Monthly Motor - November 2014

MONTHLY

KSH 350/-

NOVEMBER 2014

ALL YOUR MOTORING NEEDS

inside:

COMPARISON TEST

Printed in Kenya www.media7group.co.ke

USED COMPACT SUVS Tanzania 7,000/= Uganda 10,200/=

Issue No. 215 Volume 22

from the publisher

Packing the Car: Safety First!

Keep the area around the driver’s feet clear.

Loose items rolling around are distracting and potentially dangerous if they get caught under the driver’s feet or the pedals – particularly in emergency braking situations.

Always pack large, heavier items at the bottom of the boot to ensure the centre of gravity stays as low as possible. Storing heavy items as far forward as possible and packing these tightly against the back of the boot ensures a better weight distribution. Avoid using the inside of the passenger area of the car for storing your luggage. Items can fly forward unexpectedly, hurting passengers. An item that seems to be light at first sights accelerates enormously in the event of emergency braking - even at relatively low speeds, hitting front passengers with a multiple of its actual weight.

W

hether you’re taking a long trip to the seaside town of Mombasa, collecting a friend from the airport to the hotel or you are collecting your child from an upcountry school, getting the car packed right is paramount to your safety on the road.

Setting off with the entire family and a lot of baggage implies certain risks, not only for those in the car, but also for other road users.

Goodyear advises motorists to follow a few simple rules to ensure the car is packed securely and doesn’t endanger your family or other road users.

Safety first!

Passenger safety and comfort comes above all else. Don’t risk carrying passengers unrestrained due to large or awkward items that are in the way. Install child seats first before loading the car, as it may prove difficult to do once the car is fully loaded.

Last in, first out This saying provides a handy hint to packing that ensures you keep the items you may need during the journey close at hand and easy to retrieve. Be mindful of “must haves.”

Take enough food, drinks, nappies, medicine, and entertainment for your kids and other essential items to last you until your reach your destination.

Secure A few simply rules can make all the difference:

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Visibility If you own a station wagon, avoid packing above the line of the back seats. Not only does this significantly hamper your view, it also heightens the possibility of items flying forward in case of an emergency-braking manoeuvre.

If you have to use the full height of your station wagon’s boot make sure you use a net or other built-in protection to avoid having items flying forward.

Puncture If your car is not equipped with a special safety device and tyres, consider the possibility of a puncture when packing the car. It’s annoying and dangerous having to empty the entire boot of the car next to a busy road to get to the spare tyre.

And remember: if you have a puncture, take care of your family’s safety first. Get everyone in a safe place before taking care of the puncture or calling for help.

Driving style Last but not least: don’t forget that driving a fully loaded vehicle impacts its maneuverability and takes getting used to.

Additionally, travelling with the entire family and loads of baggage means that you have more distractions, less visibility and a fully loaded vehicle that will require longer stopping distance.

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

ALL YOUR MOTORING NEEDS MANAGING EDITOR Dr. Hanningtone Gaya +254 722 74 22 87 gaya@wananchi.com gaya@media7groupkenya.com EDITOR Jude Gaya +254-722-224347 judegaya@gmail.com CONTRIBUTORS Mike Schlee Paul Williams Jonathan Yarkony Jude Gaya GRAPHIC DESIGNER Patrick Sikuku patricksikuku@gmail.com +254 722 76 22 95 PUBLISHED BY Media 7 Group Kenya LTD +254 723 72 08 48 +254 710 20 98 71 ADVERTISING Dr. Hanningtone Gaya gaya@wananchi.com info@media7groupkenya.com +254 722 74 22 87 DISTRIBUTED BY Nation Marketing & Publishing A Division of Nation Media Group Tel: +254-20-32-88581/8588/8574

NOVEMBER

CONTENTS Santiusae demrae

2014

Volume 22, Issue 215

38 COMPARISON TESTS

08

26

Used Compact Suvs

50 COMPARISON TESTS BMW X4 Vs Range Rover Evogue

56 MOTORING Car care

38

58 NEWS FEATURE Volvo Cars is the Fastest-Growing Premium Brand in Europe

60 HUMOUR His Holy Crossword

50

06 HEADLIGHT

20 LAUNCH

Tips for Purchasing an SUV

World Premiere of the All-new Volvo XC90

08 COVER STORY

26 COMPARISON

The New 2015 Nissan Murano

2014 Nissan Rogue vs 2014 Mazda CX-5

14 LUXURY SALOON

32 LARGE COUPE

Mercedes-Benz S-Class - Long and luxurious

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Taking the All-New Ford Mustang from Sketch to Production

MOTOR NOVEMBER 2014

5

www.toyotakenya.com HEADLIGHT

Tips for Purchasing an SUV

By Hanningtone Gaya

*Free service for

3 years or 30,000km whichever comes first

When looking for a new SUV, there are many factors to consider. The most obvious ones are the price, availability of after sales service and spare parts support and whether it is diesel or petrol propelled. Ideally, any potential purchase should not exceed one’s financial ability, unless one doesn’t mind a future visit by auctioneers. Another equally important factor is lifestyle. Every man and woman see themselves in one of the many dream SUVs that dot our roads this days, mostly with the fairer sex behind the steering wheels.

T

he tip is to combine the desire for sleek and sporty good looks with good pricing, fuel consumption and off road ability. One needs money to pay for petrol or diesel.

This might sound easy enough; buyers should realize that it’s highly unlikely that they will be able to pay Probox prices and drive in Jeep style.

Therefore early on, the decision must be made to prioritize what one wants from their new SUV. It’s important to accurately assess one’s needs and requirements for a new SUV, be it family accommodation, economic value, reliability or flashy hot looks. Once a buyer has a good approximation of what he or she is looking for, it is then time to match up available models with those consumer ideals and look at each one individually.

Word of mouth does play a key role in any

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MOTOR NOVEMBER 2014

buyer’s prospects, having heard of a friend’s satisfaction with their new SUV or through survey reports and motor magazines. However informative people’s testimonials may be, there is no substitute for a hands-on personal inspection of the SUVs you are considering. This hands-on evaluation of the SUV should include personal test drives on both urban and rural roads and under various weather conditions if possible, so as to get a feel of the SUV that you may be living with for the next five years or more.

In addition, the resale value of the particular SUV should be looked into. Some SUVs hold their value much longer than others, after several years of careful use. Once the SUV has been inspected and subsequently chosen, the next step is to weigh the options of cash purchasing, or financing. Many motor dealers have financing options arrangements with leading banks at com-

petitive rates. For instance, CFAO DT Dobie have auto loan product, KCB Asset Finance. This decision depends on how much money one has available for this sizeable purchase. Those who earn a substantial salary may choose to place a large down payment on the SUV and pay the difference over a few years, usually from 6 to 48 months.

Depending on the prevailing interest rates, these options are often more viable for most people than splashing out a cool 2 to 4 million in cash.

It is prudent to note that buying an SUV should not be a speedy process. The purchase should involve time and research. A person who gets to one dealership and drives off the lot in their new SUV that same day will probably have paid more for that SUV than if he or she had taken their time, shopped around and found a good deal involving a blend of desired options at reasonable prices. Be forewarned!

The new Rav 4 offers a bold new design and a high quality interior with spacious rear seats plus a large cargo space. It’s new and improved Dual VVTi engine gives more power without compromising on fuel economy.

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COVER STORY

The New 2015 Nissan Murano

By Paul Williams

I

ndications are that this design will inspire future Nissan vehicles – or at least, the cars and CUVs – which is especially interesting because for quite a while, it’s been hard to pin down exactly what a Nissan looks like. Over the years, Nissan has bounced from radically weird (Juke) to very conservative (Sentra), to outright dull (Versa) to outrageous (GT-R), lacking a unifying theme to identify the brand (other than the logo).

Nissan executives explained that this was actually strength, enabling Nissan to offer a range of very distinctive vehicles appealing to different buyers with different needs. That the Juke was completely unlike the Sentra, for instance, was therefore seen as a positive attribute.

Lately, attitudes have changed, and with the all-new 2015 Nissan Murano we’re told that its distinctive design will indeed be a precursor of future Nissan vehicles. The third generation Murano revealed at the New York Show, therefore, “expresses a new Nissan design direction – including its ‘V-motion’ front end, LED boomerang lights originally introduced on the Nissan 370Z and the unique ‘floating’ roof,” according to Nissan. It’s the shape of things to come, a good tagline, nonetheless.

The Murano is the right vehicle to get this ball rolling. When first introduced it created something of a stir in the SUV and nascent CUV segments, arguably influencing other manufacturers to move away from traditional boxy SUV styling and into

The 2015 Nissan Murano isn’t some kind of concept SUV. It is the production version of the 2015 Nissan Murano, which Nissan executives say is designed to look like a concept vehicle put into production. Okay, then.

Mission accomplished!

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MOTOR NOVEMBER 2014

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COVER STORY

more aerodynamic and appealing forms.

While the original Murano – introduced in 2002 as a 2003 model – used elegant Italian glass as a design theme along with Spanish styling flourishes, the 2015 Murano is about futuristic transportation, according to Nissan. The shapely exterior, influenced by the company’s Resonance Concept, is carried through to the interior, which is designed to create “an engaging social lounge feel,” that features a lower-height instrument panel, wide centre console and Zero Gravity front and outboard rear seating,” the latter inspired by NASA.

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An important difference between Canadian and US Murano models is that for Canada, an eight-inch colour display with multi-touch control, NissanConnect, navigation and mobile apps are standard equipment.

While some other companies are moving to four-cylinder power, Murano remains a V6 vehicle, it’s 3.5-litre DOHC engine mated to a CVT “automatic” transmission. Optimized for fuel efficiency, and boasting a 0.31 coefficient of drag, Murano features a lower grille shutter, front and rear spoilers, rear tire deflectors, rear suspension fairings and an

optimized fuel tank design. The drivetrain in combination with the aerodynamic exterior is expected to reduce fuel consumption by up to 20 percent. For 2015, front-wheel drive returns to the Murano as an option to the all-wheel-drive system.

Rear cargo area dimensions are increased by approximately 84 millimetres in width and 50 mm in length, while the rear lift gate is reshaped to more easily permit loading and unloading cargo.

In combination, these modifications add 113 L of cargo capacity to Murano. Usefully, the split rear seat can be controlled from the cargo area for added

convenience.

Safety technologies continue to be a strong suit of the Nissan brand, with many advanced systems both standard and available. The new Murano uses up to four on-board cameras and three radar systems to inform a range of safety technologies such as Moving Object Detection (MOD), Blind Spot Warning (BSW), Predictive Forward Collision Warning (PFCW) and Forward Emergency Braking.

The new Cross Traffic Alert (CTA) system utilizes radar to detect a moving vehicle behind the Murano approaching from either side of the parking space.

This enables the driver to better see curbs, shopping carts and strollers, for example, via onscreen images, visual notification and warning chimes.

Available convenience features include the Around View Monitor, eight-way power driver’s seat with power lumbar support, SiriusXM Radio (SiriusXM required, sold separately), Nissan Intelligent Key with Push Button Ignition, iPod interface, 11-speaker Bose premium audio system, and Bluetooth hands-free phone system. A heated steering wheel is also available.

Available audio systems include an advanced Bose design with 11 speakers (including dual subwoofers), and SiriusXM Satellite Radio. Other interior features include: standard dual-zone automatic temperature control and Nissan Intelligent Key with push-button ignition, along with available leatherappointed seating, heated steering wheel, steering wheel position memory, driver’s seat and outside mirror memory, power folding rear seats and remote engine start with intelligent climate control.

The panoramic moonroof has a 40 percent longer sliding length and a 29 percent larger open-

MOTOR NOVEMBER 2014

11

COVER STORY

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

It is indeed a striking vehicle, and will be easily recognizable on the road. According to Nissan, the Murano “symbolizes Nissan’s design-led product and brand renaissance.”

ing than the previous generation design. Nissan suggests it will be among the largest moonroofs in the segment.

It is indeed a striking vehicle, and will be easily recognizable on the road. According to Nissan, the Murano “symbolizes Nissan’s design-led product and brand renaissance.”

“In the past three years, Nissan has completely transformed its product portfolio, grown global volume by more than one million units, strengthened the brand to being the fastest-growing automaker on the Interbrand Top 100, resulting in the shake-up of entire auto industry segments,” said Andy Palmer, Nissan’s Chief Planning Officer and Executive Vice President. “Murano helped create a new segment, and the latest version, debuting today, redefines that segment.”

The 2015 Nissan Murano will be offered in four grade levels: S, SV, SL and Platinum.

COMPETITORS  Ford Edge  Jeep Grand Cherokee  Volkswagen Touareg

12

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LUXURY SALOON

the focus of our development work, the ‘Essence of Luxury’. Customers will be astounded by the power and grace of the most technologically advanced and luxurious model in its segment,” adds Govender.

With an output of 390 kW, the V12 biturbo engine in the S 600 packs a bigger punch than its predecessor did with 380 kW. The displacement of the engine has increased from 5513 to 5980 cc. A maximum torque of 830 Nm is available from 1900 r/min. The S 600 now for the first time features the ECO start/stop function as standard, significantly contributing to reduced emissions. The combined fuel consumption of the S 600 stands at 11.1 litres/100 km - 20 percent lower than that of its predecessor (14.1 l/100 km).

The most important features of the engine at a glance:  All-aluminium crankcase  One-piece chain drive  Forged crankshaft in high-grade quenched and tempered steel  Modified forged pistons  New engine control unit  New dedicated ignition coil with twin-spark ignition  Cam follower  Two intake and one outlet valves (three-valve technology)  Hollow-stem outlet valves, filled with sodium  Low-temperature cooling-water circulation with separate expansion reservoir.

 7G-TRONIC PLUS: outstandingly smooth gear changes as standard

All new S-Class models feature the 7G-TRONIC PLUS automatic transmission with DIRECT SELECT lever as standard. The features of the latest version to emerge include a new torque converter with reduced slip, an ECO shift mode with a wider ratio spread and an auxiliary oil pump to maintain the operating pressure during automatic stops. Lowfriction components and low-viscosity oil help to reduce the operating pressure.

The comprehensive standard specification of the S 600 L reinforces its role as a flagship model. The LED Intelligent Light System, the MAGIC BODY CONTROL suspension with ROAD SURFACE

All new S-Class models feature the 7G-TRONIC PLUS automatic transmission with DIRECT SELECT lever as standard.

Mercedes-Benz S-Class long and luxurious No other car lives up to the high standards so famously and quite as comprehensively as the top model from Mercedes-Benz. The S 600 L with V12 biturbo engine is the top model in the already successfully established S-Class and is available exclusively with long wheelbase and with a luxurious package of equipment and appointments.

I

ts performance data: 390 kW of power and 830 Nm of torque. The S-Class range gets even better in other ways, too: all models in the current range are upgraded with the addition of a head-up display, touchpad and COLLISION PREVENTION ASSIST PLUS.

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“The S-Class is the embodiment of our claim to deliver the very best in terms of both technology and design,” says Selvin Govender, Divisional Manager, Product and Marketing, Mercedes-Benz Cars.

“The S 600 with its exciting and exhilarating V12 engine is our flagship model that epitomises MOTOR NOVEMBER 2014

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LUXURY SALOON

SCAN and the Driving Assistance package Plus, all come as standard. The latter comprises Active Lane Keeping Assist, Active Blind Spot Assist, BAS PLUS with Cross-Traffic Assist, DISTRONIC PLUS with STEER CONTROL and Stop&Go Pilot, PRESAFE® Brake and PRE-SAFE® PLUS. These innovative driver assistance and safety systems, grouped together under the terms Mercedes-Benz Intelligent Drive, make driving even more relaxed and safer.

The standard MAGIC BODY CONTROL suspension provides unrivalled comfort as it adapts to surface undulations. This is made possible by a combination of the active ABC suspension with continuously variable dampers and the innovative ROAD SURFACE SCAN. The nature of the road surface ahead is precisely registered with the help of a stereo camera located behind the windscreen.

In addition the active suspension effectively compensates body roll and pitching when moving off, cornering or braking. The continuously adjustable dampers allow both a comfortable basic damping action and a stiffer, speed-dependent setup. All in all this leads to a magical combination of outstanding comfort and thrilling vehicle dynamics.

Touches in the new S-Class With immediate effect, all the functions of the head unit can be controlled by fingertip gesture,

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as with a smartphone, from the new, standard touchpad. In addition, the touchpad allows letters, numbers and special characters to be entered in handwriting - in any language that is available on the head unit. The touchpad thus offers an additional, full-function input option over and above the existing COMAND Controller and LINGUATRONIC. A head-up display is a new standard feature for the S 600 L. As in a jet fighter, it displays important information directly in the driver’s field of view on the front windscreen, so ensuring that the driver’s attention is distracted less from the road ahead. The system provides information on speed and navigation instructions.

Replacing COLLISION PREVENTION ASSIST on the S-Class now is COLLISION PREVENTION ASSIST PLUS as standard. In addition to the adaptive Brake Assist system, which helps to protect against collisions at speeds of over 7 km/h, this system now features a further function: if the danger of collision persists and the driver fails to respond, the system is able to carry out autonomous braking at speeds of up to 200 km/h, thereby reducing the severity of collisions with slower or stopping vehicles. The system also brakes in response to stationary vehicles at a speed of up to 50 km/h, and is able to prevent rear-end collisions at up to 40 km/h.

A clear windscreen even at sub-zero temperaMOTOR NOVEMBER 2014

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LUXURY SALOON

tures, without all the hassle of scraping, is now possible thanks to electric windscreen heating - Magic vision control. This is designed to work in conjunction with the air-conditioning blower and ensures clear forward visibility in practically no time at all.

position. The EASY ADJUST luxury head restraint is standard equipment in the “Chauffeur package”, as is a heel support for the rear passenger which extends from under the front passenger seat with this long-wheelbase version.

Luxurious and long The S 600 L comes standard with the “Chauffeur package”. The rear seat occupant on the front passenger side has 77 millimetres more maximum knee-room. This is because the front passenger seat can be moved 40 millimetres further forward, and a further 37 millimetres of space can be obtained thanks to a four-link system. In addition to this “chauffeur position” the front passenger seat can be folded forwards or placed in an extended-recline

Luxury the rear seats The S 600 flagship model from Mercedes-Benz can very easily become a chauffeur-driven vehicle.

The logical consequence is the particular attention devoted to the rear by the seat developers. The rear seats are therefore right in the forefront when it comes to seating/climatic comfort and passive safety.

Five rear seat variants (static bench seat or individual seats with 37-degree adjustment) are

available for the long-wheelbase version. The adjustment kinematics has been changed in the luxury and reclining seat variants. The rear backrest is adjusted separately so that the legroom and seat reference point remain unchanged. The cushion can be separately adjusted for angle and horizontal position.

The maximum backrest angle of the optional Executive seat (reclining seat) on the front passenger side is increased from 37 to 43.5 degrees, giving it the largest backrest inclination in the luxury segment. The reclining seat behind the front passenger seat features a calf support which is freely adjustable for length and angle. In combination with the heel rest on the folding chauffeur seat and an additional comfort cushion, this allows a reclined position that sets new standards in the automobile sector with respect to sleeping and resting comfort.

The individual seat functions in the rear, and those of the driver’s seat, are operated via the typical Mercedes-Benz control panels in the rear doors.

The “resting position” key is pressed to bring the front passenger seat and rear seat into the reclining position.

The most upright backrest position of 19 degrees in the luxury and reclining seat variants allows relaxed working in the rear.

Legendary engines The figure “600” has long been a legend in the history of the automobile: the model 600 (W 100) launched in 1963 was the first passenger car from Mercedes-Benz to feature a V8 injection engine.

This same powerful (184 kW) and refined engine was also used from 1967 on in the W 109 model series (in the top-of-the-range 300 SEL 6.3). Further top models to feature a V8 engine included the 450 SEL 6.9 from the model series 116 (210 kW) and the 560 SE in the 126 series (220 kW in the ECE version). The 600 SE model in the 140 model series of 1991 marked the introduction of the first twelvecylinder engine as standard in a Mercedes-Benz passenger car. The M 120 delivered 300 kW from a displacement of 6 litres and began a tradition of V12 units as the top-of-the-range engines in the S-Class.

Since the 220 series, Mercedes-Benz has also offered especially sporty, AMG-optimised variants with V8 and V12 engines at the top of its S-Class range, in the form of the S 63 AMG and S 65 AMG. “The S 600 engine benefits from the twelve cylinder expertise of AMG as they are built at the competence centre for V12 powertrains at AMG in Affalterbach, benefitting from the expertise of our AMG engineers,” concludes Govender.

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LAUNCH

LUXURY LARGE SUV

World Premiere of the All-new Volvo XC90

Months of speculation ended last month after Volvo Cars unveiled its allnew Volvo XC90, delivering on its promise to introduce a visually striking, premium quality seven-seat SUV with world leading safety features, new powertrain technologies, an unrivalled combination of power and fuel efficiency with a superlative interior finish.

T

hree years in the making and part of a USD 11bn investment programme, the all-new Volvo XC90 marks the beginning of a new chapter in Volvo’s history, capturing its future design direction, incorporating its own range of new technologies and utilising its new Scalable Product Architecture (SPA) technology.

“This is one of the most important days in our history. We

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are not just launching a car, but re-launching our brand. This day marks a new era for our company. The all-new Volvo XC90 paves the way for a portfolio of exciting new cars to come in the following years,” said Håkan Samuelsson, President and CEO of Volvo Car Group.

Volvo’s new face Symbolising this historic day in Volvo’s 87 year history,

the all-new Volvo XC90 will be the first of its cars to carry the company’s new - more prominent iron mark - which has the iconic arrow elegantly aligned with the diagonal slash across the grille. Together with the T-shaped “Thor’s Hammer” DRL lights, the iron mark introduces an entirely new, distinctive and confident face for Volvo’s forthcoming generation of cars.

The all-new Volvo XC90’s large bonnet with its new topography, the beltline and the sharpened shoulders connecting with the tattoo-like new rear lights are important design signatures that will be mirrored across the range.

To add more visual muscle from the sides, the all-new Volvo XC90 comes with a range of wheel sizes up to 22 inches.

“The overall impression, both exterior and interior, has a strong connection to the key elements of the Swedish lifestyle: the generous space, the celebration of light and the focus on wellbeing,” said MOTOR NOVEMBER 2014

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LAUNCH

Thomas Ingenlath, Senior Vice President Design of Volvo Car Group.

First SUV without compromises The all-new Volvo XC90 is firm evidence of the company’s ‘Volvo-by-Volvo strategy’. Its outstanding combination of luxury, space, versatility, efficiency and safety will bring the SUV segment into a new dimension, just as the original Volvo XC90 achieved in 2002. “Volvo-by-Volvo means that the Swedish company is fully independent - all R&D is done entirely for Volvo, by Volvo - with no external financial support.

“SPA has enabled us to create the world’s first SUV without compromises,” says Dr Peter Mertens,

Senior Vice President, Research and Development of Volvo Car Group. “You get the in-command feel, generous interior space and flexible capability combined with the agility and smooth comfort of a much smaller and lower car. The adrenaline rush that is key to true driving pleasure is delivered by powertrains that offer an unrivalled combination of power and clean operation. And since the all-new Volvo XC90 carries the Volvo badge, world-class safety is standard.”

Unrivalled fuel efficiency The all-new Volvo XC90 offers a range of two-litre, four-cylinder Drive-E powertrains, all of which provide an outstanding combination of per-

formance and fuel-efficiency.

The top of the range XC90 T8 Twin Engine, which combines a two-litre, four-cylinder supercharged and turbocharged petrol engine with an electric motor, offers an unrivalled combination of power and clean operation: around 295kW with carbon dioxide (CO2) emissions of around 60 g/km (NEDC driving cycle).

Most comprehensive safety package The all-new Volvo XC90 offers the most comprehensive and technologically sophisticated standard safety package available in the automotive industry. It includes two world first safety tech-

nologies: a run-off road protection package and auto brake at intersection capability.

In a run-off road scenario (if driver is distracted the vehicle gradually veers off the road), the all-new Volvo XC90 detects what is happening and the front safety belts are tightened to keep the occupants in position. To help prevent spine injuries, energyabsorbing functionality between the seat and seat frame cushions the vertical forces that can arise when the car encounters a hard landing in the terrain.

The all-new Volvo XC90 is the first car in the world with technology that features automatic braking if the driver turns in front of an oncoming car.

This is a common scenario at busy city crossings as well as on highways, where the speed limits are higher.

City Safety becomes the umbrella name for all of Volvo Cars’ auto brake functions, which are standard equipment in the all-new Volvo XC90. It now covers vehicles, cyclists and pedestrians in front of the car, day and night.

“The new technologies will take us a significant step closer to our vision that no one will be killed

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or seriously injured in a new Volvo car by 2020,” says Dr Mertens. “Our starting point on safety is the same today as it was when the company was created almost 90 years ago: real-life situations. We study data. We crunch numbers. We innovate. The result is one of the safest cars ever made.”

Three focus areas will help Volvo Cars to reach Vision 2020: safety, connectivity and autonomous drive.

“With the all-new Volvo XC90, we take the first step towards self-driving cars. A new function that automatically follows the vehicle ahead in stop-and-go traffic will provide a radically simplified, semi-autonomous driving experience,” said Lex Kerssemakers, Senior Vice President, Product Strategy and Vehicle Line Management of Volvo Car Group.

Luxurious interior The all-new Volvo XC90’s interior is the most luxurious to date. The most striking feature is a tablet-like touch screen control console, which forms the heart of an all-new in-car control system.

This system is virtually button free and represents MOTOR NOVEMBER 2014

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LAUNCH

an entirely new way for drivers to control their car and access a range of Internet-based products and services. It also helps create an interior that is modern, spacious and uncluttered. “The new interior design is pure and uncluttered, while still radiating the sophisticated confidence and formality that luxury SUV customers expect. The simplicity is perfectly in tune with our Scandinavian design heritage. It opens up generous surfaces and gives us the opportunity to create a modern, luxurious interior architecture,� says Mr Ingenlath.

The all-new Volvo XC90 interior combines materials such as soft leather and wood with handcrafted details, including a gear lever made of crystal glass from Orrefors, the famous Swedish glassmaker, and diamond-cut controls for the start/stop button and volume control. Craftsmanship has been in sharp focus during the whole development work.

The genuine seven seater features new, innovatively designed seats that also free up interior space for passengers both in the second and third seat rows.

The third row offers class-leading comfort for two passengers up to 170 cm tall.

Top audio systems in the world The all-new Volvo XC90 features one of the top audio systems available in the automotive world after Volvo Cars audio experts joined forces with their

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counterparts at the renowned British audio equipment company Bowers & Wilkins.

The top-of-the-line system in the all-new Volvo XC90 features a 1,400 Watt Class D amplifier and 19 Bowers & Wilkins speakers. It also includes one of the first air-ventilated subwoofers in a car. Integrated into the car body, it turns the whole interior space into a giant subwoofer.

The latest sound processing software has been used to manage the timing of the sound and coordination of the speakers. This brings the emotional experience of a world-class live performance into the car.

Two main accessory themes The all-new Volvo XC90 is available with a range of accessories that makes it possible for the owner to create a truly personalised car. There are two major exterior styling themes: The Urban Luxury package combines a colour co-ordinated body kit with polished stainless steel details, such as front deco frames, front and rear skid plates and side scuff plates. The 21-inch exclusive polished wheels complete the elegant look.

The Rugged Luxury kit enhances the ruggedness of the XC90 SUV with tech matte black exterior trim, stainless steel skid plates, running boards with illumination and integrated exhaust pipes. This version is supplemented by unique 22-inch wheels.

COMPARISON

COMPACT SUV

2014 Nissan Rogue vs 2014 Mazda CX-5

By Jonathan Yarkony

There is no question that the Mazda CX-5 is a favourite here.

Both a top pick and a big comparison test winner, the CX-5 lives up to our expectations time and time again.

W

hen first released in 2012, it delivered captivating design, ground-breaking efficiency, class-competitive interior space and a driving quality rarely seen in this segment. However, the 2.0L SkyActiv engine at launch was positively anaemic – a whole lot of sky, not a lot of activ (sic) – compared to even other four-cylinder competition, so it languished in our first comparison test and left

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us wanting. For 2014 models, Mazda added a beefier 2.5L SkyActiv that provided just enough motivation to keep up with the reputation for excellent dynamics that it quickly established.

However, the 2014 Nissan Rogue arrives in the segment this year offering many similar qualities: efficiency, ease of use, modern design and family friendly accommodations, trumping the CX-5 and most competitors (Mitsubishi Outlander excepted) with an optional third row for those that occasion-

ally need to ferry extra kids or an in-law or two.

However, we skipped that configuration in favour of the more common five-seat model in top-trim SL AWD trim with Premium Package so we could sample the full range of its technology and creature comforts.

Not to be outdone, the Mazda delivered the fully loaded GT AWD with the Technology Package.

Without further ado, let’s dive into these highcontent compact crossovers that are both tearing up the sales charts.

Value Both of these crossovers creep well over the $30K mark as equipped, but both deliver luxurious

levels of content and impressive levels of quality.

The SL is the top tier in the Rogue line-up, and at $30,498 with a $1,630 PDI fee, it starts with such amenities as 18-inch wheels, intelligent key (proximity entry and push-button start), intuitive AWD (with torque-vectoring braking), fog lights and halogen headlights, but not projectors or HIDs. Inside, you are treated to heated leather seats (power six-way adjustment for the driver, four for the passenger), dual-zone auto climate, power panoramic sunroof, USB. It doesn’t stop there, adding the $2,600 Premium Package piles on nav with live traffic and Around View Monitor displayed on seveninch touchscreen, Bose nine-speaker audio system, blind-spot monitoring and power lift gate. Nissan Canada also ordered the $120 carpeted floor mats for a grand total of $34,848 as tested.

The CX-5 already tops that factoring in only the GT AWD $33,250 base and $1,895 PDI. The

features list in GT trim is déjà vu all over again: intelligent key system with push-button start, power moon roof (though not panoramic), fog lights, leather seating and trim, dual-zone automatic climate control and blind spot monitoring, but tops the Nissan with Bose audio system with nine speakers, rain-sensing wipers and 19-inch alloy wheels. Even if the CX-5 can’t match the Nissan’s 360-degree view or offer any sort of power tailgate, it does include the back-up camera and blind-spot warning from GS trim on up, and the power seats have eight directions of adjustability.

Mazda’s $1,795 Technology Package matches the Rogue’s nav system and satellite radio, and also offers a couple of standout features in the adaptive bi-xenon headlights and Smart City Brake Support, an automatic pre-collision braking system.

As tested, the CX-5 came to $36,940, topping the Rogue by a couple thousand, with some give or take on the feature side.

The CX-5 headlights are undoubtedly superior, and the cream coloured seats and slightly higher level of materials quality favour the CX-5 (it really is a nice cabin), but my parking issues (I’m really terrible) have me leaning toward the Rogue and its Around View Monitor and a nifty cargo system I’ll get into later for the features I’d prefer, shading me ever so slightly to the Rogue with its price advantage.

Practicality This section will again come down to a couple of very specific details as they are so closely matched in many ways.

The Rogue’s standard Divide n’ Hide Cargo system was tricky to figure out, but once mastered, proved to be a boon when transporting cargos of various sizes and composition. Need maximum space? Super low floor mode. Want to hide precious (and flat) goods? Raise the two floor panels to tailMOTOR NOVEMBER 2014

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COMPARISON

gate height. Just a few sparse shopping bags, flip up the back panel for a contained load area? Massive shopping trip? Go to two tiers – convenience not seen since Emmet Brickowski first conceived of the double-decker sofa.

For more basic needs, both utes offer 40/20/40 split-folding rear seats, and offered second row legroom sufficient for the passenger to sit comfortably ahead of a rear-facing child seat. For adults in the back row, the CX-5 is superior in headroom and decent enough for legroom, so it is the choice of gangly teenagers if that is a prime consideration.

Rear seats in Rogue slide fore and aft, the seatbacks recline, and the flat floor means more legroom, but headroom is close because of the giganto sunroof.

More likely, you will be concerned with the front seats, so let me just get this out of the way: The Nissan Rogue driver’s seat might just be a deal breaker. Though power adjustable, the seat bottom

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is extremely short and the support and contour were disastrously uncomfortable for me, at an average height, and to make matters worse, the ‘dead pedal’ seemed to get in the way and interfere with my left foot constantly rather than giving it a solid place to rest. Not a recipe for long-distance comfort for someone of average (at 5’10”, I might be on the tall end of average) to tall height. If the Rogue loses, look to the driver’s seat. It’s a feature that is tough to overlook as it is not something you can ever avoid. And I’m not alone in this. James Bergeron commented in his day-by-day review of the Rogue SL: “The seats themselves leave a little to be desired — yes, even the driver’s seat, as the bottom cushion is way too short even for short drivers.”

The CX-5’s, in contrast, seemed splendid and supportive, just by being unobjectionable. Where the Rogue driver seat thigh cushion does not tilt and seems very short, the CX-5’s is longer and tilts.

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COMPARISON

The CX-5 also features a naturally higher seating position, but still a lot of height adjustability to go along with seat.

From there things get better for the Rogue. The CX-5 had a greater sense of quality in the materials, yet the Rogue’s technology seemed better executed and more intuitive. From the larger, more responsive touchscreen to more legible and logical menus and buttons, clear, bright gauges and superior information screens, the Nissan pulls ahead on HMI. Once the command-knob system and graphic interface in the Mazda3 are applied to the CX-5 it’ll be a closer match, but for now, the Nissan is the easy techintegration leader.

Driving impressions What can I say, they drive like little SUVs. Although the CX-5 has endeared itself to driving enthusiasts and automotive scribes the world over, the rest of the world has continued buying on practicality, style, value and countless other factors that vary from individual to individual and family to family.

You get in, without taking the key out of your pocket, press a button to start it. The 2.5L fourcylinder fires up with a muted whirr.

Nissan’s most popular crossover claims a modest 170 hp and 175 lb-ft of torque. The Mazda 184 and 185, respectively. The differences in power are essentially insignificant as you dawdle around suburbia to the mall and rec centre, or jam yourself in with the millions of commuters that share your

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route to work. When you need to merge urgently, sure the CX-5 might have a little more pep, but the Rogue is never left wanting, perfectly able to groan itself up to highway speeds.

The CX-5 is equipped with a clever six-speed automatic that feels almost as smooth as Nissan’s CVT, and is sufficiently decisive with downshifts when needed to pass that it may be marginally preferable to the Rogue’s frequently surging, infinitely adjustable and constantly searching transmission.

But not by much.

EPA agree that the Nissan Rogue should have the advantage at the pumps, 9.5/7.4 L/100 km for city/highway cycles to the CX-5’s 9.8/7.9. The EPA adds an overall expectation of 8.4 combined for the Rogue and 9.0 for the CX-5. I observed 10.2 L/100

km for the Rogue and 10.0 L/100 km for the CX-5 in a similar mix of city and highway commuting, both on winter tires in frigid winter temperatures.

Out on the road, there is little to pick them apart. As much as we fawn over the CX-5 at times, the Rogue matches it step for step in the areas that count. Visibility is on par (note the incredible resemblance between window openings and D pillars), the steering is even and lets you guide the vehicle precisely and confidently, and both have comfortable but well controlled ride quality. The Rogue may have been a tad more comfortable and quiet (except for a localized wind noise issue at high speeds) to the CX-5’s supple but slightly firmer ride, but neither will break your back or have you tucking your elbows back inside the windows on onramps. There was no pushing these vehicles to handling limits. Please. But yes, if you care for this sort of thing, the steering in the CX-5 is indeed more engaging. Both proved excellent representations of the segment and their brand’s priorities, the Mazda achieving it through simple mechanical quality, attention to engineering detail and an inviting interior, though it has to share the fuel efficiency mantle here (although if you really want to maximize efficiency, the SkyActiv 2.0 FWD still trumps pretty much anything in segment). The Nissan is an exemplary value, offering a tech-laden, comfortable and accommodating interior that really makes everyday life easier. Before you make your decision in any segment, spend some quality time behind the wheel and decide for yourself if the seats will suit you. As much as I enjoyed driving (and looking at) the CX-5, the Nissan Rogue proved itself a thoughtful companion in a few small but significant ways, and earns my nod as the better small family vehicle.

Now please fix those seats, Nissan.

LARGE COUPE

Taking the All-New Ford Mustang from Sketch to Production

The design of the 2015 Mustang is allnew yet unmistakably Mustang. Design process for all-new Mustang started in 2009. Once a design was selected, exterior and interior designers worked to perfect the lines throughout the allnew Mustang, resulting in the car first revealed in December 2013 32

MOTOR NOVEMBER 2014

B

y mid-2009, with the substantially updated fifthgeneration Ford Mustang in production, Ford designers, engineers and marketers turned their collective attention to what would come next: the design that would mark more than five decades of continuous Mustang development and production.

“To the people inside Ford, Mustang is considered the heart and soul of the

parameters of Mustang were obvious: rear-wheel drive combined with the sound and performance of a V8 engine to create the visceral experience that Mustang drivers expect.

Part of the appeal of Mustang over the years has been the way it combines style, performance and everyday usability thanks to its four-seat cabin and sizable trunk. These attributes had to be part of the new design. With these basic parameters, Ford designers established a footprint to work with roughly the same as the fifth generation model.

From a design standpoint, the challenge was how to design a car that was contemporary, but unmistakably Mustang. The goal was to create a Mustang with a bold, aggressive face, with chiselled detailing on the body and ace on its tires.

The process kicks off A typical new car program kicks off with a design brief that lays out the needs and wants for the upcoming vehicle. However, with 50 years of continuous development and production, every

designer knew what to sketch and how a Mustang needs to look.

Several hundred sketches were submitted in early 2010 incorporating many of the primary Mustang DNA cues to varying degrees. The long bonnet, short deck, bold grille, shark-front nose, fastback profile, side hockey stick contour and rear tri-bar tail lamps were reinterpreted in dozens of different ways.

Similarly, sketches of the interior featured the distinctive symmetrical instrument panel with a

company,” said Moray Callum, Ford Vice President of global design. “We spent a lot of time amongst the team and with customers discussing the history of Mustang and what it meant to people and concluded that we needed to move forward with a modern design that retained the essence of the brand.”

What makes a Mustang?

As Ford’s performance leader, the basic MOTOR NOVEMBER 2014

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LARGE COUPE

double brow design and large analogue gauges.

“There are a few key elements that make Mustang a Mustang. As designers, we need to edit those cues deciding which ones to retain, how to interpret them in a modern way and how to combine them to create a car that is immediately identifiable as Mustang,” added Callum. “Looking at all of the different Mustangs over the past five decades, those cues have appeared in some years and not in others, but the end result was still a Mustang.”

Perhaps the most prominent of those cues that did not make the final cut was the scoop, or “hockey stick” profile, on the flanks of the car. Many of the early proposals included some form of this visual feature, but ultimately it was not included in the final production model.

Throughout 2011, hundreds of initial sketches were narrowed down to a handful of proposals that would be transformed into an initial batch of clay models for evaluation in three dimensions. After

further development, three themes went into the final selection phase in early 2012.

The 2015 Mustang theme is selected By the summer of 2012 - as with all previous generations - the main Dearborn, Michigan, studio took the lead on developing the Mustang into a production car.

Designers, clay sculptors and digital modellers

spent countless hours refining the lines and surfaces that create the three dimensional body side and the powerful hunches as well as the long-sculpted hood with a forward leaning nose that give the 2015 Mustang its unique look and personality.

Details such as the shape and size of the grille and headlamps were refined and the rear track was widened by 70 millimetres, giving the new car an even more aggressive stance.

The elimination of the front and rear bumper

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shelves and the use of unified side glass with the B-pillar hidden behind the rear quarter windows contribute to the new Mustang’s more contemporary shape.

On the interior, the team paid close attention to the relationships of the various elements, and designed them in a way to achieve optimum fit and finish. The final theme was inspired by the wing of an airplane, with the double brow carved out of the wing. All the gauges, registers, toggle switches

and other design elements are placed into the wing.

Everything is where it needs to be for usability, just like the cockpit of an airplane. The toggle switches are a highlight of the modern centre stack.

The designers have also taken advantage of modern lighting technology at both ends of the car.

Indirect LEDs illuminate the blade style tri-bar tail lamps with a uniform glow. LEDs are also used for the three gills mounted inboard of the high-intensity discharge headlamps, recalling the gills moulded MOTOR NOVEMBER 2014

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McCannJHB911947

LARGE COUPE

THE NEW CHEVROLET TRAILBLAZER - AS UNIQUE AS YOU ARE

into the headlamp buckets of the original 1965 Mustang.

Along the way, the shape of the new Mustang underwent twice as much aerodynamic testing as any previous generation.

The convertible The convertible is clearly part of the same product family as the fastback and yet much of the bodywork is actually unique to the open-top car. Subtle but important differences in the shape of the rear bodywork give the convertible a cohesive shape of its own.

From the raised and straightened muscle line on the rear haunches to the recontoured boot lid, the new Mustang convertible has a more linear quality whether the top is up or down, giving the car its own distinct presence on the road.

The final production design of the all-new sixth-generation Ford Mustang was revealed to the world on December 5, 2013 and it will be go on sale in the US later this year. This is also the first generation of the Mustang that will be sold across the world, including Africa, Australia, and the UK. The all-new Mustang, with V8 and EcoBoostÂŽ engines will go on sale in Africa late 2015.

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MOTOR NOVEMBER 2014

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

COMPARISON TEST

Used Compact Suvs Review by Mike Schlee and Jonathan Yarkony Adopted and edited by Hans Arden

Last year, we wrangled up five compact crossover utility vehicles and put them through their paces. Our goal was to determine which one achieved the best blend of comfort, utility and efficiency while still exuding at least a little bit of personality. In the end, the Honda CR-V narrowly prevailed over the impressive Mazda CX-5 and has since defended its crown in an impromptu head-to-head rematch against this rival from Mazda.

B

ut time waits for no man, nor does it wait for any vehicle segment. The compact crossover market is spreading into a pair of sub-segments.

Some manufacturers are focusing on utility and efficiency above all else, while others are designing crossovers for those who appreciate

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their size and nimbleness, but want a bit more power and luxury.

In our previous Comparison Test we focused on the lower end of the market and brought a slew of mid-trim, mid-priced crossovers. This time, however, we are playing in the deep end, the compact crossover segment. We invited five crossovers to

this challenge equipped with all-wheel drive, loaded leather interiors, and, when available, upgraded engines.

Our first invite went out to the Honda CR-V, our returning champion. As the only vehicle in this test without an engine upgrade, the CR-V would have to bank on its great fuel efficiency and low-

est as-tested price to help repeat its victory. Next, we invited two top sellers in this segment that just happen to be all new for 2010; the Ford Kuga and the Hyundai Santa Fe Sport. The Kuga has been the bestselling vehicle in this segment recently and has now received its first full redesign since, well, ever.

The Santa Fe, in previous incarnations, may not have been considered a compact crossover. With seven-seat capability and V6 engine options, it was closer in size to mid-size crossovers. However, for

2010 the Santa Fe has undergone a personality split.

There are now two versions of the Santa Fe; the fiveseat only Santa Fe Sport that features no V6 option, or the V6-only, seven-passenger Santa Fe. Hyundai states that the Santa Fe Sport is aimed directly at the likes of the new Kuga, Tiguan, and CR-V, so including it here only made sense.

We also included the Kia Sportage as it received an engine upgrade last year in the form of a 260 hp turbocharged four cylinder; same as found in the

Santa Fe Sport. Being smaller than the Santa Fe, and similar to Hyundai’s own Tucson, we thought it would be a good benchmark of which size is right for the closely priced Hyundai crossovers. With its small size and big power, the Sportage held the potential of being the hot-rod of the group.

Putting the compact in compact crossover, the next vehicle to be included was the Volkswagen Tiguan. Overpriced and over-equipped for our last compact crossover comparison, the Tiguan now MOTOR NOVEMBER 2014

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COMPARISON TEST

slotted in nicely with this grouping of vehicles, even though it still was the most expensive in the test. Deceivingly roomy inside, how would the only European vehicle in this test fare?

5th Place: Kia Sportage The Kia Sportage entered this comparison with so much promise. With its good looks, small size, and big power, it was the early favourite to walk away with the enthusiast vote. However, the Sportage never engaged us as drivers. The 2.0L 260hp turbocharged engine is powerful, but not that exciting, even though the Sportage, with 269 lb-ft, has the best torque-to-weight ratio. The steering is uncommunicative and was only better than the completely numb Santa Fe. Although steering feel isn’t a big deal in this segment, the Sportage does

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NOVEMBER 2014

have sporting pretensions, so a little feel, as found in the Kuga and Tiguan, would have been appreciated.

The ride received mixed reviews, as some liked the solid feel, while others found it too firm for the compact crossover segment. The chassis tracks straight on pavement but can get unsettled over larger bumps and broken surface roads. The six-speed automatic proved to be a smooth operator and combined with the Sportage’s lowest-in-test curb weight of 1,572 kg, returned 11.5 L/100 km during our city-intensive test route. Official ratings are 10.0/7.7 L/100 km for city/highway. Only the less powerful Tiguan and far less powerful CR-V were more frugal at the pumps.

The Sportage is very attractive and was voted, in a tie with the Santa Fe Sport, as the second best looking vehicle in this comparison. The 18-inch

wheels received mixed reviews, while everyone agreed the front LED daytime running lights looked great. One reviewer was not a fan of the fake LEDimitating rear taillight lenses, though.

Where the Sportage really lost points, though, was inside. The interior is full of hard plastics and cheap switch gear. The stereo did not impress, nor did the dash layout, which fell short of the classleading designs of the Santa Fe and Tiguan. The rear window is ‘puny’ as one tester described it (earning no favour for mirroring the shape of the front grille) and our shorter testers found the beltline was far too high. Noise, vibration, and harshness levels were also back of the pack and one tester found that an unoccupied passenger seat would vibrate at highway speeds.

Cargo capacity, at 740 L, is marginally larger

than the smallest Tiguan’s; however, unlike the Tiguan, the Sportage does not have the ability to slide the rear seats forward to increase rear cargo capacity. As well, with the rear seats folded down, the Sportage falls behind the Tiguan and offers the least amount of maximum cargo space at 1,547 L. In the end, with the concessions to rear passenger and cargo space, we were hoping the Sportage would be a cheaper alternative to the lively

Volkswagen Tiguan for those who don’t need room for four passengers and cargo at all times. However, the Sportage doesn’t measure up to the Tiguan’s qualities and its price isn’t enough to make up the difference.

4th Place: Honda CR-V In many people’s books, the CR-V could be a winner. It is cheapest in test, while offering

competitive features and easily offering the best fuel consumption—by quite a bit, in fact. But our Comparison Test isn’t quite so single-minded. When stacked against other four-cylinder compact crossovers at a lower price point, the CR-V shines, but against the latest segment leaders, it leaves a lot to be desired. That being said, it was a virtual tie between it and the Escape, these two bestsellers coming across as something of opposites in this segment.

Where the Escape, after stagnating for years has made a giant leap to cutting edge styling, the CR-V has always moved ahead incrementally, staying current without daring any great design or packaging revolutions. The CR-V’s formula: an efficient four cylinder powering a practical utility vehicle. Simple.

Clean. Effective.

And those are the things it does well. Its 2.4L I4 makes 185 horsepower and a rather anemic 163 lb-ft of torque, but delivers it with smoothness and refinement through a five-speed automatic transmission, up to about 2,500 rpm, and then it starts to wail its own unique brand of desperate plea to slow down. It is entirely sufficient power for this 1,608-kg vehicle so long as you don’t plan on going anywhere MOTOR NOVEMBER 2014

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COMPARISON TEST

quickly. Senior Editor Jonathan Yarkony noted: “silky smooth when driven slowly, has just enough power for city driving, but over 2,500 rpm becomes a whining dog.” He also noted that its long fifth gear, good for keeping engine revs at 2,200 rpm when cruising along at 120 km/h, is forced to downshift, sometimes two gears, into its moan-zone for any passing maneuver not executed along the length of the Saskatchewan prairies.

Such is the price to pay for its estimated fuel consumption of 9.2/6.6 L/100 km city/highway, and it achieved and impressive 9.5 L/100 km on our mostly city route, best in test and also closest to its NRCan estimate.

Other strong points for the CR-V were its interior space and comfort. Cargo space was near the top, with 1,054 L (1st) with the seats up and 2,007 L (2nd) with the seats folded down, and those rear seats were a cinch to drop, with a quick release handle on the back wall of the trunk. And despite its

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compact size (mid-pack in length and wheelbase) and the deceptive shape of the rear taillights, the CR-V has a fairly large, tall, and deep area for cargo.

As to comfort, the CR-V’s upright stance and well-designed door opening mean it is one of the easiest vehicles to get in and out of, the front seats are impressively comfortable, the cabin is airy and spacious, offering decent space even for three adults in the back seats, and drew a perfect score for childseat installation. The ride also affirms its comfort orientation, soaking up bumps on its cushy suspension and high profile tires without completely giving up on handling, though it couldn’t keep up with the Kuga, Tiguan, and Santa Fe on that front. Its sightlines were also excellent, making it easy to park and manoeuvre (back-up camera doesn’t hurt either) in tight spaces or out on the highway.

The simplicity and positioning of the gauges and controls also mean it is an easy vehicle to oper-

ate, but after that the interior begins to fade. The plastics are hard, and the melting-plastic accents were a bit revolting, and stereo controls seemed flimsy, the dual screens (info and nav) got washed out in sunlight, and the navigation was both out of date and poorly rendered, leading one reviewer to note, “The nav display looks archaic.” And while it featured many modern amenities like said navigation, Bluetooth, and automatic climate control, it didn’t seem to have any feature not matched or exceeded by the others, and the stereo was disappointing for something claiming 360 Watts, seven speakers and a subwoofer—it sounded almost as tinny as the thin-skinned doors. But don’t let that deceive you—it’s both an IIHS Top Safety Pick and earns a Five Star Overall rating by NHTSA, one of only two in this test to achieve both those ratings (Kia Sportage was the other).

And in this company, it dropped right to the back of the pack in styling, looking very ordinary in

this group despite only being redesigned last year.

But winning the style awards has never been the CR-V’s M.O., so it is business as usual for this eminently practical and comfortable runabout. While it falls off the podium, it is still a leading choice for those that shop with their left brains who prioritize value, comfort, efficiency, and maximizing utility in a small package.

3rd Place: Ford Kuga The Ford Kuga gave the Tiguan a solid run for

its money to be the priciest in this test, coming up short by about $1,000 despite having almost every single option box ticked. That being said, the Kuga piled on the tech and gadgetry for that price with features like self parking, blind spot detection, and back-up camera as part of the $1,500 Parking Technology Package and $700 for the controversial MyFord Touch, touchscreen vehicle interface for navigation, audio, climate, and phone.

These features are on top of the wealth of styling and convenience goodies with the Titanium trim

($37,499 MSRP, though Ford’s Employee pricing was in effect almost immediately after its launch—great timing for Ford to launch this vehicle with a big sales incentive), but the sweetest of all was the turbocharged 2.0L Ecoboost inline-four under the hood.

A couple reviewers noted some gruff noises from the engine, but none of us questioned its performance, which we all found pleasing. While we love this engine and its almost hot-hatch performance, the 1.6 Ecoboost available in lesser trims is still the way to go, with milder but entirely sufficient perforMOTOR NOVEMBER 2014

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COMPARISON TEST

these, it would be the Kuga, especially if the incentives were right.” Why was he so smitten? Driving dynamics and overall competence. It might not have quite the practicality or efficiency of the CR-V, but it shines when driven hard, striking the best balance between comfort and handling, even on its big 19-inch wheels. However, as good as it is, it was often short of the leaders in too many categories that it just didn’t add up to a win.

2nd Place: Hyundai Santa Fe Sport After tallying the scores, we had the closest finish ever for one of our comparison tests, less than a point separating the top two finishers, with the Santa Fe Sport barely missing the top step of the podium. Ultimately, despite its great looks, spacious and well-appointed interior, and excellent value, it fell just a bit short because its undeniably impressive powertrain and drivability just didn’t quite measure up to the winner’s.

Curiously, Senior Editor Jonathan Yarkony was the only one to give it the nod in the looks department over the Tiguan, and each of the judges had it

mance and better fuel consumption.

We suspect that Ford is following the Germans in both pricing strategies and engine ratings—its 240 hp feels every bit as strong as Kia/Hyundai’s 260, perhaps because its 270 lb-ft of torque (beating Kia/Hyundai’s 2.0T by 1) surge in the mid-range when the boost from the turbo comes into its own.

With that kind of power on tap, it’s no surprise that we drove the 1,693-kg Escape Titanium hard, driving its fuel consumption up to 11.9 L/100 km, well over its 9.8/6.9 city/highway rating as per NRCan guidelines. The six-speed automatic transmission was deemed worthy for the most part, although one reviewer experienced some lurching and hanging in heavy traffic, typical of Ford’s “Powershift” dual-

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clutch transmission, but unusual in this conventional automatic.

Styling was controversial, even within our small panel of judges, showing the widest gap between scores, the wheels and interior in particular drawing both criticism and high praise. But judging from sales, Ford is finding many who deem it pleasing, and that despite some concerning recalls right out of the gate this summer. One judge noted that the interior was “futuristic, but nice” and there is no denying the high content levels (good stereo, navigation, auto climate, power everything, etc.), but some interior plastic bits felt cheap, while others already appeared to be coming loose, and the gee-whiz gadgetry often felt needlessly complex.

It was also a convenient size, easy to get in and out of, with front seats that were judged the most comfortable overall (by a fraction), although visibility is compromised by the tapered windows and thick D pillar, and the rear seats were the least impressive, with the lowest score for child-seat installation. Cargo space was neither best nor worst, 971 L with seats in position and 1,920 with seats folded flat, but its trick power-operated tailgate that can be opened by waving your foot under the bumper (with the fob in pocket or purse) is both goofy and yet cleverly practical.

TheKuga did not win, but it did win over guest Editor Mike Schlee, who came away raving about it: “I reeeeaaally liked the Kuga. If I was to buy one of MOTOR NOVEMBER 2014

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COMPARISON TEST

in a dead heat with the Tiguan for interior styling.

The bluff front end makes excellent use of chrome in the grille and the jeweled HID headlights evoke the look of a modern chandelier while the two-tone 19-inch wheels suit the chiseled body perfectly.

The interior looks good (except for the fake wood) and is packed with useful features (ventilated seats were a particular favourite, a huge sunroof, and the integrated rear sunshades were also noted), the stereo crisp and clear with effective touchscreen controls, and the auto climate controls were brilliantly simple and obvious. Fit and finish were good,

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but not quite as rich as the premium-feeling Tiguan.

Unfortunately, the front seats were unanimously voted worst in test, an inexplicable flaw considering the rear seats were voted best for two- and threeperson seating, and even scored well for child-seat installation.

As is to be expected of the second largest vehicle in test, cargo room is impressive at 1,003 L with the seats up and 2,025 L max, but it looks like more with its wide cargo hold, into which the wheel wells barely intrude. The Santa Fe Sport has one more trick that makes it the undisputed cargo champ: an

under-floor cargo organizer with fairly deep trays of various sizes that can fit emergency kits or any manner of odds and ends. On our First Drive of the Santa Fe Sport, we used it to excellent effect to pack that trunk full of camping gear with room to spare, or you can stow the cargo cover bar when not in use.

However, size does have its drawbacks, namely a 1,752-kg curb weight. The 264 hp and 269 lb-ft of torque (from as low as 1,750 rpm) produced by this 2.0L turbo four-cylinder are more than enough to haul this SUV around speedily, and the transmission was as smooth as any of the others in this group.

But you can’t escape physics, and the Santa Fe Sport drank fuel at a rate of 12.8 L/100 km, well off its 10.4/7.4 city/highway estimates.

The Santa Fe Sport handled well, and was still reasonably comfortable, but the steering was completely artificial and vague no matter which of its three settings it was in, and the steering wheel itself was covered in a leather that disturbed several testers. Even with its steering at its lightest and a back-up camera on the large screen, parking was a chore with the sightlines compromised by the upswept window line.

While not traditionally considered a compact, the Santa Fe Sport’s fully loaded price landed right in the middle of this group, and it offered competitive features to go along with its generous size. Despite its undeniable practicality, value, content, and style, it simply did not add up to an overall win, its high fuel consumption in particular hurting it, but we would not hesitate to recommend it for anyone looking for a larger, roomier compact SUV without going up to mid-size pricing.

1st Place: Volkswagen Tiguan How did the smallest, most expensive crossover in this test win? Did Senior Editor Jonathan Yarkony, a well-documented Volkswagen Tiguan advocate, alter the ballots when no one was looking?

No. Truth is, every tester had the Tiguan ranked as their number one choice; even the reviewer who boldly stated going into the comparison that “There is no way the Tiguan can win this comparison.”

Refreshed in 2012, Volkswagen slightly altered the Tiguan’s looks to freshen things up and keep it interesting. However, we wouldn’t fault you for MOTOR NOVEMBER 2014

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not being able to tell a 2011 model from a 2012.

The refresh enhances the Tiguan’s great looks and all testers appreciated the nice clean design. The 255/40R19 tires are more than overkill for its size, but the wheels were the nicest by far and look like they may have been ‘borrowed’ from the Audi parts bin. While on the topic, the steering wheel also appeared to be straight out of an Audi, or at least the Golf R, and was both the most stylish and most comfortable of the group. The two-tone interior is simple, elegant, and everything feels high quality, even if that isn’t the case on the rear door trimmings or below the dashboard. It didn’t have the most features, but it had a great stereo that was easy to operate and covered expected premium features like navigation and back-up camera, and even adaptive HID bi-xenon headlights with LED accents.

The front seats were comfortable, close to top of the class. The rear seats were surprisingly spacious for what the exterior dimensions and legroom

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specs would have us assume. With two people, one of whom easily tops six feet, the Tiguan actually tied for the most comfortable rear seats; things do get a bit cramped with 3 people, though, because of limited shoulder and hip room.

The Tiguan does suffer in cargo capacity with only 700 L of storage space, smallest in this comparison, but it offers the flexibility to slide the rear seats forward similar to the Santa Fe. Due to the spacious rear seat, cargo capacity grows to 1,600 L with the rear seats folded, edging out the larger Sportage.

Where the Tiguan really shines is on the road.

With great sightlines all around and a small footprint, the Tiguan is one of the easiest vehicles to drive in this segment. The 2.0L turbocharged engine feels far more powerful than its claimed 200 hp and 207 lb-ft of torque, a trait common in Volkswagen group vehicles. The steering response is great and is only rivaled by the Escape. Power delivery is so smooth, with the six-speed automatic drawing

unanimous praise for being fluid and responsive.

The 1,629-kg Tiguan also returned an impressive 11.0 L/100 km in our city-based driving loops, second only to the non-turbocharged Honda CR-V and also second closest to its NRCan rating of 10.2/7.8 city/highway. Not all is great under the hood though. The engine produces a strange fluttering turbo whistle that sounds like dead leaves crunching around inside the blower. As well, there is a subtle deep, bassy engine tone that becomes annoying when driven at certain sustained rpms.

The Tiguan won this comparison test by the smallest of margins; any closer and it would have been a tie. So basically, if you need the extra space; buy the Santa Fe Sport. If you don’t, buy the Volkswagen Tiguan. In all honesty though, you can’t go wrong with any one of the top four finishers in this test, but the Tiguan’s uncompromising quality, drivability, and efficiency earn it a place as our Crossover Comparison champ.

COMPARISON TEST

BMW X4 Vs Range Rover Evogue

By Jonathan Yarkony

LUXURY COMPACT SUVS When it comes to glamorous luxury compact SUVs, Range Rover and BMW seem to know their stuff. With stylefocused offerings in the form of the coupe-like X4 and the ultra-sharp Evoque, Land Rover and BMW have tapped that rich vein of socialites and movers and shakers who know that first impressions matter.

S

o it was natural that we’d pit these two masters of modern design against each other. They have a similar mission. Look great, perform well, and provide some off-road capability – because winter. But here at Autos.ca, we don’t like anyone to have it too easy. Not even Land Rover

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or BMW. Styling There are few SUVs that evoke (ha!) the kind of lust this baby Range Rover elicits. The aggressive and futuristic character lines, the sloping roof, the well-proportioned front fenders and grille all

come together to make onlookers drool. Even the comparatively boring wheels with high-profile tires on our tester couldn’t bring it down. The Evoque is a masterpiece of design.

The X4 ties neatly into the craze for coupe-like profiles. BMW has captured the sweeping roofline that almost every car fan has dreamily sketched onto a high-school textbook. The roofline swoops down to a stubby tail and stubby front – both of which only add to its visual charm. It looks big though, cumbersome even, and that’s its downfall. Besides, who paints a car brown? Yuck.

Inside, the Evoque’s simplicity is given a little visual oomph with red and black accenting, while the all-black Lincoln interior hides some of the more

interesting leather sculpting in the door trims and seats. The BMW is classic BMW, but lacked any outstanding visual appeal in this company. The Evoque wins the styling wars, unsurprising given its singular focus on aesthetics.

Drivetrain This is almost not even a fair fight. BMW brings to the party a 3.0L inline-six with 300 hp and the same amount of torque. The upgraded turbocharged 2.3L four in the MKC comes close with 285 hp and 305 lb-ft of torque, while the 240 hp/250 lb-ft 2.0L turbo-four in the Evoque lags behind. You can get almost the exact same Ford-based 2.0L in the MKC, but our tester had the aforementioned upgrade.

The Evoque left me wanting more, it just isn’t quick enough for a car that looks this good, and while the engine note was pleasing up high and smooth down low, the lack of oomph was disconcerting.

Sure the Evoque has a trick, nine-speed gearbox, but it’s no match for the crisp eight-speed in the X4.

The Evoque pegs back ground on fuel economy with a combined rating of 9.8 L/100 km from the EPA. That bests the identical 11.2 rating for the X4.

Full city/highway/combined ratings for the pair are 11.2/7.8/9.8 for Evoque, and 13.1/8.7/11.2 in the X4.

It was the X4 that most satisfied my hungry right foot and enthusiasm for overtaking, and the

fact that it’s more efficient.Clearly the BMW is the drivetrain of choice here.

Ride and Handling Despite being fitted with low-profile tires, the BMW X4 offered up the most comfortable ride over rough ground of this trio. The Evoque is about even on road manners, with neither being noisy or crashy, but still not as silken as the X4.

Turn in is quicker in the BMW too, and the Evoque has a tighter turning circle, making it more comfortable in tight parking lots. Steering feel is compromised in all three by over-boosted electric steering, so nobody gets the nod in that area.

Both have under steer, but only the X4 shows MOTOR NOVEMBER 2014

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noticeable body roll in corners, the other is surprisingly flat.

These SUVs are likely to see only rare off-road use, which makes the Evoque’s allegedly superior off-road capability redundant. At best, most will see limited runs on gravel cottage roads, with the occasional bit of snow. When taken on loose gravel for a brief test, none stands out as a winner. If soft-road use is about as rough as your drive will get, both will serve you well. I preferred the BMW in most settings, but not by much. Your results may vary.

Interior and Practicality What light through yonder window breaks?

Geez, I don’t know but there sure is a lot of it! The

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Evoque doesn’t so much have a sunroof as an entire glass panel where the roof would usually be. It lets in copious amounts of light and turns the quite cramped rear seat into an open-plan oasis. The BMW by comparison has a sunroof so pitiful it reminds one of a machine gun slot in an APC. Much has been made of the Evoque’s visibility issues, and there are plenty, but it’s not actually as bad as some would have you believe. In fact, rearward visibility was better than in the X4, where the C-pillars bend inward as well as being wide.

Shoulder checks in the Evoque are a joke though, so you’d better make sure you have your mirrors set the SAE way.

The Evoque at 575 and 1,445 L officially has

more than the X4’s 500 and 1,400, but the volume comes from height. The cargo area itself is extremely shallow and narrow. I couldn’t fit my packed up pop-up marquee in the Evoque without folding at least one seat down, the BMW took it with a bit of finagling. Numbers it seems, do lie.

The Evoque’s shallow cargo area gives it more rear legroom than the BMW, but not by much.

So while I enjoyed being in the driver’s seat of the Evoque far more than the other the BMW is far more liveable overall, and so wins this category by a country mile.

Infotainment and Features One of my favourite things about Jaguar/Land

Rover products is their convenience. In almost all of them, if you stop, put the car in park, and then remove your seatbelt the car will automatically shut down all by itself. It’s genuinely helpful, efficient and is one of those things that can endear a car to a person.

The Evoque also has a visually stunning and truly helpful driving coach screen in the seveninch touchscreen, which will help you drive more efficiently. The instrument cluster is simple, elegant and attractive with easy-to-read outputs for all the simple things – average fuel economy, fuel, speed, tachometer. Finally, the Bluetooth pairing runs car to phone, not phone to car, so you only need to touch your phone once to pair it. Passengers can

also do this, and they can input navigation commands while you’re driving. Hooray for the lack of nanny controls!

Little features like this help you forgive the touchscreen-based HMI which takes more time and concentration than it rightfully should to operate, and which is sometimes slow to respond. The inability to tune stations via any other method than the slow buttons on the touchscreen. You can tune presets using the steering wheel controls, but that is useless for those of us who like to jump around a lot.

The BMW’s HMI is infinitely better. Every action can be performed with a few milimetres of finger movement with the one, large HMI control wheel and a set of hard buttons. The display is a

glorious, eight-inch wide in-dash screen and the dials are complemented by another TFT and the head-up display. Tuning stations is a breeze with the scroll wheel on the steering wheel, and current song playing is shown in the head-up display. If you like to listen to music and focus on the road, the BMW has you sorted.

BMW only just bests Lincoln in the equipment department, and that’s only because of the head-up display. The X4 leave the Evoque way behind by applying adaptive cruise control, lane-keeping assist, and mobile Wi-Fi to its list of features.

The Meridian sound system in the Evoque is better to my ears (and comes with prettier speakers) than the Harman/Kardon in the BMW although the MOTOR NOVEMBER 2014

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X4 wins the features and infotainment battle ahead of Lincoln.

Quality I’m going to spoil this one up front and tell you that BMW claims this category. The Germans have this down pat now, while the Evoque is still British.

In the Evoque I found some loose panels and large gaps, but most annoying the sunglasses holder door kept jamming.

For the cleanest execution and the best-smelling leather, I’m awarding this one to the Beemer.

Value This is the final round. If you value looks and prestige, the BMW has your vote. If your decisionmaking process is entirely practical, every feature found on the X4 wins, minus head-up display. And as a final, drop-the-mic moment, it is cheaper from

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a pure dollars-for-stuff perspective.

Conclusion This one is hard. You see, there is a big part of me that likes pretty things, and the Evoque is a very pretty thing. Very, very pretty. Easily pretty enough to forgive its flaws. Especially when you catch the admiring glances of pedestrians and fellow motorists. But I also like things that drive superbly and that in this instance is the BMW X4.

Lastly, I enjoy getting a lot of stuff for the least possible amount of money – and in that instance, you can’t look past the BMW X4.

But ultimately, it is the driving experience that matters most to me, and the BMW delivers the best in that regard. The inline-six is a cracker of an engine, and the seats make even the longest drive feel like a short hop to the shops. The head-up display is a thing of beauty and the HMI is geared

to satisfy the busy professional. Plus, the roundel on the bonnet provides instant credibility for the gogetters of the world.

For achieving more of its goals, better, this comparison test goes to the 2015 BMW X4 xDrive35i.

Options: Premium Package (comfort access, rear-view camera, auto-dimming mirrors, park-distance control, lights package, surround view, BMW on-board navigation, Sirius XM) – $5,300. Executive Package (universal remote control, lumbar support, heated rear seats, head-up display, Harmam/Kardon sound system) – $2,800, Technology Package (active blind-spot detection, lane departure and collision warning, driving assistant plus) $1,500), Connected Drive Services (internet, concierge, BMW apps, extended smartphone connectivity) – $500, metallic paint – $895, speed limit information – $350.

Price as Tested: $68,490

MOTORING

Car Care

By Hanningtone Gaya

Car repairs are labour intensive and far more expensive than the cost of preventative maintenance, much of which you can do yourself.

A

Braking Suddenly Accelerating aggressively only to slam on the brakes at the next traffic light doesn’t save time- but it causes needless wear on your engine, transmission and brakes and it wastes fuel. Anticipate traffic patterns to keep your speed as constant as possible.

The “breaking” period Drive gently during a new car’s first 100km – and vary your speed for the first 1,500 km of the car’s life. Failure to do so results in improper seating of the piston rings, which lead to increased oil consumption throughout the life of the car.

Also, change the oil promptly after the first 1,000km to eliminate bits of metal and grit usually embedded in new engines.

Downshifting In the early days of automobiles, brakes were so unreliable that prudent drivers always shifted into a lower gear when descending hills or approaching busy intersections.

Today, brakes are very reliable… and far less costly to repair than the engine and transmission components. Use engine braking only when descending a long steep grade. At all other times, use your foot brakes.

ny informed motorist can easily double or even triple the lifespan of their car by proper maintenance, good driving habits and by avoiding the kind of mistakes that send most cars to the junkyard. Some of the most common operating mistakes include:

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Driving with a cold engine Engine wear occurs most swiftly not during high speed driving but in the first moments after a car has been started in the morning, when the cylinders are starved for engine oil. To avoid trouble, before driving off, let your engine idle with your foot off the accelerator pedal for about one minute.

Once you are under-way, drive slowly and avoid using your heater and other power-hungry accessories until the engine reaches its proper operating temperature – usually after about three minutes.

Accelerating briskly with a cold engine can cause the engine’s head gaskets to fail. Premature use of accessories speeds wear of engine bearings, since they are not yet well oiled.

Shift so your speed remains between 2,000 and 3,000 revolutions per minute (RPM). Use overdrive settings only for speeds greater than 70Km per hour.

With many manual transmissions, shifting from neutral to first gear will cause an audible grinding of the transmission’s synchroniser rings.

Avoid shifting directly from neutral to first gear.

Instead, move the shift lever briefly into second, then shift into first gear. And never rest your hand on the shift lever or your foot on the clutch pedal.

Use your right foot for both the accelerator and the brake. Use your left foot for the clutch.

Automatic transmission operators should avoid down shifting while in operation, especially when the engine is under a heavy load.

Shifting haphazardly Manual transmissions cost less and are cheaper to maintain than automatics – if you learn proper shifting techniques. Selecting too high a gear for a given speed “lugs” your engine. Picking an excessively low gear causes it to “over-rev”. Both waste fuel and damage your engine bearings.

Dirty Engine Oil For many motorists, oil maintenance means simply adding the occasional can of 10W40. In fact, 10W30 offers far more protection against engine wear than 10W40. Manufacturers now recommend 5W30 for some models.

By the time you are a half a litre low, it is time

for another oil change. Change conventional motor oil once every three months or every 5,000Km, whichever comes first.

It is advisable to switch to synthetic oil. It costs a few shillings more but offers superior protection for up to 20,000 Km. To keep oil clean between changes, select the biggest oil filter that will fit. Most cars come equipped with a short filter but will accept either a short or a tall filter. The tall one always provides better filtration. If you live in a dusty environment, bolting on a bypass oil-filtration system provides as an extra measure of protection without voiding your car’s warranty.

Changing the air filter Switch from a disposable pleated-paper air filter to a re-usable wetted-foam filter if possible. To lock out dirt, apply a thin layer of grease to the seal between the filter and the filter housing.

Despite manufacturer’s claims, the pleated paper filters neither reduce engine wear nor boost performance.

MOTOR NOVEMBER 2014

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NEWS FEATURE

Volvo Cars is the Fastest-Growing Premium Brand in Europe

Volvo-XC60

Volvo-S80

Volvo-XC70

Volvo-S60

V Volvo-V60

Volvo Cars’ European sales increased by 12.9 per cent in the first eight months of this year, making it the fastest growing premium brand in Europe, according to independent figures compiled by the European Automobile Manufacturers Association (ACEA).

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olvo Car’s impressive growth is attributable to the company’s performance in larger European markets such as Germany, the UK and Sweden, while markets such as France, Italy, Poland, Spain and Finland have also shown steady growth. Europe is Volvo Cars’ most important sales region, representing more than half of the company’s total global sales.

Despite the recent slump in passenger vehicle sales, Volvo Car South Africa reflected a marginal growth of six percent (year-to-date) in comparison to industry growth.

“The overall recovery of the European car market remains cautious but Volvo Cars is clearly bucking that trend,” said Håkan Samuelsson, President and CEO of Volvo Cars. “I am pleased to see our cars

selling so well in what is one of our largest and most important regions. Looking forward, we are wellpositioned to benefit further from the European recovery.”

Customers across Europe have responded well to refreshed and updated versions of the Volvo S60, V60, XC60, V70, XC70 and S80, all of which were launched in early 2013 as part of a large renewal programme. Volvo Car South Africa showed similar results with its 60s range.

The launch of Volvo Cars’ new two-litre, fourcylinder Drive-E powertrain family also boosted Volvo’s appeal to European car buyers, who are leading the charge in terms of reduced C02 emissions. Volvo’s Drive-E powertrains offer drivers an unrivalled combination of power and environmental friendliness.

Locally, Volvo’s Drive-E engine range has been equally well-received. With the focus placed firmly on output, rather than engine size, Volvo’s new engines offer customers excellent performance along with reduced emissions and fuel consumption.

Furthermore, Volvo Cars has seen strong growth in China, its largest single market, where 36.9 per cent growth was registered in the first eight months of the year, noticeably outgrowing its competitors. The company’s performance in China and Europe offset a decline of 10.9 per cent in the US over the same period, resulting in overall global retail growth of 9.2 per cent for the first eight months of 2014. Volvo Cars projects a global sales growth of approximately 10 per cent for the whole of 2014.

MOTOR NOVEMBER 2014

59

HUMOUR

HIS HOLY CROSSWORD A gentleman sits next to a priest on an airplane. He sees the priest doing a crossword puzzle.

Time passes and the priest says, “Excuse me, sir, but do you know a four letter word that describes a woman and ends in ‘u-n-t’?”

The gentleman thinks about this and finally says, “I believe the word you’re looking for is ‘aunt.’”

The priest replies, “Oh, you’re right. That fits, too. Would you happen to have an eraser?”

BLONDE’S HELICOPTER LESSON A blonde was taking helicopter lessons. The instructor said, “I’ll radio you every 1,000 feet to see how you’re doing.”

At 1,000 feet, the instructor radioed her and said she was doing great. At 2,000 feet, he said she was still doing well.

Right before she got to 3,000 feet, the propeller stopped, and she twirled to the ground. The instructor ran to where she crashed and pulled her out of the helicopter. He asked her, “What went wrong?”

The blonde said, “At 2,500 feet, I started to get cold, so I turned the big fan off.” BLONDE’S LICENSE

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LUCKY DRIVER A police officer pulls over a driver and informs him that he has just won $5,000 in a safety competition, all because he is wearing his seat belt.

“What are you going to do with the prize money?” the officer asks.

The man responds, “I guess I’ll go to driving school and get my license.”

His wife says, “Officer, don’t listen to him. He’s a smart aleck when he’s drunk.”

The guy in the back seat pops up out from under the blanket and says, “I knew we wouldn’t get far in this stolen car.”

Just then a knock comes from the trunk and a voice calls out, “Are we over the border yet?”

CHECK THE E-MAIL ADDRESS A few days after her husband’s death, a grieving widow accidentally receives an e-mail from a man waiting for his wife in Miami.

The e-mail reads: Dearest Wife, Just got checked in. Everything prepared for your arrival tomorrow.

P.S. Sure is hot down here.

THE BLONDE AND CAR MAINTENANCE A blonde buys a used sports car. However, during the first joy ride, the engine jerks and the car slows to a stop. The blonde calls a tow truck. The mechanic sets to work, and 10 minutes later, the car is running again.

“What was the matter?” she asks.

“Simple really, just dirt in the fuel tank” he replies.

Taken aback she asks, “Oh, how many times a week do I have to put that in?”

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