Monthly Motor - December 2014

MONTHLY

KSH 350/-

DECEMBER 2014

ALL YOUR MOTORING NEEDS

inside:

COMPARATIVE USED

Printed in Kenya www.media7group.co.ke

DOUBLE CABS

Tanzania 7,000/= Uganda 10,200/=

Issue No. 216 Volume 22

from the publisher

Selling Your Car pricing decision. When you have set a price that is reasonable for you, you could place a small cushion for buyer haggling.

Marketplace Advertising your car can be done cheaply.

Many sellers now turn to websites to advertise for free. The major pluses online are that you get to describe your car in great depth and quality photographs can be added.

You can include a reserve price or set a starting price to assure you’re not going to lose on the deal. You can also display the signs prominently when you go shopping to attract some seeking eyes. Wherever you choose to place your advertising, remember to include your contact information.

T

he used car market in Kenya has been growing with each shiny new car delivered out of official car dealers. And now, with the entry of the likes of Toyota in quality used car market segment, complete with a state of the art service complex in South C in Nairobi, it may be difficult for you to get a car off your hands, as quality choices galore. The following tips can give you a fighting chance in the used car sales minefield.

Records If you are the original owner indicating the accurate car type, model, mileage in classified advertisements are important for attracting a savvy buyer. Collect service history on the car. A detailed car history from an honest seller can result in a quick, positive sale.

Pricing Having all the information, search out a price tag by scanning through classified ads in newspapers to get an idea of the market value. You should also have the car inspected and valued by AA of Kenya. Dealership prices for used cars are frequently higher than private sales.

After doing the research, assess the condition of your car. Is the body free of scratches and dents? Is the interior free of stains? Items requiring maintenance in the near future may also be figured into the

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MOTOR DECEMBER 2014

Presentation Clean, shiny and rust-free body panels are the Holy Grail for any car-customer. In fact, good presentation can account for an additional Ksh 100,000 – Ksh 150,000 to the sale price compared to a lesser well-kept car.

For the exterior, correct any minor rust spots or body work that you can complete inexpensively. Rather than eating up your afternoon, you may opt for a complete professional detailing. Although the KSh2500 – KSh 5000 cost for a professional clean-up may seem steep, they have the capacity to give your car a far superior presentation which could even rid stronger interior odours – like cigarette smoke – from a car.

The Deal If you want to make the deal-making process short, the wording “firm” beside the sticker process might be your solution.

However, the inflexible wording is likely to scare off some buyers. If you want to accept negotiations on price, don’t feel pressured to take the buyer’s first offer. Remember: while you are trying to get top offers, the buyer wants to score a great deal too. This is where the cushion you placed in the advertising price will work to both parties’ benefit. Also consider adding perks, such as possible mechanical work to sweeten the deal.

Dr. Hanningtone Gaya PhD EBS Publisher/CEO Media 7 Magazines Group

ALL YOUR MOTORING NEEDS MANAGING EDITOR Dr. Hanningtone Gaya +254-722-742287 gaya@wananchi.com gaya@media7groupkenya.com EDITOR Jude Gaya +254-722-224347 judegaya@gmail.com CONTRIBUTORS Jesse Adams Simon Hill Jay Suave Jude Gaya GRAPHIC DESIGNER Patrick Sikuku patricksikuku@gmail.com +254-722-762295 PUBLISHED BY Media 7 Group Kenya LTD +254-20-655 1977 +254-20-655 1997 +254-20-655 1967 ADVERTISING Dr. Hanningtone Gaya gaya@wananchi.com info@media7groupkenya.com +254-722-742287 +254-20-655 1977/97 DISTRIBUTED BY Nation Marketing & Publishing A Division of Nation Media Group Tel: +254-20-32-88581/8588/8574

DECEMBER

CONTENTS Santiusae demrae

2014

Volume 22, Issue 216

42 LUXURY SALOON

08

BMW 5 Series An Underrated Overachiever

16

46 YOUR 4X4 Nissan Patrol A Truly Independent Democrat

50 COMPARISON TESTS

26

Used Double Cabs Models Tested: Mitsubishi Triton vs. VW Amarok vs. Toyota Hilux vs. Nissan Navara vs. Ford Ranger vs. Mazda BT-50

62 motoring Buying a Car

46

06 HEADLIGHT

24 BUDGET CAR

Tyre Tips

Chevy Spark: The Safer Budget Choice

08 COVER STORY The New Nissan X-Trail

16 LUXURY COUPE The next generation CLS – Representing a Cult Design

26 BRAND FOCUS The All New Toyota Corolla – Kenya’s Best Just Got Better

30 TEST DRIVE 2014 Toyota Camry XLE 2.5L

20 LARGE SUV

38 LUXURY SUV

Pajero Updates Keep Icon at the Top

Porsche Cayenne Lustier Everything

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MOTOR DECEMBER 2014

MOTOR DECEMBER 2014

5

HEADLIGHT

Tyre Tips

This being a holiday month, it is prudent to remind the motorists about safety on the roads. The starting point is the tyres, often a neglected part of the motoring experience.

W irreversible damage.

e now share some tyre tips with you, our loyal readers. Check your tyre pressure every week.

The correct tyre pressure carries the vehicle, passengers and cargo loads and transmits all forces. It also protects your tyres from premature wear and

TIP: Check the pressure of your tyre preferably when your tyres are cold, not having run for at least 2 hours.

If your wheels and tyres are not properly balanced, the result could likely be uncomfortable driving because of excessive vibrations. It is essential for driving comfort and controlled vehicle and tyre performance.

TIP: Always balance the rear wheels as well as the front wheels to ensure your tyres and vehicle stay in good condition for longer.

It is recommended that tyres are rotated every 5000kms or every four

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MOTOR DECEMBER 2014

months, whichever comes first.

TIP: Always fit your new tyres to the rear axle to improve vehicle control and safety. This is irrespective of whether the car is front or rear wheel drive as long as the car is fitted with the same tyre size in the front and rear axle.

The tyre valve holds the pressure inside the tyre and ensure the correct pressure. It is the access point for regulating your tyre pressures with a tyre pressure gauge. The valve cap keeps the valves clear of debris and help guard against pressure loss.

TIP: Always replace the valve when fitting a new tyre or having the tyre repaired.

If there is any further information that you would like in regards to tyres, tyre services and batteries please do not hesitate to call on Kingsway tyres or any other tyre dealer nearest to you. Wishing you a lovely and safe holiday.

COVER STORY

The New Nissan X-Trail

By Jesse Adams

Third generation Nissan X-TRAIL recently launched expands Nissan crossover range. This All-new X-TRAIL wraps familiar driveability and off-road ability in stylish new crossover design, with the SUV character traits continuing as X-TRAIL hallmarks.

A

dditional feather in the cap includes a five star Euro NCAP safety rating coupled with an advanced technology. Wide powertrain line-up diversifies X-TRAIL range to suit any lifestyle application in addition to featuring a brand new, super-modern crossover design.

“With the new Nissan X-TRAIL, we are embracing an even greater mix of SUV consumers,” comments Graeme Birch, General Manager of Marketing Communications at Nissan Africa. “The SUV market is globally popular, and with increasing gravitation towards crossover vehicles which

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MOTOR DECEMBER 2014

combine the dynamics and aesthetics of passenger and sports vehicles with the driving experience and off-road ability of an SUV, the new X-TRAIL fits perfectly above our JUKE and QASHQAI crossover ranges.

“That being said, X-TRAIL has lost none of its go-anywhere attitude and embodies its pay-off line, ‘Keep up with your true self ’. It also personifies our ‘Innovation that Excites’ brand philosophy by introducing ground-breaking new features and technology to the segment. Generous ground clearance, our industry-leading intelligent four-wheel drive technology and a selection of punchy engines

means off-road driving is fun and exciting, while the heightened levels of ride comfort, interior luxury and generous specification levels position new X-TRAIL perfectly for a balanced lifestyle in and out of the city.”

The all-new Nissan X-TRAIL arrives in Africa as an eight-model range, including two-and fourwheel drivetrains, five or seven seats, petrol and diesel engine options as well as manual or Xtronic CVT transmissions.

Completely new from the ground up, the X-TRAIL combines Nissan’s acclaimed 4x4 heritage with fresh ideas and technologies inspired by the brand’s ground-breaking crossover vehicles, initiated by the original MURANO, bolstered by the original QASHQAI and diversified more recently by the JUKE. The new X-TRAIL, much in line with the pioneering work done by its crossover siblings, redefines the compact SUV segment. The new X-TRAIL is built on the innovative, jointly-devel-

oped Renault-Nissan Alliance Common Module Family (CMF) platform - which also underpins the new QASHQAI - making it just as tough and accomplished as the outgoing model, while adding crossover style and efficiency, exciting design, innovative technology and exceptional comfort and practicality.

Nissan’s desire to make the new X-TRAIL the most comprehensive offering in its segment provided the driving force behind the new vehicle’s bold design, which revolves around Nissan’s latest design language - allowing the new X-TRAIL to fit perfectly into the brand’s vision of modern crossover styling with a striking new look.

Design A smooth and muscular body, which combines the strength and spirit of adventure with organic shapes and flowing lines, represents a departure from the more rugged previous-generation MOTOR DECEMBER 2014

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COVER STORY

X-TRAIL and presents a more all-encompassing, aspirational vehicle.

Elegant yet sporty, the new X-TRAIL integrates a host of new design features inside and out, including a bold new visage with new signature daytime running lights on all models, as well as a definitive new rear design with familiar ‘boomerang’ light clusters and a characteristic D-pillar which provides a strong visual link to JUKE and QASHQAI. Thanks to the longer wheelbase and wider track afforded by the CMF, the freedom to design a more expansive body allowed designers to fully integrate Nissan’s latest crossover design language with strong emphasis on the wheel areas and the integration of a sloping roofline, sculpted flanks and a rising window line - all while maintaining the robust appeal of a medium SUV and without compromising off-road ability - ground clearance has increased by 6 mm despite a lower overall height (decreased by 5 mm).

Body construction comprises a mix of materials, of which 49% is ultra-high strength steel to ensure a stronger and safer vehicle. Combined with the advanced use of composites like plastic for the tailgate and material thickness optimisation for the front and rear bumpers, new X-TRAIL is 90 kg lighter overall than the outgoing model.

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The all-new interior features a fresh, stylish design with driver-centric ergonomics and an overriding sense of space - thanks largely to a longer overall length (up by 5 mm), a wider body (increased by 30 mm) and a 75 mm-longer wheelbase. Designed from the outset to provide for seven-seat derivatives with a theatre seating layout to ensure great outward visibility for all occupants, interior roominess and versatility are even more prominent in the new X-TRAIL. Each seat has also been individually designed to be as comfortable and practical as possible.

Interior ambience is further heightened with the use of premium materials like chrome detailing and model-specific leather surfacing with contrasting stitching for enhanced visual appeal. A modelspecific sunroof with electric sliding and tilting also enhances the driving experience by bathing the classy new interior with natural light and fresh air.

A split-level dashboard design has been implemented to ensure easy navigation of controls, with a gently-raised centre console featuring infotainment and ventilation controls geared towards keeping the driver’s attention on the road. Redesigned dials which house a new 5-inch colour Advanced DriveAssist Display also have driving safety in mind,

relaying important information to the driver without the need to unnecessarily divert attention away from the road.

Extra attention has also been paid to driver and passenger touch-points, resulting in door arm rest and centre console padding which is eight times thicker than segment competitors for maximum comfort. Similarly, practical usage was considered in other design aspects like the centre armrest storage box which is big enough to swallow a 10-inch tablet.

The X-TRAIL also sets new standards for rear seat access with doors which open to 80-degrees and an intelligent and easily operable second-row folding mechanism. Forming part of the EZ Flex seating system, the second row of seats also features legroom adjustment and reclining backrests for a combination of adjustable versatility and ultimate comfort. Rear seat legroom is further enhanced by sculpted front seatbacks.

In seven-seat models, the rearmost seats fold completely flat into the floor to provide a practical loading space - from 135 to 1 310 litres. Five-seat derivatives offer between 550 and 1 405 litres of cargo space.

Pioneering versatility seen in the previous Nissan X-TRAIL continues in the all-new model,

with even more smart storage solutions available for ultimate adaptability. In five-seat versions, a double load floor provides for variable and flexible boot space. A model-specific powered tailgate further adds to the new X-TRAIL’s inherent versatility and ease of use, with sensors for touch-free operation.

All-new in-car technology abounds mostly notably with the availability of model-specific NissanConnect, Nissan’s new-generation infotainment system which includes smartphone integration, downloadable app support and other valueadding extras like satellite navigation and a fullycompatible entertainment setup via a seven-inch touch screen interface.

Engines and drivetrain Enhancing the ownership experience and giving the new Nissan X-TRAIL a greater all-rounder personality, a raft of engine, transmission and drivetrain configurations are available in South Africa.

With a brief to retain the previous model’s famed off-road ability while improving fuel economy and lowering emissions, Nissan’s engineers have presented one of the most accomplished power- and drivetrains in the segment.

Diesel models Headlining the engine line-up, four new X-TRAIL derivatives - in XE, SE and LE specification - are available with an all-new 1.6-litre direct-injection turbocharged diesel engine which produces 96 kW at 4 000 rpm and a scintillating 320 Nm just 1 750 rpm, allowing for ultimate driveability on- and off-road. Coupled to a six-speed manual gearbox and with the choice of two- or four-wheel drive, the Euro 5-compliant engine realises carbon emissions as little as 134 g/km and combined-cycle fuel economy as low as 5.3-litres per 100 km.

Resultant performance is admirable - the 0-100 km/h dash is completed in as little as 10.5 seconds in the X-TRAIL 1.6dCi XE, with particularly impressive in-gear acceleration on all diesel models.

Developed in co-operation with Alliance partner Renault, this diesel engine is one of the most advanced in the segment, with a host of technical innovations designed to maximise fuel economy and reduce carbon emissions.

Among these are a cold-loop, low-pressure exhaust gas recirculation system which recycles exhaust gases at lower temperatures to reduce the emission of nitrogen oxide and carbon dioxide.

Optimised thermal management allows the engine

to reach optimal operating temperature more quickly, which in turn reduces friction losses when starting from cold and reduces fuel consumption in the process.

Various aerodynamic aids go further to reducing fuel consumption as well, like the aero-friendly door mirrors and a flat panel beneath the exhaust assembly. Idle start/stop technology is also included to further reduce fuel consumption.

Petrol models Complementing the 1.6dCi models, two 2.5 SE derivatives are available exclusively with Xtronic CVT (Continuously Variable Transmission), fourwheel drive and either five or seven seats. Power from this normally-aspirated multi-point injection petrol engine is 126 kW at 6 000 rpm, with torque of at 233 Nm peaking at 4 000 rpm.

Exclusive to Nissan, Xtronic differs from conventional CVT automatic transmissions in that it mimics the behaviour of traditional multi-ratio automatic gearboxes under hard acceleration with virtual stepped changes. Under more gentle conditions, ratios are adjusted for ultimate smoothness - the overall results being the best of both worlds for drivers, with smooth low-load power delivery and

MOTOR DECEMBER 2014

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COVER STORY

sharp, direct performance during higher acceleration driving.

The range is rounded off by two entry-level 2.0 XE models, each powered by a 2.0-litre direct injection normally aspirated petrol engine which produces 106 kW at 6 000 rpm and 200 Nm at 4 400 rpm. The 2.0-litre derivatives are available with either five or seven seats, and exclusively with a sixspeed manual gearbox.

Fuel economy on all petrol derivatives remains impressive, with the average combined cycle returning 8.3-litres per 100 km. Carbon emissions are 197 g/km for all models.

ALL-MODE 4x4i Available in the new X-TRAIL 2.5 SE 4WD, 1.6dCi SE 4WD and 1.6dCi LE 4WD models, Nissan’s ALL-MODE 4x4i system continues the class-leading off-road standards set by the previousgeneration model. ALL-MODE 4x4i provides three driving modes, selectable via a rotary knob on the centre console - 2WD, Auto and 4WD Lock.

In Auto mode which is activated by default, constant monitoring of throttle position, engine speed and torque distribution, to anticipate wheel spin, dictates when the system seamlessly distributes torque between the front and rear axles as needed,

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at speeds up to 80 km/h. Above 80 km/h, the system reacts to wheel spin and shifts torque rearwards to regain traction. When switched into 4WD Lock mode, four-wheel drive is permanently engaged for definitive grip and traction.

ALL-MODE 4x4i also incorporates ABLS Active Brake Limited Slip. Assuming the role of a conventional limited-slip differential, ABLS redirects power to the driven wheels which have the most traction, using ABS wheel-speed sensors to detect a loss of traction on one or more of the driven wheels, applying braking force to the affected wheel or wheels to help slow them down.

Five chassis control systems are also implemented in the new X-TRAIL which provide dynamic assistance both on- and off-road, including Active Ride Control, Active Engine Brake, Active Trace Control, Hill Start Assist and Hill Descent Control.

Active Ride Control, fitted to all models, monitors the road surface to detect undulations which could potentially upset the pitch of the vehicle’s body and alters damping to compensate. Meanwhile, Active Engine Brake, fitted to both Xtronic derivatives, harnesses the power and controllability of Xtronic to add a degree of engine braking while cornering or decelerating to a standstill. The benefits include greater braking control and enhanced pedal

feel, with less braking effort required.

Active Trace Control, fitted to all models, uses on-board sensors to monitor speed, steering angle, throttle position and braking effort, to individually brake wheels as required to reduce understeer and assist the driver in steering a safer path through bends - particularly effective on slippery roads.

Hill Start Assist uses the new X-TRAIL’s traction control system to detect an incline start, applying the brakes to all four wheels to allow for a smooth hill start without rolling backwards. Hill Start Assist activation is indicated in the Advanced Drive-Assist Display. Ensuring the safe and careful descent of downhill slopes, Hill Descent Control utilises wheel speed sensors and ABS to regulate the speed at which the new X-TRAIL descends, upon driver activation.

Luxurious features In keeping with the more upmarket and luxurious feel of the new Nissan X-TRAIL, all models feature high levels of standard equipment.

Entry-level trim fitted to the four XE models includes a rear spoiler, a rake- and reach-adjustable steering column, electric windows all-round, the Advanced Drive-Assist Display, cloth upholstery, a multi-function steering wheel, height adjustment

for the driver’s seat, four cup- and four bottle holders (heated and cooled in the centre console), manual air conditioning, a fully compatible audio system with radio, CD, MP3/WMA, USB and auxiliary input linked to four speakers, Bluetooth connectivity, a sunglasses holder, cruise control, daytime running lights, electrically adjustable and folding colour-coded side mirrors, chrome-plated door handles, 17-inch alloy wheels, Active Ride Control and Active Trace Control, an electronic parking brake. Seven-seat models include the EZ Flex seating system, a rear-only luggage partition with tonneau cover and extra two cup holders.

Eighteen-inch alloy wheels and roof rails with a brushed metal finish are the only available options on XE models.

The three SE 4WD derivatives add to XE specifications with the likes of ALL-MODE 4x4i, an eco-mode driving switch which promotes economical driving, automatic headlight and wiper systems, front fog lamps with chrome detailing, a leather steering wheel and gear lever, dual-zone automatic climate control, six speakers, Hill Descent Control, Active Engine Brake on Xtronic models, roof rails with a brushed metal finish and idle start/stop technology on diesel models only.

Eighteen-inch alloy wheels and the TECHNO

Pack are optional, along with individual options like low-cost satellite navigation side- and rear collision warning systems.

The range-topping 1.6 dCi LE 4WD includes 18-inch wheels and the powered sunroof as standard, along with the powered tailgate with no-touch sensors, LED headlights, an intelligent key for keyless access and starting, leather upholstery, powered front seats and rear seat personal lighting. The TECHNO Pack is also available as an option on the LE. TECHNO Pack Available as an option on SE and LE derivatives, the TECHNO Pack includes a host of technology upgrades geared at improving vehicle enjoyment and providing additional levels of safety.

The TECHNO Pack comprises the NissanConnect system which incorporates satellite navigation on a 7-inch touch screen, heated door mirrors and 18-inch alloy wheels on SE models, as well as the Nissan Safety Shield which incorporates a number of class-leading added safety features.

Safety equipment Conforming to Nissan’s high safety standards, the new X-TRAIL is available with no compromise

on safety features across the range and a 5-star Euro NCAP safety rating. Standard equipment on all models includes six airbags, three-point seat belts for all occupants, ABS with EBD and BAS, Vehicle Dynamic Control (VDC) and Hill Start Assist, as well as ISOFIX child seat anchors. All X-TRAIL models also feature remote central locking with auto-locking doors.

The Nissan Safety Shield, which forms part of the optional TECHNO Pack, includes advanced safety features such as the Around View Monitor, Lane Departure Warning, Blind Spot Warning and Moving Object Detection.

Around View Monitor employs four cameras on the sides, at the front and at the rear of the new X-TRAIL to provide a 360-degree bird’s eye view of the vehicle’s surroundings to make parking exceptionally easy and safer. Moving Object Detection takes this parking safety to an even higher level, combining Around View Monitor visuals with the front and rear parking sensors to detect potentiallyunseen moving objects such as children or animals while parking. The system is made particularly effective thanks to the fisheye lens fitted to the new X-TRAIL’s tailgate, which allows for 180-degree rearward visibility.

Lane Departure Warning uses advanced comMOTOR DECEMBER 2014

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COVER STORY

Life changes in 10 years, but your fridge remains the same.

puter programming to detect road markings and assess whether the vehicle is moving out of its lane unintentionally, upon which a warning is given.

Blind Spot Warning extends the functionality of the Around View Monitor, using the side-mounted cameras to detect vehicles in the vehicle’s blind spots. When vehicles are detected, a discreet warning light illuminates in the relevant door mirror. If the driver then indicates to change lanes when a vehicle is detected in the blind spot, the light flashes and an audible warning is activated.

CONCLUSION The new X-Trail rides on a platform which is wider and longer between the wheels, resulting in

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20 percent more rear legroom, while a new flip, slide and tilt seating setup at the back offers all sorts of cargo loading arrangements.

The two previous X-Trails, when specced in allwheel drive trim, also made names for themselves as weekend warriors capable of trekking a little further into the outback than most small SUV/crossover rivals, and the new one is just as comfortable in the bush. The slightly longer wheelbase is compensated for with 6mm more ground clearance (now 209mm), and a long travel multi-link suspension sees the wheels stay in contact with the ground for good traction over obstacles.

All-wheel drive derivatives also get a rotary “All-Mode” selector dial to choose between three

drive options. Everyday 2WD mode means frontwheel drive only, Auto sends power between the front and rear axles as needed, and Lock will send drive between front and rear in a 50/50 split. Hill descent control, hill start assist, and an electronic limited slip diff are also included to help with those steep slopes and axle twisters.

The new Nissan X-Trail has shed 90kg over its predecessor, but not at the expense of a quality feel. The interior looks classy with shiny black and chrome plastics, and most surfaces are covered in high-end materials. The instrument cluster also gets a new full-colour multi-function display, and Techno Pack-equipped models come with a 7-inch touchscreen display with navigation.

Nissan X-Trail has made a name for itself as a weekend warriors capable of trekking a little further into the outback than most small SUV rivals.

It may be lighter now, but out on the road it feels like a more substantial and solidly built vehicle.

The X-Trail’s ride has always been one of its best qualities, and it still is, but improvements in wind and road noise insulation now also make this one of the quietest cabins in the small SUV segment.

Interior looks classy with shiny black and chrome plastics, and most surfaces are covered in high-end materials.

THE NEW SAMSUNG The Samsung Duracool Smart Refrigerator uses the revolutionary digital inverter compressor technology, which comes with a 10 year warranty, to serve you perfectly for years.

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LUXURY COUPE

The next generation CLS – Representing a Cult Design Mercedes-Benz has comprehensively revised the four-door CLS Coupé. This iconic design now has a more incisive front section. As the interior has been enhanced even further, there are many new, perfectly presented details waiting to be discovered that combine modern luxury and a handcrafted feel with a passion for sport.

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he vehicle’s technical innovations bring exemplary functionality on the road. Futuristic MULTIBEAM LED headlamps take the lighting system into a new dimension. Highperformance, precision LED modules automatically provide the best possible illumination, whatever the road and traffic conditions. Other leading-edge technologies include the nine-speed automatic transmission 9G-TRONIC, powerful new engines,

intelligently networked driver assistance and safety systems, as well as an advanced multimedia system with internet access. In terms of performance, the AMG versions - the CLS 63 AMG Coupé takes pole position with an output of up to 430 kW. When Mercedes-Benz launched the CLS ten years ago it established the four-door coupé segment, thus underlining the brand’s leadership role in automotive design. For the first time, here was a vehicle combining the elegance and dynamism

of a coupé with the comfort and functionality of a saloon. What is more, the CLS was the first vehicle to be available with dynamic LED High Performance headlamps, making it iconic in terms of its lighting system. In 2012 Mercedes-Benz continued this success by introducing the CLS Shooting Brake. This sporty five-door vehicle once again demonstrated the premium brand’s creative design credentials.

Due to the immense charisma of the CLS Coupé, this model has established itself as a style icon, and continues to stand out as exceptional in its segment.

The CLS-Class’s exciting design and thrilling proportions were subtly adapted to these hightech demands. As before, it has a long bonnet, a slim window line with frameless side windows and a roof with a dynamic rearward slope. The designs of the latest-generation CLS Coupé are more dynamic than ever. Examples include an expressive

new diamond radiator grille, a pronounced front bumper with large air intakes, MULTIBEAM LED headlamps and new, darkened rear tail lights with multi-level functionality.

Lighting system into a new dimension The CLS is already equipped with LED High Performance headlamps as standard. Alternatively, three models are optionally available with new MULTIBEAM LED headlamps as designed and developed by Mercedes-Benz. This innovation sees Mercedes-Benz starting a new chapter in lighting design. Since MULTIBEAM LED technology combines the best of today’s lighting technologies and is able to adjust the light distribution very quickly and automatically to virtually any road and traffic conditions, it always ensures thus far unrivalled broad and bright illumination of the road surface and edge of the carriageway for high performance and precision without dazzling other car drivers.

The camera-based Adaptive Highbeam Assist Plus system supplies the information required for illumination. If it detects oncoming traffic or vehicles in front with their lights on, each of the 24 individual, high-performance LEDs in a matrix light source is controlled electronically so that various areas of the road surface can be masked out,

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MOTOR DECEMBER 2014

depending on the situation. Combining the matrix light source with proven LED Intelligent Light System technology, the headlamp control system improves on the precision of today’s light sources and sets a gap with a minimal width for the main beam. In this way, other car drivers are not dazzled but drivers of the CLS Coupé always benefit from the best possible - in other words brightest - illumination of the road and carriageway edges. These anti-dazzle, main-beam headlamps can be kept on permanently. New MULTIBEAM LED headlamps therefore offer a new level of safety, which benefits other road users too.

In addition to the camera on the windscreen, this new lighting system uses four control units per vehicle, which calculate the ideal light pattern 100 times per second and control all 24 high-performance LEDs in each precision LED module quickly and individually. Each LED is dimmable in 255 stages. New MULTIBEAM LED headlamps provide exceptionally fast and precise, anti-dazzle continuous main beam and light up the road surface and its edges much more brightly in many situations.

Optimum vision on bends As well as the high-performance, precision LED module, each MULTIBEAM LED headlamp

contains a module for the low-beam headlamp, which can be swivelled up to 12 degrees to the outside for an active light function with special features that have never been achieved before. The latter is likewise camera-controlled. For example, an anticipatory function means that the active light function starts to swivel before the driver has even turned. The bend is therefore illuminated effectively as soon as possible. This active light function will also swivel back to the straight-on position before the corner ends, allowing the driver to identify dangers earlier when entering and exiting bends.

The anticipatory control allows an additional range of between 30 and 60 metres, depending on the traffic situation. Another unique feature is used at roundabouts: before entering onto a roundabout, the cornering light function is activated to the left and right to ensure maximum visibility on all sides at an early stage. For this purpose the navigation system supplies the positions of roundabouts on the route to the headlamps.

Welcome home - function One charming feature of the new MULTIBEAM LED headlamps is that, in addition to providing daytime running lamps, side lights and turn signal lamps via multifunctional fibre-optic cable, they MOTOR DECEMBER 2014

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LUXURY COUPE

also welcome the driver by casting a pleasant blue light when the vehicle is unlocked.

Sporty interior Ample space; simple, sporty elegance; handcrafted perfection, and premium materials are hallmarks of the CLS family’s stylish interior. The new generation ramps up this impression by placing greater emphasis on sportiness, exclusivity and functionality. A new, free-standing colour display in the head unit with a 20.3 cm screen diagonal (8”) will help to define the dashboard’s contemporary styling. Also new are the redesigned three-spoke sports steering wheel and many refined details, which contribute to the interior’s high quality look and feel. The central control panel in the centre console now has four buttons rather than just two previously, thus speeding up operations in many cases. With five attractive interior colours, six types of trim and different qualities of leather to choose from, including Leather PASSION Exclusive, the possibilities for individualisation are vast.

Fulfilling your wish list The new AMG Line Plus supplements the existing Exterior Sports package and AMG Line design and equipment lines and, as the expression of exclusive sportiness and dynamism, increases the potential for individualisation. By the end of the year a special Night package is set to extend the selection further. New design interior packages are also available.

Efficient, sporty engines Thrilling dynamism and exemplary efficiency are the strong points of the five engines available for the next-generation CLS-Class. New to the CLS range is the CLS 250 CDI with a four-cylinder diesel engine featuring fourth-generation common rail direct injection. It generates 150 kW with maximum torque of 500 Nm. Surpassing these figures, the V6 diesel engine in the CLS 350 BlueTEC delivers 190 kW and 620 Nm of torque.

Equally new is the V6 petrol engine with exhaust gas turbocharging in the CLS 400. Endowed

with a biturbo drive system, it has a 3.5-litre displacement. Thanks to its high output potential and extremely high torque at low engine speeds, this engine sets new benchmarks in its segment. Output is 245 kW and 480 Nm of torque and is available in the wide engine speed range from 1200 to 4000 r/ min. The CLS 500 hits its power peak at 300 kW and up to 600 Nm of torque.

5.5-litre V8 biturbo engine 430 kW and 800 Nm - the AMG 5.5-litre V8 biturbo engine ranks among the world’s most efficient series-production eight-cylinder engines when it comes to peak output, torque and fuel consumption. The CLS 63 AMG ‘S’ with 430 kW and rearwheel drive consumes 9.9 litres per 100 kilometres (NEDC combined; 231 grams CO2 per kilometre).

New transmission with nine gears Other leading-edge technology includes the world’s first nine-speed automatic transmission with hydrodynamic torque converter in the premium

segment: 9G-TRONIC is deployed in the CLS 350 BlueTEC and CLS 500. This innovation builds on the strengths of 7G-TRONIC PLUS, which continues to set standards in terms of efficiency, comfort and dynamism. With nine forward gears 9G-TRONIC lowers fuel consumption whilst simultaneously boosting ease of shifting and agility.

The usual quality In order to make maximum safety accessible to all, in future the CLS-Class will be equipped with many new and feature-enhanced assistance systems. COLLISION PREVENTION ASSIST PLUS is already part of the standard equipment. It can help to avoid rear-end collisions - by way of autonomous brake application if necessary.

The latest assistance systems from the S-Class are also available as optional extras. These include DISTRONIC PLUS with Steering Assist and Stop&Go Pilot, BAS PLUS with Cross-Traffic Assist, PRE-SAFE® Brake with pedestrian detection, PRE-SAFE® PLUS, Active Blind Spot Assist, Active Lane Keeping Assist, Active Parking Assist with PARKTRONIC including parking in end-on spaces, as well as a 360° camera.

Ideally networked In future, a completely new multimedia generation will offer intuitive operation in the CLS Coupé,

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featuring elaborate animations and visual effects which present all functions in a clear and attractive manner.

A choice of infotainment system (Audio 20 CD - CLS 250 CDI only) or COMAND Online (CLS 250 CDI optional) and standard on CLS 350 BlueTEC, CLS 400, CLS 500 and CLS 63 AMG) is available in conjunction with the new, free-standing display in the head unit with a 20.3 cm screen diagonal (8”). Both enable the internet to be surfed without restrictions when the vehicle is stationary. A Bluetooth®-capable mobile phone with data option is all it takes. Equally new is the now standard and integral Media Interface for connecting an iPod® or iPhone®.

Mercedes-Benz Apps such as Weather, GoogleTM Local Search with StreetView and Panoramio, destination/route download and Facebook can be used while on the move in conjunction with COMAND Online. Audio and video playback is possible from various sources, for example via Bluetooth®, from an Apple iPod® or iPhone®, from an SD card, USB stick or CD/DVD. Modern-style navigation In the version with pre-installation the basic Audio 20 CD system (CLS 250 CDI only) can be supplemented with the user-friendly Garmin® MAP PILOT navigation system. Its merits include 3D

views with exact representation of streets and buildings, and photo-realistic Cross-Traffic and Lane Assistants. The navigation software and map data are stored on an SD card, which is simply inserted into the dedicated slot of the Audio 20 CD with preinstallation for the Garmin® MAP PILOT. The fast 3D hard-disc navigation of COMAND Online with topographical map display, photorealistic 3D buildings and 3D map rotations, as well as display of NASA satellite images, makes for a sensory experience. System features include an animated compass and Google Maps displayed on the head unit.

The navigation system is also able to provide real-time information about the situation on the roads when COMAND Online receives traffic data via the internet by means of the Live Traffic Information service.

Telephony via Bluetooth Both the basic Audio 20 CD system and COMAND Online comes as standard with basic telephony, which connects the mobile phone with the vehicle via a standardised Bluetooth® interface, featuring HD Voice. This latter feature significantly improves voice quality. What is more, in conjunction with convenience telephony the fast LTE network can be used if a compatible smartphone is provided on an appropriate contract.

MOTOR DECEMBER 2014

19

LARGE SUV

Pajero Updates Keep Icon at the Top

With its roots set deeply in the world of rallying and having set the bar over several decades as one of the world’s most formidable off-roaders, the Mitsubishi Pajero has received a number of updates based on customer feedback and market trends. “We know we have a winning formula with Pajero,” comments Mitsubishi Motors Africa COO, Wynand Pretorius.

“Pajero remains the epitome of ultimate off-road ability meeting urban comfort and practicality, and with its latest updates we will appeal to more trendconscious customers.

T

he great news is that the retail price of the new 2015 model derivatives offers unbeatable value when compared to similar competitor vehicles retailing at Ksh 2 million above the Pajero pricing.” The iconic Pajero, which to this day still holds

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a record twelve wins (seven of them consecutive) at the infamous Dakar Rally, continues as a pukka 4x4 SUV with no compromise on off-road ability, passenger comfort and safety - famous for proven reliability, durability, longevity, performance and being the perfect partner for any adventure.

“Pajero remains superbly confident in town or in the bush, where customer feedback from people who drive Pajeros anywhere and everywhere has led to the latest model’s updates,” adds Pretorius.

Specification upgrades The 2015 model year Pajero range, which continues to include both short- and long-wheelbase derivatives all powered by Mitsubishi’s proven 3.2litre DI-D turbocharged diesel engine, now features a number of cosmetic enhancements.

A new grille and bumper design with bulky proportions emphasise Pajero’s might off the beaten track, giving it a modern-day appearance without changing its distinctive iconic and hallmark looks, honed through the decades. Incorporated in the front bumper are switchable LED daytime running lights, while the bumper’s design still allows for class-leading approach and departure angles.

New alloy wheels, different for each derivative, further emphasise the distinct side profile of the Pajero. A newly designed and sturdier new spare wheel cover on the LWB derivative give the vehicle a more modern look from the rear as well.

On the inside, the standard rear view camera now displays its picture on the infotainment system interface, and automatic headlight dimming is now available on all derivatives.

ing, where only the rear wheels are driven, offering enhanced fuel economy and manoeuvrability. In 4H mode and with shift-on-the-fly available at speeds up to 100 km/h, all four wheels are engaged for greater control with 34% of the power distributed to the front wheels and 66% to the rear wheels, giving it a typical AWD vehicle experience. In 4HLc mode, changes are made to the traction control system and the centre diff lock is engaged for enhanced control in tougher circumstances, now distributing the power 50:50 to the front and rear wheels. The 4LLc mode engages low-range and deactivates the traction control system for ultimate control in even the stickiest of situations. The rear diff lock can be engaged manually by means of a switch, according to driver needs and environment demands.

The 3.2-litre DI-D common-rail direct injection turbocharged diesel engine produces 140 kW at 3 800 rpm and 441 Nm at 2 000 rpm with power transferred to the wheels via a silky-smooth 5-speed automatic gearbox with manual override functionality. Fuel requirements have also been designed to meet varying needs and as such all Pajero models are able to safely operate on 500 ppm diesel when necessary.

Three-model range Comprising the SWB GLS, LWB GLS and the LWB GLS Exceed, the simplified new 3-model Pajero range embodies the ‘we race, you win’ mentality behind the Mitsubishi brand and the incomparable Dakar legacy which made the brand globally famous for its quality, performance and reliability.

“The Dakar environment is undoubtedly the most gruelling and intense off-road racing spectacle anywhere in the world, and one in which the Mitsubishi brand proved its off-road know-how and ability to build tough, reliable vehicles, year after year. These important attributes can be found in all our road-going vehicles, with the Pajero exhibiting the brand’s off-road credentials most prominently,” continues Pretorius.

As such, all Pajero models offer fully-fledged four-wheel drive systems, which include centre and rear differential locks (viscous couplings), and Mitsubishi’s unique Super Select 4WD system. Super Select 4WD includes an easy-to-use manual shift lever which allows the driver to choose between four drive modes.

The 2H mode is most suitable for town drivMOTOR DECEMBER 2014

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LARGE SUV

Emphasising on- and off-road comfort and bestowing Pajero with its impeccable on-road manners especially, rear suspension remains an independent setup, which not only ensures bumps and undulating surfaces are smoothed out, but improved off-road capabilities are also enabled where extended wheel travel plays an important role. Towing capacity is impressive at 3 300 kg (braked) and ground clearance remains a generous 235 mm. The extraordinary departure and approach angles of the SWB derivative (34.8° and 36.7° respectively) are class-leading and make the Pajero almost unstoppable. The LWB derivatives have an equally impressive 36.6° approach angle and a 25° departure angle

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to tackle any type of terrain.

Both the SWB and LWB GLS derivatives continue with high specifications, including the latest updates. Standard features include electric windows all-round with one-touch anti-trapping functionality for all windows, privacy glass, a sliding front arm rest with two storage levels, reclining rear seats and an extra two in the LWB (7 in total) which are stowed neatly in the boot floor.

Leather upholstery, electric and heated front seats, the rear view camera, rear parking sensors, variable intermittent windscreen wipers, front and rear fog lights, the LED daytime running lights, black roof rails, mud flaps, a multi-function steer-

ing wheel, Bluetooth, voice control, cruise control, automatic climate control, rear air conditioning control (LWB only), and a radio/CD/MP3 touch screen audio system with USB and aux support are also standard on all derivatives.

The range-topping LWB GLS Exceed model raises the bar with a 12-speaker Rockford Fosgate audio system, HID xenon headlights with washers, 18-inch alloy wheels, an electric sliding/tilting panoramic sunroof and a wood/leather combination steering wheel for an added touch of luxury.

Famously Mitsubishi, all models also continue to feature the Multi-Information Display, which includes two fuel economy metres, tank range, average speed, outside temperature, a barometer, a compass and an altimeter.

Safety equipment remains of high standards, all models featuring ABS with EBD and BAS, ASTC (Active Stability and Traction Control), six airbags, an immobiliser and alarm, and remote central locking. Mitsubishi’s RISE (Reinforced Impact Safety Evolution) chassis and body construction is also employed, ensuring a rigid chassis and impactabsorbing body structure which saw the Pajero receive a 5-Star Euro NCAP safety rating.

All Pajero models are sold as standard with a 3-year/ 100 000 km warranty with service intervals every 10 000 km.

BUDGET CAR

Chevy Spark: The Safer Budget Choice

The Chevrolet Spark, which remains one of Africa’s most affordable vehicles, highlights safety features as some of its most important aspects.

All derivatives in the Spark range, which consists of six versions, feature a minimum of two airbags, along with ABS and EBD, as standard.

our customers with safe vehicles, no matter how cost-effective they may need to be.”

Spark safety credentials are important on a global level, where in the United States the Chevrolet Spark was awarded the Top Safety Pick accolade from the Insurance Institute for Highway Safety (IIHS) earlier in 2014 - the only supermini to achieve the award thanks to an Acceptable rating in the Institute’s small overlap crash test. Airbags aside, the Spark’s body construction, which includes strategic crumple zones and impact protection beams, contributed to the high rating.

The Chevrolet Spark’s safety credentials were also highlighted in the African context in 2014, when an accident involving two pensioners in South Africa saw their Spark subjected to a high-speed impact. Both occupants walked away from the accident with only slight bruising, the driver - 69-yearold Denise Westgate - having remarked at how her vehicle’s ABS and EBD allowed for control to be maintained and that the structural integrity of the body allowed for a safe and easy exit once the vehicle had stopped moving. Westgate went on to replace her vehicle with another Spark.

“We build the Chevrolet Spark to international GM standards in all respects, with safety regulations and requirements of the highest level to ensure our vehicles are as safe as possible. It’s a simple, nocompromise approach to the most important facet of our interaction with the people who drive our vehicles - their safety,” concludes Hendon.

C

onsidered a no-brainer by General Motors Africa, Chevrolet Brand Manager, Tim Hendon, elaborates: “We have adopted a no-compromise approach with the Chevy Spark in Africa, a continent where both fatal and non-fatal road accidents are rife. We pride ourselves on the importance of safety, where a compromise on modern safety elements like ABS and airbags is not an option. We are committed to providing

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MOTOR DECEMBER 2014

MOTOR DECEMBER 2014

25

BRAND FOCUS

The All New Toyota Corolla – Kenya’s Best Just Got Better

What we have this month, readers, is one of the bestselling vehicles in the world, newly designed for the 2015 model year to remove the bland – according to Toyota. This is the all-new 2015 Toyota Corolla with what Toyota calls the “Upgrade Package”, most likely their volume seller, or as many motorists would want to say, the quintessential family saloon.

O

n the surface, the all new Corolla represents exceptional value for money. It comes with goodlooking 16-inch aluminium alloy wheels, air conditioning, 7 speed CVT automatic transmission, keyless entry, power windows, leather seats, 7 airbags, cruise control, and Bluetooth hands-free calling all as standard. All these represent excellent value.

Toyota Kenya’s marketing department is push-

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ing this new Corolla as Kenya’s best just got better!

The Corolla is no longer boring and dull, it looks and feels like a mid-sized luxury saloon. Some motorists even confuse the new Corolla for the larger Camry – this month I’ll be the judge of that.

Competitors:  Chevrolet Cruze  Ford Focus  Honda Civic

 Hyundai Elantra  Kia Forte  Mazda3  Mitsubishi Lancer  Nissan Sentra  Subaru Impreza  Volkswagen Jetta The exterior of the new Corolla is certainly more stylish and less bland than the outgoing

Corolla; and the same is true for the interior. I wouldn’t hesitate to add that the interior is sporty and exciting, clean and with a touch of style over the tenth generation.

Starting from the back, you have a rear or the boot that has enough space for my curling broom and bag and 60/40 split folding seats for those that need extra length for long items. In the back there are three seats and they are roomy, with tons of legroom for the class. The middle seat is even bearable due to the nearly flat floor and less of a hump in the middle than normal. The New Corolla also has a tilt and telescoping steering wheel that, in combination with the seat that is height-adjustable and reclining, provide good comfort for discerning drivers.

The dash and door panel materials look good with a colour accent and a contrast of black, the interior not a one-colour dungeon.

The HVAC controls are easy to use and I like the simple, large dials. The entertainment system is mostly very simple. Setting up the Bluetooth phone is a breeze. An added bonus is that the radio screen dims with the dash controls and can be completely shut off! The new Corolla does not just look different inside and out, it drives differently than the previous generation. The biggest difference with the new Toyota Corolla is the improved ride and handling feel. The brakes feel responsive and are really easy to modulate, providing good confidence under hard braking. The steering is weighted nicely, with a sure electric power steering feels.

What is excellent in regards to the steering is the turning radius. I’ve been surprised more than a few times that I had a full half turn more when

turning around or picking a parking space. I was really impressed when I was able to turn from the through-lane at the grocery store directly into the first parking space by an island in one swoop, typically an impossible task.

And the biggest change is the replacement of the four-speed automatic transmission with the CVT. Depending on your driving styles this could make your decision about this car. Drive the Corolla sedately and smoothly and the revs stay at or below 1,500 rpm nearly all the time, no engine noise, no shifting and just a smooth ride.

CONCLUSION Since its redesign last year, the Corolla’s cabin has become one of the roomiest in its class: the Corolla’s passenger volume of 2,761 litres is roomier MOTOR DECEMBER 2014

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BRAND FOCUS

Rating: Comfort: Perfomancee: Fuel Economy: Interior: Exterior Styling:

“ In my business, long-term commitment is a must” – Tabitha Karanja, CEO of Keroche Breweries than the Civic, Mazda3 and Elantra sedans. The driver and front passenger have generous headroom and legroom, and rear outboard passengers have adequate headroom and generous knee room and foot room. A folding centre armrest with two cup holders can be lowered when there are two rear passengers, but a third person can be squeezed in the middle if necessary.

On a long drive, I found the driver’s seat comfortable. With the aid of a manual height adjuster and a steering wheel that tilts for height and telescopes for reach, almost any size of driver can find a good position.

Behind the thick-rimmed, leather-wrapped steering wheel are round speedometer and tachom-

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MOTOR DECEMBER 2014

eter separated by a digital display that shows outside temperature, gear selection and odometer. By pressing the ‘Display’ button on the steering wheel, the driver can toggle between trip info such as average fuel economy, current fuel economy, average speed, range and elapsed time.

As well, buttons on the steering wheel allow the driver to adjust audio volume and media source, make calls and answer the phone without taking their hands off the wheel.

The Corolla’s protruding instrument panel and flat dashtop look imposing when compared to some other cars’ recessed dashboards, but the Corolla’s instrument panel does bring all the major controls within easy reach of the driver.

Overall I think this new Corolla is going to do great for Toyota Kenya, like every Corolla before it. It drives well, has a solid interior, offers a good amount of desirable features and it does this at a very competitive price. And to cup it all, the new Corolla owners have the unrivalled after sales service that is the hallmark of Toyota in Africa.

In addition to Toyota Branches and dealers throughout all the major towns in Kenya, Toyota has appointed a further 10 authorised service centres all over the country, including far flung areas such as Garissa, Malindi, Kwale, Kitui, Narok, Wajir, Naivasha, Embu, Voi, Kakamega.

What other attributes and peace of mind would a motorist need for himself/hersel and the family?

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test drive

2014 Toyota Camry Xle 2.5L

By Simon Hill

reasonable aplomb and was pleasurable enough to weave through the corners, while still maintaining a comfortable, quiet, and refined ride.

It all adds up to a pleasant driving experience that’s made better knowing that, barring anything unusual, your car should offer the sort of appliancelike dependability for which Toyota is celebrated.

Even better is that the latest Camry really is a

very nice car, especially when decked out in topof-the-line XLE trim. The Camry may not have the Mazda6’s zoom-zoom, the Hyundai Sonata’s rear seat heaters, the Volkswagen Passat’s chic European heritage, but it does have a really good balance of likeable characteristics.

Styling-wise the current Camry is somewhat

sharper and more angular than previous-generation versions, though it’s still by no means a showylooking car, even with my test car’s chrome trim and alloy wheels. Pressed for an opinion, I’d describe it as “elegantly conservative” or perhaps “accomplished looking.”

Inside, this Camry is leaps and bounds ahead of previous generations even in base LE trim, and my

Whether we’re talking wolves or alligators, it’s the dependable food sources that win favour, and the same could be said for car buyers: One of the Camry’s widely celebrated secrets to success is its solid reputation for reliability. Not wanting to mess with this formula, when Toyota updated the Camry with the current version two years ago, it changed almost everything inside and gave the sheetmetal a crisp evolutionary update, but kept the same basic mechanicals, with improved versions of the existing 2.5L four-cylinder and 3.5L V6 engines.

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y test car had the base 2.5L fourcylinder, which develops 178 horsepower and is hooked up to a smooth-shifting six-speed automatic transmission. While the V6 does offer a little extra refinement and torque, the four-cylinder pumps out plenty enough power

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for comfortable everyday driving, even if you’re in a bit of a hurry. It also offers significantly better fuel economy than the bigger engine, with official city/ highway ratings of 8.2/5.5 L/100 km, compared to 9.7/6.5 L/100 km for the V6. My test car was showing a real-world long term average of just a hair over 10 L/100 km in mixed driving, and my own results

were about the same.

No matter which engine is fitted, the 2014 Camry gets electrically assisted power steering and a retuned suspension that offers a more alert, responsive driving experience than the previous generation version. While my XLE test car’s ride stopped short of being athletic exactly, it handled itself with MOTOR DECEMBER 2014

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test drive

top-of-the-line XLE test car was appointed downright luxuriously with attractive tri-colour leather seats, a thick leather-wrapped steering wheel, glossy woodgrain trim, and a combination of chrome and brushed metallic highlights. The door uppers are soft-skinned, and the stitched leather-look upper dash panel is all soft-touch, as are any of the surfaces you’re likely to come into contact with.

From a practical perspective there’s good legroom and headroom in all seating positions, and a big 436 L trunk with 60/40 split folding seatbacks.

All the controls are logically placed and fall easily to hand, although I did note that Toyota now puts the

navigation system under the infotainment system’s “Apps” button, which makes things a little less intuitive than a dedicated “Nav” button and means you have to actually drill down a layer into the menu system to access the map. For mid-2014 and onward, Camrys include a backup camera across all trim levels, but one thing the company hasn’t changed is the florescent LED digital dashboard clock sitting atop the centre stack, which I think may have cycled so far out of vogue by now as to have actually become retro-cool.

As always Toyota has you well covered on the safety front whatever trim level you choose: All

Camrys are fitted with the expected safety gear such as ABS brakes, traction control, stability control, and a complete array of airbags, and the Camry also earns “Top Safety Pick” status in the demanding IIHS crash tests. The XLE trim further enhances safety thanks to its blind spot information system.

In terms of features, the entry-level four-cylinder Camry LE includes air conditioning, tilt and telescoping steering, outside temperature gauge, cruise control, power door locks with keyless entry, power windows, the previously mentioned back-up camera, and a six-speaker AM/FM/CD audio system with MP3/WMA compatibility, USB/auxiliary inputs, and Bluetooth connectivity.

The more sporty-minded SE gets all the features of the LE, plus unique grille, side skirts, 18-inch alloys - the LE has 16-inch steel wheels, rear spoiler, dual exhaust, fog lamps, sport seats, leather-wrapped steering wheel and shift knob, paddle shifters, power-adjustable driver’s seat, autodimming rear view mirror, 6.1-inch display audio with satellite radio and navigation system, plus a few other features-the V6 SE also gets a moon roof and push-button start.

The range-topping XLE includes all the equipment on the LE and adds dual-zone automatic climate control, leather seating (heated in the front), woodgrain trim, leather-wrapped steering wheel, push-button start, auto-dimming rear-view mirror, power-adjustable front seats, rear reading lights, 17-inch alloy wheels, power moonroof, fog lights, and 6.1-inch display audio with satellite radio and navigation system. Pony up $35,245 destination in for the V6 XLE and you also get a further upgraded 10-speaker JBL audio system with seven-inch monitor.

Rating: Overall: Comfort: Performance: Fuel Economy: Interior: Exterior Styling: Competitors Honda Accord Hyundai Sonata Mazda6 Volkswagen Passat Chrysler 200 Nissan Altima Kia Optima Subaru Legacy

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TEST DRIVE

2015 Volvo S60 T6 Drive-E

by Jeff Wilson

Over the past few years I’ve been involved in a few comparison tests that featured Volvo’s S60. Each time the Volvo acquitted itself reasonably well in many key measures, impressing most of us especially with its lusty turbocharged inline-six cylinder engine.

F

or 2015, Volvo has yanked out the muscular heart of its sporty luxosedan and replaced it with a four cylinder. As one would expect, the motivation for this move is the relentless quest for improved fuel efficiency and for the most part, the new setup delivers.

Our 2014 S60 T6 was rated at 13.2 L/100 km city and 9.5 L/100 km highway. This new 2015 model is rated at 10.1 city and 7.3 on the highway.

Those figures represent significant improvements, however in fairness; last year’s model was a heavier, all-wheel-drive car – a configuration not offered yet for the new T6 Drive-E. During a test of mixed highway and urban driving and nearly 900 km travelled, the Volvo delivered an overall average of 8.7 L/100 km, proof enough that the Drive-E technology does indeed work.

That spirited inline-six of last year’s car dispensed 300 horsepower and while the new 2.0L

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four-cylinder T6 is down 30 torques to 295; it still delivers 300 horsepower thanks to some revolutionary technology utilizing both a turbocharger and a supercharger. This system marries the best of both technologies, enabling the low-end grunt of a beltdriven supercharger to help get things moving from rest, and then lets the turbocharger take over once it winds itself up. No turbo lag and a nice broad wave of power. This was Volvo’s plan and it is the reality.

If there is a downside – and there always is one – it is that the new engine is not particularly pleasing to the ear. BMW manages an agreeably aggressive, yet high-tech soundtrack with its 2.0L turbo-four, but Volvo’s Drive-E engine sounds more coarse and industrial. The smooth harmonics of an inline-six are hard to match and some of the S60’s sporting character has been lost with this new engine. That’s the price of progress and saving the planet, I suppose.

Volvo claims this engine is future-proofed

to enable easy incorporation of electrification for hybrid technology with the expectation of fourcylinder efficiency and V8 performance. Plus the technology can be incorporated with diesel power plants instead of the gasoline ones coming to normal dealerships.

Not only does the new engine use considerably less fuel, but it also emits fewer hydrocarbons too, making it a truly green endeavour by Volvo.

An Eco+ setting adjusts the draw from the climate control system and will shift the car imperceptibly into neutral during deceleration to reduce load on the drivetrain.

Also new this year and perhaps equally important as the transition to the fancy new four-banger is the replacement of the somewhat lazy-shifting sixspeed automatic with a new eight-speed automatic.

Now with paddle shifters offered up as standard fare, the new transmission not only helps improve efficiency, but by requiring the engine to turn at lower

revs, it makes for a more calm and serene driving environment on the highway.

When S-mode is selected or the paddle shifters are called to action, the new gearbox swaps cogs with impressive expediency encouraging some spirited driver interaction where in the past, one might’ve preferred to leave the car in “D” and let it do its own thing. The luxury car buying public has embraced the all-weather traction benefits of all-wheel drive with Volvo’s primary competitors all reporting the majority of their sales going to allwheel-drive (AWD) variants and option packages.

As a result, the removal of AWD from the top-trim T6 S60 is likely to cause some potential buyers to forgo the S60 this year.

Motoring enthusiasts are going to decry the lack of AWD as well since the same amount of power being directed to only the front wheels means the Volvo now actively tries to wrench the steering wheel out of the driver’s hands under hard acceleration. It’s been a while since I’ve felt torque steer this

prominent, and even then, it was in much cheaper performance hatchbacks designed to be a bit rowdy.

Inside the S60 continues to provide passengers the same comfortable environment it has for years.

The seats are fitted in very high-quality leather that is butter-soft to the touch and smells nice too, but it’s the shape of the front seats that make them real winners. The Swedes know how to make incredibly comfortable seats, and these ones are no exception.

Supportive where they need to be and supple where you want them to be, these thrones just seem to fit everyone who sits in them.

The rear seat isn’t a bad place to spend some time either, with decent head and legroom, and in this case, heated elements keeping backseat drivers toasty while they nag. The ergonomics for the driver continue to be a love-it-or-hate-it affair. The more time I spend with Volvos, the more I have grown accustomed to the unconventional layout of the climate and infotainment controls. On the up side, there are large, easy-to-use knobs and dials to

manipulate temperature, volume and radio tuning, and the pictogram-style climate direction buttons are easy to figure out. But the navigation system is cumbersome to operate thanks to a lack of touchscreen function or multi-dimensional controller like those found in all the German marques and Lexus. Further reminding drivers of the age of the S60’s interior design is a small navigation screen and input response times that are on the sluggish side.

The silver finish on my test car looked rich and liquid, and really helps the S60 fill the role of the European luxury sedan that it is. Last year’s visual updates to the nose are handsome if not overly distinctive.

The new S60 T6 Drive-E is a very good car.

It delivers on the environmental promises without giving up much performance, and it continues to be a quiet, comfortable and spacious long distance cruiser. Current Volvo fans are sure to continue to appreciate this S60 and will love the improvements in efficiency.

Unfortunately the absence of all-wheel drive and an increasingly dated interior are unlikely to win over many new conquests though. And the competitive brands continue to offer increasingly efficient models incorporating hybrid technology or the increasing population of really well-sorted diesel offerings.

We at Autos.ca will continue to celebrate the things we love about Volvos and applaud their creative thinking. Although we consider this new Drive-E technology to be a very promising sign of what the future holds for our favourite Swedish carmaker, it just is not yet enough to boost the S60 to the top of the class.

Options Climate Package, $1,350 (includes heated rear seats, windshield, steering wheel, windshield washer nozzles); Technology Package, $1,500 (Adaptive Cruise Control, Collision Warning with Full Auto Brake, Pedestrian Detection, Distance Alert, Driver Alert Control, Lane Departure Warning, Road Sign Information, Active High Beams); Blind Spot Information System, $1,000 (includes: Front/Rear Park Assist, Cross Traffic Alert, Lane Change Merge Aid); Active Dual Xenon Headlights, $1,000.

Competitors

 Audi A4  BMW 3 Series  Lexus IS  Mercedes-Benz C-Class MOTOR DECEMBER 2014

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FIRST DRIVE

2016 AUDI A6

By Mark Stevenson Dresden, Germany – Audi has come a very long way in a relatively short period of time. With incredible design eschewing all-out flash for lines drawn with restraint that age well over time, a line-up of engines delivering efficiency and performance, and interiors that have become the benchmark for other automakers, Audi is riding high on success.

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uch of that success is due to the popularity of the midsize A6 that was introduced in 1994 to replace the aging Audi 100. Yet, since its birth, the A6 hasn’t seen revolutionary change. Outside the addition of the now unmistakable single-frame grille in 2004, the lineage of the A6 is quite easy to follow, with each

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generation of the car being an evolution of the last.

Yet, the Ingolstadt-based automaker is reaching the end of its evolutionary possibilities with the current design language. It’s quite evident in the new Audi A6 and S6 expected to go on sale in April/ May of next year. Since its birth, the A6 hasn’t seen revolutionary change. The lineage of the A6 is quite easy to follow, with each generation of the car being

an evolution of the last.

Before I get into what we should expect, a few things need to be cleared up about what not to expect for the 2016 A6. For one, we still won’t get the RS6, available solely as an Avant in Europe.

Nor will we get any kind of Avant (Audi-speak for wagon) anytime in the near future. And the Allroad?

Forget it.

Also, all the hoopla Audi is making about its new line of Ultra engines – small displacement motors that deliver incredible efficiency – doesn’t translate well to motorist tastes. They’re simply too small for our market to be interested. What we can expect is updated engines, new front and rear fascias, and some slight interior tweaks to keep other automakers on their toes.

First up, the A6 engine lineup sees increases in output and fuel economy across the board, excluding the carried-over 3.0 V6 TDI. Starting with the base model 2.0 TFSI I4, output is rated at 252 hp and 273 lb-ft of torque, an increase of 32 hp and 15 lb-ft.

The next step up – the 3.0 TFSI V6 – now pushes out 333 hp and 325 lb-ft of torque, up 23 hp with no change to torque. The top engine, the 4.0 TFSI V8 in the S6, pumps out 450 hp and 406 lb-ft of torque (along with a very visceral soundtrack), an increase of 30 hp.

Audi says even with these increases in horsepower, fuel economy will improve, though fuel consumption ratings were not available. A6 will still be equipped with the Tiptronic eight-speed unit while the S6 receives the S tronic seven-speed dual-clutch automatic. Also, all models in the Audi A6 family will continue to be equipped with Quattro all-wheel drive as standard.

Outside, the A6 makes use of a new body comprising of 20 percent aluminium. Up front, new headlights along with a redesigned single-frame grille give the A6 a fresh face. Even the front bumper gets a rework while side air intakes get a new chrome frame. Around back, taillights get a slimmer, more horizontal look. In Europe, sequential turn signals are available, but they won’t be coming to Canada.

A newly designed trapezoidal diffuser insert wraps updated exhaust outlets.

Yet, underneath all the changes, the A6 is more refresh than redesign, as it still rides on a 2,912 mm wheelbase. During our test loops through the German countryside near Dresden, the driving dynamics feel quite similar to the outgoing A6.

Ride quality, even over cobblestone streets, was impeccable, while road noise was kept to a minimum. Larger undulations were handled with

ease as well.

The A6 equipped with the 2.0 TFSI motivated the car without struggle, through the engine note coming from the four-pot was less than impressive (to be fair, I would say there aren’t many impressive four-cylinder engine notes out there). However, it was extremely quiet during normal, light-footed operation. We then set out with the A6 3.0 TFSI equipped with Quattro all-wheel drive. Overall, the drive was smoother, with nary an issue to report.

However, both vehicles do have slightly slow

steering in comparison to some of their counterparts, knocking some winds of confidence out of your sails. You still feel connected, but maybe not as much as you would in cars of some competitors.

The bottom line for all the new A6 and S6 models is this – if you like the old one, chances are you will like the new one, too. And if you are looking for updated styling, the new refresh is just the ticket.

However, if you are hunting for something brand new, the A6 isn’t there quite yet. And with Audi about to reveal a new design language next month in the form of a concept touted to become the new A9, it might be worth holding off a year or two.

That said, if you did pick up one of the new Audis when they come out toward the middle of next year, we wouldn’t fault you. Not one bit.

Pricing for the 2016 Audi A6 was not available at the time of publication.

Competitors  BMW 5 Series  Cadillac CTS  Jaguar XF  Lexus GS  Mercedes-Benz E-Class  Porsche Panamera MOTOR DECEMBER 2014

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LUXURY SUV

Porsche Cayenne Lustier Everything

By Jude Gaya

Some purists scoffed that Porsche sold its soul by entering the SUV market, but financially it was a master-stroke by the German sports-car brand with the Cayenne now its best-selling range. Things might change when Bentley introduces its own luxury all-terrainer soon, but an SUV wearing a Porsche or Range Rover badge for now still tops the aspirational list of the well-heeled.

T

o keep it so, Porsche has given the five-seater Cayenne a mid-life update with a wave of the styling wand and some extra urge in the engine department.

Newly introduced to the range is a 3.6-litre BiTurbo petrol engine which replaces the old normally-aspirated 4.8 V8 in the Cayenne S. Having made its debut in Porsche’s recently-launched Macan mid-sized SUV, this V6 engine outguns the V8 both in power output and fuel consumption.

Power and torque are up from 294kW and 500Nm to 309kW/550Nm and, just as importantly, that turbocharged shunt is available at all altitudes.

Its ability to whisk from rest to 100km/h in just 5.5 seconds (a half second improvement) and its claimed fuel thirst of 9.8 litres per 100km (better by 0.9 litres) is suitable compensation, perhaps, for the V6 turbo not having as emotive an engine note as its V8 forerunner.

If budget’s not an issue the range-topping Cayenne Turbo is the pick of the crop without a doubt. The raw pace of this 4.8-litre petrol turbo version (newly upgraded from 368kW/700Nm to 382kW/750Nm) is addictive, and it’s a special engine indeed that can sling a 2.2 ton behemoth such as this to 100km/h in just 4.5 seconds and on to an electronically restrained 279km/h top speed.

However, the new Cayenne S hardly left me with unsatisfied power cravings when I drove it at the international media launch. It generates pace in a most enthusiastic fashion up to its electronically limited top speed of 259km/h, and makes a compelling package at a 1 million bob price saving over the Cayenne Turbo.

For a combination of price, pace and economy, it’s the Cayenne S diesel that probably makes the most sense in the range, however. Its slightly upgraded 4.2-litre turbodiesel V8 engine - up by 2kW to 283kW while torque stays the same at a mighty 850Nm, is claimed to sip diesel at the rate of just eight litres per 100km yet sprints to 100km/h in just 5.4 seconds. It makes a better sound than the

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petrol V6 as well.

The two most frugal models, the V6 diesel and the Hybrid, weren’t available to drive at the launch but have also received extra power with less

thirst. The 3.0-litre V6 diesel has been upped from 180kW/550Nm to 193kW/580Nm, for claimed figures of 0-100km/h in 7.3 seconds and 6.8 l/100km.

The petrol-electric Cayenne S E-Hybrid gets an electric motor doubled in output with a new plugin system to top up batteries via wall socket. Key numbers are now 0-100km/h in 5.9 seconds and a quite remarkable 3.4 l/100km - though these are claimed as of now. All Cayenne engines are paired with an eight-speed Tiptronic transmission which isn’t as quick or intuitive as Porsche’s brilliant PDK dual-clutch gearbox, but offers steering paddle shifters as an override.

Accompanying the engine upgrades in the

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McCannJHB911947

LUXURY SUV

THE NEW CHEVROLET TRAILBLAZER - AS UNIQUE AS YOU ARE

Cayenne is a subtle range-wide facelift with a redesigned front end and flatter tail lights. Brake lights get the same “floating” four-point design as the daytime running lights.

Suspension tweaks have improved handling sharpness without affecting the ride quality of

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Porsche’s all-wheel-drive heavyweight, a claim I won’t dispute after experiencing the Cayennes on twisty Spanish tar as well as off-road. For such a heavy piece of hardware Porsche’s big SUV carves through curves with impressive agility, but rides bumpy roads with finesse. She’ll do greatly locally,

so drop by Porsche Centre Nairobi and order this impressive tarmac gobbler.

As before the Cayenne has a choice of steel suspension, Porsche Active Suspension management with variable dampers for Comfort or Sport driving, or height-adjustable air suspension depending on model.

New standard features introduced to the range include an automatic tailgate and tyre-pressure monitoring and, if your pockets welcome deep-sea divers, some of the newly available options include soft-close doors, park-assist with a bird’s-eye perspective of the car, adaptive cruise control, and a heated windscreen among others.

As of time of writing and press, Porsche Centre Nairobi was awaiting delivery of the first batch of the updated Cayenne. The range is as follows:  Cayenne V6 Diesel  Cayenne S Petrol  Cayenne S Diesel  Cayenne S E-Hybrid  Cayenne Turbo

Go on a power trip from the plains to the highlands with our new engine upgrades built for the explorer in you. Feel the dynamic 2.8L LTZ Duramax engine that churns out an impressive 500Nm of torque.

Which is perfectly complemented by the ultra-responsive gearbox upgrades. You’ll also get the most stylish ride possible in our new darker interior, all this while enjoying the hands-free functions of the MyLink infotainment system with a rearview camera. The open road beckons. Enjoy your journey. Book a test drive.

Associated Motors - Tel: 650560-70, Associated Motors - Mombasa - Tel: 041-2490504-6/2 493240/2 / 0722-746502, Associated Motors - Eldoret - Tel: 053-2063938/43 / 0720855862, Associated Motors - Meru - Tel: 064-30091, Kenya Coach Industries - Tel: 530681/555188/552653, Ryce East Africa Ltd - Nairobi - Tel: 250056-60/228186/9/5317869, Ryce East Africa Ltd - Mombasa - Tel: 041-2315556/7/2226365/2229737/8, 041-2229737/8, Pewin Motors Ltd - Tel: 0702489755, Thika Motor Dealers - Tel: 06722315/22854/22262/30078, Thika Motor Dealers - Machakos - Tel: 0722 142418/ 0726 747788, Central Farmers Garage - Kitale - Tel: 054-31335/30277, Central Farmers Garage - Nairobi - Tel: 651382/551828/650532/553324 / 3522435/6/7/8, Africa Commercial Motor Group - Nakuru - Tel: 0721 736 464 / 0736 928 928, Africa Commercial Motor Group - Kisumu - Tel: 0733 636 183, General Motors East Africa - 0703 013222

luxury SALOON

Bmw 5 Series -

By all accounts the 520i badge is pretty feeblesounding and I’m sure that some status-conscious owners - read uncultured, have had it removed from the bootlid, but in reality the car over-delivers on the expectations of that modest moniker.

It’s no sports saloon, but whether commuting to work or cruising to the country club, the 520i doesn’t leave you with any unsatisfied power cravings. Apart from a touch of turbo lag on initial pull-off, the engine heaves with reasonably eager gusto. It cruises with little sweat - at up to 226km/h if you wish to risk the police’s money traps, and has

An Underrated Overachiever

By Jude Gaya

I remember a BMW bigwig telling me some years back that the Bavarian firm would “never” use turbocharged petrol engines in its cars. We all know how that turned out. Today most petrol engines in Beemer’s model line-up are turbos, and normallyaspirated versions are becoming an increasingly endangered species. So-called purists may lament this but there’s no arguing the benefits of smaller, turbocharged engines in reducing fuel consumption and CO2 emissions while at the same time improving performance - particularly at high altitude.

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satisfactory overtaking punch, while BMW quotes a useful 7.9 second 0-100km/h time - quicker than the outgoing 523i even at sea level.

The eight-speed Steptronic auto deserves a special mention for having gearshifts that are smooth and on cue, without any annoying “hunting” effect.

The 520i’s sophisticated silence is the typical 5 Series fare, except when you rev it harder you can hear it’s a four cylinder throbbing under that bonnet instead of a silky six.

Inside that sound-deadened cocoon the passenger quarters are as lush as any more-expensive

Five, and the 520i has the premium, expensive feel commensurate with its price tag. Gadgets and safety features are generally plentiful in the leather-lined cabin, and there’s a huge laundry list of extra-cost options to add if you have deep pockets.

The fancier of these include Active Cruise Control which automatically maintains a safe following distance to minimise the risk of bumper bashings; and Night Vision which “sees” further in the dark than the naked eye can.

What spoilt the party for me slightly was the car’s rather jittery ride on rougher roads, due to

I

nitially these performance-boosting exhaust turbines were used in high performers such as the six-cylinder 335i and the eight-cylinder M5, but now BMW’s fully in love with the technology and it’s filtered down into more bread-and-butter saloons such as the 520i.

This car replaced the old 523i as the entry-level 5 Series. Out went the old 2.5-litre normally-aspirated six-cylinder engine and in came a four-cylinder single turbo two-litre with 135kW and 270Nm on board. Offering slightly less power but a lot more torque than the old 140kW/230Nm straight-six, the new 520i’s advantages are better fuel efficiency, and performance that’s not affected by altitude variations.

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luxury SALOON

our test vehicle being equipped with an optional M Sport package comprising sports suspension and super low-profile 19-inch shoes. I’m not sure such a sporty setup makes sense in an understated car such as the 520i, but there it is, yours for an extra Ksh. 500,000 if you want it.

Along with their recent engine upgrades, all 5 Series models now get a fuel-saving idle stop function as standard, and the Driving Experience Control - which affects things such as throttle

sensitivity, gear change, steering and stability control settings - gets a new Eco Pro driving mode. A new ultra-economy setting added to the existing Comfort, Sport and Sport Plus modes, Eco Pro also shows you how many extra kilometres per tank you’re achieving via a display in the instrument panel.

We averaged 9.5 litres per 100km in a town/ highway combination which is impressively economical for a heavyweight such as this. The 5 Series

isn’t one of those cars that shrinks around you.

Though it holds the road with typical BMW finesse you’re always aware of its considerable size and bulk, particularly with all the bleeping from the parking aid when you’re squeezing it into a parking slot.

VERDICT It may lack the power of its more expensive stablemates but the BMW 520i still feels like a bona fide 5 Series rather than an undernourished “lite”

version. Its prosaic badge won’t rate well with status snobs, but this underrated and under-the-radar car delivers all the comfort expected of an executive saloon, combined with good fuel economy and more than acceptable pace. You’ll still be driving a Beemer, period. The 5 Series is locally available from Bavaria Auto - franchise holder of the BMW Brand, located on Mombasa Road. Be daft to drive past their world class showroom.

FAIR TO NOTE The 520i’s diesel twin - the 520d, has gained a new-generation turbodiesel engine that makes a bit more power and uses less fuel. Having just rolled

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onto African shores as of time of press, the upgraded 520d gains 5kW and 20Nm. This brings the tally to 140kW at 4000rpm and a meaty 400Nm of twist between 1750 and 2500rpm, while an updated eightspeed automatic gearbox is standard.

Against the clock this model gains 0.2 seconds from 0-100km/h, with a claimed sprint time of 7.7 seconds, while fuel efficiency improves to the tune of 0.4 litres per 100km. In fact, if we go by the official laboratory figures, the 520d - consuming between 4.1 and 4.5 l/100km depending on what tyres are fitted - is the most efficient car in its league.

Audi’s A6 2.0 TDI sips 5.0 l/100km and Merc’s E250 CDI claims 4.8-5.2. The 520d’s consumption figure

translates into a tree-hugger-muting CO2 emissions figure between 109g/km and 119g/km.

This 520d’s diesel engine is derived from BMW’s new modular engine family and it features an aluminium crankcase with thermally-joined cylinder liners, integrated balancer shafts and a latestgeneration common-rail direct injection system that allows an injection pressure of up to 2000 bar. The variable geometry turbocharger has also become better at its boosting job thanks to a need-based exhaust gas recirculation system and new roller bearing. We’re awaiting confirmation of the new 520d’s price, but it shouldn’t stray too far from the previous model’s Ksh. 6,245,000 tag.

MOTOR DECEMBER 2014

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YOUR 4X4

nologies, but, unfortunately a scrapping of those constant-clearance solid axles.

Despite the all-wheel independently suspended insult to traditional Patrol sensibilities, the new chassis does usher in many ‘nice-to-haves.’ Whereas the previous Patrol was essentially a really big box on a ladder frame chassis with a reduction ratio transmission and one aft axle locker, the new one has a raft of driver aids. This latest Patrol features a hydraulic body motion control system (HBMC)

Nissan Patrol - A Truly Independent Democrat

By Jay Suave The latest version of Japan’s ‘other’ all-conquering 4x4, Nissan’s Patrol, was initially unveiled only in the Middle-East.

Well... tough times are pretty much behind us and we can afford to fill up these behemoths again.

A

lthough not nearly as popular locally as Toyota’s Land Cruiser 200 Series, the Patrol has always been the thinking man’s oversized SUV. Chunkily styled, with utterly

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reliable powertrains and unbreakable solid-axle wheel attachment gear front and rear, it’s generally an unflappable companion for those severely testing family vacations - to the Mara...

The seventh generation Patrol is a much more

which - much as Toyota’s KDSS - should cure any lane-wandering in strong crosswinds at high speed.

Nissan says the HBMC system enables a more generous suspension stroke too, which should improve wheel articulation - optimising traction off-road.

Another change to the Patrol’s drivetrain is a newly developed ALL MODE, switch operated, 4x4 system - similar to Land-Rover’s groundbreaking (excuse the pun) Terrain Response set-up. Nissan’s ALL MODE features four selectable modes - sand,

on-road, rock and snow - with all engine, transmission and suspension parameters automatically adjusted at the twist of a switch.

For off-road novices Nissan has ‘finally’ added both hill start assist and descent control, which means in low-range you can safely canter downhill at a steady 4km/h.

GT-R Racing Power Powering the latest Patrol is a 5.6 litre - yes 5.6,

contemporarily styled vehicle than its predecessor.

Digitisation and luxury trinkets are rampant too.

Hardcore 4x4 enthusiasts are in for a few nasty shocks though…

The new Patrol exchanges solid-axles for independent suspension at all four wheel corners.

No issue in sand or over rocky terrain though...

Beyond the newfangled styling symmetry - Patrol’s chunky proportions have been significantly softened, Nissan’s big 4x4 SUV still manages to retain a semblance of handsomeness.

With the side glass surfacing framed by a tidy chrome surround, a neatly executed hatch assembly and air intakes above the front wheel arches it’s an infinitely better looking attempt at an Oriental Range Rover than Toyota’s VX200. Mechanically the new Patrol rides on an Infiniti QX56 platform, which means plenty of clever chassis control techMOTOR DECEMBER 2014

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YOUR 4X4

direct-injection V8 borrowed from the American market’s Titan pick-up range. Coincidently this engine - in derestricted form - powered Nissan’s 2010 FIA GT1 GT-R racecar.

Nissan is coy concerning other available engines for the new Patrol, currently only listing this 5.6 litre V8 - rated at 298kW and 560Nm. Drive is via a new seven-speed automatic transmission - which should aid in-gear-flexibility, especially at low-speeds, and economy.

With a trifle more than 100 additional kilowatts at its disposal, courtesy of two additional cylinders and 800cc of extra capacity - compared to the sixth-generation Patrol’s in-line six engine, Nissan has fitted a new brake booster system, and slotted four-piston callipers up front to actuate the larger 358mm rotors. Subsequently, braking performance is claimed to be best in class.

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INTERIOR Although still Ocean Liner sized dimensionally, the new Patrol mirrors suchlike luxury in terms of its cabin architecture and appointments too. There is a surfeit of leather, wood grain panelling and polished aluminium finishes. Cabin has neat shapes and surfaces, steering wheel now – mercifully, devoid of wood grain rim.

Overall, the new cabin architecture would appear to flow better, yet still has too much oddly grained wood - Japanese teak, and light coloured leather to bother Range Rover or Merc’s GL in terms of cabin ambience. The aforementioned stubby transfer case level replaced by All Mode system frees up stowage space between the seats.

Passengers will be heartened to hear Nissan has redesigned the front seats to be wider and deeper, whilst second row passengers benefit from an additional 100mm of legroom. Nissan has improved the Patrol’s infotainment suite with a multi-screen DVD

capable entertainment/navigation system. The capacious centre console cool-box is now double-hinged too, enabling front and/or second row passenger(s) easy access to chilled fluids. You should note this gargantuan can sit eight people since its third row can also accommodate 3 humans - of course not those with 6-foot frames like me.

Harking back to the Patrol’s legendary terrain crossing capabilities, Nissan’s engineers have equipped the cabin with a ‘curtain vent’ air-conditioning system. This neat innovation vents a strong flow of cool air down from openings in the roof above each window - acting as a barrier to cabin heat penetration.

The new Nissan Patrol is available from Nissan Kenya a division of Crown Motors Group who are the franchise holders of the Nissan brand in Kenya.

Feel free to pop into their new showroom located on Uhuru Highway since they officially cut the ribbon on October 2nd.

COMPARISON TESTS

unchanged since late 2009, when it was the pacesetter in terms of technological equipment and safety gear. The Triton was the first pick-up with dual front, front-side and curtain airbags on some models. First to go is the Toyota.

Used Double Cabs

By Jude Gaya

Models Tested: Mitsubishi Triton vs. VW Amarok vs. Toyota Hilux vs. Nissan Navara vs. Ford Ranger vs. Mazda BT-50

Toyota Hilux We have already stated how successful the Hilux has been in this segment of the market but have yet to explain why. The Hilux built a reputation for being robust and reliable. Following a recent update that introduced more equipment, a minor facelift and a price adjustment, the Hilux is pretty

good resale value, too.

The range-topping SR5, though only available on “special order”, is well equipped, with touchscreen sat-nav, Bluetooth phone connectivity, USB input, automatic headlights, foglights, 17-inch alloys and a sports bar as standard.

Still, Toyota’s update only added stability control and the full suite of airbags - dual front, frontside and full-length curtain, to the most expensive models, while other vehicles here offer that equipment across their respective range as standard equipment.

The SR5’s interior updates have livened up the

cabin slightly but still a grey and drab place to be.

The Hilux is comfortable, though, and offers storage in the front and rear, including bottle holders, decent door pockets, a big sunglasses holster and only one cup caddy.

The rear of the SR5 is fairly spacious, though toe and knee room could be better. However, the headroom is good, the rear pew is comfortable and there is even a clever storage box under the back seat, accessed when the seat-base flips up.

The Hilux’s tray is one of the smaller ones here - 1515millimetres wide by 1520mm long. It does not get any of the clever lights or sockets of its rivals

Six of the best workhorse pick-ups put to the test on the farm

It used to be that pick-ups were used primarily for work. You would see them at building sites, trays loaded with toolboxes and trestles, or darting through the suburbs on the way to Wanjiku’s to fix her leaking kitchen pipes. These days, though, pick-ups have another job.

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T

hey have become dual-purpose vehicles, with buyers using them for the traditional duties during the week and then as a family hauler on weekends.

Some don’t even get their trays dirty.

Many are used for towing mini-trailers to Jamhuri Park or horse floats to Ngong Racecourse . In a nutshell, four-wheel-drive models are the weapons of choice in this regard, owing to their hefty towing capacity.

The Toyota Hilux pick-up has long been considered the default choice. It has steadily increased in popularity since the late 1990s and several times during the past few, the Hilux years it has ranked as the highest-selling new vehicle in the country.

But now the Toyota Hilux is under siege.

Several new models are vying for its turf, including Ford’s Aussie-designed Ranger and its twin-under-

the-skin, the Mazda BT-50. The pair may look different but they share the same underpinnings and, design platforms.

Representing Europe is the Volkswagen Amarok. The German brand’s first purpose-built pick-up is a slick affair, particularly in Ultimate form, courtesy of its showy 19-inch alloys. We have not discounted some of the more seasoned rivals, either.

The popular Nissan Navara received a rangetopping variant with a powerful new V6 turbo diesel engine midway through 2011. However, its replacement though unveiled, is scheduled for global availability in 2015, this including Kenya.

The Navara ST-X550 model is the most expensive double-cab pick-up on sale globally, with a price of Ksh. 5,500,000 - plus on-road and dealer costs.

Also here is the Mitsubishi Triton. It is largely MOTOR DECEMBER 2014

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COMPARISON TESTS

and has the second-lowest payload - 835kilograms, behind the Amarok. Its towing capacity is the lowest, at 2500kg.

On the road, the Hilux’s rear end jiggles when empty and - loaded or not - bounces over most bumps at speed. It leans heavily through corners and the rear tyres can squeal without much encouragement. This is due to the left spring rear suspension configuration.

The Hilux’s steering offers good feel but is slightly heavy and kicks back over mid-corner bumps.

The 3.0-litre turbo diesel engine has not changed for years and is the least powerful . Against this competition it feels outdated: it is loud inside the cabin and feels as though it is struggling most on steep sections. The simple four-speed auto, however, is honest and shifts well enough.

Mitsubishi Triton Mitsubishi’s current-generation Triton was the double-cab pacesetter when it went on sale in 2006 but a lot has changed in the segment. Just like the Nissan Navara, the new Triton is scheduled for unveiling in 2015.

The Triton was the first purpose-built pick-up to offer stability control and six airbags and has had a handful of updates. But it feels old by comparison

to the available competition.

Inside is a good example of that. The Triton’s dash is basic and too plasticky, the switchgear is cranky and the ergonomics are average - particularly the low-range gear-shifter that pokes into the driver’s left leg. There is also a lack of under-thigh support, no decent centre storage options and an average audio system.

The rear seat feels the roomiest of the six pickups tested, with good head, leg and toe room. Backseat passengers’ knees will likely cramp up over the duration of a road trip, though, as the Triton’s cabin has a higher floor than its rivals.

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The back seat has better storage than the front, with decent door pockets and a fold-down armrest with cup holders. It has only two child seat restraints, though.

The drive experience in the Triton feels behind the times: a bouncy ride was described by several testers as ‘’agricultural’’, shuddering over smaller lumps and bounding loosely over bigger bumps. The Triton feels the least stable of the six, with heavy, inconsistent steering and some body-roll through corners. External, the Triton looks scared in appearance and aerodynamics.

The engine, which has also been updated over

the life of the Triton, offers decent shove on the move but can lag and then lurch at low speeds. The five-speed auto shifts smoothly under light load but can misbehave under stronger acceleration.

The Mitsubishi’s tray is the shortest and narrowest of the lot - 1470mm wide by 1505mm long.

And while there is no 12-volt socket, hard cover or light in the tray, the Triton is the only vehicle here with a powered wind-down rear windscreen that allows long items to poke through. A sports bar is standard. The Triton has the third-highest payload at- 935kg, and its towing capacity, at 3000kg, is relatively strong.

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COMPARISON TESTS

Nissan Navara Two things about the Navara ST-X550 stand out instantly. First, the number in its name refers to the amount of torque the turbo diesel V6 engine produces - a whopping 550Nm, or almost 60per cent more than the Triton and Hilux.

The second also involves numbers. As aforementioned, its price, from Ksh. 5,500,000 - plus dealer mark-ups, makes it the most expensive double-cab in its segment.

Let’s talk about the engine first. It is easily the pick of the six here for performance. The 3.0-litre powerplant offers effortless grunt at all speeds, with very little turbo lag and immense shove during overtaking manoeuvres. It feels refined and is quiet unless under heavy load. The seven-speed automatic gearbox makes the most of the engine. However, it has the highest fuel use of the pickups tested.

Helping justify its price premium, the ST-X gets roof racks, side steps, a sports bar, a tray liner and hard cover, tinted glass, climate-control air-condi-

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tioning and Bluetooth as standard. Conversely, it misses out on sat-nav, a rear-view camera and parking sensors. On the plus side, the Navara does get six airbags and stability control as standard.

The Navara’s interior is clean and uncluttered, feeling special enough for the expenditure.

However there is no steering-wheel reach adjustment. While there are a few nice textures through the cabin, the dash and door plastics are scratchy.

Storage is reasonable, with twin gloveboxes and decent door pockets, and the seats are comfortable, if a little flat. The rear seat is tight, with an upright backrest and a shortish seat squab.

On the road, the Navara handles corners well, its steering direct and nicely weighted. The ride is generally good although the larger wheels and thinner tyres mean even minor bumps transmit into the cabin, particularly through the tray. The Navara has a mammoth 13.3-metre turning circle, which makes parking and tighter turns a bit of a challenge.

The tray of the Navara is as wide as its newer MOTOR DECEMBER 2014

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COMPARISON TESTS

rivals but slightly shorter - 1560mm wide by 1510mm long. Its load capacity is fourth-best, at 909kg, while its towing capacity is as strong as the Triton, at 3000kg.

Ford Ranger One of two recent entrants - with Mazda’s BT-50, to the segment, the Ranger was designed and engineered in Australia. While the XLT’s asking

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price of Ksh. 4,950,000 - plus on-road costs, is higher than the Mazda equivalent, the specification level of the Ranger partially makes up for the extra ask.

The Ranger gets a tow bar, sports bar, autodimming rear-view mirror, rear parking sensors, a tub-liner with 12-volt socket, auto headlights and wipers over the cheaper BT-50. However, the Mazda gets the option of a rear-view camera, while Ford offers the potentially life-saving technology only

on the range-topping Wildtrak model - from Ksh. 5,763,000.

Other life-saving items are standard, such as six airbags and stability control. The standard gear also include a USB input, Bluetooth with audio streaming and voice control, a cooled centre-console bin, huge door pockets front and rear, a large glovebox and arguably the best seats - both for comfort and support - of all six of these pick-ups. It also gets

three 12-volt power sockets in the cab.

The back seat is comfortable and spacious, with a wide rear pew that can easily and comfortably fit three average adults. The interior has a masculine feel to it, with chunky audio buttons and strong, angular dashboard features. The cabin presentation is top-notch, albeit missing steering-wheel reach adjustment.

On the move, the Ford Ranger copes well, with a smooth ride, admirable road manners and good cornering ability. It feels far less bouncy than most of its rivals, although it can still be slightly wiggly on rippled sections of road. The steering evokes a softroader. It’s responsive in nature and well weighted.

The five-cylinder diesel engine and six-speed automatic make a good combination, with smooth, clever shifts with an empty tray or when loaded. It

can, however, suffer from slight hesitation as the gearbox tends to shift early for optimum efficiency.

Despite that, it is still pretty thirsty at 9.2litres per 100kilometres. The diesel clatter is also well muted from the cabin.

The Ranger boasts the second-largest load capacity, at 1041kg, and its tray is 1560mm wide and 1549mm long. Towing capacity is the secondbest at 3200kg.

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Driving the two back-to-back, it is hard to pick the difference, although the Mazda’s engine seems slightly noisier. The steering responds predictably, has good weight to it and corners with certainty.

However, our test car’s ride was more unsettled fidgeting over small bumps and bucking over bigger

Mazda BT-50 The second of our non-identical twins is definitely the one most likely to divide opinions over its looks. Mazda’s BT-50 raised more than a few eyebrows during the tests, with plenty of comments directed towards the pick-up’s alloy bull-bar and spotlights - part of ‘’Boss’’ sports kit that also adds unique alloys, a lockable hard lid for the tray, sports bar and side steps. Our test Mazda was also optioned with a rear-view camera and rear sensors.

Take away all the options and the Mazda BT-50 is quite the bean-counter type of double-cab.

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And considering its price, it offers good value for money. It has sat-nav, climate control, USB input, Bluetooth with voice control and audio streaming, and foglights. Added to that is the same safety equipment as the Ranger’s, with six airbags and stability control.

The Mazda BT-50’s interior is not quite as userfriendly as the Ranger. The door pockets are smaller for front and rear passengers and the audio controls are more fiddly. It is, however, just as roomy and comfortable as the Ranger. The seats are supportive, the central bin and glovebox are substantial and the

ones - presumably due to chunkier tyres.

For work purposes, the BT-50’s identical-toRanger 1560mm-wide and 1549mm-long tray has the best load capacity of all six pick-ups tested, at 1097kg. Its towing capacity is also the best here, at 3350kg.

Volkswagen Amarok Volkswagen’s first purpose-built pick-up came with a unique flavour. The Ultimate was developed for pick-up buyers looking for something a little more luxurious - and it would want to be, priced from Ksh. 5,250,000.

Mazda BT 50 has excellent legroom and headroom in the rear. It has two child-seat restraint points, though it drops one 12-volt outlet on the Ford - two to Ranger’s three.

As with the Ford, the BT-50’s engine and transmission are its strong selling points. The Mazda also shares the same five-cylinder diesel engine and six-speed automatic, which work well together.

Again, the transmission is smooth whether laden or empty but, as with the Ranger, it can dither slightly at times. It matches the Ranger, too, for fuel use at 9.2L/100km.

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Safety levels are reasonable, with dual front and front-side airbags and stability control as standard fitment. But there is no airbag protection in the rear, something we found odd.

It has a well-presented cabin, a neat dashboard that has a clever top-mounted storage bin with a power outlet for sat-nav systems and good door storage. The glovebox and centre console are small but are compensated for by under-seat drawers.

The Ultimate tested had a permanent 4WD drivetrain - others require the driver to select 4WD, and ‘’comfort’’ suspension - the removal of one of the leafs from the rear leaf-spring suspension, which cut its carrying capacity by 220kg.

The Amarok’s load capacity is the lowest, at 710kg, while its towing capacity is second-worst at 2800kg. The tray, however, is the biggest, at 1620mm wide by 1555mm long. It also gets a 12-volt outlet and a flash light.

Because of its suspension, the Amarok is easily the most car-like to drive. It was the smoothest over bumpy sections and, because of its 4WD system, had great traction through corners and from a standing start on slippery surfaces.

The Amarok also has the lightest, most userfriendly steering, making inner-city lane changes

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and roundabouts easy to deal with, despite its large 12.95-metre turning circle.

Something not so easy to deal with is the Amarok’s manual transmission. Every judge on this test stalled the pick-up at least once because of inconsistent clutch feel and an overly heavy pedal action. The twin-turbo diesel engine has SUV-like fuel economy of 7.9L/100km and is smooth and relatively quiet. Still, we found it could labour at times and felt slow compared with the bigger engines in the Ford and Mazda.

The Verdict The latest breed of double-cab pick-ups shows just how far this segment has come in the past few years. The Triton, which was once the pacesetter, is a case in point. In GLX-R spec is good value, has a long warranty, good safety gear and space but feels less refined and just outdated compared with its rivals. We patiently await its newer model.

The Hilux may be the market sales leader but it is also showing its age mostly in dated appearance.

We can’t wait for the new model.

The Navara ST-X 550 is a surprise. A great engine and transmission and a decent drive experience impressed the judges. Having seeing the new

model in the flesh, or rather on video, we eagerly await its arrival. We trust that in the hands of the new look Nissan Kenya, this is the pickup to watch.

The Amarok ran third. In Ultimate guise it, too, feels a bit overpriced and its driveline is difficult to live with in traffic. If you are not going to use it for hard work it could be the pick but we prefer the auto for everyday use to and from a desk job and weekend jaunts to the family ranch.

That leaves the twins from Ford and Mazda to duke it out for top spot. Both drive well, are comfortable and well-equipped inside and have strong, refined engines, clever transmissions and classleading levels of safety.

Of the two, the Ford Ranger is arguably the best option for those willing to spend a little more to get a few extras. It looks tough, too, which may be enough for some buyers to opt for.

Our money would be heading towards the Mazda BT-50, though. It is a good deal cheaper and while it misses out on some of the standard gear of the Ford, the Mazda is the best value-for-money buy in this segment, at least for the moment.

And where is the all-new Isuzu, we asked? Look for its review in future issues, as we were unable to get a unit for our tests and comparison.

MOTORING

pocket cannot afford. Always remember that cars are parked outside the house, when you get home!

Of course, there is always the option of paying cash. Cash purchases usually allow the buyer to negotiate a discount although not significantly.

Besides, cash buyers aren’t exposed to any increase in interest rates, and the resulting hikes in repayments that occur in the course of instalment payment interest rate hikes.

In most cases, it is advisable to purchase a car through borrowed finance, which brings further considerations into play. For instance, the trade in value of an existing car will play a part in determining the available budget, as will the terms and conditions of the finance plan, including how interest rates are calculated.

Unless you are a cash buyer, it’s probably wise to determine and pre-clear the car financing before hitting the road to various dealerships. Always consider however that some dealers offer special, inhouse schemes, often several percentages below the prime market lending rate. The tax implications of

Buying a Car

Making the right decision when buying a car has never been more important than it is today. Not only are cars more expensive than ever to buy and run.

A wrong decision can be costly especially when so many people are being misadvised. Those who take the trouble to first define their needs, and ensure that they are not above their means and also gain some hands-on test drive impressions of the makes on their lists, are more likely to make the right decisions.

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I

t is always important to start the search armed with a shortlist of cars meeting most of your requirements. The list should include only those cars falling within your budget and specification requirements. The list could be topped by the most likely and favourite contenders.

Nobody should consider a purchase a car without going through these steps and without having test driven all the cars on the carefully prepared shortlist.

The test drive has an added benefit of giving a first-hand experience as to the feel and handling of the car and will enable a buyer to judge whether the expectations created by the specifications road test data and the like are met in actual road driving condition. And even if they are, it may be that small issues like a slightly uncomfortable seat, a bit of wind noise, an awkwardly positioned switch can sway the decision away from one car to the other.

What looks like the most powerful contender on paper could well end up being the most lethargic on the road, with purported leather seats actually

looking plastic in real experience conditions and at close range. If you can afford a specific car, the acid test is being on the driver’s seat. Of course, the test drive also offers one a chance to assess the dealership and its customer service and experience levels.

An indifferent treatment and dilapidated facilities don’t augur well for a pleasing ownership experience, and can in fact persuade a would-be buyer to a different brand. After all, car ownership is ultimately about peace of mind.

The other tricky and painful part in buying a car is getting the car that you want and which fit within your budget. All too often, buyers end up stretching their budget to the utmost in order to get closest to the car they require or their ego desire.

When paying for a car, it is best here to let your head rule your heart. Too many cars end up being repossessed because owners simply couldn’t keep up with their personal loan repayments. When shopping for a car, it is therefore prudent to start by discarding those cars that your ego desires but your MOTOR DECEMBER 2014

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your purchase are also worth considering, an aspect that requires the advice of a good tax consultant.

If the car is being used for business, options like leasing it become possible. While the purchase price of a car forms the most important part of any budget and financial consideration, it’s also worth investigating the potential running costs of the car. If it’s an imported model, spare parts might be costly and not always freely available. Consider the availability and potential cost for special airfreighting of parts in case of non-availability of parts and the subsequent costs of a replacement, during the downtime.

Even the size and type of the wheel and tyres

values of the car one is interested in, since good value retention will put more money in the pocket when you have to trade in for the next available new car, three or a couple of years down the line.

Talking of used car values, a good used car is often an excellent way to stretch a budget that won’t accommodate the same model when new. Often that budget will buy you a used contender one or even two steps up the automotive ladder in terms of size, specification and performance. Make sure that you buy from a reputable outlet; however, most used brands now incorporate used car divisions, selling cars that have been thoroughly checked and

Opting for a 4 by 4 when you don’t need it can be costly not only because of the high purchase price but also because the drive train’s increased drag translates into higher fuel bills.

are an issue: Those big wheels and thick rubber may look sexy and provide for a firm grip, but when it comes to replacing them, owners may be in for a nasty shock. On roads that are punctuated by deep potholes that seem to emerge at different parts of the road every other day, it is more important to consider the price and availability of replacement tyres.

It may also be useful to research the used car

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reconditioned, and are sold with proper guarantees and promise of used car after sales service availability.

Determining just what you expect from a new car doesn’t sound that difficult. But do start writing down all the typical roles and functions you expect the car to fulfil for you, as well as the must have features you believe you cannot do without and you will find that you wind up with a lengthy list.

What are the primary factors to consider?

Clearly you need to define the type of car first; car or pick-up, hatchback or saloon, estate or SUV, four wheel drive or two wheel drive. But beware; it’s easy to believe that you need something that you actually don’t, as ego and girlfriends always compete with the real needs offered by a specific car.

The classic example of this is a four wheel drive.

Okay you want an all-terrain vehicle, and yes you do go off-road from time to time. Consider however, do you really need a fully-fledged 4 by4 drive train or could the more affordable combination of differential lock, raised height and a 4 by2 drive train be sufficient?

Opting for a 4 by 4 when you don’t need it can be costly not only because of the high purchase price but also because the drive train’s increased drag translates into higher fuel bills. So perhaps an easier way is to draw up a list of priorities, spanning car functionality. That way, you’ll end up with a profile against which you can compare the car and assess how closely it conforms. You’ll need a source of information on specifications and prices.

While drawing up the list, there’s more to think of than just the classical functional requirements.

For instance, consider the length of time you expect to keep the car and whether your requirements are likely to change during that period. Thus, singles may get married. Married couples may have children and the married couples with toddlers

will have to remember that those toddlers will grow up and need to be dropped in school.

There’s another reason to consider how long you’re likely to keep your new purchase. During that time, there may be a model update or complete model change, which of course will have an impact on the value of the car when you want to sell it. For those sensitive to the social environment, you must factor the need to change your car every other two or three years, when new facelifts or model changes will have been effected in your car range.

Lastly, do not kill yourself or saddle yourself with hefty car loans to please your environment, ego and friends. It is not worth these troubles.

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