Monthly Motor - September 2014

MONTHLY

KSH 350/-

SEPTEMBER 2014

ALL YOUR MOTORING NEEDS

inside:

COMPARATIVE USED

luxury saloon

Printed in Kenya www.media7group.co.ke

car review

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

Issue No. 213 Volume 22

Barclays Bank of Kenya is regulated by the Central Bank of Kenya

McCannJHB911947

from the publisher

Checking

Yourself On The Road for comfortable, flat shoes with non-slip soles, as your best bet for safe driving.

Taking a break It’s important to plan ahead before hitting the road - and particularly when going on a long journey. Fatigue is a major contributing factors to the high number of crashes, as it slows down the driver’s responsive reactions to a hazardous situation. When planning a long trip, if you are feeling tired, then rather postpone. Get some rest and start your journey feeling fresh and energised to ensure you’re alert.

It’s also important that as the driver, your seat is in a comfortable and upright position. Stopping regularly every two hours or 200kms is widely recommended - as this will improve your physical and mental condition, in order to reduce driving fatigue.

Shoes Most people don’t realise the difference that driving in the wrong shoes can make until it’s too late - and their foot slips off one of the pedals. Avoid driving in high heels, flip flops or barefoot - go

2

MOTOR SEPTEMBER 2014

Hands on steering wheel - eyes on the road Try not to let yourself get distracted from the road ahead and the vehicles around you. The following are the major culprits:  Eating while driving: Often we think that a take away will save time. This places you and your passengers in danger. Rather stop and eat comfortably.  Fussing over a passenger: Small children in particular can be hugely distracting to a driver. When taking a long journey with small children, try to time your trip around times when the children will be asleep. Ensure they’re safely strapped in and that you have another adult in the car with you that can fuss over restless children, and deal with the distractions, as they occur.  Fiddling with the GPS: Rather ensure you have your destination set and route mapped out before you start driving.

Also, use of a hands-free kit that places the GPS unit on your windscreen, but not in the direct line of sight.  Fidgeting while driving: This may include smoking, phone calls or texting, looking for music and even selfgrooming, any of which can distract your attention from the road and your hands from the steering wheel.

Rushing Arriving safely at your destination - and every time - is such an understated aspect of the journey in your life, so why rush? Plan ahead, be patient, courteous and vigilant to other road users and enjoy the drive. Travel safely on long trips and do have fun at your destination(s).

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

SEPTEMBER

CONTENTS Santiusae demrae

2014

Volume 22, Issue 213

6 Headlight

8

Checklist For Your Road Trip

8 TEST DRIVE

34 launch Bmw 4 Series Gran Coupé - Handsomely Retro

36 your crossover

Suzuki SX4 - A Solid Contender

The All New Nissan Qashqai - Ready For Africa

12 TEST DRIVE Audi S3 - Bipolar To The Bone

40 pick-up review

16 first impression

42 Q&A

Foton Tunland SC - A Willing Worker

Hyundai Elantra - Keeping It Simple

Advice On Buying A Used Car

20 wish list

44 SAFE DRIVING

Alfa 4C - Feisty Italian Screams Into Africa

Dealing With Carjacking

12

22 READERS’ CHOICE

46 coming soon 48 comparative review

26 editor’s CHOICE Chevrolet Trailblazer - Trailblazing An Art

Executive Saloons: Hyundai Sonata 2.4 Exec AT vs Subaru Legacy 2.5i S Prem CVT vs Honda Accord 2.4i-VTEC exec AT

30 review

58 comparative test Used Luxury Saloons: Mercedes-Benz E-Class vs BMW 5 Series vs Audi A6 vs Jaguar XF

Hyundai Grand I10 - Punching Above Its Weight

4

MOTOR SEPTEMBER 2014

30

The All-New BMW X1 Front-Wheel Drive For 2015

Jeep Cherokee - Refined But Still Rugged

16

22

20

40

26

MOTOR SEPTEMBER 2014

5

Santiusae demrae HEADLIGHT

Checklist For Your Road Trip Shock absorbers Worn-out shocks can have a significant impact on your car’s handling and road-holding. It’s important to have them tested regularly, and especially before taking a long journey.

Windscreen There are two key checks on your windscreen:

 Visibility  It goes without saying that it is critically impor-

I

t’s now the summer holiday for those in International system schools and the long holiday for those on the 8-4-4 system. What does this mean? The upcountry roads will be busy, forming roadblocks of military dimensions on major highways all over Kenya, as the authorities do their best to contain the river of blood that flows every time Kenyans embark on a holiday. This is not to mention the dangers of the new found drink and party in a different county every weekend.

Sadly to say, the numbers are scary: over 3000 Kenyans die on the roads every year, not counting a far larger number of those injured and disabled. The road carnage gets a lot more media attention during holiday periods although the stark reality is that most crashes on Kenya’s roads occur daily and can be attributed to bad driving behaviour and unroadworthy vehicles. The huge spike in traffic volumes merely exacerbates the effect.

Our Checkpoints And, short of assigning every licensed driver in the country their own traffic cop, there’s not that much the powers-that-be can do about it, unless they actually see you doing something stupid and stop you in the act. “Look at it the other way around,” says Kate Reddy, a key accounts executive at iDEA NiNE. “Making road travel survivable, whether en route to the corner shop or the other end of the

6

MOTOR SEPTEMBER 2014

country, starts with you, on a very personal level.”

Kate has compiled for you a bucket list of things to ‘check your car’ and ‘checking yourself on the road’, before you fire a, at best, marginally guided missile at 33 metres a second down a crowded road. The checklist include: CHECK YOUR VEHICLE Tyres There are two key checks on your tyres namely:

 Ensure that your tyres are always at the right air

pressure. If you pick up a puncture - even a slow one - don’t ignore it as sudden changes in tyre pressure - often caused by punctures - are the most common causes of blowouts. Not only can it cost you more to fix down the road, where you may have to replace the rims as well, depending on the extent of the damage; it’s also a major safety risk as a blowout can lead to a fatal crash.  Make sure you have sufficient tread - on the inside and outside of the tyre - and that there are no signs of uneven wear, as this can upset your car’s wheel alignment and reduce traction.

Fluid levels Before a long journey, have the brake fluid, oil, water and the battery fluid levels checked and top up as need be.

tant, that things stuck on the windscreen or hanging in front of it, or even cracks across the driver’s line of sight, can impair the driver’s perceived visibility. Particularly in the split seconds that lead to an accident.  Added to this, as weather conditions often change on a long journey, it’s important to ensure that the windshield wipers are in good working condition and are performing sufficiently in wet - and particularly - harsh weather conditions.

Indicators It’s quick and easy to check that both indicators and the hazard lights are working. They should be checked every day before you start driving. The indicators should be used appropriately to ensure that other drivers are aware of your intentions on the road.

Horn Most drivers use their car’s horn to express their irritation with other drivers on the road. The horn is actually a safety feature. You should only press the horn when you are experiencing a problem with your car, that could affect other drivers, or to alert other driver. For instance, if a driver is crossing lanes and may collide with your car. In any event though, it’s important to ensure that the horn actually works.

Bodywork Clean and shiny paintwork not only makes your car more visible to other drivers, it’s also important to ensure that there’s nothing rolling around in the foot-well that could get stuck under the driver’s feet or the pedals.

In the October issue, the necessary checks to be made on yourself will be provided.

Safe travels during this holiday period, oh and do have fun at your destination(s).

TEST DRIVE

SUZUKI SX4 A Solid Contender

Model Tested: Suzuki SX4 1.6 GLX AllGrip I must admit that it’s not every day that strangers make a point of admiring a test car that I’m driving and when they do it’s almost always something very fast, bold or exotic. In fact the last thing I was expecting was for the new Suzuki SX4 to garner any real public attention.

Sure, it looks really nice and all that, but it doesn’t exactly break any new ground in design terms.

8

MOTOR SEPTEMBER 2014

Y

et at least two strangers, on two separate occasions, gave a very enthusiastic thumbs up to the Suzuki SX4 that I drove recently, one lady even holding me captive for almost five minutes in one of those “I really love it, but should I really buy one” interrogations. Perhaps the bright Crystal Lime Metallic paint job played a part in making this particular unit stand out?

Now I realise that a sample of two people isn’t exactly going to hold much water in quantitative research circles, but for the purposes of this review it should at least indicate that the SX4 has enough street presence to hold its head above the modern crossover tide.

PRICING Good thing, because this Suzuki is fighting

for a slice of a really crowded market. Its other selling point is likely to be its price. Where most C-segment crossover start in the early Ksh. 3 Mill and creep towards the Ksh. 5 Million mark, the SX4 range is priced between Ksh. 2,800,000* and Ksh. 3,500,000*. Size-wise, the SX4 closely matches the Mitsubishi ASX and it is slightly smaller than a VW Tiguan.

Where’s the catch, then? Well, that you’ll find under the bonnet, where the previous model’s brawny 2-litre petrol motor has made way a 1.6litre unit and without having gained a turbocharger.

Nonetheless, the vehicle is relatively light for a crossover, with the all-wheel drive model featured

here tipping the scales at 1,240kg, or just 1,175kg in the case of the front-wheel drive.

The 88kW/156Nm motor makes a decent enough case for itself around town and has no trouble keeping up with traffic but you might wish for a few extra ponies on the open road. While we’re at it, a six-speed gearbox would also be nice.

As mentioned, my test car was a range-topping all-wheel drive model, fitted with Suzuki’s AllGrip system that features four driving modes: Auto, Sport, Snow and Lock. It’s really not a necessity in a vehicle of this nature, but could be a nice addition if you’re into mild off-roading or if you want an extra safety net for downpours and gravel road MOTOR SEPTEMBER 2014

9

TEST DRIVE demrae Santiusae

quality. You can also tick off the practicality box as there’s enough headroom and leg-stretching space to put teens or adults in the back and the two-tier boot swallows a useful 430 litres when all the seats are in place. Equipment in the range-topping GLX includes cruise control, dual-zone climate control, keyless start and a modern six-speaker sound system with Bluetooth connectivity.

VERDICT For the modern family, the new SX4 will fill the role of a very solid, useful and likeable crossover. Its driver will also appreciate its solid feel and easy-operating nature, as long as there are no real performance ambitions here. In its own right, the 1.6 GLX all-wheel drive model offers relatively good value at Ksh. 3,199,000, but I feel the target market will get even better value from the frontwheel drive versions at the lower end of the range, which starts at Ksh. 2,659,000. Locally the Suzuki brand is represented by CMC Motors Group under its Suzuki Division. Local launch and prices to be announced soon.

FACTS Suzuki SX4 1.6 GLX AllGrip  Engine: 1.6-litre, four-cylinder petrol  Gearbox: Five-speed manual/automatic  Power: 86kW @ 6000rpm  Torque: 156Nm @ 4400rpm  0-100km/h (claimed): 12.0 seconds  Top speed (claimed): 173km/h  Consumption (claimed): 6.2 litres per 100km  Price: Ksh. 3,199,000  Warranty: Three-year/100 000km  Maintenance Plan: Three-year/90 000km

excursions.

Yet this is not to be confused with real off-roaders from the same stable like the Suzuki Jimny and Grand Vitara and most SX4s will inevitably spend their lives darting through urban sprawl and navigating the occasional outing or holiday upcountry.

DRIVE For life off the trail, the SX4 is naturally a far

10

MOTOR SEPTEMBER 2014

more civilised and comfortable proposition than its aforementioned siblings. It rides quietly and smoothly over most surfaces and it’s really easy and painless to drive in practically every respect, from its light steering to its smooth-yet-solid gearshift and well-spaced pedals.

The interior feels like it was carved together by a stone-mason and it imparts a very solid and sturdy feel, and the surface materials are of a good

ALTERNATIVES Front-wheel drive:  Ford Kuga 1.6T Ambiente (110kW/240Nm) – Ksh. 3,109,000  Mitsubishi ASX 2.0 GL (110kW/197Nm) – Ksh. 2,949,000  Nissan Qashqai 1.2T Visia (85kW/190Nm) – Ksh. 2,819,000  Toyota RAV4 2.0 GX (107kW/187Nm) – Ksh. 4,000,000* All-wheel drive:  Kia Sportage 2.0 AWD (116kW/192Nm) – Ksh. 4,200,000*  Subaru Forester 2.0 X (110kW/198Nm) – Ksh. 3,390,000

Santiusae TEST DRIVE demrae

cars, courtesy of its muscular 206kW/380Nm outputs. It’s the same 2-litre turbo petrol that does duty in the VW Golf R, S3 hatch and S3 Sportback, and later this year it will also be slotted under the bonnet of the S3 cabriolet.

Top speed’s governed at 250km/h and Audi quotes a sea level 0-100km/h sprint of just 5 seconds for the S3 saloon, and the car we road-tested in high-altitude was just a tenth slower. Helped by its all-wheel-drive traction, 5.1 seconds is a scorchingly fast figure. If you’re looking for a cool stat to throw into the next barbeque discussion, tell your mates the S3 matches a Lamborghini Gallardo Superleggera in the 0-100 sprint.

This Lambo-esque performance comes with typical German efficiency. Reeling off those swift

AUDI S3

Bipolar To The Bone

By David Hoonigan

sprints is child’s play with a launch-control system that allows the engine revs to build up while you hold the brake with your left foot. Release the brake and the Golf GTIs, Subaru STIs and Mitsubishi EVOs of this world become fading dots in your rear-view mirrors.

There’s no manual transmission option, which may upset some purists, but the dual-clutch S tronic is a honey of a gearbox that brings out the best of the power unit with its swift changes. And ah, what eager midrange torque it has, grandma, all the better to whisk past long trucks. Turbo lag doesn’t feature much in this Audi’s vocabulary. When you’re not dicing with Lamborghinis the S3 also returns a very respectable economy figure - not quite the 6.9 litres per 100km claimed by Audi, but a still-decent 10

There’s no manual transmission option, which may upset some purists, but the dualclutch S tronic is a honey of a gearbox that brings out the best of the power unit with its swift changes.

Model Tested: Audi S3 Saloon Quattro The Audi S3 saloon quattro is adrenaline served on four silver platters. This is a dual personality car that feels meek and composed in normal driving, but goes berserk when you ask it to. In normal driving it purrs along so smoothly that if you keep the revs low you’d barely guess at the rip-snorting monster hidden beneath. The ride’s quite comfortable too, even though you can feel the presence of the low-profile tyres on our bumpy roads.

B

ut boot the throttle like Lionel Messi kicking for goal, and purr turns into blur. Select the auto transmission’s sport setting and the car adopts an angrier demeanour as the engine’s allowed to rev higher before hooking the next gear, and the exhaust takes on a raspier tone, with “burps”

12

MOTOR SEPTEMBER 2014

between shifts just to add more bad-to-the-bone personality.

The S3 is the new performance flagship of the four-door A3 range launched in Africa this January.

Available only as a six-speed S tronic automatic with quattro all-wheel drive, the S3 saloon sells for Ksh. 5,295,000 further south of the equator and comes

with a five-year/100 000km Audi Freeway Plan.

Now if only a wise deep pocketed soul or corporate would scoop this brand for local availability, obviously as our roads portray, there is an avid following.

Back to the 4-ringed, 4-wheeled tarmac beast.

The firepower’s supplied by an engine that’s become an instant legend in high-performance compact MOTOR SEPTEMBER 2014

13

All-New

TEST DRIVE

RANGER BEST-IN-CLASS

BACK TO CONQUER OUR TOUGH TERRAINS

14

MOTOR SEPTEMBER 2014

making too flamboyant a styling statement; not that Audi ever really does. The optional 18” black rubbers fitted to our test car really brought out the car’s dark side, however. As a daily ride the car’s easy to live with. Rear seating space is a little cramped for taller adults but it’s acceptable, and the boot gulps a respectable 390 litres of luggage. The bottomflattened steering wheel and shiny pedals add some racy flair to the interior. Sports seats (a Ksh. 91,200 option) clad in a diamond pattern leather are a styling highlight, and are as supportive as a bear hug.

Along with a generous luxuries list, Audi’s typically rich-feeling textures are in evidence everywhere. The dash looks almost too bare - with its minimalistic scattering of buttons, but having the functions rolled up into one controller is admittedly user-friendly.

VERDICT A price tag of nearly Ksh. 5.3 Million might make your buttocks clench, but when you consider the giant-killing performance on offer, the S3 saloon

is a relative bargain. There’s news of an even more potent RS3 coming next year, reportedly powered by a 2.5-litre turbo with around 270kW. FACTS Audi S3 saloon quattro  Engine: 2-litre, four-cylinder turbopetrol  Gearbox: Six-speed dual-clutch  Power: 206kW @ 5500-6200rpm  Torque: 380Nm @ 1800-5600rpm  0-100km/h (tested): 5.1 seconds  Top speed (claimed): 250km/h  Consumption (claimed): 6.9 litres per 100km  Price: Ksh. 5,295,000 LOCAL ALTERNATIVES  Volkswagen Golf GTI  Volkswagen Golf R  Subaru WRX  Subaru WRX STI  Mitsubishi Lancer Evolution X  Volvo S60 T6

DAANN

litres. We all know car manufacturers toy with these numbers, nonetheless it doesn’t chug dinosaur juice.

Meandering roads expose a well-sorted chassis with doggedly good grip, and in the corners this Audi finds its mojo. Although it’s not the brand’s most powerful car (not by a long shot) the all-wheeldrive S3 is possibly its most fun to drive because it’s so compact, light and nimble. If it were a medieval weapon, think sword, not bludgeon, if it were a hero think Spiderman, not Hulk.

It delivers all the right sensations when piloted in eyes-focused, teeth-gritted mode: the steering (which is flattened on the bottom (in the de rigueur racing style) loads up nicely, and the brakes bite like a Rottweiler.

Traditionally in this car size category a hatchback carries more design flair, but Audi’s stylists have massaged a very appealing shape out of this saloon, with almost coupé-like curves. In standard trim the fastest version of the A3 saloon looks subtly sporty, and the S3 badge, quad exhausts and the slightly more aggressive bumpers/spoilers not

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

MOTOR SEPTEMBER 2014

15

FIRST IMPRESSION

chromed belt-line moulding and new 17” rims, with new LED tail-light clusters and a new rear bumper in two shades of black underlining the rear end.

Exterior enhancements on the 2014 Elantra include new 17” alloy wheels replacing the 16” steel rims, new headlight design, new front fog lights design, a chrome belt line moulding, a new front grille and redesigned front and rear bumpers.

sound-absorbing material for the heating, ventilation and air-con ducting, higher-density carpeting, thicker anti-vibration pads for floor and cowl, new

anti-vibration material in the dash panel, additional expandable foam in the A pillars and applied full underbody cover.

COMFORT ZONE Customer feedback has resulted in the centre air-vent being moved upward on the fascia, while the front centre armrest has also been raised. There’s also a new audio system with integrated Bluetooth, new air-con controls, a new straight-pull automatic transmission selector with a leather boot, electric folding side mirrors and auto-up for the driver’s window, with a safety function.

Additional Interior and convenience enhancements in the 2014 Elantra include increased height of the centre armrest and repositioning of the air vents on the dashboard, now also with a shut-off function.

Since the launch of the current generation Elantra in 2011, the model has undergone significant changes to reduce cabin noise, including new,

Hyundai Elantra Keeping It Simple

We’ve heard many terms used to describe a mid-life update, but Hyundai has managed to put a fresh spin on this one, as it announces the ‘enhanced’ 2014 Elantra, with refreshed styling and a number of new features - with the aim to further strengthen this award-winning model’s presence in a segment that its major local competitors reign supreme.

S

ince the first-generation Hyundai Elantra was launched in 1990, the model accumulated global sales exceeding 8.77 million units. The Elantra has also won a series of coveted awards, including the 2012 North American Car of the Year.

The present model, launched in 2011, has now

16

MOTOR SEPTEMBER 2014

received all-new front and rear exterior designs, along with interior styling upgrades. The “fluidic sculpture” design language that has first been adopted by Hyundai for its popular ix35 SUV and the flagship Sonata sedan was also used to create the very attractive Elantra. That striking design has now been complemented by several exterior styling refinements.

Overall length is up 20mm to 4550mm, thanks to front and rear bumpers extended by 5mm and 15mm respectively, while the wheelbase is unchanged. The front treatment has been comprehensively revised with the adoption of LED light guide and projector headlights, a new grille and reshaped foglights.

The car’s profile is freshly emphasised by a MOTOR SEPTEMBER 2014

17

Mag Ad 210x270mm.pdf

Santiusae FIRST IMPRESSION demrae

The present model, launched in 2011, has now received all-new front and rear exterior designs, along with interior styling upgrades.

C

M

Y

CM

MY

CY

CMY

K

manual version, versus 11.6 for the new self-shifter.

Top speeds are 200km/h and 195km/h respectively, at a cost of 6.4 and 6.9 litres per 100km.

The cumulative effect of these improvements is evident in the outstanding ride quality of the Elantra and they will be noticed immediately by driver and passengers. We at Monthly Motor await local tests so as to give you, our readers the best evaluation at equatorial altitudes.

KEEPING IT SIMPLE The previous 1.8-litre Executive model in manual and auto falls away in favour of a new 1.6 Premium derivative with the company’s own 6-speed auto transmission, to stand alongside the

18

MOTOR SEPTEMBER 2014

existing 1.6 Premium with 6-speed manual ‘box.

The outputs of the all-aluminium Gamma D-CVVT four-cylinder petrol engine are unchanged - 96kW at 6300 revs and 157Nm at 48590rpm - and Hyundai quotes 0-100km/h in 10.1 seconds for the

MODEL RANGE  1.6 Premium  1.6 Premium A/T As of time of press, local franchise holder Hyundai Motors EA were yet to announce launch dates. Prices too shall be announced when local shipments roll into the showrooms. What we are sure about is the five-year or 150,000km warranty and a five-year or 90,000km service plan with service intervals set at 15,000km.

1

8/14/14

10:02 AM

WISH LIST

Alfa 4C Feisty Italian Screams Into Africa

It’s essentially a large go-kart with bodywork and a few comfort frills. Launched in Africa in late July, the mid-engined 4C sportscar is what the illustrious Italian marque refers to as the epitome of Alfa Romeo, the brand stripped to its essentials.

W

here many high-performance cars today are designed to be efficient allrounders - high-velocity toys that double as comfortable daily commuters - Alfa hasn’t watered-down the 4C’s sporting nature to make it more userfriendly or appeal to everybody.

The mid-engined two seater’s firm ride, low ground clearance, and heavy steering make it an uncompromising car aimed at the most purist of petrolheads. Much more like a Lotus Exige than a Porsche Cayman, the Alfa 4C is destined to spend much of its existence chasing laptimes around circuits. I tested this macho screamer at the worldfamous recently acquired Kyalami racetrack in Johannesburg, South Africa. As a side note, the track was bought by Porsche South Africa for over Ksh. 2 Billion. It’s built in Maserati’s factory in Modena, Italy, with production limited to just 3500 units annually. Less than 30 per year will be headed for this southern country alone with the first shipment already sold out, but though the numbers are small it’s a halo model for the Italian brand and a possible sales-enhancer for other Alfa derivatives.

INSPIRATION The car was largely inspired by the Alfa 33

20

MOTOR SEPTEMBER 2014

Stradale of the late 1960s, a stunningly attractive mid-engined rear-wheel-drive two seater with a lightweight body. Although the 177kW/350Nm output of the 1.8-litre turbo petrol engine is mild by supercar standards, the 4C’s low 895kg mass (a Cayman S weighs a chubby 1400kg in comparison) gives this Alfa a very lively power-to-mass ratio and nimble handling. A lightweight carbonfibre monocoque chassis underpins a composite body and aluminium roll cage, and the rear wheel drive car sprints from 0-100km/h in just 4.5 seconds with a 258km/h top speed. A manual transmission wasn’t part of the “purist” brief, and like so many other

sportscars today the 4C employs a twin-clutch auto transmission. This 6-speeder can be left to shift gears by itself, or, if owners want to be more involved in the drive, via paddle shifters on the steering wheel. The 4C retails for Ksh. 8,700,000 in the southern gate away and comes standard with a three year / 100 000km warranty and maintenance plan.

If only a certain local dealer had kept the Alfa Romeo franchise and after sales support running like clockwork, the normal Kenyan might have had the opportunity to glance at this beauty. But in today’s reality, who knows, you just might through a personal import. Here’s to wishing.

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

READERS’ CHOICE

JEEP CHEROKEE

Refined But Still Rugged

By Jude Gaya

Model Tested: Jeep Cherokee 3.2L 4x4 Limited James Kibe, my Jeepfanatic friend, was horrified.

Sure, the new interior’s a big improvement, but how, he wailed, could they make the new Cherokee look like a Kia from the outside? Why a Jeep-fanatic you wonder.

Well, Jimmy, as I call him, lived in the land of the red, white and blue for 12 years, so it’s understandable.

B

ack to the car. Jimmy has a point.

Apart from the traditional slotted grille which still gives the American vehicle an unmistakable bloodline to the original Willys Jeep, the new Cherokee does look distinctly Sportage-like, perhaps with a twist of Toyota RAV4. In any case, more like something a mother would drive to the mall and market than an SUV for crunching through the great outdoors.

With its sleeker new curves and LED daytime running lights, if you removed the rear badge, nobody would guess this is a Jeep from the back. It’s too “soft-roader” looking for my friend’s old-school taste, and as the present owner of a previous-generation Cherokee and an original Willys, and prior to that a Wrangler, Jimmy clearly prefers his Jeeps more boxy and masculine.

As with the swish new styling, the introduction of two-wheel drive models into the new-generation Cherokee range displays a less hard-core approach by this iconic producer of dirt-taming 4x4s. For customers who just want a high seating position and

22

MOTOR SEPTEMBER 2014

the “ruggedness” that the iconic Jeep badge imparts, these front-wheel drive Cherokees will happily commute their owners around the urban jungle during the week, and comfortably whisk families off to destinations on the weekends and holidays.

The new Cherokee might look about as intimidating as a baby panda bear, but it’s still pretty rugged if you want it to be. For Jimmy and his mud-splattered mates, Jeep makes a proper bunduduelling version called the Cherokee Trailhawk 4x4 which has been tested on the infamously harsh Rubicon off-road trail in the United States. The 3.2litre Trailhawk is a real off-roading beast with its elevated 224mm ground clearance, low-range, rear diff lock, and a five-mode Selec-Terrain traction system (Rock, Auto, Snow, Sport and Sand/Mud) that allows it to go pretty much anywhere it likes.

The model on test here, the Cherokee 3.2 Limited 4x4, isn’t quite as hard-core and fits inbetween the 2-wheel-drive versions and the Trailhawk on the bundu-bashing scale. It rides slightly lower at 200mm than the Trailhawk, and lacks the diff lock and Rock mode, but otherwise its all-wheel drive and remaining Selec-Terrain modes still give it decent proficiency at getting dusty in the great outdoors.

Switching between the various modes is a simple task of twirling a knob on the fascia, and SelecTerrain changes the responses of the transmission, brakes, and stability control to suit the particular surface. Ultimately, the 3.2 Limited 4x4 doesn’t have the ground clearance for intense rock-crawling, but mild-to-medium off-roading is well within its capabilities.

Whatever one’s views of the exterior styling, Jeep’s done a masterful job of the interior. The old Cherokee’s cabin, which had all the styling flair of a precast concrete wall except with a couple more shades of grey, has been transformed into a classy and modern environment. The best way to emulate the Germans in their class-leading cabin quality is to get a German to do it, and that’s precisely what Jeep did by hiring Klaus Busse, formerly of MercedesBenz, as its interior-design chief.

Kudos go to the man for the way he’s mixed styling flair with rich-feeling textures, and this goes hand in hand with a lot of new high-tech multimedia. A large touchscreen on the fascia is used to control the navigation, audio, vehicle settings and climate control, and for the most part it’s simple and intuitive to use. A neat touch is that you can also display your digital photos on the screen.

The roomy cabin of this mid-sized SUV is family-sized and the boot, which is accessible through an electronically-operated tailgate, swallows a sizeable heap of luggage and yes there’s a full-sized spare, and the rear seats can fold flat. Cabin stowage space is plentiful as well and includes lidded bins between the front seats and atop the dashboard.

The 3.2 Limited 4x4 costs an eye-watering Ksh. 5,639,900 before it lands in our local showrooms expect it to cost a bit more from franchise holder CFAO DT Dobie, but comes with a lot of standard spec including leather seats, climate control, a customisable instrument cluster, rain-sensing wipers, automatic headlamps with LED daytime running lights, electrically-powered driver seat, heated front seats, a reversing camera, and a nine-speaker Alpine audio system with Aux/USB/SD and Bluetooth con-

MOTOR SEPTEMBER 2014

23

SantiusaeCHOICE READERS’ demrae

nectivity, to mention a few.

A long options list allows you to spec your Cherokee with extra-cost technology like a wireless cellphone charging pad, a park assist system, adaptive cruise control, and lane-departure and forward-collision warning. Safety’s top-notch too and the seven-airbag Cherokee was the safest SUV in its category in last year’s Euro NCAP crash tests.

There’s a choice of two normally-aspirated petrol engines across the four-derivative range: a four-cylinder 2.4 and a V6 3.2, which replace the 151kW/314kW 3.7-litre V6 petrol that powered the previous Cherokee. All are paired with a new ninespeed automatic transmission.

The new 3.2 feels gutsy with its 200kW and 315Nm outputs, and gets this heavy vehicle cruising along in a fair hurry. Notable is how much more refined the new Cherokee is than its predecessor, with significantly lower levels of noise and vibration.

Ride comfort’s a particular highlight and this SUV filters out nasty road bumps very effectively.

The 9-speed ‘box changes gears relatively quick and smooth but I missed having a manual override which would prevent a kick-down every time I touched the throttle. To save fuel the drivetrain automatically switches between two-and four-wheel drive as conditions demand, but our test vehicle was still a relatively thirsty beast that averaged 12.2 litres per 100km in town/freeway commuting.

VERDICT Sorry Jimmy, but boxy is out and curves are in - so says Jeep. The new-age styling might divide

24

MOTOR SEPTEMBER 2014

opinion but under the sleek skin the Cherokee’s morphed into a more refined and comfortable beast. The all-wheel-drive versions also retain the brand’s bundu-bashing abilities especially so in the Trailhawk version. But class doesn’t come cheap, and pricing has taken a major leap over the previous Cherokee that sold for just over Ksh. 4,000,000.

FACTS Jeep Cherokee 3.2L 4x4 Limited

 Engine: 3.2-litre, V6 petrol  Gearbox: Nine-speed automatic  Power: 200kW @ 6500rpm  Torque: 315Nm @ 4300rpm  0-100km/h (claimed): 8.1 seconds  Top speed (claimed): 209km/h  Consumption (claimed): 9.5 litres per 100km  Price: Ksh. 5,639,900  Warranty: Three-year/100 000km  Maintenance Plan: Six-year/100 000km

EDITOR’S CHOICE

One of the things which motoring journalists often get wrong when writing about vehicles is the context… both of the car itself and the general market.

That’s why, for example, Porsche has won Car of the Year award two years in a row. The Porsches are excellent cars and, judged solely on that, were worthy winners. But a car of the year is much more than dynamic performance. It’s about affordability, flexibility and, critically, the likely impact on the market.

Chevrolet Trailblazer

Trailblazing An Art

By David Hoonigan

26

MOTOR SEPTEMBER 2014

T

hose, sadly, are not things which figure in the eyes of some of the journalists who constitute the Car of the Year Jury - because they test all the cars on one day and emotions and subjectivity trump all other considerations. Think about it: getting out of a Porsche into virtually any other car is going to be a let-down.

Having been guilty of that myself in regard to the Chevrolet Trailblazer full-size SUV, I owe both the vehicle and Chevrolet an apology. Climbing into the big Fortuner wannabe at the GM offices on Mombasa Road and heading home in the afternoon traffic, I was not happy. The thing is enormous. The steering felt ill-defined. The 2.8 litre turbodiesel engine felt rough and under-powered when compared to those in its rivals, most notably the Toyota Fortuner. The 6-speed auto transmission, in urban use, felt slow and hesitant and allowed the revs to build to screaming level in some cases, almost as bad as a CVT transmission.

But I was judging the Trailblazer against softroader SUVs which are, I’ll admit, more my style. I own a Subaru Forester and it handles like a Subaru which is to say very well indeed in the city. We also have a Ford Kuga SUV on long-term test and that also provided a stark contrast to the big Chevy.

The Kuga is much more street-friendly - easier to drive, with a better gearbox and livelier diesel engine. However, as the days went by, though, I started to warm to the Trailblazer: you get used to the relaxed power delivery and work around it, but you start appreciating the comfy ride and the auto box in city driving. The Chevrolet Trailblazer also has an excellent - one of the best around infotainment system, which operates from a large touchscreen in the centre console, very much like a smartphone.

Good sound, a USB connection and easyto-pair Bluetooth are things which should not be sneezed at in the daily urban grind. On tarmac, the Trailblazer, with its long-travel suspension and high-profile tyres, was never going to be a sharp handler. That annoyed me at first… and then one day I did what I should have at the beginning of

the test - I looked at the typical “mission profile” of such a vehicle.

The person buying a Trailblazer will want something more than a butch-looking “Mom’s taxi”.

That person will want to get into the great outdoors which, as we all know, means less than wonderful roads. The Trailblazer (in top range LTZ form at just over Ksh. 5,210,000*) is a full-fat off-roader, with selectable four-wheel-drive and a low range transmission. (There are two-wheel-drive versions, too.)

It does not have a locking rear diff, only a limitedslip item which works with traction control electronics to assign power to the appropriate wheel. It does a pretty good job by all accounts. Competitors like the Fortuner have a diff lock, though, and that might sway some.

On the subject of places these vehicles might go to, I took the Trailblazer to the rough stuff. Therein lies a sad story. When we were younger, we would often camp in the Maasai Mara and would get there

via the dirt road. We didn’t have a Subaru in those days and made the trip quite easily in a front-wheeldrive Ford Cortina and/or VW Jetta. Now, you need a full-on 4x4, or a vehicle with high ground clearance - and a good bit of skill and guts - to get over the treacherous course.

Not surprising, given that there has apparently been no maintenance on the road for the best part of 20 years. The Trailblazer though tackled them in its stride. Ahead of me on the pass was a Land Rover Freelander, which I caught up to quite easily because the driver was picking his way cautiously around and over boulders and holes. At some point, there was a group of hardy bikers on BMWs and KTMs who believed this to be more of a holiday weekend challenge than blasting along tarred roads.

Just before we got to our rest stop, things just got worse. It was then I apologised to the Trailblazer - and decided to evaluate it in its natural environment. The ground clearance meant the huge steps in

the road could be tackled with confidence and the suspension coped easily with the axle-twisting situations. Handling was not an issue at crawling pace and even when the gravel improved, the Trailblazer was as sure-footed in 4WD high range as you could expect such a big, tall vehicle to be.

I never even needed low-range over the obstacles… But it is there and, when you engage, all the electronic traction control systems are automatically switched off. The Trailblazer also has a hill braking feature for those tricky downhill trails, although first gear low range and diesel engine braking also mean the car is controllable when going down.

As I headed down into the valley on the other side, there were two hardy Toyota Hiluxes heading the way I had come… one of them towing a trailer.

This is definitely Hilux country… but the Trailblazer proved it has just as much right to be there.

The Chevrolet Trailblazer is a very real alternative to the Fortuner: just as rugged and just as MOTOR SEPTEMBER 2014

27

EDITOR’S CHOICE

capable. Before you opt for the Toyota, take it for a drive - but take my advice: do that in the bundu…

FACTS Chevrolet Trailblazer 2.8D 4x4 LTZ AT  Engine: 2.8-litre, four-cylinder turbodiesel  Fuel requirement: 50ppm diesel  Gearbox: 6-speed automatic  Power: 144kW @ 3600rpm  Torque: 500Nm @ 2000rpm  0-100km/h (claimed): 10.6 seconds  Price: Ksh. 5,216,000  Warranty: Five-year/120 000km CONSUMPTION Annoyingly, Chevrolet’s cars from Korea only

28

MOTOR SEPTEMBER 2014

have trip computers which read in kilometres per litre, which means drivers are having to do their own calculations to correct to our litres per 100km standard - which almost defeats the object of a trip computer. In the city, expect around 12 litres per 100km; on the open road that could fall to 8l/100km or slightly below depending on your driving habits.

Its claimed CO2 emission stand at 254g/km.

LOCAL ALTERNATIVES  Mitsubishi Pajero Sport 2.5 DI-D 4x4 auto (131kW/350Nm) - Ksh. 4,750,000*  Nissan Pathfinder 2.5 dCi SE auto (140kW/450Nm) - Ksh. 7,150,000*  Toyota Fortuner 3.0 D-4D 4x4 auto (120kW/343Nm) - Ksh. 5,200,000*s

Santiusae demrae REVIEW

Hyundai Grand I10 Punching Above Its Weight

The Grand i10 comes in basic Motion trim, or slightly higher Fluid spec as on our test car, each well equipped for the money.

By Evan Reddy

Grand is a word used to describe big canyons. And big pianos. And now, little Korean hatchbacks. Hyundai recently launched this car, the Grand i10, in Africa but I reckon it could have done better with the name. Not so much the Grand part, but i10. Confused?

So was I, because like many Kenyans might, I wrongly assumed that this new model is a slightly inflated iteration of the existing i10 mini hatchback. But it’s not. The Grand i10 is a completely new car that shares very little with its smaller namesake.

B

ut let’s not get into tedious explanations of model origins and underpinnings - just know that the Grand is a much newer and slightly bigger next-generation version of the almost seven-year-old i10 (facelifted in 2011) that Hyundai will continue to sell in Africa. Consider it a

30

MOTOR SEPTEMBER 2014

space filler, or plug if you will, to fit in the small gap between the current i10 and i20 ranges.

The old i10 has aged well over the years, but still the Grand i10 seems like a more modern and upmarket package. Its exterior panels and light clusters are rounder and a little more 2014 especially at the back. The interior, while still chock full of plas-

tic, is fresher and more current. Build quality too, for such an entry-level car, is fantastic, with nary a squeak nor rattle over harsh road surfaces.

The Grand i10 comes in basic Motion trim, or slightly higher Fluid spec as on our test car, each well equipped for the money. Pricing starts at Ksh. 1,399,000 which gets you 14” alloys, a stereo

with USB and Bluetooth connectivity, ABS with EBD brakes and two airbags among others, but Fluid models come with remote central locking, one-touch indicators and rear electric windows for an additional Ksh. 100,000. It would be nice if Hyundai would consider stability or traction control in its lesser models though - only the Golf-sized i30 comes with these items as standard.

Generally speaking, the Grand is around Ksh. 150,000 more spec for spec than the smaller i10 it sits side-by-side with at dealerships, and I think the negligible price difference makes the Grand a nobrainer in this segment. That is unless engine size, space and style are of little importance - in which

case there’s a cheaper Ksh. 1,215,000 and less powerful 1.1-litre i10 available.

The Grand comes only with a 64kW/120Nm 1.2 petrol motor familiar from other cars such as the bottom rung i20 and Kia’s Picanto and Rio, and we’re impressed with its performance. It’s a peppy little number that revs smoothly and eagerly, and where you might expect to downshift for uphills and overtakes it’s usually possible to hold a gear instead.

This relatively simple, naturally-aspirated unit punches well above its weight and buzzes confidently across each of its five ratios. There’s also a four-speed auto for those with lazy left feet. We’re also pleased with its real-world consumption figure

of 5.8 litres per 100km, and feel that this figure could have come down even further with more time.

Driving Controls Ideal for beginner drivers who probably won’t notice its lifeless and cheap feeling electric power steering. I’m reluctant to even mention this in a road test of this sort, but steering is one of Hyundai’s and sister company Kia’s only quality bugbears. So we live in hope that with enough media moaning it will be addressed in future models.

But how grand is the Grand? Compared backto-back with the original i10 it is 180mm longer, 65mm wider and 20mm lower. Its extra 45mm MOTOR SEPTEMBER 2014

31

REVIEW

between the front and rear axles makes for more rear legroom and gives an airier ambience. The boot, which incorporates a full-size spare, is also more usable now at 256 litres, 1202 with the seats folded compared to the i10’s 225/910. It’s by no means a limousine, but it’s nowhere near as claustrophobic as some of the minimalistic city cars it’s priced against.

VERDICT Positioned right near the bottom of the nothing-fancy hatch market, the Grand i10 is still kilometres fancier and more spacious than most of its market rivals. Excellent value for money. But, Hyundai, I have a great naming idea for the car that slots between your i10 and i20. Call it i15.

32

MOTOR SEPTEMBER 2014

FACTS  Hyundai Grand i10 1.2 Fluid  Engine: 1.25-litre, 4-cylinder petrol  Gearbox: Five-speed manual  Power: 64kW @ 6000rpm  Torque: 120Nm @ 4000rpm  0-100km/h (claimed): 12.7 seconds  Top speed (claimed): 167km/h  Consumption (measured): 5.8 litres per 100km  Price: Ksh. 1,499,000*  Warranty: Five-year/150 000km LOCALLY AVAILABLE ALTERNATIVES  Ford Figo 1.4 Ambiente (62kW/127Nm)

– Ksh. 1,500,000*

 VW Polo Vivo 1.4 hatch (55kW/132Nm) – Ksh. 2,850,000 OTHER ALTERNATIVES  Kia Picanto 1.2 EX (65kW/120Nm) – Ksh. 1,479,950  Nissan Micra 1.2 Visia+ (56kW/104Nm) – Ksh. 1,397,000*  Renault Sandero Expression (66kW/135Nm) – Ksh. 1,339,000  Suzuki Swift 1.2 GL hatch (63kW/113Nm) – Ksh. 1,400,000  Toyota Etios hatch 1.5 Xs (66kW/132Nm) – Ksh. 1,354,000

Santiusae demrae LAUNCH

BMW 4 Series Gran Coupé

- Handsomely Retro

By Evan Reddy

In the 1970s and ’80s, several European carmakers offered premium hatchback saloons. However, the traditionally conservative German brands were not among them. That situation began to change in recent years with the advent of Audi’s A5 Sportback and A7.

N

ow BMW is joining the premiumhatchback party with the 4-series Gran Coupé. A car that the brand’s head of exterior design, Karim Habib, calls “perhaps the most beautiful variation of this architecture.” By architecture, he means the F3x platform, which underpins no fewer than seven body styles: 3 Series saloon & sport wagon, long-wheelbase China-only saloon &

34

MOTOR SEPTEMBER 2014

Gran Turismo, the 4 Series Coupé & convertible and now the 4 Series Gran Coupé.

It has been a decade since Mercedes-Benz launched its first-generation CLS. By now, there should be nothing strange about a car with back doors being called a Coupé. While BMW now rivals the CLS with its own 6 Series Gran Coupé, that portfolio has been extended a notch down the pecking order with the new 4 Series Gran Coupé. Yet unlike

its bigger brother, the ‘fastback’ 4 Series Gran Coupé has five doors and you can think of it as a somewhat direct rival to Audi’s aforementioned A5 Sportback.

This is a ‘4+1’ seater with a generous 480-litre boot volume and its main aim in life is to offer you the best possible blend between practicality and style.

WIDE RANGE Now that we’ve got any potential identity confu-

sion out of the way, let’s take a look at what it has to offer. The 4 Series Gran Coupé is now available to style-conscious Africans, offering a choice of three petrol engines and one diesel - all turbocharged.

A pair of 2-litre direct injection TwinPower turbopetrol engines kick-start the range with the 420i offering 135kW and the 428i providing a solid 180kW punch. The top dog is BMW’s 3-litre TwinPower 435i, which develops 225kW/400Nm and sprints to 100km/h in 5.5 seconds; versus 6.1 seconds for the 428i and 7.5 seconds in the case of the 420i.

The most frugal option is the 135kW/380Nm 420d, for which BMW claims a 4.7 l/100km combined consumption and a 7.7 second 0-100km/h run. Drive is, the BMW way, through the rear wheels via either a 6-speed manual or 8-speed Steptronic auto-box, the latter also offering a sport variant

complete with flappy paddles.

NEW Our correspondent recently drove the Gran Coupé on its international launch in Spain and said that the 428i he drove felt no heavier than its 2-doored sibling, the car: “exhibiting the same sharp handling attributes and meaty steering feedback as the Coupé.”

“The additional doors have made this Four very rear-passenger friendly, with sufficient leg and headroom - while the wide-access boot is generous in terms of space,” he concluded.

TRIMS That’s really just the beginning of the choices ahead as in addition to the usual glut of optional gadgets, you have the choice of three special equip-

ment packages and an even racier M Sport package. That gadget list includes the latest array of ConnectedDrive options, tempting you with gizmos like Active Cruise Control with Stop & Go function, full-colour Head-Up Display, Navigation System Professional, Driving Assist and High Beam Assist.

Of course, this all comes over and above the standard prices, which are poised to start just shy of the Ksh. 5 million mark as of time of press. Locally the BMW 4 Series Gran Coupé will be available on special order from Bavaria Auto, the franchise holder and after sales service provider of the BMW brand in Kenya. The firm is located along Mombasa Road in Nairobi, Kenya.

BMW 4 SERIES GRAN COUPÉ MODEL RANGE  420i  420d  428i  435i MOTOR SEPTEMBER 2014

35

YOUR CROSSOVER

The All-New Nissan Qashqai Ready For Africa

By Jay Suave

W

MOTOR SEPTEMBER 2014

sion or as an all-wheel drive (All Mode 4x4-i as Nissan calls it) with a 6-speed manual gearbox.

Consumption is as low as 4.9 litres per 100km

in the case of the CVT model.

Being modern motors, both diesel versions require 50ppm diesel or better. The Kenyan

Nissan’s Qashqai has become a formidable force in the compact crossover the world over in the last seven years. More than two million of them having found homes around the world, with Africa not being left behind. In fact, you can probably pronounce its name by now... ok it is ‘Kash-Kai’ in case you cannot!

ith the march of time, Qashqai’s rivals have sharpened their respective games over the last few years. It is now Nissan’s turn to fight back with the all-new Qashqai, launched in Africa this July, with a fresh design and new technologies. Kenyan delivery is yet to be confirmed, because as of time of press, Crown Motors - a newly formed outfit with South African partners confirmed it will open the Kenyan franchise dealership to be led by a country chairman/MD. Nissan redesigned this crossover from the

36

ENGINES For the time being, the Qashqai will be offered with one petrol and two turbodiesel engines. That sole petrol offering is a brand new 1.2-litre direct injection turbocharged unit that develops 85kW at 4500rpm and 190Nm at 2000rpm, while sipping 6.2 litres per 100km on the combined cycle. A 110kW 1.6 turbopetrol could be added to the range at a later stage and that would certainly give Nissan some Kugafighting ammo.

Like the 1.2T, the improved 1.5 dCi turbodiesel sends its power to the front wheels via a 6-speed manual gearbox. This 1.5 pushes 81kW at 4000rpm and 260Nm between 1750 and 2500rpm and its main draw-card is the claimed average consumption of 4.2 l/100km.

There is a beefier diesel option in the form of a 1.6 dCi with 96kW on tap at 4000rpm and a wholesome 320Nm from 1750. You can have it as a front-wheel drive with continuously variable transmission (CVT) transmis-

ground up and the finished product is longer, wider, lower and lighter than before. We quite like the new exterior design - though it doesn’t stray too far from the original’s blueprint, it looks decidedly more modern and it’s certainly easy on the eye.

BIGGER Nissan has aimed somewhat higher when it comes to interior quality, with a fuss-free layout and premium quality materials. New to the model is a Drive-Assist Display with highdefinition graphics and an adaptable ambient lighting system to create that perfect mood at

night.

This Qashqai features brand new seats, designed using advanced medical scanning, and as before there’s space for five - its new sibling the X-Trail will offer room for seven. Leg, head and shoulder room have been improved, while the boot capacity grows by 20 litres to 430 litres.

On the technology front, Nissan is offering its Around View Monitor as an option on all but the base model. This gizmo uses four cameras to effectively create a ‘helicopter view’ of the vehicle displayed through a seven-inch LCD display - which also comes as part of the optional Techno Pack.

MOTOR SEPTEMBER 2014

37

YOUR CROSSOVER

engine line-up will be confirmed nearer to its local launch date, which we hope will be around the end of 2014.

NEW PLATFORM The Qashqai is built around the NissanRenault Alliance’s new modular CMF platform and unlike many crossover rivals, this vehicle features an independent multi-link rear suspen-

sion design, which allows for a better balance between ride and road holding.

FEATURES The range kicks off with the 1.2T Visia, packing standard features like six airbags, Vehicle Dynamic Control, hill start assistance, five-inch Drive-Assist Display, multi-function steering wheel, cruise control and air condition-

ing. The local service plan and warranty will be announced when All-new Nissan Qashqai is launched.

The 1.2T and 1.5 dCi Acenta models add dual-zone climate control, automatic headlights and windscreen wipers, leather steering wheel and snazzier cloth trim; on the outside it gains 17-inch alloys, electric folding mirrors and front fog lights.

For extra bling you can order the Design Pack (for approximately an extra Ksh. 128,000), for 19-inch alloys, privacy glass and silver roof rails and you can keep your inner-geek happy with the Techno Pack (for approximately an extra Ksh. 167,000), which adds the Around View Monitor and NissanConnect infotainment system with navigation.

The Design Pack’s goodies are standard

on the 1.6 dCi Acenta, in addition to LED headlights and keyless entry and start. Buyers will still have to pay extra for the Techno Pack, however.

MODEL RANGE  1.2T Visia  1.2T Acenta  1.5 dCi Acenta

 1.6 dCi Acenta CVT  1.6 dCi Acenta AWD GADGETS Depending on the model, the new Qashqai will offer modern gadgets like Nissan’s Around View Monitor and a new NissanConnect infotainment system that features smartphone integration and downloadable app support.

The new Qashqai was engineered in Europe and is built at Nissan’s Sunderland plant in England. Though clearly setting its sights on the European market, a Nissan executive believes that the new model is particularly suitable to the needs of Kenyan motorists seeking a high quality compact vehicle that offers the practicality and versatility of an SUV. The new model will continue to “tick all boxes” the executive promises.

CVT Depending on which engine is selected, the Qashqai can be had with either a sixspeed manual gearbox or a new Xtronic CVT. Aimed at offering a superior driving experience to those horrid traditional CVTs, the Xtronic mimics the behaviour of traditional automatic ‘boxes in certain ways; for instance, by implementing stepped changes under hard acceleration. It’s also been set up to provide a smoother experience during gentler driving.

Though most models will send their power through the front wheels, fancier versions will be available with Nissan’s renowned All-Mode 4x4-i permanent all-wheel drive system. The Qashqai also offers a new Chassis Control system that mimics the functionality of a limited slip differential.

Could this new Nissan make you think twice before buying a Kuga, RAV4, CR-V or Sportage? We certainly think so. Local prices and range will be announced by Crown Motors - taking over from CFAO DT Dobie, at time of launch, but what we know is that they shall be competitive. At time of press the currently available Nissan Qashqai 2-litre 4x2 seven-seater cost Ksh. 4,175,000 while the 2-litre 4x4 fiveseater rolled off the CFAO DT Dobie showroom floors for Ksh. 4,400,000.

Here’s to a great motor industry battle ahead, at the end of the day, the consumer wins.

38

MOTOR SEPTEMBER 2014

MOTOR SEPTEMBER 2014

39

PICK-UP REVIEW

model due to its 220mm ground clearance and limited-slip differential that will give it some ability on rough roads - but it doesn’t feature four-wheel drive. For that, you’ll need to stretch your budget to a Ksh. 3,699,500 double cab.

BRAWNY CUMMINS Easily the Tunland’s best asset, as far as I’m concerned, is its Cummins 2.8-litre turbodiesel engine, which is fitted across the range. The single cabs get a less powerful version of the engine, rated

at 96kW and 280Nm (down from 120kW/360Nm) although it certainly doesn’t feel short-changed out on the open road.

I transported a large and heavy load of furniture from Mombasa to Embu in our test unit and I was impressed by the willingness of this engine. Even the Embu-Meru passes proved no match for the Tunland - chugging its way up the steep inclines, it effortlessly kept up with faster traffic as if it had forgotten there was luggage and grandma’s new wall-unit at the back.

It simply has chunks and chunks of torque on demand, right from the bottom pits of the rev range, resulting in it pulling with lag-free enthusiasm in any situation - be it on the open road or slogging through traffic.

You could accuse it of being a bit noisy though and the engine emits a decidedly industrial soundtrack - more so than in other diesels I’ve driven - but I actually found that appealing in a workhorse way.

WELL KITTED For something so large, the Tunland is easy enough to drive but it doesn’t feel quite as polished as the best pick-ups on the block in some respects - the gearbox does not have a silky smooth feeling when moving the shift lever from one gear to another, for instance, and the clutch has a slightly mushy action.

The cabin is solidly bolted together and the components come across as durable enough, but

Foton Tunland SC

A Willing Worker

By Jay Suave

Model Tested: Foton Tunland Single Cab 2.8 Luxury Foton’s Tunland pick-ups have been making waves among those who’ve driven and rated them. Quite frankly, this is the first pick-up to come out of China that can really hold its head high among its mainstream rivals from Japan.

That’s not to say it’s exactly “as good” in every respect rather it shines as a “very nearly there” offering at a much lower price. At least in double cab guise.

40 MOTOR

SEPTEMBER 2014

F

oton recently expanded the range with two high-rider 4x2 single cab models (Comfort and Luxury) as well as a lower-riding workhorse - effectively expanding the range into the real heartland of the hard-working pick-up world.

Locally in Kenya we have the … available*.

The Luxury model featured here costs Ksh. 2,499,500 and it’s likely to appeal to farmers or other private buyers that would like to veer off the beaten track from time to time. Foton calls it an ‘Off Road’

I don’t think many owners will enjoy the sight of the fake wood inlays on the dashboard and doors.

However you do get a lot of kit for your money as both Comfort and Luxury models come with aircon, multi-function steering wheel, a CD/MP3/Aux/ USB audio system with Bluetooth connectivity and electric windows. On the outside, each gets 16-inch alloys, but the Luxury version (which costs Ksh. 100,000 more) adds a roll bar, tonneau cover, side steps and a nudge bar.

Safety kit includes dual front airbags and ABS brakes but, irresponsibly on Foton’s part, there’s no traction control.

VERDICT The Foton Tunland single cab is a capable worker bee of a pick-up that offers better value than most of its rivals and plenty of kit for the money.

Yet it doesn’t undercut its Japanese rivals to the same degree that its double cab sibling does. Give me Ksh. 2.5 Mill to spend and I’d be more tempted by the Ford Ranger 2.2 SC 4x2 (High Ride), even though the Ford has less in the way of creature comforts. The Foton would be a close second on my list though, and it’s well worth a look-in.

FACTS Foton Tunland 2.8 Luxury  Engine: 2.8-litre, four-cylinder turbodiesel  Gearbox: 5-speed manual  Power: 96kW  Torque: 280Nm  Top speed: 150km/h  Consumption (claimed): 8.0 litres per 100km  Ground clearance: 220mm  Payload: 1130kg  Price: Ksh. 2,499,500  Warranty: Three-year/100 000km  Service plan: Optional LOCAL ALTERNATIVES  Ford Ranger 2.2 XL Hi-Rider (88kW/285Nm) - Ksh. 2,489,000  GWM Steed5 2.0 VGT Lux (110kW/310Nm) - Ksh. 2,399,990  Isuzu KB 250 D-Teq LE (85kW/280Nm) - Ksh. 2,909,000  Nissan NP300 2.5 TDi Hi-rider (98kW/304Nm) - Ksh. 2,932,000  Toyota Hilux 2.5 D-4D SRX (75kW/260Nm) - Ksh. 2,805,000  VW Amarok 2.0 TDI Trendline (103kW/340Nm) - Ksh. 3,426,000 MOTOR SEPTEMBER 2014

41

Q&A

Advice On Buying A Used Car

By Jude Gaya

Q

The exchange rate and increased taxation have pushed up the price of vehicles, broadening the gap between the prices of new and used cars. This uncertainty means buyers have found better value in the used-car market. As a result of these factors, banks this year anticipate an increased demand for used cars. My question is: do pre-owned vehicles really more affordable plus offer better value for money?

Industry expert Dr. Hanningtone Gaya had the following answer:

an example. Check if your dealer is registered with KRA, has a company PIN and VAT certificates.

A

One of the most important things to keep in mind when considering a used car is its history, including:  The number of previous owners.  Total mileage covered.  Vehicle age - check on the seatbelt.  A possible accident history - as confirmed around the windscreen sill and panel gaps.  The service history of the car, as documented in service manuals.

Any combination of age, mileage, service history and ownership history can affect the price of a used vehicle. For instance, a one-owner car that is two years old and has done only 20,000km, with a full service history, is worth more than a similar car with no service history.

It is advisable to always do business with a reputable and registered dealer, one that is also bank-approved. Chase Bank and IMHH is one such

42

MOTOR SEPTEMBER 2014

TO GOOD A car that is advertised at a price that is extremely well below its market value is a possible warning sign. A car that costs significantly less than similar models could indicate anything from extremely high mileage relative to the year of manufacturer, previous accident damage, a history of serious mechanical problems or decaying body work due to exposure on the high seas.

Buyers should exercise extreme caution when confronted with a car that has been classified as written off. This is an industry term used to denote a car that is “permanently unfit for use” or alternatively a car that has been stolen and recovered.

Regardless of the reason for the car being classified as written off, most banks will not finance these cars.

Regardless of the reason for the car being written off and then rebuilt, banks will not finance these cars.

You either buy them with your savings or have the cars broken down into spare parts.

If you do not feel adequately equipped to assess a car, have a knowledgeable person accompany you and help check it before you make a decision.

Likewise, never buy a car you have not had the chance to thoroughly test-drive. The chances that you are buying a faulty car is immense, where you have not road tested the unit, to detect faults in the

salient parts such as the engine - through noise and transmission – suspension components - through knocks.

For dealer pre-owned cars, ask the dealer if the car you’re interested in is still under warranty, still in its maintenance or service plan period, or if the maintenance plan has expired.

Buyers are also advised to consider costs that would affect their total monthly budget. These include costs for insurance and fuel, as well as wearand-tear maintenance items. Older cars sometimes do not have modern, fuel-efficient engines, so fuel consumption and costs are a major consideration.

Do not, in these modern times, buy cars equipped with carburettors. They are out of fashion and quite thirsty.

In conjunction with this and intended monthly mileage, also determine the kilometre service intervals for the car in question. Cars with extended service intervals could be more affordable in the long run, as they need to be serviced less often.

It’s also important to know the replacement costs for common consumables, such as tyres, which can be expensive, adding to the car’s overall maintenance costs. Do not buy a used car, without some sort of spare parts support. It is important to look around Industrial Area in Nairobi and Kirinyaga Road in CBD, to check if spare parts for the used car you intend buying are stocked by the various spare parts shops available.

Lastly, do not buy unpopular makes of cars or used cars from Asia. They do not have good resale values, when the time comes to dispose of the car.

You will have no buyer on the ready.

EXPERIENCE THE BENCHMARK IN ONLINE BANKING

Visit us on https://onlinebanking.kcbbankgroup.com KCB Internet banking enables me to carry out my banking transactions from wherever I am.

Swift transfers MORE CONVENIENCE FROM Forex transfers RTGS Electronic Funds Transfer Regulated by the Central Bank of Kenya

Interactive 24h chat on www.kcbbankgroup.com

SMS: 22522

0711 087 000 / 0732 187 000

contactcentre@kcb.co.ke

Santiusae safe driving demrae

Dealing With Carjacking

features will assist with trying to identify them later.

It is important for you to be aware of some obvious characteristics of most carjackers. These should include doing the following:  Make mental notes of how many attackers there are, what they are wearing, their average ages, and any facial or other physical characteristics. However, do not stare at the carjackers.

Try not to be obvious.

 Carjackers may not notice a sleeping baby in

the back seat. If this is the case, tell them and point out that the child is not a threat. This will make things more difficult for them. As the victim, you should never move to release the child without the perpetrator’s permission.

 If ordered to lie down, do so and remain there with your head down. Do not watch the perpetrators. Stay still until you are sure they have left, and only then ask for help.

 After the carjacking, get help and immedi-

ately report to the police. As a victim(s) do get counselling. Seek help within hours. Do not fool yourself into thinking you’ll ‘get over it’.

 Criminals look for new opportunities and situations that make their potential victims vulnerable. Modern and young jobless youth are increasingly developing new techniques to get our cars.

The following 10 tips, if followed well, can help you avoid being carjacked:  Always travel with the car doors locked, and with windows closed.

 Leave enough room between your car and the

one in front to avoid being boxed in. Make sure you can see where the tyres of the car in front make contact with the road. This can give you room to escape.

If ordered to lie down, do so and remain there with your head down. Do not watch the perpetrators.

Stay still until you are sure they have left, and only then ask for help.  Attract the attention of other motorists or

pedestrians if you think you are in danger. You can use the horn, flash your lights, put your emergency lights on or shout.

 Be aware of anybody who approaches your

car or is loitering near traffic lights, street stops, parking areas, especially in the estates and malls.

 If you suspect that you are being followed,

you should ideally drive to the nearest police station. If this is not possible, drive to a safe place, but don’t go home. A busy mall can be one such place.

 Don’t enter your garage or a parking area if

you believe you are being followed. Drive to the nearest police station.

 Don’t stop if, for example, a passer-by indi-

The recent horrific criminal incidents that have occurred locally have put the spotlight on carjacking, with the Kenya Police advising motorists and families to be vigilant of their surroundings at all times. In all carjacking situations, both the perpetrator and the victim have had one thing in common - survival.

C

arjacking involves planning and the criminals are likely to have more experience, thus having more control over you and themselves. Carjacking is usually over in a matter of seconds or minutes. The following tips should help you deal with a carjacking:  Try your utmost to stay calm. Listen to the carjackers and do what they tell you to do.

During a carjacking, your life and that of those with you must be your priority. Resisting the

44

MOTOR SEPTEMBER 2014

carjackers may cause them to become violent, or even deadly. Always remember that possessions can be replaced, a life cannot.

 Also, remember that the carjackers are prob-

ably just as scared and nervous as you are, so try not to panic and do anything the carjackers may not be expecting. Do not scream or make sudden movements, such as motioning with your hands.

 Try to avoid eye contact with the perpetrator(s)

and keep your hands where the carjackers can see them, ideally at chest level.  If you are ordered out of your car, wait for the perpetrator(s) to open the door or, if they order you to, do it slowly with one hand, keeping the other hand clearly where they can see it.

 Slowly move away from the car so that you

cannot be perceived as a threat to them. Listen carefully and make sure you understand what the carjackers are saying and follow their orders.

 Quietly but clearly assure the carjackers that they can take away the car.

 Looking at the perpetrators and taking a mental note of what they are wearing or their

cates that your car has a flat tyre or other defects. These are mere ploys.

 Drive to the nearest petrol station or safe area and check it there.

 Don’t tell strangers your movements or plans.  Don’t pick up hitchhikers or unknown people on your way, especially women. In most cases they are mere decoys.

 Don’t leave your car door open and the engine

running while opening your garage door or gates. Criminals act quicker than you would expect. If you reach your gate and it is taking long to be opened, drive away to safety and ring home to assess and ascertain the security situation, before driving back.

MOTOR SEPTEMBER 2014

45

COMING SOON

BMW will launch the second generation of its compact-SUV, the X1, in a little more than a year from now, showing off an architecture that has very little to do with the previous X1. BMW have basically started from the ground up with this X1, basing it on the same versatile platform as the Mini hatchback and new 2-Series Active Tourer which was launched in Solden, Austria at the end of July.

T

he UKL1 platform is actually being used to streamline a whole bunch of production plans around the X1, as BMW will also be building the second generation Mini Countryman and Clubman on it. This means that through a com-

mon platform, these vehicles will end up sharing drivelines, electrical systems and chassis, greatly improving profitability of models.

Back to the BMW X1, this platform share means that the new X1 will be offered as a choice of front-wheel and four-wheel drive, foregoing the

outgoing model’s rear-wheel drive setup. The engine will also be transversally mounted as opposed to longitudinally, which has allowed the BMW packagers and stylists to shorten the bonnet and increase the slope of the roof.

Designers close to the project say that these

The All-New BMW X1

Front-Wheel Drive For 2015

By Jude Gaya

The new X1 will be offered as a choice of front-wheel and four-wheel drive, foregoing the outgoing model’s rear-wheel drive setup.

changes have given the BMW X1 a profile that is sleeker, and less akin to an estate. A range of three and four-cylinder engines are planned for the new X1, constituting both diesel and petrol. The entry level X1 sDrive18i will make use of a 1.5-litre threecylinder petrol that is said to produce 100 kW, while the range topping petrol will wear the X1 xDrive25i designation, and be powered by a 172 kW 2-litre.

On the diesel front, the 1.5-litre sDrive16d will produce 85 kW while the xDrive20d will produce an impressive 125 kW. All sDrive X1’s will be front-wheel drive, while the xDrive variants will be four-wheel drive.

Because of the platform and parts sharing, BMW has also been able to extend the X1’s brand to

46

MOTOR SEPTEMBER 2014

a second and sportier model called the X2. Where the X1 will be fitted with four-doors and five-seats, the X2 will be a real coupé, sporting two doors and sacrificing one of the rear seats to only accommodate two rear passengers.

BMW could also be planning a performance oriented X2 that will receive a reworked turbo-

charged 2-litre engine that is expected to produce more than 220 kW, pitting it against the Audi RS Q3 and Mercedes-Benz GLA45. Bavaria Auto Ltd Local BMW franchise holder, will announce prices closer to the launch in a little over a year from now.

Keep your hands and eyes on Monthly Motor for more details as that date nears.

MOTOR SEPTEMBER 2014

47

Santiusae demrae COMPARATIVE REVIEW

want and can afford you can get locally at an auto dealer or specially import.

There are now only two trim levels: SE, which offers luxuries including an automatic parking system, three-tone ambient lighting and DAB radio, and AMG Sport, which adds a body kit, improved brakes, sport suspension and a Nappa-leather steering wheel.

Used Luxury Saloons:

Mercedes-Benz E-Class vs BMW 5 Series vs Audi A6 vs Jaguar XF

By Evan Reddy

Mercedes-Benz E-Class What It Is Before Audi and Jaguar gate-crashed the party, your choice of German family saloon was simple: for the ultimate driving machine, you bought the BMW 5-series; for the ultimate in comfort, you headed to the Mercedes dealership for an E-class.

It was a simple formula, and it still applies

48

MOTOR SEPTEMBER 2014

today. Focusing on comfort has made the E-class the linchpin of the Mercedes line-up: a favourite with German taxi drivers, executives, seasoned pilots, and the family with a holiday’s-worth of luggage who need the vast estate version.

The current used E-class is based on the model that was launched in 2009. Revised in 2013, it has been redesigned without the

“four-eyed” headlamps, and now comes with the option of more electronic gadgetry. This includes the useful, but far-from essential, allround cameras that provide a bird’s eye view of the car and its surroundings on the dashboard screen, as well as an active parking function where the car controls the steering and brakes, enabling it to slot itself into a bay or parallel space.

Mercedes describes the potential options as “limitless” and the range extends from a 168bhp diesel engine to a turbocharged V8 petrol engine in the E63 AMG S with 577bhp.

In total, there are two four-cylinder diesels, as well as a V6 and diesel hybrid. Petrol buyers can choose two versions of the 2-litre four-cylinder unit, the V8 in the E63 AMG or the more highly tuned version in the E63 AMG S. So what you

The Drive Cruising on the highway in virtual silence, enveloped in the leather seats, with barely a vibration from the road surface below, the temptation is to simply close your eyes and drift off. Or at least it would be if the standard “Attention Assist” tiredness warning system wasn’t ready to sound an alarm the instant you do so.

There are few more relaxing cars to drive this side of a Rolls-Royce, especially if you opt for the optional Airmatic air suspension.

Even on the twistiest upcountry roads, the big E-class remains composed and flat while cornering. The smaller-engined diesel models are particularly well-balanced. The steering on all models is precise, despite lacking some feel. In its own way, the E-class is enormously satisfying to drive. The seven-speed automatic gearbox is excellent, delivering smooth shifts at the right time. The same level of praise can’t be applied to Mercedes’ manual gearboxes, which are generally best avoided.

If you’re not seeking the unhinged E63 AMG models, the 168bhp E220 CDI diesel model stands out for its impressive performance and frugal economy on the official combined cycle. Although it may be tempting to “upgrade” to the E250 CDI, our testers have found it to be harsher and less refined. Pick the V6 petrol engine in the E350 and you’ll be able to summon what feels like vast reserves of power, as if from a ship’s engine room, sending the car surging forward smoothly. It fits the car’s character perfectly, although there’s a price to pay in real-world driving.

The Interior It’s not just the exterior of the E-class that was updated in 2013; the interior received a minor redesign, too, which has tidied it up and improved quality. The car doesn’t just feel like it has returned to the hewn-from-granite Mercedes standard, last seen in the 20th cen-

tury, but the evidence suggests that it has. The previous version of the E-class has achieved good reliability scores and this should continue with the current car.

The dashboard display isn’t as simple to operate as those offered by Mercedes’ German rivals but it’s fairly easy to use once you are familiar with it. A dial in the centre console is used to select functions on the screen at the top of the dashboard, controlling sat-nav, phone and radio functions among other things.

The most impressive part of the cabin has nothing to do with technology but is all about its sheer space, with generous legroom for rear seat passengers. Put the seats down in the estate and there’s space for 1,950 litres of luggage, or in other words, everything including the kitchen sink. It’s around 300 litres larger than the estate versions of the Audi A6, BMW 5-series and Jaguar XF. Mercedes offers several options to fill it, including two (small) rear-facing seats, to make the E-class into a seven-seater, as well as storage options to keep luggage in place instead of wallowing around the cavernous boot.

It’s easy to get carried away with the options list, which offers equipment ranging from a larger fuel tank to heated rear seats. The 360-degree camera, which offers a bird’s-eye view of the car’s surroundings, is useful for avoiding parking bumps. The ventilated seats, which are fitted with cooling fans, make a big difference on long journeys. You may struggle to resist he optional keyless entry system, which now allows hands-free access to the boot. You open it by waving your foot underneath the bumper, leaving your key in your pocket or bag.

The E-class has a five-star Euro NCAP safety rating. As well as two ISOFIX child seat mounts, safety equipment includes nine airbags as standard, as well as a collision warning system, tiredness monitor and automatic emergency braking.

What to look out for After a big dip in quality a few years ago, Mercedes has improved its production processes and the E-class is generally as reliable as you’d expect of a car carrying the three-pointed star. The only issue that’s cropped up so far is with the diesel engine’s fuel injectors, which can need replacing after surprisingly low mileages.

Although E-class owners are generally a happy bunch, this generation of the model, has MOTOR SEPTEMBER 2014

49

COMPARATIVE REVIEW

already been recalled four times. Two of those were because of fuel leaks, one because of power steering system leaks and other because of loss of power steering assistance.

The one to buy Mercedes-Benz E220 CDI SE 7G-Tronic Specification  Price: £36,185 (price correct at time of publication)  Engine: 2143cc, 4 cylinders  Power: 168bhp @ 3000rpm  Torque: 295lb ft @ 1400rpm  Transmission: 7-speed auto  Acceleration: 0-100kph in 8.8sec  Top Speed: 220kph  Dimensions: L 4905mm, W 2071mm, H 1507mm  Kerb weight: 1735kg Verdict The beauty of the Mercedes-Benz E Class lies in its versatility. How a car can carry such a premium image, yet be a taxi in nearly every European country is mind-boggling. As a used luxury car, the Mercedes-Benz E Class is remarkably robust, offers a broad range of trims, engines, and even suspension tunings to choose from. The cars are highly reliable, which is good because they are also a bit pricey to maintain. However as a good used luxury car, few models are more desirable than the Mercedes-Benz E Class.

BMW 5-SERIES What It Is For about as long as we can remember, the 5-series has been the king of the executive saloons. You could spend more on a larger 7-series but it would be a waste, so good is its smaller sibling. And while the Touring version is accomplished, it isn’t the largest or most practical estate car of its class.

The saloon offers a precise and satisfying drive, outstanding comfort and robust build quality. There is also a wide range of engines that offer class-leading performance, fuel economy and exhaust emissions. Our choice would be the 520d Efficient Dynamics. In this class of car, you should also be arranging test drives of the Jaguar XF, Mercedes-Benz E-Class and Audi A6. The Jaguar, in particular, is a highly desirable motor that offers a very satisfying drive.

50

MOTOR SEPTEMBER 2014

The Drive Your first consideration when buying a 5-series is whether to order variable damper control, an adaptable damping system. This offers a choice between sport, normal and comfort, and allows the driver to alter the ride comfort and, to an extent, the car’s character.

We’d suggest it’s worthwhile, as it sharpens up the handling considerably over the basic model.

As for the 520d, its 2-litre, four-cylinder turbo diesel is powerful enough - 181bhp to make the large saloon feel spirited, powering it from standstill to 100kph in 8.2 seconds, plus it’s also efficient. The 6-speed manual transmission is good to operate and the main controls - steering, throttle, brake and clutch - all have a reassuring weight.

The Interior You’ll be sitting comfortably in the 5-series.

It has a good driving position and excellent seat comfort with a wide range of adjustment, so long trips are tolerated with ease. The quality of the materials and fit and finish is impressive, the dashboard is clearly laid out and the latest iDrive multimedia interface is a great improvement on the original version.

A neat option is a head-up display, which projects information about vehicle speed and satellite navigation instructions onto the base of the windscreen, helping to prevent you from taking your eyes off the road.

Rear seat space is generous, as is the 520litre boot, but for further practicality you’ll need to specify the optional split/folding rear seat - personally we didn’t need it during our tests. The only real gripe involves the automatic transmission, which, where available as an option or fitted as standard, isn’t intuitive to use.

What To Look Out For Run flat tyres with the M Sport package can be at risk of damage so check the sidewalls for bubbling. Some owners have had a malfunction warning on the reversing camera, so check that works OK, and also check for other warning lights - some owners have noticed drivetrain malfunction warnings which would mean a trip to the service centre. Some owners have also found their car pulls to the right so take the car on a test drive to check this isn’t the case, and that there are no other unusual cabin noises and signs of wear and tear.

MOTOR SEPTEMBER 2014

51

COMPARATIVE REVIEW

The 5-series with towing ball hitches were recalled in 2013 for an issue with the electronic deployment system, which could result in the ball hitch shaking loose from the end stop whilst driving, and the M5 was recalled in 2012 due to engine failure related to oil pump problems. If you’re going for either models affected, check that the car has been fixed by BMW and not some roadside drone.

Just so you know what these BMW codes stand for, the sixth generation of the BMW 5 Series the (F10) debuted 23 November 2009

as a 2010 model. The Station Wagon/Touring version carries the chassis code F11, while the Gran Turismo hatchback style is known by F07.

This chassis is shared with the 7 Series (F01) and the 6 Series (F12/F6).

The one to buy 520d Efficient Dynamics Specification  Price: £30,435 (price average at time of publishing)

 Engine: 1995cc, four-cylinder turbo diesel  Power: 184bhp @ 4000rpm  Torque: 280lb ft @ 1750rpm  Transmission: 6-speed manual/7-speed dual

clutch  Acceleration: 0-100kph in 8.2sec  Top speed: 230kph  Dimensions: L 4,899-4,907 mm*, W 1,860 mm, H 1,462-1,464 mm* (*2011-present sedan)  Kerb weight: 1,685 kg

Verdict Even though BMW has concentrated more on the comfort side, in truth the dynamic side has not lost out in any way. The 5 Series is a surprisingly big car though, a fact that you are always aware of from behind the wheel.

Although it is far from tank-like thanks to some high-tech steering technology. Sporty drivers will revel in the Beemer’s dynamics and the performance delivered by the iconic straight-six engine under the wide clam-shell bonnet. The BMW 5 Series falls neatly between

the executive qualities of the E-Class and the outright sportiness of the XF but close to the moderate superiority of the A6. As with the two German brands, though, you really do have to spec this car carefully and realistically to arrive at a features level that complements what is fundamentally a great driver’s car.

AUDI A6 What It Is In the battle of the premium badges, it’s usually the Germans who end up punching

hardest. But it’s the domestic fight that’s most gripping, with BMW from Munich, Audi from Ingolstadt and Mercedes-Benz from Stuttgart going nose to nose.

So with this fourth generation A6 is Audi trying to make an executive expression that’s as good to drive as a BMW 5-series and as good to own as Mercedes-Benz E-class. The range stretches far and wide from frugal four-cylinder diesels to tarmac pulverising 420bhp V8 “S” models, but whether you look at the cost to buy or to run, it’s the small diesels that come out on top every time.

If showroom appeal were the only measure, BMW and Mercedes-Benz would be crying into their soup right now. The Audi A6 is not only gorgeous on the outside, the cabin also blends true quality with latest technology with rare harmony.

The Drive But any driver knows that Audis are great to look at. The question is, can the new A6 beat the habit of a lifetime and actually offer something - anything at all - to even a mildly enthusiastic driver? Well, here’s a revelation - while the expensive models will always have brutal power on their side, the surprise is that even the everyday, bread-and-butter models are no longer the joyless conveyances they once were.

The most humble 2.0-litre TDI you can buy is still good for over 225kph and a 0-100kph sprint well under 9 seconds. Better still, this is the first generation of the Audi A6 to offer decent ride quality: all that banging about over the bumps has been replaced by a supple, almost silky gait closer in quality to a Jaguar than anything you might expect from Audi.

The A6 makes good sense financially, too: this lower-powered diesel model returns quite a low fuel consumption figure, but if you want an A6 to blow your mind but not your bank balance, you can’t ignore the 3.0 TDI BiTurbo: offering 230 kW (309bhp) @ 3900-4500 and 650 Nm (479.42lb·ft) @ 1450-2800 while delivering a sprint to 100kph in 5.1 seconds, this is selfstyled supercar performance.

Sadly the last piece of the jigsaw remains under the sofa. This A6 is a far more capable handler than the last, but it’s still not fun in the way any rival BMW, Mercedes or Jag is fun. It’s quick, competent and effective, but that’s as far as it goes.

52

MOTOR SEPTEMBER 2014

MOTOR SEPTEMBER 2014

53

COMPARATIVE REVIEW

of the world with one gentle shut of the driver’s door, and relax as the their cars all but find their own way to the next destination. The A6 may not have yet reached the heights of success in Kenya that it has in European markets where it is the class leader. But when you take into account the overall global growth that Audi has achieved over the past few years, thanks in no small part to the emphasis placed on its executive models, it surely won’t be long before our local execs sit up and take notice.

One of the most distinctively styled cars on the road today, Audi’s A6 delivers distinction, outstanding comfort, all-wheel drive and a broad palette of luxury features. One of the best used car values out there, the Audi A6 also has a timeless quality. Even a 6 year old A6 looks thoroughly modern and up to date.

Additionally, the A6 offers a driving experience rivalling that of many so-called sport sedans.

As good used luxury cars go, the Audi A6 ranks among the best available.

This car is evidence that when you have the basics of the engine and drivetrain set-up right, the rest basically falls into line to provide a package that manages to feel satisfying and special without ostentation.

The Interior This is where Audi pulls itself back into the game. You might prefer the industrial cleanliness of a BMW-designed interior or the opulent luxury offered by a Mercedes, but if what you want most is a driving environment that’s as good to operate as it is to look at, the A6 should top your list. Featuring many design cues and features from the top of the range A8 limo, even the cheapest A6 offers a high-quality habitat not just for the driver but his or her passengers, too.

54

MOTOR SEPTEMBER 2014

Space is excellent in the front or back, but if it’s ultimate load-lugging ability you’re after, the Mercedes E-class estate remains the roomiest on the market.

What To Look Out For With most of the latest generation of A6s still under warranty, any glitches that have cropped up seem to have been mopped up by dealers.

The One To Buy Audi A6 2.0 TDI Specification

 Price: £30,985 (price average at time of pub-

lishing)  Engine: 1968cc, straight four  Power: 174bhp @ 4200rpm  Torque: 280 lb ft @ 1750rpm  Transmission: 6-speed manual (eight-speed auto available)

 Acceleration: 0-100kph in 8.7sec  Top Speed: 225kph  Dimensions: L 4,915 mm W 1,874 mm H 1,455 mm

 Kerb Weight: 1,575 kg Verdict We can certainly see the appeal of such models more clearly now. These are the people who want to head to lunch at 11am, tell their assistants to hold all their calls, close out the rest

JAGUAR XF What It Is Pound for pound, this is the best Jaguar on sale. In the most important areas, the XF matches the abilities of its best mid-size executive German rivals but adds a sense of style and class with which they cannot compete.

The range extends from a 2.2-litre diesel with 163bhp to a mighty 550bhp XFR-S model with a 5-litre supercharged V8 on board. But, as is often the case with such cars, unless you have money to burn, the cheaper cars are not only better value, they are better full stop. A muchneeded Sportbrake estate version went on sale at the end of 2012 but not locally through franchise holder RMA Motors.

The Drive A Jaguar need not be hugely fast but it must always combine a fine ride with handling of genuine appeal to the driver. The XF achieves this better than any other Jaguar. And the cheaper and slower the XF, the lighter, more nimble and better-balanced it will be. All XFs grip hard and steer beautifully but the base

2.2-litre diesel, on modest 17in rims, rides better than a long wheelbase XJ limo, while on a decent road it will indulge the driver at a level usually reserved for purely sporting cars, and pretty well resolved ones at that.

On paper, performance seems merely adequate unless you choose at least the 3-litre diesel, but with a standard eight-speed gearbox even the lowest-powered XF rarely feels as gutless as its figures suggest. Nor is the concept of a four-cylinder Jaguar quite the contradiction in terms it might seem. Jaguar’s engineers, concerned that the Ford-sourced engine would not deliver a truly refined driving experience, threw so much sound deadening at it that some suggest it’s more refined than the 3-litre V6 diesel.

The Interior From the way the gear selector emerges from the centre console to air vents that rotate through 180 degrees when you start the engine, here is a cabin that surprises and delights. It looks beautiful, too, and in design terms it’s a real step up from most rivals.

It’s not all good news, though. Room in the back is limited and the driving environment, although very attractive, doesn’t work anything like as well as offerings from Audi, BMW and Mercedes-Benz. The touchscreen dealing with all satellite navigation, information and entertainment is particularly slow and, at times, frustratingly counterintuitive. You should know this has been improved immensely on newer versions. In the end - and like almost all Jaguars - whether the XF will appeal or not depends on whether what it lacks in operating efficiency is more than compensated for by the additional class and comfort it offers. For us, it is.

What To Look Out For XF buyers are, by and large, very happy: they voted the car into third place in the 2011 Auto Express Driver Power survey and also car of the decade. Some electrical niggles were noted in early examples, however, including sticking windows, freezing touchscreens and drained batteries, and there have been a number of recalls - for malfunctioning rear seatbelts, an instrument cluster problem, engine cut-outs, loss of power steering assistance and a fire risk.

It’s not gremlin-free, then, but still an improvement over Jaguars of old.

MOTOR SEPTEMBER 2014

55

COMPARATIVE REVIEW

The One To Buy Jaguar XF 2.2 Diesel SE Specification  Engine: 2179cc, 4 cylinders  Power: 140kW (163bhp) @ 3500rpm  Torque: 450Nm (295lb ft) @ 2000rpm  Transmission: 8-speed automatic  Acceleration: 0-100kph in 8.5sec  Top speed: 225kph  Dimensions: L 4,961 mm, W 1,877 mm, H 1,460 mm  Kerb weight: 1,850 kg Verdict The Jaguar XF has always been the best looking Executive saloon but somehow with the newer model they’ve managed to make it more beautiful, probably I should I reiterate Ian Callum - Director of Design for Jaguar Cars has.

The wings have been streamlined, the bonnet sculptured and sleeker headlamps with LED daytime running lights have been fitted too. Not to mention the great changes inside too.

Back to the impressive engine on test here, the power output with an impressive torque figure provides the muscular performance expected of a Jaguar. Reaching 100kph in 8.5 seconds, the car will go on to achieve a top speed of 225kph. Nevertheless the unit still manages to consume 6.6 litres of dinosaur juice on the combined cycle - making it the most economical Jaguar ever. An interesting thing to note is the lack of Noise.

On the down-side some options should be standard in the Luxury model, some low-down turbo lag, hesitant kick-down on long ascents plus roofline restricts rear headroom for the tall folk (6 feet and above). All in all this Jag drives well and is kind to the hip pocket: win-win.

There’s a lot to like about the entry-level Jaguar XF - the Ksh. 4,997,000 entry point is one thing, but it also comes with a hefty spoonful of driver enjoyment. The Jaguar XF is a gorgeous and engaging alternative to luxury cars such as the Audi A6, BMW 5 Series, and Mercedes-Benz E-Class. After our test drives, we’d say the 2013 Jaguar XF is one of the most appealing choices in this wonderful luxury/ sports saloon category, and gets to the top of the class with charm, distinctively stunning good looks and dynamic driving capability. The XF models offer the full Jaguar experience of lux-

56

MOTOR SEPTEMBER 2014

ury, elegance, performance, ride and handling.

The Jaguar XF delivers everything you’d expect in a contemporary luxury saloon, and then some, in styling, interior design, features, technology, driving behaviour and overall impeccable luxury. The hardware underneath is anything but ordinary, much of it shared with the Jaguar XK. Factor in a well-engineered body structure, and the Jaguar XF is exactly what it should be: smooth, quiet and responsive. This mid-size, rear-wheel-drive saloon feels lighter and more agile than some of the other cars in this class, and it bears up like a top-rank sports saloon when driven aggressively.

The Jag’s newfound affordability may also place the smaller A4, 3 Series and C-Class cars on notice. Yep, the launch of the new 2.0-litre turbo-petrol Jaguar XF represents the British throwing their union-jack-woven gauntlet (that’s glove if you don’t hail from the 15th century…) Now the government bean counters have another choice of brand to pin those ugly GK plates on.

If you’re in search of efficient high-specific output, while yearning for a compelling combination of flexibility, refinement and driver reward, then the Jaguar 2.0 Turbo 4 and 3.0 V6 S/C are an exquisite choice - you won’t see

many cat faces while serenading the highways with cat-tunes.

The latest iteration of the Jaguar XF medium-sized executive is now available in all of Jaguar Land Rover sub-Sahara Africa’s markets - including Kenya through franchise holder RMA Motors, boasting more ground-breaking technology such as Extended Navigation. This feature, which combines two separate mapping packages offered for the first time as a single, integrated solution, will give Jaguar XF drivers an unprecedented trans-border navigation capability, allowing for safe and efficient travel across Africa.

COMPARATIVE REVIEW VERDICT All modern road tests are fiercely contested, but this is one of the toughest we’ve had to call. Three of these cars can justifiably lay claim to the title of best executive model. Yet we could pick only one. The car left behind in the battle for top spot was the Mercedes. Not only does it look and feel dated, it’s off the pace dynamically. On this evidence, the E-Class needs some work to compete at the sharp end of the sector.

However the now available newer model does change all this.

The entry-level Jaguar XF has been a long time coming, and the latest revisions ensure it’s

in rude health. Unfortunately, the auto-only specification makes it more expensive and polluting than its rivals, and that proved critical in deciding the outcome.

Choosing between the BMW and Audi is no easy task. Both are highly efficient and desirable. The 520d is the enthusiast’s choice as it drives superbly, but the Audi is better equipped and promises dazzling interior quality. For most buyers, the A6 makes more sense more of the time - and that’s why, by the smallest of margins, it wins this test. But we could forgive anyone who wanted the character of the latest Jaguar.

MOTOR SEPTEMBER 2014

57

COMPARATIVE TEST

Executive Saloons:

Hyundai Sonata 2.4 Exec AT vs Subaru Legacy 2.5i S Prem CVT vs Honda Accord 2.4i-VTEC exec AT There are clear similarities in the overall design of all three cars, even down to the outline shape of each car’s grille: Hyundai, Subaru and Honda. The Sonata’s glass roof does add a touch of distinction, though. For so long the German premium brands, Audi, BMW and Mercedes-Benz, have dominated this executive saloon market segment - BMW actually created it with the original 3 Series - and they continue to be the default choice for most people in search of style and status.

58

MOTOR SEPTEMBER 2014

B

ut sometimes it pays to look around for decent alternatives if only because of the prospect of better spec value for money than that of the costly “option tick-box demanding” titans. Rival offerings from respected Japanese manufacturers Subaru, Honda and Mazda are often not given due credit. Then Korea’s Hyundai re-joined the group of Far-Eastern wannabes looking for a profitable

share of the action with a rather dramatic and strongly marketed new Sonata model.

DESIGN & PACKAGING Hyundai Sonata 16/20 Subaru Legacy 15/20 Honda Accord 16/20 The new Hyundai Sonata will certainly not be confused with anything else on the road especially in a rear-view mirror. A dominant

grille and pronounced front bumper/air intake make up a boldly sculpted front end that carries big, shapely headlamps. A fluted, clamshell bonnet, prominent lines along the flanks, narrow, tapering side glass and a glass roof (actually a giant double sunroof), the side arches of which close inwards at the rear, adding to the physical presence. The wheels look a little lost within the heavily stylised profile, but the doors are big, which makes for easy entry/exit. It is the longest and widest car of the three as well as boasting the longest wheelbase, helping create what is clearly a stylish (definitely modern), spacious cabin - no shortage of legroom here.

Materials quality appears good except for the steering wheel and shift paddles. It has a cavernous boot - it holds the most of the 3 and the utility space is increased with the rear seats folded (released from inside the boot). However, the loading lip is high and the aperture into the cabin is small.

“Stately”, “lacks any real distinction”, “no beauty queen” were some of the comments made of the Subaru Legacy’s looks, although the front, with its humped bonnet, is fairly bold looking. Big multi-spoke alloys under pronounced wheelarches and body kit-like sills do give the profile some character, however. The Legacy is by far the tallest of these three, and puts the height advantage to good use to help create a huge cabin, especially in the rear for tall folk like me. Fixtures and fittings look upmarket but their tangible quality is less impressive. The boot is fairly big - second largest of the bunch but surprisingly there is no fold-down rear seat, only a ski flap, which limits load carrying versatility. A tilt/slide sunroof is fitted.

Low and wide, the Honda Accord’s broad, almost aggressive visage also makes a bold impression. The wide, fluted bonnet and pronounced wheelarches add to the effect but overall the styling is straightforward - the test team voted it the best looking of the three but only by a very small margin. Despite the low roof height, entering and exiting the interior is easy enough thanks to the big doors, but it is inside that the Accord suffers by comparison with the other two thanks mainly to a relatively short wheelbase that compromises fore/ aft space, especially in the back. Shoulder-room is fine, but it is the least accommodating cabin of the three. The architecture and trim quality are top class, though, and a tilt/slide sunroof is MOTOR SEPTEMBER 2014

59

COMPARATIVE TEST

standard. The rear seat backrest folds down to increase luggage capacity but unfortunately it holds the least.

COMFORT & FEATURES Hyundai Sonata 16/20 Subaru Legacy 16/20 Honda Accord 17/20 The Sonata is equipped with most of the comfort and convenience items expected at this level such as auto-locking doors, climate control, a trip computer, cruise control, a good sound system with numerous auxiliary source inputs, an auto-dim interior mirror, electric windows (driver one-touch up/down) and exterior mirrors, a rake/reach adjustable multi-function steering wheel and auto-on (self-levelling xenon) headlamps and wipers.

Driving comfort is spoiled by a seat that has

60 MOTOR

SEPTEMBER 2014

plenty of electric adjustment, including lumbar, but does not drop far enough downwards for taller people, meaning headroom beneath the somewhat clumsy dual glass roofs is compromised. Keyless entry and go is standard and the seat slides backwards/forwards when switching off/on - a nice touch. The steering wheel boss is cumbersome and, as already stated, the gearshift pad paddles feel cheap and are sited too close to the column stalks. Other irritants include a gearshift indicator that does not line up with the gate, a silly “eco” light, and a rather vague climate control display. Clear, blue back-lighting for the instrumentation can be varied with a dimmer. The parking brake is foot-operated and there is a hill-holder function, too. No headlamp wash, but Park Distance Control (PDC) is fitted to the rear. Upholstery is a combination of plain and perforated leather, but there is only a lap belt for the rear middle passenger.

By comparison, the Legacy is less well equipped, although what it does have over the Sonata are a two-position seat memory, an electronic park brake, dual-zone climate control, headlamp wash, three three-point seatbelts at the back and far more oddments stowage.

But no auto-locking or PDC and dipping the rear-view mirror and altering headlamp beam height are DIY tasks. The leather upholstery is rather uninspiring, covering front seats that have only minimal bolstering and a rear seat that is practically featureless. Big aluminium pedals and footrest and would-be carbonfibre trim inserts try to lend a sporty look and the tall glasshouse helps make for an airy ambience, but the Legacy’s spacious cabin leaves a somewhat lacklustre impression.

The Accord’s appointments are a blend of the best of the other two plus a bit, such as plain and perforated leather upholstery, electric front seats with manual lumbar adjust, twoposition seat memory and warmers, electric windows with one touch fronts, auto-on wipers and lights, dual-zone climate control, cruise control, trip computer, headlamp wash, front and rear PDC and a spectacles holder. The seats are really comfy and the Accord is one of those cars that you snuggle into in an atmosphere of understated style. The ergonomics are excellent, there is plenty of useful stowage space and the interior surroundings have an upmarket ambience that creates a feeling of motoring well-being. In everything but space, it sets the

standard here.

Safety-wise, all of the cars feature up-todate technology. The Legacy has seven airbags as standard, the other two six apiece.

RIDE, HANDLING & BRAKING Hyundai Sonata 14/20 Subaru Legacy 17/20 Honda Accord 17/20 Not the Sonata’s forte… Riding on conventional MacPherson strut front/multi-link rear suspension, the ride is surprisingly stiff and it can actually get quite jittery over ridges and corrugations, yet it can also get floaty at speed.

Because of the stiffness there is very little body roll when pressing on through corners. But the steering is awful - it is far too sensitive around the straight-ahead position, the response does not appear linear, there is no feel and constant correction is necessary in normal driving. With just under three turns lock to lock, the gearing is fine and the near 11-metre turning circle is reasonable given the car’s long wheelbase.

However, for a hydraulically-assisted system, the steering is a let-down. Wheels are 18-inch alloys with 225/45 rubber and there is a full-size spare in the boot. Brakes are ventilated discs MOTOR SEPTEMBER 2014

61

COMPARATIVE TEST

up front, solid rotors at the rear with full ABS/ EBD/BAS control, but Monthly Motor’s 10-stop test average stopping time from 100 km/h of 3.15 seconds rates their effectiveness as fractionally worse than average.

Perhaps to be expected given Subaru’s motorsport history, the Legacy’s dynamics are excellent. MacPherson struts up front and double wishbones at the rear help give the Legacy superb on-road manners whether labouring through town or challenging the upcountry twisty roads, benefitting immensely from the permanent four-wheel drive. Copious grip from the 225/45 R18 tyres inspires confidence in all weathers, with only a hint of four-wheel drive understeer at the limit. The electrically- assisted steering provides good feedback and the 2.9 turns lock-to-lock and 11-metre turning circle match the Sonata’s. Legacy is definitely the driver’s car of this trio. Wheels are alloy and the spare is a space-saver. Again, ventilated/solid discs with full ABS control provide the stopping power, and the test stopping time average of 2.79 seconds rates as excellent.

The Accord once more does the business in a competent if not spectacular manner. With double wishbones up front and a multi-link rear suspension setup, the ride is firm but never jarring and because of the car’s wide and low stance, body roll is not noticeable. The electricpowered steering is higher-geared - 2.5 turns lock to lock - but the 12.1-metre turning circle is a result of the car’s width and consequent wide track. Car-parking takes care. The Accord is not as sharp as the Legacy but is nevertheless very well balanced. Wheels are again 18-inch alloys but with an 8J width - rather than the other two’s 7.5J - the Accord wears 235/45 rubber. The spare is a space-saver. Brakes follow the same format as the Sonata and Legacy, and the test average stopping time of 2.92 seconds is just outside the excellent rating.

paddle shifting, the Sonata delivers middling performance - 0-100 km/h in 10.07 seconds and a top speed of 208 km/h. Refinement is missing, though - the test car occasionally lurched from take-off and the transmission sometimes hunted for the right gear. Overall, the Sonata proved difficult to drive smoothly.

Despite having the biggest capacity engine - 2457cc (2.5-litre) - the Legacy has the least power of the three - 123kW at 5600 r/min - and all but the same maximum torque as the Sonata, so its slowest-of-the-group 10.92 seconds for the 0-100 km/h sprint is no real surprise. The Legacy has a six-step CVT transmission with manual override and paddles. Top speed is 210

km/h. Of course, the 16-valve flat-four engine has that distinctive Subaru beat to it, most of which is subdued by the slurry nature of the CVT ’box, however. With marginally the smallest engine of the three - 2354cc (2.4-litre) - the Accord uses Honda’s long established VTEC VVT technology to good effect to produce 148kW at a high 7000 r/min and 230Nm of torque at 4200 r/min. The figures contradict the car’s reasonable low to mid-range tractability, though. With a 0-100 km/h time of 9.65 seconds and a top speed of 227 km/h, the Accord is the sprinter of this group. The transmission is a five-speed unit that has a slightly odd shift release button, but there are Drive and Sport

modes to choose from, plus paddles.

FUEL ECONOMY Hyundai Sonata 16/20 Subaru Legacy 14/20 Honda Accord 15/20 The Sonata scores here by being the most economical of the trio. A Monthly Motor fuel index figure - in other words a calculated achievable overall consumption - of 9.84 litres/100 km is quite respectable for a car of this class. With its 70-litre tank, the car has a range of 711 km.

The Legacy is (just) the thirstiest of the group with an index figure of 10.92 litres/100

km. Tank capacity is 65 litres, which allows a range of 595 km.

The Accord falls between the other two with an index figure of 10.68 litres/100 km giving it a range of 613 km with its 65-litre tank.

VALUE FOR MONEY Hyundai Sonata 16/20 Subaru Legacy 15/20 Honda Accord 16/20 At Ksh. 2,999,000, the Sonata puts all of its rivals to shame with an excellent value-formoney package - but there is more to value than gadgets. For sure, the car’s standard equipment list is extensive but the dynamics, refinement

and potential resale value are issues that should not be overlooked too readily.

The Legacy is priced at Ksh. 5,425,000 when equipped with a 2-litre engine, this one will definitely set one back close to or just over Ksh. 6,000,000, which is fair value, especially when considering the car’s costly four-wheel drivetrain. But it lacks any notable “surprise and delight” items that would add to the appeal.

We reckon the CVT does not suit the car, but Subaru is seriously targeting the African market with its new products, which explains quite a few specification choices. With prices yet to be announced on the soon to be launched all-new version, this model sold for close to

PERFORMANCE Hyundai Sonata 16/20 Subaru Legacy 15/20 Honda Accord 16/20 The Sonata has a 2359cc (2.4-litre) twincam 16-valve in-line four-cylinder engine with variable valve timing (VVT) producing peak outputs of 131kW at 6000 r/min and 228Nm of torque at 4000. Mated with a 6-speed auto box with manual override and the option of

62

MOTOR SEPTEMBER 2014

MOTOR SEPTEMBER 2014

63

COMPARATIVE TEST

Ksh. 6,000,000, making it the most expensive of the trio, but it has a really good spec level, is dynamically adept and upholds Honda’s renowned reputation for quality, for which it is difficult to place a value.

VERDICT Hyundai Sonata 15/20 Subaru Legacy 15/20 Honda Accord 17/20 If we take decimal places into account then the Hyundai Sonata comes last in this comparison. We were expecting more from this newcomer that has received a lot of glob-

64

MOTOR SEPTEMBER 2014

al advertising and marketing exposure since launch, but there are too many aspects, particularly concerning dynamics, that overshadow the undoubted value-for-money spec level for the money - the “bling for the buck”. These days, though, near enough is not good enough in this class of vehicle.

We expressed concern over Subaru’s decision to make the US market its number 1 target because American tastes and preferences often do not coincide with Eurocentric priorities that Africa tends to follow. Fortunately, the dynamics have not been distilled too much - save for the CVT - and the Legacy does appeal in a

number of areas. But it lacks the overall versatility of the Sonata and Accord and - dare we say it? - is a bit ordinary in this company.

The Accord does nothing exceptionally well nor anything particularly badly, but its conservative persona wrapped in Honda’s enviable reputation for quality just about justifies its premium pricing and makes it the winner here. It provides a safe and comfortable haven from the mayhem of motoring life and provides a really sensible alternative to the market sector’s German establishment, whose very basic standard offerings are priced where the Honda reaches its peak. Makes you think…