NEW
TESTED:
BMW 640i GC and Audi S5 SB
TOYOTA REIGNITES MOTORING PASSION
TOP 5
Passion Ratings Of Every Car New Chev Category Updated Monthly! bringing rugged back!
Contents
4
3 A LITTLE TORQUE
- Ultimate Expression Will Endure. Drive Editor Russell Bennett gets up on his little soapbox every month to fight the good fight. This month he relaunches the publication with a solemn vow not to abandon the all-butoverwhelmed petrolhead to the Voltjockey. Ever.
4 DRIVE NEWS From the new McLaren P1 Hypercar just launched in Geneva to the arrival of the Golf VII on SA shores, here’s our small selection of the latest motoring news you need to know.
8
2
8 GROUP TEST - THREE OF A KIND This unusual lineup sees three quirky examples of the new breed of premium hatchback lining each other up for the chopping block. The allnew Volvo V40 and Honda Civic hatch are crucial models to their respective brands, while the Citroen DS5 was always intended to be a niche seller, but which one actually most deserves your hard-earned HP agreement? Come for a ride with us in each and find out.
D R IV E MA GA ZIN E A P RI L 2013
16
16 DRIVE TEST - STEALTH ATTACK! While VW has been keeping its eagle eyes on the Focus ST and Astra OPC as challengers for the GTI’s hot-hatch crown, BMW has snuck into the fray with the excellent new 3-door 125i - a 1-Series which at last deserves to play in the same game as the best of the hot hatchback brigade.
24
20
24 DRIVE TEST - POLISHED TO PERFECTION The new Mercedes ML-Series has a new entry-level “flagship” in the ML250 BlueTec, but is it enough engine for the bulky SUV body? If yes, this could be the smartest ML we’ve ever tested!
28 DRIVE TEST - REPLACING DISPLACEMENT Another shocker for the drive team, this time from Chrysler as we take delivery of a new 300C V6 CRD. Again, does this compact turbo diesel have what it takes to keep this American-branded limousine ahead of the pack?
20 DRIVE TEST - PURE BEAUTY Toyota’s hotly-anticipated 86 is nothing short of a revelation - an affordable car which reignites the smouldering embers of passion within the massive Toyota corporation as well as their even more gargantuan customer base. We get under its skin to find out just what it is that makes the 86 special enough to live up to such lofty ambitions.
32 CHARACTER TEST - A LEGEND REHASHED Drive is the only publication unhinged enough to pit the 21stCentury Beetle against its most chilling challenge - a 1971 Sunset Yellow VW Beetle 1600 L! Which car comes out on top?
36 TOP
5S - OF EVERY MOTORING NICHE THAT MATTERS
32
TORQUE EDITORS LETTER
EDITORIAL EDITOR-IN-CHIEF Russell Bennett DESIGN STUDIO Michelle Alexander, James Clark & Brent Fisher TRAFFIC Juanita Heilbron FINANCIAL MANAGER Marisa George WEB ADMINISTRATOR Russell Bennett
write to us:
editor@drivemagazine.co.za ADVERTISING National Russell Krynauw: russell@realemedia.co.za Roy Lategan roy@realemedia.co.za Andre Evans andre@realemedia.co.za Material & Traffic Juanita Heilbron juanita@realemedia.co.za
to advertise: 021 674 5026
to subscribe: 0861 228 669
subs@drivemagazine.co.za PUBLISHED BY REALE MEDIA Neale Petersen (CEO), B.Taylor
www.drivemagazine.co.za All rights reserved. No portion of this publication may be reproduced or used in any form without prior written consent and permission from Real Estate Media. The publisher gives no written guarantees or assurances and makes no representation regarding any goods or services written or advertised within this edition. Prospective investors should always consult their attorneys, advisors or accountants. Copyright © Real Estate Media cc
D RIV E M AG AZ I NE A PR IL 2 0 1 3
ULTIMATE EXPRESSION WILL ENDURE
T
here remains something about the car... even in this day of environmental pressure and the oppression of all objects of passion, still somehow the car fights... and endures!
Despite the massive growth in popularity of the digital superhighways and the type of freedoms - of expression, of instantaneous global crowdsourcing, of political and social upheaval - the car still represents a different, far more physical type of freedom. Just ask the hundreds of millions of Chinese punters eager to purchase their first wheels, even as their counterparts in the US pass through a tipping point where digital devices have replaced the automobile as the musthave asset of the modern youth. That’s because, while the latest hyper connected tablet may allow for instant connection to thousands of friends and acquaintances, and is the pathway to “Living the Life” in these developed nations, without transport these connections mean little more in reality than the imaginary friends we play with as children. As key an element of being in touch connectivity obviously is, personal transport is the enabler which gets you to the lock being opened. And yet, there can be no doubt that the automobile as we know and love it is under concerted attack. Caught between continuing to provide this essential role in our human existence, and having to be seen to be shifting into line with the eco-future currently in rapid development, the car is floating in something of an abyss. But the next step still has us stymied. After intensive focus, it has become clear that the electric vehicle is still not ready to rescue us from the yoke of fossil fuels, and may not be for some time still. Although the basic concept is sound, the actual implementation is being held back by three main factors. The limited range of electric-only products, the long recharge period, and the exorbitantly high cost despite massive R&D funds having been sunk towards addressing these issues. We at Drive are committed to continuing to extend the useful life of the car as we know it today - the car which the world seems to have turned its collective back on. The mad cars, the fun cars, the nonsensical cars, and the artistic cars. The kind of cars that above all exist to ignite the last embers of passion still smouldering within us, that ignore the limitations being ever more stringently imposed upon this iconic, era-defining status symbol. Yes, we may be dinosaurs, but we vow not to go as quietly as they did! To us, the car remains an expression of pure joy. An engineering art with the sole purpose of thrilling us, entertaining us, exciting us and above all, entirely freeing us from geographical limitations. It was the first machine to ever lay a claim on our hearts as an entire species, and deserves to always be remembered fondly for this feat. No less is acceptable. Welcome to the world of Drive.
Russell Bennett 5
NEWS GOLF VII SHINES WITH “FREE” INNOVATIONS!
According to VW, those who look at the new Golf VII and go “They’ve hardly changed it”, myself included, aren’t quite getting the point. Like the 911 from sister/parent company Porsche, they reckon, the shape of the Golf is so iconic that the challenge really was to change it without seeming to change it much at all. And that they’ve certainly achieved. Styling on the Golf VII is completely updated of course - this is in fact an entirely new car after all - but the basic ingredients of this long-running recipe have stayed the same. As Klaus Bischooff, Head Designer, VW Brand explains; “The language of form, is logical, solid, product-focused, pure and precise and reflects the brand’s design DNA as a perfect model of creativity. The base architecture of the new Golf is therefore unmistakable. It feels uncomplicated, strong, reliable and safe.” Walter de Silva, Head of Design, Volkswagen AG: “One of the keys to the Golf’s success lies in its continuity. There are but a handful of cars
in the world with a design like the Golf’s. It has been refined, tweaked and enhanced down the decades and has thereby become timeless.” Golf VII however is undoubtedly that touch more modern than predecessors, with the front end that much sleeker, smoother, and more obviously aerodynamically-optimised. From the first time you lay eyes on the car, it’s clear what were the primary engineering objectives driving the development teams. Efficiency is the word of the day of course, and it’s to this end VW has not saved a single ounce of effort in the creation of this critical new model. The new car features an extensive string of innovations and the realisation of radical new thinking which is being pioneered by VW in the industry. While rivals and even in-house brands explore electric propulsion VW is instead finely optimising the entire approach to building a motoring vehicle to extract phenomenal efficiency from existing diesel and small turbocharged petrol power plants. The approach has paid off to the tune of a 100kg weight saving over the previous-generation cars. Weight, explains VW, decreases efficiency by requiring more engine performance and heavier components for a sufficiently dynamic level of performance. Which in other words means the new, even less powerful generation of turbo charged engines should offer similar or better levels of performance compared to the units they’re replacing due to a better power to weight ratio. The range now starts with a turbo charged 1.2-litre petrol producing 77kW, in fact 2 kW more than the naturally-aspirated 1600 it replaces in the lineup. There are two 1.4-litre TSI engines on offer, producing 90kW and 103kW respectively, the latter of course also including a supercharger for extra boost. All engines are of the latest EA211 engine series. There are also two diesel engines on offer, both 2.0-litres in capacity but of dramatically different states of tune. There are 81kW, and 110kW variants in the Golf VII range.
6
D R IV E MA GA ZIN E A P RI L 2013
These detuned motors don’t help the Golf VII’s sprinting abilities, with the fastest of the lot managing a claimed 8.4s for the benchmark 0-100kmh charge. On the flipside, the little 1.2 TSI is said to be able to return 4.9l/100km if driven with respect. Still, these units are tasked with shifting around just on 100kg less Golf and are all thick with mid-end turbo charged torque, so will feel competitive enough. More impressive are the lengths VW has gone to to achieve that weight loss. The electrical system is 6kg lighter, the engines up to 40kgs leaner, running gear 26kgs while the superstructure has shed a healthy 37kgs. These savings have been achieved through obsessive attention to detail and ample R&D resources. A whole new air conditioning unit was developed to shed 2.7kg for example, while modifications to the seats yielded a 7kg total, with this level of scrutiny applied across every single component. As well as shedding weight, the company utilised new production techniques to ensure that rigidity was improved at the same time, and paid exceptionally careful attention to ensuring that the acoustics remained on par with the previous generation, itself considered a leader in the compact car class.
Retail Prices (VAT and Emissions Tax included) 1.2 TSI with BlueMotion Technology Trendline (77 kW) 6-speed Manual R233 800 1.4 TSI with BlueMotion Technology Trendline (90 kW) 6-speed Manual R246 700 1.4 TSI with BlueMotion Technology Comfortline (90 kW) 6-speed Manual R264 900 1.4 TSI with BlueMotion Technology Comfortline (90 kW) 7-speed DSG R279 400 2.0 TDI Comfortline (81kW) Manual 5-speed R282 300 1.4 TSI with BlueMotion Technology Highline (103 kW) 6-speed Manual R293 600 2.0 TDI with BlueMotion Technology Highline (110 kW) 6-speed DSG R334 800 The new Golf model range comes standard with a 5 year/90 000km Service Plan, 3 year/120 000km warranty and a 12 year anti-corrosion warranty. Service Interval is 15 000km.
Perhaps most astounding of all, however, is the fact that all of this new equipment and more efficient power plants and innovation are being delivered to the SA customer at the exact same price points as the outgoing Golf VI. The entry-level 1.2 TSi in fact undercuts the older entry-level model at R233 800!
You might expect then that VW would keep the equipment level sparse to capitalise on these weight savings, but instead the company has been similarly generous, with a comprehensive spec list which includes even more instances of intelligent innovation. There are new infotainment systems which are touch screen based and even include proximity sensors to wake the system up as soon as your hand approaches, like a modern smartphone. Volkswagen has also got the innovation flowing in the safety arena, as the Golf VII becomes the first VW to employ a multi-collision braking system, which in effect ensures the vehicle is brought to a complete stop as quickly as possible in the event of an accident to avoid secondary collisions. The entire lineup gets the XDS electronic differential lock which seemed to provide almost magical traction through the corners in the old GTI. So as well as being lighter and therefore nimbler, they’ll grip harder than the previous generation too.
D RIV E M AG AZ I NE A PR IL 2 0 1 3
7
NEWS 2013 SANTA FE GETS CONTEMPORARY The new-for-2013 Hyundai Santa Fe is a key model for the Korean company, even if it doesn’t sell in the volumes of its more affordable vehicles. Still the company has gone to great lengths to ensure the 2013 Santa Fe builds on the success of its predecessor by updating both the looks and technology package. Buyers in this premium segment are given a choice between the frontwheel drive Santa Fe Premium and the two all-wheel drive derivatives – the Executive and the Elite. Both AWD versions get a third row of seats upping passenger capacity to a full seven. There is only one engine option available - a new 2.2-litre 16V turbo diesel which boasts economy numbers of 8l/100km for the FWD and 8.3l/100km for the AWD models. Good for a vehicle of this size certainly, if not exactly ground breaking. The 16-valve R2.2 engine with double overhead camshafts delivers 145 kW at its peak power output at 3 800 r/min., and 436Nm of torque between 1 800 and 2 500 r/min. This powerplant, used for all three derivatives, features an advanced third-generation common-rail fuel injection system and a high-efficiency electronic turbocharger. The all-wheel drive system in the Executive and Elite delivers power through the front wheels under normal road conditions for optimum economy, but engages the rear wheels automatically when conditions demand it. It also features a 4WD lock mode selector that distributes power in a 50:50 ratio to front and rear wheels for increased off-road ability. There’s a three-mode Flex Steer variable steering setup, dynamic dampers tuned to deliver saloon-car levels of comfort on the road, and both torque vectoring and torque braking on all four wheels on AWD models. Six airbags and a full complement of active safety systems as well as a structure more rigid than ever before thanks to the extensive application of high-tensile steel earned the all-new Santa Fe a full house of five stars in the stringent test regimen of the European New Car Assessment Programme (Euro NCAP). In line with Hyundai’s “Modern Premium” brand direction, the car is literally packed with all the comfort and luxury features you could ask for. Range-topping Elite models add 12-way power adjustable drivers’ seats, a powered panoramic sunroof, and a rear-view camera which displays its image in the mirror itself, which complements the RPAS (Rear Parking Assist System). Santa Fe R2.2 Premium FWD 5-seater
R434 900
Santa Fe R2.2 Executive AWD 7-seater
R459 900
Santa Fe R2.2 Elite AWD 7-seater
R499 900
8
D R IV E MA GA ZIN E A P RI L 2013
NEW 2013 AURIS SHOWS TOYOTA’S PULSE IS BACK! The 2013 Toyota Auris range has just been released onto SA roads with the typical glut of marketing hyperbole driving it along like an inevitable, invisible tidal wave. “Prepare to be Noticed” is the theme this potent PR machine has chosen, and we fully expected that to be code for “Prepare to be bored to near-comatose sleep”. However, in actual fact, the new Auris really is a seriously good-looking car. This is partly due to the more modern sheet metal, but mostly it’s due to the significantly lowered ride height (down by some 55mm), making the Auris one of the sportiest cars in its relatively humble segment. At least by appearance alone. There’s more good news too. As well as dramatically sprucing up its looks, the Japanese company has also made at least some effort to improve the dynamics. They’ve tweaked the electric steering setup and the suspension, and most importantly of all, lowered the overall weight in their quest to deliver a car which is both fun and frugal at the pumps. We’ll have to wait until we get hold of a press unit to confirm how it drives, but on paper at least it looks like their efforts have yielded some success. In economy terms that is. The new 1.6-litre naturallyaspirated petrol motor manages a claimed 6.2l/100km despite producing 97kW and 160Nm. Although these figures only translate into a 0-100kph sprint of 10s, if the lowered ride height and centre of gravity are taken into account, that should be enough for an enjoyable drive. Something which was pretty much Unobtanium in the old model, which was clearly built purely to fulfill a transport purpose in a specified price band, and no more. There’s also a smaller 1.3-litre petrol engine, making just 73kW and 128Nm. The 0-100kph sprint rises to over 12s, but the claimed consumption only drops to 5.8l/100km, so unless your budget absolutely can not stretch beyond the R200k marker, to our performance-addled brains this equation just doesn’t make any logical sense. Get the 1.6, you can have one R217k if you’re willing to forego some extras, although the fully-equipped version will run you R253k (or a positively mad R265k if you want to throw away any fun which may have been included in the manual car for a CVT transmission instead. Don’t.). There are a host of new technologies in the engine helping the new Auris achieve its consumption claims. Valvematic, essentially an evolution of the variable valve-timing system we all know as VVT, minimises mechanical losses. The 1.6 also gets lighter pistons and new roller rocker technology, while combustion efficiency is optimised through a high compression ratio (11.5:1) and refinements to the design of the intake port and combustion chamber.
D RIV E M AG AZ I NE A PR IL 2 0 1 3
Finally a Charging Control system reduces the load placed on the engine by the alternator in its quest to generate necessary current, which decreases and increases the power being produced by this component depending on the driving situation. Very clever. And all of that simply adds to the core fact that weight has been shed to the tune of some 50kg across the range. Still, the most impressive part of the new Auris, to us, is without doubt the new looks. Looks which actually suggest the sublime GT86 wasn’t just a glitch in the pre-programmed litany of boredom Toyota had become, and really did indicate a whole new direction for the company. And that is without any shadow of a doubt worthy of some serious celebrations. 1.3 X - R195 000 (incl. VAT) 1.6 Xi - R217 500 1.6 XS - R228 600 1.6 XR - R253 200 1.6 XR CVT - R265 600
9
FEATURE
DS5 V40 D3 Honda Civic hatch group test
Three of a Kind?
10
D R IV E MA GA ZIN E A P RI L 2013
G
roup tests require a couple of key ingredients. Organisation, which in SA basically means the pull to dictate to the fleet managers when you want specific vehicles, which really only the large mags have. And resources. Because you need several accredited people to drive the cars even if just to and from a photo location. As well as quite a bit of petrol.
The similarities continue if you take a peek at the specs. Despite the minor engine-size difference, the Honda and Volvo (2.2-litres and 2.0-litres respectively) post identical stats - 110kW and 350Nm. For reference, the DS5 HDI does 120kW but only 340Nm from its 2.0-litre turbodiesel, while our petrol THP boasts 147kW but only 270Nm, from just 1.6-litres of swept capacity.
However, sometimes they just seem to sort of happen. Like a lightning bolt in a cloudless sky. When suddenly, all the cars come together in the garage and you look at them and go... “Hang on a minute!” This is one of those group tests.
While the Citroen and Honda both have only three available models in their ranges, the Volvo is just one of quite a few variants, ranging from an even milder diesel up to the very sporty T5 petrol. In Honda land, this Exclusive i-DTEC is the absolute pinnacle of the range, while the Citroen DS5 200 THP Manual like we have is smack in the middle, with the HDI being priced higher, and a less potent THP 155 petrol on the bottom rung.
And as usual for our quirky publication, there are some curveballs thrown in for good measure. Well, just the one really. We’re not going to pretend to have the Citroen DS5 HDI here, to compete against the new Swedish and Japanese oil-burners with it. We’ve got the DS5 THP - the nice one, at least in our eyes, with the excellent 1.6-litre turbo charged four-cylinder petrol motor. So in all honesty, the Citroen is the winner right up front because of this fact. But let’s overlook that for a few moments. In fact, having the petrol version of the crazy French execu-hatch actually brings a surprising amount of price parity. Whereas the DS5 HDI weighs in at over R400K, this THP 200 manual is the priciest of our trio at R387 900. I never thought I’d see the day that a Honda and Volvo, of broadly similar size, configuration, and even engine choice, were directly comparable, but here they are. In my mind, the new Civic hatch is quite expensive for a Honda, the 2.2 i-DTEC Executive clocking in at R344K with it’s only transmission choice, a six-speed manual. While the new Volvo V40 is aggressively priced at R353K for this D3 Elite with Geartronic transmission. A more entry-level Excel variant comes in at R334K. D RIV E M AG AZ I NE A PR IL 2 0 1 3
As such you’d expect the new Honda Civic to be fully loaded with features, and it certainly is that. Honda has included its full range of active safety systems, previously limited to the higher-end Accord only, as well as a host of luxury systems unusual in a hatchback, like electrically-adjustable and heated seats. Admittedly, all three of these cars have the latter, the DS5 seats move on levers. But in fact, you’re not going to feel very short on luxuries inside any of these new cars. Only the Volvo has built-in satnav, and it’s also the only car here to offer a self-parking feature, but pretty much every other modern convenience can be found in all three. Of these stacked cabins, the Volvo has by far the nicest instruments as well. It’s a whole new setup, utilising a digital display rather than analogue dials, but in the best way we’ve seen to date. Three themes are available to choose from, Eco, Sport, and Elegant, and each offer their own layouts and information to suit the intended purpose. 11
FEATURE
DS5 V40 D3 Honda Civic hatch group test So the Eco mode does away with the tacho and instead has a prominent efficiency indicator, for instance. It works very well, even if it is just a gimmick. Although all feel well built, it’s the Honda that feels the most unbreakable all the time. The doors close with a positive, solid noise you’d expect from a 5-Series or E-Class, and every control surface feels gorgeously engineered and meticulously assembled. Through tactile judgement alone, you can tell why this brand has such a legendary reputation for reliability. The DS5, on the other hand, is packed to the brim with style, quirkiness, and good old-fashioned passion. Like the exterior, there’s little conventional about the cabin architecture, and it glistens with sparkling touches like jewels adorning the glitterati at a film-industry awards event. Citroen is well aware of the heritage it’s playing with using the DS brand once more, and has gone to great lengths to ensure that drivers and occupants are constantly reminded that this isn’t a conventional choice. It’s a choice of the heart, and the head be damned really. It is, in fact, a joy to experience.
“HONDA ARE ALSO THE COMPANY BEHIND ARGUABLY THE GREATEST FWD CHASSIS IN THE WORLD, BEFORE THE MEGANE TROPHY AT LEAST” All three have interiors which you’d appreciate if you’d paid your money for the car - but choose wisely to match the specific mood of each to your own need. There’s no clear winner in this race although I have to say I think I enjoyed the Volvo’s mixture of integrity, innovation and luxury the most, with the DS5 close on its heels for entirely different reasons. It pays to remember that we journalists don’t have to live with these cars for longer than a week, so longevity and build quality aren’t high on our priority lists, otherwise the Civic would’ve had more of a chance. Before we get to the exciting stuff, let’s address what will most likely be the most critical buying consideration. How each car looks. Yes, we know, it’s subjective and entirely open to personal interpretation, but let’s take a bash anyway. All three cars are distinctly modern. In fact, the Honda is the only evolution of an older model here, both the DS5 and V40 are entirely new products from their respective stables. And you can almost sense it, the Civic looks stunning in this guise. Like a company which values the impeccable has taken a good, appealing product, and polished it until it sparkles in all the right places. This is the best-looking Civic the company has ever made. Again, though, it’s not like the other two lack visual appeal. The V40 has caused quite a stir thanks to an active global marketing campaign, so to see it in the flesh is almost an anti-climax, there being a touch too much V60 about it. But as you get to know the details, it’s still quite a fabulous bit of design, and looks particularly modern with the interesting aerodynamic wheel covers our test car rolled in on. But I think it’s pretty safe to say that in terms of turning heads, it’s the DS5 you really want to be seen in. Like the interior, the exterior is packed with touches that simply aren’t necessary, but undoubtedly
12
D R IV E MA GA ZIN E A P RI L 2013
fuel economy as well as environmental impact are everything, but no longer have to be produced on the sacrificial altar of refinement. This 2.0-litre diesel goes just about as unnoticed as the average petrol model. It feels far more eager as well, mostly because very low down in the rev range there’s a noticeable torque hole, so as soon as you get past that point there’s a surge in power as the boost comes on song to excite the driven wheels slightly. It’s not that it really feels faster than the Honda in traffic, it can’t be, but it does have more moments of enjoyment than the Civic DTEC can offer. Both deliver good, but not outstanding fuel economy, the larger Honda unit ever so marginally more thirsty with an average during our time with the car hovering at 7.8l/100km, where the V40 got down to 7.6. This could be partially attributed to the Geartronic auto of the Volvo managing your shift strategy, whereas the 6-speed manual of the Honda is remarkably not the same ultra-slick example found in petrol-engined Hondas like the Accord, this unit being far clunkier and more obstructive than that paragon and therefore less enjoyable to use. As predicted right at the start of the test however, it’s the DS5 THP that is by far the most enjoyable. This motor is just such a fine example of why petrol power is superior to diesel. Not only is it quicker by some margin than this competition, it’s substantially easier to form a bond with and really enjoy thanks to its lovely clean soundtrack and full repertoire of responses, from the torque-lite low-end through the surging mid-range right up to a scintillating push for the redline before snatching the next ratio. It’s just marvellous. Do not be tempted into an HDI if you are considering buying a DS5 - the THP 200 is the model you want end of story. It isn’t even that bad on the juice, averaging just on 9l/100km in our time with it. Apart from these stark differences in drivetrain, each of these three cars are dynamically sound if not above and beyond. Once again the Honda feels the most rigid, which adds a smidge of extra precision through the bends at the cost of a touch less cosseting on the freeway, a tad more jiggle over corrugations. It’s also oddly the one with the most road noise intruding into the cabin. The Volvo tracks through D RIV E M AG AZ I NE A PR IL 2 0 1 3
13
FEATURE
DS5 V40 D3 Honda Civic hatch group test add to the glamour of the model. Like that deep upsweep on the back doors just before the C-pillar. They could’ve just integrated that shape into the shutlines, but instead have gone and moulded the door panel to give it a more dramatic effect. Every angle you glance at it from has a few highlights like this, where Citroen has gone above and beyond the requirement to produce a car which looks special. Just look at those overstyled but utterly seductive wheels! It probably helps that the DS5 isn’t exactly selling like hotcakes - I don’t think I’ve ever seen one on the road apart from the test units. That says something about this car though, that the company has been bold enough to produce this car not purely to chase larger sales figures, but to satisfy a small niche customer base looking specifically for an alternative choice. At last then, it comes down to the important stuff. How these three cars compare head to head on the road, for us to decide on a winner. So let’s fire up those motors and get cracking. Immediately it’s apparent that despite the figures suggesting that the Volvo and Honda are going to be nearly identical performers, the two cars are in fact very different prospects. The 2.2 DTEC of the Honda still reveals where the roots of the technology lie, with a fairly rough idle and noisy operation. Despite being fitted with a manual gearbox, it also feels the most lethargic. The delivery of full torque is so linear, so flat, that there are never moments of spiky excitement, just a consistent (but not very insistent) shove in the back when you ask for it. It is, in a word, bland. Although this V40 is hardly a screamer either, there’s a distinct sense that this is a more modern diesel product. Built for today’s world where
14
D R IV E MA GA ZIN E A P RI L 2013
D RIV E M AG AZ I NE A PR IL 2 0 1 3
15
FEATURE
DS5 V40 D3 Honda Civic hatch group test
corners well but without very much enthusiasm, while the DS5 handles the road like it approaches every other element of motoring life - with lots of charming vigour and flair without necessarily quite the level of outright control as competitors. It does deliver great ride quality though, probably the best of the three in true French tradition. Sticking rigidly to the physical realities of the three cars on test here, the Citroen DS5 is undoubtedly the clear winner in our eyes. It has the most style and panache by a healthy margin, is the most interesting of an interesting trio, and seals this appeal by being a turbo petrol, and therefore by a huge chasm the best performing of the lot. In fact, it’s the engine alone which allows it to completely run away with this particular test.
planning on shifting into our conformity-obsessed marketplace, and the Civic is still the longest-term choice for anyone planning on keeping their new hatchback for an extended period of years. All are in fact stellar products, and it’s almost a shame to choose one winner. But we have, and in this instance, it’s the new Volvo V40. Or the Citroen DS5, if having to have a diesel isn’t a primary purchasing decision. Drive Magazine
However, with the far more lacklustre HDI power plant instead, I don’t think I could overlook the superior quality of the other two cars here. Equalising the engine bays would I think hand the win to the Volvo V40, albeit by the smallest of margins. While the Honda Civic runs so close to the Volvo, that the Citroen might drop all the way back into third place. So if you must have a diesel-powered executive hatch, which isn’t one of the de rigeur Golfs or Focii, the V40 T3 is in our opinion your best choice. The Honda Civic, as much as I adore the sharper new look, just feels a bit like its playing in the wrong market segment. Drop R30K from the list price and I’d say the company has a winning contender in the high-end family hatchback space, but unlike the DS5 it doesn’t really manage the transition into this more premium sector quite as smoothly. Whereas Volvo has hit the mark with its first shot, which is impressive enough in itself. With the variety of engine options available in the V40 range, there’s likely to be a specific model to suit your particular tastes as well, and I’m dead keen to get into a T4 or T5 V40 next. Don’t discount either of the other two however. The DS5 really deserves to sell far more units than I think even Citroen is actually 16
D R IV E MA GA ZIN E A P RI L 2013
Drive likes: DS5
Key facts: Honda Civic 2.2 i-DTEC Exclusive
Blatant passion.
Pricing:
R344 100
V40 D3
Engine:
2199cc four-cylinder turbo diesel.
Brilliant interior and instruments.
Power:
110kW @ 4000rpm
Civic i-DTEC
Torque:
350Nm @ 2000 - 2700rpm
Tangible build quality.
0-100km/h:
Drive dislikes: DS5
Top speed:
Some quirks a step too far.
Kerb weight:
V40 D3
Transmission:
8.7s 216km/h 1420kg 6-speed manual
Geartronic still a touch slow-witted. Civic i-DTEC Sluggish, rough.
Key facts: Citroen DS5 THP 200 Manual Pricing:
R384 907
Engine:
1598 cc four-cylinder turbo petrol
Power:
147kW @ 6000rpm
Torque:
275Nm @ 1700rpm
0-100km/h:
8.2s
Top speed:
235km/h
Kerb weight:
1430kg
Transmission:
6-speed manual
Drive Ratings: DS5
Pricing:
R353 700
Engine:
1984cc five-cylinder turbo diesel
Power:
110kW @ 3500rpm
Torque:
350Nm @ 1500 - 2750rpm
Transmission:
17/20
17/20
Ride:
Key facts: Volvo V40 D3 Elite Geartronic
9.3s
Kerb weight:
Civic i-DTEC
Handling: 16/20
0-100km/h:
V40 D3
1498kg 6-Speed Geartronic auto
18/20
18/20
16/20
15/20
14/20
15/20
13/20
17/20
18/20
Performance: 18/20 Fun Value: 18/20 Practicality: 16/20
Total: 86/100
D RIV E M AG AZ I NE A PR IL 2 0 1 3
82/100
78/100
17
ROAD TEST
BMW 125i 3-door Sport Automatic
Stealth Attack
18
D R IV E MA GA ZIN E A P RI L 2013
W
hen BMW first introduced the regular, hatchback 1-Series which, love them or hate them, still cut a uniquely recognisable shape in our traffic today, the company just didn’t deliver on the one thing I, and I think a lot of other enthusiasts, really wanted from the nomenclature. A proper hot hatchback, capable of taking the fight to the legendary Golf GTI directly. The original 1-Series just never quite did this. And not just because of its ungainly five-door proportions, the chassis was slightly “off” from the start. Which meant you could either get a 1-Series with a diesel for every day commuting and rendering entirely pointless the fact that this was the only rear-driven small hatchback on the market, or get yourself a six-cylinder 1 which again missed the point by being too costly, too powerful (in 135i form especially), and with too much weight in the nose for the somewhat leaden chassis to morph into a keen drivers’ apparatus. Instead of taking on the GTI, these sportier flavours of the 1-Series had to try too hard to maintain the premium image of the BMW brand, and ended up lost in a sea of mundane entry-level examples of itself. Today however the shortcomings of the entire 1-Series family have largely been redressed in the latest forms, and here we have the new 3-door version of this car, in what I feel could well be the ideal 125i spec. Yes all the headlines have been grabbed instead by the 135iM version of this new car, which by all reports matches the fun and ferocity of the limited-edition 1-Series M Coupe but allies this with a more relaxed ride and new 8-speed automatic transmission for increased every day useability. But in quite a few ways, I think this is actually the 1-Series to watch. At last, all the ingredients seem just right. Even the 2.0-litre, turbocharged four-cylinder petrol motor fits a lot better with the hot hatchback genre of the day than it does in the sports-saloon world of the 3-Series. And the fact that it isn’t a 6-cylinder unit can be overlooked here, since there’s no rich heritage attached to the 125i badging. And once you get past the legacy abuse, there really is a lot to like from the force-fed four-pot. For this car, the company has chosen the 160kW state of tune, which is bang on the money for a modern hot hatch of this engine size. Yes Ford and Renault and even VW do squeeze more from their 2-litres these days, but BMW have no need to take things to extremes - the more hardcore will scrape together the cash for a 135i anyway, which with 235kW easily outpunches anything these traditional hot hatches manufacturers have come up with.
“INSTEAD OF TAKING ON THE GTI, THESE FLAVOURS OF THE 1-SERIES HAD TO TRY TOO HARD TO MAINTAIN THE PREMIUM IMAGE OF THE BMW BRAND, AND ENDED UP LOST.” One of the reasons why, to me, the 135i remains more of a compact sports car really. But this 125i, is all hot hatch. Including the everyday versatility of a motor which perfectly toes the fine line between modern functionality and enthusiastic performance. Drive normally, like you do on the commute, and if we’re honest most of the time you’re driving on public roads, and the 125i is smooth and progressive. The 8-speed auto ‘box takes even more effort out of proceedings, and is easily the best of its kind, and this one of its best applications, which I have driven yet. And whether you select the Eco Pro mode for low-rpm shift points and your best shot at achieving
D RIV E M AG AZ I NE A PR IL 2 0 1 3
19
the appealing quoted fuel consumption (although the lowest average I could manage was 8.2l/100km), or leave it in Sport so you can still enjoy the distinctive growl of a sports four-cylinder petrol motor when the situation allows, the 125i just excels. Once free of the traffic, both the motor and new chassis setup really start to shine though. With the throttle pedal flat and the tacho sweeping through the full 7000rpm on offer, the ‘charged 2.0-litre has a deliciously crisp bark to it and serves up plenty of acceleration. Again a total of 310Nm might not be quite class-leading in this size and form any longer, but very much like the iconic GTI itself the 125i makes the best out of what’s available and never really leaves you craving. BMW claim that 0-100kph will take just 6.4s for this automatic variant (6.6 for the manual), well into the right league, and the car feels brisk enough to stand up proud in any hot hatch gathering. Dynamically, the thing is an absolute peach. It’s exactly what I wanted of that original 1-Series. A nimble little terrier of a car which you can really take by the scruff and throw around, with the added advantage of being able to wag its tail vigorously when required. Once again, it’s an exceptionally fine line being tread. Hot hatches have to be effervescent at times without sacrificing their every day docility and general comfort level. They also have to package dynamic traits which can protect and flatter the ham-fisted in relative safety while still being able to capture and engage the more focussed fast driver. Piloting the 125i brings all of these difficulties into sharp focus. The front end of this car is light, so the responses are agile and immediate. And as tied-in as this front end is, the rear is well up to the task of tracking them faithfully, with some extra pure RWD fun (also known as in-corner adjustability) thrown in for good measure, but only when you specifically want it. The overall grip is astonishing, but when you do overpower the rear with a deliberate and sustained slug of turbocharged torque you barely even need to feather the throttle just a stab of countersteer will catch the balance and then full throttle just holds it there until the tyres regain their purchase once more. Or you can keep your right foot in check, and just tear up the bends with the precision of a car with wholly uncorrupted steering and ample engineering integrity using all the performance with discretion to deposit you wired and buzzing, but safe and sound, at your destination.
20
D R IV E MA GA ZIN E A P RI L 2013
As usual, being Drive, I haven’t spoken much about how many cup holders are in the interior as yet. Well let me assure you, there are plenty (I think). And there’s also more than enough blatant “BMWness” inside that there’s no way the car would ever be mistaken for a less than premium product. The seats and steering wheel are all shod in a lovely grade of leather, and our Sports spec car came with enough touches to lift the tone of the interior a notch or two. Including a useless Sport display on the LCD screen, which displays in real-time the exact number of kW and Nm you’re employing in any scenario. Useless sure, but still fun to have.
and for me actually usurps the GTI as the new definition of a unique breed which remains fairly popular, even if public interest is waning somewhat these days towards crossovers and the even more environmentally-aware.
The exterior too is a nice step on, at least to my eyes. Yes the 1-Series hatchback has never been the most elegant car BMW makes, and the slightly more upright grille on the new model doesn’t help much at the front. But from there on, this 3-door definitely cuts a more striking pose, looking sleeker and more athletic than ever with that long bonnet coupled to long doors suddenly culminating in that truncated hatch. Maybe not quite beautiful, but there’s certainly a healthy amount of appeal nonetheless.
It’s quite simply a new champion from a very unexpected quarter, and a great addition to the hot hatchback fold. Which seems to be experiencing something of a resurgence, with the new Focus ST, oddities like the Citroen DS5 and Volvo V40 Ts all impressing us of late. The stage has never been better set, and the 7-generation GTI had really better be right on top of its game to have a shot at reclaiming its title.
As much as I adored the last 125i that I drove, mostly because of the throwback nature of what was still a naturally-aspirated straightsix engine under the hood, this new 125i 3-door is a much, much better car. It’s lighter on its feet, and lighter on fuel too, but even more muscular. Not quite as musical perhaps, but the urgent, blaring soundtrack it does deliver when provoked fits the bill here just as well. In fact, spec a manual gearbox and at this price point (R330K for a manual, R350K for this automatic, in Standard trim) I can’t think of many a more rounded hot hatchback offering. And that includes the revered GTI. This BMW 125i hits every target square in the centre,
Like the VW, it’s another of those rare German products which is also infused with passion, in conjunction with peerless engineering underneath. Leave the 135i for the dimension-obsessed - this 125i will manage 90% of those thrills while still being appreciably more practical a proposition every single day.
Drive Magazine
Drive Ratings: Handling:
19/20
Ride:
17/20
Performance:
18/20
Fun Value:
20/20
Practicality:
17/20
Total:
91/100
Drive likes: It’s an epic win. Period.
Drive dislikes: Subjective of course, but perhaps still not the handsomest choice.
Key facts: BMW 125i 3-door Sport Automatic Pricing:
R372 300
Engine:
1995cc four-cylinder turbo petrol
Power:
160kW @ 5000rpm
Torque:
310Nm @ 1350 - 4800rpm
0-100km/h: Top speed: Kerb weight: Transmission:
D RIV E M AG AZ I NE A PR IL 2 0 1 3
6.4s 243km/h 1325kg 8-speed Sport Auto
21
ROAD TEST
Toyota 86
Pure beauty
22
D R IV E MA GA ZIN E A P RI L 2013
I
’ve got almost all the steering lock which can be wound on in place and am about to attack the throttle with full force from standstill for the first time. The skinny rear tyres and perfectlybalanced RWD chassis, which have together been hailed as a stroke of genius for entertainingly rear-led dynamics, will surely produce only one result. One big, smoky slide with the rear wheels spinning while the back end swapped positions with the fronts. Only, to my surprise, in this revival of a legend (and already a legend in its’ own right), to find that I’d been misled once more. The 86 doesn’t really do power slides, despite the combined and overexcited clamouring of the whole motoring media world. At least, not in this form. The 6-speed automatic gearbox fitted to our test car makes an unhappy noise and causes the rear axle to hop about messily as the torque converter struggles to cope with channelling the sudden command for violent acceleration to the driven wheels. But while there seems to be enough power to upset the drivetrain, there isn’t really enough to get the rear rubber spinning even with ample lock applied and the TC firmly disengaged, so the rear end squats down and launches you as manfully as it can up the road, hopefully with the wheel now straight, without any further drama or fuss. In fact mating the new, high-revving 2.0-litre boxer petrol engine to this transmission just automatically doesn’t seem to be the best of choices. Although it boasts an impressive power peak of 147kW (or the same as a dolphin-shaped BMW 328i, or the first-gen Golf 6 GTI), it only achieves this at very high revs with the redline on the tacho only starting at 7500rpm. And, predictably, it has effectively no torque whatsoever – 204Nm but all of it beyond the 6000rpm marker on the dial. However, while it’s immediately clear from this demonstration that Toyota’s new superstar the 86 severely lacks raw power, that, shockingly, does not mean that it it’s destined to be yet another mainstream media darling shunned and castigated by us at Drive for being boring, dull, and basically just a bit of a snooze festival on wheels. In fact, it turns out that this deficit actually becomes just one aspect of a thoughtfully-woven dynamic tapestry which just seems to reveal more and more astonishing artistry the closer you examine it from. Even slightly crippled by this dodgy, old-school automatic, the strengths the 86 was built to pull into sharp focus, strengths which have abandoned the Toyota brand many years ago, become crystal clear within half a kilometre of setting off. Although not exactly superlight at 1200kg, this car feels as energetic and eager as a lightweight. Maximising the wheezy and rather flat performance of the high-revving boxer engine, but not going so far as to actually move into proper sports car levels of performance, like an Elise. However with straight-line pace not the 86s strength, and wild sideways hooning not really on the cards in the auto, what can really be left of the experience to enjoy? Perhaps partially because of these two critical shortcomings, it’s the remarkable chassis balance which you quickly get hopelessly addicted to. The 86 sits low among traffic and manages to combine an almost hyper alert responsiveness with remarkably supple suspension and a fairly compliant ride. Although the engine note can’t really be called soulful there is a purposeful rasp to the higher parts of the rev range in particular, while the low end does include a strong sense that a boxer burble could well be waiting to be unleashed with the right set of pipes installed. But despite not having the clutch/gearlever avenue of communication to fully immerse yourself into the act of driving, the information
D RIV E M AG AZ I NE A PR IL 2 0 1 3
23
ROAD TEST
Toyota 86
flowing to your fingertips through the steering wheel and the seat of your pants through the pinched, part-leather part-velour seat more than suffices. This isn’t just a talkative car, by modern standards it’s positively bubbling over with feedback and natural charisma. Because of the compact dimensions, good visibility, this almost supernatural sense of connection with the car and road beneath it, and complete lack of power to get you into any trouble, you soon start throwing the 86 at a challenging road with gay abandon, relishing the sharpness of the front end and the playful but benign attitude of the rear through the corners. It’s such a simple machine to pilot, it seems any driver could extract maximum performance as well as maximum enjoyment in any given situation. There are literally no surprises waiting to bite you if you overstep any marks, the included traction-control system is completely pointless in fact, and you’re always so completely instinctively aware of how much composure each corner of the car still has in hand that keeping it smooth and tidy and maintaining the highest speeds possible just seem to happen naturally.
“HAPPY - THRILLED EVEN - TO BE REMINDED OF THE QUINTESSENTIALLY PURE ENJOYMENT OF ANALOGUE SPORTSCAR DRIVING.” When you do start taking liberties with entry speeds you can start inducing slip at the rear which you then simply mash the throttle into the carpet to ride out – there’s absolutely no throttle subtlety or modulation needed because there’s only enough power to keep the rear wheels spinning for just long enough to catch the slide cleanly and line yourself up for the next entry. In slower-speed corners you can even start doing the ridiculous – when I was in the mood for a little tyre torture I found myself yanking briefly on the e-brake to get some lateral movement and again just holding the throttle flat for a few moments of opposite lock just brings the car back into line. Yet the lucid stream of chatter that enables this style of hooliganry doesn’t even become a chore when all you’re doing is commuting in the 86. Although the seats were a little snug about my oversized frame, and the driving position slightly too offset for long-distance comfort levels, the 86 is truly useable every day. And presents opportunities for fun on every drive, be it wet, dry, open or crowded with traffic. The cost of all this fun is predictable. Rev the motor regularly into the 7K-plus rpm range, and your fuel consumption shoots past the average of 9.1l/100km we recorded for the duration of our term with this car. But with a mixture of a judicious right foot and leisurely acceleration away from lights, you can settle into a 150km/h cruise and show instantaneous fuel consumption of under 9.5. Which is pretty good for a modern car, although some miles away from the claimed combinedcycle consumption of 7.1. Fortunately the interior is also nicely built and thoughtfully arranged. The materials used are definitely of a grade above what makes it into series-production models like the coma-inducing Corolla, and although they may feel slightly cheap I do like the sports car touches like the bank of toggle switches just in front of the gear selector. This high-spec model even comes with heated seats for early-morning
24
D R IV E MA GA ZIN E A P RI L 2013
escapades, while the rear seats are really only for the flotsam that gathers in the interior of the car to end up, not people. Not even kids. Yes, the 86 is crying out for more power. Throw in some forcedinduction and this car will be a serious challenger against some much more serious kit – think Porsche Boxster, Elise, Z4 and SLK – and it feels as though dynamically it could show these far pricier machines a few new tricks. But even in the standard form, it offers the kind of driving pleasure we’ve been starved of in the last decade. Genuine levels of unadulterated driving passion at a relatively reasonable price point. In fact it’s this energetic and talkative nature that ends up causing the Toyota 86 to leave me both happy and sad all at once. Happy – thrilled even – to be reminded of the quintessentially pure enjoyment of analogue sportscar driving. But depressed by the certain knowledge that, just a decade ago, these types of affordable thrills used to actually be common, and a primary differentiator in the car choices we made. Now it takes an especially unusual product like this niche little coupe to remind us of what that felt like. I’m sure I’d be happier still with the cheaper, lower-specced 86 and a manual transmission, but on the evidence of this hobbled example it’s clear that this car is all that Toyota said it would be, and everything the enthusiast market could reasonably expect from this highlyanticipated product of the Toyota/Subaru partnershiup. For a car of this type in today’s market, the 86 is going to sell like wildfire, and it really ought to. I’d strongly recommend parking one in your garage as soon as realism might allow it – it’s cheap enough to be an impractical weekend car and fun enough to fulfil that role to perfection, or it’ll work as your sole transport provided you don’t have a family to cart around. Russell Bennett
Drive Ratings: Handling:
19/20
Ride:
18/20
Performance:
13/20
Fun Value:
19/20
Practicality:
16/20
Total:
85/100.
Drive likes: Classic Japanese sports car looks. Cammy four-cylinder needs revs to sing. Electric, precise, balanced handling. Supple ride.
Drive dislikes: Auto transmission isn’t a paragon. Not enough power to drift all that easily. When revved to peak power fuel consumption goes south fast.
Key facts:
Toyota 86 High AT
Pricing:
R346 500
Engine:
1998cc four cylinder petrol.
Power:
147kW @ 7000rpm
Torque:
205Nm @ 6400-6600rpm
0-100km/h: Top Speed: Kerb weight: Transmission:
D RIV E M AG AZ I NE A PR IL 2 0 1 3
7.5s 226km/h 1200kg 6-speed automatic
Consumpt. (Claimed):
7.1 l/100km (combined)
Consumpt. (Tested):
9.1 l/100km (combined)
25
ROAD TEST
Mercedes ML250 BlueTEC
Polished
to Perfection
26
D R IV E MA GA ZIN E A P RI L 2013
T
here’s just one small aspect of conformity that irks me a little. Having to. But perhaps that’s just me. Because the flip side of conformity, is that everyone gets to learn from everyone else’s mistakes. Ultimately allowing us to reach our perceived pinnacles. And that precisely is why the Mercedes-Benz ML SUV has been the standard well-to-do private-school mommy chariot of our smarter suburbs for what seems like decades now. But the latest ML250 could well be a step too far off the exclusive scale it dominates. It’s the new, more environmentally-conscious company’s new entry-level ML, a budget ML really. Even if the starting price does still open with a 7. There’s not much arguing with the collective assessment either. Get in to the ML, yes even this most mundane version, and an immediate sense of peace descends upon you. The seating position is commanding without being intimidating, the levels of comfort and luxury ample without being excessively techie, and all the surfaces you touch feel lovely and classy. Effortlessly, in a way. And the fact that the spec sheet says the seats are upholstered in man-made leather fabric means absolutely nothing to the way it feels under your skin. There are a couple of very minor German oddities in here, like the gear selector being where the indicators/wipers usually are, but overall everything is where you’d want it to be and works intuitively if you’ve ever operated a car interior before. It feels familiar but impressively does so without detracting much from the pervasive sense of almost smug grandeur.
D RIV E M AG AZ I NE A PR IL 2 0 1 3
It certainly helps that dynamically the ML is impeccable. On the road at least. It really never feels like anything more than a big comfortable saloon car. Roll through the bends is noticeable but not comical, the mass is tightly managed through transitions, and there’s plenty of grip from the full-time AWD. And this is all on the conventional steel springs, albeit with active damping, and not the sophisticated AIRMATIC arrangement.
“GET IN TO THE ML, YES EVEN THIS MOST MUNDANE VERSION, AND AN IMMEDIATE SENSE OF PEACE DESCENDS UPON YOU”
The steering feels quick if not particularly accurate, and the impression is constantly of a car much lighter, more agile than the ML has any real right to be. It’s clear why the ML remains the yardstick for every day useability on the amazing ride alone. Inevitably, we get to the engine and gearbox. It isn’t actually a 2.5-litre turbo diesel, more like a 2.2. But that just makes the 150kW
27
ROAD TEST
Mercedes ML250 BlueTEC
and 500Nm outputs even more impressive. That’s a huge wedge of torque, stuck right down at the bottom of the rev range apparently. Couple that to a 7G-TRONIC automatic gearbox which just looooves to keep the revs down low in an effort to deliver anything like the 6.5l/100km claimed economy, and you’d be forgiven for expecting a bit of a wheezing geriatric. Particularly when you add a kerb weight of 2.2 tons. But although the ML 250 Bluetec was never designed as a sprinter, a 9s 0-100km/h canter and 210km/h top speed mean it can still whisk gracefully by the cars of the proletariat without so much as waking the driver. Even more remarkably, the engine never sounds abrasively rough, mostly it just chunters away all but inaudibly thanks to the well-wrought and insulated cabin structures. No, it’s not going to encourage enthusiasts to roar about flat-out with the gearbox in manual snatching last-minute upshifts just to savour the delivery. But it copes phenomenally with rush-hour traffic, never breaking stride, missing a beat, or being caught out. And of course the payback for the Bluetec moniker in this instance, are significant. This small-capacity diesel engine will actually give you comfortably more than 1000km of mixed-road real-world driving on a single enormous 92-litre tankful. Comfortably more. And remember, this is in a bulky, heavy premium SUV with full-time AWD. As a self-confessed enemy of the diesel I have to confess I was expecting the ML 250 Bluetec to be a drag to run, positively overflowing with dreadful drawbacks I could pick to pieces in great detail in this road test. But it wasn’t to be. As it turns out, although it’s the absolute antithesis of the madly potent ML 63 AMG - which should be more Drive’s “thing” - a week with the ML 250 leads me to conclude that this could be the pick of the new ML range. The thing is, when Toyota launched the budget-spec version of the Fortuner with the smaller diesel motor and more limited equipment
Drive Ratings:
level, the vehicle ended up just feeling like a Hilux workhorse with an SUV suit. With this ML 250, Mercedes has actually succeeded in making the entry-level model cool. It’s basically all the goodness you get from any of the pricier models available, bar any of their performance of course but adding healthily to the range per tank. It does have a weakness, in the end. It is not much of an off-roader, getting stymied by the first minor hillock of soft beachy sand I pointed it up. It didn’t dig in, just refused to continue either. It’s also madly expensive for what it is. The ML 250 may do very well in making “budget” cool, but they can’t hide from the fact that apparently a budget SUV means something different to Mercedes engineers than it does to the rest of the world.
“AT LEAST WITH THIS ML 250 BLUETEC, YOU DON’T HAVE TO KEEP ON PAYING FOR THESE PRIVILEGES EVERY TIME YOU HIT THE FUEL STATION FORECOURT” But get beyond these foibles - accept that despite paying a small fortune for it your car can’t really handle anything more than tarmac and occasionally a wettish field, and enjoy the complete and fulfilling package of what the ML does offer you. Pretty much unmatched carpark acceptance in the Sandton soccer-mom brigade. And a quality, luxurious, reliable and even relatively green motoring experience every time.
Drive likes:
Handling:
18/20
Deeply ingrained sense of quality.
Ride:
20/20
Luxurious, high-class motoring without the fuel handicap.
Performance:
16/20
Tangibly upmarket environment.
Fun Value:
16/20
Practicality:
21/20
Total:
87/100
Drive dislikes: Doesn’t excel in off-road conditions. Pricey considering the small engine.
Key facts: Mercedes ML250 BlueTEC Pricing: Engine: Power: Torque: 0-100km/h: Top speed: Kerb weight: Transmission:
28
R683 500 2143cc four-cylinder turbo diesel 150kW @ 4200rpm 500Nm @ 1600 - 1800rpm 9s 210km/h 2150kg 7G-TRONIC Plus
D R IV E MA GA ZIN E A P RI L 2013
At least with this ML 250 Bluetec, you don’t have to keep on paying for these privileges every time you hit the forecourt. Nor will it ever really excite you in any way beyond the deep and cerebral appreciation of sound engineering, but that really is exactly what its market wants anyway, so it scores a perfect bulls eye as a product. And in a way, it’s this ideal nature for its task, for its target market, and for its times that make the ML such a stand out. Nothing about it mechanically really stands out as much as the effort that’s been put into making this SUV the ideal choice for a very specific type of person. It isn’t going to win Freshest Design awards, or rake in Engine of the Year accolades, or even stand any chance in any Value-related races (or any races ever, at all, for that matter). And it doesn’t need to, and still lay claim to iconic status standing proud alongside the maddities of the range from AMG. Drive Magazine D RIV E M AG AZ I NE A PR IL 2 0 1 3
29
ROAD TEST
Chrysler 300C V6 CRD
There IS a replacement for displacement!
30
D R IV E MA GA ZIN E A P RI L 2013
T
here is, undeniably, something about the Chrysler 300C... Something of a perverse thrill a bit like you get from a Lumina as well, but with even more of a pure US flavour.
Which is perhaps why, despite knowing that the new 300C is a Lancia Thema in Europe, and recalling the woollen chassis and plasticine interior of the old one, and even thinking that this was the new demure V6 petrol-engined model and not the racy V8 of the SRT, I was looking forward to the delivery of this car. In the end though, it would turn out that this car was nothing like what I was expecting, but beyond all reasonable expectations, all the better for it. In fact, this could be the best 300C Chrysler has ever produced. But let’s start with that first day. It was a pretty hectic week, and I wasn’t in the office on the day that the 300C arrived, but I was keen to get into it the next day and discover just what the Fiat Group now owners of Chrysler could conjure of a slice of purest automotive Americana. It has, to my eyes at least, lost some of the extreme bluntness of its predecessor in this form - possibly the roving pen of an Italian stylist despite strict instructions to the contrary from the bean-counters wanting to capitalise on the whole US goodwill? It’s still a very large and imposing car, but where the original model seemed to wilfully flaunt unnecessary extravagance, like smooth, airflow-optimised sheet metal, this new one actually has some touches which appear to be heading down this road. Not very far down it of course, but definitely attempting to make a start. Still, it has that extremely broad-shouldered stance down pat thanks to those ludicrously blistered front arches in particular, and on the boot lid even seems to be paying homage to the clasically bewinged Cadillacs of the middle of last century. Sure, Cadillac and Chrysler aren’t and never were the same company, but there’s a sense that the designers didn’t necessarily know this, and just went for “iconic” and “American” on this particular feature. At first I find it quite strange that beneath this high boot are no substantial drain-pipes to emit exhaust gasses from, before remembering that the new 300C line up doesn’t only have V8, or larger V8, as the full spectrum of engine options. And with that, it’s time to jump in and see what the comparatively dinky power plant can actually deliver. The interior is an absolute riot however, and worth taking a moment to mull over. The unpolished wood trim of the centre console is quite frankly an eyesore, and feels rough enough to give you splinters if you’re inclined to run your hand along trim panels absent-mindedly in traffic. But despite the predictably tacky materials, the remainder of the cabin is a joy. Once again, there are superfluous little styling touches everywhere, like the lovely, over-tall rectangular analogue clock-face between the centre vents, the instruments festooned in shiny faux-aluminium surrounds with calming blue backlighting, and the superbly generously-padded seat, which is not only electrically operated but also heated for those winter mornings when your tush just won’t warm through. It’s spacious too, although perhaps not quite as gargantuan as the exterior dimensions suggest. Still, there’s room for a good healthy cat-swinging session in here, so that’s really more than enough to make up for the relative lack of high-tech toys. One feature I positively adore are, bear with me on this, the centre cup-holders. These can be heated to keep coffee simmering, whereupon a light-ring embedded in the top of the holder illuminates red to warn you of the warmth, or cooled, in which case these rings turn an icy blue. There’s even a large
D RIV E M AG AZ I NE A PR IL 2 0 1 3
31
ROAD TEST
Chrysler 300C V6 CRD down, wheezing and puffing along while 1.6-litre budget hatchbacks storm past on the inside. It just copes manfully in all driving situations. However, the trick is, that no-one outside the car actually knows you’ve copped out and gone for the budget-friendly oil-burning version. In Claremont traffic, this new 300C still attracted all the stares, not to mention a healthy smattering of enthusiastic thumbs-up from other road users, and even the odd, excited ululations of the occasional pedestrian catching site of it. It makes exactly the right, gangster-rapladen statement, just like the original did, and therefore automatically seems to generate respect wherever it drives. The power trip is certainly present and correct, even if under the bonnet there’s a lot less going on than these onlookers might suspect.
touch screen incorporating satnav and the infotainment functions, including Bluetooth of course. Getting going is a bit of a comedy affair at first, thanks to the enormous dimensions of the thing making it feel a lot more like piloting a cruise liner than something as compact and downright conventional as a car. You do get used to the sheer bulk fairly quickly though, fortunately, and can then settle down to enjoy the smooth and quiet ride. The V6 has a bit more bark than I expected but... hang on just a minute! It’s only half an hour into the drive that I spot the rev-counter, redlined at 5000rpm and not the 6000-6500 I was expecting, and finally click - they’ve sent me the 300D! Featuring a new 3.0-litre turbo diesel V6 motor, this is the new baby of the 300C range. The model that’s been inserted purely to drive down the overall average emissions of the range. I hate these nasty eco-pandering versions of any car, but surely especially of a car meant to be all about cubic inches? Yet after five more days behind the wheel, the 300C D has completely won me over. It doesn’t hurt that this particular diesel actually makes a distant noise which could almost be called engaging. Certainly not offensive, at least, not even at idle. And although it doesn’t exactly give this tank of a car a decent turn of speed, nor does it ever let you
32
So you get what must be considered the biggest selling point of the 300C in the first place, and yet you don’t have to pay the price in incessantly crippling fuel bills as a result. Sure the slow-witted and ancient 5-speed auto as well as massive weight mean that the consumption is still usually over 10l/100km, but that’s still nowhere near the price of the old V8 petrols - usually in the region of 15l/100km for the vanilla model - rising to 20+ for the SRT. You also get a ride which would be very comfortable over a long journey, and handling which reflects the wheelarch extensions in its appreciation of comedy. This 300C feels as though its front end is connected to its rear by several overcooked tendrils of spaghetti and nothing more. While the front feels fairly nicely tied down to the road, what seems a few seconds after this suspension has coped with the surface the rear reacts, doing its best impersonation of a mechanical bucking bronco as the chassis twists and the rear suspension crashes. Once again, this isn’t great, but in a way, it quite suits the car. Particularly this 300D format. This kind of wild ride would be quite frightening in a faster version, but in the diesel is merely amusingly reminiscent of the era it seems the 300C is trying to represent. Which is to say, some two decades ago. Besides it’s only all that noticeable when you start pushing to 8/10ths, or maybe 7, below that it behaves quite acceptably. Nothing about the package as a whole really encourages you to go there anyway - not the flat power delivery, not the lazy transmission, and certainly not the slightly vague steering. This is not a performance car in any way shape or form. Even though the stats show it to be, on paper, just barely more sluggish than the 3.6-litre petrol model.
D R IV E MA GA ZIN E A P RI L 2013
Despite the dynamic shortcomings, the 300C D is really a nice car to drive around in. I’m not certain I’d want to own one, as I’d be worried about the longevity of the cabin, with all that wood already looking old and worn when the car is brand new! But it does tick the boxes you want a car like this to tick. It’s a comfortable cruiser, imposing and noticeable in traffic, garners the respect of other road users and even pedestrians instantly and effortlessly, and yet will actually get you a reasonable 700km range on a single tank of gas. At last, the whole economy argument seems to come together and make sense in this car, because it still does almost all of what the petrol model is expected to from a satisfaction point of view, sacrificing only a fraction of outright pace to the advantage of tank range.
It also has a comfortable and interesting cabin, a shape which may have lost some of its definingly formless form but is still instantly recognisable, and all for a fairly reasonable sticker price, on the whole. Whereas previously, you could have the mad, overpowered SRT-8 and drive it only on Sundays when you could afford the fuel bills, or get the mild-mannered 5.7, and drive for a bit of Saturday as well on your fuel budget. Now you can get the whole ball of wax with this 300C CRD. It’s a really good move, and while normally I’d have to recommend finding the extra R100k for the SRT instead, on the strength of this CRD that’s just not the case any more. Drive Magazine
Drive Ratings: Handling:
12/20
Ride:
18/20
Performance:
13/20
Fun Value:
19/20
Practicality:
19/20
Total:
81/100
Drive likes: Outlandish looks. Heated and cooled cupholders. Jewel-like cabin details raise the bar. Reasonable fuel economy.
Drive dislikes: Not exactly strong. Some polish would’ve been nice on the wood bits.
Key facts: Chrysler 300C V6 CRD Pricing:
R559 990
Engine:
2987cc V6 turbo diesel
Power:
177kW @ 400rpm
Torque:
550Nm @ 1800 - 2800rpm
0-100km/h: Top speed: Kerb weight: Transmission: Fuel Consumption (claimed): Fuel Consumption (tested):
D RIV E M AG AZ I NE A PR IL 2 0 1 3
7.8s 232km/h 2472kg 5-speed AutoStick 9.7l/100km 10.3l/100km
33
ROAD TEST
VW Beetle 1.4T Sport M
Character Shootout
34
D R IV E MA GA ZIN E A P RI L 2013
W
hen the old “New” Beetle launched back at the turn of the century, for all the things wrong with it (blatant rape of a proud heritage, dodgy looks, bland underpinnings, and that damn vase!), it did have one redeeming feature. Beneath the tack-on plastic wheelarches and “Is it coming or going” mirror-image styling approach, lived a very respectable car. At it’s heart, that Beetle was actually a Golf GTI, hot hatch extraordinaire! It might not have had the soul of a Beetle, but the heart of a GTI was certainly some compensation.
Sluggish seller However largely for this reason, that new Beetle was expensive. And because of the price premium over the more conventional Golf, it didn’t sell very well, particularly in the price-sensitive South African market. Which is a good thing, because we haven’t been subjected to floods of this shameless marketing pastiche for 12 years, but it was the final nail in the coffin of that car ever even coming anywhere near to its legendary forebear. This latest reincarnation of the Beetle badge, called by VW the “21st Century Beetle”, tries to sidestep this problem by including an entry-level 1.2-litre turbo petrol model with a list price in the region of R240K.
“THE NEW BEETLE IS STILL HARDLY WHAT YOU MIGHT CALL `MACHO’. IT’S JUST TOO CUTE FOR THE TERM TO APPLY” Turbo charged, not twin charged Our test car comes from further up in the range however. We have here the Beetle 1.4 T Sport Manual – which packs a mildly interesting 118kW and 240Nm thanks to, contrary to the reports in some “respected” local motoring rags, just a conventional turbo charger. This is not the cracking twin charged motor of the Polo GTI or Audi A1 1.4 TFSI. Which anyone with any car knowledge could have told you already, with VW quoting 8.3s for the 0-100km/h sprint, whereas the Polo GTI/ A1 brothers could do the same run in 7 dead. Compared to these little terriers, the 21st Century Beetle even in this Sport trim feels, not slow, but a bit lacklustre. Inside there’s a 6-speed manual gearbox and quite a few comfort features to lift an already quite nicely designed interior. The dual-tone leather sports seats on our car are standard for this model, but as per usual with VW that’s about all you get over the 1.2 without ticking costly options boxes. Xenon headlights, a sunroof, uprated iPodcompatible audio system, even 5-year 90 000km service/maintenance plans all quickly add up to a Beetle pushing the R350K mark.
More defined, aesthetically It’s definitely more handsome than its frumpy predecessor however, with VW this time making certain there’s a distinction between front and rear ends, as well as a lower roofline for a sportier stance. There’s
D RIV E M AG AZ I NE A PR IL 2 0 1 3
35
even a substantial duck-tail rear spoiler on our test car, but even with this add-on in position the new Beetle is still hardly what you might call “macho”. It’s just too cute for the term to apply. Nice to drive of course. I’d originally suspected that this car could be our first taste of the new Golf 7 platform, but unfortunately it turns out it’s actually a somewhat outdated Golf 6 beneath the skin. Of course the 6th-generation Golf was and still is a wonderful all-round package, delivering a smooth ride combined with vaguely enthusiastic dynamics and all the practicality you can reasonably expect of a 5-door modern hatch. The Beetle may sacrifice some of this in pursuit of a history-laden form, what with being only available as a 2-door, but otherwise it retains most of the Golf’s strengths. And most of it’s weaknesses too – this car never does anything particularly interestingly, even if it does everything pretty well.
Not a teetotaller either One thing that hasn’t gone right however is the expected fuel savings of a small-capacity modern motor. The 1.4T, driven with some verve as befits the Sport tag, still uses an average of mid-9l/100km most of the time. That’s nowhere near the claimed 6.6. So it’s a definite improvement on its direct predecessor then? Well, no. It can’t be, can it? It’s definitely better looking yes, but otherwise it offers less performance and not that much less fuel consumption, at an only slightly lower price. I don’t really see the progress… The test I really wanted to do with it however, came with the arrival of a ’71 Beetle 1600L. In Daisy Yellow with very sporty black steel wheels no less. A massive 41 years separates the cars, but nevertheless this is the real benchmark I wanted to line our new 1.4 T Sport up against.
Which one would you prefer? And it takes not even a single metre before I know exactly which car I’d rather park in my garage, and it ain’t the one with the R300K price tag. In addition to the almost incalculable purchase price saving, the old car offers an immeasurable dose more of the most essential ingredient in a car of this nature. Character. 36
Yes, the carb-fed 1.6 takes at least 15 minutes to properly warm through and clear it’s gruff throat, but once it has the thrust on tap is more than what you feel you need in the Beetle chassis. Of course the 1.4T is quicker everywhere, but it never really engages in the way the 1.6 does every moment of every journey. The soundtrack clarifies the polar opposition of these approaches beautifully, the old car is raucous and loud and vibrates through the entire chassis all the while it’s running, in the new car the engine just melts into the background and you’re never really aware of what it’s doing. The old car bounces uncomfortably along even the most miniscule tarmac imperfection, but feels tough enough to take this beating all day for 40 years (as this one has) and still keep on coming back for more. Yes the pedals are so ridiculously offset that with huge lumpen feet like mine you struggle to operate both brake and clutch at the same time, and the only place you can rest your clutch foot is somewhere between the clutch and brake, which is hardly safe. There’s no ABS, no airbags, no ESP, no electric anythings, even the seatbelts aren’t inertia-reel items and so are technically absolutely useless. But it costs next to nothing to own and run. You could buy a new Beetle as well as another dozen for spare parts before getting close to the cost of the new car, and you’ll get the engine in the correct place and a car which feels every inch like the legend it is. This is, in capital letters, The Real Deal. Beside it, the new car looks and feels like exactly what it is, a plain-Jane VW Golf tarted up to capitalise on the outstanding heritage of the original machine. At best, a transparent strategy to push the last examples of the Golf 6 platform through showrooms before the arrival of the 7 early next year, and at a hefty price premium to boot!
Still “just” an overpriced Golf Clever marketing, certainly, but not so clever from a pure product perspective. Just like the original resurrected Beetle then, this 21st Century Beetle is no more than the means to pick up some sales on an otherwise very conventional car by appealing to misty-eyed Beetle veterans, who can fob the actual car off on to their daughters who in turn will be very happy with the unique styling of their expensive Golf. But without the kudos, or enticing performance, of the GTI engine. It’s actually rather sad. D R IV E MA GA ZIN E A P RI L 2013
Drive Ratings: Handling:
14/20
Ride:
16/20
Performance:
12/20
Fun Value:
16/20
Practicality:
11/20
Total:
69/100
Drive likes: Undoubtedly better looking. Love the two-tone leather interior.
Drive dislikes: Still very expensive, especially compared to a standard Golf 6. Surprisingly heavy on fuel for a 1.4. Not even playing the same game as the Real Beetle, and associated by nothing more than name.
Key facts: VW Beetle 1.4T Sport M Pricing:
R296 600 (Standard)
Engine:
1390cc four cylinder turbo charged petrol
Power:
118kW @ 5800rpm
Torque:
240Nm @ 1500 – 4500rpm
0-100km/h: Top Speed: Transmission: Consumpt. (Claimed):
D RIV E M AG AZ I NE A PR IL 2 0 1 3
8.3s 208km/h 6-speed manual 6.6 l/100km (combined)
37
DWFCOLLECTIVEBS515901
The POTENZA range represents the pinnacle of Bridgestone’s dedication to motoring perfection. Proven in Formula 1™, the POTENZA range gives you the power and control to push your high-performance vehicle to the limit. For the ultimate in safety, performance and sheer driving pleasure, satisfaction has but one name: POTENZA.
Bridgestone South Africa. Visit our website: www.bridgestone.co.za. Available at: www.bridgestone.co.za and other selected Bridgestone dealers.
TOP 5
CAR CATEGORIES
What’s it all about? The Drive Magazine Top 5s section isn’t a listing of the highest-scoring cars coming through our road-test regime. It isn’t a graph of competitive power outputs, or a table of comparative lap-times, or even a scale of comparable pricing. In fact, here the rankings have as little as possible to do with any empirical, data-driven evaluation of this passion called motoring, and everything to do with unchecked emotional appeal. There are a wide spectrum of factors on any car which can influence our emotional response to them. Although we’re irrepressible, self-confessed performance freaks at this publication, making it into the Top 5s requires far more than just the smallest 0-100kph time. Any vehicles on these pages have left us deeply saddened to say goodbye to, and longing for another opportunity to experience the same richly-textured connection once more. They aren’t necessarily the priciest of machines, the most beguilingly beautiful, or the most pulverisingly potent. They’re simply cars which we, as petrol heads, absolutely adore - and think that you would too if motoring runs in your veins. Our very own passion-gauge for the hearts and souls of cars. One thing that you won’t find any of on the following pages, are electric cars. Only internal-combustion motors have soul, at least any soul that we can connect to as internal-combustion-based machines ourselves. And no amount of synthetic efforts to replace this elusive ingredient will bridge this intrinsic emotional gap. If you strongly disagree, mildly disagree, or wholeheartedly approve of these rankings, drop us a line on Top5@drivemagazine.co.za and state your case. Perhaps next month, it’ll be your car choices walking away with the entirely fictional prize-money. Lots of it. Tons. We promise. D RIV E M AG AZ I NE A PR IL 2 0 1 3
39
TOP 5 HOT HATCHES VW Golf GTI/Ed 35 Highs: Most rounded hot hatchback ever.
1
Lows: Engine could have more character. Ed35 almost fixes even that.
Quickie: The Golf GTI isn’t top of this list because it’s the fastest, or the most outrageous, or even the sharpest handling. The fact is there are others which can do better in specific dynamic disciplines. It’s the way the GTI packages this performance into such a beautifully smoothed-off, every day useable machine which is just exceptional. Factoids: 2.0-litre turbo motor, 173kW, 6.6 s sprint, R378 300
Drive Rating: 88/100
Renault Megane RS 265 Highs: Class-leading FWD hatchback chassis
2
Quickie: The original Megane RS is very nearly as redefining an experience as the exceptional special-ed Trophy, without the rougher edges. A spectacular hot hatch in every way. Does not lose to anything on pure performance alone. Factoids: 2.0-litre turbo motor, 184kW, 6.1 s sprint, R359 900
Lows: Not class-leading build quality. Drive Rating: N/A
Ford Focus ST3 Highs: Best-sounding fourcylinder petrol motor in ages.
3
Lows: Massive panel gaps.
Quickie: Ford may have dropped the 5-cylinder motor for the new Focus ST in favour of a lighter, cleaner 2.0-litre “four”, but it hasn’t diluted the appeal one bit. It still makes precisely the kind of noise you want your hot hatch to make, goes like the proverbial scalded feline, and looks sharper and more modern than ever. And, it drinks substantially less fuel. Really. Factoids: 2.0-litre turbo motor, 184kW, 6.5 s sprint, R353 700
Drive Rating: N/A
BMW 125i 3-door Highs: Proper RWD balance, in a hatch.
4
Lows: Even in 3-door form, it isn’t the prettiest.
Quickie: In the new 3-door 1-Series, the 2.0-litre turbo petrol currently flooding the BMW lineup actually fits – there’s no sixcylinder heritage here to row against. With 160kW and a mid-6s sprint time, this 1-Series attacks the existing hot hatch market directly, but adds the purity of RWD into an equation which largely excludes such an exciting variable. Factoids: 2.0-litre turbo motor, 160kW, 6.4 s sprint, R336 000
Drive Rating: N/A
Volvo V40 T-4 Highs: Fresh, striking design. Lows: A bit bulky from some angles.
5
Quickie: Through some clever, committed marketing Volvo launched the new V40 to tremendous fanfare and a market salivating for the product. Fortunately the Swedish company also engineered a package beneath the sexy skin to live up to this hype, with a wide range of power plant options available to suit any taste. Factoids: 1.6-litre turbo motor, 134kW, 7.7 s sprint, R316 800
Drive Rating: N/A
40
D R IV E MA GA ZIN E A P RI L 2013
TOP 5 4 X 4’s Quickie: Toyota’s Land Cruiser has been the mainstay of African expeditioning for a very long time, and there’s a very good reason for this. It’s unstoppable. Practically unbreakable. Can almost always be fixed with a hammer. And has dual fuel tanks for a range of comfortably over 1000km even on the roughest terrain. Now even available in a station wagon.
1
Toyota Land Cruiser Highs: The Toughest. Period. Lows: A very rough ride.
Factoids: 4.0-litre petrol motor, 170kW, R417 900
Quickie: The Defender might be the more macho, but the Rangie has off-road capabilities that even this legend struggles to keep pace with. And it’s all packaged into a vehicle which feels positively regal regardless of the surface being conquered, with bundu-bashing abilities which will flatter the beginner but beguile the expert off-roader. The new model adds even more power to the awesome TDV8 motor as well, which is always a good thing.
2
Range Rover Vogue SE TDV8 Highs: Effortless everywhere. Lows: Have been some buildquality issues.
Factoids: 4.4-litre turbo diesel V8, 250kW, 6.9 s sprint, R1 464 100
Quickie: We found the Pathfinder with the V9X turbo diesel motor to be lacking very little, especially at the price this thing sells for. It’s very well equipped, comfortable and refined on the road, and then strong and capable off. It suited the family just fine on long trips, and it even turns a fair deal of heads. It does struggle to fit in an average-sized garage however...
3
Highs: Mountains of torque. Lows: Feels seriously big all the time, and not that light on fuel either.
Factoids: 3.0-litre turbo diesel, 170kW, 8.9 s sprint, R652 000
Quickie: At the launch of the Jimny I remember looking at the offroad track and thinking the Suzuki guys were mad. Admittedly we did struggle a bit with some of the more technical obstacles, but some perseverance saw everyone through to the astonishment of everyone who hadn’t yet driven the car. A never-say-die attitude goes a long way in this activity.
4
Factoids: 4.0-litre petrol engine, 200kW, 7.6 s sprint, R457 600
Suzuki Jimny Highs: Much, much more capable than you’d ever expect. Lows: Noisy on the highway, and definitely lacking grunt.
Factoids: 1.3-litre petrol engine, 63kW, R201 900
Quickie: Toyota have pulled off some black magic with the FJ - it doesn’t ride anywhere near as rough as either a Hilux or a LandCruiser, and yet show it some challenging tracks and it’ll perform comparably to this daddy of 4X4s. Yet take it back onto the road, and it’s impressive there too. And to top it all off, it looks and feels like the toy it is.
Nissan Pathfinder 3.0dCi V6
5
Toyota FJ Cruiser Highs: Most of the ability of a LandCruiser, but much more charm. Lows: Quite heavy on fuel. Quite heavy generally in fact. Drive Rating: 88/100
D RIV E M AG AZ I NE A PR IL 2 0 1 3
41
TOP 5 COMPACT SUV’s Range Rover Evoque Highs: The style, the class, the crushing all-round performance.
1
Quickie: The Range Rover Evoque, particularly this gorgeous 3-door Si4 Dynamic, deserves all the accolades and naked looks of appreciation it has received since being launched. It is quite simply a superb vehicle.
Lows: Cost reflects high style demeanour.
Unmatched class and style inside, a gem of a 2.0-litre turbo charged petrol motor, absolutely unmistakable appearance – it’s an unbelievable combination of talents.
Drive Rating: 91/100
Factoids: 2.0-litre turbo motor, 177kW, 7.6 s sprint, R615 400
BMW X3 xDrive28i
Quickie: After the mess that was the X3 xDrive35i, which we called “excruciating” back when we tested it, the 28i is a welcome to return to form. The lighter 2.0-litre turbo motor can’t match the power of the 35i of course, but the reduced weight in the nose actually makes all the power available useable. And tames the ludicrous thirst. It’s just a huge step on.
Highs: Might not be a straightsix any more, but goes like one, without the thirst.
2
Lows: Not the most eyecatching or distinctive form. Could easily be an X1.
Factoids: 2.0-litre turbo motor, 180kW, 6.7 s sprint, R569 900
Drive Rating: N/A Ford Kuga Highs: Feline looks, punchy engine.
3
Lows: Dated auto transmission, excessive fuel consumption.
Factoids: 2.5-litre turbo motor, 147kW, 8.8s sprint, R406 850
Drive Rating: 76/100
Citroen C4 Aircross Highs: Yet again French flair for compliant but not soggy platform shines
4
Lows: Downright tardy sprinting
Highs: S-Tronic gearbox still the best. Lows: Dismal delivery of power, crushingly expressionless.
Quickie: We may sometimes sound like bitter oldies at Drive, but there’s almost always tangible benefits to be gained by going “traditional”. The bum-basic 5-speed manual transmission on the C4 Aircross makes all the difference over the clever self-shifter on the almost identical ASX-based Peugeot, the 4008. The C4 Aircross is more engaging to drive, faster everywhere, and particularly the models which are FWD only are also measurably cheaper. Factoids: 2.0-litre nat-asp petrol motor, 110kW, 9.7s sprint, R269 900
Drive Rating: N/A
Audi Q3 2.0 TFSI 125kW
Quickie: The Ford Kuga combines athletic looks with bundles of honest charm. It also gets a characterful and fairly strong 2.5-litre 5-cylinder turbo charged petrol engine, even if this powerplant (in 147kW state of tune) is let down by the dull-witted automatic gearbox just about all the time. The downside of the combo of turbo motor, auto ‘box and full-time AWD is predictable – expensive fuel consumption!
5
Quickie: Why Audi would even make this detuned Q3 I don’t know, especially since it doesn’t seem to help very much with fuel consumption either. This sinful act not only excises all the potential excitement from the Q3 experience, it also deletes anything deemed unnecessary, like any vestiges of a poetic soul. Factoids: 2.0-litre turbo motor, 125kW, 8.2 s sprint (claimed – and unlikely), R421 500
Drive Rating: 61/100
42
D R IV E MA GA ZIN E A P RI L 2013
TOP 5 SALOON Quickie: The latest-generation 5-Series is a saloon so capable, that in a purely logical world it would be the car that all middle to upper execs would drive. It’s big and luxurious yet balanced and agile when pushed, with the 3.0-litre turbo motor delivering plenty of puff and the RWD layout endlessly entertaining. It’s a class act, pure and simple.
1
BMW 535i Highs: As agile as a 3, as comfortable as a 7. Lows: None.
Factoids: 3.0-litre turbo petrol motor, 225kW, 5.9s sprint, R679 900
Quickie: Lexus has been targeting the BMW 5-Series for so long with the GS, that I think even it was surprised when the latestgeneration model ended up coming so remarkably close to this perennial rival. The 350 might lack some of the firepower of the turbo charged 535i, but it makes up for that with a wonderfully vocal character and a naturally-escalating power curve that actually quickens the pulse sufficiently. And you get all the luxuries already in place for the price you pay.
2
Lexus GS350 Highs: Impregnable build. Lows: Can still spot the Toyota switchgear.
Factoids: 3.5-litre petrol V6, 233kW, 6.3 s sprint, R584 200
Quickie: Most people are unlikely to believe us when we tell you that the Kizashi is one of the most underrate cars on the roads today - we hardly ever see one despite knowing just how brilliant it is. It’s got a peppy, zingy 2.4-litre four-cylinder engine which can’t compete with larger competitors but is characterful and eager in its responses, a chassis which is sharp and yet fluid, and styling which is delectably unconventional. It’s a winner, even better than the very similar Honda Accord for lacking that cars oppressive, and expensive, new-age electronic safety gadgets.
3
Suzuki Kizashi Highs: Lovely, unique looks. Lows: Engine might lack a little top-end bite.
Factoids: 2.4-litre petrol, 131kW, R319 000 Quickie: The new 1.8T motor in the A4, which effectively replaces the old 2.0T, actually delivers what the manufacturer claims. That is, a thick wedge of low-down torque, sufficient power, and a useful saving at the fuel pump. You’re really not likely to miss the little bit of extra power from the old 2.0T, and the chassis is sharper than ever in vanilla FWD, manual format.
4
Highs: Sleeker than ever, and an example of downsizing actually working. Lows: Typically overservoed brakes.
Factoids: 1.8-litre turbo petrol engine, 125kW, 8.1s sprint, R333 900
Quickie: The Chinese-built MG6 might feel a little flaky and certainly isn’t all that polished technology wise, but it’s a lot of car for not a lot of money. Yes there are rumours of reliability issues but then when was the MG brand a paragon of virtue in this regard anyway? One of the best Chinese efforts we’ve yet sampled.
Audi A4 1.8T
5
MG6 Highs: Cheap yet distinctive. Lows: Old-school tech, and you will be the butt of jokes.
Factoids: 1.8-litre turbo petrol engine, 118kW, 8.4 s sprint, R239 900
D RIV E M AG AZ I NE A PR IL 2 0 1 3
43
TOP 5 SUPERCARS Pagani Zonda F Highs: Rolling artwork.
1
Lows: Out of production.
Quickie: The Zonda may have been replaced by the Huayra already, but this turbocharged active-aero tech-feast hasn’t managed to replace the original in our hearts. Something about a 7.0-litre naturally-aspirated V12, minimal weight, a manual transmission and RWD just gets the purist in all of us slavering at the mouth. Ultimate pin-up car. Factoids: 7.3-litre petrol motor, 443kW, R20m
McLaren MP4-12C Highs: Monumental thrust.
2
Lows: Too quick for the road.
Quickie: The MP4-12C redefined the mid-level supercar category. It is so fast that the thought of a much more focussed version, the P1, seemed quite insane when you were behind the wheel and hanging on as the turbos lit fully in second gear. It’s savage, relentless power mounted in a chassis which is rigid and light. Stupendous. Factoids: 3.8-litre twin-turbo V8, 440kW, 3.2 s sprint, R3.2m
Audi R8 V10 Highs: Lamborghini V10.
3
Lows: Momentum and weight of the engine can catch you out.
Nissan GT-R Highs: Otherwordly deployment of all that power.
Factoids: 5.2-litre V10, 386kW, 3.9 s sprint, R1.9m
4
Lows: Not the most musical supercar ever.
Aston Martin Vantage S Highs: Best engine noise ever? Lows: Roadster version we drove not the most rigid.
Quickie: The R8 V10 is just mega - and you don’t have to have the violent R-Tronic transmission - there is a manual gearbox available as standard. The chassis manages to make the screaming 5.2-litre V10 accessible most of the time, although it can be caught out now and then, usually leaving the driver quite surprised indeed. Thanks to AWD however, these moments are usually catchable.
Quickie: Because we were badge snobs, we at first criticised the GT-R for having pretensions beyond its means, so to speak. This was no supercar we argued - not special enough, not expensive enough, not prestigious enough. However, what it is, is fast enough to destroy most of these more hoity-toity competitors. So it’s earned its place. Factoids: 3.8-litre twin-turbo petrol V6, 397kW, 2.9s sprint, R1.4m
5
Quickie: The original V8 Vantage was only really lacking in one area - power. While this tweaked Vantage S still isn’t a headlinegrabber in terms of outputs, it now feels like it has enough to justify full supercar status, albeit in a junior supercar role. The Vantage makes up for this with supermodel looks, an operatic voice, and a magnetism which only a rareified few might replicate. Factoids: 4.7-litre petrol V8, 321kW, 4.7 s sprint, R1.6m
44
D R IV E MA GA ZIN E A P RI L 2013
TOP 5 SPORTS COUPES Quickie: It’s the icon. The benchmark. The definition of a motoring niche basically. It’s also, sadly, about to be replaced, and it’s the last of the naturally-aspirated BMW M cars too. The new model might be returning to a straight-six, but there’s talk it could be tri-turbo too, which will mean more power yes but invariably less passion. A characteristic which still oozes from the existing M3.
1
BMW M3 Highs: All things to all men. Lows: End of life.
Factoids: 4.0-litre petrol V8, 309kW, R852 900
Quickie: The Renault RS nomenclature has a significant global fan-club, all of whom insist this is undoubtedly the fastest hyper hatch on the market because of some Nurburgring times. Drive the Trophy and you can see where the result comes from - the uncanny traction through the bends thanks to the Trophy chassis and suspension setup, which isn’t quite as uncomfortable as expected, and those special sticky tyres. Other than that, and the tacky sticker job, there isn’t that much to recommend over a “standard” RS.
2
Porsche 911 Carrera S Highs: It isn’t the power. It’s the cornering traction. Lows: Runs out of steam at the top end.
Factoids: 3.8-litre petrol flat-6, 294kW, RR1 192 000 Quickie: The C63 AMG is packing even more of a heavyweight punch than ever, but in latest form at least has a chassis with some chance of harnessing this savage force of nature. It still isn’t anywhere near as precise as the M3 of course, but at least it no longer tries to ride a bucking bronco on an ice-rink.
3
4
Lotus Evora S Highs: A classic recipe for the modern age. Lows: Sports Racer variant not for SA.
Factoids: 3.5-litre turbo petrol engine, 258kW, RN/A
Quickie: We did toy with doubling-up on BMWs in this category, and replacing the RS5 with the new M6. However although that car is a lot faster and RWD, the turbocharged V8 model will still always give best to a properly engineered naturally-aspirated V8, the 4.2-litre example of which situated in the nose of the Audi RS5 is quite simply a peach which will send shivers down your spine.
Highs: Sounds like the God of War. Lows: Drinks like the God of Winos
Factoids: 6.3-litre V8 petrol, 336kW, R977 100
Quickie: Lotus Cars seem to do such small volumes in SA, because they aren’t M, AMG, or Porsche, that you just don’t see enough of these flowing, feline shapes on our roads. Yet the Evora is a sublime car to drive. Fast, light on it’s feet and astonishingly compliant it’s a joy on any trip. Deserves to be seen more, really.
Mercedes C63 AMG.
5
Audi RS5 Highs: Another gem of a V8. Lows: Quite aloof.
Factoids: 4.2-litre V8 petrol, 331kW, R875 000
D RIV E M AG AZ I NE A PR IL 2 0 1 3
45
TOP 5 ROADSTERS/COUPES Peugeot RCZ Highs: A consummate allrounder.
1
Lows: Does occasionally feel a bit girlie.
BMW 1 M Coupe Highs: Huge adrenaline spikes before even climbing aboard.
Quickie: The Peugeot RCZ is a genuinely delightful surprise to drive. It packs the turbo charged punch of a Cooper S into a sublimely shapely body with, most importantly, suspension actually capable of absorbing the occasional bump. It’s our favourite small coupe on the road today, simply bubbling over with joie de vivre. Factoids: 1.6-litre turbo petrol motor, 147kW, R419 500
2
Quickie: Perhaps the Z4 is more suited to this category, but there aren’t any in the current range that excite us enough. One thing the extremely limited-run 1 M Coupe never, ever comes up short on. What an absurdly desirable little machine, even if it will most likely spit you off the tarmac sooner or later.
Lows: Will almost certainly kill you.
Factoids: 3.0-litre twin-turbo petrol, 250kW, R590 900
Porsche Boxster S
Quickie: Before I’d been behind the wheel of one, I scoffed at the Porsche Boxster for being the Porker for hairdressers and lady-boys. I did. But when you’re behind the wheel, even the entry-level version feels special. Communicative, absurdly precise, beautifully engineered and just raring to strut its stuff. And the latest incarnation is honed to perfection.
Highs: Driving purity.
3
Lows: It’s quite, erm, low. For getting in and out, you see.
Toyota 86 Highs: Pert, pure Japanesesportscar looks.
Factoids: 3.2-litre petrol flat six, 232kW, R699 900
4
Lows: Needs more grunt.
Quickie: Yes, it does need a touch more power, but nevertheless the 86 is basically a masterpiece. A performance home-run from a company who seemed to have forgotten everything it once new about performance. Light and therefore extremely agile, the 2.0-litre nat-asp engine tries hard enough and makes a nice enough noise, but never really compresses the seat-cushions behind you. Still, this car affirms that Toyota still has a heart dripping with driving passion. Factoids: 2.0-litre petrol engine, 147kW, R298 500
Audi TT RS Highs: Turbocharged inline-5 harks back to ur-Quattro. Lows: So grippy it can feel inert, cold.
5
Quickie: In actual fact, we were hoping to get the sleeper TT S in here, but that model is no longer part of the current range. It was the real pick of the TT litter, with the 2.0-litre turbo motor in S3 state of tune powering the front wheels only. The RS on the other hand, is way over the top in every way. OTT power from the OTT vocal 5-cylinder turbomotor, OTT grip from the famed quattro AWD, OTT price. Still, OTT fun too, and you can apparently still buy them new unlike the 1 M. Factoids: 2.5-litre turbo petrol inline-5, 250kW, R716 900
46
D R IV E MA GA ZIN E A P RI L 2013
TOP 5 HYPER HATCHES Quickie: Yes it might not strictly be a hyper hatch, more a hyper city car really, but if you don’t need the bit of extra practicality you might get from a Focus ST, there’s little better way of spending R330k on some motoring fun. As quick as a GTI and even more nimble thanks to the low weight, this relatively unassuming car gives all the others here a pasting for pure driving fun.
1
Highs: Dynamite! Has to be. Lows: Not a one. Quite small. But it is an A1, did you expect a people-carryer?
Factoids: 1.4-litre turbo and supercharged petrol motor, 136kW, R312 000
Quickie: The Renault RS nomenclature has a significant global fan-club, all of whom insist this is undoubtedly the fastest hyper hatch on the market because of some Nurburgring times. Drive the Trophy and you can see where the result comes from - the uncanny traction through the bends thanks to the Trophy chassis and suspension setup, which isn’t quite as uncomfortable as expected, and those special sticky tyres. Other than that, and the tacky sticker job, there isn’t that much to recommend over a “standard” RS.
Audi A1 1.4 TFSI 136kW
2
Renault Megane RS Trophy Highs: It isn’t the power. It’s the cornering traction. Lows: Runs out of steam at the top end.
Factoids: 2.0-litre turbo petrol, 195kW, R409 900 Quickie: Of the 2-line VW R range, it’s the Scirocco you want if you’re looking for pure driving thrills. Pumping 188kW through the front wheels alone makes for far more excitement than the heavier, AWD Golf R, and the Scirocco responds to this fact with a beautifully judged setup creating a front end almost as sharp as the Megane RS Trophy. But with a much more comfortable ride.
3
VW Scirocco R Highs: Razor-sharp front end. Lows: Seriously expensive now.
Factoids: 2.0-litre turbo petrol, 188kW, R433 900
Quickie: Sadly the limited-run of these special cars is long over, and all the hype regarding the 2014 model is still just rumour, unconfirmed by Ford. Still the legend of this car, crafted by those retina-searing paintjobs and comically pumped arches, lives on. If you find one selling second-hand, just buy it straight away.
4
Factoids: 3.0-litre turbo petrol straight-6, 235kW, R445 500
D RIV E M AG AZ I NE A PR IL 2 0 1 3
Highs: Embodiment of this over-endowed breed. Lows: Long gone.
Factoids: 2.5-litre turbo petrol engine, 224kW, RN/A
Quickie: The new 3-door M135i has been billed by the motoring press as a 1 M with the option of an auto ‘box. It isn’t quite of course, but then it’s also much cheaper, and you can buy one right now, which has to be worth something. Either way, with a finally sorted RWD chassis and that creamy turbocharged straight-six powerplant, it’s difficult to go wrong with this one.
Focus RS
5
BMW 135i M Sport Highs: Explosive power without corrupting the helm. Lows: Everyone’s going to order it with the 8-speed Sport Auto
47
TOP 5 BUDGET BUYS Nissan Micra Highs: Surprisingly willing for a three-cylinder
1
Lows: Noisy cabin.
VW Polo Vivo Highs: Proper German buildquality.
Factoids: 1.2-litre petrol motor, 56kW, R112 900
2
Lows: Really, really sparsely equipped.
Renault Sandero Highs: Well, it is quite cheap.
Quickie: VW replaced the Citi Golf as it was based on 20 year-old technology, with the Polo Vivo, at the time built on the previousgeneration Polo platform but with new running gear. Whatever, it’s a great car to drive. Not very richly appointed no, but feels positively impregnable all the time. Easily worth the money. Factoids: 1.4-litre petrol, 55kW, R110 500
3
Lows: Rough and ready build.
Chevrolet Spark Campus
Quickie: When Nissan redesigned the popular Micra, it went to great lengths to lighten the load, which in turn allowed it to fit a small, 1.2-litre three-cylinder motor without making it as slow as a geriatric snail. The result is a budget car which is actually a pleasure to be in.
Quickie: The Sandero quite frankly appalled us when we first drove it, with bad mouldings and exposed metal edges all over, not to mention a gravelly-feeling power plant. It sells very well however, because of the aggressive pricing, so for that it has to deserve a spot on this list. Seriously though, consider a Vivo or Micra please if you want to continue to enjoy driving. Factoids: 1.4-litre petrol, 55kW, R112 900
4
Highs: Cheap to own and run.
Quickie: Yes, you do get an even cheaper Spark, the Spark Lite, but that car is so devoid of anything it’s hard to recommend. That said, even at this price point, it’s not the most lovable machine. Weird looks (to us at least), no performance, and a bit of a wanderer when out on the highways.
Lows: Not the most stable highway cruiser.
Factoids: 1.2-litre petrol engine, 60kW, R103 500
Chery QQ 0.8 TE Aircon
Quickie: The last Chery I drove was actually the larger JJ, with a 50kW 1.2-litre engine, and it was easily the scariest car I’ve ever driven, largely because it struggled so just to crack 120km/h that on highways you were always stuck between much larger trucks in the slow lane unable to risk venturing an overtake. Colleagues in the industry tell me the QQ is getting better in terms of quality but with 38kW it’s likely still a white-knuckle highway experience. Try to up your budget to R100k.
Highs: Wow that’s cheap. Lows: You might be too scared to drive it.
5
Factoids: 0.8-litre petrol engine, 38kW, R84 900
48
D R IV E MA GA ZIN E A P RI L 2013
TOP 5 HYBRIDS Quickie: Quite probably the best hybrid we’ve driven to date, although we have been avoiding the Porsche Cayenne. Anyway, the GS450h even manages to squeeze a decent noise into the cabin when the 3.5-litre V6 is working hard, which is nice.
1
2
3
Highs: Fabulously cheaper than the GS.
built,
Toyota Yaris HSD Highs: Very light on fuel. Lows: Very expensive up front cost.
Factoids: 1.5-litre petrol, 55kW (petrol only), R230 600
Quickie: This spot was meant to be for the Prius, but we just couldn’t bring ourselves to recommend that car. This is the same vehicle, sharing the same dreadful boredom the Prius provides, but at least it looks quite nice. Don’t get the F-Sport though, the standard one is the same price as the Prius and isn’t quite so much “all mouth and no trousers”.
BMW ActiveHybrid5
Lows: Still drinks heavily.
Factoids: 3.0-litre turbo petrol, 225kW (petrol only), R757 300
Quickie: It’s a lot of money to pay for a Yaris. Fortunately there will soon be a cheaper Auris HSD, bringing the technology further down the price scale. Anything particularly outstanding about the way it goes? Well, no. Not really.
Highs: Such a classy interior. Lows: Practically none.
Factoids: 3.5-litre petrol motor, 252kW (combined), R799 800
Quickie: Quite a silly one this. When you wake that performanceoriented 3.0-litre turbocharged six, the ActiveHybrid5 really starts to drink. And you have to, quite a lot, because of ridiculously limited battery capacity. Nice to drive though, even if it couldn’t so much save a minute little planetoid.
Lexus GS450h
4
Lexus CT200h Highs: Not a Prius. Lows: Sheep clothing.
in
wolf’s
Factoids: 1.8-litre petrol engine, 100kW (combined), R370 500 R269 900
Quickie: All right, you got us, this isn’t fair because the 918 only exists as testing mules so far. Still, a hybrid powered largely by a rip-snorting V8s with motorsport roots - this could be the hybrid to finally change our minds. Although at a projected price of just on R20mill, maybe not. Factoids: 4.6-litre petrol engine, 433kW plus 181kW electric power, circa R20m
D RIV E M AG AZ I NE A PR IL 2 0 1 3
5
Porsche 918 Spyder Highs: Race-derived V8. Lows: Well, it’s not yet real. As such.
49