Road Test Special 2015

RTS ROAD TEST SPECIAL

Hyundai Veloster Turbo

Jaguar F-Type R AWD

BMW 228i Cabriolet

Ford Focus ST3

TESTED:

Audi S6

BMW 125i

Chery Tiggo 1,6 TXE

Infiniti Q50 2,0T

BMW 228i Cabriolet Ford Focus ST3

Jaguar F-Type R AWD

Mazda CX-5 2,2DE Akera Nissan X-Trail 1,6 dCi XE

BMW M6 Competition Package

Hyundai Veloster Turbo

Mahindra Xylo 2,2 CRDe

Mercedes-Benz E250 BlueTec Coupé Subaru Legacy 3,6R-S Premium

Suzuki Ciaz 1,4 GLX

KEEP ON TRACK FOR 2016

WORTH

R95

LOOK OUT FOR THE LIMITED EDITION ANNUAL CALENDAR IN STORES NOVEMBER 16TH Available with the December issue Sponsored by

ROAD TEST SPECIAL

CONTENTS

pg.

The year in review

104

Audi S6 Quattro S tronic

106

BMW 125i M Sport 5-dr Sport Steptronic

108

BMW 228i Cabriolet Sport Steptronic

110

BMW M6 Coupé Competition Package

114

Chery Tiggo 1,6 TXE

116

Ford Focus ST3

118

Hyundai Veloster 1,6 T-GDi Elite

120

Infiniti Q50 2,0T Sport

122

Jaguar F-Type R Coupé AWD

124

Mahindra Xylo 2,2CRDe E8

126

Mazda CX-5 2,2DE Akera

128

Mercedes-Benz E250 BlueTec Coupé

130

Nissan X-Trail 1,6 dCi XE

132

Subaru Legacy 3,6R-S Premium

134

Suzuki Ciaz 1,4 GLX

136

106

108

120

118

128

110

122

130

114

124

132

116

126

134

CARmag.co.za

136

NOVEMBER 2015

103

ROAD TEST SPECIAL

2015’s BEST AND WORST Most expensive car

Most expensive part

R4

R94

750 000

Lamborghini Hurácan LP610-4

400

Lamborghini Hurácan LP610-4

Quickest (0-100 km/h)

Slowest (0-100 km/h)

3,20

16,25

sec

Lamborghini Hurácan LP610-4

sec

VW Up! 1,0 Move

headlamp

Best braking (100-0 km/h)

Worst braking (100-0 km/h) Thriftiest

2,74

3,85

sec

Mercedes-AMG C63 S

GWM Steed 5E 2,0 VGT Xscape

HOW WE TEST Road test scoring CAR’s road test section is one of the pillars of the magazine. That’s always been the case, and that’s why we take them very seriously. We score each test vehicle out of 100 points, but that’s only the end result of a strenuous process.

Every member of the 10-strong road test team drives each vehicle before completing a detailed scoring sheet that compares the subject vehicle with its main rivals. The scoring sheet includes the following criteria: ride, packaging, comfort, performance, dynamics, fuel efficiency and value for money. The weighting of each category is modified according to the class in which the test vehicle belongs. For example, a supercar is scored more strenuously on perfor-

104

NOVEMBER 2015

sec

CARmag.co.za

5,1 L/100

VW Up! 1,0 Move

mance than fuel consumption, while scoring for a budget vehicle will be the other way round. Each test team members’ score out of 100 is added up and averaged to reach the final score you see in the magazine and so provide a balanced opinion. What the above does not reveal is the lengthy arguments in the CAR office about test cars before we go to print each month.

Claimed vs. real fuel consumption CAR recognises the conservatism of manufacturers’ claimed fuel-consumption figures and therefore adds 20% (then called the CAR fuel index) to be more representative of real-world driving conditions. Our road tests further feature a fuel route figure where the test car is driven on a real world cycle of about 100 km that includes city and extra urban sections.

Thirstiest

km

20,4 L/100 km

Infiniti QX80 5,6

We recently revised the test route to be even more accurate. The same driver is used, and vehicles are tested under similar traffic conditions.

Boot measurement We use ISO blocks to measure the luggage and utility capacities of test vehicles. Our measurement figures are calculated by adding up the number of 8 dm3 blocks, each of which is shaped like a large brick, that we can fit in test units. We first stack the blocks into the boot to the top (up to the luggage shelf for a hatchback). Then we fold the rear seats down and stack the blocks to the ends of the vehicle’s front seats and up the roof to calculate the total utility space. If the rear seat slides, we do additional readings and, for seven- or eight-seaters, we fold down both rear rows to work out the maximum utility volumes.

OUR FAVOURITES OF 2015

From tiny city cars to monstrous SUVs, we’ve driven them all in 2015. These were the standouts

Mercedes-AMG GT S

Renault Mégane RS 275 Trophy

Lamborghini Aventador LP750-4 Superveloce

The GT S is the best sportscar MercedesBenz has ever released. A stonking twin-turbo V8 motor with a platform to match make the GT S an absolute blast to drive – Sudhir Matai

My colleagues can keep their compromised supercars... For everyday usability coupled with scorching cross-country pace, the Trophy is singularly brilliant.

I want one ... badly – Terence Steenkamp

From its chiselled looks to the ballistic exhaust note, the most powerful Lambo screams “old-school”. Keeping pace with an Italian pace-car driver around Circuit da Catalunya was a thrill – Ian McLaren

McLaren 675LT

Mazda CX-5 2,2DE Active

Ferrari F50

Thanks to a mass of just 1,2 tonnes and almost 500 kW, the 675LT is the fastest car I have piloted. It’s perhaps the first modern McLaren with enough soul to rival the Italians’ passion – Nicol Louw

The plethora of turbopetrols has stolen the limelight from turbodiesel compact SUVs, but this moderately specced FWD model showcases the best attributes of the facelifted CX-5 range – Mike Fourie

A manual ‘box and a V12 based on an F1 engine – what a combination! Piloting the F50 was exhilarating and confirmed why you should drive your childhood hero cars – Wilhelm Lutjeharms

Porsche 911 Carrera GTS

BMW i8

Mercedes-Benz S500 Coupé

The 911 was a rather embarrassing blank on my automotive CV, but it was finally erased by a glorious drive through a snaking mountain pass outside Los Angeles. The GTS is the most complete car I’ve ever driven – Steve Smith

Stunning looks that turn heads, coupled with silky smooth and potent acceleration, make this a very unusual and special BMW. Overall, the fuel economy is excellent thanks to the electric motor plus a small petrol engine – Peter Palm

Performance and dynamic versatility aplenty, and the ability to pick you up like a big continent-crushing velvet glove and gently decant you at your destination, it’s one of Benz’s most crushingly accomplished offerings – Gareth Dean

CARmag.co.za

NOVEMBER 2015

105

ROAD TEST SPECIAL

Audi S6 Quattro S tronic S-model Audis are often overlooked, but the S6 deserves your full attention

Understated styling meets crushing performance and an excellent ride NICOL LOUW

106

NOVEMBER 2015

CARmag.co.za

score/100

84

YOU’RE the CEO of a company and a family man, but you’re in a quandary: your current vehicle needs to be replaced, but in the prevailing economic climate, the procurement of a flashy, inyour-face status symbol will anger the unions. Perhaps the newly facelifted Audi S6 fits the bill?

From an aesthetic point of view, the A6 has always been sophisticated, yet understated. The revised S6 features LED headlamps, an aerodynamic body kit and 19-inch S-design alloy wheels.

Always remember to reverse into the CEO’s dedicated parking bay at your company’s HQ, because the four exhaust tips are likely to give the game away.

Inside, the spacious S6 exudes pure luxury – as you would expect from a vehicle costing the wrong side of a bar – and the cabin’s fit and finish are of the highest quality. The beautiful leather seats, fore and aft, provide supreme comfort over longer journeys. What’s more, the MMI infotainment system is easy to operate and the combination analogue-and-digital instrument cluster is clear to read and easy to control via the multifunction steering wheel.

The S6 is powered by the superb twin-turbo 4,0-litre V8 that also does duty in the mighty RS7 and Bentley Continental GT V8.

In S6 specification, peak outputs are 331 kW and 550 N.m, which

enables the S6 to sprint from zero to 100 km/h in a time of just 4,47 seconds.

From start-up, there’s a deep V8 burble that transforms into a raucous rumble when you prod the S6’s loud pedal.

The thrust from low engine speeds is astounding. In fact, the best way to describe the S6’s acceleration is effortless.

When cruising on the motorway, slow traffic can easily be dispatched with a slight dip of the toe.

The Quattro AWD system endows the vehicle with surfeit levels of surefootedness and outright grip. The problem that rear-wheel-driven sedans with power outputs in excess of 300 kW often encounter is a difficulty to fully deploy all the power below 80 km/h without the electronic nannies intervening (or your heart skipping a few beats). With the S6, you can be liberal with the throttle applications, even during cornering, without fearing a stare from the passenger seat or a call to your insurance company.

The upside of the S moniker is that its suspension is more comfort-focused than that of the RS derivative. Therefore, although the S6 offers blistering pace, it always cocoons its occupants in comfort.

There is no need to venture away from the auto setting on the standard air suspension; it does a fine job in most road scenarios.

Test summary

The S6 may easily be overlooked, as most prospective buyers would like to upgrade straight to the RS badge should their means allow. This is a mistake, however, as the S6 offers all the performance you would ever need and a comfortable ride to match. Best part is that you’ll save money and may just fly below the radars of the union representatives, let alone the taxman… • FROM BELOW: cabin is sublimely trimmed and there are masses of space all-round; like all S models, the S6 is understated to the extreme.

PRICE:

R1 054 500

ENGINE: Cylinders/capacity (cm³) V8 /3 993 Fuel supply electronic, direct injection,

turbocharged, intercooled, petrol ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

331 5 800/6 400 550 1 400-5 700

seven-speed dual-clutch all ESC (electronic stability control)

WHEELS AND TYRES: Tyre make Pirelli P Zero Tyre size 255/35 R20 Spare – type and location space saver, under boot board BRAKES: Front Rear Hydraulics

400 mm ventilated discs 356 mm ventilated discs ABS with EBD

STEERING: Type rack and pinion, electric power assist Turning circle diameter 11,90 metres SUSPENSION: Front double wishbone, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating 5 Fuel tank 75 litres Boot/utility space 384/1 080 dm³ WARRANTY & SERVICE INTERVALS: 2-year/unlimited warranty, 5-year/100 000 km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h): 250 ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 2,13 3,16 4,47 6,09 7,89 OVERTAKING ACCELERATION (sec):

AT 40-60 1,10 60-80 1,09 80-100 1,36 100-120 1,63 120-140 1,76 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

9,20 litres/100 km 11,00 litres/100 km 11,60 litres/100 km 682 km 214 g/km

BRAKING TEST (sec): Average of 10 stops/rating MASS AS TESTED (kg):

2,91/excellent 1 985 kg

FEATURES CHECKLIST: Airbags front/side/curtain Aircon climate Audio system r/CD/MP3/aux/USB/Blue/voice ctrl Cruise control standard Driver seat adjust electric, incl. height Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

CARmag.co.za

NOVEMBER 2015

107

ROAD TEST SPECIAL

BMW 125i M Sport 5-dR Sport Steptronic Possibly the best warm hatch of the lot

The 125i’s classier looks hide a sleeper car that could scare pukka hot hatches TERENCE STEENKAMP

108

NOVEMBER 2015

CARmag.co.za

score/100

75

THE F20-generation 1 Series can’t be accused of lacking performance pedigree or being disappointing to drive on the daily commute, but M135i models aside, BMW’s always been a sort of fringe player in the hot hatch game. Can the 125i Steptronic make a strong case for itself as the thinking man’s hot hatch?

By virtue of its recent facelift, the 1 Series is an appreciably more attractive option in the premium compact hatch category: sleeker headlamp clusters feature LED daytime-running lights and hexagonal shapes have been added to the kidney grille, while elongated LED taillamps make the hatch look wider.

Kitted out with the optional M Sport exterior package and finished in Valencia Orange, the test unit drew admiring glances, but it does not make a statement in the way that decidedly extroverted hot hatches advertise their credentials. The subtle differences include a deeper front intake and larger panels that house the front foglamps, lower side sills and a new rear bumper that incorporates a prominent diffuser panel. The 18-inch wheels are an R11 200 option.

Whereas there were some misgivings about the quality of the interior finish of the pre-facelift F20, the test unit exhibited high levels of perceived quality courtesy of a multitude of soft-touch

PRICE:

R465 973

ENGINE: Cylinders/capacity (cm3) 4/1 995 Fuel supply multipoint, electronic fuel injection,

turbocharged, petrol ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

160 5 000/7 000 310 1 350

eight-speed auto rear ESC (electronic stability control)

TYRES: Tyre make Bridgestone Potenza Tyre size 225/40 R18 (f)/245/35 R18 (r) Spare – type and location mobility kit, under boot board BRAKES: Front Rear Hydraulics

330 mm ventilated discs 300 mm ventilated discs ABS with EBD and EBA

STEERING: Type rack and pinion, electric power assist Turning circle diameter 10,9 SUSPENSION: Front MacPherson struts, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating 5 Fuel tank 52 litres Boot/utility space 248/920 dm³ WARRANTY AND SERVICE INTERVALS: 2-year/unlimited km warranty, 5-year/100 000 km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h): 243 ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 2,93 4,40 6,36 8,96 12,55

surfaces. The most noticeable interior adornments were the larger (8,8-inch) iDrive infotainment display that juts out of the facia above the central climate control vents, as well an the more elaborate iDrive controller, both of which are part of the Professional navigation package (a R23 300 option). Courtesy of the M package, there’s also a well-sized three-spoke multifunction M steering wheel with paddle shifters.

The 125i is powered by BMW’s familiar 2,0-litre four-cylinder turbopetrol unit that produces 160 kW and 310 N.m of torque. Equipped with an eight-speed automatic, the 125i felt particularly brisk in its lower ratios; we recorded a best 0-100 km/h time of 6,36 seconds, which was within a whisker of the firm’s claim (6,2) despite a full tank of fuel, road test equipment and a passenger onboard.

FROM TOP: larger rear lamps split opinion, unlike the new, classier front-end (OPPOSITE); cabin features glossier black plastic and excellent quality.

In-gear, the 125i proved impressive too – it bolted from 80 to 120 km/h in just 4,57 seconds. Overall, the 125i outperformed its more powerful 228i Convertible sibling (see next page), but that could be attributed to the five-door weighing 158 kg less than the latter.

TEST SUMMARY

While “hot” is not exactly a word we’d use to describe the performance of the 125i, it doesn’t fall far short of such rivals as the Golf GTI DSG. Ultimately, the title of BMW’s ultimate hot hatch remains with the M135i, but the 125i is not a slouch at all … and the best thing is, they’ll never see you coming. •

OVERTAKING ACCELERATION (sec):

AT 40-60 1,28 60-80 1,57 80-100 1,98 100-120 2,59 120-140 3,29 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

6,30 litres/100 km 7,56 litres/100 km 7,70 litres/100 km 687 km 148 g/km

BRAKING TEST: Average of 10 stops/rating

2,94/excellent

MASS AS TESTED (kg):

1 492

FEATURES CHECKLIST: Airbags front/side/curtain Aircon climate Audio system radio/CD/MP3/aux/USB/Bluetooth Cruise control standard Driver seat adjust manual, incl. height Folding rear seat 50:50 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) manual Park assist optional Steering adjust manual rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

CARmag.co.za

NOVEMBER 2015

109

ROAD TEST SPECIAL

BMW 228i Convertible Sport Steptronic A vastly improved drop-top from the 1 Series it replaces

Addresses the previous car’s shortcomings, but remains a pleasure to drive TERENCE STEENKAMP

110

NOVEMBER 2015

CARmag.co.za

score/100

79

THE soft-top version of the BMW 1 Series, which was launched in 2007, may not have been a very familiar sight on local roads, but during its production cycle it became the world’s bestselling premium compact convertible. Therefore, its successor, the 2 Series Convertible, has quite a legacy to live up to. Fortunately, it’s more than up to the task, having been improved in almost every conceivable area.

Visually, the 228i ticks all the right boxes even if the Luxury trim line’s styling addenda are comparatively conservative. The passengers are seated closer to the rear axle than the front, which makes the bonnet appear fairly lengthy (a classic roadster design trait). All the traditional BMW cues are there, too, such as the broad kidney grille, a multitude of design lines in the bonnet and along the profile, and muscular wheelarches, while the boatdeck-style panel behind the rear seats, optional 18-inch alloy wheels and twin exhaust tailpipes finish off the look.

Our test unit’s cabin was finished in Dakota Terra (brown) leather upholstery that contrasted beautifully with the Moonlight Silver metallic exterior hue. Further adding to the premium feel were the glossy wood inserts and satin trim – the brushed metal contrasted well with some of the chrome elements of the exterior.

In addition, the options list was generously ticked for our test unit, with such niceties as electric seat adjustment with memory function for the driver, front and rear PDC, adaptive xenon headlamps, Harman Kardon audio system, and a through-loading facility for the bench raised the price by an eye-watering R148 000.

The prevalence of forced induction has prompted BMW to depart from its old naming convention, from which you could tell a model’s engine size from reading the vehicle’s badge. The 228i is fitted with a turbocharged 2,0-litre four-cylinder motor that produces 180 kW at 5 000 r/min and 350 N.m of torque from just 1 250 r/min. On our test unit, the powerplant was mated with the sport-tuned version of BMW’s eight-speed automatic transmission with paddle shifters on the steering wheel.

The muted growl emitted by the twin pipes is somewhat at odds with the ferocity of the 228i Convertible’s acceleration. The test unit’s in-gear punch was particularly impressive – it took just 3,82 seconds to accelerate from FROM TOP: snug cabin is buffet-free at low speeds, but needs the wind-blocker at higher velocities; seats are comfortable for thinner frames, but bolsters pinch wider drivers; raised cloth roof mimics lines of the Coupé.

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ROAD TEST SPECIAL 60 to 100 km/h, while 80-120 km/h was completed in just under five. Keep the engine on the boil (the torque tapers off after 4 500 r/min), and it’s easy to maintain on-road momentum.

BMW claims a combined cycle consumption figure of 6,3 litres/ 100 km, and the 228i returned 7,9 litres/100 km on our standard fuel-route test – which is the level of economy you can expect from most modern 2,0-litre turbopetrol engines.

Of course, the real attraction is the electrically operated fabric roof, which has been acoustically optimised (an extra layer of insulation reportedly reduces cabin noise by seven decibels) so there’s as little noise as possible that permeates the cabin while the roof is up. Opening or closing the roof takes just 20 seconds at the touch of a button, and it can be operated at speeds of up to 50 km/h.

Predictably, the 228i handles neutrally; it exhibits a modicum of understeer when its low-speed limits are pushed.

PRICE:

Despite being fitted with optional 18-inch V-spoke wheels shod with low-profile 225/40 R18 and 245/35 R18 Bridgestone Potenza rubber front and rear, the 228i rides comfortably enough and there’s very little scuttle shake. Of course, the 20% increase in torsional rigidity and the introduction of sturdier cabin materials add to the car’s overall refinement.

TEST SUMMARY

The 2 Series Convertible was under a lot of pressure upon launch, particularly because its predecessor was such a hit.

Thankfully, BMW has backed up its reputation in the segment with a product that, if very good before, is now excellently executed. If you spec it wisely, the 228i is arguably the pick of the bunch. • CLOCKWISE FROM BELOW: rear design does not appear “heavy” in the vein of hard-top convertibles; elegant lines remain with the cloth roof stowed, although the header rail is intrusive; rear legroom is just about non-existent with the front seats pushed back.

R549 588

ENGINE: Cylinders/capacity (cm3) 4/1 997 Fuel supply electronic direct fuel injection,

turbocharged, petrol ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min)

180 5 000/7 000 350 1 250-4 500

TRANSMISSION: Type Drive wheels Driver aids

eight-speed auto rear ESC (electronic stability control)

TYRES: Tyre make Tyre size Spare

Bridgestone Potenza 225/40R18 (f)/245/35 R18 (r) mobility kit

BRAKES: Front Rear Hydraulics

330 mm ventilated discs 300 mm ventilated discs ABS with EBD and EBA

STEERING: Type rack and pinion, electric power assist Turning circle diameter 10,90 metres SUSPENSION: Front MacPherson struts, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating 4 Fuel tank 52 litres Boot/utility space 176 dm³ WARRANTY AND SERVICE INTERVALS: 2-year/unlimited km warranty, 5-year/100 000 km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h): 250 ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 2,96 4,44 6,38 9,06 12,58 OVERTAKING ACCELERATION (sec):

AT 40-60 1,31 60-80 1,67 80-100 2,15 100-120 2,68 120-140 2,52 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating BRAKING TEST: Average of 10 stops/rating MASS AS TESTED (kg):

6,70 litres/100 km 8,04 litres/100 km 7,90 litres/100 km 920 km 204 g/km 2,95/excellent 1 650

FEATURES CHECKLIST Airbags front/side/curtain Aircon climate Audio system radio/CD/MP3/aux/USB/Bluetooth Cruise control standard Driver seat adjust manual, incl. height Folding rear seat 50:50 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) manual Park assist optional Steering adjust manual rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

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ROAD TEST SPECIAL

BMW M6 Coupé Competition Package Is BMW’s most powerful volume production car still a sensible GT?

441 kW is excessive for general use, but a trump card in any conversation NICOL LOUW

114

NOVEMBER 2015

CARmag.co.za

score/100

79

HOW much power can practically be transferred to the road by a rear-wheel-driven car? The M Division chief executive, Frank van Meel, recently suggested that BMW M cars’ peak power outputs will probably be pegged at 600 hp (441 kW), the exact peak power output of the facelifted M6 Coupé with Competition Package, the subject of this test.

It was with trepidation that we drove to CAR’s traditional test strip and from the sombre look on road test engineer Peter Palm’s face, it was clear he was worried, too. BMW claims an optimal zero-to-100 km/h time of 3,9 seconds for this model, but having tested several M cars in the recent past, we know their launch-control functions are temperamental at the best of times…

Then it was time to hang on. Screeching tyres and a rear-view mirror filled with expensive Pirelli smoke marked the first attempt, during which time two black stripes (of about 30 metres in length) were ground into the asphalt. Five seconds. Surely this could not be? We achieved a low 4,31 seconds with the previous M6 that produced “only” 412 kW. The following runs did not yield much better results. We attained a best time of 4,71 seconds with all the traction control nannies activated to curb excessive wheelspin; perhaps 441 kW was just too much? The published time of 4,22

seconds was achieved several days later with one tester and 80 kg of sandbags (to substitute the passenger) in the boot…

The ballistic straight-line performance may paint a one dimensional picture of Munich’s finest, but in reality the M6 offers so much more. Externally, the sleek Coupé’s styling is only slightly tweaked: this facelifted iteration features new LED headlights and a redesigned kidney grille. A quartet of bespoke black exhaust tips are integral to the Competition Package.

Inside, the M6 gains the latest iDrive controller and infotainment screen.

When toggling through the test unit’s suspension, steering, throttle and transmission settings, it became evident that the M6 can be tailored to almost anyone’s taste. In full comfort mode, it is docile enough for everyday driving chores, although the responses to throttle and steering inputs feel somewhat remote. Select a more aggressive setting,

such as the medium electronic stability control (MDM) mode, however, and the BMW feels instantly unbridled.

Handling is impressive; its mass penalty relative to thoroughbred sportscars is its only impediment.

TEST SUMMARY

Is this package worth an extra R147 600 (including the Driver’s Package that ups top speed to 305 km/h)? In terms of a perceptible gain in performance for the purposes of everyday use, we’d suggest not. But the emotional appeal of driving an ultra-exclusive performance BMW could prove irresistible to some buyers.

Even while being passed by a screaming hot hatch while cruising below the speed limit, an M6 with Competition Package will affix a smirk to any driver’s face. • FROM BELOW: this is quite possibly still BMW’s best cabin — it’s sumptuously trimmed and very comfortable; the heart of the M6, its magnificent V8.

PRICE:

R1 837 989

ENGINE: Cylinders/ capacity (cm³) V8/4 395 Fuel supply electronic, direct injection,

turbocharged, intercooled, petrol ENGINE OUTPUT: Max power ISO (kW) 441 Power peak/Red line (r/min) 6 000-7 000/7 200 Max torque (N.m) 700 Torque peak (r/min) 1 500-6 000 TRANSMISSION: Type Drive wheels Driver aids

seven-speed dual-clutch rear ESC (electronic stability control)

TYRES: Tyre make Pirelli P Zero Tyre size 265/35 R20 (f); 295/30 R20 (r) Spare – type and location mobility kit, under boot board BRAKES: Front Rear Hydraulics

400 mm ventilated discs 396 mm ventilated discs ABS with EBD

STEERING: Type rack and pinion, electric power assist Turning circle diameter 12,1 metres SUSPENSION: Front MacPherson, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating 4 Fuel tank 80 litres Boot/utility space 336 dm³ WARRANTY AND SERVICE INTERVALS: 2-year/unlimited warranty, 5-year/100 000 km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h): 305 ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 2,37 3,25 4,22 5,51 6,92 OVERTAKING ACCELERATION (sec):

AT 40-60 1,21 60-80 0,91 80-100 0,99 100-120 1,26 120-140 1,44 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

9,90 litres/100 km 11,88 litres/100 km 11,90 litres/100 km 673 km 231 g/km

BRAKING TEST: Average of 10 stops/rating

2,92/excellent

MASS AS TESTED (kg):

1 916

FEATURES CHECKLIST Airbags front/side/curtain Aircon four-zone climate Audio system r/CD/MP3/aux/USB/Blue/voice ctrl Cruise control standard Driver seat adjust electric, incl. height Folding rear seat Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

CARmag.co.za

NOVEMBER 2015

115

ROAD TEST SPECIAL

Chery Tiggo 1,6 TXE Can a facelift allow the Tiggo to compete in the tough SUV segment?

An improvement, but still not as polished as the opposition NICOL LOUW

116

NOVEMBER 2015

CARmag.co.za

score/100

67

AUTOMOTIVE manufacturers based in China must despise it when their products are collectively referred to as “Chinese vehicles”, an often-derogatory grouping associated with copycat designs of popular vehicles, sub-par build quality and low prices.

However, cars produced in China have improved tremendously and some of the newer products have received good reviews. Can the facelifted Tiggo, which is still based on an older-generation offering but has undergone a significant upgrade, compete in the popular compact SUV segment?

Styling-wise, the designers have done enough to give the Tiggo a distinctive personality – it is now less reminiscent of a previous-generation Toyota RAV4 than the pre-facelift version was.

Revised front bumper, grille and headlamps (with integrated LED daytime-running lights) help the Chery make a fresh first impression. Add the 17-inch wheels, colour-coded body panels and slight tweaks at the rear and it doesn’t look gaudy when parked next to its European rivals.

The cabin execution is another story, unfortunately, for it seems the designer’s magic wand wasn’t wielded anywhere near the vicinity of the Chery’s cabin. It all looks and feels a generation old, with hard plastics everywhere, seats trimmed in faux leather

and big rubber knobs (for adjusting the HVAC) on the facia.

To its credit, the Tiggo comes with several standard features and the cabin is spacious enough to accommodate a small family.

There are some ergonomic issues, however. The gearlever squeezes too close to the handbrake when engaging second, those HVAC knobs are sticky to operate and the seats are not particularly comfortable. As for the effectiveness of the handbrake – it needs to be pulled up completely to prevent the Chery from rolling down inclines.

Power and torque comes courtesy of an updated 1,6-litre engine that’s now equipped with double variable valve timing. Under normal driving conditions, the Tiggo feels slightly underpowered, at least until you pass 5 000 r/min and FROM BELOW: neat design appears modern and should age well; the cabin is a different story — poor-quality plastics abound and the layout is dated.

it spools up to the 6 800 r/min limiter.

That’s definitely not the ideal way to drive a family SUV, but it is fun for a few robot-to-robot runs. Drive it carefully and you should achieve average fuel consumption close to 9,0 litres/100 km.

The ride quality is generally comfortable, but can get choppy on less than perfect surfaces. Cabin noise is on the high side when travelling at the national speed limit, at which point it is somewhat difficult to communicate with passengers seated in the second row.

TEST SUMMARY

The weak rand has not been kind to the Tiggo and eroded the value proposition that made the previous generation so popular. It does offer more space than the competitors and is clearly aimed at active families on a budget. Where it does fall short, though, is on cabin, powertrain and ride refinement compared with the latest arrivals in the segment. As ever, Chery has its work cut out… •

PRICE:

R234 900

ENGINE: Cylinders/capacity (cm³) Fuel supply

4/1 598 electronic, multipoint injection, petrol

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min)

93 6 150/7 000 160 3 900

TRANSMISSION: Type five-speed manual Drive wheels front Driver aids ESC (electronic stability control), hill start TYRES: Tyre make Giti Comfort SUV520 Tyre size 215/60 R17 Spare – type and location full size, under boot board BRAKES: Front Rear Hydraulics

300 mm ventilated discs 303 mm solid discs ABS with EBD

STEERING: Type rack and pinion, hydraulic power assist Turning circle diameter 11,0 metres SUSPENSION: Front MacPherson, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating 5 Fuel tank 55 litres Boot/utility space 344/1 144 dm³ WARRANTY AND SERVICE INTERVALS: 5-year/120 km warranty, 3-year/75 000 km service plan, service every 15 000 km MAXIMUM SPEED (km/h): 165 ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 5,49 8,74 13,10 19,25 31,41 OVERTAKING ACCELERATION (secs): 3rd 4th Top 40-60 5,00 8,27 12,19 60-80 4,91 8,05 11,67 80-100 5,40 8,42 12,94 100-120 6,15 9,30 16,02 120-140 - 12,82 24,40 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

8,60 litres/100 km 10,30 litres/100 km 8,60 litres/100 km 534 km 201 g/km

BRAKING TEST: Average of 10 stops/rating

3,34/average

MASS AS TESTED (kg):

1 370

FEATURES CHECKLIST Airbags front Aircon manual Audio system radio/CD/MP3/USB/Bluetooth Cruise control Driver seat adjust manual, incl. height Folding rear seat 60:40 split Headlamps auto-on Isofix anchorages outer rear Mirror dim (int) manual Park assist standard Steering adjust manual rake Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on -

CARmag.co.za

NOVEMBER 2015

117

ROAD TEST SPECIAL

FORD FOCUS ST3 In the wake of fierce hot hatch rivalry, Ford has made the ST more hardcore. But has it gone too far?

The ST has character in abundance, but the firm ride irks TERENCE STEENKAMP

118

NOVEMBER 2015

CARmag.co.za

score/100

79

WHEN we last road tested the Focus ST, we proclaimed it a “great car … that balances practicality and performance. Blue Oval fans will no doubt rejoice at the introduction of the hottest ST to date.” We loved the ST’s ability to be docile one minute and doggedly grippy the next. In fact, its usability was its standout quality.

Ford appears to have differed to our opinion, and with the Focus range’s midlife refresh has seen it fit to toughen up its hot hatch offering.

ST2.0 features a stiffened front-end body structure, retuned springs and dampers, and tightened bushes. Lastly, the steering system has been retuned inline with the underbody tweaks.

The result? A vehicle that now bristles with feel and feedback.

Tackle a set of corners and the revised ST’s ability to tow the line is mightily impressive. Understeer sets in only with overenthusiastic cornering, but its arrival is flagged clearly to the driver, who then only needs to slightly release the throttle to tuck the nose tightly back into line. We couldn’t detect a difference in steering feel, but then the ST has always had one of the best electrically assisted setups in the business.

But this newfound athleticism has a drawback. Whereas before

the ride was firm but flat and composed, the newer version of the ST never fully settles down when the driver isn’t taking it by the scruff of its neck. One tester – who is a fan of the pre-facelift ST – remarked that this edginess made him turn against the hot hatch. As always when a vehicle displays such focused dynamic qualities, we recommend that you take it for an extended test drive before signing on the dotted line.

Elsewhere, Ford has grafted the Focus range’s new nose onto the ST – the darkened headlamps and gloss-plastic honeycomb grille are especially neat – as well as its more conservative rear lights, while the alloy wheels are now dark grey in colour (and can be optioned up to 19 inches).

FROM BELOW: despite the application of this dull grey paint, the ST looks taut and dynamic; cabin has seen some worthwhile improvements.

Hop inside and the new layout represents the most noticeable change over the previous model. Gone is the proliferation of buttons on the dashboard; in their place is an easy-to-use eightinch touchscreen infotainment system linked to a Sony-sourced audio setup with nine speakers.

But here, too, are weak points: the front seats are still placed too high and perceived quality can’t match that of the cheaper VW Golf GTI.

TEST SUMMARY

There’s much to love about the Focus ST. Its engine is a peach, the gearchange is slick, the cabin and boot are large, and now, more than ever, it’s a hoot in the bends. However, the deterioration in ride quality is bothersome and pricing on this ST3 model appears steep compared with the GTI. Our choice remains the ST1 at R381 900. •

PRICE:

R421 900

ENGINE: Cylinders/capacity (cm³) 4/1 999 Fuel supply electronic direct fuel injection,

turbocharged, intercooled, petrol ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

184 5 500/6 500 360 2 000-4 500

six-speed manual front ESC (electronic stability control)

TYRES: Tyre make Tyre size Spare

Goodyear Eagle AS2 235/40 R18 space saver, under boot board

BRAKES: Front Rear Hydraulics

320 mm ventilated discs 271 mm ventilated discs ABS with EBD, EBA

STEERING: Type rack and pinion, electric power assist Turning circle diameter 12,0 metres SUSPENSION: Front MacPherson struts, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating 5 Fuel tank 55 litres Boot/utility space 288/1 000 dm³ WARRANTY AND SERVICE INTERVALS: 4-year/120 000 km warranty, 4-year/80 000 km service plan, service every 20 000 km MAXIMUM SPEED (km/h): 248 ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 3,32 5,11 6,82 9,25 11,74 OVERTAKING ACCELERATION (sec):

3rd 4th 5th Top 40-60 1,76 2,46 4,03 6,67 60-80 1,79 2,37 3,09 4,13 80-100 1,85 2,48 3,28 4,23 100-120 2,08 2,54 3,59 4,54 120-140 2,88 2,76 3,51 4,69 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

7,20 litres/100 km 8,64 litres/100 km n/a 637 km 159 g/km

BRAKING TEST: Average of 10 stops/rating

2,93/excellent

MASS AS TESTED (kg):

1 470

FEATURES CHECKLIST Airbags front/side/curtain Aircon climate control Audio system r/CD/MP3/aux/USB/Blue/voice ctrl Cruise control standard Driver seat adjust electric, incl. height Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

CARmag.co.za

NOVEMBER 2015

119

ROAD TEST SPECIAL

Hyundai Veloster 1,6 T-GDi ELite Hyundai has added a dose of performance to its quirky hatch.

Does it transform the car?

More fun than the standard car, but it’s up against strong competition WILHELM LUTJEHARMS

120

NOVEMBER 2015

CARmag.co.za

score/100

72

THERE were mixed reactions when the Veloster was introduced to the local market two years ago. Not everyone was convinced by the practicality of the compact hatchback’s unconventional door layout (two on one side, one on the other) and many believed the 1,6-litre naturally aspirated engine did not provide enough performance to complement the Hyundai’s sporty packaging. Will the arrival of the Turbo model address the latter concern sufficiently?

Although South Africans had to wait a fair while, the belated addition of a 1,6-litre direct-injection turbocharged engine to the Veloster range represents the Korean brand’s first stab at the highly competitive hot hatch market.

This model’s peak power output is a respectable 150 kW, while maximum torque of 265 N.m is achieved from a low 1 750 r/min.

Furthermore, the Turbo is distinguishable from its lesser siblings by a unique front-end treatment and a new rear bumper that incorporates a centrally mounted, dual exhaust system.

Our test car was finished in a luminous yellow called Sunflower, which further contributed to the sporty appearance of the car. The result is, without a doubt, the sportiest offering that Hyundai in South Africa has officially released.

The interior treatment, in turn, is not overtly sporty, but the

standard leather-trimmed sport seats offer more side and lumbar support than the non-turbo models’. Press the starter button and the four-cylinder engine comes alive with a raspy note. Right from pullaway, the six-speed manual delights with its short-throw action, but some testers found the actual shift quality slightly notchy.

For the purposes of driving round town, there is more than enough torque available throughout the rev range, but when driven enthusiastically, the engine delivers its shove in much the same manner as a naturally aspirated powerplant.

In other words, the engine performs best when you rev it out; it doesn’t just dish up a clump of torque at low revs, which is just as well, as the curiously muffled exhaust doesn’t quite encourage you to stir the gearlever with enthusiasm.

What’s more, under hard cornering, the Veloster displays a skittish nature (a characteristic that is not synonymous with its

major competitors). The damping is firm, as you would expect from a sportier version of any car, which means general ride quality suffers as a consequence.

Nonetheless, the Hyundai gradually encourages you to drive harder, much more so than its naturally aspirated sibling, and that is its single biggest charm.

TEST SUMMARY

In an industry where it is a constant challenge to set yourself apart from your competitors, Hyundai should be applauded for adding an offering to the cutthroat hot hatch market. The T-GDi is an honest first attempt, but it is unlikely to garner interest of true performance fans, at least not in this guise. Viewed as a sporty hatch, rather than a hot hatch, and buyers won’t be disappointed. • FROM BELOW: the Veloster looks unlike anything else on the road; the cabin is solid and very well equipped, but the driver’s seat is set too high.

PRICE:

R379 900

ENGINE: Cylinders/capacity (cm3) 4/1 591 Fuel supply electronic fuel injection,

turbocharged, intercooled, petrol ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

150 6 000/6 800 265 1 750-4 500

six-speed manual front ESC (electronic stability control)

TYRES: Tyre make Hankook Ventus Prime2 Tyre size 225/40 R18 Spare – type and location space saver, under boot board BRAKES: Front Rear Hydraulics

300 mm ventilated discs 262 mm solid discs ABS with EBD

STEERING: Type rack and pinion, electric power assist Turning circle diameter 10,4 metres SUSPENSION: Front MacPherson struts, stabiliser bar, coil springs Rear torsion beam, coil springs CAPACITIES: Seating 4 Fuel tank 50 litres Boot/utility space 272/872 dm³ WARRANTY AND SERVICE INTERVALS: 5-year/150 000 km warranty, 5-year/90 000 km service plan, service every 15 000 km MAXIMUM SPEED (km/h): 224 ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 4,19 5,80 8,57 11,18 15,71 OVERTAKING ACCELERATION (sec):

3rd 4th 5th Top 40-60 2,23 3,02 4,45 6,94 60-80 2,11 2,95 3,65 5,22 80-100 2,19 2,93 3,97 5,06 100-120 2,63 3,15 4,09 5,77 120-140 - 6,28 4,65 6,28 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

7,90 litres/100 km 9,48 litres/100 km 8,70 litres/100 km 527 km 171 g/km

BRAKING TEST: Average of 10 stops/rating

3,02/good

MASS AS TESTED (kg):

1 332

FEATURES CHECKLIST Airbags front/side/curtain Aircon climate Audio system radio/CD/MP3/aux/iPod/USB/Bluetooth Cruise control standard Driver seat adjust electric, incl. height Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) manual Park assist rear Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery partial leather Windows electric Wipers auto-on -

CARmag.co.za

NOVEMBER 2015

121

ROAD TEST SPECIAL

Infiniti Q50 2,0T Sport Despite what the name suggests, this Q50 isn’t sporty. But it does have its merits

A competent car in this class that will remain overlooked SUDHIR MATAI

122

NOVEMBER 2015

CARmag.co.za

score/100

73

THE Q50 is an important range for Infiniti. Not only does the compact executive sedan bring the Japanese brand to within reach of a wider spectrum of new-vehicle buyers, its range is now significantly broader than at launch. When the Q50 made its debut in the latter half of last year, there were only turbodiesels in the line-up, which has since been expanded to include a hybrid (which is part of our long-term test fleet) and turbopetrol models. The latter is the subject of this test.

Wearing the same sleek lines and large alloys as the rest of the range, the 2,0T Sport is chock-full of extras, with very little left off the standard specification list. The light-coloured interior feels airy and spacious, and the build quality is on par with, if not subjectively better than, some others in the class.

As supplied, our test unit rode on 19-inch alloys, which certainly look the part but tend to have a less-than-desired effect on ride quality, a criticism that we levelled at the very first Q50 we tested as well.

The 2,0T’s direct-injection inline-four delivers outputs that compare very favourably with that of the Mercedes-Benz C200 and BMW 320i; so much so, in fact, that it maximum torque is in-line with those of the more expensive C250 and 330i models,

which also offer 350 N.m apiece.

Having said that, the engine’s performance doesn’t feel as overtly sporty as the model’s name suggests, and it sounds strained when extended. The powertrain is at its happiest at cruising speeds and with no less than 350 N.m on tap, in-gear progress is swift and fuss-free.

We’ve never been fans of the Infiniti’s lifeless steer-by-wire system; it doesn’t seem a major hindrance when parking or driving on the freeway, but it does take most of the fun out of cornering…

TEST SUMMARY

Despite what the badge says, the Q50 2,0T Sport is not as sporty as buyers may hope. It fulfils the role of luxury cruiser better than it does a sports sedan, which begs the question: why wouldn’t you just opt for a more fuel-efficient and cost-effective turbodiesel model? • FROM TOP: 19-inch wheels standard fitment; rear room tight, but seating comfortable; cabin is nicely trimmed and feels very solid; the Q50 is one of the more attractive cars in its class.

PRICE:

R480 700

ENGINE: Cylinders/capacity (cm³) 4/1 991 Fuel supply direct injection, turbocharged,

intercooled, petrol ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

155 5 500 350 1 250-3 500

seven-speed auto rear ESC (electronic stability control)

TYRES: Tyre make Dunlop Sport Maxx 050 DSST Tyre size 245/40R19 Spare – type and location none – mobility kit BRAKES: Front Rear Hydraulics

320 mm ventilated discs 308 mm ventilated discs ABS with EBD

STEERING: Type steer-by-wire Turning circle diameter 11,4 metres SUSPENSION: Front double wishbones, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating 5 Fuel tank 74 litres Boot/utility space 336/840 dm³ WARRANTY AND SERVICE INTERVALS: 3-year/100 000 km warranty, 5-year/100 000 km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h):

245

ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 3,35 5,17 7,68 10,69 14,79 OVERTAKING ACCELERATION (sec):

AT 40-60 1,52 60-80 1,87 80-100 2,56 100-120 3,09 120-140 4,15 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

7,0 litres/100 km 8,4 litres/100 km n/a 881 km 162 g/km

BRAKING TEST: Average of 10 stops/rating

2,93/excellent

Mass as tested (kg):

1 716

FEATURES CHECKLIST Airbags front/side/curtain Aircon dual-zone climate Audio system radio/CD/MP3/aux/USB/Bluetooth Cruise control standard Driver seat adjust electric, incl. height Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

CARmag.co.za

NOVEMBER 2015

123

ROAD TEST SPECIAL

Jaguar F-Type R Coupé AWD All-wheel drive adds muchneeded grip to (what was a) tail-happy handful

What was the unruliest F-Type is now the pick of the litter STEVE SMITH

124

NOVEMBER 2015

CARmag.co.za

score/100

81

IN the F-Type range, it’s been the V6, as opposed to the V8 models, that have impressed the CAR team the most. Since the launch of the Roadster in mid-2013 and the subsequent introduction of the Coupé version, the supercharged V6 S models have been the best F-Types in our opinion: they have enough power, lovely exhaust rasps and are easy to correct if you exceed the limit.

The V8-engined R Coupé, which we tested for the September 2014 issue, might have been the halo model, but in truth it was a bit of a handful. Even if you floored it while travelling in a straight line, the R would instantly transform into a squirmy, tail-happy brute. Add to that an appropriately raucous engine note and it was difficult to believe that more than a handful of R owners – who were either supremely talented or monumentally brave – would ever dare to drive their V8 F-Types without all the electronic driver aids set to full alert.

Enter the all-wheel-drive version. Offered only on the Coupé, it employs existing four-wheel-drive technology from Jaguar’s XJ and XF models. Jaguar’s Intelligent Driveline Dynamics system harnesses the car’s stability control, rear differential, centre power coupling and engine mapping to direct torque to the front wheels when it senses either one of those rearward-facing corners is losing traction.

Essentially a predictive “torque on demand” system, its default setting sees all torque allocated to the rear wheels, but up to 70% of the Newton metres may be directed to the front when it detects that more grip is required at that end.

The engine remains the same – you’ll find the familiar 405 kw/680 N.m supercharged 5,0-litre under the bonnet – as well as the excellent eight-speed automatic transmission. What has changed is an electric power-assisted steering system that replaces the previous test unit’s hydraulically powered setup.

By sportscar standards, the F-Type R AWD is hefty. The additional complexity of the drivetrain makes this model 80 kg heavier that the rear-wheel-drive F-Type R Coupé: it weighed in at 1 870 kg on our test scales. Not that the additional mass was noticeable during our accelerFROM BELOW: the F-Type Coupé is a beautiful car full-stop; the cabin is richly decorated, but taller driver may feel claustrophobic.

ation runs. The test unit recorded a best time of 3,90 seconds for the 100 km/h sprint (0,22 seconds quicker than its RWD sibling) and, as the in-gear acceleration figures attest, the Jaguar’s one blisteringly quick sportscar.

Where you’d naturally feel the extra bulk is through hard cornering in tight corners, but whereas the standard R Coupé would be threatening to swap ends in such conditions, this AWD derivative avails significantly more grip, which not only facilitates sharper, faster turnins, but inspires driver confidence.

TEST SUMMARY

If you considered purchasing an F-Type R Coupé, we’d highly recommend spending the 6% price premium on the AWD version. It remains a hairy-chested Jaguar, but the experience of being at its helm is now far less of a white-knuckled affair. Not only is the vehicle more manageable and refined to drive, it has become the CAR team’s new favourite. •

PRICE:

R1 760 187

ENGINE: Cylinders/capacity (cm³) V8/5 000 Fuel supply electronic injection,

supercharged, intercooled, petrol ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

405 6 500 680 3 500

eight-speed auto all ESC (electronic stability control)

TYRES: Tyre make Pirelli P-Zero Tyre size 255/35ZR20(f)/295/35ZR20 (r) Spare – type and location space saver, under boot board BRAKES: Front Rear Hydraulics

385 mm ventilated discs 345 mm ventilated discs ABS with EBD and EBA

STEERING: Type rack and pinion, electric power assist Turning circle diameter 10,7 metres SUSPENSION: Front double wishbones, coil springs, anti-roll bar Rear double wishbones, coil springs, anti-roll bar CAPACITIES: Seating 2 Fuel tank 70 litres Boot/utility space 128 dm³ WARRANTY AND SERVICE INTERVALS: 3-year/100 000 km warranty, 5-year/100 000 km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h): 300 ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 2,01 2,93 3,90 5,21 6,58 OVERTAKING ACCELERATION (sec):

AT 40-60 0,73 60-80 0,93 80-100 1,00 100-120 1,36 120-140 1,43 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

11,3 litres/100 km 13,6 litres/100 km 11,7 litres/100 km 598 km 269 g/km

BRAKING TEST: Average of 10 stops/rating

2,72/excellent

MASS AS TESTED (kg):

1 870

FEATURES CHECKLIST Airbags front/side Aircon standard Audio system radio/CD/MP3/aux/USB/Bluetooth Cruise control standard Driver seat adjust electric, incl. height Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

CARmag.co.za

NOVEMBER 2015

125

ROAD TEST SPECIAL

Mahindra Xylo 2,2 CRDe E8 Mahindra’s large MPV receives a smaller, more powerful and economical engine

score/100

Spacious people-mover with an impressive engine PETER PALM

126

NOVEMBER 2015

CARmag.co.za

71

EIGHT-seater MPVs are rare in the South African new-vehicle market and this top-of-the-range Xylo, at R254 995, appears to be the most affordable one. When we tested the previous Xylo in 2010, we weren’t enamoured with its appearance, but that has now been greatly improved thanks to a new headlamp-and-grille execution.

The most unusual feature of the Xylo is its height: the body sits on a ladder-frame chassis and usually a configuration of that nature results in lowered seating positions, but Mahindra has retained spacious seating (with lots of under-seat storage) and raised the roof to give it a van-like feel. The rear-wheel drive is complemented by Bridgestone Dueler A/T tyres, which means that the Xylo is better equipped to cope with unsealed surfaces than most of its rivals.

The rest remains largely the same, save the biggest difference under the bonnet where the 2,5-litre turbodiesel (m-Eagle CRDe) is superseded by a 2,2-litre m-Hawk engine. Peak power has increased from 85 kW to 89 kW and torque output from 235 N.m (at 1 800 r/min) to 290 N.m (at 1 600 r/min). The latter improvement is more significant than it appears on paper, as the tractability of this power unit has improved notably. While many diesels are easy to stall, requiring some clutch slipping, this one needs only 1 000 r/min, or just above idle, to pull away smooth-

ly (this can even be accomplished in second gear). One oddity we noticed is that the engine is prevented from turning over until the glow plugs are warm.

Whereas the previous 2,5 was somewhat strained in getting up to speed, the newer engine shaves nearly three seconds off the zero-to-100 km/h sprint time.

In terms of on-road performance, the E8’s hydraulically assisted power steering provides superior feel, but becomes a touch light at higher speeds (where wind buffeting becomes a touch unsettling). The suspension setup is firm, and due to the height and mass of the vehicle, the Xylo will exhibit hints of body roll during quick lane changes.

Updates to the Mahindra’s interior are minor. The seat trim has changed from cloth to imitation-leather, which some owners will appreciate, but we FROM BELOW: tall body is great for headroom, but first check whether it will fit in your garage; cabin is a doddle to use, but the fake leather upholstery isn’t ideal.

think the level of comfort afforded is average at best and especially the back support of the driver’s seat needs to be improved. Occupants benefit from generous legroom, but that leaves only a narrow gap between the rear bench and (side-hinged) rear door for 144 dm³ of luggage. Whereas the middle row splits 60:40, the rearmost one doesn’t.

Another benefit of the new 2,2-litre motor is that our fuel route consumption figure was 8,2 litres/100 km, which was better than our index figure of 9,12. All in all, the excellent fuel consumption should work in the Xylo’s favour.

Braking, however, may knock it down a notch. The Xylo scored a “poor” rating.

TEST SUMMARY

The Xylo E8 is an eight-seater MPV that moonlights as a “semi-off roader”.

Overseas, you can get a four-wheel-drive version, but locally that model’s task is left to the Scorpio range. The E8 has a great engine delivering good fuel economy and its price says “good value” . •

PRICE:

R254 995

ENGINE: Cylinders/capacity (cm³) 4/2 179 Fuel supply electronic common-rail, direct injection,

turbocharged, intercooled, diesel ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

89 4 000/4 600 290 1 600 five-speed manual rear none

TYRES: Tyre make Tyre size Spare

Bridgestone Dueler AT 215/75 R15 full-size alloy, under body

BRAKES: Front Rear Hydraulics

198 mm ventilated discs 198 mm drums ABS with EBD

STEERING: Type rack and pinion, hydraulic power assist Turning circle diameter 11,0 metres SUSPENSION: Front double wishbones, coil springs, anti-roll bar Rear live axle coil springs CAPACITIES: Seating 8 Fuel tank 55 litres Boot/utility space 144/472/1 512 dm³ WARRANTY AND SERVICE INTERVALS: 3-year/100 000 km warranty, 3-year/60 000 km service plan, service every 15 000 km MAXIMUM SPEED (km/h): 140 ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 5,50 8,71 13,39 19,62 30,81 OVERTAKING ACCELERATION (sec): 3rd 4th Top 40-60 - 4,35 7,21 60-80 4,29 4,06 5,79 80-100 2,71 4,53 6,16 100-120 - 6,30 7,26 100-120 - - 11,42 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

7,60 litres/100 km 9,12 litres/100 km 8,20 litres/100 km 603 km 179 g/km

BRAKING TEST: Average of 10 stops/rating

3,64/poor

MASS AS TESTED (kg):

1 808

FEATURES CHECKLIST Airbags front Aircon manual Audio system radio/CD/MP3/aux-in/USB Cruise control standard Driver seat adjust manual, incl. height Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages Mirror dim (int) manual Park assist- Steering adjust rake Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on -

CARmag.co.za

NOVEMBER 2015

127

ROAD TEST SPECIAL

MAZDA CX-5 2,2DE AWD AKERA AT Moving up the ladder places the range-topping CX-5 among tough competition

Still polished and pleasing, but now sits rather close to some appealing rivals GARETH DEAN

128

NOVEMBER 2015

CARmag.co.za

score/100

75

IN besting the facelifted Kia Sportage in our August 2015 comparative test, the FWD Mazda CX-5 2,2DE Active AT shed its veil of relative obscurity in the compact SUV field. Although it’s solidly build, has resolved dynamics and its refinement impressed, it was that model’s great value for money that sealed the result.

But that was the entry point into the range; do these virtues still hold true when it’s the range-topping AWD Akera that’s under the spotlight?

Although the material and specification-related differences between Active and Akera are evident, it’s the additional power and torque that separates the two. Here Mazda’s engineers have turned up the wick on the 2,2-litre turbodiesel from 110 kW/380 N.m to the tune of 129 kW/420 N.m.

That may not look like a substantial boost, especially given the fact that the Akera also has to lug an additional 112 kg of AWD system and other specification goodies, but there’s palpably more thrust on offer. That, however, comes at the cost of fuel consumption that understandably climbs from the Active’s 6,8 to 7,1 litres/100 km.

Dynamically, there remains little to complain about; the springing and body control neatly walk a line between sound cornering

and pliant ride, the steering has a pleasant weight to its action and proves just feelsome enough, and the increased outputs haven’t marred the smooth marriage between engine and transmission.

In most cases, vehicles in this class don’t really venture too far from tarred surfaces, and with just 150 mm of ground clearance to play with, you’ll have to tread carefully if you want to traverse anything more challenging than the odd dirt road or muddy track. That said, the AWD traction-management system isn’t overly intrusive in its operation and is sufficient to get the Akera to most places.

Commanding a R87 000 premium over its FWD diesel stablemate, the FROM BELOW: Akera model gains LED headlamps and smart 19-inch wheels; cabin benefits from a new infotainment system and loads of spec.

Akera adds such features as automatic LED headlamps and auto wipers, leather upholstery, sat-nav, 19-inch alloys (versus the Active’s 17-inchers), Bose audio system, blind-spot monitoring, reverse camera and that AWD drivetrain to the standard specification.

TEST SUMMARY

As with its entry-level sibling, the CAR team was taken with the Akera, and the additional equipment and helpful hike in engine outputs only cemented our positive view of the car. But with the keen pricing that made the Active so appealing taken out of the equation, the Akera finds itself in a price bracket occupied by range-topping, AWD auto diesel versions of the Toyota RAV4, Volkswagen Tiguan and the muchvaunted Ford Kuga. And, although it’s by no means outmatched in this company, it’s a tough place for the Akera to be. •

PRICE:

R465 400

ENGINE: Cylinders/capacity (cm³) 4/2 191 Fuel supply electronic common-rail, direct injection, turbocharged, intercooled, diesel ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min)

129 4 500/5 800 420 2 000

TRANSMISSION: Type six-speed auto Drive wheels all Driver aids ESC (electronic stability control), hill start TYRES: Tyre make Tyre size Spare

Toyo Proxes 255/55 R19 space saver, under boot board

BRAKES: Front Rear Hydraulics

297 mm ventilated discs 303 mm ventilated discs ABS with EBD and EBA

STEERING: Type rack and pinion, hydraulic power assist Turning circle diameter 11,7 metres SUSPENSION: Front double wishbones, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating 5 Fuel tank 58 litres Boot/utility space 320/1 208 dm³ WARRANTY AND SERVICE INTERVALS: 3-year/unlimited km warranty, 3-year/unlimited km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h): 204 ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 3,76 5,94 8,74 12,50 17,19 OVERTAKING ACCELERATION (sec):

AT 40-60 1,69 60-80 2,20 80-100 2,87 100-120 3,93 120-140 5,05 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

5,90 litres/100 km 7,08 litres/100 km 7,10 litres/100 km 790 km 155 g/km

BRAKING TEST: Average of 10 stops/rating

3,04/good

MASS AS TESTED (kg):

1 684

FEATURES CHECKLIST Airbags front/side/curtain Aircon dual-zone climate Audio system r/CD/MP3/aux/USB/Blue/voice ctrl Cruise control standard Driver seat adjust electric, incl. height Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

CARmag.co.za

NOVEMBER 2015

129

ROAD TEST SPECIAL

Mercedes-Benz E250 BLueTec Coupé Does the fitment of an oil-burner add to the executive coupé experience?

Perfect for relaxed cruising, plus obvious benefits at the pumps NICOL LOUW

130

NOVEMBER 2015

CARmag.co.za

score/100

77

A coupé powered by a turbodiesel engine... A model such as the E250 BlueTEC Coupé may be an aberration to many motorists, but turbodiesel powertrains have come a long way in terms of their performance and refinement, and most European consumers prefer them to petrol-engined models. Its not difficult to understand why: diesel engines are generally more fuel-efficient and the high torque delivery at low revs is conducive to a relaxed, but nonetheless swift, driving style.

The latest E Coupé is based on the underpinnings of the previous-generations C-Class and not, as most may expect, the W212 E-Class that received a major facelift a few years ago. MercedesBenz has updated the styling at the front and rear significantly to align the vehicle with the Stuttgart-based marque’s current design ethos. This includes new headlamps that feature LED low-beam and daytime-running lights. The front bumper further sports large air intakes and the test unit was fitted with the optional Sports Package that included 19-inch AMG wheels and twin trapezoidal exhaust tips adorned with chrome surrounds.

The layout of the Coupé’s facia and centre console hark back to those of previous-generation Benzes; it does not incorporate the ultra-modern design elements of the current S- or C-class. A stalk

on the steering column, however, has replaced the previous model’s transmission selector. Overall, the cabin still feels well put together and occupants revel in the interior’s classy ambience.

As the push of the starter button, the 2,1-litre powerplant starts up promptly, but then settles into a fairly rough idle.

What’s more, the diesel clatter is clearly audible at parking speeds. These traits don’t quite befit the executive positioning of the two-door E-Class. Press on the accelerator, though, and 500 N.m from as low as 1 600 r/min wafts you to the speed limit and all is forgiven.

But when a brisk turn of speed is required, the 150 kW Coupé doesn’t respond to eager prods to the accelerator with great zeal. The E250 BlueTEC is much more adept at cruising; its ride FROM BELOW: 2,1-litre biturbo-diesel is grumbly at idle, but offers oodles of low-down torque for effortless cruising; styling still neat six years on.

quality is supple, even when riding on the 19-inch wheels and lower-profile rubber. Furthermore, the model is claimed to have an excellent (if slightly optimistic) fuel consumption figure of 4,9 litres/100 km; after a weekend of fairly enthusiastic driving, the Coupé had consumed 7,1 litres/100 km, which is more than acceptable – especially for this class of vehicle.

Test summary

You can argue that it was brave for Mercedes-Benz to introduce the turbodiesel option in the E-Class Coupé range, as petrol engines are still preferred by the majority of South African buyers, at least in this segment. If you want smooth performance with a soundtrack to match, rather look at the petrol models, but then be prepared to pay the price at the pumps. The E250 BlueTEC is not only one of most afforable models in the range, its running costs are also the lowest. •

PRICE:

R684 123

ENGINE: Cylinders/capacity (cm3) 4/2 143 Fuel supply electronic common-rail, direct injection,

turbocharged, intercooled, diesel ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

150 3 800/4 200 500 1 600-1 800

seven-speed auto rear ESC (electronic stability control)

TYRES: Tyre make Yokohama Advan Sport Tyre size 235/35 R19 (f)/255/30 R19 (r) Spare – type and location space saver, under boot board BRAKES: Front Rear Hydraulics

322 mm ventilated discs 300 mm solid discs ABS with EBD

STEERING: Type rack and pinion, electric power assist Turning circle diameter 11,15 metres SUSPENSION: Front Rear

multilink, coil springs, anti-roll bar multilink, coil springs, anti-roll bar

CAPACITIES: Seating 4 Fuel tank 66 litres Boot/utility space 280/776 dm³ WARRANTY AND SERVICE INTERVALS: 2-year/unlimited km warranty, 6-year/100 000 km maintenance plan, service according to onboard computer MAXIMUM SPEED (km/h): 250 ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 3,48 5,68 8,24 11,77 15,94 OVERTAKING ACCELERATION (sec):

AT 40-60 1,75 60-80 2,22 80-100 2,61 100-120 3,58 120-140 4,30 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

4,90 litres/100 km 5,90 litres/100 km 6,20 litres/100 km 1 119 km 129 g/km

BRAKING TEST: Average of 10 stops/rating

2,91/excellent

MASS AS TESTED:

1 827

FEATURES CHECKLIST Airbags front/side/curtain/knee Aircon climate Audio system r/CD/MP3/aux/USB/Blue/voice ctrl Cruise control standard Driver seat adjust electric, incl. height Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

CARmag.co.za

NOVEMBER 2015

131

ROAD TEST SPECIAL

Nissan X-Trail 1,6 dCi XE Does the diesel-powered Nissan X-Trail restore some charisma to the range?

I like the engine but would prefer an automatic transmission SUDHIR MATAI

132

NOVEMBER 2015

CARmag.co.za

score/100

77

WHEN we tested the all-new X-Trail late last year, we questioned Nissan’s rationale for changing the definitive characteristics of vehicle that proved so popular in its original guise.

However, the more mainstream appeal of the new version seems to have worked well: approximately 2 000 new X-Trails were sold during the first half of the year. While we don’t have the sales breakdown per model, we are pretty sure that the lion’s share of sales can be attributed to models lower down the range, such as two-wheel-drive petrol versions.

Despite the strides that have been made in the field of diesel technology, a model such as the 1,6 dCi doesn’t represent a large chunk of the sales statistics, which is a pity. Our time with the 1,6 dCi XE model showed that a small, torquey and suitably refined oil-burner engine is well suited to this family vehicle application.

The small turbodiesel engine, which is mated exclusively with a six-speed manual gearbox in the X-Trail range, does not lack in the power department; it offers 96 kW and an even more impressive 320 N.m of torque from slightly over idle speed and its soundtrack is no harsher than those of the best in the class.

At pullaway, you notice turbo lag, but perhaps the sensation

PRICE:

R351 000

ENGINE: Cylinders/ capacity (cm³) 4/1 598 Fuel supply electronic common-rail, direct

injection, turbocharged, intercooled, diesel ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids

96 4 000/5 000 320 1 750

six-speed manual front ESC (electronic stability control)

TYRES: Tyre make Tyre size Spare

Dunlop Grandtrek 225/60R18 space saver, under boot board

BRAKES: Front Rear Hydraulics

300 mm ventilated discs 297 mm solid discs ABS with EBD and EBA

STEERING: Type rack and pinion, electric power assist Turning circle diameter 10,2 metres SUSPENSION: Front MacPherson struts, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating 5 Fuel tank 60 litres Boot/utility space 368/1 248 dm³ WARRANTY AND SERVICE INTERVALS: 6-year/150 000 km warranty, 5-year/90 000 km service plan, service every 15 000 km MAXIMUM SPEED (km/h): 188 ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 4,94 7,89 11,53 16,85 23,75

is somewhat exaggerated by the glut of torque that comes on stream from 1 750 r/min. Once on the move, the engine can easily be kept on the boil thanks to the positive gearshift action.

Impressively, the diesel-fed X-Trail returned a miserly 5,8 litres/100 km on our set fuel route, a figure which is only fractionally higher than Nissan’s claim of 5,1. Expect a range of close to a 1 000 km on a full tank.

Even on the optional 18-inch wheels and tyres (17-inchers are standard), the Nissan’s ride quality is commendable.

The model’s damping errs on the soft side, which avails plenty of passenger comfort. Furthermore, the cloth seats provide good lateral and lumbar support and, unlike leather, don’t conduct extreme temperatures such as in the dead of winter or the height of summer.

FROM TOP: Nissan’s choice to use the same face on its X-Trail and Qashqai has robbed this model of its own personality; sombre cabin is neat and easy to use, and the cloth covered seats proved comfortable and supportive.

TEST SUMMARY It’s a pity that Nissan SA chose to release this model solely in manual guise. An automatic transmission or dual-clutch option would suit the power delivery of the turbodiesel, with its narrow power band, much better.

As it stands, though, the X-Trail 1,6 dCi has all the characteristics that a family vehicle of this type should have: plenty of space for occupants and luggage, a comfortable ride and frugal fuel consumption.

An automatic transmission would give it a real edge as there are few automatic front-wheel-drive turbodiesel derivatives available locally. •

OVERTAKING ACCELERATION (sec):

3rd 4th 5th Top 40-60 2,31 4,46 10,98 19,52 60-80 2,72 3,34 4,92 10,08 80-100 3,60 3,83 4,82 6,52 100-120 - 4,99 5,61 7,20 120-140 - 7,33 7,52 8,92 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating BRAKING TEST: Average of 10 stops/rating

5,10 litres/100 km 6,12 litres/100 km 5,80 litres/100 km 980 km 134 g/km 3,10/good

MASS AS TESTED (kg):

1 623

FEATURES CHECKLIST Airbags front/side/curtain Aircon manual Audio system radio/CD/MP3/aux/USB/Bluetooth Cruise control standard Driver seat adjust manual, incl. height Folding rear seat 40:20:40 split Headlamps auto-on Isofix anchorages outer rear Mirror dim (int) manual Park assist - Steering adjust rake + reach Steering audio controls standard Trip computer standard Upholstery cloth Windows electric Wipers auto-on -

CARmag.co.za

NOVEMBER 2015

133

ROAD TEST SPECIAL

Subaru Legacy 3,6R-S Premium The six-star badge is especially apt on this flat-six sedan

A classic flat-six family sedan, but is permanent AWD necessary?

PETER PALM

134

NOVEMBER 2015

CARmag.co.za

score/100

73

The Subaru Legacy is now in its sixth iteration, and although it can no longer be regarded as a sports sedan (as its predecessors were) and its range has been reduced to a single model, there’s a lusty flat-six engine at the heart of the 3,6R-S Premium. This powertrain configuration naturally makes you think of Porsche, but the Subaru doesn’t quite emit that characteristic 911 wail.

It’s not that the Legacy sounds dull, but rather that it’s a case of a 3,6-litre boxer motor humming in a refined tone that most will expect of a large family sedan.

In true Subaru fashion, the Legacy features permanent fourwheel drive, which is well suited to slippery Northern European driving conditions but largely surplus to requirements in South Africa’s drier, more temperate climate. Still, it should offer a welcome measure of additional sure-footedness, if you often travel on dirt roads. Given the 3,6R-S Premium’s sizable dimensions and complex drivetrain configuration, it still tipped the scales at a quite reasonable 1 650 kg. What’s more, we recorded a consumption figure of 9,6 litres/100 km on the fuel route, which was better than CAR’s fuel index of 10,6 litres/100 km.

The six-step transmission is one of the most refined CVTs on the market and, under normal driving conditions, it feels well

PRICE:

R529 000

ENGINE: Cylinders/capacity (cm³) Fuel supply

flat-6/3 630 electronic multipoint injection, petrol

ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min)

191 6 000/ 6 500 350 4 400

TRANSMISSION: Type CVT Drive wheels all Driver aids ESC (electronic stability control), hill-hold TYRES: Tyre make Dunlop SP Sport Maxx Tyre size 225/50 R18 Spare – type and location space saver, under boot board BRAKES: Front Rear Hydraulics

315 mm ventilated discs 300 mm ventilated discs ABS with EBD

STEERING: Type rack and pinion, electric power assist Turning circle diameter 11,2 metres SUSPENSION: Front double wishbones, coil springs, anti-roll bar Rear multilink, coil springs, anti-roll bar CAPACITIES: Seating 5 Fuel tank 70 litres Boot/utility space 456/1 064 dm³ WARRANTY AND SERVICE INTERVALS: 3-year/100 000 km warranty, 3-year/75 000 km maintenance plan, service every 15 000 km MAXIMUM SPEED (km/h): 222 ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 4,27 5,96 8,06 10,66 14,20

calibrated with the torquey engine. The exception, however, is at pull-away. If you are in a hurry, the CVT’s slip action delays momentum momentarily and the reserve of four-wheel grip is so significant that there was not even a hint of wheelspin during our acceleration runs. Paddle shifters make “gear changing” more fun, even if a CVT technically has no gears.

The touchscreen is large and supplemented by analogue controls to make life easier. Sensibly, the climate control section follows a knobs-and-buttons layout that requires little familiarity and the combination of wood grain, piano black and textured black plastic trim does not look as disjointed as it may sound.

Both front seats are electrically adjustable and very comfortable. Rear legand headroom is plentiful and dual air vents provide ventilation. A sunroof

FROM TOP: generically Subaru, the cabin is well equipped but finishes are basic; thick dual exhaust ends and large alloys signifiy sporting intent.

forms part of the full specification.

The boot is large (456 dm3), mostly owing to its length as opposed to its depth, and 1 064 dm3 of utility space is available. There’s no full-sized spare wheel, only a steel space saver, but a 205/55 R17 wheel is acceptable for use until you can get repairs done.

TEST SUMMARY

Subaru still has its loyal devotees, but fuel economy is increasingly becoming a major factor in purchasing decisions. With six cylinders plus permanent four-wheel drive, this means that many will pass on this capable sedan or perhaps opt for the more fuel-thrifty Outback diesel. •

OVERTAKING ACCELERATION (sec):

AT 40-60 1,66 60-80 1,81 80-100 2,16 100-120 2,73 120-140 3,45 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating

10,20 litres/100 km 12,24 litres/100 km 9,6 litres/100 km 572 km 237g/km

BRAKING TEST: Average of 10 stops/rating

3,05/good

MASS AS TESTED (kg):

1 658

FEATURES CHECKLIST Airbags front/side/curtain/knee Aircon dual zone climate Audio system radio/CD/MP3/aux/USB/Bluetooth Cruise control standard Driver seat adjust electric, incl. height Folding rear seat 60:40 split Headlamps auto-on standard Isofix anchorages outer rear Mirror dim (int) auto Park assist standard Steering adjust electric rake + reach Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on standard

CARmag.co.za

NOVEMBER 2015

135

ROAD TEST SPECIAL

SUZUKI CIAZ 1,4 GLX 5MT Suzuki’s Indian-made budget C-segment sedan takes on a big player in its segment

Another solid, under-the-radar offering from Suzuki STEVE SMITH

136

NOVEMBER 2015

CARmag.co.za

score/100

76

SUZUKI has a habit of producing very good cars that are often overlooked in our market. In the last year or so, though, that has changed somewhat – joining the established Swift hatchback and Jimny SUV are models like the SX4 crossover, Ertiga mini-MPV and Splash hatch. They’ve helped Suzuki to post some impressive sales in South Africa. While the local car market remained flat in 2014, the Japanese brand reported a 33% increase.

The Ciaz is the newest model on the Suzuki roster and, given the niche at which it’s aimed, the brand must hope the curve on its sales graph will continue on its north-bound trajectory. The niche – the budget-friendly end of the C-segment – is, of course, dominated by Toyota with its Corolla and Corolla Quest, and it’s the latter that the Ciaz targets, hoping to siphon some of the cheaper Quest’s substantial market share.

Made in India and based on the SX4 platform, the Ciaz’s styling borders on the sober rather than the flamboyant, although the large grille and swept headlamps do save it from blandness. The rear is smartly sculpted, with a slightly raised boot and wraparound taillamps, and the GLX is finished off with 16-inch alloys.

Size-wise, the Ciaz’s exterior measurements – a length of 4 490 mm and 2 650 mm between the axles – mean it’s a little

smaller than the C-segment standard, but you’d never say so sitting inside.

Packaging is excellent and the 760 mm worth of rear legroom easily bests that of the Corolla Quest.

The interior is another impressive feature – particularly in this range-topping GLX. While it might not boast the highest-quality plastics and rubber, and many of the controls and switches are carried over from the Swift, the overall impression is one of solidity, with front seats that provide excellent thigh and shoulder support.

All Ciaz models offer a surprising number of standard-fitment convenience features, including electric windows and mirrors, remote central locking, climate control, a six-speaker radio/CD player/USB/Bluetooth audio system and a tilt-adjustable multifunction steering wheel. On top of this, the GLX has leather upholstery and steering wheel trim, with black accents around the shift lever gate, the instrument panel and the air vents. The driver’s seat gains height adjustment, while keyless entry is augmented by a start button instead of a key-operated ignition switch.

Safety features, while not quite SwedFROM TOP: generous ground clearance allows the Ciaz to comfortably traverse poor roads; cabin bears similarities to that of the Swift, but finishes are classier; alloys lift the exterior design.

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ROAD TEST SPECIAL ish in their number and technological advancement, do cover the basics with dual front airbags, ABS brakes with EBD and EBA, and side impact door beams.

Providing the requisite forward impetus is the same K14B series 1,4-litre engine found in the Ertiga; its 70 kW/ 130 N.m outputs are not going to provide its driver with any exhilarating driving. It’s also not the most refined powerplant, but the Ciaz does acquit itself well both in traffic and on the highway thanks in large part to its relatively low mass of 1 026 kg – some 200 kg lighter than the Corolla.

The five-speed manual transmission is neither Honda-slick nor a porridge stirrer, but still easy to use and inoffensive. Our 0-100 km/h tests revealed a competitive average time of 11,53 seconds and, through the gears, speed builds at an assured pace. An impressive fuel route figure of 6,0 litres/100 km will, however, be the statistic potential buyers will be far more interested in.

Ride and handling aren’t counted

PRICE:

among the Ciaz’s strengths. The vehicle is comfy enough thanks to supple suspension that’s been designed to deal with rough and ready Indian conditions, but it isn’t anywhere near as accomplished through the corners, nor as well balanced, as the Quest. Body roll is apparent, especially at higher speeds, while the steering is very light. That’s fine at low speeds, but at higher velocities it’s always more assuring to have in your hands a wheel that provides heft and communication.

TEST SUMMARY

The Ciaz is a comfortable family sedan that offers more interior space than its exterior dimensions would suggest.

Its naturally aspirated 1,4-litre engine won’t provide any thrills, but it has enough grunt to accumulate sufficient speed for highway cruising and its pliant suspension will cosset its passengers.

Squaring up to the marginally cheaper Corolla Quest (R199 900), the Suzuki offers both better spec and looks that are far more contemporary than the Quest’s eight-year-old visage.

The Toyota may counter with a peppier engine, excellent ride quality and high resale value but, like its siblings, the Ciaz is an alternative to the mainstream that’s well worth investigating. • LEFT: large boot space overall, but wheelarches do intrude quite a bit; 1,4-litre engine provides sufficient go, but can sound strained.

R202 500

ENGINE: Cylinders/capacity (cm³) 4/1 372 Fuel supply electronic multipoint injection, petrol ENGINE OUTPUT: Max power ISO (kW) Power peak/Red line (r/min) Max torque (N.m) Torque peak (r/min) TRANSMISSION: Type Drive wheels Driver aids TYRES: Tyre make Tyre size Spare – type and location

70 6 000 130 4 000 five-speed manual front ABS with EBD Goodyear Assurance 195/55 R16 full, under boot board

BRAKES: Front ventilated discs Rear drums Hydraulics ABS with EBD and EBA STEERING: Type rack and pinion, electric power assist Turning circle diameter 10,8 metres SUSPENSION: Front MacPherson struts with coil springs,

anti-roll bar Rear torsion beam with coil springs CAPACITIES: Seating 5 Fuel tank 43 litres Boot/utility space 368 dm³ WARRANTY AND SERVICE INTERVALS: 3-year/100 000 km warranty, 3-year/60 000 km service plan, service every 15 000 km MAXIMUM SPEED (km/h): n/a ACCELERATION (sec): 0-60 0-80 0-100 0-120 0-140 4,97 7,50 11,53 16,11 24,16 OVERTAKING ACCELERATION (sec): 3rd 4th Top 40-60 8,39 5,50 8,59 60-80 3,55 5,35 8,63 80-100 3,78 5,59 9,16 100-120 4,76 6,08 10,51 120-140 - 7,64 13,14 FUEL CONSUMPTION: Manufacturer’s figure CAR fuel index Fuel route Estimated tank range Taxable CO2 rating BRAKING TEST: Average of 10 stops/rating MASS AS TESTED (kg):

5,40 litres/100 km 6,50 litres/100 km 6,00 litres/100 km 716 km 125 g/km 3,36/average 1 026

FEATURES CHECKLIST Airbags front Aircon climate Audio system radio/CD/MP3/aux/USB/Bluetooth Cruise ctrl Driver seat adjust manual, incl. height Folding rear seat Headlamps auto-on manual Isofix anchorages Mirror dim (int) manual Park assist - Steering adjust rake Steering audio controls standard Trip computer standard Upholstery leather Windows electric Wipers auto-on manual

138

NOVEMBER 2015

CARmag.co.za

WIN

COMPETITION

ONE OF 127 NIVEA MEN HAMPERS WORTH R380 EACH!

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SMS: Nivea, followed by the answer, your name, surname, email and postal address to 32697 (R1,50 per SMS).

Competition closes 30 November 2015. By entering the competition you agree to receive promotional material from CAR magazine.

RULES AND REGULATIONS 1. Entry is open to anyone except employees (and their immediate families) of RamsayMedia, the competition sponsor and associated agencies.

2. Competition runs until 30 November 2015 and the winner(s) will be drawn on 7 December 2015. 3. You may enter via SMS as many times as you like (R1,50 per SMS). This service does not allow for 8ta numbers. 4. The prize is not redeemable for cash. 5. Prizes not claimed within three months will be forfeited. 6. The judges’ decision is final and no correspondence will be entered into. 7. Regrettably only South African residents are eligible for prizes. 8. By entering this competition, you agree to receive future correspondence from CAR magazine. You can opt out at any stage by sending an SMS including the word “STOP” to 31699. Standard SMS rates apply. 9. For detailed competition rules, visit CARmag.co.za