 R 56 R 56 R 53 07/19 R 53 R 53 R

The V8 has the presence, power and poise while the hybrid is spoilt by droning CVT and dull soundtrack. Both have dud touchpad controller THE PICK: The V8, no question. Go big or go home

500 500h

$189,629 $189,626 ES

V8 V6H

$60,488 $75,488 $69,755 GS

450d 570

$75,560 $83,720 $94,940 $106,670 $108,080 $119,810 $155,940 LS

$190,129 $195,129 $190,129 $195,129 UX

L4H L4H L4H

2.5 151 2.5 151 2.5 151

213 C 213 C 213 C

1685 8.5 5.5 95 51 01/14 F 1705 8.5 5.5 95 51 F 1705 8.5 5.5 95 51 L4H 2.5

L4T L4T V6 V6 V6H V6H V8

2.0 2.0 3.5 3.5 3.5 3.5 5.0

180 180 233 233 254 254 351

350 350 378 378 530

A8 A8 A8 A8 C C A8

1740 1740 1910 1910 1865

7.3 7.3 6.3 6.0 5.9 5.9 4.9

8.0 8.0 9.7 9.7 6.3 6.3 11.3

95 95 95 95 95 95 95

52 R 52 03/16 R 46 R 46 R 46 R 46 R 52 06/16 R

V6TT V6TT V6H V6H

3.4 3.4 3.5 3.5

310 310 264 264

600 600 350 350

A10 2240 A10 2235 C 2280 C 2295

5.0 5.0 5.4 5.4

9.5 9.5 6.6 6.6

95 95 95 95

-

R R R R

First model to switch to advanced TNGA platform, so is Lexus’s most resolved SUV, but it’s essentially a Corolla in (effective) heels and drag THE PICK: Base Luxury is sweetest riding, the rest are far too harsh

200 Luxury 200 Sports Luxury 200 F Sport 250h 2WD Lux 250h 2WD Sports Lux 250h F Sport 250hAWDSportsLux 250h AWD F Sport

$44,450 $53,000 $53,450 $47,950 $56,500 $56,950 $61,000 $61,450 NX

L4 L4 L4 L4H L4H L4H L4H L4H

2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

126 126 126 131 131 131 131 131

205 205 205 205 205 205 205 205

C C C C C C C C

1490 1515 1540 1575 1600 1625 1635 1680

-

5.8 5.8 5.8 4.5 4.5 4.5 4.7 4.7

95 95 95 95 95 95 95 95

56 56 56 57 57 57 57 57

F F F F F F A A

While eye-catching and punchy with a quality interior, underneath it’s an old RAV4, with a hard ride, too much noise and little finesse THE PICK: 300’s punchy turbo good ... but a new RAV4 Hybrid is better

300 Luxury 300h Luxury 300 Luxury 300h Luxury 300 F-Sport 300h F-Sport 300 F-Sport 300h F-Sport 300 Sports Luxury 300h Sports Luxury

$55,400 $57,900 $59,900 $62,400 $61,400 $63,900 $65,852 $68,400 $74,029 $76,900 RX

L4T L4H L4T L4H L4T L4H L4T L4H L4T L4H

2.0 2.5 2.0 2.5 2.0 2.5 2.0 2.5 2.0 2.5

175 147 175 147 175 147 175 147 175 147

350 210 350 210 350 210 350 210 350 210

A6 C A6 C A6 C A6 C A6 C

1700 1740 1755 1800 1755 1800 1860 1895 1860 1895

7.3 9.1 7.1 9.1 7.1 8.9 7.1 9.1 7.1 9.1

7.7 5.6 7.9 5.7 7.9 5.7 7.9 5.7 7.9 5.7

95 95 95 95 95 95 95 95 95 95

53 F 56 F 56 A 56 A 57 F 59 08/15 F 53 A 56 A 56 A 59 A

Love or hate the design, it grabs attention, as does the lack of steering feel and busy ride. But it is spacious, and leaves little on the options list THE PICK: Turbo four is a peach, so consider a 300 F-Sport. Or XC60...

RX 300 Luxury RX 300 F Sport RX 300 Sports Luxury RX 350 Luxury

118

$71,920 $86,800 $92,700 $81,890

9.6 95 9.6 95 5.7 95 5.7 95 5.7 95 10.6 95 10.6 95 6.0 95 6.0 95

61 61 61 61 61 61 61 61 61

Drive

Issue tested

8.0 8.0 7.7 7.7 7.7 8.0 8.0 8.0 8.0

Resale %

1980 1980 2150 2150 2150 2105 2105 2275 2275

RON

A8 A8 C C C A8 A8 C C

Fuelcons.

Engine type

370 370 335 335 335 370 370 335 335

A A A A A A A A A

$134,129 $142,789

V8TD V8

4.5 200 650 A6 - 9.5 D 5.7 270 530 A8 2510 7.7 14.4 95 61

A A

2 years/unlimited

Elise You don’t get very much for your money but that’s the point. This or a McLaren 600LT for best steering in the business? Probably this THE PICK: Unless you’re prepping for Targa Tassie, you don’t need the Cup

Sport 220 Cup 250

L4T L4T L4T V6

2.0 2.0 2.0 3.5

whichcar.com.au/wheels

175 175 175 221

350 350 350 370

A6 A6 A6 A8

1890 1890 1890 1980

9.2 9.2 9.2 8.0

8.1 8.1 8.1 9.6

95 95 95 95

61 61 61 61

F F F A

$87,990 $107,990 Exige

L4S L4S

1.8 162 250 M6 904 1.8 181 250 M6 917

4.6 7.5 95 55 4.3 7.5 95 55

R R

Even the Sport 350 feels as if the scenery speed’s been jacked to 11.

Utterly analogue, richly rewarding, wickedly uncompromising. Brilliant THE PICK: No-cost Roadster option makes weird and wonderful sense

Sport 350 Sport 350 Roadster Cup 410 Cup 430

$139,500 $139,500 $159,900 $199,900 Evora

V6S V6S V6S V6S

3.5 3.5 3.5 3.5

258 258 305 321

400 400 420 440

M6 M6 M6 M6

1125 1115 1017 1093

3.9 4.0 3.9 3.3

11.1 95 11.1 95 11.1 98 10.8 95

55 R 55 R 55 08/19 R 55 R

Felt dated a decade ago and throwing more grunt at it won’t solve that.

Fast and furious but Geely money ought to spawn a successor THE PICK: Even the chassis’ brilliance isn’t enough to convince us

GT410 Sport

$209,990

V6S

3.5 306 420 M6 1320 4.2 9.7 95 55

Maserati

Lexus flagship finally returns to form with formidable engineering, luxury, tech, hushness, oomph and agility, though steering has zero life THE PICK: Air-sprung 500 embarrasses Germans on many fronts

500 F-Sport 500 Sports Lux 500h F-Sport 500h Sports Lux

221 221 230 230 230 221 221 230 230

Lotus

5.0 351 550 A10 1970 4.5 10.7 98 67 10/19 R 3.5 264 348 C 1970 5.0 5.5 95 67 R

A case of excellent engines and improved dynamics being undermined by lifeless steering and dated design. A surprising amount of character THE PICK: M5-sized F is a roomier, better-equipped M3 alternative

300 Luxury 300 F-Sport 350 F-Sport 350 Sports Luxury 450h F-Sport 450h Sports Luxury F

3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5

Massive and truck-like to drive, LX can’t hide its LandCruiser bones, making it an off-road dynamo. But Land Rover has this turf covered THE PICK: Go the diesel to avoid making oil companies even richer

Old one was for retired Americans or those who’d given up on life. Allnew Mk7, with its accomplished platform, revolutonises the concept THE PICK: Heaven’s waiting room renovated for the 2020s

300h Luxury 300h Sports Luxury 300h F Sport

0-100

180 233 180 233 180 233 351 351 351

Kerb weight

2.0 3.5 2.0 3.5 2.0 3.5 5.0 5.0 5.0

V6 V6 V6H V6H V6H V6 V6 V6H V6H

Trans.

L4T V6 L4T V6 L4T V6 V8 V8 V8

$93,970 $99,870 $91,090 $103,440 $109,340 $85,000 $101,600 $94,470 $111,070 LX

Torque

$65,329 $68,029 $74,329 $77,329 $84,529 $87,900 $137,729 $151,929 $165,690 LC

RX 350 F Sport RX 350 Sports Luxury RX 450h Luxury RX 450h F Sport RX 450h Sports Luxury RX 350L Luxury RX 350L Sports Luxury RX 450hL Luxury RX 450hL Sports Luxury

Power

Lots to savour, like the arresting design, craftsmanship and brutal V8, though rear seat is snug and four-pot turbo is somewhat vanilla THE PICK: Go the V8-powered F and enjoy the real duality of character

Size

RC

300 Luxury 350 Luxury 300 F-Sport 350 F-Sport 300 Sports Luxury 350 Sports Luxury F F Carbon F Track Edition

Price

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Engine type

Price

Data bank

R

3 years/unlimited

Ghibli Finally a beautiful, properly Italian alternative to the usual German luxo sedans. But it is heavy, and lacking in safety tech and V8 noise THE PICK: You want the higher-output engine, so the S at a minimum

GranLusso GranSport S S GranLusso S GranSport

$163,990 V6TT $163,990 V6TT $175,990 V6TT $184,990 V6TT $184,990 V6TT Quattroporte

3.0 3.0 3.0 3.0 3.0

243 243 301 301 301

500 500 550 550 550

A8 A8 A8 A8 A8

1810 1810 1810 1810 1810

5.6 5.6 5.0 5.0 5.0

8.9 8.9 9.6 9.6 9.6

98 98 98 98 98

55 55 55 55 55

R R R R R

While the GTS remains the pinnacle of luxury Italian motoring, only two variants provide V8 operatics. Chassis balance eases pain THE PICK: If you can handle the flawed ride, it’s got to be V8 GTS

GranSport GranLusso S GranSport S GranLusso GTS GranSport GTS GranLusso

$224,990 $224,990 $274,990 $274,990 $299,990 $299,990 Levante

V6TT V6TT V6TT V6TT V8TT V8TT

3.0 3.0 3.0 3.0 3.8 3.8

243 243 321 321 390 390

500 500 580 580 650 650

A8 A8 A8 A8 A8 A8

1860 1860 1860 1860 1900 1900

6.2 6.2 5.0 5.0 4.7 4.7

9.1 98 9.1 98 9.6 98 9.6 98 10.7 98 10.7 98

-

R R R R R R

So big you’d never drive one in Italy, but interior is classy, engines strong, and handles like a Maserati SUV should THE PICK: Now is not the time for economising. Go for an S Gran Lusso

Turbo Diesel Gran Sport Gran Lusso S S Gran Sport S Gran Lusso

$129,990 V6TD $144,990 V6TD $144,990 V6TD $164,990 V6TT $179,990 V6TT $179,990 V6TT GranTurismo

3.0 3.0 3.0 3.0 3.0 3.0

202 202 202 321 321 321

600 600 600 580 580 580

A8 A8 A8 A8 A8 A8

2205 2205 2205 2034 2034 2034

6.9 6.9 6.9 5.2 5.2 5.2

7.2 D 7.2 D 7.2 D 10.9 98 10.9 98 10.9 98

-

A A A A A A

Now over a dozen years old and feels it behind the wheel. But still so sensual to look at, seats four comfortably and oozes charisma THE PICK: Stradale is cool, but robotised auto is clunky. Go Sportline

MC Sportline MC Auto Shift MC Stradale

$295,000 $319,000 $345,000

V8 V8 V8

4.7 338 520 A6 1880 4.7 15.5 95 48 R 4.7 338 520 A6 1880 4.8 14.3 95 48 R 4.7 338 520 S6 1880 4.5 15.5 95 48 06/14 R

LE X US – M A Z DA YOUR COMPLETE NEW CAR BUYER’S GUIDE

Mazda

5 years/unlimited

2.0 Roadster GT 2.0 RF GT 2.0 RF GT

2 Mazda’s been constantly improving the current-gen model, so it’s now quieter, comfier and better equipped. Fun to drive and top value, too THE PICK: A Maxx hatch is the sweet spot but wait for imminent facelift

Neo hatch Neo hatch Neo sedan Neo sedan Maxx hatch Maxx hatch Maxx sedan Maxx sedan Genki hatch Genki hatch GT hatch GT hatch GT sedan GT sedan

$15,570 $17,570 $15,570 $17,570 $18,330 $20,330 $18,330 $20,330 $21,390 $23,390 $22,400 $24,400 $22,400 $24,400 3

L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4

1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5

79 79 79 79 81 81 81 81 81 81 81 81 81 81

139 139 139 139 141 141 141 141 141 141 141 141 141 141

M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6

1025 1043 1035 1059 1035 1047 1045 1060 1035 1047 1035 1047 1045 1060

10.8 10.7 10.8 10.8 10.8 10.8 10.8 10.8 10.8 10.8 10.8 10.9 10.8 10.8

5.4 5.5 5.4 4.9 5.4 4.9 5.4 4.9 5.4 4.9 5.4 5.5 5.4 5.5

91 91 91 91 91 91 91 91 91 91 91 91 91 91

51 51 51 51 52 52 52 52 54 54 54 54 54 54

03/15 10/15

10/14 05/18

F F F F F F F F F F F F F F

New 3 rushes to the top of its class. Elegant interior a highlight and now one of, if not the, quietest in the segment. Bring on SkyActiv-X! THE PICK: Pure manual is a peach, but G25’s extra torque welcome

G20 Pure sedan G20 Pure sedan G20 Pure hatch G20 Pure hatch G20 Evolve sedan G20 Evolve sedan G20 Evolve hatch G20 Evolve hatch G20 Touring sedan G20 Touring sedan G20 Touring hatch G20 Touring hatch G25 Evolve sedan G25 Evolve sedan G25 Evolve hatch G25 Evolve hatch G25 GT sedan G25 GT sedan G25 GT hatch G25 GT hatch G25 Astina sedan G25 Astina sedan G25 Astina hatch G25 Astina hatch

$24,990 $25,990 $24,990 $25,990 $26,690 $27,690 $26,690 $27,690 $28,990 $29,990 $28,990 $29,990 $29,490 $30,490 $29,490 $30,490 $33,490 $34,490 $33,490 $34,490 $36,990 $37,990 $36,990 $37,990 6

L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4

2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5

114 114 114 114 114 114 114 114 114 114 114 114 139 139 139 139 139 139 139 139 139 139 139 139

200 200 200 200 200 200 200 200 200 200 200 200 252 252 252 252 252 252 252 252 252 252 252 252

M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6

1316 1339 1317 1338 1316 1339 1317 1338 1316 1339 1317 1338 1350 1376 1339 1368 1350 1376 1339 1368 1362 1388 1351 1380

9.0 9.0 9.0 9.0 9.0 9.0 9.0 10.0 9.0 9.0 9.0 9.0 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6 8.6

6.3 6.1 6.4 6.2 6.3 6.1 6.4 6.2 6.3 6.1 6.4 6.2 6.2 6.5 6.3 6.6 6.2 6.5 6.3 6.6 6.2 6.5 6.2 8.8

91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91

51 F 52 F 52 F 52 F 52 F 52 F 52 F 52 06/19 F 52 F 52 F 52 F 52 F 52 F 52 F 52 F 52 F 52 F 52 F 52 F 52 F 52 F 52 F 52 F 52 05/19 F

Delightfully elegant, understated. 17-inch alloys are the smarter pick; a wagon even more so. Bordering on premium. But rear entry is tight THE PICK: Turbo torque impossible to resisit, so GT spec worth the spend

Sport sedan Sport wagon Touring sedan Touring wagon GT sedan GT wagon Atenza sedan Atenza wagon

$34,490 $35,790 $38,690 $39,990 $45,990 $47,290 $49,890 $51,190 MX-5

L4 L4 L4 L4 L4T L4T L4T L4T

2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5

140 140 140 140 170 170 170 170

252 252 252 252 420 420 420 420

A6 A6 A6 A6 A6 A6 A6 A6

1536 1553 1536 1533 1607 1613 1620 1627

8.2 8.2 7.6 8.2 7.0 -

7.0 7.0 7.0 7.0 7.6 7.6 7.6 7.6

91 91 91 91 91 91 91 91

48 F 48 F 48 F 48 F 50 08/19 F 50 F 50 F 50 F

The 1.5L makes up five percent of Aussie sales. deserves better. 2.0L update now revs with real zeal, matching brilliant, balanced chassis THE PICK: 1.5L if city bound, 2.0L everywhere else, RF for the ghetto

1.5 Roadster 1.5 Roadster 2.0 RF 2.0 RF 2.0 Roadster GT

$35,390 $37,390 $40,700 $42,700 $43,320

L4 L4 L4 L4 L4

1.5 1.5 2.0 2.0 2.0

97 97 135 135 135

152 152 205 205 205

M6 A6 M6 A6 M6

1021 1038 1087 1112 1035

8.3 8.3 7.3

6.2 6.4 6.9 7.2 6.8

95 95 95 95 95

52 52 54 54 54 09/19

R R R R R

$45,320 $47,400 $49,400 CX-3

L4 L4 L4

Drive

Issue tested

Resale %

0-100

Kerb weight

Trans.

R R

Torque

4.7 338 520 D6 1980 5.0 14.5 95 50 4.7 338 520 D6 1973 4.9 14.5 95 49

Power

V8 V8

Size

$335,000 $355,000

Price

Sport MC

Engine type

More of a cruiser than a bruiser, it still sounds the business with the roof down and that fabulous V8 kissing the sky. But she is pricey THE PICK: In for a penny, in for pound, as they say. Has to be the MC

RON

GranCabrio

Fuelcons.

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Engine type

Price

WHAT IT ALL MEANS PRICE: Recommended Retail Price at time of publication (* indicates driveaway) ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged, D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms 0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold

2.0 135 205 A6 1061 7.3 7.0 95 54 R 2.0 135 205 M6 1087 7.1 6.9 95 54 05/17 R 2.0 135 205 A6 1112 7.2 95 54 R

A stunning success in Oz due to great design, huge choice, sporty chassis. Poor side vision and road noise intrusion are only real minuses THE PICK: All manuals are fun, but auto-only AWDs handle even better

Neo Sport Neo Sport Maxx Sport Maxx Sport Maxx Sport AWD Maxx Sport Diesel sTouring sTouring sTouring AWD sTouring AWD Diesel Akari Akari Akari AWD Akari AWD Diesel

$22,710 $24,710 $24,650 $26,650 $28,650 $29,050 $28,840 $30,840 $32,840 $35,240 $33,950 $35,950 $37,950 $40,350 CX-5

L4 L4 L4 L4 L4 L4TD L4 L4 L4 L4TD L4 L4 L4 L4TD

2.0 2.0 2.0 2.0 2.0 1.8 2.0 2.0 2.0 1.8 2.0 2.0 2.0 1.8

110 110 110 110 110 85 110 110 110 85 110 110 110 85

195 195 195 195 195 270 195 195 195 270 195 195 195 270

M6 A6 M6 A6 A6 A6 M6 A6 A6 A6 M6 A6 A6 A6

1266 1297 1266 1297 1360 1304 1266 1297 1360 1409 1278 1360 1371 1421

9.0 9.0 9.0 9.0 9.0 9.5 9.0 9.0 9.0 9.5 9.0 9.1 9.0 9.5

6.6 6.3 6.6 6.3 6.3 4.7 6.6 6.3 6.7 5.1 6.6 8.4 6.7 5.1

91 91 91 91 91 D 91 91 91 D 91 91 91 D

50 F 50 F 52 F 50 F 52 A 52 F 52 F 52 02/18 F 54 A 52 A 54 F 54 05/17 F 54 A 52 A

2017 redesign addressed refinement and rear-seat issues, but you’ll need to go turbo to explore the chassis magic. AWD worth the extra THE PICK: Not a dud in the range, but 2.5L turbo is worth the stretch

Maxx FWD Maxx FWD Maxx Maxx Sport FWD Maxx Sport Maxx Sport Touring Touring GT GT GT Akera Akera Akera

$30,880 $32,880 $35,880 $36,090 $39,090 $42,090 $40,780 $43,780 $45,890 $48,390 $48,890 $48,130 $50,630 $51,130 CX-8

L4 L4 L4 L4 L4 L4TD L4 L4TD L4 L4T L4TD L4 L4T L4TD

2.0 2.0 2.5 2.0 2.5 2.2 2.5 2.2 2.5 2.5 2.2 2.5 2.5 2.2

115 115 140 115 140 140 140 140 140 170 140 140 170 140

200 200 252 200 252 450 252 450 252 420 450 252 420 450

M6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6 A6

1511 1556 1633 1556 1633 1708 1633 1708 1670 1720 1744 1670 1720 1744

10.4 10.4 9.5 10.4 9.5 8.5 9.3 8.5 9.5 7.5 8.5 9.5 8.0 8.5

6.9 91 6.9 91 7.5 91 10.4 91 7.5 91 6.0 D 9.5 91 6.0 D 11.5 91 11.9 91 6.0 D 7.5 91 8.2 91 6.0 D

56 57 57 57 59 59 59 59 59 59 59 59 59 60

F F A 12/19 F A A 11/18 A A 13/17 A 06/19 A A A A A

A tad dull but good at seating seven in comfort. A stretched CX-5 so narrower than huge CX-9; diesel strong but soon to be joined by petrol THE PICK: Torque-rich engine best deployed with AWD, so all-paw Sport

Sport FWD Sport AWD Asaki AWD

$43,910 $43,910 $63,090 CX-9

L4TTD 2.2 140 450 A6 1840 9.0 5.7 D L4TTD 2.2 140 450 A6 1957 9.0 6.0 D L4TTD 2.2 140 450 A6 1957 9.1 9.9 D

59 F 60 A 61 08/18 A

Wheels ’ 2017 COTY still puts pressure on more modern rivals. Elegant, practical cabin, fine road manners, outstanding ownership proposition THE PICK: Make sure you opt for AWD and at least Touring spec

Sport FWD Sport AWD Touring FWD Touring AWD GT FWD GT AWD Azami FWD Azami AWD Azami LE AWD

$46,420 $50,420 $52,960 $56,960 $61,120 $65,120 $62,760 $66,760 $68,523 BT-50

L4T L4T L4T L4T L4T L4T L4T L4T L4T

2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5

170 170 170 170 170 170 170 170 170

420 420 420 420 420 420 420 420 420

A6 A6 A6 A6 A6 A6 A6 A6 A6

1845 1911 1845 1911 1858 1924 1858 1924 2000

7.7 7.6 7.4 7.6 7.6 7.6 7.6 7.6 8.2

8.4 8.8 8.4 8.8 8.4 8.8 8.4 8.8 10.1

91 91 91 91 91 91 91 91 91

54 10/16 F 55 A 55 04/18 F 56 A 56 F 56 A 56 F 56 A 56 12/18 A

Developed in tandem with Ranger, but hasn’t enjoyed the same updates, and also held back by feline exterior styling. Decent, though THE PICK: Ranger: measurably better due to ongoing development

XT XT XTR XTR GT GT Boss

$47,840 $49,840 $52,950 $54,950 $56,830 $58,830 $63,250*

L5TD L5TD L5TD L5TD L5TD L5TD L5TD

3.2 3.2 3.2 3.2 3.2 3.2 3.2

147 147 147 147 147 147 147

470 470 470 470 470 470 470

M6 A6 M6 A6 M6 A6 A6

2044 2061 2086 2103 2095 2112 2112

10.0 10.0 10.0 10.0 10.0 10.8 10.0

9.7 D 10.0 D 9.7 D 10.0 D 9.7 D 13.3 D 10.0 D

52 A 52 A 53 A 53 A 53 A 53 07/18 A 54 A

@wheelsaustralia

119

Intimacy, turbo torque and surprising ride quality make 570 involving, quick, flexible, and capable, but flat-plane crank V8 note too tame THE PICK: We’re fans of the price and weight of the S, but Spider tasty

S GT S Spider

$395,000 $415,000 $435,750 600LT

V8TT V8TT V8TT

3.8 419 600 D7 1400 3.2 10.7 98 3.8 419 600 D7 1450 3.3 10.7 98 3.8 419 600 D7 1503 3.2 10.7 98 -

R R R

$455,000 $496,000 720S

V8TT V8TT

3.8 441 620 D7 1356 2.9 12.2 98 3.8 441 620 D7 1404 2.9 12.2 98 -

R 07/19 R

Superb steering and dynamics plus next-level performance headline what is the thinking man’s supercar. Utterly blinding speed THE PICK: We say Coupe, but Spider no less stiff and only 50kg heavier

Coupe Spider

$489,900 $556,000 Senna

V8TT V8TT

4.0 530 770 D7 1419 2.9 10.7 98 4.0 530 770 D7 1468 2.9 12.2 98 -

07/18 R 05/19 R

Furiously aggressive to look at and even more punishingly brutal to drive, the Senna is a race car masquerading as a road-legal car THE PICK: Two decisions: options and to upgrade your life insurance

$1,600,000

V8TT

4.0 597 800 D7 1374 2.8 12.4 98 -

Mercedes-Benz

08/18 R

3 years/unlimited

A-Class Cabin brings maturity, sophistication previously unseen in this class, aided by MBUX infotainment; optional adaptive dampers a must.

THE PICK: Skip dissapointing 1.3s for A250 or A35 AMG

A180 hatch A180 sedan A200 hatch A200 sedan A250 hatch A250 4Matic hatch A35 hatch A35 sedan

$42,900 $44,900 $47,200 $49,400 $49,400 $55,500 $67,200 $69,800 GLA

L4T L4T L4T L4T L4T L4T L4T L4T

1.3 1.3 1.3 1.3 2.0 2.0 2.0 2.0

100 100 120 120 165 165 225 225

200 200 250 250 350 350 400 400

D7 D7 D7 D7 D7 D7 D7 D7

1375 1300 1375 1310 1505 1505 1480 1480

8.8 8.9 7.8 8.1 6.2 6.2 4.7 4.7

5.7 5.7 5.7 5.7 6.6 6.6 7.6 7.4

95 95 95 95 95 95 98 98

51 51 51 51 51 51 -

F F F F F A 09/19 A A

Justifies its existence by offering a higher hip point than A-Class, bigger boot and theoretical height advantage in lumpy suburbia THE PICK: Wait for coming promising next-gen MFA2-based redesign

GLA180 GLA220d GLA250 GLA45 AMG

$43,900 $51,200 $60,700 $89,211 CLA

L4T L4TD L4T L4T

1.6 2.1 2.0 2.0

90 130 155 280

200 350 350 475

D7 D7 D7 D7

1435 1535 1505 1585

9.2 7.7 7.1 4.8

5.7 4.5 7.0 7.5

95 D 95 95

61 61 63 63

F F A A

Swoopy, coupe-as-sedan styling now more cohesive, and it’s a decent drive. Rear headroom a bit tight, but otherwise roomy enough THE PICK: More variants on the way, if 200 is too tame

200

$59,500 B-Class

L4T

1.3 120 250 D7 1345 8.2 5.7 95 -

F

Spacious and sensible, the B-Class is essentially a blown-up A-Class with family-focused packaging, but newbie’s 1.3L is retrograde step THE PICK: Downsized engine at odds with big strides made elsewhere

B180 Sports Tourer

$46,400 C-Class

L4T

1.3 100 200 D7 1330 9.0 5.7 95 50

SLC200 SLC300 SLC 43 AMG

C200 C200 Estate C200 Coupe C200 Cabriolet C220d C220d Estate C300 C300 Estate C300 Coupe C300 Cabriolet C300e Sedan

120

$64,500 $66,923 $69,200 $89,842 $66,000 $68,700 $72,700 $75,142 $86,800 $103,742 $79,200

L4T L4T L4T L4T L4TD L4TD L4T L4T L4T L4T L4TH

2.0 2.0 2.0 2.0 2.1 2.1 2.0 2.0 2.0 2.0 2.0

whichcar.com.au/wheels

150 150 150 150 143 143 190 190 190 190 235

300 300 300 300 400 400 370 370 370 370 700

A9 A9 A7 A9 A9 A9 A9 A9 A7 A9 A9

1465 1525 1505 1645 1570 1615 1530 1615 1565 1690 1740

7.1 7.1 7.1 7.1 7.5 7.5 6.2 6.1 6.0 6.4 5.4

7.0 7.0 7.0 7.0 4.7 4.9 11.1 6.7 6.6 7.2 2.1

95 95 95 95 D D 95 95 95 95 95

59 R 56 R 57 R 57 R 57 R 57 R 57 04/19 R 57 R 57 R 57 R 57 R

4.7 4.8 4.7 4.8 4.2 4.1 4.4 4.1

8.2 98 8.3 98 7.8 98 8.5 98 8.6 98 8.7 98 15.7 98 9.4 98

57 57 57 57 60 60 55 55

Drive

1615 1735 1660 1870 1865 1650 1800 1925

Issue tested

A9 A9 A9 A9 A9 A9 A9 A9

Resale %

520 520 520 520 700 700 700 700

RON

287 287 287 287 375 375 375 375

Fuelcons.

3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0

04/17 A A A A 07/19 R 10/15 R 08/19 R R

$86,100 $102,300 $137,300 E-Class

L4T L4T V6TT

2.0 135 300 A9 1509 6.9 6.2 95 67 2.0 180 370 A9 1512 5.8 6.3 95 67 3.0 270 520 A9 1591 4.7 7.9 95 67

R R R

The industry standard in integrating tech elegantly. Loads of kit but big money, especially for our pick, the intriguing AMG E53 or ballistic E63 THE PICK: The AMG appendage transforms an already great car

E200 E220d E220d Coupe E220d All-Terrain E300 E300 Coupe E300 Cabriolet E350d E350e E450 E400 Coupe E400 Cabrolet E43 AMG E53 AMG E53 AMG Coupe E53 AMG Cabriolet E63 AMG E63 S AMG

$92,600 $95,600 $96,000 $111,200 $110,500 $110,611 $123,500 $136,700 $133,400 $144,800 $145,611 $157,500 $159,611 $168,200 $172,790 $181,329 $211,400 $240,900 CLS

L4T L4D L4TD L4T L4T L4T L4T L6TD L4TDH V6TT V6TT V6TT V6TT L6TH L6TH L6TH V8TT V8TT

2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.0 2.1 3.0 3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0

135 143 143 143 180 180 180 190 210 245 245 245 295 320 320 320 420 450

300 400 400 400 370 370 370 620 550 480 480 480 520 770 770 770 750 850

A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A9

1530 1605 1735 1920 1580 1685 1780 1725 1850 1745 1845 1935 1765 1870 1925 1980 1875 1880

7.7 7.3 7.4 8.0 6.2 6.4 6.6 5.9 6.2 5.2 5.3 5.5 4.6 4.4 4.3 4.4 3.5 3.3

6.4 95 4.1 95 4.9 95 5.2 95 7.1 95 6.4 95 6.8 95 5.6 95 2.4 95 8.4 95 8.1 95 8.3 95 8.4 98 8.7 98 8.8 98 9.0 98 9.3 98 15.9 98

43 R 43 R 43 R 43 R 43 R 43 R 43 R 43 R 43 13/18 R 43 R 43 R 43 R 43 A 43 A 43 12/18 A 43 A 43 A 43 05/18 A

Doesn’t ride as smoothly as we’d like and understated styling lacks the presence of prior versions. Not a vintage generation THE PICK: Doesn’t encourage the type of driving the 53 provides, so 450

CLS350 CLS450 CLS53 AMG

$137,400 $155,530 $179,529 S-Class

L4T L6T L6TT

2.0 220 400 A9 1775 6.1 7.8 95 44 3.0 270 500 A9 1940 4.8 8.7 95 44 3.0 320 520 A9 1980 4.5 7.8 95 52

R A A

Half a century of Sonderklasse heritage tells here. This is still one of the finest luxury sedans, even though next-gen model drops in 2020 THE PICK: If you’re not an Uber Black driver, the S560 is properly lush

S350d S400d L S450 L S560 S560 L S560 Coupe S560 Cabriolet S63 AMG Coupe S63 AMG Cabriolet S63 L AMG S650 L Maybach

$199,100 $222,500 $230,600 $273,500 $298,800 $314,900 $336,900 $370,500 $370,500 $379,200 $429,800 SL

L6TD L6TD V6TT V8TT V8TT V8TT V8TT V8TT V8TT V8TT V12TT

3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 6.0

210 250 270 345 345 345 345 345 345 450 463

600 700 520 700 700 700 700 700 700 900 1000

A9 A9 A9 A9 A9 A9 A9 A9 A9 A9 A7

1970 2025 1940 2055 2075 2158 2176 2046 2148 1970 2360

6.8 5.4 5.1 4.7 4.7 4.6 4.6 3.5 3.5 4.3 4.7

5.5 D 5.5 D 6.6 95 8.5 95 8.5 95 8.5 95 9.9 95 9.0 95 10.2 98 9.0 98 12.7 98

48 48 48 48 48 64 53 67 45

R R R R R R R R R R R

Old stager has lost its looks a bit, but the punchy engine line-up means you’ll be gone before too many can ponder that fact THE PICK: SL500 is perfectly adequate; otherwise buy a GT Roadster

F

Crushes 3 Series and A4 in sales charts but trails both (non-AMG models aside). Amazing AMG flagship is a future classic, however THE PICK: Failing the latter, there’s plenty to like about the C300 Estate

V6TT V6TT V6TT V6TT V8TT V8TT V8TT V8TT

Based on 2004 R171 SLK (the second one) so dated even when new in 2011, and now forgotten. Why buy one over a Z4, Boxster, TT, MX-5...

THE PICK: If you absolutely must, kick back and cruise in the SLC300

Malleable handling and exquisite focus with searing performance seal the Longtail as McLaren’s definitive modern work THE PICK: Toss a coin. Spider gives epic access to top-exit exhausts

Coupe Spider

0-100

R

Kerb weight

3.8 397 540 D7 1350 3.5 10.7 98 -

Trans.

V8TT

Torque

$350,000 570

Power

Least-expensive Macca gets a slightly lower-output twin-turbo V8 than the 570 in a brilliantly accessible and enjoyable package THE PICK: That’s done for you; now just wrestle with the options list

$109,741 $112,242 $113,841 $127,041 $162,542 $165,142 $167,642 $185,941 SLC

Size

540C

C43 AMG C43 AMG Estate C43 AMG Coupe C43 AMG Cabriolet C63 S AMG C63 S AMG Estate C63 S AMG Coupe C63 S AMG Cabriolet

Engine type

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

3 years/unlimited Power

Size

Engine type

Price

McLaren

Price

Data bank

SL400 SL500 SL63 AMG

$220,900 $280,900 $370,900 AMG GT

V6TT V8TT V8TT

3.0 270 500 A9 1735 4.9 7.8 95 51 4.7 335 700 A9 1795 4.3 9.1 95 51 5.5 430 900 A9 1845 4.1 10.2 95 51

R R R

Roadster renders SL AMG redundant, beautiful coupe is not quite a sports car, not quite grand tourer, but close enough to both. Delicious THE PICK: Pony up for the GT R if you want to keep pace with a 911

GT S GT C GT C Roadster GT R

$311,142 $329,843 $355,252 $361,042

V8TT V8TT V8TT V8TT

4.0 4.0 4.0 4.0

384 410 410 430

670 680 680 700

D7 D7 D7 D7

1570 1625 1660 1555

3.8 3.8 4.0 4.0

9.5 98 11.5 98 14.3 98 20.6 98

67 09/15 R 67 R 67 10/17 R 67 03/19 R

M CL AR E N – M I TSU B I SH I YOUR COMPLETE NEW CAR BUYER’S GUIDE

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Price

Engine type

WHAT IT ALL MEANS PRICE: Recommended Retail Price at time of publication (* indicates driveaway) ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged, D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms 0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold

GT 4-Door

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

09/19

Torque

3.0 320 520 A9 1970 4.5 98 4.0 470 900 A9 2045 3.2 11. 98

Power

L6TT V8TT

Size

$249,900 $349,900

Engine type

GT53 GT63 S

Price

Much more than just a swoopier E63 or the missing CLS63. If fact, this ballistic sports-sedan/coupe may t be AMG’s most resolved mod THE PICK: The $100K premium is h huge, but you’d be nuts not to pay it

ZS

New

Might get up hills with a run-up, but kW truly lacking. Seven-year warranty will attract some to take the risk, and three-pot frugal THE PICK: New Hyundai Venue or demo Mazda CX-3, please

GLC

Nipped and tucked

Mid-life facelift brings a refined range (variants drop from om 11 to seven) and a $4K $4K-higher higher entry price. However, you get better looks, infotainment, equipment, and engines for your money. Diesels have been banished, but that’s not a bad thing. Remember to option air suspension if you like your spine. AMG models are a physics-defying riot.

GLC 200 GLC 300 GLC 300 Coupe GLC 43 AMG GLC 43 AMG Coupe GLC 63 S AMG GLC 63 S AMG Coupe

$66,100 $77,700 $87,700 $109,900 $117,400 $161,000 $168,1000 GLE

L4T L4T L4T V6TT V6TT V8TT V8TT

2.0 2.0 2.0 3.0 3.0 4.0 4.0

145 190 190 287 287 375 375

320 370 370 520 520 700 700

A9 A9 A9 A9 A9 A9 A9

1760 1805 1825 1870 1875 2025 2030

7.8 6.2 6.3 4.9 4.9 3.8 3.8

7.8 95 8.1 95 - 95 10.4 98 10.4 98 - 98 - 98

61 61 61 61 61 61 61

R A A A A A A

Excite Excite Essence

$99,900 L4TD $111,700 L6T $118,500 L6TD GLE-Coupe

$126,700 $146,200 $204,200 G-Class

V6TD V6TT V8TT

2.0 180 500 A9 2090 7.8 10.0 D 61 09/19 A A 3.0 270 500 A9 2145 5.7 9.1 95 61 3.0 243 700 A9 2190 5.8 7.7 D 61 A

3.0 190 620 A9 2175 7.0 7.2 D 61 3.0 270 520 A9 2145 5.7 9.4 98 63 5.5 430 760 A7 2275 4.2 11.9 98 63

Core Excite Essence X

$247,329 GLS

V8TT

4.0 430 850 A9 2485 4.5 13.1 98 54

$119,100 $138,100 $165,500 $222,100 X-Class

V6TD V6TD V8TT V8TT

3.0 3.0 4.7 5.5

190 190 320 410

620 620 700 760

A9 A9 A9 A7

2455 2455 2445 2580

7.8 7.8 5.3 4.6

7.7 D 7.7 D 11.5 95 12.3 98

63 63 63 63

A

A A A A

Don’t call it a rebadged Navara. Stronger chassis, wider front and rear track, and Benz’s own V6 make this a fair dinkum Merc ute. Ish THE PICK: Only the Power effectively masks the Navara bits inside

X220d Pure X250d Pure X250d Pure X250d Prog X250d Prog X250d Power X250d Power X350d Prog X350d Power

$50,400 $52,400 $55,300 $54,900 $57,800 $61,600 $64,500 $73,270 $79,415

L4TD L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD V6TD V6TD

2.2 2.2 2.2 2.2 2.2 2.2 2.2 3.0 3.0

120 140 140 140 140 140 140 190 190

MG

403 450 450 450 450 450 450 550 550

M6 M6 A7 M6 A7 M6 A7 A7 A7

2126 2140 2147 2130 2137 2155 2161 2166 2190

12.9 11.1 11.8 11.1 10.0 11.1 11.8 7.9 7.9

7.8 D 7.7 D 7.9 D 7.7 D 10.4 D 7.7 D 7.9 D 8.8 D 8.8 D

56 A 56 A 56 A 56 A 57 07/18 A 54 A 57 A 58 A 58 A

6 years/7 years/unlimited

MG3 Finally gets auto-only range, but it’s a four-speed dunger. New design looks good, but do not be confused by the badge. It’s Chinese THE PICK: Have you considered a Suzuki Swift?

Core Excite

$15,990 L4 $17,490 L4 MG6 Plus

1.5 82 1.5 82

150 A4 1170 150 A4 1170

12.5 6.7 91 46 12.5 6.7 91 47

Cooper Cooper Cooper S Cooper S JCW JCW

$21,990 $23,990 $25,990

L4T L4T L4T

1.8 118 1.8 118 1.8 118

215 D6 1534 9.9 7.8 91 42 215 D6 1534 9.9 7.8 91 43 215 D6 1534 9.9 7.8 91 44

$25,990 $27,990 $34,990

L4T L4T L4T

1.5 119 250 D7 1432 11.0 7.4 91 56 1.5 119 250 D7 1420 11.0 7.4 91 56 2.0 162 350 D6 1614 8.0 9.6 91 57

F F A

3 years/unlimited

F F

F F F

$29,900 $32,400 $39,900 $42,700 $49,900 $52,850 5-door

L3T L3T L4T L4T L4T L4T

1.5 1.5 2.0 2.0 2.0 2.0

100 100 141 141 170 170

220 220 280 280 320 320

M6 D7 M6 D7 M6 A8

1085 1115 1160 1175 1205 1220

7.9 7.8 6.8 6.7 6.3 6.1

5.5 5.3 6.3 5.5 6.9 6.0

95 95 95 95 95 95

48 06/14 F 48 F 50 06/14 F 50 F 61 F 61 F

Broadens the new Mini’s rear-seat access, practicality and appeal, and still a hoot to punt around. 1.5L three-pot turbo is stirringly strong THE PICK: Cooper with choice options (including adaptive dampers)

Cooper Cooper Cooper S Cooper S

$31,150 L3T 1.5 100 $33,650 L3T 1.5 100 $41,150 L4T 2.0 141 $43,950 L4T 2.0 141 Cooper Convertible

220 220 280 280

M6 D7 M6 D7

1145 1175 1220 1240

8.2 9.1 6.9 6.8

5.5 5.4 6.4 5.6

95 95 95 95

48 F 48 03/16 F 50 F 50 F

Karty handling equals instant gratification, charming triple and easyto-use fabric top make Cooper cab a summer fun-machine THE PICK: Big price to pay for decapitation compared to regular hatch

Cooper Cooper Cooper S Cooper S JCW JCW

$40,900 $40,900 $47,900 $47,900 $57,900 $57,900 Clubman

L3T L3T L4T L4T L4T L4T

1.5 1.5 2.0 2.0 2.0 2.0

100 100 141 141 170 170

220 220 280 280 320 320

M6 S7 M6 D7 M6 A8

1205 1230 1275 1295 1410 1435

8.8 8.7 7.2 7.1 6.6 6.5

5.6 5.6 6.5 5.7 7.0 6.3

95 95 95 95 95 95

62 63 64 64 51 51

F F F F F F

Quirky style cloaks a practical package (due to BMW X1 wheelbase) with lively turbos and jaunty demeanour. New variants trickling in THE PICK: Any. This is our favourite of the MIni bodystyles by far

Cooper Cooper Cooper S Cooper S JCW Pure JCW

$36,900 L3T $36,900 L3T $45,900 L4T $45,900 L4T $57,900 L4T $62,900 L4T Countryman

1.5 1.5 2.0 2.0 2.0 2.0

100 100 141 141 225 225

220 220 280 280 450 450

M6 A6 M6 D7 D7 D7

1300 1320 1360 1390 1475 1490

9.1 9.7 7.2 7.3 4.9 4.9

5.4 5.4 7.1 6.2 7.7 7.7

95 95 98 98 98 98

53 F 53 08/16 F F 53 F 53 A 53 A 53

Somehow carries Cooper’s lively and fun nature into a versatile SUVish package, although extra mass blunts three-pot’s zing THE PICK: Four-pot turbos for disappointment-avoiding performance

Cooper Cooper D Cooper S Cooper SD All4 PHEV JCW

$40,500 $44,500 $47,200 $52,300 $57,200 $65,900

L3T L4TD L4T L4TD L3TH L4T

1.5 2.0 2.0 2.0 1.5 2.0

100 110 141 140 165 225

220 330 280 400 385 450

A6 A8 A8 A8 A6 D7

1390 1430 1460 1535 1555

Mitsubishi

Distinctive design and pricing are attractive, but lacklustre turbo engine and resale concerns mean it’s a bit of a risky option THE PICK: Please test drive a Honda Civic first before deciding

Core Excite Essence

F F F

Famous kart-like responses still present, and there’s true BMW solidity and tech to go with the fun, but what’s with the Union Jack lights?

THE PICK: Cooper S – but only with optional adaptive dampers, please

Humungous lug that offers rare benefit of a comfy third row. Go diesel as V8s are almost too quick for their own good; new model imminent THE PICK: Wait for the massively improved X167 third-gen model

GLS350d GLS350d Sport GLS500 GLS63 AMG

150 A4 1255 13.2 7.1 91 50 160 A6 1245 13.2 6.7 91 52 160 A6 1245 13.2 6.7 91 52

Mini

A A A

The all-new G63 looks almost identical to the old model, but is vastly improved. Despite looking like a cereal box, it’s devilishly intoxicating THE PICK: There’s nothing on the planet like this, so dive straight in

G63

1.5 84 1.0 82 1.0 82

Hatch

Your chance to pay more money for less car than the GLE, with a busy ride and a high loading lip for boot. New one almost here THE PICK: None. Buy the new GLE wagon, or wait for the fresh Coupe

GLE350d GLE43 AMG GLE63 S AMG

L4 L3T L3T

Flimsy build quality, poor cabin finish, savage ride, lifeless steering; we could go on. But it is cheap, spacious and Essence has 162kW THE PICK: The best of the MGs but GS just isn’t there yet. Keep looking

All-new model brings longer wheelbase, roomier, well-presented cabin, and optional third row. Finally has the chops to challenge X5 THE PICK: The new petrol six hits the mark for power and price

300d 450 400d

$20,990 $22,990 $24,990 GS

9.6 8.8 7.4 7.4 6.9 5.1

6.0 4.8 6.5 5.2 2.1 7.9

95 D 95 D 95 98

55 55 56 56 56 56

F F F A A A

5 years/100,000km

Mirage Once-proud Mirage looks dowdy and dull and has a bouncy ride, tight rear seat and wheezy power. Still, it’s well equipped for the price THE PICK: Forget it. Keep saving up for a Suzuki Swift or Kia Picanto

ES

$13,490

L3

1.2 57

100 M5 865

14.5 4.6 91 41 04/13 F

@wheelsaustralia

121

ES LS

$14,990 $15,990 ASX

L3 L3

1.2 57 1.2 57

100 C 100 C

895 895

14.5 4.6 91 41 14.5 4.9 91 41

F F

Looks better with each facelift and is keenly priced, but its interior is smaller than rivals and it lacks refinement THE PICK: OK but dated and outclassed by most rivals like Honda HR-V

ES ES ES ADAS LS Exceed

$23,490 L4 $25,490 L4 $26,990 L4 $27,990 L4 $30,990 L4 Eclipse Cross

2.0 2.0 2.0 2.0 2.0

110 110 110 110 110

197 197 197 197 197

M5 C C C C

1335 1335 1335 1365 1375

10.0 10.0 10.0 10.0 10.0

7.6 7.4 7.4 7.4 7.4

91 91 91 91 91

48 48 48 48 46

F F F F F

Modern compared to closely related ASX, especially the interior, with gutsy turbo performance, but ride and handling off the pace THE PICK: Exceed AWD drives best but, 1.5L aside, it’s old underneath

ES LS 2WD LS 4WD Exceed 2WD Exceed 4WD Black Edition

$29,990 L4T $31,990 L4T $34,490 L4T $36,690 L4T $39,190 L4T $31,690 L4T Outlander

1.5 1.5 1.5 1.5 1.5 1.5

110 110 110 110 110 110

250 250 250 250 250 250

C C C C C C

1490 1490 1555 1490 1555 1555

9.5 9.5 9.5 9.5 9.5 9.5

7.3 7.3 7.3 7.3 7.3 7.3

91 91 91 91 91 91

48 48 48 50 50 -

F F A F A F

Clever and roomy SUV that squeezes in seven seats (if you avoid frugal PHEV). Facelift is quiter, smoother, but infotainment suffers. Ageing.

THE PICK: PHEV since it brings an intriguing point of difference

ES 2WD ES ADAS 2WD ES 2WD 7 Seat ES AWD 7 Seat ES ADAS AWD LS 2WD LS AWD LS AWD Exceed AWD Exceed AWD

$29,490 L4 $33,290 L4 $31,790 L4 $34,290 L4 $35,790 L4 $34,290 L4 $36,790 L4 $40,290 L4TD $43,290 L4 $46,790 L4TD Pajero Sport

2.0 2.4 2.4 2.4 2.4 2.4 2.4 2.2 2.4 2.2

110 124 124 124 124 124 124 110 124 110

190 220 220 220 220 220 220 360 220 360

M5 C C C C C C A6 C A6

1410 1430 1430 1430 1500 1500 1500 1630 1535 1635

10.0 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5

7.0 6.7 6.7 6.7 6.7 6.7 6.7 6.2 6.7 6.2

91 91 91 91 91 91 91 D 91 D

48 48 48 48 48 48 48 50 51 51

F F F A A F A A A A

Rugged and capable, but it looks like a troll, and old-school chassis compromises road dynamics. Facelifted model arrives next year THE PICK: Tough GLS the best value given its spec, or go Big Pajero

GLX GLS Exceed

$46,000 $49,000 $54,200 Pajero

L4TD L4TD L4TD

2.5 133 430 A8 2045 10.0 8.0 D 2.5 133 430 A8 2060 10.0 8.0 D 2.5 133 430 A8 2070 10.0 8.0 D

52 A 53 A 53 03/16 A

Nismo

$53,990 $58,990 Triton

L4TD L4TD

3.2 147 441 A5 2263 10.5 8.6 D 3.2 147 441 A5 2314 10.5 8.6 D

51 51

A A

New styling and added safety are welcome, but the old chassis and workmanlike 2.4L diesel remain unchanged. Keen pricing a real plus THE PICK: GLX ADAS upwards balances value with spec well

GLX GLX GLX ADAS GLX ADAS GLX+ GLX+ GLS GLS GLS Premium

$37,490 $39,990 $38,290 $40,790 $40,990 $43,490 $45,140 $47,640 $52,490

L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD

2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4

133 133 133 133 133 133 133 133 133

430 430 430 430 430 430 430 430 430

M6 A6 M6 A6 M6 A6 M6 A6 A6

1950 1955 1951 1956 1944 1949 1994 2000 2041

10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0

Nissan

7.9 8.6 7.9 8.6 7.9 8.6 7.9 8.6 8.6

D D D D D D D D D

47 47 47 47 47 47 47 47 47

A A A A A A A A A

5 years/unlimited

Premium Premium Luxury Track Edition Nismo

$49,990 370Z

E

40 110

320 1R 1580 8.4 16.5 –

51 10/19 F

Little has changed in its eleventeen years – the 370Z’s still a coarse, hard, loud blast from the rear-drive coupe past. We like it. A lot.

THE PICK: Nismo manual – the additions really enhance it

Roadster Roadster Nismo

$50,490 $52,490 $61,490 $63,490 $61,990

V6 V6 V6 V6 V6

3.7 3.7 3.7 3.7 3.7

122

whichcar.com.au/wheels

245 245 245 245 253

363 363 363 363 371

M6 A7 M6 A7 M6

1515 1526 1570 1582 1528

5.6 5.7 5.7 5.7 5.3

10.6 95 10.4 95 11.2 95 10.9 95 10.6 95

51 R 52 R 64 01/10 R 64 R 51 R

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

Power

Size

3.7 253 371 A7 1538 5.3 10.4 95 52

R

$193,800 $199,800 $235,000 $378,000 Juke

V6TT V6TT V6TT V6TT

3.8 3.8 3.8 3.8

419 419 419 441

632 632 632 652

D6 D6 D6 D6

1765 1765 1760 1706

3.2 3.2 3.2 2.7

11.7 11.7 11.7 11.7

98 98 98 98

55 55 55 53

A A A A

Baby British crossover runs all the way from practical, value-priced curiosity to Nismo RS’s weirdly unfocused no-man’s land THE PICK: Spring for the Ti-S manual

ST Ti-S Ti-S Nismo RS Nismo RS

$23,490 $30,190 $33,840 $37,790 $41,490 Qashqai

L4T L4T L4T L4T L4T

1.2 1.6 1.6 1.6 1.6

85 140 140 160 157

190 240 240 280 250

M5 M6 C M6 C

1251 1308 1421 1309 1451

-

5.6 6.0 6.5 7.2 7.3

95 95 95 95 95

52 06/13 F 50 F 52 A 52 A 52 A

An attractive, practical and sharp-priced package – what’s not to like?

Mostly the lack of grunt and firm ride, but great for undemanding users THE PICK: ST is all the Qashqai you’ll ever need

ST ST ST+ ST-L Ti

$27,990 $29,490 $30,790 $33,290 $37,990 X-Trail

L4 L4 L4 L4 L4

2.0 2.0 2.0 2.0 2.0

106 106 106 106 106

200 200 200 200 200

M6 C C C C

1343 1375 1384 1392 1429

9.9 10.1 10.1 10.1 11.0

7.7 6.9 6.9 6.9 11.1

91 91 91 91 91

50 F 50 09/14 F 50 F 50 F 54 09/18 F

It’s not the best SUV out there, but it’s reliable and Japanese, with seven-seat availability, handsome styling and keen pricing THE PICK: The less you spend, the better, as ST represents good value

ST ST ST 7-seat ST 4WD TS 4WD TS ST-L ST-L 7-seat ST-L 4WD Ti 4WD TL 4WD

$28,490 L4 $30,990 L4 $32,490 L4 $32,990 L4 $35,590 L4TD $35,990 L4TD $37,200 L4 $38,700 L4 $39,200 L4 $44,790 L4 $47,790 L4TD Pathfinder

2.0 2.5 2.5 2.5 2.0 2.0 2.5 2.5 2.5 2.5 2.0

106 126 126 126 130 130 126 126 126 126 130

200 226 226 226 380 380 226 226 226 226 380

M6 C C C C C C C C C C

1464 1497 1547 1553 1656 1706 1532 1573 1588 1601 1706

8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0

8.2 7.9 8.1 8.3 6.0 6.1 7.9 8.1 8.3 8.3 6.1

91 91 91 91 D D 91 91 91 91 D

48 F 48 F 52 F 48 A 52 A 52 F 52 F 52 07/19 F 52 A 47 13/19 A 47 A

US-made mid-sizer delivers space, V6 grunt and go-most-places ability, but is a bit ponderous and unrewarding for keener drivers THE PICK: Not terrible but most rivals like a Mazda CX-9 outshine it

ST 2WD ST 4WD ST Hybrid 4WD ST+ 2WD ST+ 4WD ST-L 2WD ST-L 4WD ST-L Hybrid 4WD Ti 2WD Ti 4WD Ti Hybrid 4WD

$43,390 V6 $46,890 V6 $46,390 L4SH $44,590 V6 $48,090 V6 $54,890 V6 $58,390 V6 $61,390 L4SH $62,890 V6 $66,390 V6 $69,390 L4SH Y62 Patrol

3.5 3.5 2.5 3.5 3.5 3.5 3.5 2.5 3.5 3.5 2.5

202 202 188 202 202 202 202 188 202 202 188

340 340 330 340 340 340 340 330 340 340 330

C C C C C C C C C C C

1970 2034 2151 1970 2034 2012 2075 2176 2055 2119 2219

9.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0

9.9 10.1 8.6 9.9 10.1 9.9 10.1 8.7 9.9 10.1 8.7

91 91 91 91 91 91 91 91 91 91 91

54 F 55 A 54 A 56 F 56 A 56 F 56 A 56 A 56 09/15 F 57 A 57 A

V8’s grunt equalled by an insatiable thirst, while its massive footprint makes the ageing Patrol seem too big in the city. Steering feels dead THE PICK: Ti-L for the extra spec, but be prepared for big petrol bills

Ti Ti-L

$72,880 $89,880 Navara

V8 V8

5.6 298 560 A7 2815 8.5 14.4 95 58 5.6 298 560 A7 2850 8.5 14.4 95 58

A A

Coil-sprung rear end has been improved; twin-turbo engine strong, but missing final ride and handling polish. Haggle hard if you must THE PICK: ST-X for kit but D23 has never matched the previous D40

Leaf One of the most affordable EVs in the country, the Leaf makes the most sense due to large battery and range. Gains five-star safety, too THE PICK: This – from a series that is now the bestselling EV in history

V6

Manga-styled, twin-turbo V6 coupe with rear-biased AWD a fast blast that delivers supercar pace and unique attitude for Boxster GTS bucks THE PICK: Not the Nismo

A proper off-roader that’s also a capable, very roomy family car, but is feeling old inside. Updated for 2019; still worth a look as a value bus THE PICK: Haggle hard as she’s about to turn the big 2-0 soon

GLX GLS

$63,990 GT-R

Engine type

Price

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Price

Engine type

Data bank

SL SL ST ST ST-X ST-X N-Trek N-Trek

$44,600 $47,100 $47,450 $49,950 $52,750 $55,250 $56,450 $58,950

L4TD L4TD L4TTD L4TTD L4TTD L4TTD L4TTD L4TTD

2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3

120 140 140 140 140 140 140 140

403 450 450 450 450 450 450 450

M6 A7 M6 A7 M6 A7 M6 A7

1923 1928 1862 1865 1917 1921 1917 1921

10.0 10.0 10.0 10.0 10.0 9.7 10.0 10.0

6.5 7.0 6.3 6.8 6.3 11.0 6.3 6.8

D D D D D D D D

53 A 53 A 53 A 53 A 53 A 53 07/18 A 53 A 53 A

M I TS UB I S HI – RE NAU LT YOUR COMPLETE NEW CAR BUYER’S GUIDE WHAT IT ALL MEANS

Active Allure GT-Line GTi

$21,990 $24,990 $26,990 $29,990 308

L3T L3T L3T L4T

1.2 1.2 1.2 1.6

81 81 81 153

205 205 205 300

A6 A6 A6 M6

1070 1070 1070 1160

10.9 10.9 11.0 6.5

4.5 4.5 4.5 8.8

95 95 95 95

$26,990 $31,990 $35,990 $39,990 $45,990 508

L3T L3T L4TD L4T L4T

1.2 1.2 2.0 1.6 1.6

96 96 110 165 200

230 230 370 285 330

A6 A6 A6 A8 M6

1150 1150 1310 1204 1205

10.2 10.2 9.6 7.0 6.0

5.0 5.1 4.4 6.0 6.0

95 95 D 95 95

50 01/17 F 50 F 51 F 51 F 52 04/18 F

$53,990 $55,990 2008

L4T L4T

1.6 165 300 A8 1450 8.1 6.3 95 58 11/19 F 1.6 165 300 A8 1470 8.2 6.3 95 58 11/19 F

With its terrific three-pot engine, supple ride and handling, this is a fun package that only falls down when compared with a newer 3008 THE PICK: Wait for all-new 2008 out hopefully by the end of 2020

Active Allure GT-Line

$25,490 $29,490 $31,500 3008

L3T L3T L3T

1.2 81 1.2 81 1.2 81

205 A6 1188 11.3 4.8 95 53 F 205 A6 1188 11.1 8.4 95 53 05/17 F 205 A6 1188 11.3 4.8 95 52 F

Built on excellent 308 underpinnings, this is a proper SUV and a Gallic alternative to more common CX-5 fare. Plenty of cabin flair, too THE PICK: From Allure up, premiumness can embarrass posh Germans

Active Allure GT-Line GT

$37,490 $40,990 $44,990 $51,490 5008

L4T L4T L4T L4TD

1.6 1.6 1.6 2.0

121 121 121 133

240 240 240 400

A6 A6 A6 A8

1371 1371 1371 1433

9.3 9.9 9.9 8.9

9.2 7.0 7.0 5.0

95 95 95 D

48 09/18 F 48 09/17 F 49 13/17 F 49 F

$44,490 $48,490 $54,990

L4T L4T L4TD

1.6 121 240 A6 1473 10.5 7.0 95 52 F 1.6 121 240 A6 1473 10.0 7.0 95 53 04/18 F 2.0 133 400 A8 1575 9.5 7.7 D 54 09/18 F

Porsche

3 years/unlimited

GT3 GT3 GT3 RS Turbo Turbo S Turbo Cabriolet Turbo S Cabriolet GT2 RS Speedster

4 4 Sport Turismo 4 E-Hybrid 4E-HybridS’Turismo 4S 4S Sport Turismo Turbo TurboSportTurismo Turbo S E-Hybrid Turbo S E-Hybrid ST

S Turbo

S S GTS GTS

F4T F4T F4T F4T F4T F4T

E-Hybrid S Turbo

$229,500 $251,000 $265,000 $281,100

F6TT F6TT F6TT F6TT

460 460 470 710 750 710 750 750 470

M6 D7 D7 D7 D7 D7 D7 D7 M6

2.0 2.0 2.5 2.5 2.5 2.5

220 220 257 257 269 269

380 380 420 420 420 430

M6 D7 M6 D7 M6 D7

1335 1365 1355 1385 1375 1405

5.1 4.7 4.6 4.3 4.6 4.3

7.4 98 10.4 98 8.1 98 10.6 98 9.0 98 8.2 98

57 R 57 08/19 R 57 R 57 05/17 R 58 R 58 R

2.0 2.0 2.5 2.5 2.5 2.5

220 220 257 257 269 269

380 380 420 420 420 430

M6 D7 M6 D7 M6 D7

1335 1365 1355 1385 1375 1405

5.1 4.9 4.6 4.4 4.6 4.3

7.4 6.9 8.1 7.3 9.0 8.2

98 98 98 98 98 98

61 R 61 R 61 R 61 06/16 R 62 R 62 R

3.0 3.0 3.0 3.0

283 283 331 331

450 450 530 530

D8 D8 D8 D8

1505 1575 1515 1565

4.2 4.4 3.5 3.4

9.6 9.6 8.9 12.7

98 98 98 98

57 57 08/19

R R R A

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

1488 1505 1430 1595 1600 1665 1670 1470 1350

4.3 3.4 3.2 3.0 2.9 3.1 3.0 2.8 4.0

$214,800 $224,800 $232,100 $248,500 $255,800 $310,100 $317,400 $384,100 $390,300 $460,100 $466,400 Macan

V6T V6T V6T V6TTH V6TTH V6TT V6TT V8TT V8TT V8TTH V8TTH

3.0 3.0 3.0 2.9 2.9 2.9 2.9 4.0 4.0 4.0 4.0

243 243 243 340 340 324 324 404 404 500 500

450 450 450 700 700 550 550 770 770 850 850

D8 D8 D8 D8 D8 D8 D8 D8 D8 D8 D8

1815 1850 1880 2170 2200 1870 1900 1995 2025 2310 2340

5.5 5.3 5.3 4.6 4.6 4.2 4.2 3.6 3.6 3.4 3.4

$81,800 L4T $98,200 V6T $142,000 V6T Cayenne

15.9 98 12.7 98 12.8 98 9.1 98 9.1 98 9.3 98 9.3 98 11.8 98 13.8 98

-

7.6 7.8 7.8 2.5 2.5 8.2 8.2 9.4 9.4 2.9 2.9

98 98 98 98 98 98 98 98 98 98 98

57 57 57 57 57 57 57 57 57 57 57

2.0 185 370 D7 1795 6.7 8.9 95 63 3.0 260 480 D7 1865 5.3 8.9 98 63 2.9 324 550 D7 1925 4.3 9.8 98 63

$116,600 $136,700 $156,200 $241,600

V6T V6TH V6TT V8TT

3.0 3.0 2.9 4.0

250 340 324 404

450 700 550 770

A8 A8 A8 A8

1985 2295 2020 2175

6.2 5.0 5.2 4.1

Ram

03/19 R R 09/19 R A A A A 04/19 R 07/19 R

R A A A A A A A A A A

A A A

9.0 3.4 9.2 11.7

95 95 95 95

63 A 63 07/19 A 63 A 63 A

3 years/100,000

1500 Rides the middle ground between the regular dual-cab and oversized 2500 models. Variants split by final-drive ratios THE PICK: Depends what your towing needs are, we guess

3.21 3.92

$99,950 $99,950 2500

V8 V8

5.6 291 556 A8 2650 5.6 291 556 A8 2650 -

9.9 95 58 12.2 95 58

A A

Torque, weight and towing ability are mind-boggling. Makes the Hilux and Ranger look and feel like kids’ toys. We miss out on next-gen model THE PICK: The biggest caravan/boat/horse float you can throw at it

$139,950

L6TD

6.7 276 1084 A6 3577 -

Renault

15.0 D

-

A

5 years/unlimited

Zoe Slow-to-charge urban appliance which feels low-rent inside, and is pitched at the price of a top-spec hot hatch. Tough sell, but a charmer THE PICK: Wait for coming redesign or consider a Nissan Leaf

Life Intens

The Porsche 992 911 is a triumph, and that’s just the S variant. Base Carrera now in Oz bringing down entry costs, but still rapidly quick THE PICK: Carrera 4S is the go, for now

Carrera Carrera Cabriolet Carrera S Carrera 4S

368 368 383 397 427 397 427 515 375

The reason why Porsche is an SUV company with a side line in sports cars. Brilliantly executed, but no seven-seat option THE PICK: E-Hybrid is decent value given its tech (and performance)

Entry-level 2.0-litre offers all you really need. Still a class act with amazing poise but more mature 718 has lost some of its youthful zest THE PICK: S really hits the spot for pace and return on investment

$117,700 $119,932 $147,900 $152,890 $175,500 $181,480 911 992

4.0 4.0 4.0 3.8 3.8 3.8 3.8 3.8 4.0

Hot hatch meets SUV. Macan remains the class benchmark for dynamics, but interior is still cramped compared to rivals THE PICK: Go Turbo for legitimate Porsche performance experience

718 Cayman

S S GTS GTS

$326,400 F6 $326,400 F6 $416,500 F6 $389,600 F6TT $461,200 F6TT $411,100 F6TT $482,700 F6TT $645,000 F6TT $604,800 F6 Panamera

Big and clever. Pornographically extruded Sport Turismo is brash but curiously covetable. All truly gorgeous inside, brilliant behind the wheel THE PICK: Any one but you’ll need to consult the extensive options list

Once invincible, now rivals are queuing up to take a pop. Turbo engines lack musicality but that torque, that steering, those looks. Damn THE PICK: What can you afford?

$114,900 F4T $117,132 F4T $145,100 F4T $150,090 F4T $172,700 F4T $178,680 F4T 718 Boxster

Trans.

991.2 is sold out, but we are keeping the GT and Turbo models around so you can drool over those specs and fill your fantasy garage THE PICK: Anything your fantasy budget can afford

Brings French style and joie de drive to the mid-size SUV. Far better than previous gen, but 1.6T works hard loaded and ride still a bit firm THE PICK: GT-Line is the best value

Allure GT-Line GT

Torque

911 991.2

French range-topper heralds a return to the practical, enjoyable and stylish French mid-sizer. Two bodies share same spec level THE PICK: Fastback is stylish, but you’ll really stand out with the wagon

Fastback Sportswagon

Power

Price

45 F 42 F 43 03/16 F 47 12/18 F

Blessed with terrific dynamics, particularly in the GTi, and handsome style, the big surprise is how much fun the entry 1.2 triple can be THE PICK: They’re all great but the GTi is special

Active Allure Allure HDi GT GTi

Engine type

208 Clearly the hilarious and fabulous GTi is the 208 you want, but the three-pot turbo is also a charmer. The driving position is polarising THE PICK: GTi marked the rebirth of Peugeot back in 2012...

Size

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

5 years/unlimited Power

Size

Engine type

Price

Peugeot

PRICE: Recommended Retail Price at time of publication (* indicates driveaway) ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged, D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms 0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold

$47,490 $49,490 Clio

E E

40 68 40 68

220 1R 1480 14.5 15.8 220 1R 1480 13.5 15.8 -

53 53

F F

Stylish and dynamic even in characterful base triple form. Renaultsport versions are ball-tearers. New model coming, bargains abound THE PICK: Life or RS – so either end of the range spectrum, then

Life Life Zen

$16,990 $18,990 $20,990

L3T L4T L4T

0.9 66 1.2 88 1.2 88

135 M5 1019 12.1 7.3 95 43 08/19 F 190 D6 1019 9.4 5.2 95 47 F 190 D6 1104 9.4 5.2 95 47 F @wheelsaustralia

123

Broad appeal with flair, from Zen wagon to warm GT and searing RS280 hot hatch, but cabin finish and refinement could step up THE PICK: GT hits the sweet spot for everyday fun and ease

Zen hatch Zen sedan Zen wagon Intens sedan GT-Line hatch GT-Line wagon GT hatch GT wagon RS 280 Sport RS 280 Sport RS 280 Cup RS 280 Cup

$27,990 $28,490 $29,990 $33,990 $32,990 $33,990 $38,990 $39,990 $45,990 $50,490 $48,990 $51,990 Captur

L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T

1.2 1.2 1.2 1.2 1.2 1.2 1.6 1.6 1.8 1.8 1.8 1.8

97 97 97 97 97 97 151 151 205 205 205 205

205 205 205 205 205 205 280 280 390 390 390 390

D7 D7 D7 D7 D7 D7 D7 D7 M6 D6 M6 D6

1265 1321 1337 1321 1265 1337 1392 1430 1427 1450 1427 1450

9.5 9.7 9.7 9.7 10.3 7.1 7.3 5.8 5.8 5.8 5.8

5.6 6.1 6.2 6.1 5.6 5.6 6.0 6.0 7.4 7.5 7.4 7.5

95 95 95 95 95 95 95 98 98 98 98 98

50 50 50 50 51 51 51 51 52 53 52 53

F F F F F F F F F F F F

$21,990 $24,990 $28,990

L3T L4T L4T

0.9 66 1.3 110 1.3 110

135 M5 1134 13.0 5.2 95 45 84 9.22 5.4 95 46 250 D6 1284 250 D6 1284 11.1 5.4 95

F F

It’s vital that Renault’s Kadjar captures buyers if the brand wants to improve its sales. sales The Nissan Qashqai rival shares the same underpinnings but uses a zesty 1.3 turbo engine. Priced competitively, the Kadjar isn’t as ‘out there’ in the styling department as other Frenchies, which is a good thing. $29,990 $32,990 $37,990 Koleos

EX EX ELX ELX Ultimate XLV ELX XLV Ultimate

L4T L4T L4T

1.3 117 1.3 117 1.3 117

260 D7 1362 9.6 6.3 95 260 D7 1362 9.6 6.3 95 260 D7 1362 9.6 6.3 95 -

$30,990 $35,490 $45,990 $47,490

L4 L4 L4 L4TD

2.5 2.5 2.5 2.0

126 126 126 130

226 226 226 380

Rolls-Royce

F F F

C C C C

1552 1611 1608 -

9.4 9.5 9.8 -

8.1 8.1 8.3 6.1

91 91 91 D

50 51 52 53

F F A A

4 years/unlimited

Ghost

ELX LE Ultimate LE

EX ELX Ultimate

EX EX ELX Ultimate ELX XLV ELX LXV Ultimate XLV Ultimate Plus XLV

$595,000 $675,000 $695,000 Wraith

V12TT 6.6 420 820 A8 2435 4.9 13.6 95 V12TT 6.6 420 820 A8 2525 5.0 14.4 95 V12TT 6.6 450 840 A8 2498 4.8 14.6 95 -

08/10 R R R

Effortless power, presence and rarity, but massive dimensions and 2.4-tonne weight take the edge off dynamic credentials THE PICK: The regular with a few bespoke ‘individualisms’ should do it

$645,000 $745,000 Dawn

V12TT 6.6 465 820 A8 2440 4.6 14.3 95 V12TT 6.6 465 870 A8 2440 4.5 - 95 -

R R

Feels like an actual land yacht, but less likely to sink. Vision challenging with roof up, so just drive it on sunny days. A majestic land cruiser THE PICK: Our second-favourite type of dawn service

$749,000 V12TT 6.6 420 820 A8 2560 4.9 14.2 95 Phantom

R

Go on, have some artworks installed in the dash, indulge yourself.

You’ve obviously got too much money. Twin-turbo V12 a highlight THE PICK: Eww... don’t even get caught dead in the boggo model

EWB

$950,000 V12TT 6.5 420 900 A8 2560 5.3 13.9 95 $1,100,000 V12TT 6.5 420 900 A8 2610 5.4 13.9 95 Cullinan

1.6 1.6 1.6 1.6 1.6 1.6 1.6

94 94 94 85 85 85 85

160 160 160 300 300 300 300

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

M6 A6 M6 A6 A6 A6 A6

1230 1300 1300 1390 1480 -

-

6.6 7.2 6.6 7.2 5.5 5.9 5.9

91 91 91 D D D D

51 51 51 51 51 51 51

A A A A A A A

$32,990* $39,990* Rexton

L4TD L4TD

1.6 100 324 A6 1506 1.6 100 324 A6 1596 -

5.5 D 6.4 D

-

F A

$39,990* $46,990* $52,990* Musso

L4T L4TD L4TD

2.0 165 350 A7 2010 2.2 133 420 A7 2230 2.2 133 420 A7 2230 -

10.4 91 53 8.3 D 53 8.3 D 53

F A A

$685,000

V12TT 6.6 420 850 A8 2660 5.2 15.0 95 -

whichcar.com.au/wheels

A

$30,490 $32,490 $35,990 $39,990 $33,990* $35,990* $39,990* $43,990*

L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD

2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2

133 133 133 133 133 133 133 133

420 420 420 420 420 420 420 420

M6 A6 A6 A6 M6 A6 A6 A6

-

10.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0

8.2 8.9 8.9 8.9 8.2 8.9 8.9 8.9

D D D D D D D D

46 46 46 46 46 46 46 46

A A A A A A A A

5 years/unlimited

Fabia Packed with personality, practicality too if you’re wise enough to choose a wagon, but feel outclassed by newer-gen VW Polo THE PICK: 81TSI wagon a unique and likeable proposition

70TSI 70TSI wagon 81TSI 81TSI wagon 81TSI Monte Carlo 81TSI M’ Carlo wgn

$16,890 L3T 1.0 $18,040 L3T 1.0 $19,890 L3T 1.0 $21,040 L3T 1.0 $23,990 L3T 1.0 $25,140 L3T 1.0 Rapid Spaceback

70 70 81 81 81 81

160 160 200 200 200 200

M5 M5 D7 D7 D7 D7

1043 1107 1097 1161 1097 1087

10.6 10.8 9.8 9.9 10.5 9.4

4.5 4.5 4.7 4.7 4.7 4.7

95 95 95 95 95 95

46 F 46 F 47 F 47 F 48 05/18 F 48 F

A sniff of old-school tech and a drab, budget interior only slightly spoil this clever rework of the Polo platform. A lot of car for the money THE PICK: Easy to like, but coming Scala will be a lot more modern

92TSI

$23,990 Octavia

L4T

1.4 92

200 D7 1210 9.4 6.0 95 41

F

Enormous luggage capacity, eager and efficient engines and value for money make you wonder why you’d choose VW. Oh. Resale THE PICK: RS gains IRS, is quieter as well as more dynamic for it

110TSI sedan 110TSI wagon 110TSI sedan 110TSI wagon 110TSI Sport 110TSI Sport wagon RS sedan RS245 sedan RS wagon RS245 wagon

R R

Luxury has reached a new level. May seem expensive, but it’s cheaper than a helicopter. But whatever you do, just don’t call it an SUV THE PICK: The one with the darkest possible window tinting

124

L4T L4T L4T L4TD L4TD L4TD L4TD

Skoda

Touches of BMW 7 Series tech do little to reduce the wonder of this majestic V12 monster. Suicide doors are a joy to use THE PICK: Any will suffice, but Black Badge

Black Badge

$23,490* $25,490* $27,490* $29,990* $33,990* $31,990* $34,990* Korando

Newest model for SsangYong as it tries to re-establish itelf in Oz. Diesel-only line-up could be limiting for certain buyers THE PICK: Google Mazda CX-5 or Toyota RAV4

Space and appeal on face value, but there’s little dynamic depth or polish here, or much in the way of French charm. Or residual value THE PICK: Very un-Renault feel, so go for the related Kadjar instead

EWB Black Badge

Torque

Small, underdone and outdated before it even arrived in Oz. Look for the thoroughly facelifted version coming soon, then ignore it THE PICK: See MG SUVs

For those wanting 1262 litres of cargo space on a budget, look no further than XLV variants that add 310mm of length to the tray THE PICK: XLV for size queens but near-new Japanese ute a better bet

KADJAR

Life Zen 4x2 Intens Intens Diesel

Power

Tivoli

15

All-important Frenchie

Life Zen Intens

7 years/unlimited

Surprisingly competent take on the 4x4 wagon. Handsome interior, inoffensive exterior and keen pricing means they should shift a few THE PICK: Enjoy the effortless torque of the diesel

Sliding rear seat helps make this one of the roomy exceptions in the squeezy baby SUV class. Handsome replacement here mid-2020 THE PICK: The less you spend, the better, or wait until all-new Mk2

Zen Zen Intens

SsangYong

49 F 49 F 51 12/18 F 51 F

Size

95 95 95 95

Engine type

5.2 5.2 9.3 6.3

Drive

9.4 9.4 7.0 6.7

Price

1104 1120 1218 1218

Issue tested

D6 D6 D6 D6

Resale %

190 190 260 260

RON

88 88 147 147

Fuelcons.

Trans.

1.2 1.2 1.6 1.6

0-100

Torque

L4T L4T L4T L4T

Kerb weight

Power

$23,490 $23,490 $30,990 $32,490 Megane

Size

Intens GT-Line RS200 Sport RS200 Cup

Engine type

Price

Data bank

$23,890 $25,390 $26,390 $27,890 $30,390 $31,890 $39,990 $45,490 $41, 490 $46,990 Superb

L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T

1.4 1.4 1.4 1.4 1.4 1.4 2.0 2.0 2.0 2.0

110 110 110 110 110 110 180 180 180 180

250 250 250 250 250 250 370 370 370 370

M6 M6 D7 D7 D7 D7 D7 D7 D7 D7

1219 1251 1234 1266 1234 1266 1391 1391 1458 1462

8.1 8.2 8.1 8.2 8.3 8.3 6.6 6.6 6.6 6.6

5.4 5.2 6.4 6.4 6.4 6.4 6.4 6.4 6.4 6.4

98 98 98 98 98 98 98 98 98 98

44 05/19 F 44 F 44 F 44 F 44 F 44 F 44 F 44 F 44 F 44 F

Not quite as poised as a Passat but Superb has more personality, impressive space and quality feel. Facelifted model arriving soon THE PICK: Spend the least amount to justify this over superior Passat

162TSI 162TSI wagon

$40,690 $42,390

L4T L4T

2.0 162 350 D6 1463 6.6 6.4 95 39 09/16 F 2.0 162 350 D6 1490 7.1 6.4 95 39 F

R E NAULT – T ES LA YOUR COMPLETE NEW CAR BUYER’S GUIDE

$29,990 $32,290 Kodiaq

L4T L4T

1.5 110 1.5 110

250 M6 1303 8.4 5.7 95 46 F 250 D7 1318 9.5 9.6 95 46 09/18 F

Skoda wins the space race again, with plenty of comfort, as well as surprise and delightful features, but value equation appeals the most THE PICK: The best Skoda on sale in Australia. We like the petrol Sportline

132TSI 4x4 132TSI 4x4 Sportline 140TDI 4x4 140TDI 4x4 Sportline

$42,990 $46,990 $48,990 $52,990

L4T L4T L4TD L4TD

2.0 2.0 2.0 2.0

132 132 140 140

320 320 400 400

D7 D7 D7 D7

1677 1677 1761 1761

8.8 8.2 8.6 8.5

Subaru

7.6 7.6 5.9 9.7

95 95 D D

54 54 55 55 08/18

A A A A

5 years/unlimited

Premium Premium tS tS

2.5i 2.5i-L 2.5i- Premium 2.5i-S

F4 F4 F4 F4 F4 F4 F4 F4

2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

115 115 115 115 115 115 115 115

196 196 196 196 196 196 196 196

C C C C C C C C

1386 1399 1409 1421 1409 1421 1433 1438

10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.1

6.6 6.6 6.6 6.6 6.6 6.6 7.2 7.2

91 91 91 91 91 91 91 91

54 54 54 54 54 54 54 54

A A A A A A A A

$28,280 $30,640 $32,440 $35,540 WRX

F4 F4 F4 F4

2.0 2.0 2.0 2.0

115 115 115 115

196 196 196 196

C C C C

1422 1434 1434 1445

10.7 9.7 10.7 10.7

7.0 7.0 7.0 7.0

91 91 91 91

52 A 52 09/19 A 54 A 54 A

Iconic Rex brings pace, traction, handling, practicality and value as ever, but it’s a bit rough round the edges compared with Euro rivals THE PICK: Base WRX still represents outstanding-value engineering

Premium Premium STi STi Premium STI spec. R

$39,340 $42,340 $45,740 $48,940 $50,990 $55,740 $57,790 Liberty

F4T F4T F4T F4T F4T F4T F4T

2.0 2.0 2.0 2.0 2.5 2.5 2.5

197 197 197 197 221 221 221

350 350 350 350 407 407 407

M6 C M6 C M6 M6 M6

1469 1527 1504 1562 1525 1537 1537

6.0 6.3 6.0 6.3 4.9 5.3 4.9

9.2 95 8.6 95 9.2 95 8.6 95 10.4 98 10.4 98 10.4 98

55 55 55 55 66 67 67

08/14 04/18 04/18 09/14

A A A A A A A

$30,240 F4 $36,640 F4 $43,140 F6 Outback

2.5 129 235 C 2.5 129 235 C 3.6 191 350 C

$36,240 $42,640 $38,740 $45,640 $49,140 Levorg

F4 F4 F4TD F4TD F6

2.5 2.5 2.0 2.0 3.6

129 129 110 110 191

235 235 350 350 350

C C C C C

1542 9.6 7.3 91 55 03/15 A 1568 9.2 7.3 91 57 09/16 A 1645 7.3 9.9 91 57 02/15 A

1597 1628 1685 1724 1702

10.2 10.2 9.9 9.9 7.6

7.3 7.3 6.3 6.3 9.9

91 91 D D 91

GL Navigator GL Navigator GL Navigator safety GLX Turbo Sport Sport

$36,090 $42,990 $49,240 $52,090

F4T F4T F4T F4T

1.6 1.6 2.0 2.0

125 125 197 197

250 250 350 350

C C C C

1579 1620 1631 1631

8.9 8.9 6.6 6.6

7.4 7.4 8.7 8.7

95 95 95 95

54 03/15 A 55 A 55 A 56 07/15 A 56 02/15 A

57 57 58 58

M6 A6 M6 A6 M6 A6

1282 1304 1282 1304 1295 1317

7.8 8.2 7.6 8.2 7.6 8.2

9.0 7.1 7.8 7.1 7.8 7.1

Drive

Issue tested

Resale %

RON

95 95 95 95 95 95

50 05/17 R 51 R 51 R 51 R 51 R 51 R

$33,490 $35,490 $38,490 $41,490

F4 F4 F4 F4

2.5 2.5 2.5 2.5

136 136 136 136

239 239 239 239

C C C C

1563 1565 1586 1617

7.4 7.4 7.4 10.1

9.1 9.1 9.1 9.2

91 91 91 91

55 55 55 55 06/19

A A A A

5 years/unlimited

$16,990 $17,990 $18,990 $22,990 $25,490 $27,490 Baleno

L4 L4 L4 L3T L4T L4T

1.2 1.2 1.2 1.0 1.4 1.4

66 66 66 82 103 103

120 120 120 160 230 230

M5 C C A6 M6 A6

870 900 900 915 970 990

10.8 10.2 7.6 -

6.5 4.8 4.8 5.1 8.1 6.1

91 91 91 91 95 95

55 08/19 F 44 F 47 F 55 05/18 F 55 12/18 F 55 F

Doesn’t offer too much to convince us that a Swift isn’t a wiser pick.

Better than you’d think but that’s not saying much. A triumph in space THE PICK: Get the GLX while you can, because turbo’s about to vanish

GL GL GLX

$15,990 $16,990 $18,990 S-Cross

L4 L4 L3T

1.4 68 1.4 68 1.0 82

130 M5 895 130 A4 915 160 A6 935

-

5.1 91 45 5.4 91 44 5.2 91 46

F F F

Cut-down range seems to have only delivered Australia the S-Cross cast-offs. No AWD, no manual = no interest, though turbo is a flyer THE PICK: Easy. Go Vitara Turbo instead

Turbo Turbo Prestige

$27,990 $29,490 Jimny

L4T L4T

1.4 103 220 A6 1170 1.4 103 220 A6 1170

8.5 7.8 95 46 05/17 F - 5.9 95 46 F

Pint-size off-roader can’t be stopped by terrain, though you’ll risk your sanity on prolonged highway stints. We’re talking 20th-century tech THE PICK: Farmers, 4x4 drivers need only apply

$23,990 $25,990 Ignis

GL GL GLX

L4 L4

1.5 75 1.5 75

130 M5 1075 130 A4 1090 -

6.4 91 52 6.9 91 52

A A

A A A A

$15,990 $16,990 $18,990 Vitara

L4 L4 L4

1.2 66 1.2 66 1.2 66

120 M5 820 120 C 865 120 C 865

-

4.7 91 44 F 4.9 91 45 08/17 F 4.9 91 45 F

Well packaged, but ageing. Facelift has improved interior quality, but we’d still avoid the base atmo engine if you drive over hilly terrain THE PICK: Turbo AWD, thanks to that pearler blown 1.4L gem

Turbo Turbo AWD

$22,490 $24,490 $29,990 $33,990

L4 L4 L4T L4T

Tesla

Levorg seems to have it all – sharp price (in low grades), practical wagon body and turbo boxer pace. But CVT and dull dynamics THE PICK: Previous Impreza wagon in disguise, so go sub-WRX GT-S

1.6 GT 1.6 GT Premium 2.0 GT-S 2.0 STI Sport

205 205 205 205 205 205

Swift

Liberty wagon appeal and practicality with a light off-roading slant, the Outback is a better bet than its sedan sibling in every spec THE PICK: Spend as little as possible as all-new one just around corner

2.5i 2.5i Premium 2.0D 2.0D Premium 3.6R Premium

147 147 147 147 147 147

Delightful baby SUV marred by the lack of a 1.0-litre turbo triple.

Pricing is sharp, steering, ride less so. A hit-and-miss affair, then THE PICK: GL manual or – much better still – any Swift

Sensible Subie looks and feels classy and is a solid drive, but it falls short of the nameplate’s historical dynamic appeal and refinement THE PICK: Soon to die, so we’d wait for coming Outback redesign

2.5i 2.5i Premium 3.6R Premium

2.0 2.0 2.0 2.0 2.0 2.0

Appealing and effervescent tot. Interior well equipped, if a little chintzy. Sport well worth the added outlay. You can thank us later THE PICK: GL manual or Sport manual – both represent great fun

Impreza in Lycra comes in cool colours, brings more ground clearance, but also a bit less chassis polish and ride comfort than its sibling THE PICK: Premium or S for superior cabin presentation

2.0i 2.0i-L 2.0i Premium 2.0i-S

F4 F4 F4 F4 F4 F4

Suzuki

Interior, refinement, ride and handling all polished, but the flat-four is light-on for grunt and base 2.0i misses out on safety kit. Nearly there THE PICK: Not the base. Subaru, please give Impreza more grunt!

$22,690 $22,890 $24,790 $24,990 $26,590 $26,790 $29,540 $29,740 XV

$34,990 $36,280 $35,790 $37,790 $40,194 $42,194 Forester

Space, refinement, value, practicality and driver appeal, with decent flat-four and CVT combo. Still looks a little boxy, no bad thing to some THE PICK: 2.5i incredibly complete and one of the best buys out there

Impreza

2.0i sedan 2.0i hatch 2.0i-L sedan 2.0i-L hatch 2.0i Premium sedan 2.0i Premium hatch 2.0i-S sedan 2.0i-S hatch

Fuelcons.

BRZ Toyota 86 co-development boasts the same slick steering, fine RWD balance and powertrain, but with a dab less oversteer, more exclusivity THE PICK: tS for the upgrades, base for value, Premium if undecided

Less quirky-cool than the Yeti it replaces, the Karoq still tempts on price and has plenty of handy features, space and efficiency on its side THE PICK: 110TSI manual, if you don’t have to face awful traffic

110TSI 110TSI

0-100

39 05/16 F 39 F 40 A 40 05/16 A 41 03/18 A 41 A

Kerb weight

D D 95 95 95 95

Trans.

4.8 4.8 7.3 7.3 7.3 7.3

Torque

7.7 7.8 5.8 5.8 5.4 5.8

Power

RON

1513 1540 1573 1600 1600 1600

Size

Fuelcons.

D6 D6 D6 D6 D6 D6

Engine type

0-100

400 400 350 350 350 350

Price

Kerb weight

140 140 206 206 206 206

Drive

Trans.

2.0 2.0 2.0 2.0 2.0 2.0

Issue tested

Torque

L4TD L4TD L4T L4T L4T L4T

Resale %

Power

$44,690 $46,390 $51,790 $53,490 $56,790 $58,490 Karoq

Size

140TDI 140TDI wagon 206TSI 4x4 206TSI 4x4 wagon Sportline Sportline wagon

Engine type

Price

WHAT IT ALL MEANS PRICE: Recommended Retail Price at time of publication (* indicates driveaway) ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged, D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms 0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold

1.6 1.6 1.4 1.4

86 86 103 103

156 156 220 220

M5 A6 A6 A6

1075 1120 1160 1235

8.3

5.8 6.0 5.9 6.2

91 91 95 95

49 02/16 F 50 02/16 F 50 F 52 08/16 A

4 years/80,000km

Model 3 Finally in Australia, the Model 3 promises to change the EV game.

Prices aren’t as cheap as touted, but stil competitive THE PICK: Performance promises to be a real M3/C63 rival for cheap

Standard Plus Long Range Performance

$66,000 $85,000 $91,200

E E E

50 211 375 R1 1611 5.6 12.0 75 307 510 R1 1847 4.6 13.2 75 353 639 R1 1847 3.4 18.0 -

57 R 57 A 58 10/19 A

@wheelsaustralia

125

Standard Range Long Range Performance Perf w/ Ludicrous

$112,800 $128,200 $137,700 $147,000 Model X

E E E E

75 100 100 100

245 311 451 451

659 660 931 931

R1 R1 R1 R1

2090 2200 2250 2250

4.2 3.8 3.2 2.6

17.5 18.1 19.8 19.8

-

55 55 55 55

A A A A

GT GT GTS GTS

$119,600 $135,000 $144,200 $152,700

E E E E

75 100 100 100

245 311 451 451

659 660 931 931

R1 R1 R1 R1

2330 2459 2509 2509

4.8 4.6 3.6 2.9

20.4 20.7 22.4 22.4 -

61 63 63 63 13/18

A A A A

$15,390 $16,920 $18,080 $19,610 $22,670 Prius C

L4 L4 L4 L4 L4

GT GTS

63 63 80 80 80

120 120 141 141 141

M5 A4 M5 A4 A4

1025 1035 1045 1055 1055

13.7 -

5.8 6.4 5.9 6.4 6.4

91 91 91 91 91

53 F 55 03/15 F 56 F 55 F 57 F

Overlook the cheapo feel and dull dynamics and it’s an economical non-diesel supermini. Low expectations: the secret to a happy life THE PICK: But there’s more to life than this, so go Corolla hybrid instead

$24,040 L4H $26,540 L4H Corolla Sedan

1.5 74 1.5 74

169 C 169 C

1120 1140 -

3.9 91 57 3.9 91 58

F F

Corolla sedan soldiers on alongside the night-and-day-better new hatch. Plenty of space for your buck, but wait for the new one THE PICK: 2020 Corolla sedan, current Corolla hatch or Mazda 3

$21,240 L4 $23,490 L4 $23,820 L4 $26,070 L4 $31,920 L4 Corolla Hatch

1.8 1.8 1.8 1.8 1.8

103 103 103 103 103

173 173 173 173 173

M6 C M6 C C

1260 1280 1280 1285 1295

-

6.8 6.4 6.8 6.4 6.4

91 91 91 91 91

48 47 49 45 50

F F F F F

New-gen platform serves up a Corolla that rides and handles! Safety kit and ZR-spec cabin class are pluses, but boot is outrageously small THE PICK: They’re all good, though hybrids are surprisingly slow

Ascent Sport Ascent Sport Ascent Sport hybrid SX SX Hybrid ZR ZR Hybrid

$22,870 $24,370 $25,870 $26,870 $28,370 $30,370 $31,870 Camry

L4 L4 L4H L4 L4H L4 L4H

2.0 2.0 1.8 2.0 1.8 2.0 1.8

125 125 90 125 90 125 90

200 200 142 200 142 200 142

M6 C C C C C C

1320 1340 1360 1360 1360 1360 1360

9.2 8.9 10.0 9.2 10.0 9.6 10.0

6.3 6.0 4.2 6.0 4.2 6.0 4.2

91 91 91 91 91 91 91

46 F 48 12/18 F 49 F 47 F 50 F 50 05/19 F 50 F

Koba Koba

$27,790 L4 $30,090 L4 $30,090 L4H $32,090 L4H $33,390 L4 $37,390 V6 $40,090 L4 $41,090 L4H $44,090 V6 Prius Hatch

2.5 2.5 2.5 2.5 2.5 3.5 2.5 2.5 3.5

133 133 160 160 135 224 151 160 224

231 231 423 423 235 362 270 423 362

A6 A6 C C A6 A8 A6 C A8

1490 1505 1580 1580 1530 1595 1560 1635 1625

6.7

7.8 7.8 4.2 4.2 8.3 8.9 8.3 4.5 8.7

91 91 91 91 91 95 91 91 95

43 44 44 44 44 45 45 45 46

F 13/17 F 13/17 F F 13/17 F F F 08/18 F 13/17 F

No longer dull – way better to drive, with expected frugality, surprising cabin polish, and rear headroom compromised by aero teardrop profile THE PICK: i-Tech for the added tech

i-Tech

$36,440 $43,900 Prius V

L4H L4H

1.8 90 1.8 90

142 C 142 C

1375 1400 -

GX 2.0 FWD GX 2.0 FWD GX 2.5 FWD GX 2.5 AWD GXL 2.0 FWD GXL 2.5 FWD GXL 2.5 AWD Cruiser 2.0 FWD Cruiser 2.5 FWD Cruiser 2.5 AWD Edge 2.5 AWD

i-Tech

126

$37,590 $45,380

L4H L4H

1.8 100 142 C 1.8 100 142 C

whichcar.com.au/wheels

1505 1570 -

4.4 91 55 4.4 91 57

F F

152 147 152 147

212 205 212 205

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

M6 A6 M6 A6

1234 1257 1252 1272

7.4 8.2 7.4 8.2

8.4 7.1 8.4 7.1

95 95 95 95

60 60 61 51

R R R R

$84,900 $94,900 C-HR

L6T L6T

3.0 250 500 A8 1495 4.4 7.7 91 67 3.0 250 500 A8 1495 4.6 14.4 91 67 11/19

R R

$26,990 $28,990 $30,990 $33,290 $35,290 RAV4

L4T L4T L4T L4T L4T

1.2 1.2 1.2 1.2 1.2

85 85 85 85 85

185 185 185 185 185

M6 C C C C

1375 1385 1460 1385 1460

11.3 10.9 -

6.3 6.4 6.5 8.0 6.5

95 95 95 95 95

52 F 52 02/18 F 52 F 54 05/17 F 54 F

$30,640 $32,640 $35,140 $38,140 $35,640 $38,140 $41,140 $39,140 $41,640 $44,640 $47,140 Kluger

L4 L4 L4H L4H L4 L4H L4H L4 L4H L4H L4H

2.0 2.0 2.5 2.5 2.0 2.5 2.5 2.0 2.5 2.5 2.5

127 127 155 155 127 155 155 127 155 155 155

207 207 221 221 203 221 221 207 221 221 221

M6 C C C C C C C C C C

1515 1515 1650 1705 1545 1650 1705 1515 1650 1705 1645

9.8 9.6 7.9 8.0 9.6 7.9 8.0 9.6 7.9 8.0 7.9

6.8 6.5 4.7 4.8 6.5 4.7 4.8 6.5 4.7 8.7 4.8

91 91 91 91 91 91 91 91 91 91 91

50 F 51 12/19 F 51 F 51 A 52 07/19 F 52 F 52 A 52 F 53 F 53 06/19 A 54 A

Strong (if thirsty) engine, practicality, space and standard seven seats appeal. Now is time to drive a hard bargain, as new model coming THE PICK: Not bad but we’d wait for 2020 redesign or go a Mazda CX-9

GX GX GXL GXL Grande Grande

$44,500 $48,500 $54,950 $58,950 $65,519 $69,246 Fortuner

V6 V6 V6 V6 V6 V6

3.5 3.5 3.5 3.5 3.5 3.5

218 218 218 218 218 218

350 350 350 350 350 350

A8 A8 A8 A8 A8 A8

1980 2045 1980 2045 2025 2100

8.1 8.5 8.1 8.5 8.1 8.0

9.1 9.5 9.1 9.5 9.3 8.5

91 91 91 91 91 91

54 55 55 56 56 57 12/18

F A F A F A

All the rugged, off-roading strengths of its Hilux basis, as well as the vague steering, choppy ride and sluggish six-speed auto. Way off pace THE PICK: Ford Everest – at least that’s engineered for Australia

GX GXL Crusader

$44,590 $49,490 $56,990 Prado

L4TD L4TD L4TD

2.8 130 450 A6 2110 2.8 130 450 A6 2105 2.8 130 450 A6 2135 -

8.6 D 8.6 D 8.6 D

60 60 61

A A A

Genuine off-road ability, turbo-diesel torque and Toyota dependability... yep, there’s plenty to like about Prado, just not on the school run THE PICK: GXL brings extra kit but hose-down GX base appeals

GX GX GXL GXL VX Kakadu

$53,490 L4TD $56,490 L4TD $59,990 L4TD $62,990 L4TD $73,619 L4TD $84,119 L4TD LandCruiser 70

2.8 2.8 2.8 2.8 2.8 2.8

130 130 130 130 130 130

420 450 420 450 450 450

M6 A6 M6 A6 A6 A6

2230 2240 2315 2325 2385 2455

-

7.9 D 8.0 D 7.9 D 8.0 D 8.0 D 8.0 D

61 61 61 61 61 61

A A A A A A

Huge bush-bashing capability and monster diesel V8 make this ’80s survivor useful, but you’ve gotta get right outta town. A dated relic THE PICK: Awful to ride in, live with and drive back in civilisation

WorkMate GXL

3.4 91 48 07/12 F 3.4 91 50 F

V is all about maximum seating, minimum consumption and reliability, not enjoyment, especially with such low outputs. Resale is very high THE PICK: i-Tech has more desirable gear thrown in

2.0 2.0 2.0 2.0

RAV4 Mk4 switches to TNGA tech, now may be most improved model of the year with newfound handling, ride, refinement. Big space too THE PICK: Cruiser Hybrid AWD offers intriguing engineering solutions

Dynamics and looks join performance, value and dependability in a Japanese-built Camry that’s at its best in Ascent Hybrid or SL form THE PICK: Avoid V6, which is swift and smooth but nose-heavy

Ascent Ascent Sport Ascent Hybrid Asc. Sport Hybrid SX SX V6 SL SL Hybrid SL V6

F4 F4 F4 F4

Bold design with capable dynamics and solid equipment make this a fine small SUV but 1.2 turbo feeble and it’s claustrophobic in the back THE PICK: Koba for all the kit but we’d wait for incoming facelift

5 years/unlimited km

1.3 1.3 1.5 1.5 1.5

$31,440 $33,740 $36,640 $38,940 Supra

Enright says the reborn Supra is “a friendlier, more pleasant thing to pedal than the M2”. Just don’t call it a BMW THE PICK: Limited availability means whatever you can get a hold of

Yaris

Ascent Ascent SX SX ZR

Torque

Pure rear-drive dynamics, superb steering and a taste for oversteer.

Go the manual for involvement (and the full 152kW) THE PICK: GTS manual will bring a ray of sunshine to your life

Embarrassingly dated, with reliability and low ownership cost the only virtues. Comparatively slow, thirsty, uncomfortable and noisy. Forget it THE PICK: Mazda 2 and Suzuki Swift light-years ahead

i-Tech

Power

86

Surprisingly exciting to drive, much-lauded game-changer with mega-tablet centre stack. Tesla’s charging network a major asset THE PICK: Go for all the bells and whistles, but any S feels special

Toyota

Ascent Ascent SX SX ZR

Size

Model S

Falcon Wing doors an expensive gimmick, but the ungainly Model X is always an event. More real-world utility than you might expect THE PICK: Aim high, especially after X’s star turn in The Handmaid’s Tale

Standard Range Long Range Performance Perf w/ Ludicrous

Engine type

Price

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

Power

Size

Price

Engine type

Data bank

$65,240 V8TD $69,240 V8TD LandCruiser

4.5 151 4.5 151

430 M5 2295 430 M5 2295 -

10.7 D 10.7 D

58 69

A A

Touring comfort and go-anywhere ability make pensioner ’Cruiser great for the bush but a barge in the city. Surely a new one’s coming?

THE PICK: GLX diesel seems the right balance, but the 200’s getting on

GX GXL GXL VX

$77,890 $83,200 $88,300 $93,410

V8TTD V8 V8TTD V8

4.5 4.6 4.5 4.6

200 227 200 227

650 439 650 439

A6 A6 A6 A6

2635 2585 2630 2640

-

9.5 D 13.4 91 9.5 D 13.4 91

61 61 69 61

A A A A

T E SLA – VO LVO YOUR COMPLETE NEW CAR BUYER’S GUIDE

Workmate Workmate SR SR SR5 SR5 Rugged Rugged Rugged X Rugged X Rogue

$43,990 $45,990 $46,640 $48,640 $54,440 $56,440 $54,990 $56,990 $61,690 $63,690 $61,690

L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD L4TD

2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8

130 130 130 130 130 130 130 130 130 130 130

420 450 420 450 420 450 420 450 420 450 450

M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 A6

2045 2045 2080 2080 2075 2075 2238 2238 2252 2252 2174

11.2 -

Volkswagen

7.8 D 8.6 D 8.1 D 10.9 D 7.7 D 8.4 D 7.8 D 8.5 D 7.8 D 8.5 D 8.4 D

52 A 54 A 55 A 56 07/18 A 56 A 57 A 57 A 57 A 58 A 58 A 58 A

5 years/unlimited

190TDI Launch Ed

$25,290 $29,290 $30,190 $31,690 $36,490 $37,990 $35,750 $39,990 $46,190 $57,190 $59,190 Passat

$36,790 $38,790 $42,790 $44,790 $61,290 $51,290 $54,990 Arteon

L3T L3T L3T L3T L3T L4T

1.0 1.0 1.0 1.0 1.0 2.0

70 70 85 85 85 147

175 175 200 200 200 320

M5 D7 M6 D7 D7 D7

1111 1147 1116 1152 1152 1285

10.8 10.8 9.5 9.5 9.5 6.4

4.8 5.0 5.1 5.0 5.0 9.0

95 95 95 95 95 95

47 46 47 46 47 56 12/18

F F F F F F

L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T L4T

1.4 1.4 1.4 1.4 1.4 1.4 1.8 1.8 2.0 2.0 2.0

110 110 110 110 110 110 132 132 180 213 213

250 250 250 250 250 250 280 280 370 380 380

D7 D7 D7 D7 D7 D7 D6 D6 D7 D7 D7

1233 1312 1233 1312 1233 1312 1491 1491 1326 1495 1476

9.1 9.5 9.1 9.5 8.3 9.5 7.8 7.8 6.4 5.0 5.2

5.1 5.2 5.1 5.2 8.2 5.2 6.8 6.8 6.6 6.9 7.1

95 95 95 95 95 95 95 95 95 95 95

58 F 58 F 58 F 58 F 58 05/19 F 58 F 58 A 58 A 58 F 61 A 62 A

L4T L4T L4T L4T L4T L4TD L4TD

1.8 1.8 1.8 1.8 2.0 2.0 2.0

132 132 132 132 206 140 140

250 250 250 250 350 400 400

D7 D7 D7 D7 D6 D6 D6

1450 1483 1450 1483 1639 1671 1671

7.9 8.1 7.7 8.1 5.7 8.0 8.0

6.0 6.0 6.0 6.0 7.4 5.4 5.4

95 95 95 95 95 D D

48 F 48 02/16 F 49 09/16 F 49 F 51 A 50 A 50 A

Cracking styling, mighty front-end, AWD traction and great damping.

Left Stinger GT and VF SS-V for dead in twisties; hugely kitted cabin THE PICK: We suspect Australia receives the best Arteon made

206TSI R-Line

$67,490 Tiguan

L4T

2.0 206 350 D6 1716

5.4 10.1 95 46 12/17 A

Tiguan now more spacious but too sober in lower-line versions, is getting pricey and tempered by a hard ride without adaptive dampers THE PICK: 132TSI Comfortline with a few luxury options

110TSI Trendline 110TSI Comfortline 132TSI Comfortline 162TSI Highline 162TSI Wolfsburg

$34,150 L4T 1.4 $38,650 L4T 1.4 $43,150 L4T 2.0 $50,150 L4T 2.0 $55,490 L4T 2.0 Tiguan Allspace

110 110 132 162 162

250 250 320 350 350

D6 D6 D7 D7 D7

1500 1500 1600 1637 -

9.5 9.5 7.9 6.6 6.5

6.6 95 6.6 95 8.5 95 10.7 95 8.1 95

58 58 58 11/18 58 06/19 58

F F A A A

Big boot, small third row in stretched Tiguan seven-seater, the Mexican-made Allspace is overshadowed by related Skoda Kodiaq THE PICK: 132TSI AWD

132TSI Comfortline 162TSI Highline

$45,490 $52,990

L4T L4T

2.0 132 320 S7 1735 8.2 7.9 95 58 2.0 162 350 S7 1769 6.8 8.3 95 58

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

3.0 190 600 A8 2086 6.5 7.4 D

TDI400 Core TDI420 Core TDI420 Core Plus TDI550 Core Sportline 550 Highline 550 Ultimate 580

$44,590 $47,590 $51,590 $52,590 $56,590 $61,090 $72,790

L4TD L4TD L4TD V6TD V6TD V6TD V6TD

2.0 2.0 2.0 3.0 3.0 3.0 3.0

132 132 132 165 165 165 190

400 420 420 550 550 550 580

M6 A8 A8 A8 A8 A8 A8

1873 1873 1978 2091 2078 2169 2196

10.5 10.5 10.5 7.9 7.9 7.9 7.9

Volvo

Volkswagen’s quiet achiever just goes from strength to strength.

Needs a version with more grunt to round out the range THE PICK: 132TSI Comfortline wagon better than most SUVs

132TSI 132TSI wagon 132TSI Comfortline 132TSI C’line wagon 206TSI R-line wagon 140TDI Alltrack Wolfsburg Alltrack

$89,990 V6TD Amarok

58 03/19 A

The thinking person’s dual-cab, with powerhouse V6 option, eight ratios, constant AWD, and unmatched refinement in class THE PICK: Any V6TD will convert sceptics

8.0 8.4 8.4 9.0 11.2 9.0 8.9

D D D D D D D

54 A 54 A 54 A 54 A 54 07/18 A 54 A 54 A

3 years/unlimited

S60 A true sleeper, particularly in T8 form, the S60 is Sweden’s suave C-Class and 3 Series rival, packing some serious hybrid heat THE PICK: Hybrid if you can stretch to it

T5 Momentum T5 Inscription T5 R-Design T8 R-Design

The R finally steps out of the GTI’s shadow, but the news is all good across the range. Mk8 is waiting in the wings, expected to arrive 2020 THE PICK: No losers here but 110 Trendline especially good value

110TSI Trendline 110 T’line Wagon 110TSI Comfortline 110TSI C’line Wagon 110TSI Highline 110TSI H’line Wagon 132TSI Alltrack 132TSI Alltrack Prm GTI R R Wagon

Kerb weight

VW’s large SUV moves upmarket in terms of luxury, but crucially undercuts rivals on price. More affordable variants still incoming THE PICK: There’s just the one for now

Biggest-ever hatch scores with sweet and thrusty three-pot turbos and superb dynamics but base is barren inside and DSG hates hills THE PICK: Manuals are lovelier, or stretch to the excellent GTI

$18,790 $21,290 $20,290 $22,790 $24,990 $31,990 Golf

Trans.

Touareg

Polo

70TSI Trendline 70TSI Trendline 85TSI Comfortline 85TSI Comfortline Style GTI

Torque

Hilux popularity vexing since lack of engine performance, low refinement, stiff ride and arm-roll interior tempers our enthusiasm THE PICK: Ranger, Colorado, Triton... new Hilux can’t be far off surely

Power

A A A Size

9.5 D 61 13.4 91 61 9.5 D 61

Drive

Issue tested

Resale %

RON

Fuelcons.

0-100

Kerb weight

Trans.

Torque

Power

Size

V8TTD 4.5 200 650 A6 2705 V8 4.6 227 439 A6 2640 V8TTD 4.5 200 650 A6 2705 -

Engine type

$98,510 $114,830 $119,930 Hilux

Price

VX Sahara Sahara

Engine type

Price

WHAT IT ALL MEANS PRICE: Recommended Retail Price at time of publication (* indicates driveaway) ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged, D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms 0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold

$54,990 $60,990 $64,990 $85,990 V60

L4T L4T L4T L4STH

2.0 2.0 2.0 2.0

187 187 192 311

350 350 400 670

A8 A8 A8 A8

1767 1767 1767 2006

6.4 6.4 6.3 4.3

6.6 6.6 6.6 2.1

95 95 95 95

49 49 50 11/19 50

A A A A

The Volvo for the discerning enthusiast, with size and practicality of a wagon, and driving dynamics of a sedan THE PICK: S60 in wagon drag most impressive as a hybrid, so T8

T5 Momentum T5 Inscription T5 R-Design T8 R-Design

$56,990 $62,990 $66,990 $87,990 V90

L4T L4T L4T L4STH

2.0 2.0 2.0 2.0

187 187 192 311

350 350 400 670

A8 A8 A8 A8

1797 1797 1797 2036

6.5 6.5 6.4 4.5

6.6 6.6 6.6 2.1

95 95 95 95

49 50 50 50

A A A A

Stands comparison with the very best of Volvo’s wagon back catalogue. Choose the smallest wheels and air suspension, though THE PICK: We’d go for the hybrid if a T8 were available

D5 Cross Country

$101,400 XC40

L4TTD

2.0 173

480 A8 1894

7.5 5.7 D

-

A

2019 COTY punches a long way above its small-SUV class. Peppy T5 feels like a hot hatch on stilts. Lovely, though ride can be a tad stiff THE PICK: T5 R-Design – but don’t forget to include adaptive dampers

T4 Momentum T4 Inscription T5 R-Design

$46,990 $51,990 $56,990 XC60

L4T L4T L4T

2.0 140 300 A8 1631 8.4 8.8 95 56 F 2.0 140 300 A8 1705 8.5 8.8 95 56 A 2.0 185 350 A8 1710 7.2 7.7 95 57 07/18 A

2018 COTY a deserving winner, with a breadth of abilities clothed in a handsomely presented, spacious and ultra-comfy body. Swedes rule!

THE PICK: T8 is a compelling combo of punch and frugality

D4 Momentum T5 Momentum D4 Inscription T5 Inscription D5 R-Design T6 R-Design T8 Polestar

$62,990 $64,990 $69,990 $71,990 $76,990 $78,990 $99,990 XC90

L4TD L4T L4TD L4T L4TTD L4ST L4STH

2.0 2.0 2.0 2.0 2.0 2.0 2.0

140 187 140 187 177 246 311

400 350 400 350 500 440 670

A8 A8 A8 A8 A8 A8 A8

1865 1857 1865 1857 1918 1911 2105

8.4 6.8 8.4 6.8 7.6 5.8 5.2

5.4 D 7.8 95 5.4 S 7.8 95 10.5 D 8.0 95 2.1 95

60 A 56 A 61 A 63 A 63 10/18 A 63 A A

The seven-seat XC90 offers a gentle, considered take on the premium large SUV. As with XC60, optional air springs are a must THE PICK: Again, go T8, but all models present a compelling case

D5 Momentum T6 Momentum D5 Inscription D5 R-Design T6 Inscription T6 R-Design T8 R-Design

$94,990 $96,990 $100,990 $102,990 $102,990 $104,990 $129,990

L4TTD L4ST L4TTD L4TTD L4ST L4ST L4STH

2.0 2.0 2.0 2.0 2.0 2.0 2.0

173 235 173 177 235 246 311

480 400 480 500 400 440 680

A8 A8 A8 A8 A8 A8 A8

1970 1965 1970 1970 1965 1965 2296

7.8 6.5 7.8 7.7 6.5 6.4 5.5

5.9 8.5 5.9 5.9 8.5 8.5 2.1

D 95 D D 95 95 95

63 A 63 A 63 A 63 09/19 A 63 A 63 A 63 A

A A @wheelsaustralia

127

RETRO SERIES

MERCEDES-BENZ

W O R D S MI C H A E L S TA HL

The light fantastic ICONIC COUPE HAD MORE POWER AND SPEED THAN THE LE MANS CAR THAT INSPIRED IT THE FASTEST and most technologically advanced road car in the mid-1950s? Probably some Ferrari, maybe a Maserati – or perhaps even a Jaguar, given its Le Mans successes?

The automotive pinnacle of the mid-1950s was indeed based on a dominant Le Mans racer and equally on a two-tonne limousine. And it was a Mercedes-Benz.

One of the world’s most recognised cars with its roof-hinged gullwing doors, the W198 300 SL (‘super-light’) touched down in February 1954 at the New York motorshow. The venue betrayed its links to US car importer Max Hoffman, whose influence also spawned 1950s roadsters from BMW, Porsche and Alfa Romeo.

Mercedes-Benz’s engineering had reached peak geek with its Silver Arrows machines, but its post-WWII return to racing in 1952 was under tight financial constraints. Team manager Alfred Neubauer and engineer Rudolf Uhlenhaut, inspired by Jaguar’s 1951 Le Mans-winning C-Type, proposed a lightweight sportsracing coupe that parts-pillaged the new W186 300 limousine.

The limo – favoured ride of the first German Chancellor, Konrad Adenauer – donated its 3.0-litre, sohc in-line six M186 engine, four-speed manual transmission, all-independent suspension, 260mm drum brakes and other components.

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Uhlenhaut designed a ridiculously light (50kg) aluminium spaceframe chassis which, for torsional rigidity, had side sills initially right up to the waistline. These gave rise to the distinctive gullwing doors. Kerb weight was just 870 kilograms.

The W194 300 SL racers swept to 1-2 finishes at the 1954 Le Mans 24-Hour and the Carrera Panamericana.

Hoffman was so convinced of the potential US market for a road-going 300 SL that he offered to place orders for 500 each of a coupe (W198 I) and roadster (W198 II). Two New York show cars were ready in just five months. The coupe’s US$6800 sticker was almost double that of Chevrolet’s new-beaut Corvette.

Retaining a spaceframe chassis, the more stylised bodywork was now mainly steel (with aluminium doors, bonnet and boot), and with a comfortably appointed interior, amounted to a kerb weight of 1300kg. The sohc six-cylinder engine had gained Bosch mechanical direct fuel injection (a production first), producing 22 percent more power and a higher top speed (260km/h) than its W194 racing predecessor.

The 300 SL coupe was superseded in 1957 by the better roadster, with its revised spaceframe, redesigned rear suspension and, from 1961-’62, four-wheel disc brakes and an all-alloy engine.

IN DETAIL 300 SL ‘GULLWING’ (W198) COUPES BUILT

80

PERCENTAGE O W198s SOLD I

SOME LIKE IT HO OT The 300 SL coupe’s stratospheric price tag brou a sports-luxe interior with tartan fabric or leathe the one-piece buckets, a drop-hinged steering trimmed alloy dash and comprehensive ve But its racing roots couldn’t be ignored: ac awkward, a large glass area and fixed win it a hothouse, and the spare took all th

Next issue AUSTIN-HEALEY 3000

00 SL IS VOTED SPORTS R OF THE CENTURY

1963

LAST 300 SL ROADSTER (MERC’S FINAL SEPARATE-CHASSIS PASSENGER CAR) IS BUILT

PLAY , sohc iron-block straight-six weighed made 85kW in its original M186 300c. The dry-sumped W194 racer’s triple arbs (and 129kW output) gave way to the 8 300 SL’s Bosch mechanical direct ction, producing 148kW at 5800rpm and 75Nm at 4600rpm. 0-100km/h took 8.8sec.

STAT TESIDE-BOUND AND AFFO LE, THE BRIT TISH “BIG HEALEY” BECAME A POPULAR CIRC CUIT RACER AND A RALLY SENSATION

@wheelsaustralia

129

MICK DOOHAN

Three wishes

FIVE CONSECUTIVE 500cc GP WORLD TITLES SHOULD GRANT YOU SOME DECENT CLOUT, SO WHAT DOES MICK DOOHAN WANT IN HIS DREAM GARAGE?

TOP THREE

BOMBARDIER GLOBAL 7500

MERCEDES-AMG MERCEDES AMG GLC 63 S

HONDA PCX

If the garage was big enough, and had an airfield next to it, I’d have a Bombardier Global 7500. That’s a plane which can go nonstop from Australia to Dubai. And I’d have a helicopter too; an Airbus H125.

It’s just a good all-round, fast, practical helicopter, if there’s such a word.

As for a car… I’m not a big car collector as such, so for me a vehicle needs to be A-to-B. I would like to have something for the racetrack, but right at the moment my favourite car is a Mercedes-AMG GLC 63 S. So I’d have one of those, in dark grey with black wheels. Stealth spec.

I’ll throw a scooter in too. I’d like a track bike but then I’d need a full team to run it and probably a packet of Band-Aids too! A scooter is practical to run to the local store, so it’s the best thing for me. People do laugh when they see me on my pearl white Honda PCX with my little white helmet!

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tor port — and a new c te ry in

n wh ele tr ck c rs.

ENGINE

PERFORMANCE

AC C E L E R AT I O N

D E S I G N AT I O N Cosworth GPV8 C A PA C I T Y 3.8L VALVES 32

M A X P O W E R 675 bhp @ 9,600 rpm M A X T O R Q U E 450 Nm @ 7600 rpm M A X R P M 10,000 rpm normal running

0 – 1 6 0 K P H 5.0 sec* M A X S P E E D 300kph* *Subject to conditions and aero configuration

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