Monthly Motor - October 2014

MONTHLY

KSH 350/-

OCTOBER 2014

ALL YOUR MOTORING NEEDS

Printed in Kenya www.media7group.co.ke

inside:

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

Issue No. 214 Volume 22

THE ALL NEW RAV4 MARK YOUR TERRITORY

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from the publisher

Manners on the Road the road for everyone around you much safer.

T

his month, we focus once more on safety on the road, due to its importance. We can save lives. Normally, it is assumed that the public road should be considered a safe place with both motorists and pedestrians giving each other adequate attention and consideration. Instead, we experience an inconsiderate road space, always crowded highway, with very few drivers making room for cars to take that left turn in the middle of a long line of traffic and yielding to pedestrians when they’re trying to cross the street. Sounds a little too perfect? We hereby share with you the following tips to help you mind your manners and render the roads more friendly and safe place for all road users.

Let people merge The amount of time it costs you to let someone merge in front of you on the highway is probably no more than five seconds. Don’t tell me you’ve never spent 20 minutes circling a parking lot to find “the perfect spot.” You can spare the five seconds. And spare it you should. Those five seconds will make your fellow driver’s journey less stressful, which will make conditions on

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MOTOR OCTOBER 2014

The left lane is for overtaking While you may not be in a hurry, there are likely drivers on the road who need to get where they’re going as soon as possible. And it’s basically a proven fact that one of the most annoying types of drivers is the slow poke gumming up the works in the left lane. If you’re less living life in the fast lane and more of a slow rider, keep in mind that not everyone else is in enjoyment mode—some are getting down to business, trying to get to where they’re going. Kindly remember that the left lane is the overtaking lane.

So keep in the right lane unless you’re overtaking, and the people who got to do what they got to do will appreciate you for it.

Yield to pedestrians Look, this isn’t a romantic comedy.

Accidents happen, and they will most likely not result in the star-crossed meeting with the love of your life. You’re more likely to find yourselves in front of a judge. Even when pedestrians are totally taking advantage of that stop sign you’re stuck at, they still have the right of way. Pedestrians and drivers can coexist wherever there’s mutual respect.

Acknowledge them with eye contact or a wave.

Be extra mindful with a passenger Whether you’re just joking around or being plain irresponsible, no one wants to ride shotgun with someone who makes them feel unsafe. When you’re the driver, your passenger’s life is in your hands. No fast, sharp turns, no speeding, no cutting people off. Take care of your passengers—they may not say so, but they’ll certainly appreciate.

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

THE NEW CHEVROLET TRAILBLAZER - AS UNIQUE AS YOU ARE

EDITOR Jude Gaya +254-722-224347 judegaya@gmail.com CONTRIBUTORS David Hoonigan Evan Reddy Jay Suave 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

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

OCTOBER

CONTENTS Santiusae demrae

2014

Volume 22, Issue 214

6 TEST DRIVE

6

•Toyota RAV4 - A Gem Put Together •BMW X5 V8 - Slick And Smooth •Land Rover Discovery - In Its Element

18 PERFOMANCE CAR

36 YOUR CROSSOVER •KIA Sorento - Muscular And Mature In Appearance •Mercedes-Benz GLA - More Than A Pavement Hopper

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42 SALOON PREVIEW •Audi A7 - Spa Treatment • Mercedes-Benz C-Class UberWaftability

Subaru WRX STI - Tough To A Point

22 WISH LIST 46 FIRST DRIVE

Range Rover Sport - 405Kw Beast Revealed

Subaru Forester - Realigning Dreams

26 EDITOR’S CHOICE

50 DEBUT

Porsche Macan - A True-Blue Blood

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30

Land Rover Discovery Sport - A Virgin Discovered

30 HOT HATCH Hyundai I20 - A Bolder Hatch For Africa

52 TEST DRIVE Volkswagen Passat - Registered Civil Servant

34 4X4 UPGRADE Land Rover Freelander XS - More Than Just Looks

56 COMING SOON •Honda HR-V - Entry Level SUV •Jaguar XE - A Blue-Blooded Rival Unveiled

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TEST DRIVE

The interior is defined by a deep, squared-off instrument binnacle and a brushed aluminiumfinished trim strip running all the way to the passenger door. The rest is a mix of textures, almost all in black, with a simple, albeit somewhat clumsy switchgear that’s almost completely intuitive in use.

The sports front seats have deeper side bolsters than on the previous model and hold you reassuringly in place during even quite spirited cornering.

The seats are finished in black fabric on the lowerspec GX models and black or beige leather in the range-topping VX variant. All-in-all, it all gels and works better. There’s seating for five and a rather generous luggage volume of 547 litres, 49 litres more than before.

The first variant I drove is the two-litre petrol GX with an electronically controlled constantly variable belt-drive transmission. Seated inside, I was immediately impressed by the ride quality. The choppiness and tendency to pitching of the previous models has been ironed out by an extra 100mm of wheelbase.

The 1987cc DOHC four revs willingly if a bit noisily to 6200rpm and gets the RAV4 moving with commendable alacrity, although the CVT, whether in auto or manual mode, has been programmed with six artificial “gears” and behaves more like a conventional auto transmission.

The two-litre GX is strictly front-wheel drive.

All the “Sport” button on the centre stack does is

make the electrical power steering feel a little heavier and move the shift point right up to the power peak of 107kW at 6200rpm and 187Nm of torque. It may work hard, but gets the job done.

This 2.0-litre GX models coupled with fabric seats come with a manual air-con system, urethane 3-spoke Steering wheel with switches, cruise control, rear sonar, a 6-speaker AM/FM/CD/AUX/USB audio system, power door lock, tilt & telescopic steering, illuminated entry, a tonneau cover, projector type headlamps, a rear spoiler with integrated LED high-mount stop lamp, roof rails - if wanted, 17-inch alloy rims, 7 airbags, vehicle stability control, ABS, EBD, Hillstart Assist control plus traction control.

Toyota RAV4 - A Gem Put Together

By Jude Gaya

Models Tested: Toyota RAV4 4x2 & 4x4 When the original Toyota RAV4 - Recreational Activity Vehicle with four-wheel drive, was introduced in 1994, it single-handedly defined a new segment - the compact SUV. Even though it looked as if it had been designed by a pre-teen pubescent, which made it hard to take Toyota’s Tonka Toy seriously, it surely did revolutionise the industry.

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MOTOR OCTOBER 2014

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ow, four generations and close to 5 million units later, the RAV4 still earns respect. That first three-door was just 3690mm from bumper to bumper. This five-door version, at 4570mm long, 1845mm wide and 1660mm high, is significantly bigger than the Nissan Qashqai - to which it is inevitably compared - and on a par with the Hyundai iX35, Kia Sportage and Nissan X-Trail.

To improve roominess and driving dynamics simultaneously, the new RAV4 is 205mm longer, 30mm wider and 25mm lower than the model before it.

The design brief for the new Toyota softroader was to endow it with dramatic lines, a more mature interior and an engaging driving experience. The

bulgy wings and wheel-arches are gone too. The new RAV4, shows its family relationship to its Auris stablemate in its flat, narrow grille, crisp wheel-arch flares and a second, lower waistline that runs from just in front of the A-pillar to the top of the tail-light cluster.

The profile is very tidy but the front end is a little overdone in its attempt to be ‘bold’. At the back, after taking the big step of moving the full-sized spare off the rear door to under the boot floor and replacing said door with a top-hinged tailgate, the stylists seem to have taken it easy and gone generic, with a tailgate that looks more like a rival development than a Toyota creation. As my old headmaster used to say, the RAV4 tries hard, could do better.

MOTOR OCTOBER 2014

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www.toyotakenya.com TEST DRIVE

*Free service for

3 years or 30,000km whichever comes first

suspension at the back. You’d think the standard 17-inch rubbers would be uncomfortable out of the city but they weren’t. All RAV4 models from Toyota Kenya come fitted with these 225/ 65R 17H rubbers which look good and roll even better.

The RAV4 is available with a choice of 9 different colours, which we know is enough to fit any buyers wants.

In leather guise, an auto air-conditioner is added together with seat heaters for the driver and passenger, sun/moon roof, Bluetooth interface, auto headlamp levelling, smart entry & start system, a power back door, a net tray, fog lamps and front mudguards.

The all-new 2494cc petrol engine is available with a conventional six-speed manual box with an auto of the same number of gears also ready for the picking. It revs willingly to 6000rpm to conjure a peak output of 132kW and 233Nm at 4100rpm on command. Together with plenty of torque available anywhere above 2500rpm, this makes a lovely growling noise when pushed hard, but the slushbox, responsive as it is, makes the power delivery rather remote. All-wheel drive is standard, as is Pre-

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MOTOR OCTOBER 2014

Torque, so the steering is sublimely accurate.

Pushing the Sport button not only tightens the steering and sharpens the throttle response; it moves the shift point up the rev range to the point where you can almost hit the limiter in the intermediate gears. Effortless performance is what sprang to mind when I drove this model back to Toyota Kenya in auto guise.

The VX models add HID type headlamps and Downhill Assist Control to the standard features aforementioned. All RAV4 models feature a 60 litre fuel tank and the front brakes are ventilated discs with solids at the back.

The ride quality is enhanced in this fourthgeneration RAV4 with MacPherson Strut independent suspension at the front and Double wishbone

MODEL RANGE  2.0-litre 4x2 with CVT Auto (Fabric)  2.0-litre 4x2 with CVT Auto (Leather)  2.5-litre 4x4 with Manual (Leather)  2.5-litre 4x4 with Auto (Leather) These are available from Toyota Kenya with a 3-year/100,000km warranty.

LAST WORD It’s a Toyota, so it’s well made and you can get it attended to all over the country, in the unlikely event that something should go wrong. And it’s well equipped, as well as being priced to compete with the surging Koreans.

Toyota is at least honest by noting an urban fuel consumption of 11.6 litres per 100km which is about what we got. The company claims 6.8l/km in highway motoring, but the reality is about 7.5l/100km.

But that’s not bad.

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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TEST DRIVE demrae Santiusae

BMW X5 V8

predisposition towards BMW drivers and for talking from an ignorant point of view, let me say that I also owned one, a 325i Cabriolet - and it’s one of the best and most enjoyable cars I have driven.

That was a long time ago, but one thing that BMW has always been is a driver’s car. It’s no different in this twin turbo behemoth, which impressed the daylights out of two teenage boys when I stopped to visit a friend. All they wanted to see was the hardware under the bonnet, but alas, as with most modern cars, it’s covered by a plastic shield that makes seeing all the good bits virtually impossible.

Still, the unseen numbers make for some pretty impressive reading. It pushes out 330kW, 650Nm of torque, gets to 100km/h in 5 seconds, is electronically limited to 250km/h and is an absolute pleasure to drive.

Weighing in at almost 2.3 tons it’s no lightweight, but steering is responsive and light enough to get you through the twists and turns with ease. As aforementioned, BMW claims a 0-100km/h time of

Slick And Smooth

By Dave Carlprit

Model Tested: BMW X5 xDrive50i At a recent car launch, we were informed by a car executive that the company sells more than just cars. What it does sell I’ll reveal when we get to test the car, but he did say that when you buy a German vehicle, you get precise Teutonic engineering. He was German and had worked for Mercedes-Benz, but was no longer in their employ.

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hat we have in the BMW X5 xDrive50i V8 twin turbo, then, is a case of extremely good German engineering - some of the best you could hope to find. It’s now in its third generation, and astonishingly, this is also the third time I’ve spent some time with it on the road. I can understand fully why more than a million of these cars have been sold.

When they were first introduced, I judged them not by looks or capability but by - how shall I put this diplomatically - the age-old “BMW drivers are difficult” attitude. Lest you lynch me for my MOTOR OCTOBER 2014

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TEST DRIVE demrae Santiusae

 On the road, the BMW X5 XDrive 5.0i V8 twin turbo packs a mean punch.  Weighing in at almost 2.3 tons, the X5 is no lightweight.  Cabin impresses with classy German finishes and features aplenty.

5 seconds, but it’s probably a bit more up at altitudes.

It isn’t exactly sluggish on pull-off, but it won’t drag the skin off your face either.

Once it gets going, the eight-speed gearbox gets the car up to speed so smoothly you would be forgiven for thinking that it was electric. The meaty roar from the tail pipes ends those thoughts, although I would have liked a bit more thunder and disturbance from them, considering the size of the vehicle. It’s touted as using 10.4l/100km on a combined cycle, but in real-world driving it is closer to 14.

This vehicle is as comfortable as a high end penthouse, but with classy German finishes and every luxury a car can offer.

The comfort-adaptive suspension package means it glides over everything, and it’s made even better by BMW’s xDrive, which manages the power split between the front and rear wheels constantly so you have as much power as possible on the road.

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Typically, safety features abound. The collision warning system with braking function is a handy function. It detects preceding vehicles and at speeds up to 60km/h also “sees” pedestrians. It has lane departure warning, active cruise control with stop and go function, park assist, and traffic jam assist that at up to 40km/h controls the following distance and keeps the vehicle on track by providing active steering input.

The infotainment system is easy enough to use once you get the hang of it, but be mindful not to get too distracted when you climb in and try to wrap your head around the enormous amount of technology plus many options at your fingertips. Not everyone likes a big SUV, and that’s fine, but don’t be like me and jump too quickly to conclusions. The X5 is a fine car in the best BMW tradition.

Bavaria Auto, which is located on Mombasa Road is the franchise holder of the BMW Brand.

Feel free to walk into their world class showroom

to engage the sales team if and when your bank account - wife in some cases, permits it.

Specifications  Model: BMW X5 xDrive50i  Engine: 4.4-litre V8 turbopetrol  Gearbox: xxx-speed manual/automatic  Power: 330kW @ 5500-6000rpm  Torque: 650Nm @ 2000-4500rpm  0-100km/h (claimed): 4.9 seconds  Top speed (claimed): 250km/h  Consumption (claimed): 9.6 litres per 100km  Price: Ksh. 13,500,000 (average as of time of press)  Maintenance plan: 5-year/100,000km ALTERNATIVES  Jeep Grand Cherokee SRT8 (344kW/624Nm)  Mercedes-Benz ML500 (300kW/600Nm)  Porsche Cayenne GTS (309kW/515Nm)  Range Rover Sport SCV6 (250kW/450Nm)

Santiusae TEST DRIVE demrae

Land Rover Discovery In Its Element

By Evan Reddy

Model Tested: Land Rover Discovery SDV6 HSE The school holidays are important family time and best spent somewhere remote where televisions and smartphones are less of a distraction. Having booked a weekend away in the Maasai Mara during the long holidays, I was standing in front of our test-vehicles scheduling board trying to decide which steed would suit me best.

W

ith space, comfort and offroad ability my foremost requirements, the Discovery ticked all the boxes and more. Then the difficult persuasion process of prying the key from colleague Jay Suave’s hands started…

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MOTOR OCTOBER 2014

Space Aplenty Arriving home, I found my wife had already started packing. Now everyone with kids will know that this is not a trivial process. The relief on her face when I told her she can pack everything she needs was priceless! You see, the Discovery is actually a seven-seater with two seats folded flat in the boot.

As we were not going to use them, the full boot space was available. After all our clothing, snack supplies and the kids’ paraphernalia were loaded, there was still space to add their two small bicycles.

Without the retractable boot cover in place, the boxy shape of the Discovery swallows enormous items with ease.

Facelift Although the Disco 4 is now quite long in the tooth, the latest facelift has managed to bring the styling back in line with its stablemates. A new face, grille, bumper, wheels and colour scheme play their part and are complemented by that timeless squared-off shape and a multitude of tinted glass panels on the sides and roof. Without a doubt, the HSE spec has a classy interior.

its blocky facade, wind noise was surprisingly well suppressed, the ride comfort was luxury saloon rivalling - aided by the air suspension, and the torquey turbodiesel engine - churning out 183kW and 600Nm, wafted the two-tonne vehicle along effortlessly. Even the kids were happy as they listened to their favourite music over the quality sound system while admiring the views from their raised seating positions.

Cruising Ability With the wife and kids loaded it was time to hit the road. This mostly involved the highway which highlighted the exceptional cruising ability. Despite

The Bends Ignoring shortcuts, I rather opted for the scenic route as we were in no hurry. This also afforded a quick evaluation of the handling characteristics.

This was never supposed to be a sportscar but it still surprised and is capable enough in the bends. Yes it rolls and the steering feedback is vague, but the vehicle puts you in such a relaxed mode that you will rarely arrive at a corner too fast in the first place.

Off-Road The last stretch of roads - or rather beaten tracks, into the Maasai Mara was completed in cruise control mode with my wife and I chatting away - the kids were rocked to sleep by now. At the lodge we unloaded the luggage and headed straight back out to explore. The tracks were muddy but only gave the Discovery more character-fitting dirt MOTOR OCTOBER 2014

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All-New

TEST DRIVE

RANGER BEST-IN-CLASS

BACK TO CONQUER OUR TOUGH TERRAINS

Summary I agree that buying a huge SUV for taking kids to school and go to the malls is a waste. But, for a remote holiday away I can think of few other vehicles that will get you there in such comfort and then be ready for proper off-road work. Well maybe there is one and here lies the problem - the new entry level diesel Range Rover Sport can be had for less than the Ksh. 9,362,860 asking price of the HSE Discovery, arguably with less off-road prowess but much more status appeal. Maybe the entry level Discovery TDV6 XS at Ksh. 6,647,860 would make more financial sense… Then again, top-of-therange is top-of-the-range.

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Dirt Roads After a lovely weekend it was time to head home and we decided to take the long way back to Nairobi through Lakes Nakuru, Elementaita and Naivasha, mostly on dirt roads through farm and ranch areas. The Discovery handled the dirt roads as if they were paved, with only the worst undulations upsetting the tranquil ambience in the cabin. The average fuel consumption figure for the weekend was 11 litres/100 km which is more than acceptable for the size of vehicle given our trips off the beaten track.

DAANN

streaks on the bodywork as it easily traversed all obstacles without the need for low range or one of the special off-road programs. The optional wade assist that measures the wading depth up to the 700 mm limit was also not called upon. It is however good to know that this SUV can take you anywhere if required - the navigation system has the whole of Africa covered, even the Mara. The first bite of a fresh fruit straight from the tree heightened the experience of being close to nature…

Specifications*  Model: Land Rover Discovery SDV6 HSE  Engine: 3.0-litre V6 turbocharged and intercooled diesel  Power: 183kW @ 4000 r/min  Torque: 600Nm @ 2000 r/min  Transmission: 8-speed automatic  0-100 km/h: 9.8 seconds  Top speed: 180km/h  Fuel consumption: 8.8 litres/100 km  CO2 Emission: 230g/km  Price: Ksh. 9,366,000  Maintenance plan: 5 years/100 000 km *According to Land Rover

For more details contact: CMC Motors Group Ltd (Lusaka Road) P. O. Box 30135 – 00100 Nairobi.

Tel: +254 6932345, 6932301/2, 6932000 Fax +254 20 650795, Mombasa: 041-2230490/1/2/3. Kisumu: 057-2023752/0138. Nakuru: 051-2211875/6/7.

Eldoret: 053-2062565/6/7. Kitale: 054-30382/3. Meru: 064-30984/991. Nanyuki: 062-2030033

PERFORMANCE CAR

Subaru WRX STI Tough To A Point

By Jude Gaya

Just a couple of months after launching the new-generation WRX, Subaru has introduced the even more potent STI to appease the hunger of high-performance ‘Subru’ enthusiasts. At Ksh. 4,490,000 the standard WRX offers good value with its 197kW/350Nm outputs, sharp all-wheel-drive handling, and high-spec luxury package. But for those with a Ksh. 5,990,000 budget, the STI represents the pinnacle of high performance within the Japanese stable with its 2.5-litre fourcylinder turbocharged boxer engine, which lays 221kW and 407Nm down through Subaru’s Symmetrical All-Wheel Drive system.

H

aving made its world debut at this year’s Detroit Auto Show, the new WRX STI builds on its predecessors in terms of being a sports saloon with everyday practicality, while adding a healthy dose of power and improved handling. It’s available in a single derivative with a sixspeed manual gearbox and a Premium specification.

Like the new WRX, the new WRX STI features Active Torque Vectoring for enhanced handling precision, while unique to the STI is a multi-mode Driver-Controlled Centre Differential - DCCD, which allows the driver to vary the all-wheel-drive power split between the front and rear.

Design cues that identify the top-dog Subaru include a wide body kit and trademark ironing

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MOTOR OCTOBER 2014

board-sized boot spoiler, which throw subtlety out the window. Together with its quartet of tailpipes and oversized bonnet scoop, the STI screams “boy racer” from every angle. It’ll fit right in at the Time Trial - TT, events Kenyans are now enjoying.

A 255km/h top speed does justice to the visual promise, while Subaru claims a sea-level 0-100km/h sprint in just 4.9 seconds.

It’s a very swift car without being extravagantly so. For an engine with a single-scroll turbo the power delivery is very linear, and there’s no low-rev lag followed by a sudden kick. It’s all very civilised, and aurally the car follows the same path. There’s a muted sporty thrum from the exhaust but I’d have preferred something lewder and louder from a car with such in-your-face looks. I mean it’s a

‘SU-BRUUUU.’ Our performance tests weren’t able to match Subaru’s 0-100 claim. Our STI test car achieved 6.1 seconds, which is 0.5 secs quicker than the standard WRX. It took quite a few runs to get it down to that time as it’s not an easy car to launch off the line. With all-wheel drive there’s no wheel-spin in a fast start and the clutch takes a real beating, which makes you cringe with mechanical sympathy.

The STI is easily outrun by cars like the Audi S3 and Golf R, in which we’ve achieved 0-100 times about a second quicker in the automatic versions and consistently so as they’re much easier to launch.

It may not be the quickest car off the line but its combination of power and handling prowess is what places the STI in the hierarchy of bucket-list cars you have to drive through a twisty mountain pass at least once in your life. In June an STI broke the Isle of Man TT course record for a car, with driver Mark Higgins averaging 188km/h around the fabled 59km circuit with a laptime of 19 minutes and 15 seconds.

All-wheel-drive systems were once notorious for causing understeer but, like the WRX we road tested recently, the STI changes direction without this fun-sapping characteristic. Flick it into a turn and the sweet-handling car hugs apexes like an

affectionate cat, with the front end showing little tendency to drift wide.

That said, I couldn’t get the car to oversteer either, even with the centre diff on its maximum rearwards setting and the stability control switched off. While this is very safe, it doesn’t allow the enthusiastic driver a bit of tail-out action on a race track.

My favourite feature in the car is the direct and beautifully weighted steering, which requires a little arm muscle instead of feeling artificially over-assisted. This heavier turning effort, in cahoots with a gearshift that requires a slightly more positive shove,

gives the STI a feeling of substance and gravitas. It’s a car that wants to be driven, not just pointed.

The suspension’s very firm and road imperfections come through largely unfiltered. It’s a very solid-feeling car, though, and rough roads don’t expose any interior rattles. This build quality is obvious in the cabin too, which has taken a big improvement in luxurious look and feel.

In top-of-the-line Premium spec the WRX STI’s standard pamper list includes automatic headlights and wipers, daytime running lights, a six-speaker multimedia audio system with USB and auxil-

 Wide body kit indicates that this is the fullfat STI version of the Subaru WRX.  Like its predecessors, the new STI is a sports saloon with everyday practicality.  The interior is overtly sporty with leather bucket seats, red dials and gear knob and a flat-bottomed steering wheel.

MOTOR OCTOBER 2014

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Santiusae demrae PERFORMANCE CAR

finish. There are seven airbags and the car has earned a five-star EuroNCAP safety rating. For the performance on offer this Subaru was reasonably economical, averaging 10 litres per 100km.

VERDICT Sensational handling and almost perfectlyweighted steering make the WRX STI the driver’s car that lives up to the reputation of the iconic badge. The power’s good too, although it will be outgunned by the likes of an Audi S3 or Golf R which cost over a million bob less - and that makes this Subaru more of a hard-sell. At Ksh. 4,490,000, the standard WRX provides nearly as much fun and makes more shillings and sense.

iary connectivity, voice control, Bluetooth, rear-view camera, cruise control, and automatic climate control. Multimedia and navigation tasks are controlled by a large touchscreen.

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Sporty cabin jewellery is plentiful, including leather upholstery contrasted with red stitching, sports bucket seats, a flat-bottomed steering wheel, red gear knob, and a carbonfibre-like dashboard

Subaru WRX STI Specifications  Engine: 2.5-litre, four-cylinder turbopetrol  Gearbox: Six-speed manual  Power: 221kW @ 6000rpm  Torque: 407Nm @ 4000rpm  0-100km/h (tested): 6.1 seconds  Top speed (claimed): 255km/h  Consumption (claimed): 10.4 litres per 100km  Price: Ksh. 5,990,000

Santiusae WISH LIST demrae

Range Rover Sport 405Kw Beast Revealed

By Jay Suave More than a month after throwing its potent output numbers at us, Land Rover has released the first official in-the-flesh pictures of its fastest Range Rover ever and on that note, they’ve also told us exactly how fast it is. This high-performance beast is powered by a 405kW (550 hp)/680Nm (502 lb-ft) version of the Jaguar Land Rover (JLR) Group’s supercharged 5-litre V8 and mated to a ZF eight-speed automatic gearbox. That’s considerably more - plus 40 hp and 41 lb-ft, than the output of the most powerful Range Rover Sport currently offered.

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ccording to Land Rover, this in turn makes the new Range Rover Sport SVR hurtle itself from zero to 100km/h in just 4.5 seconds, and reach a top speed of 261km/h.

Better still, if you ever feel the urge to push this powerful SUV around a circuit, you’ll be pleased to know that it has been decked out for high-speed cor-

nering. Its arsenal includes optional 22-inch alloys shod in high-performance rubber - 21 inch wheels are standard, and an optimised all-wheel drive chassis. It is wise to note that within these wheels sit Brembo brakes.

It’s the first volume production model from JLR’s new Special Vehicles Operations unit, rather like Merc’s and BMW’s AMG and M divisions

respectively.

But the proof is in the Nürburgring pudding, where this SVR managed to lap the legendary circuit in just 8 minutes and 14 seconds, which is one of the best times ever attained by an SUV. We won’t call it the fastest production SUV at the ‘Ring’ just yet because there is no official time for the Porsche Macan Turbo, although there’s an 8:15

time floating about. Yet the thing that should really make the experience come alive is the active exhaust with electronically controlled valves that allow for a “racecar-inspired” sound track when you’re hoofing it at higher revs and a more sedate sound when you’re just cruising casually.

This sporty SUV is not only about ripping up the tarmac though and as much as we would hardly feel right taking it to a gruelling trail, it does at least have some decent off-road capability to boast about, thanks to its transfer case with low range, air suspension and second-generation Terrain Response

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System. The Range Rover Sport SVR is set to hit Africa streets during the second quarter of 2015, here’s to hoping local franchise holder - RMA Motors, gets one, better yet a few ordered and sold.

Personally I can’t wait to get my hands on one on a racetrack.

What makes the Range Rover Sport SVR potentially the fastest SUV on the planet is not only its powerful engine but also a host of upgrades to its chassis. Starting with the vehicle’s aforementioned 8-speed auto, engineers reduced shift times by up to 50 percent through the implementation of rapid and

precise fuel cut-offs during upshifts. The throttle is also automatically blipped during high-speed downshifts, smoothing the transition between ratios.

During cornering, a special feature maintains the current gear through the turn to improve stability while also ensuring a keen response once the bend straightens and the driver can accelerate. The driver also has full manual control via paddle shifters located behind the steering wheel.

Drive remains to all four wheels, with the SVRenhanced SUV sticking with a two-speed transfer case complete with a low-range option for demanding terrain, and a 50/50 percent torque split frontto-rear. Traction is maintained with the aid of an electronically controlled multi-plate clutch in the centre differential, which distributes torque between the front and rear axles - up to 100 percent can be channelled to either axle in extreme conditions. The Range Rover Sport’s rear differential lock and torque vectoring systems have also been recalibrated for performance driving, helping to improve grip and reduce understeer.

In the handling department, engineers have added the aforementioned air suspension and magnetic dampers as standard. Movements are measured at least 500 times a second, with the damping force almost instantaneously adjusted in response to changing road-surface conditions and driver inputs.

Compared to the regular Range Rover Sport, the SVR model’s air springs feature a modified piston MOTOR OCTOBER 2014

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WISH LIST

FORD FOCUS AD To Be Placed By printer as is in Mum & Dad July-September Issue

profile, the damping harshness made stiffer, and the rear suspension subframe bushings upgraded by 20 percent. The active-roll systems have also been upgraded, with new actuators installed to keep body roll in check. Finally, the vehicle’s electronic power steering system has been adjusted so that there is a weightier feel. Incredibly, like I mentioned earlier, the vehicle’s off-road capabilities have been maintained despite the performance upgrades.

In addition to its performance, there’s no mistaking the Range Rover Sport SVR visually as well.

Regardless of the occasion, the performance flagship shows off with a bold exterior design package.

New bumpers are fitted at both ends with enlarged

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intakes at the front and a chunky, quad-exhaust system, wing spoiler and diffuser found at the rear.

At the side of the vehicle, an all-new fender incorporates a distinctively designed vent, while unique side mouldings add muscularity. A choice of seven colours are available, including the striking Estoril Blue shown in the photos, which is exclusive to the Range Rover Sport SVR. Inside, Jaguar Land Rover’s Special Vehicle Operations has differentiated the SVR model with numerous distinctive interior touches. Starting it off are the leather racecar-like sports seats that will keep you in the performance mood. They are finished in luxurious Oxford leather with ribbed, quilted cen-

tres and contrast stitching. As standard, the vehicle is supplied with turned aluminium interior trim details, with optional carbonfibre trim for the door panels, centre console, dashboard and steeringwheel bezel available. Special SVR badging can also be found throughout.

The 2015 Land Rover Range Rover Sport SVR made its world debut at the 2014 Pebble Beach Concours d’Elégance. Sales commence this fourth quarter, with global pricing set at $111,400 including a $925 destination charge. If and when RMA Motors brings the Range Rover Sport SVR to Kenyan shores, the price will shall not be for the faint hearted or shallow pocketed.

Santiusae EDITOR’S CHOICE demrae

The Macan S Diesel torques the talk with a completely different 180kW, 3.0-litre V6 that boasts a tar-wrinkling 580Nm from 1750-2500rpm, resulting in 0-100 taking 6.3 seconds - 6.1 with the Sport Chrono package, and a top end of 230km/h.

Unfortunately, there was no Macan Turbo available to drive at the media launch, but I did get to drive the Macan S. Even with nearly two tons of SUV to schlep around, this turbo three-litre still felt very lively and delivered a fairly soulful holler. Its best feature being that it’s priced Ksh. 500,000 under the range-topping 3.6-litre version.

The turbodiesel engine delivers the best mix of enthusiasm and economy. It may not quite have the vocal charisma of the petrol V6 but this velvetyvoiced diesel impressed with its immense torque and fiery acceleration. They sure don’t make diesels like they used to.

Stay-on-the-road ability is further enhanced

by Porsche Traction Management (PTM), and as aforementioned, the engine power is hustled to the wheels via a seven-speed PDK dual-clutch transmission, PTV (Plus torque vectoring) and an electronically controlled rear-axle differential lock.

This delivers drive torque primarily to the rear axle, with varying levels diverted to the front wheels as required.

Off-road mode, activated at speeds up to

Porsche Macan A True-Blue Blood

By Jude Gaya It was Serendipitous that we were driving Porsche’s new Macan (pronounced ma-kahn) on the African media launch in July just as Porsche South Africa was clinching the deal to buy the Kyalami racetrack. As we stopped at a driver change point, Porsche CEO Toby Venter, who personally hosted us at the Macan driving event in the Western Cape while one of his representatives was attending the Kyalami auction in Johannesburg, stepped out of his car and told us with a broad grin that he’d just become the proud owner of SA’s most iconic race circuit.

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he news saw motoring enthusiasts across the country breathe a sigh of relief. Venter confirmed it will continue to be operated as a racetrack rather than turned into a townhouse development, as had been feared if a bean-counter rather than a petrolhead bought the property. Toby’s

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definitely the latter; he doesn’t just sell Porsches but races them too.

The Kyalami news almost, but not quite, overshadowed the reason we were in the Western Cape: to drive Porsche’s new mid-sized SUV. It is, in so many ways, a true Porsche - distinctive, not particularly pretty, but extraordinarily com-

petent thanks to potent engines and a state-of-theart running gear. In other words, a car to be driven, rather than admired and fussed over.

Stuttgart’s eagerly awaited Macan mid-sized SUV was launched in Africa in a three-variant lineup, each with all-wheel drive and Porsche’s signature seven-speed PDK double-clutch transmission and paddle shift, and each available with a choice of three suspension setups.

Your basic - if any Porsche since the 550 could be thus termed, Macan S comes with a 3.0litre BiTurbo petrol V6 delivering 250kW at 6500 revs and 460Nm from 1450-5000rpm, sufficient for 0-100km/h in 5.4 seconds - 5.2 with the optional Sport Chrono package, and 254km/h flat out.

The range-topping Turbo S has a 3.6-litre long-stroke version that’s good for 294kW at 6000 revs and 550Nm from 1350-4500rpm, disposing of the 0-100 sprint in 4.8 seconds - 4.6 when Sport Chrono’ed, and reaching 266km/h at full tilt.

80km/h at the press of a button, adapts the all-wheel drive system and transmission for maximum grip in slippery conditions. It’s a rear-biased system, and its understeer-minimising effect was brought to light in how early you could boot the throttle out of tight corners.

The two petrol engines also have an uprated

idle-stop function that switches off as soon as the car’s speed drops below 2km/h - even with active cruise control engaged - and starts up again as soon as the brake or accelerator is pressed.

And when you’re out on the open road, lifting your foot off the loud pedal completely will shift the transmission into neutral, so the car can coast with the engine idling until, once again, you touch the brake or accelerator. Economical drivers will love this.

Between them, says Porsche, these two functions can save as much as a litre of petrol per 100km, contributing to the quoted figures of 8.7 litres per 100km for the S and 8.9 for the Turbo, while the Diesel gets by on a claimed 6.9 litres per 100km.

RIDE QUALITY Suspension is by aluminium five-arm wishbone in front and trapezoidal-wishbone at the rear. The range-topping Macan Turbo comes with Porsche Active Suspension Management (PASM) which automatically stiffens or softens the dampers to suit driving conditions. It’s on option on the other two, while any of the three can be ordered with an extra-cost height-adjustable air suspension - which Porsche claims as a first for the segment, which lifts the vehicle to a maximum ground clearance of 230mm.

Even though it has the elevated ride height of an SUV, the mid-sized Macan - which competes against the likes of the Audi Q5 and BMW X3 although it’s considerably pricier - has been engineered to ride MOTOR OCTOBER 2014

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EDITOR’S CHOICE

and handle like a bona fide Porsche.

Just before Venter delivered Kyalami good news, we’d driven the Macan through some curvy mountain roads including the famous Franschhoek pass, where it had displayed some very un-SUV-like handling manners. When I threw it through some spaghetti-like mountain-pass twists the vehicle resolutely failed to feel soggy or clumsy. Nope, these were sharp and sportscarlike responses, with the taut chassis, meaty steering, and tangibly solid feel of Porsche renown. The Macan was definitely honed by engineers who, like Venter, are clearly of the petrolheaded persuasion. Driver satisfaction is clearly the top priority here - but packaged in a roomy vehicle with a 500-litre boot and the ability to make off-tar excursions.

The minimal body roll, I was pleased to see, was accompanied by a comfortable ride. Porsche has resisted the temptation to fit its sports SUV with ultra-lowprofile tyres, and 18s” and 19s” are fitted standard across the three-model range - although up to 21” in size are optionally available if you wish to more intently feel the ripples over manhole covers.

FINAL WORD The passenger quarters of the 4.7 metre long Macan aren’t as roomy as in big brother Cayenne, which is 117mm longer, but there’s still plenty of practicality on offer here. The cabin’s spacious enough for four adults, and the luggage compartment extends to a spacious 1500 litres with the rear seats folded.

The cabin’s trimmed in the brand’s typically solid and business-like execution with sporting flair kept subtle, but a big rev counter as per Porsche dictum takes the traditional centre spot in the instrument panel. Externally, the broad “shoulders” and distinctive roofline and headlamps give the Macan a family connection to its Porsche stablemates.

MODEL RANGE  Macan S diesel  Macan S  Macan Turbo Locally, the Porsche brand is sold and serviced by Porsche Centre Nairobi located at the Sameer Business Park along Mombasa Road in Nairobi County. Feel free to visit them to query about your desired model. You can order any Porsche built to your own personal needs and wants. As of time of press, the all-new Porsche Macan had just been locally launched amid the presence of potential clients and a small media fraternity. Prices range from Ksh. 9.3 Million. Look out for more about the Macan and its other Porsche siblings in upcoming Monthly Motor issues.

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Santiusae HOT HATCH demrae

Hyundai I20 A Bolder Hatch For Africa

By Kate Reddy Influenced by the brand’s ‘Fluidic Sculpture 2.0’ design philosophy, Hyundai Motor has unveiled first images of the all-new generation i20, ahead of its world debut at the 2014 Paris Motor Show. Just like the first-generation Hyundai i20, the all-new one that you see here was penned at Hyundai’s European Design Centre in Rüsselsheim, Germany - which is also home to Opel.

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W

ith the launch of its latest model, Hyundai Motor is continuing its successful presence in Europe’s B-segment, highlighted by almost one million sales since 2002. The popularity of the original i20 has made it one of the company’s best-selling cars in the region. The key aims of the new model are to open Hyundai to an even wider audience, further develop perceptions of the brand, and confirm Hyundai’s position as a truly European

automaker.

Three key attributes in particular underline how the all-new i20 meets the needs of European consumers: class-leading interior space, a host of high-technology and comfort-enhancing features, and distinctive, refined design.

Yet while the original i20 kept things fairly conservative, the second-generation has been infused with more European design flavour. This is easily observed by its swept-back headlights, huge lower grille and those gloss-finished blackened C-pillars that create a Citroën-like ‘floating roof ’ effect.

Hyundai’s European design team has created a bold front aesthetic. The above mentioned upright chrome-framed hexagonal grille has been lowered for design and engineering purposes. A thin, horizontal grille connects the front headlamp clusters, which include bi-function projection headlamps, LED daytime running lights and LED positioning lamps. A lower grille houses the front fog lamps, and emphasises the powerful stance of the car.

The 4035 mm long bodyshell incorporates a single feature-line running the length of the vehicle, sculptured undercuts of the body panels, and a

MOTOR OCTOBER 2014

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HOT HATCH

waistline moulding at the base of the door. At the rear, the all-new i20 features lamp clusters that wrap around the rear wing into the boot lid and feature a ‘boomerang’-shaped LED design. Further features add to the refinement and convenience of the allnew i20, including an integrated rear-view camera.

Based on a new platform, this B-segment hatch is not only bolder than its predecessor but also willing to back up its claims. Hyundai has stretched the wheelbase by 45mm to 2570mm - providing customers with one of the most spacious cabins in the segment. Efficient packaging has created a passenger compartment that can comfortably seat five adults. Combined front and rear legroom is best in class at 1892 mm. Boot capacity is also segment-

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leading - 320 litres when the rear seats are upright.

As of time of press, Hyundai has yet to release interior pictures, but does promise it’ll fill the cabin with natural light and fresh air thanks to a unique-inclass panoramic sunroof that can tilt and fully-open.

There’s also no word on the engine line-up, although it’s unlikely to differ much from the current range that includes 64kW 1.2- and 73kW 1.4 petrol options and a 66kW 1.4-litre turbodiesel. As aforementioned, the all-new i20 makes its first public appearance at the Paris Motor Show this month and our Hyundai contact tells us that it should arrive on African shores during the first quarter of 2015.

Whether it’ll make it to the local showroom is best left to hope.

Santiusae 4X4 UPGRADE demrae

Land Rover Freelander XS - More Than Just Looks

By Kate Reddy

Land Rover’s new limitededition Freelander XS and we do mean limited, lacks the heavy-duty ironwork and garish graphics of some recent limited-edition off-roader.

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Freelander XS is distinguished by LED signature to its halogen headlights and dark grey grille.

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ut this doesn’t mean it isn’t special.

All you will see on the outside is a distinctive LED signature to its halogen headlights, dark grey grille, side vents and exclusive 17” alloys, complemented by body door handles, mirror housings, rear bumper and door sills, and discreet XS badges.

Inside, however, it’s a different story. Here you’ll find a leather-trimmed steering wheel, a USB port for multimedia connectivity, electrically adjustable seats with partial leather trim and fold-down armrests in front, as well as a central armrest with integrated storage and cup-holders for rear-seat occupants.

UPGRADE PACK For those who want to go further, there’s an upgrade pack comprising a 320 Watt, 11-speaker Meridian audio system, Bluetooth phone interface and Extended Navigation that maps every nyama choma joint between Nairobi, Kenya and Capetown, South Africa.

The Land Rover Freelander XS is available with a 140kW/420Nm, 2.2-litre SD4 turbodiesel and sixspeed sequential automatic transmission. At Ksh. 5,126,000, including a 5-year or 100,000km warranty, the upgrade pack costs an extra Ksh. 230,000.

MOTOR OCTOBER 2014

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YOUR CROSSOVER

KIA Sorento - Muscular And Mature In Appearance

By Jude Gaya First photos of the all-new Kia Sorento confirm that the third generation of the popular SUV features a more muscular, striking and more mature appearance, with bold, swept back styling and sophisticated surface detailing. The exterior styling was led by Kia’s Namyang design studio in Korea, with significant levels of input from the brand’s Frankfurt and California design studios.

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onger, lower and wider, with an extended wheelbase, the all-new Kia Sorento builds on the success of its lineage, delivering a premium look and feel, with more space and numerous innovative features. The new look is an evolution of the current vehicle. It incorporates fresh visual elements inspired by the Kia Cross GT concept that debuted at the 2013 Chicago Auto Show, carrying over the long bonnet and the distinctive treatment of the wide D-pillars from the previous generation.

The front features a larger, more upright ‘tiger nose’ grille, with a distinctive three-dimensional

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diamond pattern, and long, swept back headlamps. The lower roofline, higher beltline and more muscular, rounded shoulders at the rear give the car a dramatic appearance. The sleeker look is enhanced by an increase in length to 4,780mm and a 15mm reduction in height, down to 1,685mm. The 80mm longer wheelbase, now measuring 2,780mm, ensures more passenger space in all three seat rows.

Soon-Nam Lee, Vice President of Overseas Marketing, Kia Motors Corp., says, “While we have retained the name based on the tremendous success of the outgoing model, the all-new Sorento from Kia has been completely redesigned and re-engineered,

and promises to surprise customers with its thoroughly updated styling, a host of new convenience and safety technologies, as well as enhanced space, driving comfort and handling response.”

The all-new Kia Sorento was showcased in Korea in late August and as of time of press, it was scheduled to make its European premiere at the 2014 Paris Motor Show. African then Kenyan launches are slated for the first- and second-quarter of next year respectively. Locally, Kia franchise holder, Marshalls, opted to remain silent as they still had stock of the current model, and do not intend to cannibalize their own brand.

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YOUR CROSSOVER

Model Tested: Mercedes-Benz GLA 200 CDI “What is it?” This seemed to be the most common question I was asked when testing Mercedes-Benz’s new baby SUV, the GLA. There was also some mixed reactions following from family and friends alike on its styling and general demeanour. It’s a valid question though, and I reckon there are two answers, or two approaches really, to the GLA.

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he first stems around what I reckon the Stuttgart based brand intended with its latest creation. Sure, it’s based on the same platform as its stable mates the A and CLA ranges, sharing 65 percent of the same parts. However, worth remembering here is that this SUV is made by a car-

maker with some serious off-road experience - be it the extreme Unimog, the hard-core Gelandewagen - better known to us as the G-Class, or the capable ML and GL ranges.

Granted, the approach with the GLA has been subtler. But for buyers willing to spec the vehicle with an off-road bias it can be more than a capable

pavement hopper. To most the GLA may look like an A-Class on stilts. But two models in the price guide - 220 CDi and 250, offer 4Matic all-wheel drive with variable torque distribution, along with the option of an off-road suspension which offers 200mm of ground clearance.

Mercedes-Benz GLA More Than A Pavement Hopper

By Jay Suave

GOING THE EXTRA MILE I drove these respectable bundu-bashers at the GLA’s world launch a few months ago, and they proved a steelier alternative to competitor soft-roaders like BMW’s X1 and Audi’s Q3. Here the GLA scurried through a fairly tough off-road course, with the additional ground clearance allowing for effective straddling over obstacles. In addition, the 4Matic set-up ensured traction was fed to all four corners.

Mercedes-Benz really has gone the extra mile in the segment here. The stability programme is tuned for correction on different surfaces. The Downhill Speed Regulator - with adjustable speeds, easily lowers the Mercedes-Benz GLA through the odd canyon or two. The off-road driving mode creates a low-range response to throttle inputs. All while the optional off-road display keeps the driver in tune with steering and roll angles.

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MOTOR OCTOBER 2014

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YOUR CROSSOVER

Then there’s the second approach, in the form of the more generic GLA which is on test here.

Take away all the raised-this and 4Matic-that, and just like the VW CrossPolo and Renault Sandero Stepway, you’re left with a vehicle with dusty intentions but packing none of the hardware necessary to really get down and dirty.

Sure, all GLAs roll off the showroom floor with weekend-warrior gravel-kicking titbits including an under-guard at the front, grey cladding all-round, roof-trim strips - roof rails are optional, and side panels which Merc reckons are meant to look like excavator’s teeth.

But get behind the wheel and you would be forgiven for thinking you were piloting just another regular A-Class model. Our Mercedes-Benz GLA 200 CDI took it a step further - perhaps it’s a case of A-Class sibling rivalry. It had the optional AMG-line lowered suspension treatment - there are three GLA

suspensions on offer. Comfort is standard, AMG firms up spring and dampers and lowers the GLA by 15mm, while off-road offers the most ground clearance. Now, while dropping the GLA may sound like a good idea, the look didn’t really suit this car’s butch wheel arches, or its bulky 235/50/18 tyre size for that matter.

Piloting the GLA was a familiar experience, in that it felt quite similar in ride and handling to the A-Class cars I’ve driven so far. The turbodiesel powertrain is a familiar one, with the 100kW output at times a little sluggish off the line. Although, the 300Nm grunt fed through the front wheels nicely when the occasional truck or matatu needs passing.

I’ve always preached the cause for auto transmissions paired to turbodiesel powertrains, and the GLA 200 CDI is no different. The 7-speeder dual-clutch gearbox takes the legwork, literally, out of the daily commute, and is more than efficient at campaigning the merits of the energetic powertrain.

I thought the 7.8l/100km consumption was acceptable too.

The Mercedes-Benz GLA’s cabin is luxurious and virtually identical to the A’s - but we did pick up two build-quality issues in our test unit. At highway speeds there was a fair amount of wind noise creeping in from the B-pillar area, and there seemed to be

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OCTOBER 2014

a constant rattle coming from the front passenger door area. Another criticism is there’s no spare wheel offered in the range, with run-flats an extracost option. The former, I simply blamed on the fact these were pre-launch test units. Mercedes-Benz is known for ironing out kinks before shipping to dealerships and thereafter consumers. The latter is just something we would all have to live with.

What I did like was the Traffic Management Channel (TMC), which since last June is standard tech in all Mercs when you order satellite navigation.

It works off its own radio frequency, connects to the Altech-Netstar network, which monitors traffic flow through various towers. It will continuously find and redirect you to the quickest traffic-free routes. It may sound gimmicky, but I must say that it worked well during the launch. I wonder when we’ll be able to use this feature in Kenya, it would definitely reduce the copious amounts of time we spend in traffic.

VERDICT The option is yours, really. You can go this pavement-hopping route, which negates the point of the GLA if you ask me. Or you can get a “real” GLA, with some off-road-cred that will happily take you off the beaten path into rougher territory. The

Mercedes-Benz franchise is represented in Kenya

by CFAO DT Dobie, located along Lusaka Road, in Industrial Area of Nairobi County. As of time of press, international rates poised the Mercedes-Benz GLA 200 CDI auto to cost about Ksh. 4,524,000, and that’s before you start ticking any option boxes.

Local prices will be announced at the launch expected to be later this year.

FACTS Mercedes-Benz GLA 200 CDI  Engine: 2143cc, four-cylinder turbodiesel  Gearbox: Seven-speed automatic  Power: 100kW @ 3400-4000rpm  Torque: 300Nm @ 1400-3000rpm  0-100km/h (claimed): 9.9 seconds  Top speed (claimed): 205km/h  Consumption (claimed): 4.5 litres per 100km  Price: Ksh. 4,524,000 ALTERNATIVES  Audi Q3 2.0 TDI SE (103kW/320Nm) - Ksh. 5,100,000  BMW X1 sDrive20d (135kW/380Nm) - Ksh. 5,280,000  Volvo V40 Cross D3 (110kW/350Nm) - Ksh. 4,950,000 MOTOR OCTOBER 2014

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SALOON PREVIEW

Audi A7 - Spa Treatment

By Dave Carlprit

It’s not that Audi’s socalled ‘five-door coupe’ really needed much time in the beauty parlour. Thing is, the A7 has been around for four years now and few carmakers can resist the nip and tuck itch for much longer than that.

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hile the sloping fastback side profile remains unaltered and rear end changes are on the subtle side, Audi’s stylists did redesign the headlights, grille and front bumper. LED lights are now standard and those seeking the snazziest form of illumination can opt for Audi’s new Matrix LED headlights, which allow permanent high-beam lighting on rural roads.

That’s enough cosmetics for now, the A7 range has also come in for some engine tinkering and the most promising upgrade occurs beneath the S7’s bonnet, where its four-litre turbopetrol V8 has been boosted from 309kW to 331kW and uses innovative COD (cylinder on demand) technology. No word yet on the RS7, which produces 412kW in its cur-

rent guise.

On the diesel front, Audi has upgraded its 3.0litre TDI ‘clean’ diesel, which remains available with three output levels: 160kW, 200kW and, in twinturbo form, 235kW - up from 150, 180 and 230kW respectively.

The chassis, too, combines sporty precision with high comfort. The new Audi A7 Sportback features wheels with diameters ranging from 17 to 21 inches. Some engine configurations are equipped with new lightweight brakes. The power steering system features an electromechanical drive for high efficiency.

The body of the new Audi A7 Sportback consists primarily of aluminium and high-tech steel

grades. It is extraordinarily lightweight and designed for maximum comfort in terms of noise. The cargo space under the long, electrically driven boot lid has a base capacity of 535 litres. When the rear seat backs are folded down it grows to 1,390 litres.

We’re also pleased to announce that the Multitronic gearbox disappears from front-wheel drive versions. Thus, now all models (FWD and AWD Quattro) are fitted with a seven speed dualclutch S Tronic, except for the twin-turbo diesel that instead sports an eight-speed Tiptronic autobox.

On the suspension front, the A7 range offers a choice between two steel sports suspension designs and an adaptive air suspension system - a firmer version of the latter is standard on the S7.

Audi has left the basic design of the cabin untouched, but there is added bling in the form of a new selection of seat colours, with five options offered. The sporty style of the exterior is echoed in the car’s interior. The dominant element is the horizontal line surrounding the driver and passenger. The dashboard gives an impression of lightness and elegance.

New interior materials also add some spice to the mix, including Audi’s layered aluminium/ Beaufort walnut inlay and Valcona leather, which are impressive for their finish. Various infotainment systems can be ordered. The standard MMI radio operating system can be supplemented as an option with a head-up display that projects all important information onto the windshield. The top dog being MMI navigation plus with MMI touch, utilizes the latest generation of the modular infotainment system; its highlight is a powerful graphics processor from Audi’s partner Nvidia. Touchpad control lets

the driver scroll and zoom while in lists and maps.

The perfect supplement to MMI Navigation plus is Audi connect, which links the five-door coupe with the Internet via the LTE high-speed data transmission standard. The Audi phone box connects the driver’s cellphone, better yet, smartphone to the car antenna for improved reception. The top of the hi-fi line is the Bang & Olufsen Advanced Sound System.

The assistance systems - including adaptive cruise control with stop & go function, the further improved night vision assistant and the Audi pre sense safety system - are also state of the art. Audi side assist and Audi active lane assist work closely together to make lane changes even safer.

LAST WORD The new A7 Sportback combines the emotional appeal and sportiness of a coupe with the comfort of a sedan and the functional benefits of an Avant.

This ‘five-door coupe’ is confident and relaxed to drive. The front seats can be optionally equipped with ventilation and massage functions, and there are four seat versions to choose from.

Back when the A7 Sportback first debuted in 2010, Audi was already setting new standards in automotive design, embracing an athletic aesthetic and elegance in grand style. Its long engine bonnet, sporty flowing C-pillars and the sharply dropping rear end create a dynamic overall impression. The revised version of the five-door model, measuring 4.97 meters in length, now has additional striking, sporty features.

Expect to see Audi’s imposing Sportback on African roads early in 2015.

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Old Mercs. Ask any car enthusiast what his or her carrestoration bucket list looks like and, alongside the very-rare and unusual, I’ve no doubt you’ll find the odd Benz or two.

I’ve for years had the itch to bring an old 450 SLC back to its former glory, but certainly wouldn’t turn my nose up to an immaculate W123 230E as a daily drive. Of course, should Lady Luck really shine on me, a pristine Gullwing or Pagoda is the silver lining on any car-dreamer’s dark cloud.

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he point here is that older Mercs have a certain romance and desirability about them. This is something, in my opinion anyway, that seems to have faded away as newer, plastickier and run-of-the-mill model-generations have filtered through the carmaker’s line-up. It’s like the sausagefactory approach killed a golden era. Until now…

CREATIVE STREAK Stand in a Merc showroom these days and you’ll be hard-pressed to ignore the streak of creativity flowing through the veins of the brand. Virtually

the entire line-up is brand-new, with ranges like the A, CLA and GLA raising the eyebrows of the younger set, and the new S-Class a technological limo-piece. Meeting somewhere in-between is the new C-Class, which for the first time - in a long time - makes me believe that since the W123 range there’s finally a family saloon range that one day, someone will look to preserve.

At the outset it must be said that the W205 (the codename for the new C) is more than just a new offering. The technology and final product feels more like a two-generation jump than single-generation progress. Instead of creating a new C-Class,

manure pedigree of the beast - it tends to get a bit buzzy at higher revs. Buyers should be okay with the 9.7l/100km consumption we got, too.

Ride quality in the daily grind is top notch, with that ensconced cabin alienating you nicely from the hustle and bustle of planet Nairobi. There’s optional air suspension - another trick from you-knowwhich-range, for uber-waftability.

it’s clear the engineers in Stuttgart opted for a baby S-Class instead. Everything from the C’s styling to technology palate mimics its stately elder.

FIRST CLASS CABIN Before even turning the key, you’re forced to take a second look at the level of accoutrements in the spacious cabin. Where the previous car had a bit of a Hotpoint store appliance feel to it, the new car is High-Street all the way. Touch anything, and I do mean anything, and you get that definite tactile feel of quality.

Scroll through the menus and there’s a subtle electronic click to every movement. Prod the electric window buttons and they return a cushioned feel.

Glide your finger over the new touchpad and it’s like touching glass. Turn the rotary dial and it clicks mechanically with the precision of a Swiss watch.

You picking up what I’m putting down?

Then there’s the electronic gadgetry, some of which I’ve no doubt costs extra but are certainly cool-to-haves. Trinkets straight out of the S-Class include the fancy perfume factory, which lives in

Mercedes-Benz C-Class Uber-Waftability

By Jude Gaya

VERDICT You have to feel for the product planners at BMW and Audi. It’s a game of roulette, with the carmaker bringing out the latest product in the segment usually getting the limelight. The new C-Class is a little different, though. It’s a game-changer, taking quality and refinement - versus the 3 Series and A4 - to a whole new level. Yup, the W205 is a keeper.

the cubbyhole and will keep Aunty Lucy’s pungent fish curry at bay. While the three-colour ambient lighting system paired to crystal-clear Burmesterspec sound, should impress aunties of the younger varietal.

The interior’s sloping centre console is a work of art. While the touchpad, which was introduced in the C and will be next seen in the S-Class Coupé, is quite nifty too - allowing for quick swipes through menus like you would on your smartphone. But the deal-sealers here are the graphics used within the various menus, with shadow vehicle illustrations moving in the backgrounds, and fonts and colours - again, from the S-Class, splashed across most selections.

And did I mention the little Karl Benz signature on every C-Class windscreen? Nice. The old keyfob, that’s been used in generations of Mercs now?

Not so much.

ligan side. And haute - as in haute couture or high fashion, is what this mid-sized saloon’s all about. We strapped in a Velocity Box Testing System, though, and frog-marched it to our high-altitude test facility, where it quietly returned a 7.6 second 0-100km/h sprint time. This is decent pace, but if truth be told the C200 is much more comfortable with the driver alternating between the Eco and Comfort modes within its standard Agility Select system, than coercing it into hot laps.

The Agility tech here offers mild-and-meek to hot-and-bothered driver modes - which duly adjust steering, throttle and gearshift behaviour. It’s in the softer modes that the engine matches the mink-and-

FACTS Mercedes-Benz C200 Auto  Engine: 2-litre, four-cylinder turbopetrol  Gearbox: Seven-speed automatic  Power: 135kW @ 5500rpm  Torque: 300Nm @ 1200-4000rpm  0-100km/h (tested): 7.6 seconds  Top speed (claimed): 235km/h  Consumption (claimed): 5.6 litres per 100km  Price: Ksh. 4,800,000 ALTERNATIVES  Audi A4 1.8T SE (125kW/320Nm)  BMW 320i AT (135kW/270Nm)  Volvo S60 T5 Excel (180kW/350Nm)

GUTSY TURBO On test here is the 2-litre turbocharged C200 auto - Ksh. 4,800,000 before you tackle the options list, which pushes 135kW and 300Nm through rear rubber, and is the first Merc I’ve tested in years where the badge actually matches the engine’s cubic capacity. On this point, it’s interesting that the 200 badge in the A, CLA and GLA ranges equates to 1.6-litre turbos - while in the new C-Class it’s the 2-litre - in detuned state, from the C250.

It’s a reasonably gutsy engine, but prefers, shall we say, moderation to mayhem. This should fit well into the persona of the C200 buyer, whom I reckon would be looking more to this car’s haute than hoo-

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Santiusae FIRST DRIVEdemrae

Subaru Forester

Realigning Dreams

By Jay Suave

What better place to drive the Subaru Forester than on upcountry roads and dirt tracks. In other words, untold acres of pristine deciduous plain forest. While the Forester would be equally at ease in a mall parking lot, there is no question that it is capable of reaching those remote cabins not locatable on GoogleMaps, or a rocky mountain pass with your camping gear secured to your roof rack.

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ut Subaru also has a bit of a mature, in-denial wild child in the Subaru Forester XT, and the Thika SuperHighway from Nairobi to various spots in the central counties of Kenya proved to be an able companion on the winding, scenic routes.

The event started quite early with our arrival at Capital Centre on Mombasa Road, at which point we were immediately handed the key to one such Forester XT. After being stifled at red light after red light - read policeman after policeman, buried

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between a plethora of trucks loaded with consignments, and numbed by the ease of use of the Forester itself, I could have taken a nap if I’d had a co-driver willing to take over. In fact, a colleague did manage to take a nap in the Forester during one portion of the drive, speaking well of its quiet interior and smooth ride.

After clearing the CBD however, the road did start to improve, and before reaching the midway point before our first sleepover - Thika, I had a chance to stop and take in some of the fresh majestic pineapples at Delmonte. What does that have to do

with the Forester? Umm… they’re from a pineapple forest. Anyhow, local tourist and liquid breaks completed, I darted back onto the road and once outside of Thika, the road was now entirely free of traffic lights, traffic and beginning to be blessed with Forester driving tarmac.

The newly redefined XT has exclusive suspension tuning, CVT programming, and styling in addition to the turbocharged 2.0-litre boxer-four.

Whereas the previous generation 2.5XT was just a straight engine upgrade and hood scoop. The hood scoop, alas, is no more. The new XT drops half a

litre in displacement (from 2.5 to 2.0), but gains 26hp and 32lb-ft. This is largely courtesy of Subarudeveloped direct injection - not to be confused with the Toyota-derived D4S system in use on the BRZ. Power totals amount to 250hp at 5,600 rpm and 258lb-ft of torque from 2,000–4,800 rpm, and out on the road it is very civil for a small-displacement turbo under normal use, but with the potential to make it scream if you wind it up, an interesting dual character for a family-friendly crossover.

Believe it or not, another ally in the XT’s performance arsenal is its continuously variable transmission (CVT). While in and of itself, a CVT doesn’t put the driving experience at the forefront, Subaru’s XT models feature a high-torque CVT and SI-Drive.

This allows you to drive in Normal CVT mode, upgrade to Sport mode, in which the CVT simulates six stepped ratios and increases use of higher

engine speeds for sporty driving. Sport# (Sport Sharp) mode is also available. This offers eight ratios that the electronic brain will manage, and manage aggressively. In any mode, you can slot the shifter over and use paddle shifters to play around with ‘gear’ selection, or simply tap one of the paddles if you just want to temporarily grab a lower ratio. It will return to automatic mode after a brief period.

Normally I find little reason to use this feature in my daily routine, but on a road like this, the transitions from sweeping curves to long straights to steep climbs, sharp turns and blind off-camber drops simply begged for selection of the lowest gear possible, and I obliged. If it sounds a bit like a racetrack, well, you’re getting the right picture. This was easily more interesting to drive than any racetrack.

For a while, I tried to keep up with an area local - who happened to be in a competitive SUV, who

obviously knew the road well. This required flexing every one of the eight simulated ratios - okay, mainly two, three, and four, the sharper throttle response of S#, tapping into all 258lb-ft of torque when climbing the steep inclines, and reaching peak horsepower on a couple longer straights. This engine can pull its weight and the Forester XT’s with absolute mastery, although if you’re towing anything substantial, it is tow rated only to 680kg (in 2.5i or 2.0XT trim), a figure Subaru’s research finds fulfils most of its customers’ needs.

While the drive was a joy, and surprising for a practical family vehicle like this, it left me desperately wanting to return here in a BRZ. This would have eliminated the body lean inherent in a tall SUV like this - even with the sportier suspension and 18-inch wheels, and offered another level of connection through steering and chassis feedback. Even a WRX, with its numb, disconnected steering, but excellent balance, better power and lower weight would have been a revelation to hoon through these passes.

After exorcising my urges to drive like Colin McRae, and realizing I was missing the chance to slow down and appreciate some of Kenya’s finest panoramas, and at sunset no less, I did just that, slowed down and enjoyed the view. While fun to push hard, this is not the Forester’s purpose, although if an SUV is on the menu, only a couple others would surpass it in this capacity - Tiguan R-Line, anyone?.

No, the purpose of this vehicle is to be the best balanced SUV - capability and practicality wise, not weight distribution, in a highly competitive segment and to offer the best value for those looking to go anywhere and do anything. Perhaps more than any other brand, Subaru owners live the lifestyle we see in the ads for every other SUV. Okay, maybe that is just blatant biased preconception on my part, but I definitely see a disproportionate number of tents, bikes and unidentifiable outdoorsy gear racked up on the tailgates and roofs of Subarus.

Now, forgive me if it sounds like I drank some of the Subaru virgin cocktails served up on the event, but Forester Project General Manager Takuji Dai targeted four key areas of improvement for this generation. They included enhance strength of product by improving safety, technology, AWD system, and user friendliness, improve on weak points like fuel economy, outdated transmission, and rear seat space, offer high end options like power tailgate, premium audio, and advanced infotainment interface and finally apply direct injection to the 2.0-litre turbo for better power and fuel efficiency. Check, check, check, check.

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FIRST DRIVE

weather or far milder routes to the cottage. This is quite a departure from its boxy AWD wagon roots of the first two generations of the Forester, but the third generation proved this to be a successful formula, and this fourth generation is simply building on that success.

But for those that care, yes, this is a capable off-roader. Consumers definitely like this direction as Subaru saw about 50 percent growth globally of third-generation Foresters compared to previous generations. While this fourth generation is nowhere near the dramatic departure, it is full of incremental improvements in engineering and packaging. The body is stiffer, the interior is larger the back seat in particular more spacious, without a significant increase in dimensions, and the interior quality and refinement are greatly improved.

I think we’ve established that direct injection offers impressive power, and the Foresters fuel consumption rating is 8.9 litres/100km city and 7.2 on the highway, but not if you drive like I was. On this brief route, I saw over 12. Most impressive about this DI turbo is that it beats the base manual-transmission 2.5-litre horizontally opposed four-cylinder for highway fuel economy and almost matches it in city driving. The naturally aspirated 2.5L makes 170hp at 5,600 rpm and 174lb-ft of torque at 4,100 rpm, within range of key competitors like the CR-V, RAV4 and CX-5.

The base 2.5L feels easily as strong as the CR-V because of its superior torque, and not far off the CX-5’s new SkyActiv 2.5. The six-speed manual transmission is available in similarly limited fashion to the CX-5, with only the base engine in 2.5i and Touring Package trims. It is a functional shifter, though I had a couple ‘moments’ trying to get into second gear, and the clutch is light and easy enough to modulate. But for efficiency, the CVT is the way

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to go, because even if it is a bit whiney, it drops the fuel consumption estimates from 9.5/7.0 with the manual to 8.3/6.2, and does not feel inadequate getting the Forester up to speed. The 2.5 with CVT is on par with many FWD compact SUVs in efficiency and performance, and beats most other AWD SUVs in this segment, an impressive role reversal for a brand that often lagged far behind others in fuel consumption because of its commitment to AWD (All-Wheel Drive).

The event organisers took over a behind-schedule golf course development with some light trails, a steep descent, and a set of rollers on a mild incline to demonstrate the functions of X-Mode and the Forester’s overall capability. Subaru is aiming for best-in-class off-road ability, which probably won’t be hard to claim from the other soft-roaders in segment. Although there will be some people that appreciate the ruggedness of this SUV and its 220 mm of ground clearance, most owners would likely be satisfied with steady AWD to counter inclement

VERDICT In all the ways that see daily use, the Forester offers many improvements. Riding comfortably and quietly with high quality interior materials while maintaining its signature excellent outward visibility and improving access to the rear seats by adjusting the door opening. It also looks upmarket with options like a power tailgate, back-up camera, Eyesight preventive safety suite, 440-watt eight-speaker Harman/Kardon stereo - What? A good stereo in a Subaru? About time…, and a fully integrated infotainment system with navigation though this interface still needs some user interface improvements.

Subaru doesn’t rely on trendy styling or heavy discounts to move inventory, they simply build a well conceived, quality product, and maybe trot out some funny commercials - globally that is. I don’t know if a Kenyan rendition of sumo wrestlers or a split personality urban/adventure guy will ever see print or screen, but franchise holder - Subaru Kenya, definitely need something in store with competition heating up. Like so many vehicles in this segment, there isn’t much in the way of spectacular or awe-inspiring performance or design in the new Subaru Forester. However, it shows a mastery of the compact crossover with competitive interior space, quality and functionality, a range of performance and convenience options, and now fuel consumption that should match or come close to anything in the segment while maintaining its leadership and reputation of offering the best AWD system. This is a great vehicle for real life, the daily grind, and any adventures you can find along the way or well off the beaten path.

Santiusae demrae DEBUT

Land Rover Discovery Sport A Virgin Discovered

By Jude Gaya Land Rover has truly committed itself to splitting its model range. Range Rover is the premium/luxury label, Discovery is of the leisure variety and dual purpose which is poised to replace the Defender very soon is the brutish off-road sort. I write this to explore the leisure side of this Tata-owned, proudly-British and globally-recognized marque.

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he Land Rover Discovery is being completely reinvented as a whole ‘family’ of SUV models and the first to break cover is called the Discovery Sport. The Discovery Sport replaces the Freelander and it is smaller than the current Discovery, which will continue to be sold alongside the new model until its own replacement arrives further down the line.

Practicality The Sport takes most of its design inspiration from the recent Discovery Vision Concept and the front and rear ends remain faithful to the design language originally introduced by the Range Rover Evoque. But the Discovery Sport will be positioned as a more rational alternative to the latter.

Land Rover describes this new baby as “the world’s most versatile and capable premium compact SUV” and its practicality should be a big selling point, with the new Landy offering seating for seven in a ‘5+2’ seating configuration, which basically means space for five adults and two children.

Throw out the idea of seven rugby buddies going for ‘Masaku Sevens’ in this one car. It may be 90mm longer than the Freelander in order to incorporate that 3rd row, but definitely smaller than its outright rivals.

So the ‘little humans’ in the 3rd row don’t get carsick or bored during long trips, air-con and charging ports/sockets are available. It is fair to note that the Discovery Sport does sport one hell of a premium interior coupled with that rising gear selector we love from Jaguar.

On And Off The Beaten Track Its versatility also extends to the terrains upon which it claims to be capable - which should be just about everywhere. Expect it to dish up a comfy ride,

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as Land Rover describes the long-travel suspension as “supple” and there’s also an “innovative” rear axle that claims to make it rewarding to drive on tar.

For bundu bashing, the Sport boasts approach, departure and breakover angles of 25, 31 and 21 degrees respectively as well as the ability to wade through 600mm-deep water and the latest version of Land Rover’s Terrain Response system is on hand to help with traction on not-so-ideal surfaces.

ADVANCED FEATURES Initially the Discovery Sport will be available only with Land Rover’s 140kW 2.2-litre turbodiesel engine, mated to either a six-speed manual or nine-speed automatic gearbox, but the range will be expanded later in 2015 to include a front-wheel drive model with a more efficient eD4 turbodiesel motor. The new engine shall be lighter, quieter, quicker, smaller and crucially much more efficient.

In fact, 80kgs lighter, that’s minus a whole me.

The Discovery Sport is an advanced piece of engineering within its context. It features a lightweight body shell build from a combination of aluminium and high-strength steel and offering a glut of modern features. These include a pedestrian airbag (a first in this class) as well as emergency auto-braking and an eight-inch touch-screen infotainment system.

Win A Trip To Space The Discovery Sport could also send you into outer space, literally. Land Rover is running a world-

wide competition that will allow one lucky winner to take three friends on a trip to space with Virgin Galactic. Back in the real world, the Discovery Sport will hit African showrooms during the first quarter of 2015, following its public reveal at the Paris Motor Show in early October this year. Local franchise holder RMA Motors also expects to receive the all-new Discovery Sport around the same time with maybe a difference of a month after South Africa.

I personally look forward to testing it at the Africa media launch and thereafter on our Chinese applied bitumen and gravel driveways plus take it on an off-road excursion.

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COMPARATIVE TEST DRIVE REVIEW

play. A sport package option is available which adds Tiptronic paddles to the wheel. I see a practical need for this when ‘GK’ chauffeurs might need the available quick-shifts for evasive manoeuvres.

Volkswagen’s greater motivation in switching from the 2.5-litre to this new 1.8T (or TSI as the car is badged) is fuel efficiency and here too the new engine delivers. The updated 2015 figures for the 2.5 show 11 litres/100km city and 8 for the highway.

For the 1.8 the city figure drops to 9.9 and 6.9 for the highway.

During a week of driving split between stop and go urban misery, super-highway cruising and a small bit of upcountry driving, the Passat delivered an overall average of 7.2L/100km. This was during a warm and humid week with the air conditioning running all the time. For highway cruising, I saw averages drop to the mid 6s, which is excellent for a car of this size. Unless, that is, you compare it to another car of exactly the same dimensions - and make, and model, but with a diesel engine, which can better that figure considerably. The 1.8 operates happily on our locally available ‘super’ fuel.

With a 70 litre fuel tank and such miserly

Volkswagen Passat Registered Civil Servant

By Jay Suave

consumption rates, it’s a good thing the Passat is a comfortable place to spend a lot of time. The seats in this Highline trim - I don’t think I’m the only one who thinks ‘Fish Sticks’ when I see that name, are finished in “cornsilk beige” leather with an ultrasuede insert. These not only look quite nice, but also help to grip passengers by the backside in cornering operations despite not having much in the way of lateral bolstering. They’re quite comfortable even for extended durations. Perfect for those motorcade chasing laps.

The rear seat space is absolutely cavernous. The government considers the Passat a midsize car, and if that’s true then a special license must be required to drive whatever it is they consider a large car these days. Legroom, hip room and headroom are all generous in the back of the Passat. Remember, this is the Passat built for ‘Ministers’, and boy it’ll fit them too.

That Fender system is also part of the greater multimedia interface inclusive of the 6.5-inch touchscreen navigation which was not quite as slick looking or functioning as VW’s newer system found in the GTI I drove recently.

The rest of the controls and gauges are pure

Volkswagen, which is to say straightforward, legible and easy to use. The dash materials are soft touch and well assembled, and unlike some recent American- or Asian-branded competitors, the layout is not over styled. This is sure to age better stylistically than some of the gimmicky design work applied elsewhere in the industry and should be appealing to older drivers who will feel immediately at home here.

This brings us to the Passat’s desired market for their big saloon. Where previous generation Passat buyers likely chose VW’s mid-size saloon

The dash materials are soft touch and well assembled, and unlike some recent American- or Asianbranded competitors, the layout is not over styled.

Model Tested - 2014 Volkswagen Passat 1.8T Highline How very European of Volkswagen to sell a great big five-passenger saloon with only a teeny-tiny four-cylinder engine. Well, our then Finance Minister - Now President Uhuru Kenyatta welcomed the effort.

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ith motivation coming from a pocket-sized 1.8-litre, this 2014 Volkswagen Passat tester is decidedly Euro-chic.

Ironically so given that this version of the Passat will never see European roads.

Kenyan highways on the other hand for this cruiser, was a definite.

And while in Europe it’s perfectly excusable to have a minivan, work pick-up or limousine powered by a diesel engine displacing roughly the same volume as a toddler’s sippy-cup, the rest of the world is a hurried bunch and demand their horsepower to have a little giddy-up.

Of course, in Europe and locally, fuel costs are of far greater concern than they are in the Middle

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East and North America so reaching highway speeds within minutes - instead of seconds, is perfectly acceptable, hence the propensity for miniature motivation devices.

All of this is to say that the expectation for Volkswagen’s large saloon powered by an itty-bitty engine was to be underwhelmed at best. Especially since the engine it replaced a while back was greater in size and cylinder count.

A former entry level Passat engine was a 2.5litre inline five dating back to approximately the Mesozoic geological era. It was slow-revving, inefficient and largely unloved by those with a pulse.

It lazily dispensed with 170hp at 5,700 rpm, and revved beyond that, mostly with an unpleasant noise. By comparison, the new 1.8T - the “T” mean-

ing it’s turbocharged, is a zippy thing, revving freely and issuing a much more agreeable 170hp at 6,200 rpm.

Wait… Same power, higher revs to get it? As they say in the underground racing world, “That ain’t right, y’all.” But the fun comes from the torque and there’s more of it, 184lb-ft between 1,500 and 4,750 rpms, and while sensible folk won’t try drag racing Audi R8s with their Passats, this car has absolutely no problem getting up to highway speeds, and even offering up more should you need to execute a passing manoeuvre.

At 120 km/h, the 1.8T is surprisingly smooth and barely breaks a sweat, revving at a very relaxed pace. This is of course thanks largely to the optional six-speed automatic fitted to my press car - a five speed manual is available on order. This automatic is a decent unit with shifts that balance smoothness with crispness. Though there is some reluctance to downshift unless really goaded when left in “D” mode. In “S”, the Passat becomes more willing to MOTOR OCTOBER 2014

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COMPARATIVE TEST DRIVE REVIEW

because of its ability to provide most of the driving experience of the snob-branded sport saloons from Deutschland with tidy proportions and energetic handling, this model is clearly after a larger group in every sense of the word - of the population.

Handling is now competent if not sporting but trades off nicely for a really decent ride quality.

There’s still an underlying tautness to the suspension and an ability to mitigate ungainly rolling while still being able to soften the blow of sharp bumps in typical German car fashion.

The goal of the exterior styling too seems to be simply inoffensive to everyone, rather than wowing anyone. Like the interior, it’s traditional and con-

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servative and will surely age well, but it’s unlikely to make onlookers take out their smartphones to snap a selfie next to it.

Volkswagen’s redesign of the Passat two years ago for the every man - and woman, introduced a really good car with some interesting engine choices. With the new 1.8T, the Passat has become a great car that will appeal not only to the government bean-counters, but also traditional VW-buyers as well. Maybe those Europeans with their little-engine machines have actually been on to something for all those years. Go figure.

Rating (Out of 5)  Overall  Comfort  Performance  Fuel Economy  Interior  Exterior Styling Competitors:

 Honda Accord  Hyundai Sonata  Mazda6  Nissan Almera  Toyota Camry

3 4 3 3.5 3.5 3

COMING SOON

perhaps they’re referring to other SUV strengths.

Such as the ride height and… well, that’s really the only thing that drivers gain in comparison to the Fit. Despite the difference in exterior dimensions, interior dimensions are roughly equivalent between the two models - based on Japanese figures.

Keep in mind the HR-V is being billed as an “Urban SUV”, so outright performance is being traded for better fuel economy and manoeuvrability.

Also, the engine in question here is the new Earth Dreams 1.5-litre in-line 4, which offers 130 hp @ 6,600 rpm and 114 lb-ft @ 4,600 rpm, compared to the 117 hp @ 6,600 rpm and 106 lb-ft @ 4,800 in the current Fit. That is, if Honda keeps the same engine, and we believe they will - the next engine up in terms of output is the 1.8-litre in the Civic, and it’s unlikely that the boost in performance will be justified by the increase in fuel consumption. The Vezel is CVT-only, in FWD and AWD variants. For the

Honda HR-V - Entry Level SUV

By Evan Reddy For nearly two decades, the Honda CR-V has been a compact SUV stalwart. It’s attracted suburban shoppers who brave the occasional downpour to haul a new flat screen, floor lamp and barbeque meats from Nakumatt. Things are about to change. When the HR-V is launched globally at the end of the year, Honda will be taking aim at city-dwellers and young families shopping in the lucrative and very crowded “something bigger than a hatchback” segment.

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he HR-V began life as the “Urban SUV Concept”, revealed at the 2013 Detroit Auto Show. This was followed up by a confirmation at the New York Auto Show in April of this year. It has yet to be shown off “in the paint.” However, it is already available in Japan, under the name Vezel - a play of words on “vehicle” and “bezel”. Until

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more concrete details emerge closer to the official launch of the HR-V, the Japanese Vezel offers the best glimpse of what is to come. We at Monthly Motor believe we might see quite a number of Vezel models rolling on our local roads soon enough due to the very popular used car import market. Back to the main star.

Though based on the Fit platform, Honda slots

the Vezel next to the CR-V. If a visual comparison isn’t enough, the nomenclature makes this association clear. It’s intended as an entry-level SUV, and Japanese marketing materials claims that it “fuses the strength of a SUV with the beauty of a coupe.”

Hmm... Considering that the same engine that powers the Fit is being called on to drive a vehicle that is 100-200 kg heavier - a 12-17 percent difference,

HR-V, however, we’re expecting a six-speed manual in addition to the CVT, similar to the 2015 Fit. In terms of design and styling, the HR-V is a winner by all accounts. It’s got smooth, sculpted curves that give it character without looking too fussy. The rear door handle is built into the pillar beside the window, giving the appearance of a SUVcoupé (soupé?). Motor journalists in Japan noted that though the rear pillars are quite chunky, as tends to be the case these days, sight lines are good due to the angle of the pillar. The taller ride height improves visibility and gives a sense of security, but it’s not so high as to impact ease of entry.

Based on pictures of the Japanese Vezel, the interior design resembles the new North American Civic, simplified to make best use of the cabin space.

Common elements include a touchscreen interface

that’s tilted to face the driver, as well as a tall centre console with deep cup-holders and storage. Nothing is confirmed for the HR-V, but we’re expecting it to resemble the all-new 2015 Fit which as of time of press had launched. Perhaps the biggest differentiating factor for this segment is the rear leg room, which benefits from the “centre tank layout”, which places the fuel tank underneath the front seats. And of course, the Magic Seat system from the Fit makes an appearance here.

On paper, the HR-V fills a logical niche within the Honda vehicle line-up. But it’s wading into treacherous waters with some very strong competition, not the least of which is its own stablemate, the Fit. Its most direct threats are the Ford Escape and Nissan Juke, which are all priced around Ksh. 2,000,000. Once trim levels and options are factored

in, that figure may float dangerously close to some larger crossovers, such as the VW Tiguan, Toyota RAV4, and of course the CR-V. The compact crossover has been described as “a Fit with a lift kit”, and that’s something borne out in the specs. Of course, if automotive purchases were based on numbers alone, everyone would either be driving a Corolla or a Hilux. Although I’ve given short shrift to ride height and overall styling, these two points alone may be enough to sway buyers to the HR-V. After all, a vehicle is something you’re looking at or looking out of. Only time will tell if Honda’s gamble pays off, but even if I’m being flippant, it’s easy enough to market the HR-V as “the SUV that fits your life.”

Honda Nairobi, situated on Mombasa Road, holds the dealership for Honda cars in Kenya.

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I had personally queried and cajoled Jaguar bigwigs during my various jaunts to media launches about the obvious lack of an entry-level car, read machine.

And to my amazement and great birthday gift, they indulged me. Jaguar has finally plunged straight into the heart of the executive car park with its new XE, a brand new saloon that will take on heavy hitters such as the BMW 3 Series and Mercedes-Benz C-Class.

R

evealed in early September to much fanfare at a star-studded event at Earl’s Court in London, the XE is a neatly-chiselled evolution of Jaguar’s latest design themes, in many ways resembling a sharpened, downsized XF. While it might be Jaguar’s ‘little’ saloon, it has absolutely nothing in common with the old X-Type, which many feel cheapened the Jaguar brand. For starters, the XE is not a Ford Mondeo in drag. It’s a blue-blooded Jaguar crafted around an aluminiumintensive monocoque structure and it’s the stiffest and most aerodynamic Jaguar saloon ever made.

In fact, Jaguar is positioning it slightly above those aforementioned rivals, with a UK (indicative) starting price of £ 27,000, versus £ 26,855 for the cheapest C-Class and £ 23,550 for the least expensive 3 Series. Local prices will be announced by franchise holder RMA Motors at launch, expected early 2015.

ENGINES As with its XF bigger brother, the XE sends its power through the rear wheels and customers will have a choice of various petrol and diesel engines.

Topping the range for now is the XE S, featuring

a supercharged 3.0-litre V6 that pushes 250kW and 450Nm and, according to claims, sprints from 0-100km/h in 4.9 seconds and has an electronicallylimited maximum speed of 250km/h. At the very other end of the scale, Jaguar will be offering a 120kW/380Nm 2.0-litre turbodiesel that forms part of the new ‘Ingenium’ engine family and emits just 99g/km of CO2 on the combined cycle. In between those two, Jaguar will launch other 2.0-litre turbodiesel and turbopetrol variants, for which it has yet to announce output figures. These engines will be mated to a ZF 8-speed automatic gearbox, while the diesels will also be available with a 6-speed manu-

Jaguar XE A Blue-Blooded Rival Unveiled

By Jude Gaya DYNAMIC LEADER The S model’s large front air intakes, chrome side vents, discreet rear spoiler and optional 20-inch forged alloy wheels hint at the performance potential of Jaguar’s supercharged 3.0-litre V6 petrol engine.

The cabin offers outstanding levels of comfort and spaciousness. Exquisite materials and finishes, combined with traditional Jaguar craftsmanship make this an interior like nothing else in the class.

While the car’s lightweight architecture is impressive in its own right, Jaguar went to further lengths to perfect the road holding by opting for a double wishbone front suspension and Integral Link rear set-up, which is superior to conventional multi-link axles.

Jaguar Director Kevin Stride enthused “Jaguar’s position as the leading premium manufacturer of aluminium vehicles allowed us to develop a light, stiff body structure that is ground-breaking in its class. It enables the XE’s advanced chassis technologies to deliver an unprecedented balance of agility

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and levels of refinement previously found only in vehicles from the segments above.”

COMFORT AND CLASS Despite its smaller size, Jaguar promises a cabin with “outstanding” levels of comfort and spaciousness along with “exquisite” materials and finishes that would befit the Jaguar brand. On the gadget front, the XE is fitted with Jaguar’s all-new InControl infotainment system linked to an 8-inch touch-screen and featuring numerous ‘InControl’ apps. The system also allows iOS and Android users to control a range of vehicle functions. These include pre-setting the climate control, locking or unlocking the doors, or starting the engine - while away from the vehicle.

For drivers who just want to sit back and enjoy the music, the new XE brings Meridian audio technology to the segment for the first time. These superb systems are the latest product of the longstanding partnership between Jaguar and British

audio experts Meridian and were developed specifically for the new XE. Unique algorithms guarantee the best possible sound reproduction and tailor the experience to the interior’s acoustics.

The XE’s active safety gadgetry includes All Surface Progress Control for proper low-speed traction in slippery conditions, a laser head-up display that projects high-contrast colour imagery, an autobraking system, adaptive cruise control and reverse traffic detection.

Ian Callum, Jaguar Director of Design added “Our mission was to create an exciting and dynamic design clearly reflecting the XE’s positioning as a serious driver’s car. The cab-rearward proportions and tight packaging achieve that and give the XE the appearance of movement even when it’s standing still. It bears a strong family resemblance to the F-Type and will stand apart in the crowd.”

Expectations created by the XE’s exterior styling are more than met once inside. The spacious cabin cocoons front seat passengers with a deep MOTOR OCTOBER 2014

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centre console which creates a cockpit-like feel. The F-Type-style dials and the cluster needle sweep on start-up further emphasise the XE’s sports saloon attributes.

Front and rear seat occupants enjoy generous amounts of head and legroom. The XE proves that sleek, streamlined styling and interior space need not be mutually exclusive. Technical fabrics, finegrain leathers and details such as contrasting twinneedle stitching give the cabin a bespoke quality.

The choice of gloss black, textured aluminium, and contemporary wood veneers enhance the luxurious, hand-crafted feel. Ambient lighting in a range of up to 10 colours adds to the sense of occasion.

SAFETY As aforementioned, the new XE has a light, stiff body-structure. This has been engineered to meet the most demanding legislative and consumer crash test requirements worldwide. Complementing the outstanding levels of protection it offers is a suite of advanced driver assistance systems designed to help

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and support the driver, making every journey safer, more relaxing and even more enjoyable.

The XE is the first car in the world to be equipped with All Surface Progress Control (ASPC).

This all-new system, developed with the input of decades of Jaguar Land Rover experience in offroad traction systems, works like a low-speed cruise control. ASPC functions between 3.6 and 30km/h - by precisely controlling the brake system and the powertrain it delivers optimum traction in the most slippery conditions without skidding and without the driver using the pedals.

Projecting high-contrast colour images onto the windscreen, the laser head-up display (HUD) technology provides the driver with information such as speed and navigation instructions with maximum clarity and minimum distraction. As well as superb image quality, the laser HUD is smaller and almost a third lighter than existing systems.

Jaguar is one of the first manufacturers in the segment to use stereo camera technology. This stateof-the-art sensor is the ‘eyes’ of the XE’s autono-

mous emergency braking system, providing highly accurate measurements of speed and distance of objects ahead, and can initiate full braking to avoid or mitigate a collision.

The stereo camera performs traffic sign recognition and lane departure warning functions too.

The XE also offers systems such as adaptive cruise control, closing vehicle sensing, blind spot monitoring, semi-automated parallel and bay parking, and reverse traffic detection.

LAST WORD A true driver’s car, the rear-drive Jaguar XE redefines the concept of the sports saloon. The aluminium-intensive Jaguar XE is manufactured at Jaguar Land Rover’s Solihull plant in an all-new purpose-built facility. Part of a £1.5bn investment, this highly flexible, state-of-the-art manufacturing site will create 1,700 jobs.

As of time of press, Jaguar promised to provide further details of the entire XE range when it shows this new baby off at the Paris Motor Show.