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Contents

N E X T I S S U E O N S A L E 2 2 F E B R UA RY FIRST DRIVES 30 AUDI RS4 AVANT

Drops V8 for turbo V6 in changing of the Avant guard

34 VOLVO XC40

One more Volvo this good and we’re calling revolution

36 TOYOTA CAMRY

Not Oz-built, but frankly not a problem

38 HOLDEN EQUINOX

The General’s Mexican Grille

REDLINE

FEATURES

10 MUNICH MANIFESTO

46 ALPINE A110

14 CARS OF 2018

54 HSV GTS-R W1 BUILD

18 EXPLAINED

62 JEEP COMPASS TO BODIE

BMW sounds the charge with new suite of marketleading electric tech And you thought 2017 delivered hot metal? Get a load of this lot Priming your pump on synthetic diesel fuels

40 NISSAN QASHQAI

Renault rebirths an icon which makes the Cayman look a proper Porker The last Aussie hero heads down the line

Trail-rated SUV takes us off the beaten track to a Californian ghost town

72 GM HERITAGE CENTER

A splash more dash for Qash?

41 MASERATI LEVANTE S Much to like; little to love

A classic collection from when the General was an automotive superpower

42 FORD FOCUS RS LTD ED

82 CAR OF THE YEAR

Arduous testing and tough decisions reveal one very worthy winner

If you can pick the diff on this limited edition, you’re good

EVERY ISSUE 7 Ed’s letter 20 Marketplace 22 InBox 24 InGear 26 Insider 28 Corby 44 Head-to-head Subaru WRX STI vs Honda Civic Type R 160 Our Garage 168 Showroom 190 Classic Wheels Chasing records 192 Retro Along came a Spyder 194 Wheelstories Club man

VOLVO O XC40 PAG GE 34 PAGE A AUDI RS4 AVANT PAGE 30

FOCUS RS LTD: GRIP & RIP PAGE 42

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Editor’s letter ALEX INWOOD

I WAS WATCHING THE CRICKET THE OTHER DAY, MY BODY IMMOBILISED IN THE KIND OF HOLIDAY-INDUCED COMA THAT ONLY A PROLONGED DIET OF CHRISTMAS HAM AND TOO MUCH BEER SEEMS TO CREATE, WHEN MY BRAIN MANAGED A MOMENT OF COHERENT THOUGHT. As I watched the Aussie attack tear through the English top order, I wondered, “could I give that a go?” A quick and rather brutal assessment of my meagre skill with bat and ball concluded that no, I couldn’t. Nor could I beat Novak Djokovic at tennis, nor Rob Cross at darts. Why then, if presented the opportunity to drive a Formula 1 car, or even a V8 Supercar, would most of us instantly think, “I could do that!” Reading this magazine suggests you enjoy the thrill of driving and, like me, probably consider yourself to be above average behind the wheel. Yet when was the last time you actively worked on improving your driving ability? As in, consciously zeroed in on the skills required to drive quickly and safely: braking, throttle and steering inputs, vision, etc. It’s an interesting thought to ponder given how 2018 has kicked off. As I write this, the New Year is less than five

though other solutions are more surprising, like the Australian Medical Association’s call for learner and provisional drivers to lose their licence for a year if caught using a phone while driving. Yet I’d argue a key issue at the root of Australia’s road toll problem is being largely ignored: driver training and education. Like cricket, driving is a skill that requires practice and ideally, regular professional instruction, yet the only training on the CV of most Aussie drivers comes from their parents. One possible saviour lurking on the horizon is autonomous cars, with many experts predicting their combination of cameras, sensors and millimetre-perfect GPS systems will eventually be much safer and more reliable than humans as the technology improves. However, the flipside to that argument is that

If presented the opportunity to drive an F1 car, most of us would think, “I could do that!” days old, yet the zingers of blame have been firing with increasing ferocity for some time. News that Australia’s road toll has again had a horror December, with the final number of deaths for 2017 careering through the 1200 barrier, has experts, the government, the media and motoring bodies alike pointing fingers to diagnose why. Speed, the infamous poster child of the ‘Towards Zero’ campaign, is of course cast as a primary villain, but the government’s Black Spot program and mobile phone use have also come under the microscope. The witch-hunt has even seen tourists feel the wrath of politicians, despite the lack of data to support the argument that foreign drivers are over-represented in fatal accidents. Unsurprisingly, more speed cameras are being heralded as a key weapon to drive down the toll,

Aussie drivers will become even further removed from the skill of driving; something that’s already happening with the proliferation of semi-autonomous tech. While systems that support the driver and help to reduce fatigue on long journeys are undoubtedly a good thing, the risk is that drivers will gradually and subconsciously disengage from the act of driving, further eroding their skill and ability when the time comes for them to actually assert control. Of course, the multi-faceted nature of the road toll problem means it’s too complex to pin on a single culprit, but surely offering greater incentives for driver training, or making it mandatory for all Aussies to attend a defensive driving course every time they renew their licence, makes more sense than erecting more speed cameras or fining motorists for being a few kays over. Or blaming tourists.

? ?? First with a first It’d be remiss of me not to mention COTY on this page, given we’ve dedicated a hefty portion of this expanded 196page issue to it, and the good news is I can add something of value to the conversation without giving away the winner. Of this year’s six finalists, only one brand had won our gong before, and once the dust had settled from the voting to reveal our top three, it was evident that all of them were vying for their first COTY crown. It’s a testament to the growth and improvement of all three brands – Alfa Romeo, Skoda and Volvo – that they made it so far. But there can be only one…

HIGHER SKILL LEVELS ARE THE WHEEL DEAL

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NEWS, VIEWS AND A BRUSH WITH THE LIMITER JANUARY 2018

ARE YOU i5?

BMW’s powertrain masterplan

Munich’s strategy for electric, hybrid and internal combustion domination 10 wheelsmag.com.au

TWIN TW TWI W N tturbos urb bos o mak make e BMWs BMWs MW fa MW fasstt fast today, but company tod day, ay bu ut tthe he e com mpan a y has has a plan that will eventually put triple-motor EVs at the very top of its performance car hierarchy. Sometime by the middle of the next decade, BMW’s most desirable car is likely to be an EV that’s quicker than today’s M5, with a greater driving range than the current Tesla Model S, and which looks like the i Vision Dynamics concept revealed in Frankfurt last year. “The trend towards e-mobility is irreversible,” according to BMW sales chief Ian Robertson. The experienced exec was speaking recently in Munich at an exclusive workshop to brief media on the company’s latest product strategy. The problem for BMW is that

Last W1; job done Little more than two months after the final Aussiebuilt Commodore rolled off the line, HSV has affixed the badges to its very last locally built model. GTS-R W1 build number 275/275 (right) is destined for HSV’s heritage fleet. An additional 23 cars were built for the Kiwi market, but the last W1 looks set

to become one of the most valuable Australian cars ever. “Our success has been directly attributable to our passionate staff, our dedicated dealer-body and our loyal fans who have helped build this brand through its 30-year journey,” said HSV managing director Tim Jackson.

LEFT: LE EFT: BMW’s NEW LARGE-CAR PLATFORM PL LATFORM IS KNOWN AS CLAR AN ND WILL UNDERPIN EVERYTHING AND FR FROM MEDIUM SEDANS TO SUVS AN ROLLS-ROYCES AND

the h wo he world orrld ld is iisn’t sn’t n’t mo m moving o towards an electric-powered driving future at a el ele l ctricctr t icc--pow p ere ered dd uniform pace. “Governments have been inconsistent,” said Robertson. Some have encouraged their citizens to buy EVs, others have moved to make both plain and plug-in hybrids more attractive, and some have done little or nothing. Sales vary accordingly… For a company like BMW Group, which sells its products all over the world, this makes its business more complex than ever before. “Global markets will continue to demand very different types of drivetrains for a long time to come,” Robertson observed. But BMW has a plan to meet the challenge. The company spelled it out in detail at the Munich workshops.

Its engineers are developing two all-new vehicle architectures, which will provide the foundations for everything the BMW Group produces. Their names are German acronyms, FAAR and CLAR. The first car based on one of the new architectures is scheduled for launch in 2021. While BMW execs referred to it during the briefings in Munich as the i Next, it’s likely to be the production version of the i Vision Dynamics concept which some European sources believe will be badged i5. FAAR is for smaller front-drive and all-wheel-drive models, including Mini. CLAR is for larger rear-drive and all-wheel-drive vehicles, so it will be the basis of future BMW and possibly also

ABOVE: FAAR IS THE SMALLER OF THE TWO NEW ARCHITECTURES DUE IN 2021 2021, AND WILL FORM THE BASIS OF THE COMPACT FWD AND AWD MODELS INCLUDING MINI

IN-HOUSE BUZZ BMW manufactures its own electric motors, while most other car makers buy from outside suppliers. Engineers insist that its synchronous, current-excited motor makes BMW’s electric motors stand out from the rest. “It delivers very high power also at high speeds, for example,” said one engineer. There’s also plenty of potential to squeeze more power out of BMW’s motors without increasing size. And synchronous motors don’t need the expensive rare earths used in permanentmagnet motors either.

Redline

FILM US IN

“Machines that can think are only for the movies. They have nothing to do with our work”

VW Group IT Data Lab artificial intelligence research head Patrick van der Smagt firmly smacks down Herbie the Love Bug, Bumblebee and KITT as his inspiration for a future dominated by self-aware cars

JANUARY 2018

RIGHT: BY 2025, EXPECT BMW’S EV PERFORMANCE FLAGSHIP TO BE QUICKER THAN THE CURRENT M5, AND LOOK A BIT LIKE THIS BELOW: BMW IS RESEARCHING LATEST CELL MANUFACTURING TECHNIQUES, INCLUDING SO-CALLED ‘JELLY ROLL’ CELLS

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Opel’s dirty little secret Groupe PSA, which recently bought Opel, has challenged GM over its emissions strategy after discovering the US brand planned to sell Chevrolet Bolt-based Opel Ampera-e electric cars in Europe at up to a €10,000 ($A15,400) loss each. Media reports say GM planned the loss-leading exercise to help it meet fleet emissions

standards – a move labelled unsustainable by Opel’s new owner. “We became aware after we finalised the closing that the company was going to the wall on CO2 emissions,” Groupe PSA chief executive Carlos Tavares said. Opel’s new owner has since dropped the Ampera-e from some markets, and raised prices in others.

Rolls-Royce models. What makes them unusual, perhaps unique, is that they’re being designed to be able to accept conventional internal combustion, plug-in hybrid and pure EV drivetrains. This doesn’t mean every BMW, Mini and RollsRoyce will be produced in all three formats. But the strategy will give BMW Group the ability to profitably manufacture whatever global markets are demanding. BMW engineers used 3D-printed models, all with an identical removable sedan skins, to demonstrate how it should work in practice. We can’t show them to you, as photography was verboten. There’s not a lot of difference between the internal combustion engine and plug-in hybrid versions, but the EV uses a completely different centre section to house its underfloor batteries. BMW is developing two sizes of battery cell, one around 80mm thick for use in

cars, another around 140mm thick for SUVs and crossovers. The need to accommodate underfloor batteries will make future BMWs taller, the engineers admitted. The plan is to use identical exterior pressings for all drivetrain versions, so internal combustion and plug-in hybrids will share sheetmetal with the EVs. But the engineers insisted their colleagues in design would be able to find ways to minimise the visual impact. BMW execs and engineers sketched a remarkably detailed outline of their FAAR and CLAR EV strategy. The company plans to produce basic and premium versions of its battery packs, the latter with superior energy density to justify the greater cost. The aim is to turn out packs with 120kWh (more than market leader Tesla offers today), 90kWh and 60kWh energy storage capacities. Driving ranges of up to

450km for the smallest and 700km for the largest packs are promised. BMW manufactures its own electric motors (see sidebar, p11). It has developed a more compact electric propulsion unit, which packages motor, reduction gearbox and control electronics in the same casing, for its next-gen EVs. Power outputs for mainstream small, medium, large and extra-large EVs of 100kW, 190kW, 250kW and 300kW-plus are planned. Engineers in Munich confirmed that the larger CLAR architecture is being designed to enable top models to have dual rear motors, for the purpose of torque vectoring, plus a front motor. And this adds up to one damned fast EV. Acceleration to 100km/h in around 3.0 seconds is possible with this set-up. “If the market wants it, we are able to deliver that with this modular kit,” promised a BMW engineer. JOHN CAREY

VOLTS IN THE VAULT EVs galore means a mountain of used batteries as cars come to the end of their life on the road. But they can have a second life in stationary energy storage. BMW has added a battery bank to its Leipzig factory to stash surplus energy from its on-site wind turbines for later use when the wind doesn’t blow, or for resale back to the grid. The facility has space for 700 used i3 batteries, though only 500 are currently filled as most of the 100,000 made are still on the road.

NEXT-GEN INTEGRATED MOTOR (ABOVE) HAS AN OBVIOUS BVI PACKAGING ADVANTAGE AG OVER CURRENT i3 UNIT T (L (LEFT)

COMPACT, AND COMING CO OM SOON Transitional models will introduce some of BMW’s next-gen EV tech even before the first car to utilise one of the company’s new architectures arrives in 2021. The X3 EV and Mini Electric, both due in 2019, will feature BMW’s latest electric motor design. The HEAT unit (a German abbreviation for

highly integrated electrical machines and gearboxes, according to a BMW engineer) combines motor, reduction gearbox and motor control electronics in a single cast casing. It’s much more compact than the electric motor, with separate electronics module, used in the current i3 electric car.

@wheelsaustralia 13

Redline

Cop that While it looks like it would ld be favoured by some of Sydney’s less savoury avoury identities, Chrysler’s V8 powered 300 SRT Core is about to don the uniform. NSW W Police is expected to announce a substantial order of Chrysler’s big sedan to meet its post-Commodore Commodore highway

patrol needs. The 6.4-litre V8 engine makes 350kW, giving the SRT Core a top speed of 282km/h, so attempting to outrun one isn’t recommended. The 300 is currently the only only car Chrysler sells here, and the NSW Police Policce order should provide a welcome fillip to sales. sale es.

JANUARY 2018

2018’s MOST WANTED IT’S HARD to deny that 2017 was a vintage year for new metal. Cars like the HSV GTS-R W1, the Volvo XC60, the Porsche 991.2 GTS, the Toyota C-HR, the McLaren 720S, the Alfa Giulia Quadrifoglio and the Range Rover Velar all made last year one for the ages. Or so we thought. It seems that it’s about to be upstaged quite unceremoniously by the onslaught of new model reveals slated for the next 12 months. Such is the pace of change in new-car development, driven both by disruptive technology and emerging Asian powerhouses, that the traditional seven-year lifecycle for new cars is being compressed. This accelerating conveyor belt of newer, shinier and better product is creating a buyer’s market like never before. In real terms, cars are around 40 percent cheaper in 2018 than they were 20 years ago, with longer warranties, better fuel economy, a step-change in safety and with more power to boot. You might have never had it so good. Whittling a list down to 10 contenders is tough. Here are the models that you need to keep an eye open for in 2018. A N DY E N R IGH T

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Holden Commodore VXR If our social media posts are anything to go by by, you’re not thrilled about the new ZB Commodore VXR. You think it’s about as Australian as sauerkraut and currywurst. But as much as we miss local manufacturing, a big old V8 and all that rippling rear-drive heft – who wouldn’t? – it pays to remember that the original Commo was a German confection made good for Aussie conditions and that’s exactly what the team at Holden’s Lang Lang proving ground has been working on for the all-wheel-drive VXR. In that regard at least, it’s a return to an old philosophy. We know it’s good from our preview drive; longer wheel time can’t come quick enough.

Toyota sounds the charge on batteries Toyota, a notable proponent of hybrid rather than pure electric vehicles, has finally decided it wants to join the EV party: it will have both an electric and hybrid version of every model on sale by 2025, starting from 2020. It has even found a partner to help it get there – battery

maker Panasonic. Pure internal in combustion cars are on the way out; instead i they will either be hybrid, plug-in hybrid, h electric or fuel-cell vehicles. The hybrid hyb system used in the Prius and Camry hybrids hyb will also become more powerful “in some models”.

WHEELS IMAGES

Ford Ranger Raptor/ Walkinshaw Wildfire If we can no longer have a Commodore or Falcon ute, rather than resign ourselves to carting toolboxes around in a Suzuki Carry, Australians have instead done the right thing thin and demanded something even bigger, angrier and brimming with that heady co cocktail of testosterone, treated pine and $12 pot’n’parma. The Ford Ranger Raptor m might only pack a 150kW twin-turbo diesel four-pot, but it’ll doubtless prove popular thanks t to macho styling, beefed-up suspension and punchier brakes. Those looking for fo real firepower will instead look to Walkinshaw’s yet-to-be-confirmed Wildfire, a monster that insiders suggest will shoehorn the LF3 3.6-litre twin-turbo V6 from the t Cadillac CTS V-Sport under its bluff bonnet. A 300kW+ version of the Colorado could be the catalyst for a whole new Aussie super-ute arms race.

Alfa Romeo Stelvio Quadrifoglio

We were disappointed to discover that there were no plans to build a Giulia Quadrifoglio wagon. It seems we needn’t have been too down in the mouth, because the Stelvio SUV is spun from the same Giorgio modular platform and, if our first drives of the nonQV versions are anything to go by, it doesn’t lose a lot in terms of dynamics to the Giulia. A 7m51s lap of the Nurburgring (quicker than a Porsche 997 Turbo) also suggests that the Stelvio Quadrifoglio could well be the Giulia wagon we were hoping for when it lobs mid-year, albeit with a little altitude adjustment.

Lamborghini Urus It’s good to know that Lamborghini can still do extreme. The Urus, due March, might share its 4.0-litre V8 engine with proletarian Audis but some of its numbers are jaw-dropping. It gets to 100km/h in 3.7s, will exceed 300km/h and has the largest carbonceramic brakes – 440mm discs up front – ever fitted to a production car. More importantly than any of that, the world’s fastest production SUV will more than double Lamborghini’s output, lifting it towards 7000 cars per year and providing the financial security to allow the company to develop a new generation of heart-stopping supercars. That we can all get behind.

@wheelsaustralia 15

Redline

$2.9

The government’s estimate of the next four years’ Luxury Car Tax income – a fiscal measure originally introduced to protect Australian car manufacturing

BILLION

JANUARY 2018

Land Rover Discovery SVX You have to hand it to the Poms, they do silly really well. The Land Rover Discovery SVX is an unashamedly silly car. It’s an extreme off-roader with a 5.0-litre supercharged V8 that cranks out 386kW/635Nm and yet, despite its ludicrous premise – nobody’s seriously going bushbashing in a $200K Disco – we absolutely adore the thing. It’s like the 250m waterproof Breitling that’s only ever been in the bath with you; reassuringly overstuffed with excess everything, just in case. And we’ll happily bounce one over the Bungle Bungles so you won’t have to.

Hyundai i30 N We’ve driven the Hyundai i30 N already, already so we’ve got a good read on how well-sorted well sorted it is. The big question will be whether Aussie buyers will be prepared to overlook a host of other talented nted rivals and lay down their cash for one. That’s by no means guaranteed. Hyundai ndai has cut prices of the latest i30, a great car which seems to have nudged over the edge of its brand equity. We know that the i30 N is good value for its $44,000-odd asking ng price, but without any particular sports model heritage to fall back on, communicating nicating that to the public will really test Hyundai’s marketing mettle come March. There’s re’s a heck of a lot riding on this calculated punt.

Jaguar i-Pace The transformation ion of Jaguar from a brand once favoured by sheepskin-clad, slim panatella-smoking moking spivs to modish cool Britannia continues apace with the i-Pace electric SUV. UV. Sitting on a roughly F-Pace-sized platform, the all-aluminium chassis houses two wo electric motors and a 90kWh lithium-ion battery pack, good for a range of nearly 500km. Recharges are set to take two hours on a 50kW DC socket and excitement hasn’t been overlooked in the quest for efficiency. With a lower centre of gravity than th the th F F-Pace P and d 295kW/700N 295kW/700Nm off grunt, t 100k 100km/h /h will ill be b attainable in four seconds. Bye-bye, Macan Turbo.

Chevrolet Camaro A day late, a dollar short? While Ford has been making hay Down Under with its right-hook Mustang, General Motors’ product planners have ve been looking up the meaning of ‘opportunity cost’. ost’. Still, the US Camaro is a formidable package, and nd a little Australianisation of the fifth-gen Camaro SS with a price tag of around $90K would represent nt an attractive proposition for those who’ve been there ere and done that with Ford’s pony car. Converted to RHD by HSV, an allocation of up to 1000 units ts of the 339kW/616Nm Camaro SS have been earmarked for these shores from mid-year.

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Focus RS Drift Stick is locked in The Drift Stick, a bolt-on handbrake accessory that converts the Ford Focus RS’s electronic parking brake into a quasi-hydraulic rallybred version, is locked in for Australia. Herrod Performance founder Rob Herrod told Wheels the Drift Stick would arrive in Australia in about

the middle of the year after Ford Performance engineers assured him the device could be converted from left- to right-hand drive. The system works by opening the rear wheels’ hydraulically controlled torque vectoring clutches before grabbing the rear brakes.

Tesla Model 3 Okay, so the Tesla we’re really getting a bit juiced over is the outlandish Roadster 2, but given Tesla’s production issues that could represent a very long wait. The car that created that massive bottleneck in build capacity is the hugely oversubscribed Model 3, the success or otherwise of which could make or break Tesla. We’re keen to see whether Elon Musk can bring the qualities that have made the Model S so successful to a wider audience at a sensible price. The alternative is that he’s steamrollered by a car industry throwing all its cash into the EV pot to catch up. The Model 3 – when first customer deliveries begin Down Under – will let us know exactly how durable Tesla’s advantage is.

BMW 3 Series Every time BMW launches an all-new 3 Series, we get nostalgic for the old cars. The G20-generation 3 Series will be the seventh iteration of the sedan when it arrives in the final quarter, replacing the conservative F30. Modular 2.0-litre fours will still do the grunt work but Munich will also introduce plug-in hybrids: a 1.5-litre triple with a 60kW e-motor version and a 2.0/90kW model. The 310kW M350i sounds tempting, especially if we get the option of all-wheel drive, but it looks as if the M3 will stick to sending drive to the rear.

Blips on the radar

us A right-hook Camaro might have the prospect grinning in anticipation, but g sold of a mid-engined Corvette bein le. It’s edib incr be ld wou t Tha ? here st-kept Bowling Green, Kentuck y’s wor massacre, secret since the non-existent charade and we hope to see GM’s long reveal of ial offic an with end an to e com . 2018 in t poin e som the car at another Likewise the Toyota Supra is under vehicle that seems to have been it might well that long so for ent lopm deve when it’s ‘do an NSX’ and be old news to its finally unveiled. If Toyota is true of hybr id word, it’ll feature some form hide its powerplant and do its best to -gen Z4. next ’s BMW with commonality is Porsche’s A more concrete proposition with a Cayman GT4, which teases us in the ne engi der ylin six-c a to rn retu the sly, itou fortu er Rath 718 chassis. the 911 turbocharged 3.0-litre six from of a 718, Carrera doesn’t fit into the guts 4.0-litre o atm pact com e mor the with istically from the GT3 being a more real and offered sized option. Mildly detuned box, the with the option of a manual gear revealed in be ably prob will GT4 an Caym n debut. late 2018 for a 2019 productio

@wheelsaustralia 17

EXPLAINED TRICKY TECH IN SIMPLE TERMS

AUDI E-DIESEL

JANUARY 2018

What is it?

How does it work? When complete, the industrial lab in Laufenburg will use electricity from a neighbouring hydroelectric power station to split water into hydrogen and oxygen. In the second stage of processing, the hydrogen is combined with CO2 that is either extracted from the atmosphere or waste from other industrial processes instead of being released to the environment as a greenhouse gas. In a secret reverse water-gas shift reaction, the hydrogen and CO2 form long hydrocarbon chains, and in the final stage, a FischerTropsch reactor trims the long chains into shorter molecules – synthetic diesel.

Audi’s latest exploration of combustion engine fuels that don’t rely on petrochemicals sucked from the ground. A pilot factory is being constructed in Switzerland that will produce up to 400,000 litres of e-diesel per year using nothing but renewable energy and water.

Why does it matter? Until now, it was largely assumed the only way to break a vehicle’s dependence on fossil fuels was through electrification, but Audi’s completely synthetic fuel allows the continued use of combustion engines without drilling for oil. Not only does a man-made diesel fuel shake free the shackles of crude oil, the production method is also carbon neutral, which presents the possibility of a diesel-burning Audi with a carbon footprint of zero. While burning fossil fuels releases

carbon to the atmosphere that was locked away in oil reserves, Audi’s process takes carbon already present in the atmosphere or from waste applications, while electrolysis adds more oxygen to the environment. Like any new technology, the first drops of Audimade fuel will be very expensive, but as the operation is upscaled and optimised, the likelihood of finding e-diesel at a bowser increases.

Surplus oxygen from electrolysis will be released into the atmosphere but may be utilised for other industry in the future.

CO2 e-diesel Waste energy from the process is used to heat local homes.

Waxes and heavy oils are other by-products that have industrial and manufacturing applications.

18 wheelsmag.com.au

Clever path maize Audi has already explored the potential of other synthetic fuels. A pilot factory in France and a newer site in Leipzig are turning cornderived glucose into ‘e-benzin’ or synthetic petrol without the need for oil, while other previous projects have created e-gas synthetic methane and e-ethanol.

DANIEL GARDNER

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Redline

Bowie’s Volvo auctioned The Volvo 262C hasn’t tended to attract serious collectors, but this example of the setsquare-styled coupe fetched A$275,000 when it recently crossed the block in Switzerland. The reason? The 1981 car was originally registered to one David Robert

Jones, better known as the late David Bowie. Showing just 53,000km, the Bertonedesigned 262C originally shipped with 115kW and a three-speed auto, so it’s unlikely that Bowie troubled Lausanne’s notoriously ticket-happy traffic cops too much.

JANUARY 2018

NOV 2017

MarketPlace The magic of making a million

HIGHLIGHTS November’s record result, cracking more than 100,000 sales for the month, has pushed the Aussie new-car market well past the million mark – 1,086,296 to be exact – and 0.6 percent ahead of the same period this time last year. The Toyota Hilux (4103 sales) and the Ford Ranger (3576) dominated, though much of the heat was in SUV sales, up almost 11 percent over October. Hyundai’s new hybrid, the Ioniq, made its VFACTS debut, while the brand’s now stand-alone premium spin-off, Genesis, also listed this month snaring 26 sales. And the number of Honda NSX sales in 2017 now stands at two. LOWLIGHTS Strip away Ford’s booming commercial-vehicle sales and the Blue Oval brand’s health doesn’t appear so rosy, despite the evergreen Mustang (711 sales) remaining its second-biggest seller. Kia Stinger’s supply shock is already being felt, with sales falling from 223 in October to 151 in November. And Volkswagen is still unclogging its drain of superseded Tiguans; this month 133 of its first-gen SUV were ticked off its books.

LOSER

WINNER

60%

27%

DECREASE

INCREASE

FORD FOR D EVER E EVEREST VEREST VER EST

LEXUS CT200h

Th in The iintroduction int intro ntroduc troductio trod duction ducti tition of of a five-seat, fivefifive ve seat ve-sea seatt,, rear-drive rearr-driv rea r drive r-d riv i e version versio ver sionn of of Ford FFord’s ord’ss Ran Ranger Ranger-based g -based ger ger-ba based SUV based SUV has has giv given i en Everest Everes EEve verest restt ssale sales ales l s a bi bigg boost bboost. boos oostt. It also als l o sh sshows show hhows owss tha that h t not not every every EEve Everes Everest veres restt bbuye buyer uyerr iiss iinteres inte interested nteres rested tedd iinn mud plugging off mud-plugging off-road road capability capability.

Lexus has celebrated with rounds of high fives at the last few monthly sales meetings. But in November, they were left hanging hangin han gingg as a s the the CT200h CT2 00h (3 (388 sale ssales) ales) s) led an almost showroom-wide slump. almo p

TOP 20

77,677

Passenger & SUV sales – November 2017 PASSENGER CARS

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Toyota Corolla Mazda 3 Mazda CX-5 Hyundai i30 Hyundai Tucson Toyota RAV4 Mitsubishi ASX Hyundai Accent Toyota Camry Holden Commodore Nissan X-Trail Volkswagen Golf Toyota Prado Holden Astra Kia Cerato Honda Civic Mitsubishi Outlander Toyota Kluger Subaru XV Honda CR-V

SALES

RANK SALES (OCT ’17) (NOV ’16)

2959 2464 2358 2227 2121 1950 1948 1914 1913 1835 1765 1761 1492 1480 1476 1439 1314 1139 1111 1055

2 6 4 1 11 9 10 14 5 3 8 7 28 19 12 13 26 17 15 16

3245 2877 1956 2541 1934 1593 1530 1995 2957 2088 1938 1338 1168 263 1059 765 1205 886 814 611

HOLDEN COMMODORE After last month’s top three finish, VFII Commodore has begun its inexorable slide towards February, when the new ZB – which just creeps into VFACTS’ segmentation for large cars – finally replaces it.

TOTAL SALES

101,365 November 2017

BRANDS

How the top six brands’ market share squares up, minus commercials

COMMERCIAL-FREE

TOYOTA 12,926

HYUNDAI 8389

FORD 2458 MITSUBISHI 4926

20 wheelsmag.com.au

HOLDEN 5717

MAZDA 8272

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

Toyota Mazda Hyundai Holden Mitsubishi Ford Volkswagen Nissan Honda Kia Subaru Mercedes-Benz Isuzu Ute Audi BMW Suzuki Land Rover Renault Jeep Lexus

SALES

18,804 9330 8781 7995 6678 6275 5364 5077 4431 4305 4265 2750 2446 1891 1628 1356 943 905 623 598

RANK SALES (OCT ’17) (NOV ’16)

1 3 2 4 6 5 7 9 11 10 8 12 13 14 15 16 17 18 20 19

18,162 9825 7991 7750 5875 6827 4862 6341 3502 3573 4141 3111 2022 2030 2114 1555 860 1086 1036 620

ISUZU UTE Despite having only two products on the market – the D-Max trade ute and the closely related MU-X seven-seat SUV – Isuzu Ute is one of the most profitable of Australia’s car brands, official tax office data has revealed.

Watchdog savages new-car complaints processes Australia’s consumer watchdog has called on the government to reform how new cars are sold in order to beef up protection for buyers. The Australian Competition and Consumer Commission criticised the way that commercial arrangements between manufacturers and dealerships influenced

how dealers responded to buyer complaints. “If manufacturers’ policies and procedures don’t adequately recognise consumer guarantee rights, this can influence the behaviour of dealers in responding to complaints,” the ACCC said, calling on car makers to overhaul their complaints processes.

Incoming JANUARY-FEBRUARY

MARCH-APRIL

BMW 3 Series facelift, 6 Series GT and i3S; CITROEN C3 hatch; HOLDEN ZB Commodore/Calais; JAGUAR XF Sportbrake; LAND ROVER Discovery Sport update and Range Rover Evoque update; MERCEDES-BENZ S-Class facelift; MAZDA MX-5 update and MX-5 Limited Edition; MITSUBISHI Eclipse Cross; NISSAN Navara update; SUZUKI Swift Sport; VOLKSWAGEN Golf GTI Original three-door

ALFA ROMEO Stelvio; GENESIS G70; HYUNDAI i30 N and Ioniq hybrid; JAGUAR E-Pace, XJ update and XJR 575; KIA Cerato sedan; LAND ROVER Range Rover Sport facelift and Range Rover facelift; SUBARU Forester; VOLKSWAGEN Mk6 Polo 70TSI/85TSI

DUE FEBRUARY

Suzuki Swift Sport Based on the excellent new-gen Swift hatchback, the feisty Sport version will inherit Suzuki’s syrupy 1.4-litre ‘Boosterjet’ turbo-petrol ol he four that also stars (in auto-only form) in the Vitara and S-Cross. The new Swift Sport, however, will cover all bases thanks to both sixspeed manual and, for the first time in Sport guise, six-speed auto rt availability. Packing 103kW/230Nm into a lithe 970kg body, the Sport promises a spicy driving experience, garnished with winged-back e front buckets, a perforated-leather rim with red stitching for the superb steering wheel, and a newfound level of sophistication.

DUE UE AY MAY

Holden ZB Commodore/Calais Hitting Holden showrooms late in February, the German-built ZB Commodore and Calais range will attempt to offer something for everyone (besides a V8 engine...). Starting at $33,690 for the Commodore LT 2.0-litre front-drive ‘liftback’ and stretching to $56K for the V6 AWD Commodore VXR (also a ‘liftback’ sedan), if you include front-drive 2.0-litre turbodiesel variants (base LT liftback and Sportwagon, and Calais liftback), the range will span 15 different models, including two high-riding Calais Tourer AWD wagon variants.

DUE DU FEBRU FEBRUARY

Citroen C3 Aircross Mega-stylish Spanish-built small SUV from France’s coolest carmaker charges head-first into the burgeoning category with an intriguing combination of space and seduction. Interesting, customisable design – cue a return of C-pillar decal louvres, as per Mazda’s 1980s ‘Shades’ models – and PSA’s superb turbo-petrol three-pot drivetrain give the C3 Aircross a sizeable showroom edge over much of the dross people buy. But will Aussies love its quirks?

@wheelsaustralia 21

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LETTER OF THE MONTH

TWITTER: @WHEELSAUSTRALIA FACEBOOK: WHEELS AUSTRALIA

EMAIL: WHEELS@WHEELSMAG.COM.AU

BYE, AUSTRALIAN

How many readers of Wheels magazine can remember the days of the Federal Government spruiking the ‘Australian Made’ campaign? I certainly can. Look at every state and local authority. Almost each one has a police presence, many have an ambulance, each shire council has a fleet of cars – meaning every government authority in this country, be it federal, state or local, buys an enormous number of vehicles each year. And yet, over the years, our politicians in these cities and towns have slowly but surely ditched Holdens and Falcons for, from my observations, mainly Korean, and in many country towns, Toyota Prados. If each government authority at every level had been honest with us and led by example by buying Australian, the volume in this segment alone would have been more than adequate to support at least one of the Big Two. In the case of Holden, economies of scale would have meant that family cars (and other variants such as HSV) could have survived by riding off the back of this volume. The demise of the Australian car industry lies fairly and squarely with all of us. If I had to summarise what all this means in one word, it is ‘indifference’. Who killed the Australian car industry? It was you and me. Peter Steele, Brisbane, Qld

SLEEPER KEEPER? Never thought I’d say this, but surely the $37K Toyota Camry SX V6 is shaping up as one of the performance car bargains atform, 227kW, of 2018? New platform, d exhausts, red Lexus looks, quad ut, grandpa! leather! Watch out, Cameron Brenton, West Footscray, Vic

BUMP STOPS PS I have noted overr the past e are more decade that there th no front new cars now with ille, nose cone bumpers. The grille, re the first parts and undertray are n a low-speed to be damaged in frontal contact. Repair shops ments must and parts departments bumper-free love these front-bumper-free 22 wheelsmag.com.au

“Surely the Toyota Camry SX V6 is shaping up as one of the performance car bargains of 2018”

designs. What ever happened to the 40-year-old US regulations calling for impact-absorbing bumpers all set at the same height? Ian Gibson, Kangaroo Point, Qld

BEETLE BLUES The first time I was flicking through the feature ‘Lone Ranger’ by Stephen Corby and Thomas Wielecki (Wheels, Dec ’17) I couldn’t help but notice the photo of the blue Beetle of Birdsville. Just by chance I was reading Onslo by Kelly Theobald to my three-year-old at bedtime and I had to open the magazine again to double-check and point out to my kid that the story was based

Buy Australian

Letter of the month winner

Our car industry has gone, and the pain still lingers. A 12-month subscription to Aussie-made Wheels should help Peter feel better.

on a real car. After all, how many blue VWs are there in Birdsville? Sadly, Ms Theobald died in 2015 so we won’t be reading any more of Onslo’s adventures. Graeme Kay, via email

“I now realise the blue Birdsville Beetle is Onslo from the children’s book”

V8 ALTERNATIVES I would like to talk about the recent and sad closure of Holden. People have been talking about why it happened and how it could have been avoided, but at the end of the day the deal is done. Australians love their V8s, but eventually Holden was going to have to move to alternative powertrains. Yes, it’s innovative, but we car people love a V8 and seeing its gradual demise is gutwrenching. So along comes Opel, and don’t they have big shoes to fill? How will they address our fascination with the big Aussie V8? Only time will tell. Mick Pollard, Kilcoy, Qld

KEEPING THE FAITH I am 11 years old and have every issue of Wheels from August 2016. I am also a diehard Holden fan, and am very sad that Holden has closed down. I have Holden shirts, jackets, hats and every Holden in Forza Motorsport 4. I think October 20 should be declared national Holden and HSV day. Even though I will probably never drive an Aussie-made Holden, I will always be faithful. Giles Mercer, Altona, Vic

BACK OF THE PACK What is it with Mitsubishi? They may be “living out the back of the car”, but they certainly don’t seem to be anywhere near the front when it comes to vehicle development. For a company that used to demonstrate some ability to innovate – remember the original Astron engine with balance shafts and the ‘wide body’ Magna – there’s not much evidence of it these days. Instead, it would appear from casual observation that the company is spending very

that people can understand their chosen new car better (ANCAP crash test ratings explained, whichcar.com.au). First, active safety, assessing how well a car can avoid an accident – things such as autonomous emergency braking, anti-lock brakes and so on, but with at least some score for actual handling. And second, passive safety, which assesses how well the car protects occupants/pedestrians in a crash. This would help people understand just what type of car they’re buying. Not everyone wants a ‘nanny state’ car, but most want one that will save their life if they’re T-boned! Roly Trustum, via Facebook

TRUCK NO! little money on new product development, generally just rehashing old models or putting a new body on an old chassis (Pajero Sport). The Pajero was such a groundbreaker in its day, but it’s a shame to see it now being left behind. Mitsubishi Australia is spending heaps on advertising, but it won’t make up for a lack of investment back in Japan. Ron Glanville, via email

STUNT DOUBLE The Holden Precision Driving Team was a full ‘factory’ operation – the cars were owned by Holden, and Holden provided an annual operating budget. The team appeared at shows, motor racing events and the like from 1969 to 2006, entertaining many millions of people over that

“Crash safety ratings should be split to show active and passive”

period. Your history of Holden publication, however, does not mention it. Lloyd Robertson, HPDT founder, manager and driver, via email

Our apologies for that, Lloyd. All of us here at Wheels acknowledge the entertainment HPDT has provided over that period, however space precluded coverage in the Holden issue. – Ed

I’m legally allowed to drive my B-double fuel tanker loaded to 68 tonnes at 100km/h on the freeway or country backroad. When I knock off and get in my little German performance car with the best tyres and brakes money can buy, I’m only allowed to drive it at the same speed. Can anyone else see the logic here, because I’m struggling. Sean Byrne, via Facebook

SOUND OF SILENCE

WINDOW DRESSING

Character doesn’t come just from design (Next Jaguar F-Type to go all-electric, wheelsmag. com.au). The drivetrain is vital, and it’s impossible to make an electric drivetrain have aracter. character.

Putting on a dress and no more power? (2018 Holden Colorado SportsCat by HSV claws at new territory, wheelsmag.com.au) Is this a Toyota?

S AA. Kilgower S. Kilgower, via Facebook

CRASH RAS SH TACKLE There ere really r should be two fferen nt crash-rating scores so different

Andrew Gempton, via email

Ing gear JANUARY 2018

Impress your Porsche fanatic friends when you tell them you built a 2.0-litre flat six on the weekend and it started first time. They don’t have to know it was a 1:4 scale model of the original 1966 911 engine. The 290-piece kit requires no messy glue and uses transparent parts to offer an X-ray view of the internal components moving. Porsche does not say whether it is Euro6 compliant. Porsche flat-six model kit $329 shop3.porsche.com/Australia

Is that an Aston Martin bonnetbadge-display-case-shaped gap on your garage wall? It is? Well you’re in luck. For the Aston owner who has everything, the British car maker has created a set of nine bonnet badges to celebrate the brand’s involvement in the World Endurance Championship, limiting global allocation to just 249 examples. The badges have been customised to represent the flags of the countries that host each round, and are lovingly crafted by the same jewellers that make the standard badges. Aston Martin WEC wings badge presentation case $6550 astonmartin.com/en/shop

24 wheelsmag.com.au

Having too many model cars displayed around your house will make your friends think you have the mind of a child, but French artist Stephane Dufour’s beautiful sculptures allow you to appreciate the perfect lines and form of your favourite cars without looking like you have a ten-year-old’s toy collection. Choose from a range of unmistakable designs including the utterly gorgeous Lamborghini Miura or Porsche 917 complete in Gulf colours. Stephane Dufour classic car resin sculptures $520-$900 sdufour.myshopify.com

Dash cameras are not only useful for creating viral videos of drunk Russians face-planting on zebra crossings, they can also provide indisputable evidence when it comes to deciding liability following a crash. The Garmin DriveAssist 50LMT-D does all the usual dash cam duties including automatically storing footage when it senses a collision, but combines it with a slick satellite navigation unit. As the device senses you are nearing your destination it switches to the camera view and imposes the final direction arrows over the image of the road ahead. Garmin DriveAssist 50LMT-D $449 garmin.com/en-AU

Fancy a targa top watch? That’s the premise behind the design of thiss mega-dollar, art deco-inspired timepiece, which celebrates the 20th anniversary of Swiss watchmaker Urwerk. The unusual automatic mechanism (featuring pneumatic turbines) and its system for displaying time is a brand trademark that began in 1997. This particular ular watch draws on depictions of metallic subway carriages and austere, ribbed skyscrapers. The case features a release in the middle that allows a protective cover to slide open and reveal the inner workings. Silver and black versions are available in limited numbers, and there are YouTube videos worth searching for to see the watch in action. Urwerk UR-105 CT Streamliner $91,500 urwerk.com

Germa watchmaker Sinn German has es established a reputation for robust, rob solidly engineered timepieces that are built to timep materials including last from fr submarine steel. The 104 is subma particularly refined 41mm a part pilot’s watch, and the model’s line-up has now expanded line-u this fresh, glossy to include incl white variant; one of the finest, in our opinion. The finest automatic, shock resistant autom Sellita SW 220-1 movement has a 38-hour power reserve and is visible through a sapphire crystal case back. sapph It’s an admirable combination good looks and of simple sim functionality. functi Sinn 1 104 St Sa I W $1850 sinn.de sinn.d

Lots of companies make L watches themed on old Ford w Mustangs (we featured one M last month), but only one la mob we know of actually m makes watches from old Ford m Mustangs. Danish outfit M REC Watches is run by two R blokes who trawl scrapyards b around the world and turn a original sheetmetal from o irreparable Mustangs into ir ttimepieces. Each 48mm dial features the VIN and model fe year on a riveted plaque. y The movement itself is a T Miyota automatic, and it’s M not just Mustangs that get n tthis treatment. REC does the ssame thing for the Porsche 911 and Mini Cooper. 9 REC Watches The P-51 $2000 R rrecwatches.com

@wheelsaustralia 25

The ANYONE FOR CHINESE?

ONE OF THE MOST STRIKING THINGS ABOUT SPENDING TIME IN THE MORE AFFLUENT PARTS OF CHINA IS HOW FEW CHINESE CARS YOU SEE. SURE, THERE ARE BYDS AND HAVALS AND ROEWES AND PLENTY OF EVEN MORE OBSCURE BRANDS TO DELIGHT THE GEEKIEST CAR GEEK, BUT ALL ARE HEAVILY OUTNUMBERED by the legions of Volkswagens, Audis, BMWs and even – improbably – Buicks. Imports have a far greater appeal to wealthy Chinese buyers than domestic models. Strike one for freedom of choice in what remains, technically at least, a communist state. But if the Chinese won’t buy their own cars, why should anyone else? Previous attempts to sell Chinese models in firstworld markets like Australia have been viewed more as amusement than transportation, but things are set to change, and to understand why you have to look at the odd dynamics of the Chinese market. This is effectively split into three: pure domestic

the joint venture Europeans and selling abroad. Lynk’s cars will be made in China (sales of the 01 SUV have just started) but they will also be exported, starting in Europe in 2019. CMA will also ultimately underpin cheaper Geelys and, after its recent purchase of the Malaysian carmaker, Protons too. For an idea of the scale of Geely’s ambitions consider the fact that its design department, headed by former Volvo and Ford U.S. styling boss Peter Horbury, employs 600 staff across four international studios, and is currently working on 40 projects; resources that outshadow Volvo’s.

Global car tastes are turning Chinese. This is a market where dynamics don’t matter, but connectivity is crucial cars at the bottom, a middle ground of locally built models from international brands and then a top end of super expensive luxury imports. Until now, Chinese aspirations to compete in the middle of the market – where most sales and export opportunites are – have only been realised through joint ventures with overseas makers. Recent developments look set to reverse that formula. The key was the acquisition of Volvo by the previously obscure Zhejiang Geely Holding Group back in 2010. That turned Sweden’s native carmaker into a subsidiary of a Chinese company, one which was quick to co-opt Gothenburg’s engineering and design talents. It led to the creation of the new Compact Modular Architecture which will underpin both smaller Volvos and the products of Geely’s new Lynk & Co brand, which aims at competing with

SCALABLE AMBITIONS

26 wheelsmag.com.au

So there’s no shortage of ambition, and global car tastes are also turning Chinese. This is a market where driving dynamics don’t matter but connectivity is crucial, autonomy is being pursued hard to spare drivers from the drudge of traffic that makes Sydney’s rush hour look like a quiet Alpine pass and where electrification is being mandated by hugely aggressive targets – one advantage of totalitarianism is the ability to tell people what to do. Look at where South Korean makers were 10 years ago – China’s automakers won’t be happy if they haven’t progressed further in the next decade. Your next car probably won’t be Chinese, but the one after that might be.

Lotus blossoms? Geely’s rapacious appetite for subsidiaries saw it take effective control of both Proton and its subsidiary Lotus earlier this year. Proton has been bought to give Geely production capacity for righthand drive models, the plan being to also start exporting them alongside the plusher Lynk & Co variants, but Lotus is more intriguing; we’re told that work on a Lotus-branded SUV has already begun.

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Corby

Stephen

POWER TO THE (PETROL) PEOPLE

I HATE MOTOR SHOWS. THERE, I’VE SAID IT. YES, IT SEEMS TO BE PART OF MY JOB TO ATTEND THEM, BUT SO IS DRIVING CHINESE CARS. THE WHOLE STANDING CLOSE TO CARS BUT NOT DRIVING ANY IS LIKE BEING INVITED TO A RESTAURANT WHERE YOU CAN READ THE MENU BUT NOT EAT. Occasionally, though, a show brings a trend, or a fear, into focus. The buzz word at the LA Auto Show – “electrification” – has been the same for the last few years, and this year was no different, only with “autonomous” thrown in. Listening to the various car-company bosses pitching their woo, it really does feel like we’re at a tipping point, or in the initial chill of a cold war for the future of the car. My former fat-headed employer, Jeremy Clarkson, recently bemoaned that global interest in cars – and thus him – is at its lowest point ever. “I think the car is about to become a tool,” he says. “The car has been an exciting thing, a status symbol, a source of expressing in public whatever it is that lives in your heart. But it’s

you see around you become as relevant as typewriter manufacturers?” Fortunately Mazda, a company that makes me smile every time I see an MX-5, is railing against the dying of the internal combustion light. Moro believes there will always be a special bond between drivers and their cars, a bond that doesn’t exist between humans and their fridges. As such, Mazda is predicting, with the aid of figures from the International Energy Agency, that by 2035, 85 percent of all vehicles on the road will still use petrol engines as either their primary or secondary power sources. And that its cars will still be mostly driven, rather than just occupied. I asked Moro, after his presentation, if he

If Mazda is rolling the dice, good on it – it sure makes me feel positive about the brand’s ethos about to become a tool, like a fridge or a laptop.” In LA, someone far smarter than him, Masahira Moro, the CEO of Mazda in America, ominously echoed the same sentiment. “The auto industry is approaching a crossroads, a place where differing opinions will see companies place bets on what the future looks like,” Moro said, speaking at the unveiling of the facelifted Mazda 6. “Is it a future where the steering wheel becomes an option? A place where the car is reduced to a transportation appliance? A place where most of the companies

seriously believes that, 20 years from now, we’ll still be filling our cars with fuel and using steering wheels and he gave me the kind of “are you actually doubting me” affirmation that only a Japanese person can pull off. “Because of the scale of the infrastructure and the way developing countries are growing, internal combustion engines will remain necessary, which is why we strongly believe that very efficient internal combustion engines are the best way to reduce overall CO2 ,” he insists. He’s certainly a long way outside the rhetoric tent of bigger players, like Nissan boss Carlos Ghosn, who recently told me exactly the opposite, with possibly even more ferocity. But if Mazda is rolling the dice, good on it – it sure makes me feel positive about the brand’s ethos. And it did get me thinking that perhaps I’ve been a bit too credulous about how fast the world can actually change. The fact is, many of us who love cars now will still be alive in 2035, and if there are companies that still offer genuine driving experiences then, we’ll be happy to pay for them.

OPTIONAL EXTRA?

28 wheelsmag.com.au

Porsche goes fleet-first In more disturbing news, a company you’d think would be even more focused on the bond between man and machine has announced a subscription service that would allow you to access its SUVs when you feel bloated and slow and its sports cars when you feel alive; Porsche Passport. The idea that a Porsche owner would rather be a fleet member than bond with his or her very own 911 is, frankly, disturbing. But apparently you can run it all through an app, so kids will no doubt love it.

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F IRS I T DRIVE S

Audi RS4 Avant Ingolstadt’s definitive practical performance car, now transformed by a vast surfeit of Newton metres WE’VE BECOME fat on torque, gorging ourselves on great dripping gobs of it. Once you sample the addictively brawny character of the RS4 Avant’s turbocharged V6, you’ll wonder how you ever managed without 600Nm of the stuff. Before we go any further with that line of reasoning, let’s throw on the picks and pull it into context. The flagship of Audi’s sports car portfolio, the R8 V10, only hawks up 540Nm. And it’s torque that transforms this latest RS4. When compared with the original B5-gen RS4 from 1999, power has risen by 18 percent, while torque has stepped up by twice that amount, the latest car developing better than 36 percent more. The old 20th-century 2.7-litre V6 RS4 made more Newton metres than the last normally aspirated V8 model, a car which would develop 430Nm when wrung out between 4000 and 6000rpm. This latest B9 model generates virtually that much at idle. This huge musculature, coupled with a smart all-wheel-drive system, means the RS4 is devastatingly quick out of the traps. Audi quotes a 0-100km/h

FIRST OVERSEAS DRIVE

Audi RS4 Avant 2894cc V6 (90°), dohc, 24v, twin-turbo 331kW @ 5700-6700rpm 600Nm @ 1900-5000rpm 8-speed automatic 1715kg 4.1sec (claimed) 8.8L/100km $155,000 (estimated) April

S PE CS

Model Engine Max Power Max Torque Transmission Weight 0-100km/h Fuel economy Price On sale

time of 4.1sec. That’s laughably conservative. Your mum could get a three-point-something out of the RS4. In normal driving, it’s impossible to catch the engine off-boost. Set into sports mode, the transmission is the force multiplier that weaponises that torque. Plant your foot and before the pedal’s reached the bottom of its travel, the RS4’s eight-speed ZF torqueconverter auto has dropped a couple of gears and the scenery’s leaping through the windscreen with the same sort of mildly unnerving velocity as when you fast-forward through the commercial breaks at 16x on your smart TV. It’s okay, I’ve got this. I think. You won’t need savant-like recall to cast your mind back to a recent comparo with the mechanically similar RS5. While we were hugely impressed by that car’s pace and composure, it seemed to be a little shy of the charisma and involvement we expect of a top-end sports coupe. And yet the RS4 appears to be judged by a more lenient set of criteria. Do fast estates get a pass on the sort of excitement we want built into coupes? To a certain extent, yes.

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Who was it that said Australians love V8s but drive sixes? A five-door wagon with a 505-litre boot requires a subtly different skillset. Whereas a superhero coupe needs to don the cape all the time, a hot wagon is preferable spending a little more time in the more restrained Clark Kent role. Aside from the powerplant’s game-changing increase in torque and the transmission’s talent in maximising it, the RS4 impresses in other regards. The difference between the Comfort and Dynamic drive modes is marked but not gratuitously extreme. Set into Comfort, with the gearbox doing its own thing, the RS4 is supple enough for city driving, even if the 800rpm idle is a little resonant. Switch into Dynamic and the throttle mapping gets incrementally spikier, the ride firms up and the Sports mode on the transmission is smart enough to ensure that the low-rent plastic shift paddles never really get too much of a workout.

Australian cars will come fitted as standard with a choice of either Hankook Ventus S1 evo2 or Continental ContiSportContact 6 rubber. They also get the excellent quattro sport differential, a sports exhaust and Dynamic Ride Control. Effectively a three-mode damper set-up that’s diagonally linked like a McLaren Sport Series car, DRC keeps pitch and roll in check. Without much in the way of reassuring bodyroll to gauge how close you are to the limit of adhesion, stability control interventions can occasionally take you by surprise. To bring the RS4 to life, the diff (optional in most other markets) is a must, and it rewards being trail-braked deep into a corner with a rapid transition to a serious throttle input. Driven in this manner, it’s possible to get the RS4 up onto its toes in a manner that seems to elude the more planted RS5. The nominal

Pace; grip; interior finish; styling; ride quality

40:60 torque split is managed by the centre diff, with up to 85 percent of torque directed to the rear and up to 70 percent to the front. The quattro sports diff on the rear axle then apportions drive to whichever of the rear wheels can best deploy it. The differences between the RS4 and RS5 are subtle, with no changes to DRC in either software or hardware. It all comes down to simple physics. The RS4 runs on marginally higher profile tyres than the RS5, it’s 60mm longer in the wheelbase, is 18mm and 13mm narrower in front and rear track respectively, has a slightly higher centre of gravity, and instead of the RS5’s 45 percent rearwards weight distribution, the wagon hefts 43 percent at the rear. This means a rear end that’s a little keener to play when unweighted and a more benign nature when it does slip into a few degrees of dangle.

PLUS & MINUS

The RS4 has, in many ways, become Audi’s definitive performance car. The rear-drive V8-powered Mercedes-AMG C63 S Estate feels markedly different: all demand and histrionics. Indeed, a Porsche Macan Turbo offers a closer fascimile of the RS4’s grip and unflappable composure. This reluctance to engage the RS4 head-on speaks volumes about its superiority within its sub-niche. When the RS4 arrives in April, expect it to carry a price tag in the mid $150s. Tack another $12K onto that for front carbon ceramic brakes for an unparalleled ability to tenderise your Groodle. Dressed with the usual RS garnish of honeycomb trapezoidal grille, 30mm flared guards, an RS roof spoiler, rear diffuser and an interior that’s extravagantly swaddled in quilted leather and Alcantara, it generates some formidable showroom appeal. Who was it that said Australia loves V8s but drives sixes? If that’s indeed the case, the latest RS4 Avant has potential to become a halo hall-of-famer for the Ingolstadt marque. ANDY ENRIGHT

Mute steering; control systems hard to override

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Code blue

Its stylists claim that the design of the RS4 Avant is inspired by the Audi 90 quattro IMSA GTO race car. Aside from the blistered wheel arches – which were an Audi styling theme that debuted on the 1980-era ur-Quattro – we’re struggling to see too much of a family resemblance.

For the very first time on an RS4, this model is offered with a factory trailer hitch option which electrically unlocks at the push of a button. With an unbraked weight limit of just 750kg, don’t try for a caravan point-to-point record to the family pitch in Caloundra.

The ‘hot-vee’ configuration is a packaging marvel and siting the turbo close to the exhaust port maximises its efficiency. There’s also an efficiency benefit in neatly separating the cool intake/intercooler/compressor side from the hot exhaust/ turbine/catalyst sections.

LONG BOW

TOW MISSILE

HOT SAUCE

As a not-so-subtle nod to the original B5 RS4, Audi has exhumed Nogaro Blue paint as an option for the latest car. Named after the Circuit Paul Armagnac in Nogaro where Frank Biela delivered Audi two French Touring Car Championship victories in 1993, the paint can be ordered through Audi Exclusive. The classic pearl blue hue (code LZ5M in Audi’s catalogues) shares a paint code with the RS2’s ‘RS Blau’ paint finish, but whether it’s actually the same colour provokes heated discussion among Audi nerds.

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Mercedes-AMG C63 S Estate $159,711 With the drama switch always on, the C63 S load lugger isn’t shy of charisma – especially its superb engine – but the ride and the noise can get tedious if you’re in practical dad mode.

Porsche Macan Turbo $133,500

Grip, practicality, pace and strong build quality make the Macan Turbo a convincing high-riding RS4 alternative. The Audi’s advantage through corners only becomes apparent at berserk velocities.

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Volvo XC40 Swedes deliver another winner winner, meatball dinner EVER been the new kid at

FIRST school? A mid-semester OVERSEAS interloper who one day DRIVE

shows up at the front of the class, long after the other kids have settled in? That’s the Volvo XC40 – a handsome, highachieving type bound to make its class compatriots jealous. While these entrenched rivals, who go by the names Q3, X1 and GLA, will do their best to cut the XC40 down to size, everyone else will likely adore it. Here’s why. Call us shallow but appearance matters. The unconventional XC40 forgoes the traditional eight-pillar turret of many SUV wagons for a hatchback-style look that bookends the glasshouse with a thick C-pillar rather than a dainty D-pillar. Broad at the base, yet tapering towards its intersection with the roof, the XC40’s C-pillar may look bulky in photos, but it appears less heavy-handed in the flesh. It does have an impact on over-

the-shoulder vision, but the big exterior mirrors afford a better view of what’s behind, anyway. Crisp details and a chunkier, more youthful interpretation of Volvo’s current design language, without simply defaulting to a scaled-down version of an XC60 or XC90, ensures the XC40 breaks the mould. And it’s better for it. A similar approach applies inside. The XC40’s cabin defines an attractively Swedish approach to unifying aesthetics and utility. Take the door cards: with massive felt-lined pockets, they’re large enough to carry a full-size laptop or slim briefcase. Likewise the centre console’s removable rubbish bin, the integrated phone-charging pad, and a reconfigurable layout for the 460-litre boot. Cabin ambience is enhanced by abundant soft-touch plastics, high-end materials and quality textures. Volvo hasn’t forgotten the fundamentals either,

Design; dynamics; performance; supple at speed; packaging; connectivity

endowing the XC40 with loads of headroom and a roomy rear seat with spacious footwells and a decent view forward. All that utility would be wasted if the driving experience wasn’t up to scratch, but the XC40 scores here too. The T5 R-Design – set to be Australia’s flagship model – features a stout 182kW/350Nm 2.0-litre turbo-petrol four, assisted by an AWD system that splits torque 50/50 between the front and rear axles on take-off to deliver a fairly hot 6.5sec zero-to-100km/h number. Backed by an eight-speed auto that can be a touch snatchy when transitioning from coasting to accelerating or when kicking down a ratio, it’s an otherwise smooth and intelligent powertrain that rarely makes a misstep. Our only real criticism is the engine’s lack of aural drama. More impressive is the XC40’s all-new CMA chassis architecture (see sidebar, right.) The T5

PLUS & MINUS

R-Design we tested was equipped with a mid-level Sport calibration, which boasts firmer springs, dampers and anti-roll bars than the base Dynamic tune, and also rolls on 20-inch alloys with Pirelli P Zero rubber. A proper ride assessment will have to wait until our first local drive, given the glass-smooth Spanish autovias encountered at the international launch, but the XC40’s dynamic talent was manifest in its willingness to change direction and grip the road. Multi-mode electronically adjustable ‘Four-C’ dampers will eventually become available, as will a T3 three-cylinder turbopetrol, front-drive entry model. What’s certain right now is that the striking XC40 is off to a strong start. Volvo may have been missing from the small-SUV roll call until now, but its first effort is well and truly a model student.

Flat engine note; road noise; some driveline abruptness

Model Engine Max power Max torque Transmission Weight 0-100km/h Economy Price On sale

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TONY O’KANE

Volvo XC40 T5 R-Design 1969cc 4cyl, dohc, 16v, turbo 182kW @ 5500rpm 350Nm @ 1800-4800rpm 8-speed automatic 1609kg (estimated) 6.5sec (claimed) 7.1L/100km $55,000 (estimated) April

XC40 replaces conventional door-mounted speakers with a single driver mounted within the dashboard. Instead of an unsightly speaker grille, music is piped through the air vents, redefining the term ‘cool tunes’.

XC40’s vertically oriented infotainment display should feel familiar to any Millennial, with a tablet-style glass screen and an ultra-responsive colour interface that’s oh-so-swipeable.

AIR HORN

iPAD GENERATION

Working to scale

Australia’s XC40 range will include the petrol-powered T5 as tested here, and a 140kW/400Nm 2.0-litre diesel D4 variant. A 1.5-litre three-pot petrol T3 is also tipped for Down Under, with circa-130kW.

The XC40 is the first car to use Volvo’s all-new modular CMA platform. Less fancy than the larger SPA platform that underpins the likes of XC60, XC90 and S90/ V90, the CMA architecture is nevertheless cheaper to build and scales better to smaller footprints. Forgoing the trick multi-link front end and composite rear leaf spring arrangement of its SPA-platformed cousins, CMA uses more conventional struts up front and a four-link independent rear end. There’s also less aluminium used in its suspension hardware.

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LINE ’EM UP!

03 02 01

Mercedes-Benz GLA250 $60,700

Mid-ranking, A-Class-based GLA suffers from an ageing, squeak-prone cabin and tight rear quarters. Modest 155kW output and dual-clutch ’box can’t hold a candle to XC40 T5’s greater thrust and more refined auto.

BMW X1 xDrive25i $60,700

BMW’s entry-level SUV may be larger than its Mercedes rival, but it’s still put in the shade by the longer and wider Volvo. The Swede bests this German for cabin quality, while the X1’s overly abrasive ride is at odds with its SUV positioning.

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Toyota Camry Now made in Japan, and a great leap forward JUST like that it’s over. No more Australian-made Camry, ending 91 years of manufacturing that began with Standard/Triumph. Frankly, however, the old Altona-assembled Camry was past it, trailing all in a 10-midsizer comparo (Wheels, September 2016) due to a drab cabin, rattly fittings, fidgety ride and endless droning. Approaching the imported 70-series Camry (the eighth since 1983) is like bumping into an ex; you hope things have worked out for them but also feel a tinge of schadenfreude if anything’s amiss. National pride aside, the change is promising. Now out of Japan again from $27,690, the completely redesigned and re-engineered range is up to $4K exxier compared to the outgoing $26,990 driveaway promotional pricing, but leaps ahead in value. Now AEB, adaptive cruise control, lane-departure warning and LED headlights with

FIRST AUSSIE DRIVE

auto high-beam are standard, the body is substantially stronger, noise levels have plummeted and there is more kit. Adopting the Toyota New Generation Architecture technology, the 2018 Camry sits on a longer, wider and lower platform, boosting packaging and space. Slimmer pillars, a lower bonnet line and deeper glasshouse provide better vision, the dash goes contemporary with a distinctive/ ugly double-helix look, concise and far more functional multimedia system, clearer instruments, while comfier seating and a better driving position debut. While initial sales will lean towards the fettled 2.5-litre fourcylinder atmo/six-speed torque converter auto (in two states: Ascent’s 133kW/231Nm tune or the dual-exhaust 135kW/235Nm item that earned admiration for its willing and muted performance), it’s the new hybrid that

Wholesale improvements everywhere; sporty SX; Hybrid efficiency; pricing

should eventually dominate. Going green and beige has never brought greater reward. Livelier acceleration, coupled with rousing mid-range muscle (aided by a CVT auto revamp), more seamless operation and less-grabby braking makes the 160kW-combined Hybrid (from a tenner under $30K) a likeably capable Eurodiesel alternative. With a claimed 4.2L/100km average, the seriesparallel greenie even under-sips earlier Priuses. Impressive. Both Camry four-pots revel in the altogether higher-quality chassis, boasting newfound steering linearity with no kickback, more balanced handling, stable cornering at speed and – best of all – a suppler ride. Closer dynamically to a Mondeo, with refinement to embarrass the Mazda 6. The SX with its sportier tune is our pick for its mix of agility, tautness and comfort. Less whelming is the

PLUS & MINUS

powerhouse 224kW/362Nm 2GR-FKS V6 from $37,290, driven in flagship SL guise from $43,990. With an eight-speed torqueconverter auto, the Aurion ouster conforms to old six-cylinder Toyota norms by being creamy and cultivated, but the helm is oddly muted, the nose a tad heavier and the ride a little harder (and louder) than we’d like, detracting from the fours’ finesse. And despite the substantial figures, the wallop never really arrives. Still, the dwindling midsizer sedan fan base will find plenty to savour here. New Camry is significantly better than it has to be – perhaps leaping two generations over the old timer. Proof that Toyota’s grating cynicism is evaporating. Sadly, it’s no longer built by us, but at last we Aussies can enjoy a Camry with higher standards, and that too is a triumph.

V6 duller than expected; plastic wheel in base Ascent; cardigan image

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B Y RO N MATHIOUDAKIS

Toyota Camry SX 2494cc 4cyl, dohc, 16v 135kW @ 6000rpm 235Nm @ 4100rpm 6-speed automatic 1530kg 8.8sec (estimated) 8.3L/100km $33,290 Now

03 Higher bred

Globally, Camry has 100-plus combinations of dampers, springs, anti-roll bars and tyres on offer. European and Australian market Camrys offer a component set benchmarked mainly on the Passat, 3 Series and C-Class.

Camry’s all-new architecture prioritises a lower centre of gravity, which in turn broadens the designers’ scope for styling differentiation. In hybrids, it sees the battery move from the boot floor to under the back seat.

PICK ’N’ MIX

VIRTUOUS CIRCLE

The body-in-white now includes more high-strength steels and is both stronger and lighter than before, though overall kerb weight rises marginally. A double-wishbone rear suspension replaces the old dual links.

BORN RIGID

Camry’s redesigned hybrid system incorporates a heavily revamped 131kW/221Nm 2.5-litre petrol engine quaintly dubbed Dynamic Force. Featuring more power, an improved combustion process utilising both direct and port injection, an increase in compression ratio (from 12.5:1 to 14.1:1) and electric rather than oil-pressure actuation for quicker valve-timing, Toyota is touting a 40 percent efficiency hike, bringing a near-20 percent consumption drop. Also new are the 88kW/202Nm electric motor, Power Control Unit (with better cooling properties), transaxle and HV nickelmetal hydride battery.

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Ford Mondeo Ambiente $33,190

The European-sourced Mondeo still impresses with its spacious cabin, strong dynamics, lush ride, solid engineering and sweet 149kW/345Nm 2.0-litre turbo petrol powertrain. It deserves to sell better.

Mazda 6 Sport $33,790

Mazda’s midsizer is a stylish driver’s car that offers gutsy performance, a roomy interior and high levels of standard safety. Road noise remains an issue, but the company claims we’ll experience a significant improvement in the forthcoming update.

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Engine performance; dynamics; cabin and cargo space; equipment

PLUS & MINUS

Exterior styling; inconsistent interior materials; no AEB in base LS

Holden Equinox New SUV brings speed, but will it fly out of showrooms? THE HOLDEN Equinox has active aerodynamics. Yep, it’s true. This mid-size SUV is more sophisticated than its American hire-car styling might suggest. Dozens of elements including motorised louvres behind the grille bring incremental efficiency improvements, and its lengthy list of engineering cleverness continues from there. Aussie engineers devoted five years of input to this car’s clean-sheet North American development and carried out an extensive local assimilation program to fine tune it for Oz. Revisions to the dampers, antiroll bars and bushes tighten up the chassis to make it “drive like a Holden should,” the brand says. Engines include two petrols (a diesel will be added soon) in frontor all-wheel-drive configuration. Five trim levels range in price from $27,990 for the LS manual

FIRST AUSSIE DRIVE

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to $46,290 for the range-topping LTZ-V AWD. LS and LS+ models feature a 127kW/275Nm 1.5-litre turbo four, and the $32,990 LS+ will be enough Equinox for some. It’s a sweet package that includes ample standard active safety features, and it rides fluidly on chubby 17-inch rubber. Equipment includes a reversing camera and sensors, smartphone integration and funky honeycomb fabric trim. It’s the full-fat models, however, featuring GM’s 2.0-litre turbo four and nine-speed auto, that Holden expects to sell the most of. Classleading outputs of 188kW/353Nm offer a greater power to weight ratio than any Japanese or Korean rival. It’s hot-hatch quick in a straight line, striking triple digits from idle in little more than 7.0sec. The 2.0-litre line-up starts with the LT ($36,990) which has the same attractive trim as the LS+ with a larger display, 18-inch

wheels, heated seats, climate control and a raft of charging points (USB, 12V and 230V). Above that, the LTZ ($39,990) gets leather-appointed trim, 19s, heated rear seats, a powered tailgate, wireless phone charging, LED lights, digital radio, and the option of AWD for $4300. Topspec LTZ-V ($46,290) has standard AWD, a panoramic sunroof, heated steering wheel and ventilated front seats. On 19s the ride suffers from initial impact harshness not present in the 1.5-litre models, though the tight chassis control is suggestive of the grunt on tap. Hundreds of hours were invested in the Australian steering tune and Equinox emerges as one of the most engaging mid-size SUVs. Point it at an interesting strip of bitumen and you’ll want to open it up, but there’s no practical way to take manual control over the auto ’box. It’s crying out for a Sport

mode, or paddle shifters behind the wheel. User-friendly features include a first-of-its-kind haptic driver’s seat that provides safety alerts via vibrating bolsters, rather than annoying chimes. Umbrella holders in the doors add a touch of Skoda thoughtfulness, while room for passengers and cargo is vast. It’s just a shame this dynamic competence and practicality is wrapped in such a forgettable exterior. The interior’s looks and materials are nothing special either. There’s plenty of gear inside, but in terms of showroom allure the Equinox is no sparkler. Holden has a smart car on its hands, but it’s going to need marketing nous to get people in the door. Those who do look closely will find a lot to like, but stealing their gaze away from established class leaders in the first place may prove tough. RYAN LEWIS

Transmission revamp

CARGO CREW

Boot space is 846 litres to the ceiling, growing to 1798 litres with the 60/40 seat folded. Competitive numbers, though less flexible than a Volkswagen Tiguan as the rear bench doesn’t slide.

GOOD LOOKING Big windows in the back offer good outward visibility for rearseat passengers. Unfortunately, thick C-pillars obstruct the driver’s vision when checking blind spots.

AIR FORCE

The ZB Commodore will use the same 2.0-litre engine and nine-speed auto as the Equinox, but with calibrations by Opel in Europe. An Australian working in Detroit took charge of transmission set-up for the Equinox, and his fingerprints are just one of several home-grown sets to be found underneath. Suspension was the main job, but Aussie engineers also uprated the brakes and engine cooling to achieve a higher tow rating of 2000kg for locally delivered cars. Fixed-price servicing for the first three years costs $814, which is less than Mazda asks for maintaining a CX-5.

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Rear spoiler with corner wings aids economy, as do splitters in front of the wheel dams, flat underbody plastics, high retraction brake calipers and a lower ride height than rivals.

Mazda CX-5 Touring $38,990

Swanky interior and more visual sophistication than Equinox. Lively, though less powerful, atmo petrol drivetrain equals driver appeal. A classier value proposition overall with the promise of bulletproof resale.

03 Model Engine Max power Max torque Transmission Weight 0-100km/h Economy Price On sale

Holden Equinox LTZ 1998cc 4cyl, dohc, 16v, turbo 188kW @ 5500rpm 353Nm @ 2500-4500rpm 9-speed automatic 1618kg 7.3sec (claimed) 8.2L/100km $39,990 Now

Volkswagen Tiguan 132TSI Comfortline $41,490

Well-engineered German is similarly impressive to drive, yet more efficient with a much higher level of perceived quality inside. Holden doesn’t list it as a main rival, but buyers will.

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Nissan Qashqai Update seeks to cash in on baby SUV boom DID YOU realise that Nissan no longer sells a true passenger car in this country? Putting the GT-R and 370Z coupes aside, the closest you’ll get to a spiritual successor to the Pulsars that populated our rose-tinted past is the high-riding, UK-built Qashqai SUV, of which more than 13,000 found homes here in 2017. So Nissan’s mid-life facelift of this second-gen Qashqai (formerly badged Dualis) is hardly a desperation move. Buyers clearly appreciate its size – sitting neatly between the quirky Juke and larger X-Trail (which shares Qashqai’s platform) – and presumably its more European style. But Nissan’s new family look hasn’t been too kind to Qashqai. The old model’s elegant front end is now much fussier, sporting a more extreme version of Nissan’s ‘V-motion’ grille, though the black plastic centre badge hides a much-needed AEB system

FIRST AUSSIE DRIVE

now standard on all models. Along with fresh new alloys (17s on ST, 18s on ST-L, and 19s on special-edition N-TEC and forthcoming Ti), the facelifted Qashqai also gets new tail-lights and rear bumper, and several refinement-enhancing measures. Higher-quality sound deadening in the front doors and behind the rear wheelarches, plus 22-percentthicker rear door glass help make the new Qashqai quieter, though tyre noise remains an issue on models wearing 19-inch wheels. Among the few engineering changes made to the MY18 Qashqai are enhancements to its suspension set-up, honed in the UK. Retuned dampers, reduced spring rates, modified bushes and stiffer anti-roll bars aim to reduce Qashqai’s body motion over large bumps, but there’s still a lack of suppleness at urban speeds, even on the ST-L’s 18s. And while the Qashqai handles keenly in spirited driving, its steering (via a

Ideally sized; spacious cabin; great new steering wheel; standard AEB

Model Engine Max power Max torque Transmission Weight 0-100km/h Economy Price On sale

Nissan Qashqai N-TEC 1997cc 4cyl, dohc, 16v 106kW @ 6000rpm 200Nm @ 4400rpm CVT automatic 1429kg 11.0sec (estimated) 6.9L/100km $36,490 Now

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superb new wheel) is too light and numb during general duties. ies. We won’t see the 120kW/240Nm W/240Nm 1.6-litre turbo-petrol engine ne offered in Europe because it’s only paired with a six-speed manual, and the turbo-diesel is gone too, because almost no one bought it. That leaves the 106kW/200Nm 2.0-litre direct-injection petrol tied to a CVT (or, in the base ST, a sixspeed manual alternative). It’s a better drivetrain than people give it credit for, with decent step-off, reasonably crisp response and quietly capable freeway cruising. Improved materials around the centre console, higher quality upholstery and new front seats on ST-L models and above help arm the Qashqai against the inevitable onslaught of ever-fitter competitors. But what continues to set Nissan’s star SUV apart is its size. This in-betweener is far from perfect but it may be the best SUV your modern garage can take. N AT H A N P O N C H A R D

PLUS & MINUS

C’mon, hook us up Qashqai’s line-up begins at $26,490 $ for f the manual ST (boasting a rear camera, front/rear sensors, AEB with collision and lane-departure warning, leather wheel and cruise) and, until the Nappaleather-equipped $38K Ti arrives mid-year, currently tops out with the $36,490 limited-run N-TEC featuring a sunroof, 19s, LED lights and rear cross-traffic alert. But the lack of Apple CarPlay/ Android Auto on any model remains a glaring omission in a market that demands slick connectivity.

Tyre roar; numb steering; disappointing urban ride; below-par multimedia

Maserati Levante S A petrol diet and a pair of turbos add muscle JUST 10 percent of Aussie Maserati Levante buyers are expected to shell out for this thrusty new twinturbo V6 S version, yet it’s almost a no brainer that this is the drivetrain the high-riding Italian has been crying out for. Built by Ferrari in its Maranello engine plant, we get the full-boost 321kW/580Nm version of the twinturbo 3.0-litre direct-injection V6, tied to ZF’s excellent eightspeed auto and Maserati’s highly effective all-wheel-drive system. It’s predominantly a rear-drive set-up that can transfer up to 50 percent to the front treads, and features a mechanical rear LSD and torque vectoring. And in fast going, its operation is seamless, sending drive to the outside rear wheel in a highly entertaining fashion. Channel your inner Ricciardo and the Levante S delivers a physics-defying display of eager turn-in and elegant poise. New-for-MY18 electric power steering introduces highway and

FIRST AUSSIE DRIVE

lane-keeping assist, active blindspot assistance and traffic-sign recognition, as well as switchable weighting. In Normal or Sport (which tweaks the drivetrain calibration and opens the exhaust flaps), Levante’s chassis remains in the default set-up. But push the Sport button a second time (indicated by a damper icon in the central TFT screen) and you get far superior control. Levante’s steering instantly gains feel, vertical suspension movement is mitigated and understeer is reduced. Suddenly, the Levante S drives like its Trident badge suggests it should, enhanced by a core structure that’s 20 percent stiffer than the Ghibli sedan it’s derived from. But ride is not the Levante’s forte. Even on the Gran Lusso’s smaller 20s (wearing 265/45ZR20 Continentals up front, 295/40ZR20 at the rear), there’s an unsettled lumpiness that never quits. And its more noticeable on the Gran Sport’s shiny 21s.

Strong-armed drivetrain; hard-driven handling; Gran Lusso’s silk interior

The engine, too, isn’t quite uite as luscious as we’d hoped, though its 3200-4500rpm bark zone is a tuneful place – best accessed by short-shifting under load via a pair of large aluminium paddles fixed to the steering column. Of two new trim levels on offer, the less fussy Gran Lusso appears classier. But the Levante struggles when measured against the aesthetic purity of Maserati’s best. Many of the details are spot on – particularly the exotic-for-an-SUV frameless doors with new softclose function – but the overall execution is a little muddled. Yet that won’t stop badgeconscious SUV buyers from populating Maserati’s showrooms. Apparently 90 percent of Aussie Levante customers are new to the brand. But without greater polish in V6 S guise, the Levante will continue to sell on Maserati’s provenance, not the finesse and sporting sophistication of its driving ability. N AT H A N P O N C H A R D

PLUS & MINUS

Flavoursome trio The MY18 Levante offers three grades, but it’s Gran Lusso that’s the best fit. With Zegna-silk seat and door inserts, it’s a proper designer look, garnished with Maserati’s best integration of shared multimedia. But the rather small front seats lack sufficient cornering support or under-thigh adjustment. And without the grip of the Zegna trim, the extra bolstering of the Gran Sport’s all-leather sports seats is unable to overcome the leather’s slipperiness.

Agitated ride; underwhelming styling; front seats lack cornering support

Model Engine Max power Max torque Transmission Weight 0-100km/h Economy Price On sale

Maserati Levante S Gran Lusso 2979cc V6 (60˚), dohc, 24v, twin-turbo 321kW @ 5750rpm 580Nm @ 1750-5000rpm 8-speed automatic 2034kg 5.2sec (claimed) 10.9L/100km $179,990 Now

@wheelsaustralia 41

Model Engine Max power Max torque Transmission Weight 0-100km/h Economy Price On sale Trackday suitability; drift mode is no gimmick; grippy tyres as standard

PLUS & MINUS

Ford Focus RS Limited Edition 2261cc 4cyl, dohc, 16v, turbo 257kW @ 6000rpm 440Nm @ 2000-4400rpm 6-speed manual 1596kg 4.7sec (claimed) 7.7L/100km $56,990 Now

High seating position; interior is nothing g special; p ; last of the line

Ford Focus RS Ltd Ed For when you’re done taking it to the streets HOW DO you make one of the best hot hatches even better? Ford’s Focus RS has won over the hearts of Wheels staffers, but even we will admit that there was still room for improvement. Enter the Focus RS Limited Edition. It doesn’t address our complaints about cabin quality or uncomfortably high front seats, but nevertheless, the Limited Edition which lobs at a $6K premium over the normal Focus RS, is no sticker-pack special. Power output remains at 257kW/440Nm from the 2.3-litre turbocharged four-pot, but it’s the new Quaife mechanical limitedslip differential on the front axle that makes the Limited Edition something special. Tested back-to-back with the ‘regular’ Focus RS at Sydney Motorsport Park, the Limited Edition’s traction advantage was obvious. Power goes down more cleanly, with the front inside

FIRST AUSSIE DRIVE

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wheel no longer grip-challenged when powering out of tight corners. Then again, playing feelthe-difference was complicated by the Limited Edition models wearing track-spec Michelin Pilot Sport Cup 2s as standard, while the normal RS cars were shod with road-biased Pilot Super Sports. Even so, exiting a greasy turn two at SMP revealed that the standard car is prone to push its nose wide as the throttle is cracked open, while the Limited’s front end would hook up – and even transition into easily catchable oversteer if you sank your right foot a little deeper. The Focus RS’s surprisingly good balance appears to be more exploitable with the Quaife diff. With the clever AWD underpinnings able to send up to 70 percent of torque to the rear wheels (and vector up to 100 percent of that to either the left or right wheels), the RS can be driven how you want.

Even though there’s no change to power or torque outputs or the shape of the dyno chart, the RS’s engine never fails to impress. It has more than enough poke to provoke the tail sideways when the chassis electronics are dialled to their slippiest settings, even when the road is dry-ish. In a straight line it’s a rocket. Cosmetic enhancements are restricted to black door mirrors, rear wing and roof, while wheels are upgraded to the previously optional 19-inch forged alloys (which save 950g a corner) and aforementioned sticky Michelins. Downsides? The extra grip impacts its driftability, with a skidpan exercise revealing the regular RS is more willing to rotate when Drift Mode is selected. Is the premium for a tricky diff justified? If you’re a trackday fiend, absolutely. Everyone else will probably struggle to notice that it’s there. TON Y O’K ANE

Limited time The sad part of the Limited Edition’s arrival is it effectively signals the Focus RS’s swansong. From this point forward all Focus RS imports to Australia will be Limited Editions, and when the total allocation of 500 cars runs out, that’s it. Finito. This is your last chance to nab what is arguably the most capable Ford hot hatch to date – and one of the swiftest hot hatches on the market full stop.

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Headtohead o A FAST ’ N ’ FUR IOUS FACE -OFF

THE SOICHIRO WE NEED

WOR DS

HONDA CIVIC TYPE R Visual subtlety is in short supply in the Type R but there’s not much else missing. A one-spec-fits-all proposition, it gets all of the safety stuff standard, and like the Subaru, has adaptive cruise, dual-zone climate control, sat-nav, a rear camera and huge alloys wrapped in sticky rubber (20in here; an inch bigger than those fitted to the STI.) 17/20 The Honda’s front seats and driving position top the Subaru’s and the finishes are nice but the success of the busy design is perhaps a matter of taste. Tenth-gen Civic’s broad proportions translate to plenty of cabin space. With the rear seats folded the cargo compartment grows from 414 litres to do a handy wagon impression. 16/20

The Honda has similarly hefty outputs but is 150kg lighter than the STI and only drives the front wheels, which hurts it away from the line but makes it feel livelier at low revs. The Type R’s sweet-revving nature recalls atmo Type Rs, which is nice, as is the way it builds to its peak of 228kW at 6500rpm. 16/20 The Type R’s ride is surprisingly unaffected by the 30-profile 20-inch rubber and it strikes a terrifically absorbent tune on adaptive dampers in comfort mode. It’s perhaps a bit quieter inside than its rival, although it does let some tyre roar into the cabin on coarse-chip; neither has an overly noisy exhaust. 15/20 The Type R is eager to turn in and there’s genuine meat to the steering (just as in the STI). The dual-axis front suspension – think Ford Revoknuckle or Renaultsport Perfohub – separates steering and suspension axes to provide geometry approaching that of a double A-arm front end, and as a result, improved ability and feel. 17/20

81/100

J A MES WHITBOU R N

V PRICE & EQUIPMENT 20 POINTS

INTERIOR & VERSATILITY 20 POINTS

PERFORMANCE & ECONOMY 20 POINTS

RIDE & REFINEMENT 20 POINTS

STEERING & HANDLING 20 POINTS

POINTS SCORE

FUJI HEAVY

SUBARU WRX STI The WRX STi is a mainstay in the $50K performance realm while the newly turboed Type R has grown into it. Close on power and torque, the super Subie isn’t as loaded with kit; you have to pay an extra $5K for an STi Premium to get the likes of forward-collision warning, lane-change assist and a side-view monitor. 16/20 The fourth-gen Impreza-based STI has been around a while so the Type R has newness and Honda’s quality focus in its favour. There’s nothing wrong with the Subie’s materials, it’s just that it aims for neat functionality rather than classiness. You get a 460L boot and a bit less rear legroom due in part to the STI’s 50mm-shorter 2650mm wheelbase. 15/20

Subaru’s EJ-series engine is nearing 30 years old as a design but there’s still plenty to like in 2.5-litre turbo STI guise. It’s tough, easily tuneable and packs a 407Nm wallop at 4000rpm. At its most driveable in ‘sport’, the AWD Subie is quicker off the mark, but loses its accelerative advantage on the move, and it officially uses a third more juice. 15/20 The STI’s NVH is fundamentally quite good but there’s no escaping the extra tyre drone you get on large, low-profile performance-oriented rubber, or the boxer thresh and burble (which we love). Restless at low speeds, the STi’s ability to ride well exists away from sharp-edged bumps and above 80km/h. 13/20

The STI is rare in that it is fitted with hydraulic steering assistance, yet this doesn’t make it a car you’d single out for its ability to deliver feel. The Subie isn’t quite as keen on turn-in, nor to offer nuanced feedback as its rival. It rewards a scruff-of-the-neck driving style more than a smooth approach; drive it hard and it’s a hoot. 16/20

75/100

When two rivals are closely matched, elements of the ownership We like the Subie’s character and hard-driven demeanour, but experience often rise to deliver the decider. But that’s not the case unless you’re a blinkered brand loyalist or an all-paw devotee, here. Not only are the Civic Type R and WRX STI fundamentally the Honda is more thoroughly convincing for its cabin space VERDICT different machines with different audiences, they’re both made by and finish, hatch practicality, engine efficiency, nicer ride and brands with a solid rep for quality and reliability. Honda does give for presenting an overall sweeter proposition as an urban hi-po tool. you a five-year warranty though (while Subaru’s is three years). Just as long as you’re a fan of the styling.

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Alpine

Fresh heir

Renault reimagines an icon from the early 1960s and delivers a supple, lightweight, pure driver’s car that’s so right it’s remarkable

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WO R D S BE N B A R RY

LPINE is the best sports car maker l have h h d of. f The Th mostt people never heard Renault-owned brand hasn’t produced a car since 1995, but now it’s back with the A110. It’s a tactile, thrilling thing to drive, a 1100kg bundle of energy that takes the best principles of Lotus and Porsche and remixes them with the Renaultsport knowhow that makes the Megane RS such a weapon. That this newcomer is simultaneously so usable, comfortable and unintimidating to throw around only underlines its appeal. But then, that’s what Alpines always were about – cars to rip over a mountain pass, not destroy the quarter mile. Alpine was founded by Frenchman Jean Rédélé in 1955, won the inaugural World Rally Championship and Le Mans during the 1970s, and was snapped up by Renault in the same period. Alpines were never officially sold in Australia, but a number eventually came here, and a loyal following endures to this day. “There’s a really active scene in Australia and the new car got a great reaction, so we decided we had to be there,” says MD Michael van der Sande. The first cars land in spring 2018, supported by a network of just three dealers (existing Renault, but specially trained). Prices and dealer locations are still to be confirmed, but its European list price makes it a direct competitor for a base Cayman. It would be a pity if pricing proved the car’s undoing. The name refers back to Alpine’s most iconic model, the rear-engined, fibreglass-bodied A110 Berlinette that was produced from 1962 to 1977 and took a 1-2-3 on the Monte Carlo rally. Design boss Antony Villain asked his team to imagine how that car might look had it never left production, but evolved gently through the generations, much like a Porsche 911 or Mini. The two are parked side-by-side when we arrive at the launch in the south of France, and it’s clear they’ve nailed the brief. The spine running over the bonnet, the headlights that peer from the front end like an amphibian from a pond, the shoulder line that flows like an archer’s bow, and the heavily scalloped body sides – all of it instantly evokes the 56-year-old original without appearing a backwards-looking pastiche. The new car dwarfs the old car, but it still looks small: at 4.1 metres long, it’s 200mm more compact than a Cayman, and its roof lines up with a six-footer’s belly. Inside, though, even those somewhere north of six feet will have more than enough space. The sports seats are set low on the floor, squish comfortably but hug firmly, and leave generous room for legs and even

ABOVE: STEERING IS BEAUTIFULLY DIRECT AND SLACK-FREE. BELOW: STYLING PAYS RESPECTFUL HOMAGE TO THE ORIGINAL BUILT BETWEEN 1961 AND 1977, BUT WITHOUT A HINT OF CHEESINESS OR FORCED NOSTALGIA

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OPEN THIS ’BOX AND PEEK INSIDE

It’s logical to presume that the Alpine’s dualclutch gearbox is shared with either the disappointing dry-clutch, six-speed unit in the Clio RS, or the optional new wet-clutch, sevenspeeder in the upcoming Megane RS. But it’s actually a more compact wet-clutch sevenspeeder from Getrag, and even the ratios have been specially chosen to suit the 1.8litre turbo four’s power delivery. The only parts that are common are the paddleshifters that are fixed to the steering column and shared with the Clio.

THERE ARE SOME FLIMSY PLASTICS INSIDE, AND ONLY AVERAGE INFOTAINMENT. BUT TO FOCUS ON THAT IS TO MISS THE POINT. ADMIRE THE LIGHTNESS AND PERFECT DRIVING POSITION INSTEAD

There’s an awareness the centre of gravity is low and the car’s eager to pivot around your hips

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crash-helmeted heads (the boss is 6’6”). An output of 185kW won’t elicit any double takes in the pub and it doesn’t feel rapid as the power-to-weight calculations suggest when you pin your foot to the floor, but there’s a frisky energy to the 1.8-litre turbo four’s delivery, with an eager whoosh of torque low-down, punchy throttle response and very little turbo lag. It’s certainly enough to have fun – and beat that Cayman to 100km/h. Fitted with our Premiere Edition launch model’s sports exhaust, there’s even an engagingly burbly soundtrack right up to the 6000rpm power peak, not the strangled-mog hiss of the last Renaultsport Megane. But the engine isn’t the heart of the A110. That’s the chassis. The bespoke underpinnings mostly consist of bonded and riveted aluminium extrusions much like a Lotus, the engine is mid-mounted behind the driver (not rear-engined like its namesake, note) and the fuel tank positioned up front for a 44/56 weight distribution. Crucially, there’s also double-wishbone suspension with hydraulic bump stops on all four corners where rivals typically use cheaper struts. Adjustment allows each car’s suspension to be precisely aligned at the factory and dial out any small tolerances in the build process. Brembo four-piston brake calipers borrowed from a Clio 3 RS grip cast-iron discs on aluminium hubs. Weight has been chased away wherever possible: the forged Otto Fuchs 18s save 2kg over conventional alloys, the rear calipers incorporate the parking brake to save 8.5kg and score an industry first, and the Sabelt seats (13kg each, half a Megane RS’s) are adjusted for height with spanners rather than levers to save weight – select one of three seat heights like you might adjust a racecar’s rear spoiler. Cable clips are even made from

A LONG, WINDING ROAD

The A110’s gestation has suffered more twists and turns than the Targa Tasmania. The A110 started as a joint project with Caterham, but that fell through in 2014 after 19 months, leaving the A110 on life support. RenaultNissan boss Carlos Ghosn was ready to pull the plug, until the Alpine team convinced him they could deliver. They have, but let’s hope the price doesn’t kill it.

aluminium rather than steel, because they save 7g each. The lowest kerbweight of 1080kg (with fluids) for the entry-level Pure spec – 17-inch rims, smaller brakes, no nav, no sports exhaust – is more than 200kg lighter than a Cayman, if a chunky 100kg or so above the carbonfibre Alfa 4C (895kg dry). But even betterequipped A110s go little beyond 1100kg, and by today’s standards that’s a very light car. The A110 feels good even trickling along at the national speed limit. The electric steering is quickwitted, builds its relatively modest weighting with linearity and precision, and self-centres gently and naturally. Much like a Toyota 86, every twist of the leather rim is met with instant, slop-free response from the front end. It’s like a dog that’s getting impatient for you to actually throw the stick, alert to your every twitch. It’s an immediacy that’s complemented by the crisp, firm feel of the powerful brakes, the finger-click shifts of the dual-clutch gearbox, and the awareness that the centre of gravity is low and the car eager to pivot around your hips. Ramp up through Normal, Sport and Track modes and the sensations intensify – meatier steering, louder exhaust, more positive shifts – but it still feels beautifully judged for the road, not the harder and less satisfying settings that so often result. That’s partly because no matter what you press, the suspension carries on regardless – no adaptive dampers here. It’s incredibly supple and composed, somehow managing to both detach itself from the worst cambers and imperfections, while still feeling intimately keyedin to the stuff that matters – a compromise the writhing Alfa 4C miserably fails to strike. The Alpine’s springing

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is quite soft, the anti-roll bars modest in diameter, so you feel the A110 leaning more like sports cars used to, but it’s all well contained and the double-wishbone set-up means the Michelin Pilot Sports maintain their contact patch on the road. The harder you go, say the engineers, the better it presses into the surface. After a trip through winding, narrow French hillsides with an appropriate dusting of snow, we find ourselves at Circuit du Grand Sambuc. It’s a short track with a long start/finish straight, a series of tricky left-right flicks and a blind tumble into a heavy braking zone and hairpin. It’s raining lightly and the surface is slick and greasy, providing ideal conditions to play with the A110’s balance. On a steady throttle, you can hold the Alpine right on the edge of understeer, steering clearly telegraphing that the tyres are just starting to slip. Be patient and hold that line if you like, but you can also snap shut the throttle, sense the weight transfer pivot around the driver’s seat, and swap understeer for satisfying oversteer. You’ll get that in Track mode with its more lenient stability control setting, but the Alpine’s balance feels so benign and playful – and the ESC still a bit too keen – that there’s little intimidation to switching everything off. Only then can you truly appreciate just how throttle adjustable the Alpine is, hanging at huge angles while

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the driver taps out tunes on the responsive throttle. A proper limited-slip diff would make it more precise still, but that would’ve added weight and cost and, more problematically, was apparently tough to package with the dual-clutch gearbox. Besides, it’s no dealbreaker – the A110 still feels intuitive and obedient to drift when you want it to. Judged on driving dynamics alone, there’s no doubt the A110 is right up there with a Cayman or Elise. The case against starts with the interior. It’s purposefully sporty and far from poorly built, but there are also switches shared with much cheaper Renaults, clacky plastics on prominent display, and a fairly average infotainment system. Potential customers might argue that a Porsche 718 Cayman looks and drives similarly well, produces more power and has a far more sophisticated cabin. That the Porsche does all of the above for similar money means they have a point. But if the price for such exotic engineering is a few hard plastics here and there, well, who cares? We certainly don’t. Because even had it come from a longestablished maker, we’d have still been blown away by the A110. Never mind that it’s landed out of the blue, perfectly formed and sublime to drive. Spring 2018 can’t come soon enough.

Model Alpine A110 Premiere Edition Engine 1798cc 4cyl, dohc, 16v, turbo Max power 185kW @ 6000rpm Max torque 320Nm @ 2000rpm Dimensions (L/W/H/W-B) 4178/1798/1252/2419mm Transmission 7-speed dual-clutch Weight 1103kg 0-100km/h 4.5sec (claimed) Economy 6.1L/100km Price $100,000 (estimated) On sale Q3 2018

Judged on driving dynamics alone, the A110 is right up there with a Cayman or Elise

ALPINE’S ATTENTION TO DETAIL BORDERS ON OBSESSIVE. CHANNELLING WASHER FLUID THROUGH WIPER ARMS USES HALF AS MUCH WATER AND RESULTS IN A SMALLER AND LIGHTER WASHER BOTTLE

NO MANUAL,, N NO CONVERTIBLE

A manual gearbox might have ha been more in-keeping with the pure, light sports car ethos, but chief enginee engineer David Twohig argues this dual-clutch gearbox – typically 20-30kg heavier than a manual – doesn’t add weight. He claims a floating centre console that tha doesn’t need beefing up to hold a manual lever, plus the removal of the clutch p pedal, claws back the kilos. That means the A110 isn’t package protected to have a manual gearbox. The chassis, likewise, is engineered to only ever be a coupe, with w no concessions for future spider variants.

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What does it take to bolt together the fastest, greatest ever Aussie super-sedan? We supervise an HSV build process that’s never to be repeated

The last action hero 54 wheelsmag.com.au

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WO R D S RYA N L E W I S PHOTOS CRISTIAN BRU N E L L I

HERE’S a pocket of industry in south-eastern Melbourne with deeper significance to the Australian motoring story than it lets on. Long before Holden Special Vehicles called it home, this site in the suburb of Clayton produced thousands of cars every year to get Aussies mobile. Volkswagen built the walls and paved the way from 1954, Nissan and Datsun took over in the 1970s, before the baton was eventually handed to Volvo who let the site fall silent in 1988. HSV picked up the torch in 1994 and more than two decades later began assembling the vehicle Australia will forever remember as the high water mark for locally made cars – the HSV GTS-R W1. The race-derived super-sedan is the most extreme thing to leave the Clayton facility in its 63-year history, and while the last examples of HSV’s masterpiece were still rolling down the line, Wheels snuck behind the roller door to find out exactly what goes into building each one. Our chaperone was Andrew Purcell, an HSV man of 21 years and the brand’s Technical Liaison Officer. The original VS-based GTS-R was mid-production when he started; the 13,000sqm workshop a sea of ‘Yella’ paintwork. Back then the company’s entire inventory could fit under the one roof and just three workstations – mechanical, electrical and bodywork; each with a single operator – could turn a Commodore into a HSV. Today, the operation spans three buildings and an undercover car park with more than 400 cars on site. Transforming a VFII into a W1 takes 15 separate processes, a team of people and roughly six days to complete. Typically, about 80 production staff assemble 15 to 18

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vehicles per day in this big, ageing shed. That number swells to 25 at times like this when demand is peaking. The workshop is a hive of productivity. Donor vehicles ordered months in advance have been arriving en masse from Holden’s Elizabeth Vehicle Assembly Plant (VAP) in the weeks leading up to its closure. As always, they appear as complete ADR-compliant cars wearing raw black bumpers and temporary steel wheels painted bright orange or green. It’s a humble beginning. Only a small ‘W1’ written in paint marker on the windscreen indicates their destiny. Each body arrives with its final paint colour applied, and most of the HSV-specific interior trim already installed on the Holden production line. In fact, Purcell estimates that production efficiencies saw up to 50 percent of HSV componentry handled at the Holden VAP, including installation of the 6.2-litre LSA V8 engine that starts life in all W1s before its extraction at Clayton. That’s the big W1 production challenge. Every other HSV has its one and only engine sitting up front before the enhancement process starts. The W1 doesn’t. “W1 is a big build. Engine, gearbox, front cross-member and front suspension all come out in one hit,” Purcell explains. The station responsible sits in a corner of the workshop set up specifically for the W1 program where two cars can be worked on at one time. The front sub-frames of each, cradling the engines, gearboxes, and with control arms and braking components attached, are lowered onto rolling jigs engineered specifically for this purpose and wheeled away to a sub-assembly area. The operators here don’t rotate through different stations like others do. A young, brown-haired girl named Savanna is one of the elite few selected to work the procedure, and for her it’s a dream come true.

GM HANDED OVER 300 LS9 CRATE ENGINES LEFT LANGUISHING AFTER THE CORVETTE ZR1 PROGRAM DRIED UP. PACKAGING EACH ONE BETWEEN THE CHASSIS SPARS OF A VFII COMMODORE BODY WAS A MASSIVE ENGINEERING CHALLENGE

TRANSFORMING A VFII INTO A W1 TAKES 15 SEPARATE PROCESSES, A TEAM OF PEOPLE AND ROUGHLY SIX DAYS TO COMPLETE W1’S LS9 HAS THE SAME BLOCK, BORE, STROKE, AND COMPRESSION RATIO AS REGULAR GTS-R’S LSA, BUT RUNS FORGED TITANIUM RODS, FORGED PISTONS, GETS A LARGER DISPLACEMENT SUPERCHARGER AND REVS HARDER BY 400RPM WITH A DISTINCTLY RACECAR CHARACTER

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“IT’S ABOUT A SIX-HOUR TURNAROUND FROM HAVING A RUNNING LSA TO A RUNNING LS9. THE GUYS ARE QUITE GOOD AT IT” Andrew Purcell, HSV liaison officer

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PRETTY VACANT

By the time you read this, the factory you’re looking at will be empty. Walkinshaw Group intends to have all W1s assembled by the end of 2017 in order to consolidate its vehicle assembly lines in a bigger, modern facility just a stone’s throw away. Owners clubs will be offered the salvaged billboards and signage hung up around the old workshop, while significant items will be kept by HSV. It’s somewhat fitting that the site should fall dormant at the same time the HSV business model shifts to imported cars as the foundation of a diversified future model line-up.

ABOVE: THE FIXEDRATE SUPASHOCK DAMPERS FITTED TO W1 TRACE A DIRECT LINEAGE FROM WALKINSHAW AND PRODRIVE V8 SUPERCARS. THE ADELAIDE-BASED SUSPENSION OUTFIT ALSO SUPPLIES THE DS VIRGIN RACING FORMULA E TEAM

“I moved over from Adelaide. As a Holden fan I saw it as a great opportunity to come and work for HSV. There are only 300 W1s being built, so to be one of six people that do it, it’s a great honour,” she tells me with obvious pride. In the bay opposite the car she’s working on, the unneeded LSA engine and gearbox (destined to return to Holden to be sold as spare parts) are craned out of the sub-frame to make way for the W1’s ultimate cornerstone – the 474kW/815Nm 6.2-litre supercharged LS9 V8. Each one arrives in a crate from GM Detroit exactly as it would be fitted to a C6 Corvette ZR1. It’s a racehoned engine with titanium valves, a lightweight rotating assembly and a bigger displacement supercharger with water-to-air intercooling. “Each of the engines is hand assembled in the US and has the assembler’s name on a plaque, similar to the LS7 program that we did for W427,” says Purcell, recalling what was the most expensive HSV in history until W1 came along. Most of the LS9’s factory ancillaries are unsuitable for the W1 application. Exhaust headers, engine mounts and oil cooler are removed and replaced for packaging reasons. The dry-sump oil reservoir is altered to HSV’s design for chassis-rail clearance. Heater hoses are changed, coil packs are moved and a new wiring harness added before an engine number is stamped onto the block and the final ensemble lifted back into the sub-frame. HSV engineered a bespoke input shaft to mate the W1’s six-speed Tremec manual with the LS9. It’s the only GM-sanctioned application of this engine that doesn’t use a transaxle gearbox. Once the drivetrain is back on the jig, it’s wheeled under the VFII body and raised into its final resting place with the W1’s Supashock suspension attached. None of the process is automated. “Our ‘robots’ all have hearts,” jokes Purcell. “It’s about a six-hour turnaround from having a running LSA to a running LS9. The guys are quite good at it. Once you’ve worked in this area for a few weeks you know every nut and bolt of the job.” Customers have the opportunity to come in and witness their car being built and it’s this part of the process the W1 buyers want to see most. Purcell is the man who makes it happen. “I had a customer bring his son, who was 12, and his father. They came and took photos of the engine going into their W1. The car was going to be the son’s inheritance sometime down the line.” Visiting the workshop is a seminal experience. Tom’s Cafe (named after Mr Walkinshaw) is a shrine of signed memorabilia from years past. Old race-car parts are stacked on top of break-room lockers. Magnesium V8 Supercar wheels, stickered-up race-car doors and stylised illustrations drawn by HSV designers hang on the walls. Each W1 returns to the regular production line ready to receive its wide-body front guards. They’re prepared by a bearded bloke named Cameron, who attaches the carbonfibre inserts to each side with practised finesse. “I’ve loved HSV all my life. To work on the last one is a real privilege,” he says. “I can pretty much put a whole car together here and I get a buzz out of seeing them on the road. I think, ‘Hey, I built that!’” Cameron’s handiwork is followed by fascia fit-up, where the W1 gets its distinctive bumpers, model-specific spoiler with carbonfibre upper plane and a requisite ‘I just want one’ sticker on the rear windscreen. “These bays are based on 25-minute turnaround times,” says Purcell. “Not so the guys are rushed, just so the cars move in sequence.”

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W1’S FORGED ALLOY WHEELS ARE THE LIGHTEST EVER SPECCED BY HSV, AND WRAPPED BY THE FATTEST REAR TYRES – 295/30R20 – EVER FITTED TO AN AUSTRALIAN PRODUCTION CAR. AT AROUND $1400 PER PAIR, YOU MAY NEED TO SAVE UP FOR BURNOUTS

Put your Peacock away

Each painted panel on the racks around the warehouse has a sticker that assigns it to a build. The colour spread chosen by W1 buyers features less of the hero ‘Light My Fire’ orange than you may expect. “I think a lot of people were scared of the bright colours,” says Purcell. “[Buyers] had to nominate their colours early on when they hadn’t seen one out in the real world.” So what are the rarest W1 finishes? “Regal Peacock [black with green tint] or Slipstream [blue].” White was the most popular choice, covering more than a third of all 300 W1s.

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I FEEL A PANG OF PRIDE AT THE END OF THE LINE, AS THE W1 I’VE FOLLOWED THROUGH THE LAST STEPS RECEIVES ITS BUILD PLATE AND VIN DECAL

He’s right, it’s almost relaxed. Nobody is hurried to push a car through. W1 has sent a buzz through the place and the operators still love it when one arrives at their station. It’s special. A four-post hoist raises each car for access to the side skirts at a working height where all doors can still be opened. It’s one of 22 hoists in total. Here, the engine cover, tyre placard, key fob decal, petrol cap sticker, floor mats, bonnet badge, rear badges, sill and centre console badges are all added. Exterior decals are attached using 3D-printed jigs for alignment. Warming drawers keep the adhesive backings primed. The nameplates of deceased HSV models are plastered to the outside of tool boxes all over this area. From here, it’s on to brakes, wheels and tyres. “We strip off Holden rotors and calipers and fit up our own HSV-specific ones,” says Purcell. “Any plastics and metals that come off the car go to the recyclers.” Enormous 410mm AP Racing brakes are installed with monoblock six-piston calipers. The monster stoppers are framed by the W1’s black, forged alloy 20-inch wheel set, one of the lightest HSV has ever fitted, wrapped in track-ready Pirelli Trofeo R rubber. These are finishing touches from a production point of view. Assembled W1s roll off the last hoist and down a bump track to reach the wheel-alignment bays, where they’re set up to a HSV spec that’s different to any Commodore. “Nobody will be happy to chew out these tyres in 200km,” says station operator Dale. He’s a dab hand who has been at HSV for seven months and is already training others to use the apparatus. The accuracy needed is time consuming given the W1’s focused suspension and extreme tyre performance.

Dale sends the prepped W1 towards the programming bays. There, it’s flashed by a PC that sets all of the car’s electrical functions and changes the calibration of any W1-specific modules. “We then get down to the final hoists,” says Purcell. “A full visual inspection and checks of safety-critical things, then a road test outside the complex to make sure the steering wheel is straight, brake pedal is good and there are no negative attributes.” End of line validation includes up to 200 quality checks. A second set of eyes at the penultimate station inspects the inspectors and even assesses the bits HSV hasn’t touched. “Say a wiper arm was loose, as an example. We would sort it here, but back when the Holden plant existed we would write up paperwork that’d go back to them, their quality people would review it and hopefully we wouldn’t see another car sent to us with that type of fault. It was a way of us meshing in with Holden quality to raise the standard across the board,” explains Purcell. Quality is an ongoing theme here. A huge sign on the wall near the entrance reads, ‘Quality is our legacy.’ I feel a pang of pride at the end of the line, as the W1 I’ve followed through the last steps receives its build plate and VIN decal: its badges of honour. This is the end of an era for HSV, but what a way to go out. Seeing Australia’s superlative vehicle pieced together by hand is an eye-opening way to appreciate the level of engineering inside each W1. There will never be anything else like it. I mention this to HSV’s spokesman on my way out. He knows where I’m coming from. “We have an internal mantra here, and that’s ‘pushing boundaries’,” he says, with just a trace of melancholy. “It’s been bloody good fun.”

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WOR DS

S ASH W E

PHOTOS TERMAN

A T H AW BA R RY H

Ghostr hunte s to u s t n i o p ia’s ass n r p o f m i l o a C C f w o ne Jeep’s all- travelled in searchining town roads less rved 1800s gold m best-prese

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www.wheelsmag.com.au6363 @wheelsaustralia

AYBE it’s the notion of a five-cent whiskey. Or perhaps the reality that, should you learn of another man messin’ with your lady, you could shoot him in the leg and no-one in the saloon would blink an eye. Either way, the thought of life in America’s wild-west gold-rush era has long held a fascination. When I learned about the town of Bodie in the Eastern Sierra Nevada region about seven hours from LA, that claimed to be the best-preserved ghost town in the USA, it began to pull at me like gold-strike fever. This was a town that drew over 8500 hopefuls to it back in the late 1800s; people from a generation that surely invented the concept of ‘fear of missing out’ about 140 years before it became ‘FOMO’ for the Instagram era. I wanted to wander around the abandoned buildings, to get a feel for the hope, elation, desperation and sheer lawlessness that apparently permeated the place. “So why not just go to Vegas?” I hear you ask. Well, mainly because my Elvis suit was at the dry-cleaners. For this trip there was potential to need proper off-road capability, not just the on-demand all-wheel drive of a typical soft-roader. The Bodie website talks of heavy snow, with uncleared or closed roads in the winter months. Jeep’s all-new Compass seemed an ideal on-paper fit. It’s underpinned by a stretched version of the Renegade’s Fiat-derived ‘small wide architecture’ and sits at the more compact end of the medium-SUV class. Styling wise, it pretty much mirrors big brother, the Grand Cherokee – squared-off wheelarches, seven rectangular grille elements, but brings a

semi-floating roof design. All delivering, to my eye at least, a purposeful, nuggety little contender that seems determined to stand apart from the soft-roader mainstream. It’s only recently gone on sale in Australia, so in this most off-road-capable Trailhawk spec, it would be a perfect chance to test its chops. Sliding inside only further heightens that sense of the Trailhawk’s utilitarianism. Compared to class rivals, it again seems happy to set its own agenda; ultra functional at the expense of much aesthetic seduction. I say that not as a real criticism; I actually like the fact that logical knobs are easily at hand; there’s no period of fumbling familiarisation. But the seats are only adequate rather than deeply supportive and the steering is nothing special in terms of feel. The Uconnect system, though, with nav, CarPlay and Android Auto, is agreeably seamless. More positives as we point straight for a shortcut to the freeway via LA’s iconic Mulholland Drive and instantly realise that the Compass has ride compliance. Those of you who thought you were about to endure more moaning about yet another stiff, overdamped, over-wheeled SUV, please relax. The Compass has a spongy, easy-riding chassis set-up that tries hard to deal with Mulholland’s sometimes brutal patchwork and repair jobs. At one stage a gnarly downhill section does throw it out of phase, but that seems more an indicator of where the compliance point ends, rather than evidence of poor spring and damper choices. As we glide onto the freeway headed north, the chassis tune slips into the background, and the powertrain comes to the fore. At least it sounds like it wants to, there’s just not a lot of thrust to match the noise. Here’s the thing: around town, the 129kW/229Nm 2.4-litre Tigershark atmo four (carried over

from the previous generation, and shared with some Renegade models), teamed with short first and second gear ratios, lulls you into thinking things are adequate under the bonnet. And they mostly are. But America’s freeways – signposted at 65mph, but with a median speed closer to 80 – demand a greater level of urge and throttle response. Just merging and keeping up often requires the Jeep’s throttle pedal to be buried to the mat, and even then things seem to happen in slow motion. At least compared to the silky, near-silent Teslas that whip past, and even next to the oversize Chevy Silverado-style pick-ups the Yanks cling to as vehemently as their right to bear arms. Okay, so it’s clear this engine doesn’t have a whole lot for torque fans, so I can either moan about it, or shift into manual mode, wring its neck, turn the music up, and deal. Besides, our Aussie Trailhawk model won’t get this engine; instead it will be fitted with the 125kW/350Nm 2.0-litre turbo-diesel from

The lure of Bodie, in the Eastern Sierra Nevada region, began to pull at me like gold-strike fever

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1. LOOKING FOR A CHEAP, HIGHMILEAGE 747? THE MOJAVE AIR AND SPACE PORT, ABOUT 155KM NORTH OF LA, IS WHERE PLENTY OF THE WORLD’S AIRCRAFT END UP FOR SCRAPPING 2. AMERICA’S OPEN-ROAD LIMIT IS FRACTIONALLY LOWER THAN OURS, BUT COPS ARE MOSTLY TOO BUSY WITH DOUGHNUTS TO BOTHER WITH YOU UNTIL YOU’RE OVER 80MPH

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GO GOLD NO RUSH,

Bodie is op summer, 9- en 9-6pm in 4pm in win Entry is U ter. S $ 8. No ca mping, water or se rvices, although it ’s not far from Yosem ite National Pa rk

Cowboy George, as he introduces himself, is a real-life picker. He tells me he makes $100,000 a year doing this

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1. COWBOY GEORGE IS NO HELP IN MY SEARCH FOR THE ATMO 2.4 TIGERSHARK’S MISSING NEWTON METRES. HE’S A V8 MAN FROM WAY BACK 2. RED ROCK CANYON STATE PARK, AND A CHANCE TO TEST THE TRAILHAWK’S AWD SMARTS. IT’S SUPER-QUICK TO DETECT SLIP AND ENGAGE THE REAR

Fiat, which will surely be a more satisfying offering. Let’s hope the NVH is sorted. The surprisingly punchy standard Beats audio system proves to be my saviour, drowning the strained and frenetic engine note when the gradient climbs. Which is not much at this stage. Once on the outer edge of the massive Los Angeles sprawl, it’s startling how quickly the urban fringe becomes stark, arid desert. We’re on Route 395, the main link between LA and the Eastern Sierra Nevada region and, take away power poles and the road, there’s zero sign of life. No fences, no cattle, no houses. Just a vast, parched expanse of scrub and cacti that has repelled any effort to tame and monetise it. At the accepted 130km/h, we’re quickly on the edge of the Mojave desert region, where limited signs of life reappear. A comfort/ curiosity stop has us pulling up next to an oversize pick-up hosting a trestle table and the promise of local memorabilia. An old timer with leathery skin and baggy dungarees mills around, waiting for customers. His dog, a cross-kelpie with a luxuriant ebony coat, dances around me, clearly sharing my obsession with beef jerky. I try an ice breaker: “Beautiful dog. What’s her name?” “Black Dog,” he drawls. “Oh yeah?” I pipe back. “Named after the Led Zeppelin song?” He looks at me sideways. “Naw, ’coz she’s a black dawg.” Cowboy George, as he introduces himself, is a real-life picker. He tells me he makes $100,000 a year doing this – selling what is junk to some and collectibles to others – next to the roadside. I’m sceptical, but it does add fuel to my haggling fire when he offers me a Hubley cast-iron model of a 1930s GP racer, complete with 12 moving ‘flames’ that poke through the bonnet when you turn the wheels. Mentally I have it priced somewhere around US$200. I ask George what he wants. “I’d let that go for

$45,” he drawls, as Black Dog paws me for more jerky. I summon all my rat cunning and street-smart haggling skills, and go in for the kill: “Would you take $40, George?” “I could do that,” he says. He’s warming to us, but so is the winter sun. It’s 32 degrees away from the shade, so we fill up nearby with premium ‘gas’ at what works out to be around A$1 per litre, crank up the Compass’s excellent air-con, and roll on. We’re not far when the photographer spots an opportunity. It’s a bolted-closed chapel, nestled in the dirt next to a quintessential American trailer park – one where the homes have wheels and the cars don’t. The place is utterly deserted, except for a muscled-up pitbull terrier tethered to a post in the ground, inexplicably in the middle of the dirt access lane. He has no shelter, no water; hopelessly captive. I approach cautiously, soothing him with my best doggy dialogue and he responds with a madly wagging tail. I want to offer him water, maybe a muesli bar. His face splits into a comical grin. Then I’m in his space and his internal switch flicks; he lunges, snarling; teeth bared, enraged and desperate to clamp flesh. His rope pulls him just short as I backpedal, mere millimetres from a tetanusriddled savaging. Was it something I said? There’s no bowl, no vessel in which to offer him water. I have to leave, a dull ache in my guts for the uncertainly of what his next 24 hours hold. The dog’s lack of water may be pure negligence from his owner, but it serves a reminder of California’s bigger water issue: drought, and an ongoing battle for who gets what of the essential resource. But at least the USA’s richest state understands renewable energy. Cruising along route 395, I glance left and see the biggest wind farm I’ve ever encountered. Hundreds of towering white turbines dot the hillside, a massive commitment to growing power demands, some

NEW DIRECTION

The Australian Compass line-up comprises six models, with the offroad enhanced Trailhawk flagship driven here offered for the first time. The Trailhawk is powered by a 125kW/350Nm 2.0-litre turbodiesel with nine-speed auto, and has additional standard equipment over the Limited including nav, revised front and rear fascias for improved approach and departure angles, recovery winch points, hill descent control, underbody protection plates and a full-size spare. The range-opening, front-drive Sport model is powered by the 129kW/229Nm 2.4-litre ‘Tigershark’ four-cylinder petrol engine, with a choice of six-speed manual ($28,850) or six-speed automatic ($30,750). The Longitude is a petrol/auto FWD at $33,750, while Limited brings Jeep’s Active 4x4 drivetrain and comes with a choice of engines: either the Tigershark petrol ($41,250) or 2.0-litre diesel ($43,750), both of which are coupled with the nine-speed auto. Australian Compasses will be built in India, which is one of four countries manufacturing the compact SUV for the global market along with Brazil, Mexico and China.

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of which will be driven by the shift to EVs. We stop for a photo, but there’s not a breath of breeze, so not a single blade turns. It’s an incongruous sight, seeing all these power generators standing idle over the landscape, rather than the workers they’re supposed to be. It’s easy to imagine Tony Abbott, pointing, sneering, and pushing his “no good for base load” agenda. While munching on a raw onion. Time to jump back into the very much fossil-fuelled Compass, burning juice at a none-too-special 10.4L/100km, and head north towards Red Rock Canyon State Park. The pairing of a nine-speed auto with this engine has me perplexed; it’s as if the eighth and ninth ratios are purely for decorative purposes, as the engine has no intention of getting to know them. Even when you forcefeed the tallest ratios in manual mode at highway speeds, the revs drop below 2000rpm and into a torque hole so deep it has an echo. It’s dusk by the time we reach the ski town of Mammoth Lakes that will provide our overnight accommodation. The temperature hovers around zero, but the main streets look seductive and magical, lit with decorative lights, and the place buzzes with that holiday vibe of well-off locals in pursuit of recreation and pleasure. If I had mad snowboard skills, a more chipper attitude and better teeth, I could really fit in around here. As per the forecast, the snow gods oblige

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SKILLED FOUR-PLAY

The AWD system in the Compass is way more sophisticated than the basic on-demand systems fitted to most compact SUVs. Here the ECU decides when to pre-emptively engage the rear axle for extra traction by monitoring outside air temp, differences in wheel speeds, wiper use, and other factors. In dry, undemanding driving conditions, the driveline cuts fuel consumption by around four percent by idling the prop shaft at the front power take-off unit and rear ring-and-pinion. When conditions threaten wheel-slip, two clutches swing into action, the rear clutch closing first to accelerate the prop shaft to match the speed of the transmission output shaft. Then the front dog clutch locks to send torque rearward. This mechanical dance is an elegant means of avoiding the clunk of an unsynchronised clutch while also saving fuel when AWD is not required – the majority of the time.

by dropping a decent layer of powder overnight, and it continues as we eat breakfast. It’s official: snowflakes drifting down from the clouds, sometimes gently, sometimes in a flurry, are the heavens’ equivalent of an open fire in terms of their hypnotic, calming properties. It requires serious concentration to pull my attention back to the American-sized mountain of eggs, bacon and hash browns piled high in front of me. The roads outside now have a 15 centimetre blanket over them, but snapper Baz, a cold-climate local who’s driving the support Grand Cherokee Trailhawk, assures me there’ll be no need for chains, insisting that our all-terrain tyres and the cars’ snow mode will be fine for the final two-hour push to Bodie. I’m almost a little disappointed, given I’m secretly bi-chain curious, but alternatively happy not to have to roll around in the wet snow to fit them. It’s also a brilliant test of the Compass’s traction and controllability on the slippery white stuff. The little Jeep’s ability to cut through the powder and find traction is genuinely surprising, and the calibration of the traction control in snow mode is spot-on, allowing just enough slip and spin to retain momentum right when you need it. It’s even happy to allow gentle allpaw drifts when the sensors figure you’re not about to stuff it into a snowbank.

1. TRAILHAWK’S ALL-TERRAIN TYRES AND EXCELLENT SNOW MODE MAKE IT A HOOT TO GET YOUR VATANEN ON. CHAINS? WE DON’T NEED NO CHAINS 2. I COPPED A FROSTY RECEPTION FROM THIS BLOKE, UNTIL WE EVENTUALLY BONDED OVER THE FACT WE BOTH HAVE UNCOMMONLY LARGE FEET

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I wonder what the Bodie locals of the late 1800s would have made of our transport On SR 270, about 11km from the town of Bridgeport, we take the posted turn onto dirt for Bodie, only to see a sign warning that the final approach is closed due to mud and snow, with access via foot only. When we reach the locked boom gate, it’s like a bouncer’s arm across a door we so badly want to enter. But there is a rocky, barely made trail off to the side, and the nav suggests it heads in the direction of our elusive ghost town. It’s brutally steep and rock-strewn, so presents the two core obstacles of off-road driving: traction and ground clearance. Baz leads the way in the Grand Cherokee Trailhawk; no surprises it easily picks its way through. Me and the Compass are doing fine until we hit a wash-away gouged into a 20 percent incline and strewn with bread-loafsized rocks. I know I’m at the threshold the Compass’s ability when I hear graunching against the underbody protection, but the low-range gearing and diff-locking rock mode overcome any torque deficit, and we literally scrape through. The red ‘Trail Rated’ badges on the front guards aren’t for idle bragging: this thing is properly capable off-road. Ultimately, though, our gate-skirting tactic proves futile. We hit another locked barricade and have to backtrack. The final four kilometres will need to be done on foot, lugging the camera gear. Low clouds, driven by an icy wind, scud across a washed-out sky when the old town finally comes into view. It’s said that less than 10 percent remains of the once-thriving mining settlement that was here, due to a fire in the 1890s – clearly kerosene lanterns, timber constructions and drunk miners are not a mix approved by Smokey Bear. But what is left is plenty to transport you back 140 years. Bodie is kept in a ‘preserved state of decay’, meaning everything stays just as it 70 wheelsmag.com.au

was when the abandoned town was acquired by the State Parks department in 1962. So it’s not a tended restoration, just an authentic slice of how life really was. One of what were 70-odd bars still has all the glassware and pool table; elsewhere the shops are still stocked with bottles and cans. It’s possible there’s a tin of Spam there yet to reach its expiry date. We take shelter from the wind in one cottage that’s dusty and dilapidated, so very similar to the motel accommodation we enjoy on Wheels roadtests. Yet the layout of rooms, the kitchen, the wood-burning heater and all the homewares still sitting around are not too far removed from what you could expect today from a simple beachside rental cottage all along the east coast of Australia. Modern sanitation, electricity and technology have surged ahead, but the fundamentals of family, food and shelter remain largely unchanged. It also takes very little imagination to picture why Bodie was described by one Reverend F. M. Warrington back in 1881 as “a lawless sea of sin, lashed by the tempest of lust, greed and passion.” Robberies, shootouts and lynchings were all commonplace. And when the males of the town got involved, well, that’s when things really turned crazy. Late in the afternoon, we trudge our way back towards the Jeeps in the face of a freezing wind whipping us at over 60km/h. It’s a tiny taste of how tough it must have been to forge a life out here, and I wonder what the locals would have made of our transport. Surely they would have boggled at the weather-proof comfort of our horseless carriages; possibly lost their minds at features like heated seats and steering wheels; been confused senseless by the concept of satellite navigation. Or maybe they would have just shot us in the legs for being the softest men of the West.

BODIE BY NUMBERS

1880

‘Peak Bodie’, when population and economic activity was at its highest

The number of bars and drinking establishments in Bodie at its peak

10,000

Tonnes of gold ore that would be extracted from the mines in Bodie

The approximate percentage of the town that remains standing in 2018

BELOW: THE STANDARD MILL (BUILT 1877) PROCESSED AROUND US$14 MILLION WORTH OF GOLD FROM ORE EXTRACTED AROUND BODIE OVER THE 25 YEARS IT WAS IN OPERATION 1. KEROSENE WAS THE FUEL THAT KEPT HOMES LIT. NO REFRIGERATION WAS NOT A PROBLEM IN WINTER, BUT SUMMER SAW BEER SERVED UNCHILLED. OH, THE HUMANITY

Model Jeep Compass Trailhawk (Australian model) Engine 1998cc 4cyl, dohc, 16v, TD Max power 125kW @ 4000rpm Max torque 350Nm @ 1750rpm Dimensions (L/W/H/W-B) 4398/1819/1657/2636mm Transmission 9-speed automatic Weight 1621kg 0-100km/h 9.7sec (claimed) Economy 5.7L/100km Price $44,750 (as tested: $52,000) On sale Now

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72 wheelsmag.com.au

Detroit’s hidden G Ms THE HIGH POINTS OF GENERAL MOTORS’ HERITAGE COLLECTION ARE A REMINDER OF THE COMPANY’S REIGN AS A TRUE AUTOMOTIVE SUPERPOWER

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PHOTOS T HOM AS W IELECKI WO R D S P E T E R RO BI N S O N

HE SHRILL roar, the instant responsiveness of risingfalling revs, echoes around the huge warehouse. Except the shriek is totally wrong: no Pontiac Firebird ever sounded like this. Where is the anticipated deep, lowrevving burble of a rumbling GM V8, gulping for air through a four-barrel Rochester carby? Clearly, this is no ordinary 1970 second-generation Firebird. Intrigued, photographer Wielecki and I discover it’s a Bill Mitchell special. During Mitchell’s reign (1958 to 1977) as vice-president of design at GM, he led a team that created some of the best-looking American cars ever built (1963 Corvette Sting Ray, 1963 Buick Riviera, 1966 Oldsmobile Toronado and the first 1967 Camaro). He also commissioned 55 personal cars, an average of three a year. Among the many specifically customised versions of GM production cars was this Pontiac Pegasus (pictured below), one of the more fascinating cars housed in GM’s Heritage Center in Sterling Heights, suburban Detroit. The long-nose Firebird was never publicly shown to the press, so very little has been written about the bespoke car, at least until a decade ago, when a couple of American classic car magazines revealed its existence.

Mitchell used the Pegasus to try some new design ideas for future Camaro/Firebird pony cars. Chevy designer Jerry Palmer’s proposal borrowed the nose of the 1958 Ferrari 250 Testa Rossa for a potential Camaro facelift. “I did a four-by-two-foot [1200mm x 600mm] sketch early on with a Testa Rossa front end on it,” Palmer told former Wheels editor Angus Mackenzie 10 years ago. “Then Bill Mitchell broke my heart and took it down to Pontiac.” The Pontiac studio added the marque’s signature centre divider bar to the grille, and the headlight rings were modified to extend out at the bottom, much like those of the 1974 Firebird and Camaro. Now totally captivated, we want to know more. Apparently the Pegasus was one of Mitchell’s favourite customs, so he organised a deal to keep the car upon his retirement, undertaking to will it back to GM on his death. But none of this explains that sound. Finally, the truth is revealed. In place of the Pontiac 400 cubic inch (6.6-litre) V8, the Pegasus is powered by a 4.4-litre quad-cam Ferrari V12 from the 365GTB/4 Daytona. Pegasus is not a Firebird, more a Ferraribird.

THE SHRIEK IS TOTALLY WRONG: NO PONTIAC FIREBIRD EVER SOUNDED LIKE THIS 74 wheelsmag.com.au

PEGASUS (BELOW LEFT), CREATED FOR GM DESIGN BOSS BILL MITCHELL (PICTURED BELOW, IN THE MIDDLE), IS BASED ON A 1970 FIREBIRD; BORROWED LONG NOSE TREATMENT FROM 1958 FERRARI TESTA ROSSA. MARANELLO CONNECTION WENT FURTHER, INCLUDES VEGLIA BORLETTI INSTRUMENTS (RIGHT), GEARCHANGE (WITHOUT OPEN GATE), EVEN A FERRARI DOHC V12

RIGHT: CHEVROLET CORVAIR MONZA GT CONCEPT, STYLED BY LARRY SHINODA AND TONY LAPINE (LATER PORSCHE DESIGN CHIEF), FIRST SHOWN IN 1962. USED CORVAIR FLAT-SIX MID-MOUNTED; BORROWED FRONT-HINGED CANOPY DOOR TREATMENT THAT EXTENDED INTO THE ROOF FROM BERTONE TESTUDO BELOW RIGHT: CORVAIR VARIANTS (VIEWED ACROSS FIRSTGENERATION CORVETTE), INCLUDE BEAUTIFUL SECOND-GENERATION MODEL AND GREENBRIER, THE PASSENGER VERSION OF THE 95 FORWARDCONTROL VAN, WITH THE DRIVER SITTING OVER THE FRONT WHEELS LIKE THE VW MICROBUS

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LEFT: CHEVY CERV III WAS AN ADVANCED, 1990 ATTEMPT TOWARDS A MIDENGINED CORVETTE. EMPLOYED FOURWHEEL STEERING AND ALL-WHEEL DRIVE, AND POWERED BY A LOTUS-TUNED 5.7-LITRE TWINTURBO V8 FOR A CALCULATED TOP SPEED OF 225MPH (362KM/H) RIGHT: GM AT ITS MOST CREATIVE: (FROM LEFT) MIDROTARY POWERED CHEVY AEROVETTE FROM 1973; 1976 AEROVETTE CONCEPT; 1958 FIREBIRD III; PONTIAC FIREBIRD II GAS-TURBINE CONCEPT

ABOVE: BUICKS REVEAL EVOLUTION OF THE BONNETHEADLIGHT STYLING RELATIONSHIP FROM 1939, THROUGH 1949, 1953, 1955 AND 1964 MODELS LEFT: GORGEOUS CADILLAC CIEN CONCEPT WAS DESIGNED BY BRIT SIMON COX IN GM’S ADVANCED STUDIO IN THE UK FOR THE 2002 DETROIT SHOW. IN THEORY IT WAS POWERED BY A 60-DEGREE, 7.5-LITRE V12; SADLY REMAINED A ‘WHAT-IF?’

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FROM A COLLECTION OF AROUND 500 CARS, A ROTATING SELECTION OF 150 ARE ON DISPLAY AT ANY ONE TIME Somehow, Mitchell persuaded Enzo Ferrari to send him the exotic V12 engine. Perhaps, given General Motors’ close relationship with Italian design house Pininfarina, it’s realistic to assume that Battista ‘Pinin’ Farina, Ferrari’s favoured designer, arranged the deal. Or maybe it was related to Ferrari’s use of a GM three-speed auto for the upcoming 1976 Ferrari 400, Maranello’s first automatic production car. According to GM mythology, the dictatorial Mitchell privately arranged for the engine swap, without telling GM Powertrain. The engine was first coupled to a GM Hydramatic automatic, only for Mitchell to discover the transmission didn’t work happily with the highrevving engine and that the performance wasn’t up to his expectations. Luigi Chinetti, Ferrari’s American distributor and race team owner, installed a Ferrari five-speed manual and, GM folklore has it, brought the engine up to competition standard with bigger Weber carburettors and tweaked cams. Only then did Mitchell arrange a demonstration to GM’s senior powertrain engineers. Pontiac had dabbled with overhead-cam sixes in the 1960s; perhaps Mitchell wanted to prove a peaky, double overhead cam engine could work in a sporty model like the Firebird. He drove the Pegasus around the Warren R&D campus from Design and stopped in front of the assembled engineers. Continually blipping the throttle, legend says Mitchell shouted, “That’s what a car should sound like.” Much to our annoyance, the Pegasus bonnet release

cable is broken, so Wielecki can’t provide visual proof of the Ferrari V12. GM’s archivists solve the problem and quickly come up with a shot of Mitchell showing off the engine to motorcycle champion Phil Read. We only heard the Pegasus running because on the day of our visit it was being prepared to join other GM concepts at a display to coincide with the annual Woodward Dream Cruise. GM’s Heritage Center is located, the way many of these places are, in a nondescript warehouse on a side street in a light industrial estate. The only clue as to what is inside is a small GM logo on the front lawn. From an overall collection of around 500 cars, a rotating selection of 150 are on display at any one time. Those cars not on display are held in a temperature controlled warehouse at a secret location somewhere else in Detroit. Yes, we asked for a list of the cars, but Greg Wallace, manager of the Center, says GM doesn’t share the inventory with outsiders. The Center officially opened on 11 June, 2004 and brought together archives, artefacts and vehicles from the Cadillac museum in Warren, the Oldsmobile History Center in Lansing, Michigan and cars and archives from other branches of GM’s American empire. The Pinky Randall collection of Chevrolet memorabilia, records and vehicles – the world’s largest – was also shipped to Sterling Heights. The collection then totalled around 1000 cars and trucks from all the periods through GM’s history. Greg Wallace leads a team of 11 full-time employees, some of whom are GM’s official archivists. However, @wheelsaustralia 77

BADGES WERE FOUND IN AN UPSIDE DOWN CRATE WHEN GM MOVED INTO HERITAGE CENTRE; INCLUDES NON-GM BRANDS

since GM’s bankruptcy in 2009, the Heritage Center no longer includes in-house restorations or rebuilds beyond simple vehicle maintenance. Any restorative work is now commissioned to speciality outsiders. From 2004 to 2009 the fleet was gradually cleaned out until, with the failure of the ‘old’ GM, auction house Barrett-Jackson sold off 115 cars for the company. Most were duplicate or less historically significant cars, but some unique models also went: the 2001 Buick Custom Blackhawk, a retro concept convertible, sold for A$683,000. Among many Corvettes to go were the first 1992 ZR-1 and the first 2006 Corvette ZO6, plus a 1904 Oldsmobile Touring Runabout and a 1998 Chevy S-10 drag truck; along with why-would-you-bother cars like a pair of Pontiac Azteks. It hasn’t just been one-way traffic, however. Earlier this

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year GM paid A$1.73m for CERV1, Corvette engineer Zora Arkus Duntov’s experimental 1959 open-wheeler racer that, among other things, pioneered the single leaf spring rear independent suspension that appeared on the 1963 production Corvette C2. Decades earlier, the car had been donated to the old Briggs Cunningham museum and subsequently privately owned before GM opened its wallet. What’s left is the cream; the best of a wonderfully creative GM, in both a styling/design sense and in engineering terms, when the company easily led the automotive world. A trio of Chevy Astro concepts reveal the staggering breadth of analysis the Corvette engineers explored. The radically styled 1967 Astro 1 was based on the Corvair,

WHAT’S LEFT ARE THE BEST OF A WONDERFULLY CREATIVE GM, IN BOTH A DESIGN SENSE AND IN ENGINEERING TERMS

ABOVE: AMONG THIS SEA OF CHEVROLETS, SPOT THE ORIGINAL COMMODOREBASED CAMARO CONCEPT (ABOVE RIGHT) FROM 2008 DETROIT SHOW, AND PRODUCTION 2003 SSR CONVERTIBLE PICK-UP (THIRD FROM RIGHT) LEFT: NO BLIND SPOTS FOR CORVAIR MONZA GT, THANKS TO HUGE WINDSCREEN

FROM LEFT: ASTRO II ANOTHER MID-ENGINE CORVETTE PROPOSAL FROM 1968; 1953 CADILLAC LE MANS CONCEPT PREVIEWED QUAD HEADLIGHTS; MAKO SHARK CORVETTE CONCEPT, THE INSPIRATION FOR ’63 VETTE. OPEN EXHAUSTS DIDN’T MAKE PRODUCTION

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RIGHT: CADILLAC CONCEPT CARS FROM THE 2000S CREATED ‘ART & SCIENCE’ DESIGN THEME, WITH CRISP LINES AND SHARP EDGES STILL SEEN ON TODAY’S MODELS

BELOW (LEFT TO RIGHT): CADILLAC’S 1959 MODELS FAMOUS FOR THE TALLEST FINS TO MAKE PRODUCTION; GM ARCHIVE AS HOUSED AT HERITAGE CENTER; BADGE FROM 1930S ERA WHEN CADILLAC MADE V16S

RIGHT (FROM FAR RIGHT): ASTRO I WAS SO LOW THE ROOF LIFTED FORWARD; ASTRO II WAS A 1968 MIDENGINED CORVETTE; CHEVROLET ASTRO III FROM 1969 WAS A TWO-SEATER CAR RESEMBLING AN EXECUTIVE JET

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Chevy’s rear-engined compact car; Astro II, from 1968, was a prototype for a long-discussed production midengined Corvette; while the 1969 Astro III comes from an era when GM was investigating gas-turbine engines as a possible power source. Did you know that Buick introduced the first turn indicator lights as far back as 1939? The Roadmaster on display also has one of the first steering column gearchanges. You could also option twin spare wheels, one for each front mudguard, a common idea in the 1930s. A swoopy 1963 Buick Riviera, initially designed to be a Cadillac La Salle, and to compete with Ford’s successful four-seat Thunderbird, is a styling landmark. “The only constraint seems to be the wheels had to be round,” says Wielecki. GM’s attempt to duplicate the Australian ‘ute’, a passenger-car-based pick-up, arrived with the 1959 El Camino, two years after Ford’s Ranchero. Chevy sold 23,837 El Caminos in 1959 and 15,779 in 1960, not sufficient to sustain the model. Based on the completely redesigned 1959 Chevrolet models, the El Camino is famous for its huge wrap-around rear window and for continuing the weird tail fins of the passenger models. Chevrolet tried again with the El Camino ute from 1964-1987 but eventually gave up when it became clear Americans preferred far bigger, conventional pick-ups. Cadillac’s raft of beautiful concepts from the 2000s are well represented. Few remember that British designer Simon Cox operated a small advanced design studio for GM in England where he developed the Cien, a V12 supercar, and the styling inspiration for Caddy’s

‘Art & Science’ look. The 2003 Sixteen concept, a 13.6-litre V16 four-door concept, that sadly just failed to reach production, sits beside the 2011 Ciel concept convertible and 2013 Elmiraj as proof that truly beautiful cars are still possible. At least in concept form. Four Buicks, lined up chronologically, illustrate the changing relationship between headlight and bonnet. Starting with a 1949 model and working through the 1953, 1955 and 1964 models, reveals ever lower bonnet lines. There is also at least one Holden. When former Holden CEO Mark Reuss returned to Detroit in 2009 he brought home a 1959 Holden FC Special sedan. How small it looks among the 50s and 60s Detroit iron. Unfortunately, the Center is not open to the public and is generally reserved for GM corporate events and charity functions. However, group visits (minimum of 30 people) can be organised at a cost of US$10.00 per person (gmhc@gm.com). In all, the Center attracts around 25,000 visitors a year. The entire archive is in the process of being digitised, though the scanning process is so slow that they’ve only completed around five percent. “It’s never ending,” says Wallace. A prominent sign in the Heritage Centre lobby quotes Charles ‘Boss’ Kettering, the great GM engineer and inventor (electric starter, air conditioning) and holder of 186 patents: “My interest is in the future. I am going to spend the rest of my life there.” For the fertile mind of a Kettering, perhaps. For us car enthusiasts places like the GM Heritage Center are endlessly alluring and proof that you need to understand the past to appreciate tomorrow.

CADILLAC’S RAFT OF BEAUTIFUL CONCEPTS FROM THE 2000S ARE WELL REPRESENTED, INCLUDING THE V12 CIEN

HOLDEN FC SPECIAL RETURNED HOME WITH MARK REUSS WHEN THE FORMER HOLDEN CEO CAME BACK TO DETROIT IN 2009

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0 2 CAR OF THE YEAR

TWENTY two hopefuls toe the grid for the 55th Wheels Car of the Year. Proving ground and road stages over seven days and more than 10,000 kays offer the backdrop for heroes to rise above the ho-hum, from a field that serves as a snapshot of Australia’s automotive landscape. There are 13 SUVs, a pair of hatches, a patriotic wildcard, a go-anywhere 4x4 ... and among them just one winner.

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OU LOOK like a divorcee trying to win favour with his ex by pretending he’s responsible.” Ouch. And I thought I looked like an architect or a photographer behind the wheel of the Skoda Kodiaq; someone making a cerebral and left-field choice, someone who might have once bought a Saab. Wheels Car of the Year judges have a way of cutting you down to size and this was just the first of many withering assessments that I came to realise are the lifeblood of COTY judging. You need a thick skin and an arsenal of ammo to back up your opinions.

WO R D S A N DY E N R IG H T

As a newbie to the Wheels judging panel, this event was an exercise in getting up to speed fast. Performing a stand-up presentation on four of the cars to the judging panel was tougher than expected. I was treated to grizzled veteran John Carey’s full gamut of grunts and growls when I didn’t have the ride-height difference between the Alfa Giulia Veloce and Super instantly to hand. Even automotive savant Byron Mathioudakis just gazed at me blankly as if he’d experienced a temporary blue screen of death. “I can get back to you on that one,” I temporised to a raised eyebrow and some terse jotting. Even to somebody who’s been a motoring writer for nearly 20 years, the scale, pace, thoroughness and sheer weight of tradition of Car of the Year is an eyeopener. This year’s event saw 55 individual cars across 22 models exercised on the dirt roads and unforgiving

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bitumen of Holden’s Lang Lang proving ground. From there, the field is whittled down to six models for the road section, with a second sift leaving just three standing. From those three finalists, and after another round of testing, the judges write a single name on a piece of paper and, for some while, editor Inwood is the only person who knows what’s won. You also learn that the cars stand or fall by the longstanding judging criteria of function, efficiency, safety, technology and value. Hugely popular and enjoyable cars only need to drop one of these balls and they’re doomed. Lang Lang is the perfect place to expose shortcomings in a car’s dynamics. The Peugeot 3008’s loose dirt-road ESC tune, the HSV GTS-R W1’s rodeo bull impression on the high-speed Waves of Destruction and the Audi Q5’s unexpected electronic interventions would likely go unnoticed at a more benign venue.

Judges Alex Inwood The man in the big chair at Wheels brings a reassuring calm to the three-ring circus that is COTY. Responsible for signing off the official long list, Inwood has the final say on whether a car makes it in. This year he’s bent the rules a little with the W1, but nobody’s holding that against him. Often found in front of a video camera and ensuring that picture editors aren’t toning his beard ginger.

John Carey Grizzled, cynical, hard-bitten, uncompromising, incredulous, aporetic: John Carey is all of these things. He’s the nemesis of any bluffer or blowhard and is part of a formidable bad cop/bad cop combo with Hagon. A big proponent of pragmatic, nononsense design, Carey arrives from his Italian domicile with a huge appetite yet coruscating disdain for our feeble coffee.

Andy Enright Wheels’ deputy ed might be a COTY newbie but he brings 20 years of vehicle testing experience with him, his words having appeared in Car, Autocar, Top Gear and The Times amongst others. Possibly the Arran Banner too, the only British regional title named after a potato. Taught punters how to drive the Nurburgring in a previous life and enjoys writing about himself in the third person.

Nathan Ponchard He’s now into double figures as a COTY judge and has a fiendishly well-calibrated radar as to which cars are likely to progress. At first this appears to be based on which ones go the furthest sideways on dirt, but beyond the wheelmanship there’s a brain that misses no detail of a car’s comparative competence. Somehow tested every car despite spending half his time immolating the HSV’s tyres.

Toby Hagon See that look? That’s Hagon’s ‘I’m listening to you, but there’s a significant probability that you’re talking out of your fundament’ look. It’s rapidly followed by a flagellating point-by-point takedown. Arguably the most connected Australian motor noter, Hagon’s appetite for unearthing a potential news story is only matched by his ability to sniff out an unsupervised party pie.

Byron Mathioudakis There are moments on COTY when you need to know which OE-fit door speakers came with a 1983 Camira SL/X or whether a Renault Fuego Turbo had a Garrett or a KKK blower. Step forward Wheels’ resident mentat, Byron Mathioudakis. He’s more than a walking yottabyte of automotive trivia, though. He can perfectly contextualise any modern car and is intolerant of poor under-thigh support.

SOME OF THE JUDGES WERE A LITTLE EXUBERANT ON LANG LANG’S GRAVEL TRACK JUMP

Noelle Faulkner Spend too long in the Wheels road-testing bubble and you start believing that the TE50 Falcon was the very acme of automotive development. Noelle Faulkner’s role was to provide a refreshing counterpoint. A contributor to GQ, Vogue, Elle, Harper’s Bazaar and many other titles that wouldn’t rate our shoes, Faulkner’s also a closet petrolhead, a handy pedaller and speaks fluent millennial. #yolo

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5 7 6

4 3

LA N G LA N G Proving Ground 1

STATIC POKE AND PROD After a short presentation on each model’s genesis, the judges inspect its every orifice. Exterior and interior design, packaging efficiency, seating, cargo space, versatility.

RIDE AND HANDLING: SEALED ROAD (4.0KM) Used for onlimit handling, bitumen ESC effectiveness, braking stability and steering characteristics.

RIDE AND HANDLING: GRAVEL ROAD (1.4KM) Slippery sand over hardpacked clay, and a slight crown. Used to assess handling and ESC effectiveness.

DIRT ABS TEST Full-force panic stop at 80km/h on a silty surface that can become muddy in wet conditions.

ROUGH RIDE ROAD (1.0KM) Potholes, patches, lumps and bumps driven at a steady 100km/h reveal plenty about a car’s ride, stability and rigidity.

DOUBLE LANECHANGE (120M) Simulates emergency avoidance manoeuvre at 80km/h. Primarily assesses ESC system on bitumen.

WET ABS TEST Another 80km/h brake test, this time on wetted concrete. Reveals not just stopping ability, but also stability.

AEB TESTING Autonomous emergency brakingequipped cars have their sensor smarts appraised by two towed rigs that use the rear ends of real cars.

PONCH’S PROSTHETIC LEG FELL OFF DURING GTS-R W1’S LANE-CHANGE MANOEUVRE. DOES HE LOOK BOTHERED?

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IT’S NEXT TO USELESS COMING INTO COTY WITH PRECONCEPTIONS AS TO WHAT WILL DO WELL

The schedule is brutal. Every car is driven by every judge on every surface. A quick back of the hand calculation of 20 minutes per vehicle assessment puts the second day’s workload at 600 minutes. Ten hours testing would have to be squared away before dusk, when the snappers needed all of the contenders together for the group photo. No pressure then. Another lesson picked up here is that it’s next to useless coming into the event with preconceptions as to what will do well. The process is such that it finds things out that a carefully curated manufacturer press launch sometimes does its best to conceal. For an ex-Pom, the notion of driving a $400K sports car on dirt is still brain-bendingly alien, but it makes a strange sort of sense in assessing suspension tune, ESC calibration, loose-surface braking capabilities and noise suppression. It’s also pretty good fun to pretend you’re Didier Auriol even if you are at the wheel of a frontwheel drive Holden Equinox. Several things keep you on your toes. I remain to be convinced that there’s a spot on the earth’s surface with a greater density of echidnas than Lang Lang, or that any other creature has such a blithely suicidal tendency. Fortunately we left the populace intact but only after getting a few radio heads-ups that one had ambled onto an apex. Then there are the rough-ride sections, double lane changes and both wet-bitumen and dirt-braking tests. The lane change is an eye-opener and the bellwether here is the photography and video corps. When they assemble at the cones, you can be sure something borderline inept is barrelling its way down. The Land Rover Discovery negotiated the right-left-right jink

with all the elegance and poise of a frog in a sock. The Toyota C-HR was a tale of two tyres with the Bridgestone Dueller-equipped front-driver sending witch’s hats flying while the Potenza-shod all-wheeldrive version sashayed through without breaking a sweat. The Kia Stinger GT would loll into a lazy armful of oversteer; hardly the most effective way through the obstacle but not entirely out of character. The first round of voting saw each judge select 10 cars from the field of 22. From those closed slips, editor Inwood totted up the preferences on the whiteboard, ignoring the heckling when a personal favourite had failed to progress. Five cars were shoo-ins for the next round. The Mazda CX-5, the Skoda Kodiaq, the Suzuki Swift, the Alfa Romeo Giulia and the Kia Stinger all received the nod of approval from every judge. To that list was added the Volvo XC60, the Swedish SUV just shading Hyundai’s classy i30 and Toyota’s pert C-HR. @wheelsaustralia 87

RAINDROPS BEAD on the trailing edge of the Stinger’s bonnet like hard candy, perfect lemony droplets set against the super-saturated green of Gippsland’s hills. Ahead of me, the Giulia Quadrifoglio hunkers to the bitumen like a slot car, the surfaceskimming rear diffuser looking for all the world like a giant Scalextric conductive pick-up. Sometimes the most memorable moments of COTY sneak up on you. An early morning transit stage to the drive routes out of Loch is one of them. Cars falling into a rhythmic ebb and flow on the lazily snaking country roads. We’re not driving quickly, but then oftentimes you don’t need to be. It’s just mesmerising to feel the way that these two very different cars fall into a rhythmic lockstep. We discovered at Lang Lang that if a Quadrifoglio driver puts in any semblance of effort, the Stinger GT

videographer (who couldn’t have been more cardboard cut-out millennial) to look as if he was having fun, Carey fixed him with a deathless stare before following in with, “It’s Monday morning, it’s raining, I’m driving an SUV and I’m at work. This is not fun.” It entertained me, though. Noelle Faulkner needed entertaining too, and clearly thought destroying my self-esteem again was long overdue. “You look like a high-school teacher in that,” she laughed as I sat in the Swift. Still, it was better than an earlier look when, after refuelling the fleet and finding no parking bays open on the forecourt, I drove round the corner only to find myself in a bright yellow sports car parked outside a school. Briefly panicked at what Faulkner’s about to label me, I fumble for the keys and move on. We whittle the contenders down to a final three, then

BYRON PICKS UP BUZZES AND RATTLES THAT I’M STRUGGLING TO REGISTER. LATER HE ADMITS HE HAS TINNITUS is easily distanced, but on the road the Korean car feels reassuringly pumped full of excess. Full of electronic guardian angels too, the ESC light flashing dementedly whenever the road is shaded and holding rain from the overnight deluge. The road routes, I soon discover, are not only a great way to assess the everyday utility of each car, but also a priceless opportunity to listen to a different perspective on a car’s perceived strengths and weaknesses and, as Byron demonstrates, you can never be too detail-oriented. He’s able to pick up buzzes and rattles that I’m struggling to register. Later he admits he has tinnitus. There’s nobody better for putting a car’s history in context though, and his ability to dismantle a car’s lack of design originality is little short of amazing. It’s best to approach the curmudgeonly Carey only when he’s up to his caffeine quota. Asked by a

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perform Wheels’ traditional four-ups around the drive route to further assess rear-seat ride and comfort. The arguments have been lengthy and I’ve seen allegiances shift as the testing becomes more intense and the dissection of each contender ever more forensic. It’s been both exhilarating and exhausting, but finally we arrive at that moment where we get to write one car’s name on a piece of paper and hand it to editor Inwood, who then slopes off to the khazi and emerges with the announcement that we have a winner. Apparently, it’s not the done thing to try to cajole the winner out of him and Inwood’s a bit too sharp to be bamboozled into betraying the victor. I think I know, but I’m only 60 percent sure. It’s deeply frustrating to leave COTY without knowing the result, but the wait only renders the anticipation more piquant. Both of us will only scratch that itch by leafing through this mag, so without any further ado…

LOCH

T H E R OA D

MELBOURNE 1 0 5 K M

Loop

Keeping John Carey’s immortal “monotonous repetition is the foundation of great road testing” mantra foremost in mind, COTY’s road loop is all about re-tracing the same roads, at roughly the same speeds, in every Stage Two variant. Deviating slightly from our previous route due to the implimentation of 80km/h limits in former 100km/h zones, the road loop begins in the charming village of Loch, transitioning from a 50km/h-limited suburban street directly into the topographically challenging 100km/h-signposted turf that is the Loch-Wonthaggi Road. A driver change just after the roundabout on the sinuous Bena-Kongwak Road introduces an even lumpier surface until emerging in the hamlet of Bena. Then it’s left on the South Gippsland Highway – a great test of engine torque, cruise control and driver-assist systems – before returning to Loch. In all, 57km of blissful repetition, to the varying tune of tyre hum, engine revs and judge’s opinions.

BENA

57KM ROAD LOOP

GLEN ALVIE

KONGWAK

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COTY 2018 feels a pivotal event. It marks the last hurrah for an Australian car, in the form of the HSV GTS-R W1, for which the eligibility criteria were bent just far enough. Against the COTY cornerstones of Function, Technology, Safety, Efficiency and Value, the W1 could have its work cut out. Those looking for a better bet for the overall win will note that, for the first time, SUVs represent more than half the field, so this genre appears to have a better than evens chance of carrying off a second consecutive gong. Yet eight more models representing Japan, Germany and Korea have other ideas, and the proving ground kicks off proceedings by putting dynamics – the typical SUV’s least compelling quality – under the blowtorch...

STAGE

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AudiQ5

THERE’S a certain calculated conservatism to Audi’s Q5 that, were you of a cynical persuasion, could be described as vehicle development by numbers. It’s hard to shake off the feeling that plug-and-playing parts from the VolkswagenAudi Group’s existing platform and componentry catalogue to form a cohesive end result can’t have been overly taxing. Despite this circumspection, the Mexican-built Q5 initially seems greater than the sum of its parts bin. In fact, it’s a thing of quiet loveliness in the way that it draws a bead on its target market and then coolly ticks boxes until it appears folly to consider anything else. Audi does buttonpressing with a truly opaque guile. We arrived with a $65,900 2.0 TDI quattro, a $73,500 2.0 TFSI quattro and a $99,611 SQ5 and it was apparent that the steel-sprung diesel car needed the optional air suspension, despite riding on blimpy 60-series Michelin Latitudes. The 2.0 TFSI not only had the $3990 adaptive air suspension option, which quelled head toss no end, but also featured more focused 45-series ContiSport Contact5 rubber. Both of these vehicles ride on the quattro ultra chassis, which uses a fiendishly complex set of predictive algorithms to direct drive to the rear wheels only when required, promising better fuel economy as a result. But on the gravel at Lang Lang, it was soon apparent that quattro ultra has its limits, applying a big clamp of traction

CAR OF THE YEAR

S TA G E O N E | P R O V I N G G R O U N D

PRE-EVENT DARK HORSE STUMBLES AT THE FIRST

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control under acceleration due to the fact that it can never send more than 50 percent of available torque to the rear axle. Driven solely on bitumen it would rarely prove an issue, but demand too much away from the blacktop and the Q5’s shortcomings soon become apparent. Of the two regular Q5s, the delightfully slick 2.0-litre TFSI is the undoubted pick, its 185kW output more than enough to make the 140kW diesel feel somewhat lumpen. Nevertheless, the SQ5 served as a telling reminder that software sleights of hand only get you so far. This 260kW hot tamale features a more traditional centre-locking differential and, as a result, featured none of the axle-tramp of quattro ultra when accelerating on the loose surface, the nominal 40:60 initial front/rear torque split capable of sending up to 85 percent rearwards. The SQ5’s optional quattro sport diff on the rear axle also delivered a rewarding and well-dialled smearability out of fast corners. The Q5 emerged as unadventurous, inoffensive but pleasantly executed; a combination rarely sufficient for an extended innings at COTY. In the end, a glitch with the Q5’s electronics (see sidebar, far right) rendered moot any discussion of it progressing to the second round. That issue didn’t affect the SQ5, and had we left the cooking Q5s at home and only brought the SQ5 along, it could well have claimed some notable scalps. A N DY E N R I G H T

SPECS BODY Type 5-door wagon, 5 seats Boot capacity 550 – 610 litres Weight 1720 – 1870kg DRIVETRAIN Layout front engine (north-south), AWD

Engine

1984cc 4cyl turbo (185kW/370Nm); 2995cc V6 turbo (260kW/500Nm); 1968cc 4cyl turbo-diesel (140kW/400Nm)

Transmission

7-speed dual clutch; 8-speed automatic

CHASSIS Tyres 235/60R18 – 255/40R21 ADR81 fuel consumption 5.3 – 8.7L/100km

CO 2 emissions 139 – 200g/km

Collision mitigation Crash rating 5 stars (Euro NCAP) Prices $65,900 – $99,611

“THE 2.0TFSI IS FIZZY, ENERGETIC AND REFINED” ALEX INWOOD

“SQ5 IS A COMPLETE GT PACKAGE: SLICK, SPEEDY AND SEXY” BYRON MATHIOUDAKIS

THEM’S THE BRAKES The Q5s raised eyebrows at Lang Lang when judges consistently reported severe corner exit braking interventions in both of the non-S cars. It was enough to heavily weight the nose to the extent that the vehicles would lurch wide by around half a lane’s width. It also happened at speeds generally replicable in spirited road driving. Through the lane-change manoeuvre, the Q5’s stability control system proved over-zealous, but it wasn’t clear which of the car’s control systems was responsible for throwing on the anchors at the proving ground. After discussing the symptoms with Audi, an investigation into the cause of this issue is under way. Stay tuned...

THE Q5 2.0 TFSI WIELDS SOME FORMIDABLE SHOWROOM CLOUT AND IS ALSO THE BEST Q5 TO DRIVE. WE’D STILL BE TEMPTED TO KEEP SAVING FOR THE GUTSY SQ5, THOUGH

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S TA G E O N E | P R O V I N G G R O U N D

BM W5 Series

CAR OF THE YEAR

SPEED-DATING NOT A FORTE OF MUNICH’S BIG-BUDGET BAHNSTORMER

CONTENDERS don’t get long to make a favourable impression during the first few days of COTY and that’s exactly how it should be, in a way replicating the time spent during the test drive experience of a paying customer. If a car can’t shine in that first 20 minutes at Lang Lang, it’s almost a guarantee it will struggle to progress – a quandary in which BMW’s 5 Series finds itself. So technologically dense is the G30 generation that it takes quite a while to appreciate its breadth of talent. Unfortunately it seems that a focus on driver aids and infotainment has come at the expense of the sort of driving dynamics we associate with the 5 Series. In short, it no longer feels like the keen driver’s choice in the segment. There were notable high points. The six-pot turbo-diesel in the 530d is everything you’d hope for – smooth, brawny and seemingly unburstable – while the lighter front end of the 530i gave it a welcome extra measure of agility for a big ’un. Yet almost every judge emerged from the BMW with a slightly vexed look plastered across their face. Disappointment? Frustration? In truth, it looked a combination of both. Carey was even-handed enough to give the 5 Series a certain benefit of the doubt. “It’s one of those cars, I suspect, that feels much more at home – and impressive – on the road, not a proving ground,” he noted. I never felt that charitable. Looking back at my notebook it’s fairly vitriolic stuff, but that’s largely due to the high bar that BMW has set itself with previous iterations of the legendary 5 Series. The ride and handling compromise of the G30 never endeared itself to the judging panel. “Not bad to drive,” was one comment on the 530e 94 wheelsmag.com.au

plug-in hybrid. Faint praise indeed. “ESC everywhere, throttle denial everywhere,” was another. We laud BMW’s commitment to bring the 530e to market for the same price as the 530i, but it can’t match its conventionally powered sibling for reassuring consistency of powertrain response. All suffered an odd combination of muted, floaty ride interspersed with surprisingly flinty interjections over harsher bumps. Much of that was down to tyre choice, the 530i riding on 20-inch Goodyear Eagle F1s that sent a crashing shudder through the body when negotiating Lang Lang’s cattle grid at even modest speeds. One judge reported that the stability-control light of the 530d was illuminated virtually all of the way round the loose surface course, without applying an extravagant ladling of right boot. All three struggled to pull away cleanly after the dirt road braking exercise, although it was hard to fault the wet braking on bitumen. BMW has openly admitted that this G30 5 Series is more a luxury car than a sports sedan, and it’s easy to see the Germans’ viewpoint. A current 3 Series occupies virtually the same road footprint as the revered E39 Five, with this latest 5 Series spun off the same modular Oberklasse platform as the current G11 7 Series. Even taking this into account, the 5 Series didn’t do enough to progress. It lacked the velvety isolation of a top-notch luxury car, the feedback of a sports sedan and the talent to carry off both roles convincingly. Maybe it would show its best as a bit of a slow-burner, a car you’d grow into, particularly when optioned selectively. But time was a luxury the Fives at COTY weren’t afforded. A N DY E N R IG HT

SPECS BODY Type 4-door sedan, 5 seats Boot capacity 410 – 530 litres Weight 1530 – 1770kg DRIVETRAIN Layout front engine (north-south), RWD

Engine

1998cc 4cyl turbo (135kW/290Nm); 1998cc 4cyl turbo (185kW/350Nm); 2998cc 6cyl turbo (250kW/450Nm); 1998cc 4cyl turbo hybrid (185kW/420Nm); 1995cc 4cyl turbo-diesel (140kW/400Nm); 2993cc 6cyl turbo-diesel (195kW/620Nm)

Transmission

8-speed automatic

CHASSIS Tyres 245/450R18 – 275/30R20 ADR81 fuel consumption 2.3 – 7.2L/100km

CO 2 emissions 53 – 164g/km

Collision mitigation Crash rating 5 stars Prices $92,900 – $138,610

THE TYRANNY OF CHOICE BMW Australia apparently has an instruction sheet guiding staff through the opaque combinations of dynamic options covering steering systems, damper set-ups, active anti-roll bar choices and varying wheel sizes available on each 5 Series model. Given the dizzying permutations of variations available, it’s easy to see how some testers have loved the G30 Five while others have come away crestfallen. It shouldn’t be a lottery to land a 5 Series that drives with a panache that matches the brand’s DNA.

BMW SAYS THE G30 IS MORE LUXO CAR THAN SPORTS SEDAN, BUT THE DYNAMIC LOSS IS MORE OBVIOUS THAN ANY RIDE UPSIDE

“LOVELY TURBO-DIESEL DRIVETRAIN. REAL CLASS”

“THE 530E’S TECH-OVERLOAD INSTRUMENTS ARE A STEP BACKWARDS FOR BMW” BYRON MATHIOUDAKIS

JOHN CAREY

@wheelsaustralia 95

BM WX3

CAR OF THE YEAR

S TA G E O N E | P R O V I N G G R O U N D

X MARKS A GOOD SPOT COMPARED TO THE OLD X3, HOWEVER... THE NEW X3 is the first to break the link to the 3 Series that’s implied in its name. Instead, the third generation of BMW’s mid-size SUV uses the same building blocks that provide the foundations for the new 5 and 7 Series. It’s a change that brings increases in both size and sophistication. Its growth makes the new X3 larger in every key dimension, with the exception of height, than the first X5. Naturally enough, the new X3’s interior is roomier than the model it replaces. In answer to persistent carping by critics, BMW chose to invest the extra centimetres in the rear seat. It’s now spacious back there, but the size of the X3’s cargo compartment remains unchanged. From the excellent front seats the view is dominated by an instrument panel like that in the 5 Series, including the bright, crisp and customisable centre touchscreen. The quality of the X3’s interior makes a great first impression, but this fades the deeper you dig. There’s nothing premium about the plastics found in the lower sections of the cabin. As it utilises the same electrical architecture as BMW’s big sedans, the X3 comes equipped not only with an impressively flexible infotainment system, but also the latest generation of the company’s advanced safety and driver-assistance technology. BMW’s AEB passed the tests conducted during COTY, which involved driving at sedan and ute rear ends at a variety of speeds. The X3 also stopped well, although its ESC was sluggish in reacting to some dirt road slides. Wheels assembled all three of the variants on offer in Australia from the X3’s November launch: the 20d, 30i and 30d. All engines are teamed with

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an eight-speed automatic driving all four wheels through the latest version of BMW’s xDrive system. Only two of the seven COTY judges had driven the four-cylinder turbo-diesel 20d when its checkengine warning light came on. BMW advised it shouldn’t be driven, so it was withdrawn from further participation. Each of the COTY-participating X3s came heavily optioned, with around $15,000 of extras on top of already hefty basic price tags. Adaptive dampers were included on all three. This optional technology helps deliver capable, if not especially involving, handling. For an SUV. But some judges felt that the ride quality in Comfort wasn’t comfy enough, and that the steering felt a bit too remote. The turbo four-cylinder petrol-burner in the 30i is feisty, but it’s overshadowed by the turbodiesel six of the 30d. This is an engine that brings real charisma to compression ignition; smooth, responsive, hugely muscular and surprisingly melodious. The superb quality of the calibration work on the eight-speed auto to match it with each engine was obvious. These are high-class drivetrains. They’re relatively efficient, too, though some of the credit here must go to the flab-cutting efforts of BMW’s body and chassis engineers. In a world where premium SUV is another way to spell high profit margins, the new X3 is a hugely important model for its maker. The newcomer is a definite improvement over the version it replaces and, at long last, genuinely competitive in its market segment. But other brands are also doing their best to win the premium medium SUV race and one, at least, is doing better than BMW. JOHN CAREY

SPECS BODY Type 5-door wagon, 5 seats Boot capacity 550 litres Weight 1750 – 1820kg DRIVETRAIN Layout front engine (north-south), AWD

Engines

1995cc 4cyl turbo-diesel (140kW/400Nm); 1998cc 4cyl turbo (185kW/350Nm); 2993cc 6cyl turbo-diesel (195kW/620Nm)

Transmission

8-speed automatic

CHASSIS Tyres 245/50R19 – 275/40R20 ADR81 fuel consumption 5.7 – 7.6L/100km

CO 2 emissions 149 – 174g/km

Collision mitigation Crash rating not yet rated Prices $68,900 – $83,900

X-pansion plans The X3 family will grow quickly, starting early this year with the high-performance M40i. It features a 265kW turbocharged version of BMW’s lovely 3.0-litre in-line six petrol and uprated suspension and braking systems. It will be followed by the 20i, an entry-level rear-drive variant powered by a 2.0-litre turbo-petrol four. Then in 2020, BMW will launch a battery-electric version and this is sure to come to Australia.

THIRD-GEN X3 IS NOW BIGGER THAN THE ORIGINAL X5, BUT IT FAILS TO ACHIEVE THE HIGHS OF THIS YEAR’S COTY WINNER

“A MASSIVE STEP UP … TO ADEQUACY” ALEX INWOOD

“CABIN IS A HUGE IMPROVEMENT OVER THE PREVIOUS MODEL” BYRON MATHIOUDAKIS @wheelsaustralia 97

S TA G E O N E | P R O V I N G G R O U N D

HOLD ENEquinox

CAR OF THE YEAR

DYNAMICS ARE EUROPE VIA OZ, BUT THE FLAVOUR IS PURE MIDDLE AMERICA GIVEN the ever-expanding footprint of the medium-SUV category, the importance of the Equinox to Holden’s fortunes in this country cannot be overstated. If this Astra/Cruze-derived front- or all-wheel-drive wagon manages the expected 20,000 sales per year, the Equinox will become Holden’s best-selling vehicle. And if not, someone at GM needs to take a long, hard look at the opposition. Against two core COTY criteria – Value and Function – the Equinox punts the ball directly between the goal posts. The $28K LS manual solidly nails the equipment brief for its modest outlay, although you need to stretch to the autoonly LS+ ($33K) to ensnare a full safety suite of AEB, forward collision alert (with your choice of a near-deafening audible warning or a mildly titillating driver’s seat that vibrates), along with other family-protecting electronics. There’s also the bonus of class-beating rear seat space, with a fully flat floor and three-person bench, and a driving experience that’s “only about 300 percent better than expected”, according to deputy editor Andy Enright. An excellent ESC calibration – far better than that of any European SUVs at COTY – strong dirt braking, fluid handling, crisp steering and taut body control all highlighted the success of Holden’s input when tuning the Equinox. Once everyone had lapped Lang Lang’s challenging course in the Equinox range, “not really noxious at all” became the consensus. But further investigation exposed a surprising lack of cohesion. It seems Holden’s Mexican-built SUV is either Cinderella or the ugly stepsister. First, its interior. Expansive, yes, but the LS’s blanket-grey cabin screams ‘austerity’ and its (nicely shaped) plastic steering wheel and core plastics look and feel like they’ve been ripped straight from a 2001 XC 98 wheelsmag.com.au

Barina. Then there’s the issue of a steering column that doesn’t quite extend far enough, pedals mounted a bit too close together, and a needlessly massive centre console that forces you to adopt a claw-handed position when trying to shift gears in the 1.5-litre turbo manual. Pity, because the base engine is unexpectedly punchy and torquey. Moving up the Equinox ladder does little to brighten its visual appeal – “not costly, and looks it”, noted Carey – unless your concept of expense is chrome chintz. Equinox may drive like an Aussie-accented European but it remains firmly rooted in middle America when it comes to trim tactility and design aesthetics. It also stumbles in the function department. You get an exceptionally strong 2.0-litre turbo-petrol engine tied to a well-calibrated nine-speed auto, but it really needs AWD (a $4300 option on the $39,990 LTZ, standard on the $46,290 LTZ-V) to properly channel its muscle. The auto shifter’s top-mounted ‘manual’ switch is sheer idiocy in its inept operation, and while the 19-inch wheels of the LTZ and LTZ-V raise the showroom sparkle, they also expand Equinox’s turning circle to a laborious 12.7 metres and tarnish its low-speed ride. These top-spec models bring plenty of technology – like wireless phone charging, a height-adjustable electric tailgate, and connectivity galore for rear-seat passengers – but aside from active noise cancellation (on all automatics), this tech is essentially garnish, not advancement of the breed. Core stuff, like the Equinox’s groaning ABS operation on wet surfaces and its inability to change direction briskly enough to nail our lane-change manoeuvre – point to the fact that this is a middle-of-the-road SUV packing a handful of star qualities. Sadly, the Equinox has X-factor in name only. N AT H A N P O N C H A R D

SPECS BODY Type 5-door wagon, 5 seats Boot capacity 846 litres (to ceiling) Weight 1526 – 1732kg DRIVETRAIN Layout front engine (east-west), FWD/AWD

Engines

1490cc 4cyl turbo (127kW/275Nm); 1998cc 4cyl turbo (188kW/353Nm)

Transmissions

6-speed manual; 6-speed automatic; 9-speed automatic

CHASSIS Tyres 225/65R17 – 235/50R19 ADR81 fuel consumption 6.9 – 8.4L/100km

CO 2 emissions 160 – 196g/km

Collision mitigation Crash rating 5 stars Prices $27,990 – $46,290

Global genesis Development work began on Equinox five years ago, with Holden involved from the beginning. Unique suspension hardware, damper tune, electric steering and stabilitycontrol calibrations all feature on Oz-bound cars. What we don’t get is the classier look of the GMC Terrain version (above), visually linking the car with Holden’s forthcoming (GMC-sourced) Arcadia SUV. Only the (Chevrolet) Equinox was developed for right-hook markets, including Malaysia, Brunei, Africa and Australasia.

“A BAZILLION MILES AWAY FROM THE CAPTIVA, AND VERY EUROPEAN IN DYNAMIC FLAVOUR”

“NOT THE PEPPA PIG I HAD BEEN CALLING IT, BUT A BOAR WITH A RING IN ITS SNOUT!”

BYRON MATHIOUDAKIS

NOELLE FAULKNER

THE EQUINOX MIGHT APPEAR A BIT WALMART, BUT IT DRIVES LIKE IT WAS BUILT FOR OZ. WELL, IT WAS TUNED AT LANG LANG...

@wheelsaustralia 99

H ONDACR-V

CAR OF THE YEAR

S TA G E O N E | P R O V I N G G R O U N D

A SMALL STEP FOR SUVS, BUT ONE GIANT LEAP FOR CR-V THE MOST improved new vehicle of 2017? That’d be Honda’s CR-V hands down. Now in its fifth generation since helping lead the medium-SUV onslaught some two decades ago, this is new-from-the-ground-up stuff, sharing nothing from before bar its nameplate. And thank Lord Soichiro for that! The previous model unceremoniously bombed out of COTY 2013 due to being uncharacteristically rubbish. But clearly Honda has been listening. The new CR-V’s fresh, strong ‘Earth Dreams’ chassis soaks up bumps where previous versions would simply telegraph them through inside. Noise, vibration and harshness levels have been quelled significantly; the stability and traction control systems now work with (rather than against) smooth and relaxing passage; and general handling and roadholding traits have improved markedly. Volkswagen’s (previous) Tiguan and the BMW X3 served as dynamic benchmarks, so it’s no shock the Mk5 CR-V is the most enjoyable yet. All this is brilliant news for medium-SUV buyers, especially as Honda has attempted to democratise performance with a muscular yet miserly 1.5-litre turbo-petrol four across the range. And it will happily drink 91-octane unleaded too. Even paired with an efficiency-focused CVT transmission (sadly a manual is not available), this powertrain plays second fiddle to the CR-V’s capable chassis. Honda claims the new-gen model was engineered for European and Australian drivers first, and it shows. But wait, there’s more. Within the handsomely proportioned exterior is a spacious, beautifully built, well-presented cabin that proudly prioritises family practicality and occupant wellbeing. Access, clarity, operational ease, storage and vision are all first class, backed up by a massive wagon-like

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cargo capacity that is vast enough to now include a third-row option. Such attention to detail reflects the Honda’s long-standing position as America’s favourite SUV (even if it is designed in Japan). Finally, there’s the subject of value, a former brand bugbear but one that this Thai-built CR-V more or less nails. Along with a newly announced five-year warranty, every model includes driverattention alert, tyre-pressure monitoring, keyless entry/start with walk-away locking (very handy), a rear-view camera, Apple CarPlay/Android Auto, dual-zone climate control, alloys and a full-sized spare. Even the boggo VTi seems premium. When Honda tries, rivals really ought to worry. So, what’s the catch? Autonomous Emergency Braking is only available on the $45K VTi-LX AWD range-topper, and that’s hardly egalitarian. While Honda promises to amend this oversight some time in the future, in an all-new family wagon such cynicism is both surprising and disappointing, particularly as the Mazda CX-5 – another COTY contender – standardised AEB years ago. Additionally, other areas also require attention. The gutsy, yet shouty 1.5 turbo lacks the sweetness of previous Honda engines. Tyre noise remains high, gravel braking distance can be alarming and the slow, vague-on-centre steering lacks crispness. Nevertheless, today’s CR-V rights previous wrongs with breathtaking ease, hitting our judging criteria square-on for efficiency, packaging and – selective AEB inclusion aside – safety and value. But while playing the game smartly, the Honda doesn’t actually move anything on. Still, as the recipient of Most Improved for COTY 2018, it is a medium SUV we would now happily recommend. BY R O N MA T HIO U DA KIS

SPECS BODY Type 5-door wagon, 5/7 seats Boot capacity 522 litres Weight 1536 – 1642kg DRIVETRAIN Layout front engine (east-west), FWD/AWD

Engine

1498cc 4cyl turbo (140kW/240Nm)

Transmission CVT automatic

CHASSIS

Tyres 225/65R17 – 235/60R18 ADR81 fuel consumption 7.0 – 7.4L/100km

CO 2 emissions 160 – 168g/km

Collision mitigation VTi-LX only Crash rating 5 stars Prices $30,690 – $44,290

NEWFOUND URGE, HANDLING, GRIP AND POLISH TEAM WITH TYPICAL CR-V PRACTICALITY IN HONDA’S BEST SUV YET

“LIMOUSINE-LIKE ROOM IN THE REAR SEAT”

Size matters Honda claims this is the most global CR-V yet, even though it was created primarily for US appetites. Proof of this is in the dimensions. Designed by an American in Japan, it is 11mm longer, 35mm wider and about 6mm taller than before. A 40mm wheelbase stretch made the optional three-row version possible – something demanded by South East Asian customers. Previously Honda resisted such a move because it already offered a larger seven-seater SUV (the Pilot, pictured below) in the US.

ALEX INWOOD

“VOCAL ENGINE AND ROARING CVT AT ODDS WITH RO RREFINEMENT ELSEWHERE” NATHAN PONCHARD

@wheelsaustralia 101

S TA G E O N E | P R O V I N G G R O U N D

H SVGTS-R W1

CAR OF THE YEAR

WILDCARD ENTRY THAT PUT THE EMPHASIS ON ‘WILD’ IN PURE Car of the Year criteria terms, the HSV GTS-R W1 almost certainly shouldn’t be here. But extraordinary times – such as the recent demise of Australia’s century-old car manufacturing industry – often call for extraordinary measures. And in many ways, the W1 is an extraordinary car. Let’s remove the elephant from the room first. This is a heavily modified version of a four-yearold sedan (remember the VF’s Round Three appearance at COTY 2013?), based on an allAustralian design that claimed a COTY trophy on its debut in 2006. So while the W1 gets its own dry-sumped engine and close-ratio gear set (from the Corvette ZR1), a unique input shaft (rated at 850Nm), a twin-plate clutch, solid flywheel, new suspension hardware and toughened components, it fails to tick the ‘significantly modified’ box for body alterations. Different bumpers, styling details and badgework simply aren’t enough. Same goes for its microfibre-clad steering wheel. You can option that on a regular GTS-R. But this is the last time we’ll ever feature a ‘new’ Aussie-made V8 of any kind in this magazine. And given we find ourselves at this poignant juncture in Australian motoring history, we were prepared to look the other way while the W1 joined the grid. In terms of fuel economy, its 16.5L/100km official number is nowhere near as heinous as its real-world consumption can be. That MH3 gear set is all about racetrack prowess, meaning the W1’s stupendous LS9 bent-eight is turning at 1950rpm at 100km/h, copious emissions and thunder erupting from its exhaust ... all of which is about as relevant to most owners as a Toyota Prius’s 0-100km/h figure. Potentially the same applies to the W1’s Supashock suspension. It ditches HSV’s sophisticated magnetised adaptive dampers for 102 wheelsmag.com.au

fixed-rate units derived from Supercars race cars, and on the handling course at Lang Lang there’s tangible evidence that they hunker this 1.9-tonne lump down to the task at hand. Vast Pirelli P Zero Trofeo R tyres – measuring 295/30R20 at the business end – help, of course, yet the W1’s stunning poise, power-down and performance, even carrying four passengers, will remain branded in everyone’s memory as arguably the quickest thing we’ve ever driven around Holden’s proving ground. Terrific human/machine interface too. “Manual gearbox works brilliantly on this car” commented Andy Enright, alluding to the surprising ease and precision of its shift and clutch relationship, even in a pilot-build car like this that’s been absolutely flogged by the press. And we’re going to miss the W1’s vast interior with its generous seating and honest-to-goodness aura. Not surprisingly, though, the W1 demands many compromises in the real world. Its suspension doesn’t like bumps and jostles constantly, at times quite vigorously. Besides forward-collision warning, it offers no real active-safety smarts, and if you’re wondering where its 70 percent price premium over a similar GTS-R sedan went, then you wouldn’t be alone. This is a purpose-built performance machine whose razor-sharp focus necessitates that it can’t possibly please everyone. But if value can be measured in the prices now being asked for this sold-out $170K swansong sedan, then maybe its position as Australia’s greatest-ever V8 could even be financially justified. What’s harder to swallow, though, is the void this car is going to leave. As Noelle Faulkner so eloquently pointed out, it’s “a bittersweet drive, not to mention a cultural loss. It’s hard to be critical of something that will never exist again.” NATHAN PONCHARD

SPECS BODY Type 4-door sedan, 5 seats Boot capacity 496 litres Weight 1895kg DRIVETRAIN Layout front engine (north-south), RWD

Engines

6162cc supercharged V8 (474kW/815Nm)

Transmission 6-speed manual

CHASSIS Tyres 265/35R20 – 295/30R20

ADR81 fuel consumption 16.5L/100km

CO 2 emissions 384g/km

Collision mitigation Crash rating 5 stars Price $169,990

“FEELS LIKE A PROPER SUPERCAR. AN EMOTIONAL EXPERIENCE ON SO MANY LEVELS”

Angle of attack

BYRON MATHIOUDAKIS

“FEELS SO ANALOGUE BUT WANTS FOR SOMETHING IN SUSPENSION TRAVEL AND REBOUND DAMPING” ANDY ENRIGHT

We bent the rules to include the W1, but the teenagers swarming in our motel carpark certainly appreciated it, as did each judge as they extended the old-school, bad-to-the-bone LS9 V8 to its 6600rpm limit. “I’ve just realised it’s the last time I’ll drive a real Holden round here”, mused John Carey at Lang Lang. And what a display. Superb change-of-direction in the lane change, eye-popping braking on the handling course and an ear-splitting soundtrack more than made up for any lack of finesse.

FACTOR INITIAL APPRECIATION INTO YOUR VALUE ASSESSMENT, AND THE W1 COULD HAVE BEEN A COTY CONTENDER...

@wheelsaustralia 103

HY UN DAIi30

CAR OF THE YEAR

S TA G E O N E | P R O V I N G G R O U N D

A BOLD KOREA MOVE, BUT HITS A SELF-IMPOSED GLASS CEILING THE i30 is a Korea best. It’s more accomplished than anything the country’s biggest car maker has done before. “Hyundai at last comes of age,” noted Mathioudakis. His fellow judges wouldn’t disagree. This is a range of good-looking small hatchbacks from a car maker that’s finally reached maturity, after a long and spotty puberty. But while the i30 line-up is generally polished, some models in the range shine brighter than others. The SR and SR Premium, the only i30 models equipped with Hyundai’s fine 1.6-litre turbo four and multi-link rear suspension, are the stars. There’s very lively performance, delivered in a refined fashion, to go with a chassis that neatly blends agility and comfort. While the ride and handling of third-generation i30 models with turbo power is a cut above the rest, all benefit from suspension and steering tuned in Australia specifically for our market. Hyundai offers two other engines, a 2.0-litre direct-injection four and a 1.6-litre turbo-diesel. Both these are equipped with a simpler and less costly torsion-beam rear suspension that’s unable to quite match the dynamic finesse of the multilink-equipped models. More importantly, from a safety perspective, the smaller Kumho tyres on the least costly i30 variants lack grip. The poor rubber on the 2.0 GDi Active auto at COTY was noted by judges. Also noted was the good stopping power of the 1.6 CRDi Elite and 1.6 T-GDi tested, both of which have broader and better tyres. Hyundai’s 2.0 GDi engine is fiesty but not as smooth as the 1.6 T-GDi. The turbo-diesel 1.6 CRDi delivers adequate performance. While a six-speed

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manual is offered in combination with all engines, the vast majority of customers will choose the automatic option. Or, rather, options. The 2.0-litre GDi with a conventional six-speed auto, the turbo petrol and turbo diesels with a seven-speed dual-clutch transmission. Efficiency isn’t a strong point of any of the i30 drivetrains. All of them, according to official ADR81 tests, use more than their equivalents in Corolla, Golf and Mazda 3 line-ups. Here’s a sign that Hyundai hasn’t attempted to advance to the head of the small-car class in terms of technology. The i30 is built on a platform that’s a thorough update of the one used in the car it replaces. The same is true of the engine range. There’s no emphasis on lightness or advanced drivetrain tech. In other areas the i30 is more competitive. The interior, at least in the equipment grades above Active, is a pleasant and comfortable place to spend time. In all, the cabin has decent rear seat and cargo space. Pricing across the range is competitive, but the quick, capable, refined and well-equipped SR is obviously the model that stands out for value. The base-grade Active also stands out, though not in a good way. Its lack of AEB, in a segment where this important safety technology is increasingly common, was one of the main reasons the i30’s COTY campaign came to an early end. For technical reasons, AEB is also missing in the manual version of the likeable SR. There’s still a little way for Hyundai to go to reach the very top of the class. But the i30 shows it’s now getting very, very close. JOHN CAREY

SPECS BODY Type 5-door hatchback, 5 seats Boot capacity 395 litres Weight 1357 – 1445kg DRIVETRAIN Layout front engine (east-west), FWD

Engines

1582cc 4cyl turbo-diesel (100kW/ 280 or 300Nm); 1999cc 4cyl (120kW/203Nm); 1591cc 4cyl turbo (150kW/265Nm)

Transmissions

6-speed manual; 6-speed automatic; 7-speed dual-clutch

CHASSIS Tyres 205/55R16 – 225/40R18 ADR81 fuel consumption 4.5 – 7.5L/100km

CO 2 emissions 119 – 176g/km

Collision mitigation not Go or Active

Crash rating 5 stars Prices $20,950 – $33,950

“THE SR IS EXTREMELY STRONG VALUE”

LOCAL TUNING BENEFITS WHOLE LINE-UP BUT UP-SPEC i30S WITH MULTI-LINK IRS AND BETTER RUBBER ARE A CUT ABOVE

ANDY ENRIGHT

“HAS A SUPPLENESS AND LAYER OF POLISH NOT EVIDENT IN THE KONA” NATHAN PONCHARD

LOOKS UP MARKET The clean looks of the i30 are a consequence of Hyundai’s ambition. The big Korean aims to become the best-selling Asian automotive brand in Europe. The i30 will play a big role in delivering this status step-up. Not only was it designed in Europe, it’s also made there. All the i30s out of Hyundai’s Czech factory get multi-link rear suspension, and autos are all seven-speed dualclutch, unlike Australia’s Korean-sourced cars. @wheelsaustralia 105

S TA G E O N E | P R O V I N G G R O U N D

Hy u nd aiKona

CAR OF THE YEAR

A COOL OUTFIT AND ACCESSORIES CAN ONLY GO SO FAR

IF YOU’RE going to be late to a party then bring it or don’t bother attending. Clearly, this is the approach Hyundai adopted with the all-new Kona which goes all-out to impress the baby-SUV set. Positioned beneath the big-selling Tucson, the Californian-styled, German-engineered newcomer makes a grand entrance with striking looks backed by an array of colour and accessory couture. This South Korean-built crossover is literally high fashion right now. Based on the latest i30 hatch platform, Hyundai’s packaging boffins have also created a comparatively spacious and sensibly laid out interior, despite being even shorter than archrival Mazda CX-3, courtesy of a wide and lengthy footprint. So, five at a squeeze will fit, with a segment-average cargo capacity out back to boot. And then there are the benefits the brand is renowned for, such as low starting prices, high equipment levels (even the base Kona scores an auto transmission, rear camera, 7.0-inch touchscreen with Apple CarPlay/Android Auto multimedia, alloy wheels and roof rails), pleasing build quality and a strong aftersales focus. And while AEB isn’t standard on the cheapest variant, another $1500 solves that, bringing with it goodies like blind-spot warning, rear cross-traffic alert, lane-keep assist, auto high beam, driver attention warning and powered folding mirrors. Add a pair of powerful engine choices including a strident 1.6-litre turbo/sevenspeed dual-clutch combo for $3500 extra (worth every penny as it also turfs out the torsion-beam rear end for a more sophisticated multi-link IRS set-up, plus all-wheel drive and bigger brakes), and it is conceivable that the crowd-pleasing Kona might become the toast of 106 wheelsmag.com.au

the burgeoning small-SUV soiree. However, under the brutal morning-after-like spotlight that is COTY judgment, disappointing blemishes begin to appear. Hyundai expects most will buy the front-driveonly 2.0-litre, and while it’s a solid and dependable performer, it isn’t especially spirited and becomes coarse at higher revs. That turbo AWD alternative is a peach by comparison. Perhaps, more importantly, although Hyundai says the Kona underwent substantial Australianspecific suspension and steering tuning to imbue a “sporty, get-up-and-go feeling”, the result is an at-times noisy and harsh ride that never feels settled. If comfort is a priority, stretch to the 1.6 turbo with IRS, but not the 18-inch-wheeled Highlander flagship as it can become too choppy. On smooth roads, the steering is pleasingly measured and responsive, making the most of the chassis’ planted agility and contained body control, but weights up heftily in Sport mode. On gravel the stability-control system reacts late and with little finesse, underscoring the additional work that’s required to hone the Hyundai’s dynamics. Ultimately, these foibles, plus poor wet- and gravel-road braking, a propensity to occasionally bottom out where rival SUVs didn’t, some steering rack rattle and the cabin’s dreary, plasticky ambience highlight the fact that the Kona doesn’t really progress anything in its segment aside from the 1.6 turbo’s performance. Also present at this year’s COTY was the morerounded Hyundai i30. In terms of refinement, comfort and value, the hatch easily outclasses its closely related SUV stablemate. We know whose party we’d rather attend. B Y R O N M AT H I O U DA K I S

SPECS BODY Type 5-door hatch, 5 seats Boot capacity 361 litres Weight 1290 – 1507kg DRIVETRAIN Layout front engine (east-west), FWD/AWD

Engines

1999cc 4cyl (110kW/180Nm); 1591cc 4cyl turbo (130kW/265Nm)

Transmissions

6-speed automatic; 7-speed dual-clutch

CHASSIS Tyres 205/60R16 – 235/45R18 ADR81 fuel consumption 6.7 – 7.2L/100km

CO 2 emissions 153 – 169g/km

Collision mitigation OPT Crash rating 5 stars Prices $24,500 – $36,000

How ow to ne a Kona hone Like most Hyundais, Oz-specific fic chassis ch tuning ing was undertaken to make the Kona Ko ona feel sportier, over “thousands of kilometress of testing on a variety of surfaces, from country lanes to freeways to corrugated dirt roads”. The upshot saw three sets of front and two sets of rear springs tested, as well as 13 different front and 23/29 (FWD/AWD) rear damper combinations, and two anti-roll bars. Plus, both Euro 5 compliant engines run on 91 RON. There’s no diesel or manual in the works.

BELOW: KONA’S WET BRAKING PERFORMANCE WAS NOTHING SPECIAL, NOR ITS ABILITY ON DIRT

“THE 1.6-LITRE TURBO ENGINE IS A LITTLE BEAUTY!”

“OVER-MARKETED, UNDER-ENGINEERED” ALEX INWOOD

JOHN CAREY

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LA N D R OVE R

Discovery

CAR OF THE YEAR

OFF-ROAD SLANT SEES DISCO SLIDE OFF THE DANCE FLOOR FEW CARS as vast as the Land Rover Discovery have been measured against the COTY criteria. But, hey, we love a (big) challenge. And a challenge is exactly what the curvaceous new Disco provided. Size generally means mass – in this case around 2.2 tonnes of the stuff. Yet despite the weighty issue, judges were impressed that hundreds of kilos have been stripped from the new-generation Discovery’s aluminium-intensive body. While an SUV like this will never be truly agile, the Disco is borderline featherweight for a vehicle with this level of space and rock-hopping ability. Off-roading isn’t part of the COTY test regime, however experience on previous adventures earned the Land Rover credit points for functionality. But it comes at a cost. Pitch the Disco at a corner and its relatively high centre of gravity teams with the ever-present laws of physics to challenge its monocoque construction and all-independent suspension. For something so tall, however – almost 1.9 metres, or 75mm higher with the air suspension at its top setting – the Disco is vastly more composed and controlled than its ladder-frame rivals. The stability control interjects frequently, slowing things quickly yet calmly, though some found it excessive, the electronics killing the fun before the otherwise capable chassis had time to do its thing. Yet in other instances, such as an aggressive swerve-and-avoid, judges noticed the electronic intervention arrived too late. Still, the air suspension at least delivers long-travel comfort for lashings of relaxed touring capability. There were few arguments over Land Rover’s powertrains, in which youth counted for plenty. The new-generation Ingenium turbo-diesel fours – in

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132kW Td4 guise or 177kW Sd4 – provide seamless torque and impressive refinement. Yet the Td4 was ultimately deemed undernourished given what it’s tasked with lugging, while the torque-monster hit provided by the familiar 190kW 3.0-litre V6 diesel perhaps doesn’t warrant the extra spend, or the additional kilos. Which leaves the Discovery Sd4 as the variant that nails this SUV’s sweet spot. That it manages fuel numbers in the low sixes also gives it a massive tick for efficiency. Back to that size, which is ultimately a huge part of the Disco’s appeal. It easily accommodates seven and that sizeable rump provides adultfriendly dimensions out back. It’s just a shame third-row occupants aren’t treated to their own ventilation outlets – a rare oversight in what is a beautifully trimmed and well-packaged cabin. The same hit-and-occasional-miss also applies to the Land Rover’s equipment list. Sure, the $66,450 range opener is tempting, but it leaves some gear that’s standard in cars costing half that price on the extensive options list. A comprehensively specced Discovery can easily run into six figures; our Td4 SE, a car that started with a $79,950 price tag, had $35K of extras, plumping it squarely into Range Rover Sport territory. This hurt its chances against the value criterion, just as the compromises made in engineering such serious off-road ability hurt the Disco’s composure on the road. It’s arguable that more buyers will experience these downsides than exploit the rough-track aptitude, and this contributed to a dignified round-one exit for the most Range Rover of Land Rover Discoverys to date. TOBY HAGON

SPECS BODY Type 5-door wagon, 5/7 seats Boot capacity 1231 litres (behind 2nd row, to ceiling) Weight 2174 – 2298kg

DRIVETRAIN Layout front engine (north-south), AWD

Engines

1999cc 4cyl turbo-diesel (132kW/430Nm); 1999cc 4cyl turbo-diesel (177kW/500Nm); 2993cc V6 turbo-diesel (190kW/600Nm)

Transmission

8-speed automatic

CHASSIS Tyres 235/65R19 – 285/40R22 ADR81 fuel consumption 6.2 – 7.2L/100km

CO 2 emissions 163 – 189g/km

Collision mitigation Crash rating 5 stars Prices $66,450 – $116,800

THE DISCO’S SIGNATURE CUBIST STYLE HAS GONE BUT THE SHAPE STILL ALLOWS DECENT HEADROOM IN THE THIRD ROW

“A RANGE ROVER-LIKE LUXURY SUV THAT CAN GO UP A MOUNTAIN” BYRON MATHIOUDAKIS

“BIG TICKS FOR REFINEMENT, RELAXED RIDE, SMOOTH AND MUSCULAR DIESELS” ALEX INWOOD

Working g without dd a lladder The rejection of the old model’s combination of both a ladderframe chassis and a monocoque body initially had some off-road enthusiasts muttering into their beards. Yet the reality is this pure-monocoque Disco has shed kilos, not ability, even if items like a low-range transfer case and locking rear diff have moved to the options list. There’s still ample ground clearance and a terrain response system ready to help you navigate whatever the great outdoors throws at you.

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L EXUSLC

CAR OF THE YEAR

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DOES PLENTY TO ELEVATE LEXUS’S IMAGE, IF NOT THE GAME THERE’S a reason the LC coupe looks the way it does: for Lexus, it’s a seduction project. Legend has it, after a visit to the Pebble Beach Concours d’Elegance and noticing a major lack of L badges on the greens, Toyota president Akio Toyoda realised that to Westerners, Lexus was perceived as snoozy and emotionless, and has made it his mission to sex up the brand. Less than half a year later, a voluptuous coupe concept known as LF-LC premiered at the 2012 Detroit show, designed in Toyota’s California-based studio. Five years later, via the supreme Motomachi master artisans or Takumi, the production LC arrived, with hardly a conceptual curve out of place. Was it enough to wake up the brand? Well, it certainly gets a rise out of us. A sense of surprise at the fact it exists hovers around the Lexus LC, and it brought many a smile to Lang Lang. Of course, in a field with more than its share of raised wagons, it’s not hard to crack a grin when you pour yourself into a plush, lowslung, naturally aspirated V8-powered rear-driver. Especially one that looks like an intergalactic luxury hotel, growls like a beast, and pumps out 351kW/540Nm via a rev-devouring and racy, tightly stacked 10-speed automatic that delivers flamboyant, rev-matched downshifts. And more so when you suddenly remember the badge stamped on its backside. Really, Lexus created this? Alongside the beastly V8, for the same price is a 3.5-litre V6 hybrid, a polarising model that had some judges praising the swift acceleration and direct responsiveness of Lexus’s new multistage hybrid system tech, but others looking at its fraternal twin and asking “why would you?” At a portly 1935kg (LC500) and 1985kg (LC500h),

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thanks to a mostly steel body, the Lexus is heavy and on Lang Lang’s handling circuit, it felt it. The LC is more boulevard cruiser than apex hunter, though body roll is well-contained, grip levels are high and the stability system is fantastically calibrated. That broad nose and a grille that looks like it could devour a small child gives the LC menace, yet its friendly dynamics encourage you to fling it into corners. Our test cars had the $15K enhancement pack with four-wheel steering, which divided judges. Sharp and pointy, yet feeling quite natural, it’s noticed most in low-speed manoeuvres, but does it really make enough dynamic difference? As a grand tourer, the LC gains points for its controlled ride (on 21-inch hoops), quiet, beautifully trimmed cabin and sublime front seats. It also garners a lot of attention, and so it should: it’s an incredible achievement in design-meets-engineering at a price that seems reasonable for the technology, equipment and fundamental quality it buys you. And details like the multi-dimensional tail-lights, the exquisite leather and suede that wraps the entire cabin, and the mind-blowing 918-watt, 13-speaker Mark Levinson sound system ensure the LC stuns. It’s a highly alluring grand tourer, provided you can live with its shallow, surprisingly small boot. Lexus hopes the LC will change perceptions of hybrids as much as it wants the V8 to elevate its brand image as a maker of exciting sportscars. And yet, despite being a game-changer within the Lexus range, when it came to the final reckoning to progress to COTY’s next round, other cars mounted stronger cases against the criteria. N OE L LE FAU L K N E R

SPECS BODY Type 2-door coupe, 2+2 seats Boot Capacity 172 – 197 litres

Weight

1935 – 1985kg

DRIVETRAIN Layout front engine (north-south), RWD

Engines

4969cc V8 (351kW/540Nm); 3456cc V6 multi-stage hybrid with lithium-ion battery (264kW/348Nm)

Transmission

10-speed automatic

CHASSIS Tyres 245/40RF21 – 275/35RF21 ADR81 fuel consumption 6.7 – 11.6L/100km

C0 2 emissions 152 – 267g/km Collision Mitigation Crash rating not tested Price $190,000

“THE V8’S GEARBOX IS GREAT; IN SPORT+ MODE, THE DOWNSHIFTS ARE SO CRISP” ALEX INWOOD

Not mucking g around The Lexus LC V8 is studded with serious performance-car ce-car bona fides such as an engine that sits fully aft of the front-axle centreline, entreline, an active rear spoiler and carbonfibre arbonfibre roof (part of the $15K enhancement package that also adds rear-wheel steering), carbonfibre fibre inner-door panels and a composite boot floor. The bumper beams, front suspension-mount reinforcements and most of the suspension links li ks are aluminium, as are the door skins. A rear-mounted battery helps limit the nose’s weight load to 52 percent.

“SOUNDS LIKE A V8 SUPERCAR SERIOUSLY GOOD” TOBY HAGON

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Peuge ot3008

CAR OF THE YEAR

EURO COTY STAR STUMBLES ON LOCAL PRICING AND SPEC FIVE years ago Australians were ready to write Peugeot off. Irrelevant. Uncompetitive. Compromised. Expensive. The 130-year-old carmaker had not only lost its way but seemingly also its mind. Then came the all-new second-gen 308 in 2014, nearly scooping COTY with its high levels of efficiency, refinement and involvement. Sadly, continuing slow sales simply reflect the damage that the 2000s cars inflicted on the brand. However, in SUV-obsessed Oz, the 3008 should drive Peugeot’s consumer renaissance, even if its walrus-like predecessor’s name carries through. Handsome on the outside and almost radical on the inside, the mid-sized crossover really amps up design, technical innovation and functionality within a package that sits roughly between a Nissan Qashqai and Volkswagen Tiguan. But never mind how it stacks up against the latter; the ambitious Frenchy possesses a charisma the BMW X3 – another COTY challenger – would kill for. While families are more likely to appreciate the 3008 cabin’s airy spaciousness (offering room for adults out back as well as a sizeable luggage area behind), well-padded seats, plentiful storage and Millennial-friendly multimedia access, it’s the exquisite detailing that might make buyers think twice about a Range Rover Evoque. Logical electronic interfaces. Lovely materials. Ambienceenhancing personalisation. Superb ergonomics. Marie Antoinette would be proud. Speaking of having your cake and eating it, the 3008’s charm offensive steps up from behind the controversially low-set steering wheel – the key is to take a few moments to familiarise yourself with the layout; then it becomes second-nature. Prod the (annoyingly stubborn) starter button and the 1.6-litre turbo-petrol four fires into action, offering turbine smoothness to match its

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unexpectedly athletic performance. We’ve said it before; Peugeot’s Toyota-supplied six-speeder is the greatest auto ever fitted to a French vehicle, providing seamless point-to-point operation. Similarly, though ageing, the 2.0-litre turbo-diesel still delivers a healthy dollop of torque while sounding surprisingly refined. There’s life left yet in the plucky old oil burner. Whether you become a fan of the Peugeot’s quick and eager steering depends how much Sport you seek in your Utility Vehicle. But as this is Wheels, we found the helm marvellously interactive and its contribution to agility outstanding. A more car-like SUV for the cash simply doesn’t exist. Plus, despite tipping the scales some 180kg below the equivalent (if larger) Mazda CX-5, the lightweight chassis (on 308-derived EMP2 architecture) remains composed, serving up impressively supple and isolated ride comfort. The the 3008 barely puts a wheel wrong on bitumen. Reservations may exist with just how much play the Peugeot permits on gravel, not helped by a late-acting (and rather severe) ESC/traction-control tune. Again, the bantamweight crossover’s sheer zeal and controllability means that there is nothing too alarming here, but the initial looseness might spook the unwary. Of more concern is the front-drive only (for now) 3008’s high pricing, which places it deep in midto-up-spec AWD territory. Additionally, AEB is not available on the base Active that starts at $36,990, which is almost product-planning sabotage in an all-new family-focused vehicle. These, along with a few iffy build-quality quirks and equipment shortfalls, clip the wings somewhat of a model that otherwise defines Peugeot’s incredible resurrection. Yet we remain incredibly fond of the wonderfully textured 3008. B YR ON MATHIOU D AK IS

SPECS BODY Type 5-door wagon, 5 seats Boot capacity 591 litres Weight 1371 – 1433kg DRIVETRAIN Layout front engine (east-west), FWD

Engines

1598cc 4cyl turbo (121kW/240Nm); 1997cc 4cyl turbo-diesel (133kW/400Nm)

Transmission

6-speed automatic

CHASSIS Tyres 215/65R17 – 235/50R19 ADR81 fuel consumption 4.8 – 7.0L/100km

CO 2 emissions 124 – 156g/km

Collision mitigation OPT Crash rating 5 stars Prices $36,990 – $49,490

An electrifying proposition We lament the decision to sidestep the 96kW/230Nm 1.2-litre three-pot turbo petrol offered in Europe, which would have provided a whole new level of efficiency and dynamic alacrity. However, another intriguing powertrain under evaluation for Oz is the coming plug-in hybrid variant, employing the 1.6-litre turbo-petrol and a pair of motors on the rear axle, simultaneously creating an AWD version. A total output around 220kW gives it a rapid claimed 0-100km/h of 6.0sec.

“IT’S AN ARCHITECT’S CAR”

“I WANTED TO LOVE THIS CAR AND IT DIDN’T DISAPPOINT” ALEX INWOOD

NOELLE FAULKNER

PLAYFULNESS ON DIRT (AND BITUMEN) IS A DELIGHT, BUT ESC TUNE LACKS THE FINESSED SUBTLETY TO GEL WITH A CHASSIS LIKE THIS

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POR S C HEPanamera

CAR OF THE YEAR

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VAST BANDWIDTH ENCOUNTERS STATIC AGAINST VALUE EQUATION

PART limousine, part sports car infused with a dusting of 911. Nothing has changed with the premise of Porsche’s largest car. But Panamera 2.0 is vastly improved, from the new-generation V6 powerplants to the lighter, more agile platform, all of which ensured it started strongly when measured against COTY criteria. Ticking the function box is a wheelbase that’s stretched 30mm, in turn bringing more room for leg-stretching. Combined with luscious bucket seats, it makes for a rock-star travel experience. Those wanting a third rear seat can choose the new Sport Turismo wagonette body, complete with a chunkier look and an extra 20 litres of luggage space (for 520 litres in total). Judges were also impressed with the efforts inside to blend tech with tradition. Displays and touchscreens replace most controls and instruments, with the exception of the analogue tacho. Even those in the rear get a 7.0-inch touchscreen. The vast touchpad incorporating major controls around the gear selector looks clean and benefits from haptic feedback, which reinforces when a button has been pressed. But engineers have pushed the technology injection a step too far with the central air vents, which need to be adjusted via a fiddly sub-menu within that main central 12.3-inch touchscreen. The dynamic department is where the Panamera’s talents rise to the fore. Raw pace is in abundance, both in a straight line and once things get twisty. Grip levels, too, are phenomenal, thanks in part to broad 21-inch Pirelli rubber. That the Panamera does all of that with a ride

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approaching the suppleness of an S-Class or A8 is testament to the efforts that have gone into the new three-chamber air-suspension set-up. While things stiffen up in Sport+, the Comfort setting is genuinely cosseting, underscoring the Porsche’s cross-continental GT credentials. Enormous (and effective) brakes complete the potent dynamic package. The array of drivetrain options bodes well for COTY contention, especially the V6 hybrid and the yet-to-arrive flagship Turbo S E-Hybrid, which teams the former’s 100kW battery with the Turbo’s 404kW V8. From an environmental perspective, the ability to run purely on electricity for short drives is a win in a car as big and heavy as this. But there are compromises. The 404kW Turbo we tested is a mighty device, able to annihilate blacktop with supreme ease. It teams beautifully with an eight-speed dual-clutch ’box for blistering take-offs, while the turbo goodness is maintained across a broad, free-revving range. But the V6 E-Hybrid is less convincing, adding weight and losing aural and accelerative drama. The V8 hybrid Turbo S didn’t make it here in time for testing. Predictably, it’s value that stopped Panamera’s COTY charge as effectively as its carbon ceramic stoppers. The split personality comes at a $214,800plus price – or $460K for the Turbo S E-Hybrid. It’s an impressive beast, but measured against the COTY criteria, the lashings of Porsche speed, comfort and space simply can’t overcome the cost of entry. Especially with AMG’s E63 lurking for just over half the ask of a Turbo. T O BY HAGON

SPECS BODY Type 5-door liftback/wagon, 4/5 seats

Boot capacity 500 – 520 litres Weight 1815 – 2310kg

DRIVETRAIN Layout front engine (north-south), RWD/AWD

Engine

2995cc V6 turbo (243kW/450Nm); 2894cc V6 twin-turbo (324kW/550Nm); 2894cc V6 twin-turbo + electric motor (340kW/700Nm); 3996cc V8 twin-turbo (404kW/770Nm); 3996cc V8 twin-turbo + electric motor (500kW/850Nm)

Transmission

8-speed dual-clutch

CHASSIS Tyres 265/45R19 – 315/30R21 ADR81 fuel consumption 2.5 – 9.4L/100km

CO 2 emissions 56 – 214g/km

Collision mitigation Crash rating not tested Prices $214,800 – $460,100

Assault via the battery Hybrid variants are usually the economy economyfocused alternative from most car manufactures, but Porsche does things differently. The German manufacturer first showcased its ‘hybrid highperformance’ credentials with the 918 supercar; now it says that each of its model lines will eventually be crowned with a range-topping petrol-electric variant, including the seminal 911. Just look for the lime-green brake calipers.

THE STYLING IS BETTER RESOLVED THAN THE ORIGINAL. AND FROM THIS SHOT, IT COULD EASILY BE MISTAKEN FOR A 911

“IT FELT AS IF IT COULD HAVE WALTZED THE LANE CHANGE 50KM/H FASTER” ANDY ENRIGHT

“IT’S THE BEST FOUR-SEATER LIMO IN THE WORLD” NATHAN PONCHARD

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Ra n ge R overVelar

CAR OF THE YEAR

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IMBUED WITH AN ALLURE ALMOST AS DEEP AS ITS OPTIONS LIST IT’S BEEN almost seven years since Land Rover last introduced a fresh model line, with 2011’s Range Rover Evoque. And much like that fashionforward trendsetter, the arrival of the Velar, which sits elegantly above the Evoque and below the iconic Range Rover Sport, ushers in a new era of glamour to the JLR line-up. The Velar smugly side-eyes the BMW X3, Mercedes-Benz GLC and Jaguar F-Pace (while sitting on the latter’s aluminium-intensive D7A platform, and even sharing its wheelbase) and, wow, does this Brit do it with style. Cue a futuristic, concept-like cabin featuring multi-hued and textured leathers, a clean and minimalist infotainment interface and supple seats that match the refinement of a ride you hear more than you feel. Flush, pop-out exterior door handles, jewellery-like garnishes of rose gold, and ethereal paint finishes continue the Velar’s upmarket impression on the outside. But dig deeper, beneath the interior’s layers of leather and sparkling piano-black, and some dinky plastics await. This isn’t the holistic level of quality detail of a certain winning Swedish SUV. The Velar’s back seats are roomy, can be flipped to turn it into a capacious cargo-hauler and it boasts the largest boot in its class, yet it hides its size well. But the question kept emerging: is the Velar’s splendour merely skin deep? In the right spec, the Velar is dynamic and quick, namely the hyper-responsive P380 R-Dynamic with its thrusty supercharged petrol V6, but also the D300 twin-turbo diesel V6, which is 0.8sec adrift of the blown V6’s 5.7sec 0-100km/h claim. When whipped around the challenging Lang Lang course, the Velar and its intuitive eight-speed automatic soared effortlessly; sailing over the

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cattle grid with poise, flexing its ability to deliver a well-controlled ride on standard adaptive dampers and air suspension (V6 versions) while performing capably in the emergency braking disciplines. But the Velar’s weight was exposed in the lane-change exercise as it was often unable to make the second turn without clipping cones, removing some sheen. Starting with a bunch of core variants – base Velar, Velar S, SE and HSE – the line-up then forks into either sports or luxe lines, before expanding again with six drivetrain choices. Confused? Strap in. The base Velar starts at $70,662 and then begins burrowing into your wallet, depending on the options you desire. Ultimately, despite the admirable democracy in offering the blown V6 in entry-level spec, Land Rover’s beauty queen rejected COTY’s fine-toothed value comb – at least in comparison with Volvo’s rival XC60. Land Rover is known for its extensive and costly extras, and the Velar takes that to 11. Need a parking pack? There are two. How about remote control for your Apple iWatch? Of course. Heated seats? Sure. And do you want driver memory with that? Ka-ching. Seat cooling costs extra, too. Does one need All-Terrain Progress Control and Terrain Response 2? Indeed, options even run to safety features such as blind-spot monitoring that are standard on many far more affordable cars. The showroom X-factor of the Velar is out of this world, as is the power-boat driver appeal of both the supercharged P380 and the P300 diesel. There’s no doubt this new stunner is a glamorous, dynamic performer, but the glitzy aesthetic sheen can only keep the conversation away from its opportunist pricing for so long. That fat bottom line proved enough to curtail the Velar’s COTY quest. NOELLE FAULKNER

SPECS BODY Type 5-door wagon, 5 seats Boot Capacity 558 litres Weight 1804 – 1959kg DRIVETRAIN Layout Front engine (north-south), AWD

Engines

1999cc 4cyl turbo-diesel (132kW/430Nm); 1999cc 4cyl turbo-diesel (177kW/500Nm); 2993cc V6 turbo-diesel (221kW/700Nm); 1997cc 4cyl turbo (184kW/365Nm); 1997cc 4cyl turbo (221kW/400Nm); 2995cc V6 supercharged (280kW/450Nm)

Transmission

8-speed automatic

CHASSIS Tyres 255/50R20 – 265/45R21 ADR81 fuel consumption 5.4 – 9.4L/100km

C0 2 emissions 142 – 214g/km Collision Mitigation Crash rating 5-star Prices $70,662 – $168,862

Off-road watcher The Velar’s off-road credentials are essential, regardless of the fact that few buyers will ever test them, according to Land Rover design director Gerry McGovern. The 61-year-old Brit likens it to a high-end waterproof watch. “My phone tells the time perfectly,” McGovern explains. “But I still love wearing a watch that is waterproof to a depth of 200 metres. I’m never going to swim deeper than a metre or two, but the fact that it can do that is part of its credentials. It’s its story.”

“A RIVA POWERBOAT FOR THE ROAD, IN DYNAMICS AS WELL AS LOOKS” JOHN CAREY

“IMPRESSIVELY FAST AND EFFORTLESS. THE GEARBOX IS JUST PERFECT (FOR AN AUTO)” BYRON MATHIOUDAKIS

VELAR HAS THE BRAKES AND ABS CALIBRATION TO COPE WITH ITS MASS/PERFORMANCE BUT IT STRUGGLED TO MAKE THE LANE CHANGE’S SECOND TURN

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Tes laModel X

CAR OF THE YEAR

FLAP OVER DOORS WAS AS SHORT-LIVED AS ITS COTY CHARGE IF THEATRICS were part of the COTY criteria the Tesla Model X could have scooped the gong on day one. Its polarising Falcon Wing doors rise like a bird majestically preparing for take-off. Hidden within those innovative rear apertures are two sets of hinges and six sensors designed to stop them from banging into things, but at least one judge’s noggin provides empirical evidence that the system hasn’t quite been perfected. Then you press the accelerator, launching Tesla’s 2.5-tonne electric family car towards the horizon as if scooped up by the hand of God. The 100D is quick, but the P100D is ballistic, able to blast to 100km/h in 3.1 seconds. That it achieves this without any hint of wheelspin is an incredible achievement. It’s the sort of car that makes you smile simply because it (and its stablemate) are so startlingly different to anything else out there. For now, at least. That the fun peters out beyond 100km/h was less of an issue for the judges. After all, few cars will trounce the traffic-light grand prix like a Model X. Similarly, its propensity to smoke its Brembo stoppers was no deal-breaker considering the pace and mass they’re tasked with containing. But once the excitement of getting in and shooting for the moon wore off, judges reverted to the COTY criteria, at which point some of the all-electric gloss begins to fade. It starts with the $140K-plus price tag for the 75D, something that can almost double for an optioned P100D. For that you expect perfection. Instead, the X attempts seduction of a unique, futuristic flavour courtesy of its 17-inch touchscreen and clean, 118 wheelsmag.com.au

spartan cabin laced with Mercedes switchgear. The occasional rattle, though, is inexcusable. Blame that partly on the lack of engine noise to mask it, but mostly on the terse ride. While the heavy, low-slung battery pack makes for beautifully flat cornering – it even surprised on the dirt – the stiff suspension also plays its part to impact on everyday comfort. Combined with 22-inch low-profile rubber (inflated to 50psi, as per the placard) there’s an unwelcome bump-thump accompaniment over typical Aussie blacktop. Those doors also contributed to the Model X’s COTY undoing, with judges less enamoured with the five-odd seconds it takes for each to open or close. Or the fact the cabin is more exposed to the elements than it would be with conventional doors. They may impress the cafe set but they also detract from the car’s functionality, especially in tight parking situations. Or monsoonal rain. Discussions around the longevity of the technology may be moot for now – Teslas are covered by a four-year warranty – but the feeling was that aspect will play a part some time during the car’s life. Ultimately, though, it came down to what the Model X brings to the electric sales pitch that the Model S doesn’t already do brilliantly. The two share underpinnings and electron-infused philosophies. Yet the hatchbacked S is lighter, slicker and more affordable, if lacking some of the X’s spacious practicality. All of which was enough to see the Model X strike out in round one. TOB Y HAG ON

SPECS BODY Type 5-door wagon, 5/6/7 seats Boot capacity 2180 litres (seats folded)

Weight 2352 – 2487kg

DRIVETRAIN Layout Dual electric motors (one front, one rear), AWD

Motor

Dual electric motors: 193kW/193kW* (75D, f/r); 193kW/193kW (100D, f/r); 193kW/375kW (P100D, f/r)

Transmission

1-speed automatic

CHASSIS Tyres 265/45R20 – 285/35R22 ADR81 fuel consumption 0.0L/100km

Collision mitigation Crash rating 5-star Prices $142,832 – $242,022 * 75D battery does not utilise full 193kW

Choose your pews One area of packaging the Model X nails is seating flexibility. It can be ordered as a fiveseater (meaning extra cargo space), as a six seater, with two outboard second-row buckets bucke allowing walk-through access to the th pair of third-row seats, or as a seven s seater. When configured as the th latter, the second and third rows can be folded flat, so there’s always the availability of a vast cargo area.

HEAVIER, LESS ATTRACTIVE AND MORE EXPENSIVE THAN ITS MODEL S SIBLING, AT LEAST THE MODEL X IS MORE SPACIOUS

“THOSE REAR DOORS ARE A NIGHTMARE”

“THE PUNCH THIS THING HAS OUT OF CORNERS IS INCREDIBLE” ALEX INWOOD

JOHN CAREY

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S TA G E O N E | P R O V I N G G R O U N D

ToyotaC-HR

CAR OF THE YEAR

APPLAUDED FOR ITS STYLE ... YET ALSO HAMSTRUNG BY IT IT’S A genuine rarity, a Toyota with style and spirit. The Japanese giant is ultra-conservative, seldom deviating from the blandly anonymous competence millions of equally conservative customers seem to prefer. The C-HR is different. This small SUV’s design, especially its exterior, is bold and confident. The same is true of the car’s technology. The power output of its downsized turbo four-cylinder engine may be modest, but the steering and chassis of the C-HR make it entertainingly agile. And Toyota has left nothing essential off the car’s standard safety and infotainment equipment lists. While not cheap, the C-HR is good value. The C-HR line-up is very simple; one engine, two transmissions, two drive layouts and two equipment grades. The least costly basic C-HR has a six-speed manual and front-wheel drive, while the CVT auto comes with the choice of front- or all-wheel drive. The more costly C-HR Koba is CVT-only, again with front- or all-wheel drive. Toyota is late to downsizing and turbocharging, but the C-HR’s engine compares well with the Volkswagen Group’s same-size engine for power and refinement. The Japanese 1.2-litre turbo four is also efficient, though it does require 95-octane petrol. On the other hand, servicing costs are very low, even by Toyota standards. The engine teams well with the C-HR’s automatic. With a low 5700rpm cut-out it’s no revver, and the well-calibrated CVT keeps the 1.2-litre turbo in its happy zone between 1500 and 4000rpm. The six-speed manual is a delight to use, which is fortunate; that narrow band of usefulness means frequent shifting. With its bigger and better tyres, the Koba has greater grip, but there’s no mistaking the quality of the chassis beneath all C-HRs. The SUV uses a short-wheelbase version of Toyota’s 120 wheelsmag.com.au

New Generation Architecture, introduced in the current Prius. More importantly, TNGA means a multi-link rear suspension instead of the less costly torsion beam favoured by most other makers of small SUVs. There’s inherent balance and a pleasing degree of cornering adjustability to the C-HR’s dynamics. Ride comfort is also impressive. While the steering would be better if it delivered more feel, this Toyota is a more satisfying drive than the dreary class average. The C-HR’s array of safety systems is also a cut above. Seven airbags, including one for the driver’s knees, are standard and the C-HR has already earned a five-star ANCAP crash rating. An autonomous emergency braking system is also standard, though testing conducted during COTY found Toyota’s tech only worked above 15km/h. According to the manufacturer, the AEB is designed to work from 10km/h to top speed. In some ways the C-HR’s interior is outstanding. The instrument panel is one of Toyota’s best in recent times. And it’s more than just good looking; even the base-grade C-HR impresses with its quite lavish equipment levels. Further, both the front seats and driving position are spot on. It’s a very different story in the back seat. Though there’s plenty of space back there, the ambience is dark and dismal. Pinched between diving roofline and rising beltline, the rear windows are small. The 60/40 split seat is low, which benefits headroom for adults, but it also means children have no chance of seeing out. Other consequences of the C-HR’s tapered profile are cramped cargo space and poor rearward vision for the driver. These serious compromises were a step too far in the name of style. J OHN C AR E Y

SPECS BODY Type 5-door coupe/wagon, 5 seats Boot capacity 377 litres Weight 1425 – 1510kg DRIVETRAIN Layout front engine (east-west), FWD/AWD

Engine

1197cc 4cyl turbo (85kW/185Nm)

Transmissions 6-speed manual; CVT automatic

CHASSIS Tyres 215/60R17 – 225/50R18 ADR81 fuel consumption 6.3 – 6.5L/100km

CO 2 emissions 141 – 148g/km

Collision mitigation Crash rating 5 star Prices $26,990 – $35,290

For the 86th time, be less dull Toyota’s last car with The Right Stuff was the 86 of 2012. Charismatic and affordable, the little coupe waltzed gracefully to Wheels COTY victory. But the 86 wasn’t 100 percent Toyota. It was co-developed with (and is manufactured by) Subaru, a brand that’s never been as excitement-averse as Toyota. While the C-HR isn’t a COTY winner like the 86, the fact that it’s all Toyota’s work makes it a more important indicator that the Japanese giant really wants to change its shun-fun reputation.

WITH A MORE PRACTICALLY STYLED RUMP THE C-HR COULD HAVE ENJOYED A LONGER COTY STAY

“LEAGUES AHEAD OF MOST SMALL SUVS”

“WHY DOES REAR VISION HAVE TO BE SUCH A FAIL?”

BYRON MATHIOUDAKIS

ANDY ENRIGHT

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Volkswag enArteon

CAR OF THE YEAR

S TA G E O N E | P R O V I N G G R O U N D

PREMIUM-MEDIUM PROGRESS DEEMED LARGELY STYLISTIC WELCOME to the Volkswagen CC replacement, one of several late-year releases and in every sense a Car of the Year wildcard. Following in the footsteps of its low-slung predecessor, the newly christened Arteon continues in the Mercedes-Benz CLS-style mould of being a more rakish and richly equipped version of a sedan. While in this scenario we’re again talking about the Passat mid-sizer, changes abound for the model that now serves as Volkswagen’s flagship. For starters, the Arteon ditches a bootlid for a liftback (the first Passat derivative to do so in 30 years, history buffs), adding another dimension of family-friendly practicality, backed up by an extended wheelbase offering near-limo levels of rear-seat legroom (if not headroom). In fact, the Skoda Superb, which is classed as large, and also based on the widely deployed MQB modular transverse architecture, is mere millimetres longer. Indeed, ensuring occupant wellbeing is this high-quality German-built Vee Dub’s calling card (CC stood for Comfort Coupe, after all), with fresh-to-brand tech to help justify the near-$70K pricing of this single-spec R-Line all-wheel-drive proposition. These include the ability, in the event of sudden driver unconsciousness at speed, to automatically change lanes and then stop away from traffic, active lane-keep guidance, AEB that works at up to 250km/h, impending rear-collision hazard flashes warning drivers behind to take action, auto halt and resume in traffic jams, and sub-10km/h manoeuvre self-braking to avoid parking collisions. All were undreamt-of advances not so long ago. For extra showroom dazzle, VW also obliges with an Audi parts-bin raid that sees all-LED lighting, sequential-action indicators, fully digital instrumentation à la Virtual Cockpit with head-up display, and high-end multimedia offering gesture-

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control, as well as massage and memory front pews, heated front and outboard rear seats, and hugely adjustable dampers for tailored softness. Or hardness, which reveals another Arteon attribute – decisive, involving dynamics to match the bullish acceleration and effortless speed of the Golf R-derived 206kW 2.0-litre four-cylinder turbo-powered tearaway. Quick, reactive steering, sharp handling and utterly unfazed control (singling out an excellent ESC calibration on gravel) reflect the terrific bandwidth of the donor Passat’s AWD chassis, infused with that cultivated on-brand civility. Hammering the posh People’s Car at whirlwind pace seems incongruous but the Arteon breezed through Lang Lang’s tests of dynamic fortitude. “Personality with polish,” as Ponchard remarked. However, away from the glam and tinsel, the same more-or-less applies to the Passat 206TSI, even if some of that semi-autonomous wizardry hasn’t (yet) filtered down through the range. Our example wore optional 20-inch alloys and while we’re impressed that the hungry cargo area can stow the same-sized spare, there isn’t the level of ride suppleness found in similarly shod rivals such as the Alfa Giulia and Jaguar XE. And some might find the steering uncommunicative. Crucially, Kia is on a similar mission with the audacious (and less-costly) Stinger, and that car struts its stuff with arguably more personality and greater thrills for fewer dollars, to tap into Australia’s fondness for all things rear-drive. The Arteon also seems expensive next to the vanishing VFII Calais V and its forthcoming replacement. Still, in any other year, its Passat-plus virtues would probably have seen the Arteon sail through to the second round. But none of them really progress the premium mid-sized segment, so it’s here that Volkswagen’s wildcard bows out. B YR ON MATHIOU D AK IS

SPECS BODY Type 5-door liftback sedan, 5 seats Boot capacity 563 litres Weight 1658kg DRIVETRAIN Layout front engine (east-west), AWD

Engine

1984cc 4cyl turbo (206kW/350Nm)

Transmission

7-speed dual-clutch

CHASSIS Tyres 245/40R19 – 245/35R20 ADR81 fuel consumption 7.5L/100km

CO 2 emissions 170g/km

Collision mitigation Crash rating 5 stars Price $65,490

“REAR HEADROOM TIGHT-ISH” TOBY HAGON

WITH HELP FROM ADAPTIVE DAMPERS AND PLUS-SIZED MQB UNDERPINNINGS, THE ARTEON‘S NOT SHORT OF MODE ADJUSTABILITY

A work of Arteon

“JUST LIKE A PASSAT ONLY MORE SUPERB” JOHN CAREY

Take a long, hard look at the Arteon’s styling because it is believed to be the first to adopt Volkswagen’s new design language. While the sleek silhouette and frameless side windows won’t find their way onto the next-gen Golf, the horizontal-line grille treatment and LED-signature headlights might, as well as the wider tracks and shortened overhangs. A shooting brake is also said to be on the drawing board, which might even spawn an Alltrack version. @wheelsaustralia 123

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STAGE

STAGE Two, and Six of the Best have risen from the ashes of proving ground punishment and the judges’ round-table wringer. Time to hit the COTY public road loop. The odds of an SUV snaring the silverware from this point are now 50:50 in that the genre now represents by exactly half of the contenders. But with the most intense dynamic dissection behind them, perhaps public roads will provide the setting for their wellrounded, pragmatic personalities to shine. Yet a hatch offering true-to-type value and rare driver appeal, a charismatic Italian return-to-form and a brawny, rear-drive Monaro-from-anothermother would again ensure that a vertically enhanced family-wagon triumph isn’t a foregone conclusion.

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S TA G E T W O | O N T H E R O A D

CAR OF THE YEAR

KiaStinger MARKS KOREA’S AUTOMOTIVE TRANSITION FROM DEPENDABLE TO DESIRABLE, WHILE SERENDIPITOUSLY SLIDING INTO A SPACE LEFT VACANT BY THE LOCALS

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S TA G E T W O | O N T H E R O A D

CAR OF THE YEAR

F HELEN of Troy had a face that launched a thousand ships, then the Kia Stinger surely has the hips that buried a thousand derogatory comments about Korean cars. Styled in Germany by a team led by a Frenchman, with more than a passing reference to the golden era of gran turismos, the Stinger truly signals to the world that the Kia Mentor and other previous horrors are now relics from South Korea’s deep, dark past. Completely against type, Kia’s decision to pursue development of a rear-drive, sedan-shaped liftback crowned by a mega-thrusty twin-turbo V6 deserves applause. And not just for its bravery. The Stinger is a genuinely compelling sports sedan with the chassis balance, the performance, the quality of design and even the sex appeal to reset the benchmark for what Kia is capable of. At Lang Lang, many judges were pleasantly surprised by the cohesiveness of the Stinger’s dynamics, and genuinely thrilled by the twin-turbo V6’s shove. It’s a seriously quick performance car, offering a shedload more punch than the sweetly powered 2.0-litre turbo four for a relatively modest $3-4K outlay … but therein lies the beginning of the Kia’s undoing. In terms of function, the Stinger pretty much does what its muscular, swollen-hipped, cabrearward styling implies. It’s roomy (but not to VF Commodore standards) and its liftback tail delivers versatility, despite a shallow boot. Not all Stingers are created equal, however. The four-cylinder donk is quite a spirited unit, with a (switchable) fake induction sound that’s far less offensive than it could be, yet the main benefit of losing two pots is crisper chassis balance. That said, the V6’s grunt can easily dial out any understeer, and even the grippy 255/35R19s fitted to the rear wheels of up-spec 330Si and GT models struggle to prevent the twin-turbo Stinger’s rear end from constantly shifting. It’s fun, that’s for sure, but the deployment of Kia’s ESC intervention is all a little bit too late, and too severe, to maintain fluid composure. A retune,

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and probably an ESC Sport mode, should be on the cards. Judges also questioned the benefits of the topspec GT’s adaptive dampers, seeing that Sport mode is arguably too stiff for anything other than perfectly smooth roads (or racetracks) and Comfort can feel floaty at times, with the auto ‘Smart’ setting proving closest to ideal. Consensus deemed the fixed-damper $56K 330Si generally a better bet in most situations. As for the base $49K 330S V6, its lack of AEB (resulting in a mere three-star NCAP rating) and the narrowness of its 225/45R18 rear tyres – along with the ESC tune’s limitations – saw some judges question its appeal beyond a sharper price point. But in this year’s fiercely fought group, it was the Stinger’s lack of technological advancement and the inconsistent value of its broad model spread that ultimately halted its progress. It’s allsteel body is far from lithe – the GT weighs close to 1800kg, which you could feel in Lang Lang’s lane-change manoeuvre, especially alongside the much sharper and lighter Alfa Giulia – and Kia’s drivetrains bring little beyond the expected, nor the acoustics deserved by the Stinger’s design aesthetic and dynamic entertainment. An eight-speed automatic is all well and good, but not when its paddles won’t manually hold a gear for any longer than a few seconds, and everybody questioned the logic behind Kia’s sixstrong model range. Given its relative lack of equipment, why is the Stinger 200S dearer than an Optima GT with the same donk? And why is the V6 only $3K more? Greater separation would not only allow each drivetrain to ‘breathe’ but could provide more suitable spec. Cue AEB for all, 19s on every V6 and the deletion of the 2.0-litre GT-Line in favour of an option pack. But there’s something indelibly appealing about Kia’s completely against-type Stinger. We truly hope it sells because genuine driver’s cars like this – even charmingly flawed ones – are becoming increasingly thin on the ground. N ATHAN P ON C HAR D

SPECS BODY Type 5-door liftback, 5 seats Boot capacity 406 litres Weight 1693 – 1780kg DRIVETRAIN Layout front engine (north-south), RWD

Engines

1998cc 4cyl turbo (182kW/353Nm); 3342cc V6 twin-turbo (272kW/510Nm)

Transmission

8-speed automatic

CHASSIS Tyres 225/45R18 – 255/35R19 ADR81 fuel consumption 8.8 – 10.2L/100km

CO 2 emissions 201 – 239g/km

Collision mitigation (exc. 200S and 330S)

Crash rating

3 stars (200S, 330S) or 5 stars

Prices $45,990 – $59,990

Ancestral light The Stinger shares platform DNA with the Genesis G70 – Hyundai’s premium-brand BMW 3 Series rival. The Stinger is the larger of the two, measuring 4830mm long (versus 4685mm for the G70) and riding on a 70mm longer wheelbase (2905mm). It’s also 20mm wider. What separates them from the larger Genesis G80 (formerly Hyundai Genesis) is strut front suspension, not the G80’s double-wishbone arrangement. But the multi-link rear end is a development of the G80’s similar set-up.

INTERESTING DESIGN AND IMPRESSIVE FINISH MARK STINGER’S CABIN, PLUS GT’S THUMPING HARMAN KARDON AUDIO QUALITY

“A PRETTY COHESIVE PIECE OF WORK, DYNAMICALLY SPEAKING. VERY GOOD CHASSIS BALANCE”

“HUGE EXPECTATIONS FOR THIS CAR AND IT DELIVERED … SORT OF”

JOHN CAREY

ALEX INWOOD

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CAR OF THE YEAR S TA G E T W O | O N T H E R O A D

M a zd aCX-5 NO THREE-PEAT FOR MAZDA, BUT CX-5 EMERGES WITH ITS HONOUR INTACT

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S TA G E T W O | O N T H E R O A D

CAR OF THE YEAR

FTER consecutive wins for the Mazda MX-5 and CX-9, there were few betting against the updated KF-generation CX-5 making it an unprecedented three COTY wins in a row for the brand. The original CX-5 was already an accomplished thing, and Hiroshima had clearly listened to customers in excising that car’s key shortcoming; namely its lack of aural refinement. Of course, improving quality and delivering more kit wouldn’t hurt its chances either. A vote from every judge into the second round is the best guarantor of a place at the pointiest end of COTY, but a berth in the final three eluded the CX-5. Two key issues held it back. The first was its transmission calibration, especially in the frontwheel-drive variants that make up 39 percent of all Aussie CX-5s. All too often, the 2.0-litre Maxx Sport would hold a gear for too long, almost as if it was stuck in a non-existent sport mode, undoing a lot of the hard work Mazda has clearly done in reducing NVH. Even in the 2.5-litre petrols, we found ourselves switching into sport mode for corners and then back into normal mode to prevent it holding gears interminably on straights. The other shortcoming was a slightly disconcerting feel to the front end when driven fairly quickly. With a new steering rack mounting and revised front struts and bushings, the CX-5 ought to shine. Yet the roll response and the gearing of the steering rack combine to make the front end lumber, just as the car tips into a corner, robbing the driver of confidence. Couple that with gearbox software often landing the car in too high a gear to pick up the throttle cleanly and the CX-5 can feel lacking in fluency. Drive it hard and it reveals its depth of talent – especially the most involving variant, the 2.5-litre AWD – but few owners will harry the car as if it’s an MX-5. For most drivers, most of the time, the chassis’ potential could prove out of reach. The CX-5 gained plaudits for its creamy secondary ride quality, its confidence-inspiring brakes and much-improved interior ambience,

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but even here, it’s possible to find areas for improvement. In order to reduce wind noise, the doors now feature triple rather than double sealing. It works too, because there’s notably less noise at speed. But the flipside of this is that the doors require a bit of a slam to close – the usual firm tug sees them bouncing off their fat rubber insulation. Cars without a head-up display still lack a digital speedo (despite featuring a digital panel between the dials) which remains a significant oversight, especially in states where 5km/h over the posted limit can net you demerit points. None of us were quite prepared for the CX-5 GT AWD’s fuel thirst either. The 140kW 2.5-litre returned a test average of 14.5L/100km. That’s quite something compared to the 13.4L/100km of the Volvo XC60 T5, a bigger car hefting almost 200kg extra and packing an additional 47kW/99Nm. The 10.2L/100km of the CX-5 Akera AWD diesel was a good deal more palatable, but the additional weight in the nose of the diesel car made itself felt in relation to its lighter petrol siblings. While the new-gen diesel’s general dynamic poise has taken a big step forward, its handling still somehow lacks the immediacy we were hoping for. The 2.2-litre diesel unit itself was universally adored, as indeed was the brilliance of Mazda’s ESC tuning. On bitumen or gravel, it proved itself quick-witted, well-judged and unobtrusive. In other words, Mazda at its very best. The active cruise control system also drew praise for its simplicity and effectiveness at holding speeds on long downhill stretches, picking up cars ahead even in monsoonal weather conditions. In the final analysis, the likeable CX-5 simply couldn’t garner the support needed to proceed to the top three. Fresh from taking a podium position in last month’s SUV megatest, it remains a car we’d recommend as a solid purchase in its class. But it lacks the spark of inspiration required to carry it all the way this time. Mazda’s COTY purple patch might have ended, but the CX-5 gets enough right to guarantee continuing sales success. AN D Y E N R IG HT

SPECS BODY Type 5-door wagon, 5 seats Boot capacity 442 litres Weight 1511 – 1744kg DRIVETRAIN Layout front engine (east-west), FWD/AWD

Engine

1998cc 4cyl (114kW/200Nm); 2488cc 4cyl (140kW/251Nm); 2191cc 4cyl turbo-diesel (129kW/420Nm)

Transmissions

6-speed manual; 6-speed automatic

CHASSIS Tyres 225/65R17 – 225/55R19 ADR81 fuel consumption 6.0 – 7.5L/100km

CO 2 emissions 158 – 175g/km

Collision mitigation Crash rating 5 stars Prices $28,690 – $49,990

LANE CHANGE SAW CX-5 COCK A LEG, MOST NOTABLY THE DIESEL (2.0 FWD MAXX SPORT PICTURED). BUT THE OILER TROUNCED THE PETROLS FOR ECONOMY

“TAILY AROUND THE HAIRPIN. SURPRISINGLY PLAYFUL”

The art of noise Mazda went to incredible lengths to make the second-gen CX-5 quieter, reprofiling the wipers, using triple seals where possible, putting a seal between the roof and the tailgate, carpeting the wheelarches and centre tunnel, and putting felt into the undertray. New CX-5 also gets acoustic front side glass and a thicker windscreen, reshaped A-pillars and door mirrors, tightened panel gaps, closed extractor vent noise pathways, packed voids with insulation, dynamic dampers in the rear subframe, and even a sound-deadening headlining. All that added just 40kg.

TOBY HAGON

“VERY FAT A-PILLARS. VISIBILITY POOR ON ROUNDABOUTS” JOHN CAREY

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S TA G E T W O | O N T H E R O A D

CAR OF THE YEAR

Su z uk iSwift CHEEKY LOOKS AND A CHEERFUL DRIVING EXPERIENCE CROWN SUZUKI’S MOST POLISHED HATCHBACK EVER

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S TA G E T W O | O N T H E R O A D

CAR OF THE YEAR

HEN casting agents devised the term ‘triple threat’, they couldn’t have known it would aptly describe Suzuki’s charming fifth-gen Swift. The third iteration since the nameplate’s 2005 reboot presents a three-strong line-up brimming with audience-pleasing sparkle and an ability to sing, dance and act. A grown-up sophisticate when it needs to be, yet also capable of playing fun-to-drive every time you get behind the wheel, it’s the sort of car we like very much. Offering more room and vastly superior comfort is one thing, but it’s the new Swift’s 135kg weight loss – and the subsequent benefits to its fuel efficiency and agility – that mark this little belter as a bottler. Even in its most highly featured form, the Swift GLX Turbo automatic tips the scales at just 945kg, yet it carries a five-star ANCAP rating with help from standard AEB and a lane-departure warning system (part of a $1000 safety-pack option on GL Navigator but, crucially, not available on the base manual … unlike the Swift GL’s class nemesis, the Mazda 2 Neo). Passive safety gets a big tick too, thereby also fulfilling COTY’s ‘function’ criteria with a gloriously joyous tick. On wet surfaces in particular, the Swift’s braking performance is excellent – even the non-turbo models with drum rear brakes – and its ability to traverse dirt surfaces at speed is deeply impressive, as well as highly amusing. Likewise its wipers flapping up and down like a pair of wings on Lang Lang’s punishing ride road. But the Swift really does ride, especially the base GL on 175/65R15 tyres. And this pliable, encouraging nature also applies to its handling. Pointy steering (via a cheekily flat-bottomed little wheel), chuckable handling and an almost French quality to the adjustable nature of its rear end when cornering (“#frenchbooty” read one judge’s comment) single out the Swift as arguably the

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most polished drive in the light-car class. There’s technology at work here too. Along with weight-conscious construction that doesn’t impact body strength, Suzuki’s ‘Boosterjet’ 1.0-litre direct-injection turbo triple is a charming bundle of energetic efficiency (though on a diet of PULP and offered exclusively with a six-speed auto), while the new-to-Australia 1.2-litre atmo four is a free-spirited, willing little worker, even tied to the not-so-putrid CVT transmission. On the road, the CVT’s push-button Sport mode (on the side of the gear lever) does useful things to its response in hilly terrain, but the sweet five-speed manual GL is clearly the pick for anyone who enjoys driving. Besides tyre roar on coarse surfaces, some wind noise around its front windows and some obvious decontenting in the Swift’s otherwise trendy interior – cue universally hard plastics, the curious lack of steering reach adjustment in subGLX models, and a complete lack of anything to hold on to in the rear seat of the GL – it’s Suzuki Australia’s questionable product planning that ultimately put the kybosh on the bolshy little Swift’s COTY opportunity. Here’s a car that is at its finest in entry-level manual form, yet choosing to select your own gears in the base GL removes any chance of also having an up-to-date multimedia system, a reversing camera or, more importantly, the optional safety pack. You’ll need at least three grand more for all that, plus the mandatory CVT, so from a value perspective at this price-sensitive end of the market – and under the microscope of COTY judgement – it’s game over, unfortunately. Polished dynamics and drivetrains aside, the Swift simply doesn’t have the interior tactility or quality of materials to brush off a criticism like this. Not alongside rivals like the Mazda 2, Skoda Fabia and the forthcoming new-generation Volkswagen Polo. But as a maturation of a nameplate that carries so much goodwill, the new-gen Swift remains a star performer. N ATHAN P ON C HAR D

SPECS BODY Type 5-door hatchback, 5 seats Boot capacity 242 litres Weight 870 – 945kg DRIVETRAIN Layout front engine (east-west), FWD Engines 1242cc 4cyl (66kW/120Nm); 998cc turbo 3cyl (82kW/160Nm)

Transmissions

5-speed manual; CVT automatic; 6-speed automatic

CHASSIS Tyres 175/65R15 – 185/65R16 ADR81 fuel consumption 4.6 – 5.1L/100km

CO 2 emissions 106 – 119g/km Collision mitigation OPT Crash rating 4 stars (GL, GL Nav); 5 stars (with safety pack)

Prices $15,990 – $22,990

“AN ENTHUSIAST’S ESCAPE FROM THE MUNDANE AND PRETENTIOUS”

“VIRTUALLY PERFECTLY PITCHED. A JOYOUS LITTLE THING”

BYRON MATHIOUDAKIS

ANDY ENRIGHT

Sporting chance It was a pity Suzuki’s newgen Swift Sport wasn’t also on the COTY grid, though it could be a case of good things come to those who wait if the base Swift is anything to go by. With Suzuki’s ‘big-block’ 103kW/230Nm 1.4-litre turbo-petrol four wedged into the Swift’s accommodating engine bay, the Sport should offer a sizeable lift in performance – especially considering it weighs just 970kg. Both six-speed manual (hooray!) and six-speed automatic versions will be offered, with an Australian on-sale during the first quarter of 2018.

NOT THE MOST ALERT CHASSIS ELECTRONICS ON DIRT, BUT PLUCKY SWIFT DELIVERS BODY INTEGRITY AND DYNAMIC NOUS

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STAGE AN ITALIAN, a Czech and a Swede walk into a bar. The reason: after two COTY rounds it’s been raised significantly. But this isn’t the set-up to a joke, it’s the serious end of Wheels Car of the Year. Every brand wants to achieve victory in this, the industry’s most prestigious award, at least once. And that’s something each of our vying marques have yet to do. Only genuine automotive advancement and excellence will do from here to the finish line, and each of our three finalists – the Alfa Romeo Giulia, Skoda Kodiaq and Volvo XC60 – delivers on at least one of these. Stage Three brings the opportunity for additional urban driving and further ride assessment with a full complement of passengers to fuel a closing debate of each model’s highs and lows. The final trio counts two SUVs among them, but only one of the three is an odds-on winner.

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CAR OF THE YEAR

A l fa R o m e o

Giulia

ITALY MAKES THE MOST THRILLING MEDIUM-SIZE SPORTS SEDAN SERIES IN THE WORLD RIGHT NOW. SERIOUSLY…

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LOW, WIDE AND CAB-REARWARD WITH SHORT OVERHANGS, THE GIULIA OOZES GENRE-DEFYING STYLE FROM THE BASE VERSION TO THE QUADRIFOGLIO

The weighting game Th

CAR OF THE YEAR

Ach Achieving class-leading efficiency was key, according to former Ferrari technician and Alfa Romeo product development head, Ferr Philippe Krief. The Quadrifoglio’s twin-turbo V6, for example, Phil boasts cylinder deactivation tech. Plus, target mass was to boa approach the late-’90s 156 for some variants. Coming in at app as much m as 130kg less than its BMW equivalent, every Giulia employs lightweight materials, including aluminium for the emp doors, front guards and double wishbone front/multi-link rear doo suspension, while the driveshaft is carbonfibre. Front/rear susp weight distribution is 50:50. weig

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HE FINAL three and there’s an Alfa Romeo among them. Can you believe it? You ought to. In almost every conceivable sense, the Giulia nails its maker’s brief of being a dynamic, efficient and enjoyable sports sedan that puts the driver first. Not only is this podium result the highest ever for the Milanese brand, it’s also the highest ever for an Italian car. In the 55 years of this award, that’s difficult to believe. Our first inkling that Alfa had created something special occurred when we initially savoured the newgeneration Giulia (known internally as Tipo 952) back in the middle of 2016. And later, on Australian soil, the Giulia scored two memorable comparo victories against ruthless rivals from Germany and England. For readers with long memories, winning is how Alfas used to roll. And now, once again, there is at long last something truly driver fixated in a segment that first belonged half a century ago to Italy’s 105-series Giulias and 1750 Berlinas, but since the ’70s has been Germany’s domain. Kudos, then, to Fiat Chrysler Automobiles CEO Sergio Marchionne and his 2013 decision to bankroll (to the tune of €5 billion) a dedicated rear-drive architecture – starring at least three fresh powertrains – for up to five disparate models, starting with today’s Giulia, and soon to be followed up by its Stelvio SUV sister. Clearly not short of ambition, he seized a once-in-a-lifetime chance to make Italy, as well as Alfa Romeo, great again. The marque hasn’t been this audacious since the 1972 Tipo 116 Alfetta, which spawned a family of fun, if flawed, spinoffs from the GT/GTV and duck-tailed Giulietta to the later 90, 75 and SZ ‘Il Mostro’. Flaky maybe, but these were true Alfas. Sadly, hated rival Fiat then took control, and subsequent models like the 164, 156 and 159 suffered for sharing their front-drive

platforms with humdrum cars. None ever drove as well as the best from rival makers. And what’s the point of buying Italian if the brio is absent? The lesson here is that Alfa and the mainstream just don’t mix. However, it’s a mistake the Giulia corrects with a colossal middle-finger salute to Germany, England and Japan. While the Giulia’s voluptuous design lacks the 159’s immortal beauty, it is wildly aggressive up front, defiantly cab-rearward in profile and buff from behind. Short overhangs, long wheelbase, low roof, wide tracks. This may as well be a coupe. Which makes the Giulia’s ample interior space all the more clever. Yes, larger occupants might struggle with entry/egress, but once snugly ensconced, reasonable comfort ensues. The flowing fascia layout and racy instrumentation recall past Alfa’s sporting heritage as well as recent Ferraris, and spec levels are actually generous bar AWOL Apple CarPlay/Android Auto connectivity. Even the boot is plenty bountiful. “There are some things about this car that are perfect – like the driving position,” Carey noted. He’s right, too. And what rival offers a spoke-sited starter button straight out of a 458 Italia? Like an auto aphrodisiac, it just sets the driving mood. Indeed, the Giulia’s powertrains, with development led by an ex-Ferrari engine guru, are nothing short of seductive, though snubbing a manual for Oz is surely brand desecration. Thankfully the auto is ZF’s splendid eight-speed torque-converter ’box. With the right ratio always at hand, the sweet 147kW 2.0-litre doesn’t need to sing its little heart out to provide a decent and civilised turn of speed, aided by a beaut pair of shift paddles. The Veloce’s rousing 206kW upgrade ushers in an even raspier induction timbre, without losing any of the base car’s delicacy, while

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CAR OF THE YEAR

the torquey diesel pulls mightily but lacks the cultivated refinement of its turbo-petrol brethren. That all recorded remarkably low fuel consumption figures considering how exuberantly most were driven just bolsters our admiration for what Alfa Romeo has achieved. The hottest Giulia, though, is something else entirely; a ferocious upgrade in every sense – in terms of acceleration, speed, sound, response and – incredibly – even efficiency. Thunderously theatrical yet capable of seductive docility, the, ahem, 375kW 2.9-litre twin-turbo V6 behaves as though Alfa prioritised making its M3/C63 slayer invincible, and then worked its way down the range from there. “The Quadrifoglio is just so alive and infectious in its appeal,” said Enright, and it’s the Giulia’s exquisite dynamic finesse that truly sets it apart. Initially the steering might feel overly sharp, but its inertia-free response and connectivity is like nothing else in the sport sedan realm. Deliciously weighted, the Alfa’s handling poise and panache are both a throwback to past glories and a standard for the future generation. That Giorgio chassis’ craving for corners is one of this sedan’s defining characteristics. Unsurprisingly, the Quadrifoglio bullishly raises the bar again – a riot of lightning-fast reflexes and visceral roadholding, underscored by a suppleness and compliance that leaves the opposition reeling, as we discovered not long after the Giulia’s local launch. Aided by a torque-vectoring diff and adaptive dampers, this sedan’s dynamic bandwidth is phenomenal. Note though that you do have to be on your game in Race mode, with its propensity for smoking, tail-happy oversteer. However – and perhaps this is the upshot of the Giorgio project’s fast-tracked gestation (about 30 months) that meant there wasn’t enough time or resources to sort everything out – more than a few chinks in the Alfa’s armour appear once that initial rush of dynamic hedonism starts to subside. Out on our road loops it wasn’t an issue, but

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around Lang Lang over high-speed bumps, the otherwise sweet-and-supple base Giulia’s suspension can feel borderline underdamped, occasionally even bottoming out. And some testers abhorred the by-wire brake pedal’s inconsistency of action and feel. Frustratingly, glaring inconsistencies as well as quality issues reared their ugly heads, and that simply won’t do when a chief predator wears a four-ringed Audi badge. Sure, that base Giulia’s overall cabin presentation, with its lovely leather and contrasting materials, exudes upmarket class. But our mid-range Super and upper-spec Veloce examples suffered from vexing panel gaps, while leaning on the driver’s door at speed seems to break the wind seal. On all versions, the climate-control fan roars like a 747 at full thrust; the lower-console plastic finish is sub-par; there’s too much wind noise intrusion; the sat-nav’s screen graphics reek of oldschool Nintendo; and what’s with the crummy rear camera? Worryingly, on two examples we tested, the bonnet catch wouldn’t unlatch. It’s as though the Giulia hasn’t had the final shakedown development it required. “Did Alfa not have enough time to address all of these issues?” Carey questioned. Such infuriating shortfalls shouldn’t exist with more thorough development and are unforgivable in an all-new car with a €5 billion budget behind it, ultimately robbing Alfa Romeo, and Italy, of its best shot yet at snaring a COTY trophy. Still, as a testimony to how brilliant the many good bits are, more than one judge said that, of the COTY finalists, the Giulia is the car they’d buy anyway. “If Alfa can address these issues with the facelift, this model line will be an absolute cracker,” Hagon suggested. So not this time, Italy. But perhaps the Giulia’s greatest achievement is that it is the first Alfa in living memory to really, truly, madly and deeply exude hope for the once majestic brand. Believe it. B YR ON MATHIOU D AK IS

SPECS BODY Type 4-door sedan, 5 seats L/W/H 4643/1860/1436mm (QV: 4639/1873/1426mm) Wheelbase 2820mm Track 1555 – 1557mm (f), 1607 – 1625mm (r) Boot capacity 480 litres Weight 1429 – 1620kg

DRIVETRAIN Layout front engine (north-south), RWD

Engines

1995cc 4cyl turbo (147kW/330Nm); 1995cc 4cyl turbo (206kW/400Nm); 2143cc 4cyl turbo-diesel (132kW/450Nm); 2891cc V6 twin-turbo; (375kW/600Nm)

Transmission

8-speed automatic

CHASSIS Brakes ventilated discs (f & r)

Tyres

225/45R18 – 285/30R19

Spare

ADR81 fuel consumption 4.2 – 8.2L/100km

Safety Side airbags Curtain airbags Knee airbags Collision mitigation Crash rating 5 stars Service interval 12 months/15,000km (Diesel: 20,000km)

3-year retained value 47 – 57%

Prices

$59,895 – $143,900

Marchionne of progress Talk about a convoluted gestation. In 2007 Alfa sought to replace the 159 with BMW 3 Series-derived tech (though with unique sheetmetal), but a couple of years in, FCA CEO Sergio Marchionne canned the venture in favour of the multi-billion-euro Giorgio program. Developed in skunkworksstyle secrecy at Ferrari in Modena (engineering) and Turin (design), the resulting rear-drive platform won’t stray beyond Alfa Romeo. Along with Giulia and Stelvio, a trio of separate newcomers are expected, including a Giulietta hatch successor and maybe a larger 5 Series rival.

“THE VELOCE LOOKS ROCK STAR, LIKE A JUNIOR QUADRIFOGLIO – EVEN ON THE INSIDE”

“THE QUADRIFOGLIO IS LIKE A FOUR-DOOR FERRARI”

ALEX INWOOD

NATHAN PONCHARD

THE FUNDAMENTAL RIGHTNESS OF THE GIULIA’S DYNAMICS COUNTS FOR ALMOST EVERYTHING, BUT IT CAN’T COMPLETELY GLOSS OVER THE BUILD INCONSISTENCIES AND QUALITY ISSUES

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CAR OF THE YEAR

Sko da

Kodiaq CZECHS CHECK IN TO THE BUSINESS END OF CAR OF THE YEAR WITH A SEVEN-SEAT SUV THAT EXUDES COMPETENCE AND CAPABILITY

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CAR OF THE YEAR

IZEABLE and capable, affordable and likeable, the Kodiaq brings a lot of ‘able’ to the table. This big SUV doesn’t have winning looks, but it is adept at earning respect. Admirable rather than desirable, the Kodiaq’s good-natured character and unrelenting usefulness carried it to the final stage of COTY 2018. Skoda’s faceted and sharply creased exterior design language works well on the Czech brand’s cars, especially the almost-medium Octavia liftback and wagon and small Fabia hatch, but isn’t so successful when stretched to the scale of a seven-seat SUV like the Kodiaq. While not offensive to look at, it is visually bulky and rather plain. This Skoda’s beauty is all on the inside. The spacious interior of the Kodiaq has been artfully arranged. Comfortable and supportive front seats face a cleanlooking instrument panel with a big, bright, sharp centre screen. The fore-and-aft sliding second-row seat has a 40/20/40 split backrest with angle adjustment. The pair of standard third-row seats fold flat into the floor to create a big 630-litre cargo compartment when only five seats are required. Because the Kodiaq doesn’t wear premium-brand price tags, the interior is a mostly bling-free zone. But even though the cabin’s materials are not obviously costly, this is an environment that still manages to create an impression of durable sturdiness. Skoda’s ‘Simply Clever’ slogan is more than a figment of the marketing department’s imagination. The words are supported in the Kodiaq by a multitude of features. It has rubbery pop-out edge protectors on all four side doors, driver-activated electric child locks for the rear doors, folding umbrellas concealed inside the front doors, two gloveboxes, storage drawers beneath each of the front seats, middle-row head restraints with flip-down side wings for long-trip dozing and a rechargeable LED torch that clips into a recess in the cargo compartment.

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While there’s a lot of thoughtfulness inside the Kodiaq, some things have been forgotten. The middlerow seat, for example, is clearly set up for left-hand drive rather than right-hand drive. The wider and heavier section of the seat, which has to be folded and flipped out of the way for access to the third-row seats, is on Australia’s kerb side. There’s just enough room in those third-row seats for small adults to endure a short journey, but they’re really only fit for children. Yet there are no tether mounts, which are needed to fit child seats, back there. The COTY judging panel’s Breeder in Chief, Toby Hagon, insisted that this was an important oversight. It’s a valid point. In SUVs, the price paid for space and internal flexibility is often dreary dynamics. The Skoda proves that this need not be so. The Kodiaq uses VW Group’s versatile MQB component matrix. Skoda is 100 percent owned by Germany’s biggest car maker, and MQB also serves as the foundation for a bunch of fine cars wearing Volkswagen and Audi badges. It’s no coincidence that the Kodiaq shares its wheelbase with VW’s Passat. MQB has an established record of delivering above-average ride and handling characteristics, and the Skoda SUV is no exception. The technology isn’t innovative – strut front suspension, multi-link rear, electric-assisted rack-and-pinion steering, disc brakes all round with ventilated front rotors – but the Kodiaq’s chassis was clearly developed by engineers who understand the pleasure of driving. Discipline without discomfort is what the Skoda delivers. The firm low-speed ride did earn the Kodiaq some negative notes from some more sensitive judges during COTY, but all appreciated the SUV’s inherent agility and nicely weighted steering. “Surprisingly sporty,” was a typical comment. Fun to drive on bitumen, it was even more enjoyable on Lang Lang’s slippery dirt handling track. Most of the time…

JUST ENOUGH TINSEL IN KODIAQ’S PRACTICAL CABIN TO BRING SOME APPEAL, SUCH AS THE LEATHER/ ALCANTARA TRIM, LARGE AND CRISP SCREEN, AND SCULPTED WHEEL

Seeking base players Skoda’s Czech factory turns out Kodiaqs in a much greater variety than we get in Australia. There are versions with smaller and more efficient engines, including the VW Group’s hard-working 1.4-litre turbo-petrol four. They also produce front-drive and five-seat Kodiaqs. Australia, meanwhile, sees only Europe’s top-spec versions. It would do wonders for both customer choice and the Kodiaq’s value perception if some of these headed our way.

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CAR OF THE YEAR

MEDIUM-TO-LARGE SUV SHEETMETAL PERHAPS A STRETCH TOO FAR FOR SKODA’S CRISPLY CONSERVATIVE DESIGN LANGUAGE. KODIAQ’S BEAUTY LIES WITHIN

“LOTS OF SUV FOR THE MONEY, BUT DOES IT HAVE FLAIR AND CHARISMA?”

“CONVINCING BLEND OF ENGINEERING DEPTH, BUILD QUALITY, VALUE AND EQUIPMENT. UNDERSTATED CLASS” ALEX INWOOD

NATHAN PONCHARD

Brought to bear The Kodiaq is named after the world’s largest brown bear. In the Englishspeaking world it would be spelled ‘Kodiak’ instead. There’s no link between the big critter and the Czech Republic, where the Kodiaq is manufactured. Kodiak bears live in south-west Alaska, far from Prague. They’re basically a plus-size version of the Grizzly Bear, and can weigh up to 600kg. That’s about one-third the weight of a Skoda Kodiaq.

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The tuning of some of the Skoda’s key electronic driver aids isn’t suited to Australian conditions. Its ABS calibration on dirt should be better and several COTY judges found its ESC sometimes unnervingly slow to react on this surface. The COTY test program timetable meant Wheels wasn’t able to procure a turbo-diesel Kodiaq. The 2.0-litre 140TDI didn’t arrive in showrooms until late December, so the 132kW 2.0-litre petrol, which launched the Kodiaq in Australia in June, was the only variant available. The Volkswagen Group’s 132TSI petrol-burner makes the big Skoda SUV quite lively. It’s also pleasantly refined, proving quiet and smooth. And the Kodiaq’s standard all-wheel-drive system contributes in a major way to its fun-to-drive personality. If there’s a weak link in the drivetrain, it’s the standard dual-clutch transmission. While the seven-speeder makes crisp and well-timed shifts when the Kodiaq is under way, it’s not perfect when moving from standstill. It sometimes hesitates to hook-up, delaying response to the throttle pedal and creating driver anxiety. The efficiency of the Skoda’s drivetrain, on the other hand, is fine. According to official ADR fuel consumption test results, the Kodiaq uses less than any of its V6-powered rivals from Asia. Our hard-driving COTY test program result of 11.4L/100km gave us no reason to doubt the Skoda’s superiority. It does, however, require premium 95-octane unleaded. The untested 2.0 TDI version of the Kodiaq promises even lower consumption again, with a 5.9L/100km official fuel number. For safety the Kodiaq again earned high marks. In the Australian market Skoda chose to import a highly specified version of the SUV. Not only does

our Kodiaq come only with the best and most powerful drivetrains available (though a 162TSI version would make even greater sense) but also a very high level of standard safety equipment. Even before COTY, the Czech SUV had earned a five-star crash-safety rating from ANCAP thanks in part to its standard array of nine airbags. In Australia it comes standard with safety-enhancing features that are optional in some European markets, most notably AEB. It’s an AEB system that works well, too. Skoda also utilises sensors required for AEB to deliver useful driver aids. Active cruise control, which relies on the same forward-facing radar as the AEB system, is standard in the Kodiaq. Also standard are sat-nav, a rear-view camera, front- and rear-parking sensors and a fatigue detection system. Well equipped, in addition to being hugely practical, unexpectedly fun to drive and reasonably fuel efficient, the Kodiaq rated well for value. Even taking into account Skoda’s $46,290 drive-away pricing rather than the $42,990 list, the 132TSI is a smart buy. But the untested 140TDI adds $6500, a heavy premium to pay for turbo-diesel fuel efficiency. Still, Skoda offers a longer than average five-year and unlimited-kilometre warranty, and its logically bundled option packs aren’t outrageously expensive. For all the reasons we’ve explored, the Kodiaq scored strongly against most of the COTY criteria. The technology criterion, where its Volkswagen Group hand-me-down content was taken into account, was the exception. But a bigger problem for the able Czech was the looming presence of another even more outstanding SUV from elsewhere in Europe. J OHN C AR E Y

SPECS BODY Type 5-door wagon, 7 seats L/W/H 4697/1882/1676mm

Wheelbase 2791mm Track 1580mm (f), 1570mm (r)

Boot capacity 630 litres Weight 1677 – 1720kg

DRIVETRAIN Layout front engine (east-west), AWD

Engines

1984cc 4cyl turbo (132kW/320Nm); 1968cc 4cyl turbo-diesel (140kW/400Nm)

Transmission

7-speed dual-clutch

CHASSIS Brakes ventilated discs (f), solid discs (r)

Tyres

235/50R19 Spare space-saver

SAFETY Side airbags Curtain airbags Knee airbags Collision mitigation Crash rating 5 stars ADR81 fuel consumption 5.9 – 7.6L/100km

Service interval 12 months/15,000km

3-year retained value 54%

Prices $42,990 – $48,990

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2018 XC CAR OF THE YEAR

Vol vo

SWEDEN FINALLY DELIVERS THE CAR IT HAS LONG PROMISED: AN SUV CRAFTED WITH ENGINEERING SOPHISTICATION, DYNAMIC DEPTH AND TRUE DESIRABILITY

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Family-arity

CAR OF THE YEAR

Beneath the XC60’s broad, shapely sheetmetal hides Volvo’s SPA modular architecture that debuted globally with the XC90 in 2014. Cleverly, the XC60 shares up to 50 percent of its components with the XC90, yet it retains a fresh look and feel. Powertrains, electrical and climate-control systems, ems, multimedia, seats and even the dashboard to front-axle xle ratio are identical, as is the suspension – double A-arm front and ‘Integral Axle’ rear suspension with h its single composite transverse leaf spring. g.

XC60 NEEDS THE OPTIONAL AIR SUSPENSION TO DELIVER ITS BEST ON DIRT, BUT CORE DYNAMIC COMPETENCY IS CLASS LEADING

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ROM the outset, our 2018 Car of the Year award was anyone’s game. Impressive talent and a wealth of variety marked the cream of this year’s automotive crop, yet not a single vehicle truly stood out. Not like the Volkswagen Golf VII (2013) or Mazda ND MX-5 (2015) in their respective years – each an odds-on favourite for the COTY title from start to finish, despite some valiant rival efforts. But as our exhaustive testing week approached its climax, a Swedish SUV proved its undeniable worth against a host of big personalities. Volvo once assembled cars in Australia (at HSV’s current site in Clayton, alongside Volkswagens and Datsuns), meaning the Swedish marque has been eligible to win this award since 1972 – a quaint era when COTY was only open to cars made here. A Volvo model has progressed beyond the provingground three times this century – the V70 wagon (2000), S40 sedan and V50 wagon (2004), and, more recently, the XC60’s closely related XC90 big brother (2015). Yet none of them proved consistently cohesive or capable enough to threaten a victory. Not anymore. In many ways, the second-generation XC60 is the car its larger XC90 stablemate should’ve been two years ago. Despite sharing as much as 50 percent of its oily bits with Volvo’s big SUV (see sidebar, left), the new XC60 has a newfound Teflon coating that rounds off the XC90’s rough edges to create a much more complete, more connected and more rewarding package. At Lang Lang, the XC60 immediately impressed with its stunning interior presentation on walk-through day, followed by its dynamics on the ride and handling course. Alongside the disinterested and remote BMW X3, and the Audi Q5’s occasional alarming electronic intrusion, the Volvo carved a calmly confident path around the proving ground, praised for its chassis poise, tyre grip and steering accuracy, if not its abundance of steering feel. Nor its ride on the steel-sprung versions wearing 20- and 21-inch wheels (19s are standard, though Volvo does offer 18s). Some crash-through over the dirt-road cattle grid and some head toss on Lang Lang’s punishing ride road highlighted the benefits of selecting Volvo’s optional

active chassis with air suspension as fitted to our rangetopping hybrid T8 R-Design. Bundled into a good-value $7500 Premium Package also available on Inscription grade (including heated front seats, power folding rear backrests and headrests, rear privacy glass, a panoramic sunroof and a rip-snorting 1400-watt Bowers & Wilkins audio system with 15 speakers), it’s a musthave if you value a lush, relaxed ride quality in contrast to the firm set-up of the steel-sprung cars. Lang Lang also highlighted the XC60’s inherent safety focus. It breezed through the lane-change manoeuvre without raising a sweat and demonstrated strong braking ability on both wet and dirt surfaces. But the seatbelts’ ‘pre-safe’ function was spooked by the dirt handling course. As soon as the car started to slide and the ESC began to activate, it yanked all occupants into the seat tighter than a Hitchcock strangulation sequence, then aimed for total lock-down following a full-ABS dirt brake immediately afterwards. Extreme circumstances, yes, but the irony is the only way to quickly ease the belt’s grip was to unbuckle it. Besides over-zealous pre-collision belt tightening, the XC60 smashed COTY’s safety criteria, much like the XC90 before it. A full suite of active safety aids, a superb surround-view camera and excellent seats with well-positioned bolsters and head restraints imbue the XC60 with an aura of in-cabin safety reminiscent of its pioneering ancestors. And if you do happen to biff something, the Volvo’s NCAP scores place it not only well in front of its Audi Q5 and BMW X3 rivals (despite both those cars receiving five stars overall), but the larger XC90 too. A 98 percent score for adult protection, 87 percent for children, 76 percent for pedestrians and 95 percent for safety-assist systems is as good as any vehicle in 2017 gets. About the only thing missing is Volvo’s legendary built-in rear booster seats, which aren’t available until 2018 production for some reason. The XC60 even has rear pre-collision warning so prepare for more belt-tightening theatrics if you’re about to be snotted from behind. The rest of the XC60’s interior is unmistakably Volvo – the front seats, steering wheel, switchgear, and multimedia systems are all shared with other

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CAR OF THE YEAR

SPA-platformed models – yet its fresh and funky blend of textures and surfaces gives it a more youthful exuberance. Excellent trim quality (with no discernible rattles, unlike the XC90s from two years ago), and a huge portrait touchscreen that becomes refreshingly simple to use once you’re familiar with it mark this Volvo as a genuine premium product. Indeed, the in-cabin warmth and detail finish elevate the XC60 beyond its premium-brand rivals. Everyone adored the three-dimensional trim insert tracing a path across the dash, with lovely material options (such as the test T5 Inscription’s real-wood take on ‘caravan laminex’) and a little Swedish flag disguising the expansion joint near the left-hand air vent. Even the sides of the centre console are fully carpeted. And whether in base trim or clad in $3K’s worth of baseball-stitched Nappa leather, the XC60’s seats are almost opulent in their quality, support and long-distance comfort. Arguably the only downside is no dedicated USB port for rear passengers and the loss of centre-rear air vents in the hybrid T8 (though it retains B-pillar vents). Out on the road loops, greater exposure to the XC60’s breadth of abilities managed to nudge it ever-closer to COTY contention. No one could dispute the excellence of Volvo’s drivetrains, particularly the 173kW/480Nm 2.0-litre turbodiesel four in our test D5 R-Design, and yet this loping, luscious engine never felt at odds with the huge 255/40R21 Pirelli P Zeros doing great things to the XC60’s dynamic fluidity, and even its ride. As Noelle pointed out, “the XC60 never feels its weight and has a great flow to it”, including the relatively tubby 2105kg T8 R-Design hybrid. And while the T8’s over-sensitive regenerative braking response raised eyebrows, as did the too-touchy calibration of the petrol T5’s throttle response in Dynamic mode, there’s a cohesion to the XC60 that has been lacking in good Volvos for decades. In fact, the T8 offers easily the most performance for the least money in its class, plus 156 wheelsmag.com.au

some torque steer if you ask for its full 5.3sec-to100km/h thrust, seeing the engine drives the front wheels and the battery handles the rears. But if you want the same engine, sans hybrid assistance, in a traditional all-wheel-drive wagon, then the 235kW/400Nm T6 R-Design is a whole lotta upscale SUV for $76,990. The XC60’s driver-assistance systems proved at least as good as Mercedes-Benz’s best, and in some conditions arguably better, while the turbo-diesel’s ‘power pulse’ system, which injects compressed air into the turbine housing to bolster throttle response is one of this year’s few innovations. “An electric turbo done by people who are smarter with money”, according to Carey. Measured in terms of efficiency-per-tonne – litres per 100km of fuel consumed per 1000kg of vehicle weight – the XC60 D5 also managed to wipe the floor with this year’s field. And when you take into account that our red D5 R-Design test car cost around $75K, yet looked and felt like it was worth at least $20,000 more, the inherent value of the XC60’s premium attention to detail really begins to take effect. Much like everything else launched during 2017, the Volvo XC60 isn’t perfect. But in a category littered with under-achievers – be they mainstream medium SUVs or premium-branded alternatives – it stands head and shoulders above the competition. Capable as Mazda’s newgeneration CX-5 is, the Volvo raises the game beyond such mainstream offerings in a bunch of key areas, as any premium-priced product should. You can see and feel the love and care devoted to the XC60 during its development, not to mention Volvo’s ambition. And the result is a terrific family SUV – at once safe, stylish, good value and fun to drive – as well as a deserving Car of the Year winner. Finally, the billions of dollars the Chinese have invested in Sweden’s proud and often-pioneering 90-year-old marque have come to fruition. N ATHAN P ON C HAR D

SPECS BODY Type 5-door wagon, 5 seats L/W/H 4688/1902/1658mm Wheelbase 2865mm Track 1649–1668mm (f); 1653–1673mm (r)

Boot capacity 505 litres Weight 1766 – 2108kg

DRIVETRAIN Layout front engine (east-west), AWD Engines 1969cc 4cyl turbo-diesel (140kW/400Nm); 1969cc 4cyl turbo-diesel (173kW/480Nm); 1969cc 4cyl turbo (187kW/350Nm); 1969cc 4cyl turbo/SC (235kW/400Nm); 1969cc 4cyl turbo/SC + battery (300kW/640Nm)

Transmission

8-speed automatic

CHASSIS Brakes ventilated discs (f & r)

Tyres

235/60R18 – 255/40R21 Spare space saver (except T8)

ADR81 fuel consumption 2.1 – 8.0L/100km

CO 2 emissions 49 – 177g/km

Safety Side airbags Curtain airbags Knee airbags Collision mitigation Crash rating 5 stars Service interval 12 months/15,000km

3-year retained value 60 – 61%

Prices $59,990 – $92,990

EVEN IN ALL-BLACK, XC60 CABIN IS BRIMMING WITH CLASSY TEXTURE. PERFORATED AND PLAIN LEATHER, ALCANTARA INSERTS AND WHITE STITCHING LOOK AND FEEL GREAT

“FIRST-CLASS INTERIOR IS STOCKHOLM COOL”

Scale of efficiency The plug-in-hybrid XC60 T8 can manage 40km on pure electric propulsion, hence its astounding 2.1L/100km official fuel number. Yet across a day of arduous two-up driving on our hilly road loop, the heavy T8 still managed a respectable 13.2L/100km, marginally less than the T5 (13.4L/100km), but much more than the D5 (10.5L/100km). In comparison, Mazda’s lighter CX-5 diesel managed 10.2L/100km, while Skoda’s petrol Kodiaq clocked 11.4L/100km. On official numbers, XC60 D4 (5.4L/100km) and D5 (5.6L/100km) are just behind Suzuki’s Swift GLX auto (5.1L/100km ADR figure; 8.6L/100km in COTY testing).

BYRON MATHIOUDAKIS

“AIR SUSPENSION DELIVERS THE RIDE COMFORT AND CONTROL ALL XC60S SHOULD HAVE” JOHN CAREY

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T HE C O MP L E T E L I S T ING OF N E W P ASSE N G E R CAR S IN AUSTR AL IA

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MITSUBISHI

Mitsubishi plugs a wafer-thin gap with SUV number five

ABBREV. INDEX Data columns explained here

Your shiny y Showroom navigation guide

ALFA TO VOLVO Pages tagged by marque for easy flip/find

TICK & CROSS

The things we

Fuel RON included in data love, and bits we don’t columns; ‘issue tested’ dates include First Drives; long-termers park in Our Garage; Incoming NEW and Marketplace live ARRIVALS up front in Redline New models for the month highlighted

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OurGarage

LEXUS LEXU LE XUS S LC LC500 LC50 500 0

Date acquired: September 2017 Price as tested: $190,000 This month: 1350km @ 10.7L/100km Overall: 3017km @ 12.2L/100km

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Clean yourself up

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One of the challenges of LC ownership has been keeping its striking exterior clean. Stormy weather with dust-infused rain hasn’t helped, but the yellow paint seems to attract dirt and then cling to it with an intensity I’ve not seen before. Being so wide,

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WEEK 12 MOTORWAY

with huge expanses of metal on the bonnet and bootlid, exacerbates the problem, meaning the LC only looks fresh for a day or so after a tub. But the worst offenders are the wheels – eye-searingly shiny when clean, black and grimy otherwise.

Unwedded bliss Bent-eight LC bruiser delivers its final bark, but a hybrid version looms... IT CAN be cruel and pitiless, COTY testing. Having run this long-term LC500 for the previous two months, I was keener than most to see how the big Japanese muscle car would perform at our toughest week of the year. I was, justifiably I’d say, optimistic of the LC’s chances. Striking to look at, superbly made and luxuriously comfortable, it’s even possible to argue the LC is decent value considering its wow factor, size, quality and performance. The addition of the Hybrid model, which uses a fiendishly complex powertrain to boost performance and economy, appears to have COTY’s technology criterion covered off too. And yet despite the promise, the LC failed to progress beyond the proving ground. The full reasons why are detailed on page 110, but I suspect there’s another explanation it was found wanting: it’s a grower. Like the RC-F before it, the LC is a car that slowly gets under your skin and reveals an endearing

personality. It seems counter-intuitive, I know, given its instant visual appeal, but it’s the nuances and quirks that make the LC so interesting to live with and, by comparison, make other cars feel a little one-dimensional. The endless maze that is the infotainment system, for example, which was baffling and complicated initially, has become a challenge and a surprise as I continue to discover new shortcuts and menus even after months of use. And I love that all the dials and buttons feel metallic and expensive, like a high-end hi-fi. And that the glovebox is opened by a solenoid-operated button disguised in the dashboard trim. I’m less convinced about the heated/cooled seats that, every time you start up, remain in the setting you had them last. This wouldn’t be such an issue if switching them off again, to stop cold air from rocketing onto your inner thighs at 6am, didn’t require you to navigate five sub-menus in the centre screen.

Even the dynamics have surprising bandwidth, with each driving mode (including a Custom setting I only discovered this month that allows optimal configuration of chassis and powertrain) revealing different shades of character and ability. It’s a car with layers, and that’s partly why I’ll be so disappointed to see it go. Having occupied my driveway for three months, come next week, my yellow LC500 will be replaced with a red one that, beyond the colour change, should look identical bar a small ‘h’ added to its badging. This is to notify my neighbours that I’ve ditched V8 power for hybrid propulsion. The LC Hybrid will also be fitted with a $15K Performance Pack that, among other things, adds fourwheel steering. But no matter how I cut it in my mind, I don’t see how the hybrid LC can be as good as the V8. I fear I’ll be taking a step backwards. Here’s hoping I’m wrong. ALEX INWOOD

FAREWELL

LOWCOST BENEFITS

Highway cruising saw one tank return an impressive 9.2L/100km this month

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HONDA HOND HO NDA A CR CR-V -V VV VTi-L Ti-L L

Date acquired: September 2017 7 Price as tested: $38,990 This month: 999km @ 10.4L/100km 00km Overall: 2088km @ 9.5L/100km

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The human touch

The hard plastic volume control on the CR-V’s steering wheel had me puzzled at first. With its ridged plastic surface it seemed out of place with other switchgear and its function seemed rather old school, with

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WEEK 8 MOTORWAY

individual presses at the top or bottom to raise or lower the audio volume. That was until I realised you merely need to gently glide your finger over the switch to change the intensity of your tunes.

EARLY SHIFT

Fit for purpose

Hi-mount transmission lever falls easily to hand but switch to engage Eco mode won’t wear out anytime soon.

It’s no athlete, but Honda’s mid-size SUV plays a more practical game LIKE MILLIONS of other working-class Aussies, economic necessity means I’m forced to endure a grinding cross-town commute twice a day, five days a week. An upside for me, however, is that I get to do it in a wide range of cars and can spend at least some of those otherwise lost 60 minutes considering various aspects of vehicle performance. Judging by my fellow motorists this discipline is not nearly as popular as talking or texting on the phone, picking one’s proboscis, or doing your nails, but it works for me. My drive starts in the tree-fringed northeast of Melbourne and, depending on the chosen route, often includes the first 15 minutes traversing an undulating back road, laced with an assortment of hills, twists, turns and even the odd ’roo or fox sighting. It’s bumpy too, so an insightful test of suspension set-up, steering precision and tyre grip, while also being far more engaging than the mundane multilane alternative. It’s a road that shows up both some key CR-V strengths – notably compliant ride

quality, good tyre grip and torquey hill-eating ability – while also revealing weaknesses, such as its slow steering, leisurely turn-in and soft rebound damping. To be fair, the CR-V is a compact family wagon and not really the sort of machine to go corner carving in. There’s no question that the dynamics are perfectly safe, and utterly predictable, and that’s what the people who buy a family SUV like this want, along with the utility. While the reborn Civic Type R and NSX supercar show that Honda clearly has its mojo back with regards building dynamically sharp performance cars that can dissect corners with surgical precision, the CR-V shows the Minato-based conglomerate operating in an altogether different space on its broad spectrum of products. I doubt I’ll ever become an ardent fan of the CVT transmission but, in tandem with Honda’s torquey, turbocharged 1.5-litre fourcylinder, the CR-V has won my respect for the way it effortlessly eats inclines on my morning run. The droning engine note that’s

a fact of life with CVTs isn’t exactly desirable, but you can’t fault the way the transmission keeps the engine pinned in the meat of its torque curve, hovering between 20003000rpm and delivering instant acceleration without the pause, kick-down and flare of a traditional torque converter auto. Surprisingly, in an era where start-stop technology is rapidly becoming the norm, the CR-V doesn’t feature it. There is an eco-mode switch located next to the himount transmission lever, but I’ve yet to seriously try it. However, with fuel economy running consistently in the mid-10s, it’s evident that its absence isn’t exactly hurting the Honda’s efficiency. By the time my 30km morning commute is nearing the one hour mark I’ve been at the wheel long enough to appreciate the excellent comfort and support of the front seats, as well as the high driving position and terrific all-round visibility from within the airy cabin, if not the in-car hygiene habits of my fellow commuters. GED BULMER

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SUBARU SUBA SU BARU BA RU IMPREZA IMP MPRE REZA RE ZA 2 2.0i-S .0i 0i-S S

OurGarage

Date acquired: July 2017 Price as tested: $28,990 This month: 427km @ 10.9L/100km Overall: 12,350km @ 7.4L/100km

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Tyred and proven

One thing I had to check in the wake of The Great Subaru Impreza versus Metallica incident was the state of the Yokohama rubber that bore the brunt of the unexpected impact. The tyre, as it turns out, is fine. But it gave me a moment’s pause to look in the

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WEEK 24 MOTORWAY

boot, where the Impreza 2.0i-S hides a speed-limited space-saver spare, despite what looks like room for a full 18-inch alloy. You have to wonder, too, what stresses the smaller space saver places on the Subaru’s all-wheel-drive system. Fix it quick.

NO-COST BENEFITS

The hit parade

Repairs were handled entirely by insurance. One thing I’ll never know is how much they cost...

Glancing low blow sidelines Bazza’s Impreza I hurt myself today / To see if I still feel / I focus on the pain / The only thing that’s real... So sang Johnny Cash in ‘Hurt’, one of the most powerful, emotive ballads of our time. And believe me, I’ve been feeling hurt, though whether my temporary loss of a longtermer is akin to Cash’s pain and depression as he knocks on death’s door is debatable. It started with just another drive into Wheels central in the heart of suburban Oakleigh. My commute kicks off with a freeway run where I can set the active cruise control and relax behind the wheel, the traffic ahead defining the pace. This day was different, though. We were in that moment between darkness and light, when the sun just broaches the horizon and starts to wash over the landscape. The skies were heavy with cloud. Traffic was light, so the active cruise control was set to its lowest

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distance threshold, with maybe three car lengths separating me from the SUV in front. In the blink of an eye, I saw the SUV wobble slightly, and then a flash of brake lights as it bucked up slightly on its left-hand side. I noticed it had run over an L-shaped length of square metal tubing – an offcast, I assume, from one of the many tradies who take to the road at this time of day. But the bit of metal was now pivoting on one arm, standing almost upright. Time seemed to slow as I reacted, braking and moving to the right to avoid it. Too late. The tubing hadn’t quite fallen back to the ground. I hit it, a loud “bang” resonating through the Subaru’s cabin as its left front tyre makes contact. The car in front had already pulled over to assess any damage, but it was about a kay further down before my chance to stop for a look arrived.

The tubing had clipped the bottom of the splitter in front of the left tyre, punching a perfect impression of its profile into the plastic. The force of the impact – roughly 80km/h – appeared to have earthquaked through the left side of the bumper bar, popping out the black foglight surround. Repairs took almost a month. As I write this, the just-returned Impreza sits in the staff car park, looking just as good as the day it was delivered. We are reunited. But I’m still hurting. Some mongrel has nicked the iPhone charging cord I’d left in it. BARRY PARK

FORD FO ORD M MUSTANG USTA US TANG TA NG G GT T

Dat acquired: July 2017 Date Price as tested: $57,990 Pric This month: 373km @ 16.7L/100km Thi Overall: 2184km @ 18.7L/100km Ove

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Track marks

Mustang’s optional FR3-M9 Track Handling Pack ($4130 including fitting) is a comprehensive rethink of its entire suspension set-up. Lowered progressive-rate springs, new front struts, revised upper strut mounts, new anti-roll bars, rear dampers, rear toe links and

A final fling before going louder and lower

Stiffer rear coils part of Mustang’s comprehensive suspension upgrade set to debut next month

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toe-to-knuckle bearings are the guts of it. If you option the Track Handling Pack at purchase time, it’s covered by Ford’s normal three-year, 100,000km warranty. But if you add it later via a dealer, as in our case, warranty is 12 months or 20,000km.

Pump up the jam

TRACK TASTIC

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IN THE often-subliminal game of life that revolves around ‘mine is bigger than yours’ chest-puffing, the bloke in the white Mustang GT clearly had more sperm in his tank … or whatever competition was playing out at that moment on Sydney’s Elizabeth Street. And definitely more rumble from his rump. For a split second, I wanted his life. Then I remembered that my manhood was about to be similarly enhanced by the Ford Performance exhaust system waiting to be assembled at Thompson Ford in Parramatta, thereby making AME-495 a bit less L-AME in the noise-output department. A full peak-hour trawl north, on the Friday before Newcastle’s V8 Supercars extravaganza, provided a superb example of just how tractable and effortless the V8 manual Mustang is in heavy going. Not once did I wish it was an automatic, but several times I yearned for more exhaust crackle and a better ride – both of which should (or will) be solved by the cache of Ford Performance bits being bolted to its undersides. Besides a slightly lower, even tougher ride height, the only visual difference will be a pair of black 4.0-inch exhaust tips framing the Mustang’s rear diffuser. And the probability that my Newtown neighbours will be even more thrilled about the 6am wake-up call they get every time I punish myself at the gym before work. But I’m getting ahead of myself. In its current stockas-a-rock state, I have developed an almost brotherly bond with this yellow Mustang. I love admiring it, hanging out in it, playing games with it, and even defending it in critical company. Finessed it isn’t but loveable the Mustang GT most certainly is. Even in heavy traffic, I managed to get the tripcomputer average down from 25.2L/100km to low 15s on my slog north, though I suspect the Mustang’s woeful economy is because I can’t help unleashing its guttural induction burble. That means plenty of pedal travel at lower engine revs in this atmo bent-eight. What won’t be getting fitted, however, is a shortthrow gearshift upgrade. Notchy as the regular mechanism can be, if you press from the top of the clutch pedal and time everything perfectly, there’s an underlying slickness to its movement that I really don’t want to lose. w If experience with Rob Herrod’s supercharged Mustang is any guide (featuring a similar Ford Performance suspension package to what will soon feature here), I definitely won’t miss the stock Mustang’s ride. It’s quite ‘springy’, lacking in compression and rebound control, and that can make the GT’s chunky 19s feel pattery on bad roads. And that can corrupt steering crispness too, or what little there is. You get used to all of it but there’s promise of much better just around the corner. And my inner bogan is begging for it. N ATH AN PONCHARD

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KIA PICANTO

OurGarage

Date acquired: July 2017 Price as tested: $14,710 This month: 711km @ 6.8L/100km Overall: 4436km @ 6.8L/100km

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Harder, faster, little thirstier

Fuel numbers have taken a very slight rise this month, continuing an upward trend from my five months so far with the Picanto. This can largely be attributed to enthusiastic driving – I just can’t resist revving the inertia-free atmo 1.2.

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WANT to feel inadequate? Drive a Kia Picanto into a carpark filled with a supercharged Tickford Mustang, a duo of Porsches, a Golf R wagon and a Renaultsport Clio 182 with the intent of joining the cohort on a spirited run through some of Melbourne’s best driving roads. It was like I’d walked into a skirmish armed with a pea-shooter, while my opponents were packing more firepower than a Southern Texan militia. I might be getting a little ahead of myself here. I should explain why the Picanto and I were surrounded by such a formidable armada. It was painfully early on a Sunday morning, and I’d forced myself out of bed and some caffeine down my gullet in order to take part in a Drive against Depression ‘Treasure Hunt’ outing. Drive against Depression is a wonderful charity intended to bring a community together around cars and driving, and using that opportunity to raise much-needed awareness surrounding mental health. While I was enamoured to the cause, I must admit there was a dual purpose to my attendance. It was time to put the Picanto’s dynamic abilities on trial. It had become a secret point of shame that with the Picanto’s departure rapidly approaching, I was yet to

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MOTORWAY

Still, it’s surprisingly close to Picanto’s quoted urban figure of 6.3L/100km, and it’s likely I could get below 6.5L/100km if I calmed things down a bit. But life’s too short to dither behind the wheel in a car as thrifty as this.

Meet in the sandwich Bringing a cap gun to a Porker sword fight

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SPECIAL FRIENDS

Cam’s Picanto bromance now extends beyond shopping-centre carparks

have a proper back-road blat in my plucky little manual hatch. There was some friendly banter over being relegated to a mere Kia Picanto for the weekend by my driving compatriots as we mingled before the event’s start. But given that Porsche wasn’t offering me a GT2 RS for the weekend, this event was going to be an exercise in making the most of 62kW. Spoiler alert: the little Kia hatch is a riot. This shouldn’t be a surprise to enthusiasts with a lack of badge prejudice. The tempting recipe of locally tuned suspension, rev-happy 1.2-litre atmo engine, five-speed manual gearbox, and sub-tonne kerb weight proved predictably enjoyable. I found myself behind the Tickford Mustang tracking up Chum Creek Road – a nuclear warhead to my wrist rocket – and yet I kept the blown Ford in my sights. The Picanto is supremely chuckable, pitching into corners eagerly, nestling onto the outside front wheel, even cocking a rear at times. Gear selection was important to keep the engine singing above 4000rpm, but the reward is unexpected spunk. As I’ve previously mentioned, the Picanto’s steering changes weight depending on speed, and while it isn’t completely numb,

with some feedback from the tarmac sent back through the wheel, it doesn’t telegraph clearly enough when the front tyres start to lose grip. Yet what a joyful day to spend on brilliant roads, for a great cause, in fine company, shifting gears via a clutch and a delightfully light shifter, maintaining momentum through bends, and driving the tyres off my baby Kia. If you dismiss the Picanto’s ability to put a smile on your dial simply because of its engine size or its badge, that says more about you than it does the car. CA MERON KIRBY

RENAULT MEGANE GT WAGON R Date acquired: September 2017 Price as tested: $41,580 This month: 901km @ 7.6L/100km Overall: 3860km @ 7.8L/100km

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Now screening

Though the Megane’s large touchscreen does require familiarisation, all the fundamentals are there, from the rear camera and effective climate-control systems to the beaut DAB+ digital radio and superb (optional) Bose audio

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sound. There are plenty of personalisation options too. But switching between the different screens, while easy to work out, is fiddly in operation on the move, and the graphics are not especially attractive.

Long live the revolution Renaultsport mastery and rear steering help push GT wagon to the pointy end THE DEVIL, they say, finds work for idle hands. So with much of the month off, I found time to truly explore the GT side of my Renault Megane wagon. Colleague Nathan Ponchard had already used AOC-309 as an effective tool to scout for a fresh road loop for COTY. After his first stint behind the lovely wheel of the Spanishbuilt wagon, our road-test veteran was impressed with its combination of character, agility and comfort. Quite the step up from the bread-and-butter versions, he declared. Appetite suitably whetted, I too undertook an intrastate blast through south-eastern and central Victoria’s more alluring roads. And as the clicks accumulated, likewise something clicked in me. Namely how masterfully Renaultsport’s chassis magicians have transformed the chassis. Yes, the regular Megane’s core is fundamentally sound, but the GT-specific componentry and tune, combined with active four-wheel steering, infuse true hot-hatch interactivity. Docile but never dull in Comfort or Neutral modes, pressing the ‘R.S. Drive’ button (that looks like an air purifier symbol) ahead of the

electric park brake to select Sport ushers in a number of engine, transmission and steering tweaks that are the automotive equivalent of growing a set of satanic horns. That additional low-rev turbo shove (plus racier instrument choices, as well as a synthesised baritone exhaust note that I actually enjoy) when booting the 151kW/280Nm 1.6-litre GT hard through corners reveals just how reactive its Sportprimed steering is, especially when turning in, and how controlled the rear end is carving back out again. The handling feels super alive, ultra-planted and utterly noncorruptible, with that devilish RS DNA and darty four-wheel steering endlessly egging you on – just like a GTI ought to. Tight and tricky turns are easily tamed, aided by bolstered seats, big paddles and slick dualclutch responses. I could live with this thing in perma-Sport mode. I’ve enjoyed the comfort and versatility that this expressive estate offers but I never really appreciated how athletic the Megane GT is for a 4.6-metre, 1430kg wagon with a 580- to 1504-litre rear hangar. That badge is

closer to an RS than I had expected. Room for improvement? Inevitable tyre drone over coarse highway surfaces; the otherwise dependable adaptive cruise control disengages below 30km/h so it cannot crawl along in traffic jams like the best systems do; and why doesn’t the nearside mirror dip when reverse parking? That ought to be standard at $42K. Otherwise, in a world now awash with SUVs, the Megane GT wagon stands unique, dealing diligently, and proudly, with everyday mundanity yet with enough chassis dynamism to tempt devilish drivers. B YR O N M ATHIOUDAKIS

SCRAPE GOAT

With just 117mm of ground clearance, the GT is low enough for the front spoiler to snag steep driveways

@wheelsaustralia 165

OurGarage A note on note

The 150kW/265Nm turbo 1.6-litre Gamma engine that powers the SR can sound a little thrashy and mechanical from under the bonnet, but the twin exhausts produce a warm and noticeable report from

the other end when driving hard. Rapid DCT shifts combine to produce an entertaining quick-fire soundtrack when pushing on but the four-pot is relaxed and muted when cruising.

Pack your swag One last blast for a country camp-out before the i30 SR goes back to its maker

WHAT started out as a brief and exciting overseas fling on the freezing streets of Hyundai’s native South Korea way back in February, and became a blossoming longterm relationship with the i30 SR Premium, has all too quickly come to an end. It wasn’t just the fact that I continued to see other cars, spending time intimately handling their interior parts, or the fact the Hyundai spent many happy hours getting to know other Wheels staffers, including the odd weekend away enjoying the company of strangers. The keys always came back to my bowl. Some relationships simply run their course and when it’s time to go your own way it’s best to do it with maturity and dignity. But the truth is the i30 SR and I got along famously.

166 wheelsmag.com.au

Over the last four months, I have found far more positive words to say about Hyundai’s i30 flagship variant than negatives. So it’s no secret I have enjoyed the engaging performance of its taut chassis tune and surprisingly powerful 1.6-litre turbo engine, and always looked forward to spending time in its well-appointed cabin, whether the trip was for official reasons or no reason at all. But what are we to look for as a barometer of the Hyundai’s broader nationwide reception? With a small sample size, a majority of the people I have introduced to the i30 have been complimentary but you’ve probably never told someone their newborn is fantastically ugly right? Perhaps they were just being kind. What Australians really think of the i30

ultimately remains to be confirmed by longterm sales figures, but a final trip away in the SR cemented my opinion that it’s a brilliant all-rounder. As I loaded up the boot with my swag, some decent booze and all of the paraphernalia necessary for a bush party just down the road from the Heathcote Dragstrip (where we performance-test cars), it drove the point home that the i30 competes with the best for small-hatch practicality. With a crew of just one on board and a couple of podcasts plugged into the USB port, I was again reminded how effortlessly the SR devours uninspiring freeway cruises. It also left me time to ponder the comprehensiveness of the SR Premium package and just what Hyundai offers for the money.

HYUNDAI HYU HY UNDA UN U DAII i3 DA i30 0 SR P PREMIUM REMI RE MIUM MI UM Date acquired: August 2017 Price as tested: $34,445 This month: 723km @ 7.0L/100km Overall: 4325km @ 7.4L/100km

3 0 0 4 7 2 5 4 URBAN

Old with the new

While increasing numbers of car makers are adopting alldigital instrument clusters, the i30 has stuck with a more conventional approach of easy-to-read analogue gauges flanking a separate digital info screen. A feature that

COUNTRY

SPORTS

FAMILY

WEEK 16 MOTORWAY

reports when you have switched functions on or off (rear wiper and lighting for example) initially seemed patronising and unnecessary but turned out to be really handy. Like cooled seats, now I can’t be without it.

FAREWELL

ASIA MINOR There had been times the combination of excellent handling and tractable power had made me instinctively reach for a manual gear selector, but the three-pedal option doesn’t exist in range-topping Premium trim. It’s a shame as a shift-it-yourself gearbox would enhance driver involvement while eliminating the qualms I’ve had with the DCT’s sluggish low-speed behaviour. Before I knew it, the rolling hills of central Victoria were all around. Friends and frequent visitors to the little riverside oasis in Redesdale are used to a different car accompanying me to each party, but despite the less exotic badging, the little Hyundai continued to draw praise. In a vineyard full of mid-sized SUVs and mock-roaders, it seems

you can still pique some interest with a wellrounded, practical and wholly liveable warm hatchback. It’s a little perplexing to observe the rise of SUVs in the Australian automotive landscape, when there are some excellent passenger vehicles that make infinitely more sense for the majority of day-to-day motoring. If you need an example of exactly that and how much car you get for $35,000, you needn’t look any further than the current i30 range-topper. From a first meeting in a frozen far-off land, to one last balmy night of fun, I can confidently say I know the i30 SR Premium intimately. I’m already hoping for a platonic reunion somewhere down the road.

Does i30’s new European-influenced styling work Down Under? We think it does, especially the SR

D AN IE L G AR D N E R

@wheelsaustralia 167

Eng type

Price

Kerb Eng size Power Torque Trans. weight

0-100 km/h

Giulia

F= Front drive, R=Rear drive, A=All-wheel drive

When we drove it

Glass's predicted resale rating, retained after 3 years

Recommended octane rating

Fuel consumption in Litres/100km

0-400 metres

Fuel Resale cons. RON %

Issue tested

Drive

Italy rebooted

Sweet twin-turbo V6’s atmo-like top end; Italian brio; individual style; loves oversteer Some minor controls feel a bit parts-bin; QV’s brakes difficult to modulate at low speed • The Pick: QV an effervescent left-field alternative to the German muscle establishment $59,895 L4T 2.0 147 330 A8 1394 6.6 — 6.0 95 R $64,195 L4T 2.0 147 330 A8 1394 7.1 15.1 9.8 95 10/17 R $65,895 L4TD 2.1 132 450 A8 1410 7.1 — 4.2 D R $71,985 L4T 2.0 206 400 A8 1490 5.7 — 6.1 95 R $143,900 V6TT 2.9 375 600 A8 1585 4.4 12.3 8.2 95 04/17 R

Super Super Veloce Quadrifoglio

Alfisti rejoice!

Lightweight carbonfibre body; exciting dynamics; bucketloads of charisma Firm seats; turbo whoosh overpowers exhaust in cabin; unassisted steering won’t suit all • The Pick: The Spider delivers more of an aural return, but both will entertain $89,000 L4T 1.7 177 350 S6 1025 4.5 — 6.8 95 64 R $99,000 L4T 1.7 177 350 S6 1035 4.6 12.8 6.8 95 67 06/15 R

Coupe Spider

3yr/200,000km alpinaautomobiles.com.au

Alpina

B3/B4/B7 For anyone who finds an M badge too common

B3 S Sedan B3 S Touring B4 S Coupe B4 S Convertible B7 Sedan

Rarity; persuasive blend of comfort and speed; striking looks M-car pricing; no manual gearbox • The Pick: If you’re going to go rare, go all the way with the Touring $142,900 L6T 3.0 324 660 A8 1560 4.2 — 7.6 $149,900 L6T 3.0 324 660 A8 1615 4.3 — 7.7 $149,900 L6T 3.0 324 660 A8 1537 4.2 — 7.6 $159,900 L6T 3.0 324 660 A8 1790 4.3 — 7.7 $369,720 V8TT 4.4 447 800 A8 2110 4.2 — 9.6

Aston Martin Vantage

V8 S Coupe V8 S Coupe V8 S Roadster V8 S Roadster V12 S Coupe V12 S Roadster

Coupe

Eng type

R R R R R

3yr/unlimited astonmartin.com

1.0 TFSI 1.0 TFSI 1.4 TFSI Sport 1.4 TFSI Sport 1.8 TFSI S-Line S1 quattro

Kerb Eng size Power Torque Trans. weight

0-400 metres

Fuel Resale cons. RON %

Issue tested

Five-door practicality; cute styling; slick interior; ballsy S1; thrummy turbo three-pot 1.8 TFSI is more than $10K dearer than a Polo GTI with the same donk • The Pick: A 1.0-litre turbo-triple manual is where it’s at, with charm, spirit and polish $26,900 L3T 1.0 70 160 M5 1060 11.1 — 4.2 95 58 F $28,600 L3T 1.0 70 160 S7 1090 11.6 18.2 4.4 95 58 03/16 F $27,750 L4T 1.4 92 200 M6 1105 8.9 — 5.1 95 59 F $30,500 L4T 1.4 92 200 S7 1140 8.9 — 4.9 95 58 F $40,400 L4T 1.8 141 250 S7 1205 6.9 — 5.6 95 61 F $49,990 L4T 2.0 170 370 M6 1340 5.9 — 7.1 95 59 12/14 A

A3 Sportback

Less conservative than before

Design; dynamics; cabin presentation; safety update Muted steering; new 1.0 TFSI noisy when extended; torsion beam on 1.0 • The Pick: Go for the rorty 2.0 TFSI in either FWD or more talented quattro form 1.0 TFSI $35,900 L3T 1.0 85 200 S7 1200 9.9 — 4.8 95 56 1.4 TFSI CoD $39,900 L4T 1.4 110 250 S7 1240 8.2 — 5.0 95 52 2.0 TFSI Sport $45,900 L4T 2.0 140 320 S7 1315 6.8 — 5.9 95 58 2.0 TFSI quattro S’ln $49,500 L4T 2.0 140 320 S7 1385 6.2 — 6.2 95 58 S3 $62,900 L4T 2.0 213 380 M6 1405 5.4 — 7.1 95 56 S3 $62,900 L4T 2.0 213 380 S7 1430 4.8 — 6.6 95 56 e-tron $62,490 L4TH 1.4 150 350 S6 — 7.6 — 1.6 95 48

A3 Sedan

Practicality and looks

A3 Cabriolet

Manscaped sun-seeker

Sedan-based styling much more masculine; strong body; lovely finish; 2.0 engines Adults won’t love the rear seat; Ikea fans may need a bigger boot; price increases • The Pick: The 2.0 TFSI front-driver delivers the best mix of grunt, gear, and value 1.4 TFSI CoD $49,000 L4T 1.4 110 250 S7 1380 8.9 — 5.1 95 52 2.0 TFSI Sport $55,000 L4T 2.0 140 320 S7 1430 7.2 — 6.0 95 53 2.0 TFSI quattro S’ln $58,600 L4T 2.0 140 320 S7 1540 6.9 — 6.4 95 53 S3 $72,000 L4T 2.0 213 380 S7 1620 5.3 — 6.8 95

NEU ARRIVAL FOR AUDI

DBS replacement is a stunner

Super sedan

wheels

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F F F A A A F

All the highlights of the A3 Sportback, plus elegant three-box styling Chopped rear roofline restricts headroom; added expense over equivalent Sportback • The Pick: 2.0 TFSI is punchy and frugal, and available in front or all-wheel drive 1.4 TFSI CoD $41,500 L4T 1.4 110 250 S7 1250 8.2 — 4.9 95 57 F 2.0 TFSI Sport $47,500 L4T 2.0 140 320 S7 1320 6.9 — 5.8 95 58 F 2.0 TFSI quattro S’ln $51,100 L4T 2.0 140 320 S7 1390 6.2 — 6.1 95 58 A S3 $64,500 L4T 2.0 213 380 M6 1430 5.4 — 7.1 95 60 A S3 $64,500 L4T 2.0 213 380 S7 1460 4.8 — 6.5 95 60 A RS3 $84,611 L5T 2.5 294 480 S7 1515 4.1 – 8.4 95 67 A

Daimler tie-up boosts interest

Gorgeous Aston ‘sedan’ makes its Porsche Panamera rival look overfed and frumpy It may look sexy but getting any in its cramped rear quarters would be an achievement • The Pick: Good luck securing one – only a handful are coming here and the queue is long $382,110 V12 5.9 411 630 A8 1990 4.9 — 12.9 95 59 R

Drive

Baby got ’back

Superstar styling, not long for this world

R R R R R R

0-100 km/h

Arguably the most beautiful modern Aston; still with tingly V12 and now eight-speed auto Lardy kerb weight; hefty consumption; more a GT than a genuine sports car • The Pick: In white, thanks, with black wheels and a Ben Sherman Union Jack pillow $484,995 V12 5.9 421 620 A8 1739 4.1 — 14.4 95 58 R $521,995 V12 5.9 421 620 A8 1849 4.3 — 14.4 95 55 R

Rapide

52 56 56 56

Design as sexy as ever; new V12 twin turbo; sweet chassis set-up; interior fit-out High-speed wind noise; cramped rear seats; small boot due to transaxle; heavy • The Pick: It’s the most convincing Aston Martin in years and a fine grand tourer $395,000 V12TT 5.2 447 700 A8 1770 3.9 — 11.4 95

Vanquish

Coupe Volante

98 98 98 98 98

Stunning looks, spectacular-sounding engines, much rarer than a 911 Cabin dated and pretty tight; purists will prefer its sharper, newer rivals • The Pick: V12 from the Vanquish provides serious shove with little weight penalty $223,744 V8 4.7 321 490 M6 1610 4.8 — 13.8 95 63 $239,644 V8 4.7 321 490 S7 1610 4.5 — 12.9 95 63 $252,744 V8 4.7 321 490 M6 1690 4.8 — 13.8 95 63 $268,644 V8 4.7 321 490 S7 1630 — — 12.9 95 63 $360,410 V12 5.9 421 620 S7 1665 3.9 — 14.7 95 63 $389,410 V12 5.9 421 620 S7 1745 4.1 — 14.7 95 63

DB11

Price

A1 Sportback

F F F

3yr/unlimited audi.com.au

Audi

Good fun but feels dated now

Engines; steering; suspension; cabin space; improved value Cabin lacks storage; visual update can’t hide ageing basics; no Veloce manual • The Pick: Top-spec Veloce. Manual Super also promises fun with torquey 1.4 $29,000 L4T 1.4 110 250 M6 1269 8.2 — 5.5 95 41 $34,900 L4T 1.4 125 250 S6 1284 7.7 — 4.9 95 42 $41,900 L4T 1.7 177 340 S6 1299 6.0 — 6.8 95 47

Super Super TCT Veloce

Get new car advice from the experts. whichcar.com.au

3yr/150,000km alfaromeo.com.au

Alfa Romeo Giulietta

0-400m acceleration, in sec s (Wheels tested figures in italics)

Kilograms

0-100km/h acceleration, in secs (Wheels tested figures in italics)

M=manual, A=automatic, S=sequential, C=CVT

Newton metres

Kilowatts

Litres

Recommended Retail Price at time of publication (* indicates driveaway)

New models for the month highlighted

L=in-line, V=vee, F=flat, R=rotary. Number of cyls or rotors. T= turbo, S= s'charged, D=diesel, H=hybrid

ALFA R O M EO – B ENT LEY

NEW ARRIVALS

Named after Audi Sport’s headquarters in Germany, the R8 V10 Plus Neuburg Edition is all about visual menace. It packages together a bunch of Audi Exclusive extras, such as a sinister high-gloss titanium black exterior package (black 20s, carbon engine covers and

mirrors), and adds loads of black Nappa leather and Alcantara with red diamond stitching inside, including the headlining. At $402,500, it costs $13K more than the ‘standard’ V10 Plus. It’s also limited to just 10 examples in Australia, in four colours (red, black, and a pair of greys).

F F A A

Showroom Price

Eng type

Kerb Eng size Power Torque Trans. weight

0-100 km/h

0-400 metres

Fuel Resale cons. RON %

Issue tested

Drive

2.0 TDI quattro 2.0 TFSI quattro

2.0 TFSI 2.0 TDI quattro 2.0 TFSI quattro S5

Appeal more than skin deep

Ageing soft top for smooth roads

Usual A5 class and style, mixed with excellent drivetrains and high-quality roof Showing its age until it’s updated to align with the rest of the range • The Pick: Unless you’re getting a deal, wait. The replacement is due $81,155 L4T 1.8 125 320 C 1655 8.9 — 6.2 95 55 $83,255 L4TD 2.0 130 380 C 1680 8.3 — 5.0 D 57 $90,955 L4T 2.0 165 350 S7 1735 7.2 — 6.9 95 57 $110,555 V6TD 3.0 180 500 S7 1845 6.3 — 5.9 D 57 $111,010 V6S 3.0 200 400 S7 1850 6.3 — 8.5 95 57 $132,616 V6S 3.0 245 440 S7 1880 5.4 — 8.5 98 64

F F A A A A

Finely crafted, improved value

Great cabin presentation; strong and efficient engines; thrusty bi-turbo TDI, S6, and RS6 Base wagons deleted; steering still not its strong suit; front-driver is a dynamic dullard • The Pick: Fiery RS6 is tempting but either of the quattro diesels fit the bill 1.8 TFSI $80,355 L4T 1.8 140 320 S7 1570 7.9 — 5.7 95 46 06/15 F 2.0 TDI S Line $82,855 L4TD 2.0 140 400 S7 1800 8.2 — 4.2 D 46 F 2.0 TFSI quattro $97,855 L4T 2.0 185 370 S7 1660 6.5 — 6.8 95 46 A 3.0 TDI quattro $102,355 V6TD 3.0 160 500 S7 1765 6.6 — 5.1 D 46 A 3.0 TDI Biturbo qttro $124,855 V6TTD 3.0 235 650 A8 1835 5.0 — 6.1 D 46 06/15 A S6 $170,427 V8T 4.0 331 550 S7 1895 4.4 — 9.4 95 42 06/15 A RS6 Avant Perf $244,827 V8TT 4.0 445 750 A8 1935 3.7 — 9.6 98 42 A

A6 Allroad

3.0 TDI quattro

A6 goodness, elevated

Handsome; gorgeous cabin; lush ride quality; strong and silky turbo-diesel V6 Ride height blunts on-road dynamics; definitely not an off-roader; depreciation • The Pick: Still expensive despite price drop, but A6 Allroad is one of our favourite Audis $112,855 V6TD 3.0 160 500 S7 1890 7.3 — 5.6 D 46 07/15 A

A7 Sportback

0-100 km/h

0-400 metres

Fuel Resale cons. RON %

Issue tested

Drive

TT take three, done better

Lambo on a budget

Sharper, lighter, and better than the excellent original; V10 is a great supercar engine Not as flamboyant inside as rivals; is that evolutionary styling a tad too subtle? • The Pick: If money’s no object go the Plus. If it is, the V10 is all the supercar you need Coupe V10 quattro $354,325 V10 5.2 397 540 S7 1640 3.5 — 11.4 98 53 A Coupe V10 Plus qttro $389,325 V10 5.2 449 560 S7 1580 3.2 — 12.3 98 53 04/16 A

R8 Spyder

Less roof, more exhaust noise!

Takes the R8’s supercar sex appeal and turns it up Additional 100kg and reduced body rigidity affect dynamics, but only slightly • The Pick: There’s only one, for now, so focus on which hat to wear instead $388,500 V10 5.2 397 540 S7 1720 3.6 — 11.7 98 53

Fashionably fetching

Interesting styling; well packaged; efficient drivetrains; instantly dates the ageing Q3 Not a big cost saving compared with the larger Q3; tyre noise; the fully optioned price • The Pick: The sweet 1.4 TFSI turbo-petrol with its sharp threads and new-generation donk 1.4 TFSI Design $41,800 L4T 1.4 110 250 S7 1405 8.5 16.4 10.6 95 55 07/17 F 2.0 TDI Sport quattro $48,500 L4TD 2.0 110 340 S7 1605 9.3 — 5.2 D 56 A 2.0 TFSI Sport quatt. $49,100 L4T 2.0 140 320 S7 1430 6.5 — 6.5 95 56 A

First in Q to challenge X1

Excellent 2.0-litre fours; classy cabin; surprisingly agile dynamics; amusing base model AWD variants are significantly heavier; lumpy ride; small rear doors; compact boot • The Pick: Probably the base 110kW 1.4 turbo-petrol. Or a Q2 1.4 TFSI $42,900 L4T 1.4 110 250 S6 1405 8.9 — 5.9 95 55 F 2.0 TDI quattro $48,500 L4TD 2.0 110 340 S7 1605 9.3 — 5.2 D 56 A 2.0 TFSI Sport qttro $52,900 L4T 2.0 132 320 S7 1540 7.6 — 6.7 95 56 A 2.0 TDI Sport qttro $57,500 L4TD 2.0 135 380 S7 1625 7.9 — 5.4 D 56 A RS Q3 $83,927 L5T 2.5 228 420 S7 1655 5.2 — 8.8 95 58 04/14 A

Style utility vehicle

Class and quality with SUV space and versatility; torquey turbo diesel Needs adaptive suspension to ride; doesn’t like getting its skirts wet off-road • The Pick: The petrol 2.0 is sweeter, swifter, and doesn’t drink much more than the oilers 2.0 TDI qttro Design $65,900 L4TD 2.0 140 400 S7 1845 7.9 — 5.5 D 63 A 2.0 TDI qttro Sport $70,700 L4TD 2.0 140 400 S7 1845 7.9 — 5.4 D 63 A 2.0 TFSI qttro Sport $73,211 L4T 2.0 185 370 A8 1795 6.3 — 7.3 95 63 A SQ5 3.0 TFSI quattro $99,611 V6T 3.0 260 500 A8 1935 5.4 — 8.7 95 63 A

3.0 TDI quattro 3.0 TDI quattro SQ7

Mothership Q7 finally seats seven

Sublime ride on optional air suspension; silky 3.0; grunty 4.0 in SQ7; elegant interior Storage up front is light-on; lots of options on base; gearbox not as lag-free as SQ7 grunt • The Pick: The 3.0 TDI is a great engine, though we’d tick the box for air suspension $96,855 V6TD 3.0 160 500 A8 2135 7.3 — 5.8 D 63 A $104,855 V6TD 3.0 200 600 A8 2135 6.5 — 5.9 D 63 02/16 A $153,327 V8TTD 4.0 320 900 A8 2330 4.9 — 7.2 D A

Bentley

Mix of A6 and A8, plus panache

Adds hatchback versatility, A8-rivalling space and rakish rear styling over an A6 S7 is all about fast motorways, not tight mountain passes; sizeable premium over A6 • The Pick: Twin-turbo diesel delivers on torque and presence, and comes nicely loaded 3.0 TDI quattro $115,855 V6TD 3.0 160 500 S7 1825 6.8 — 5.2 D 47 06/15 3.0 TDI Biturbo qttro $144,855 V6TTD 3.0 235 650 A8 1895 5.2 — 6.1 D 42 06/15 S7 $180,427 V8T 4.0 331 550 S7 1955 4.6 — 9.3 95 51 06/15 RS7 Perf $257,426 V8TT 4.0 445 750 A8 1920 3.7 — 9.7 98 51

Kerb Eng size Power Torque Trans. weight

Engine flexibility; sweet six-speed manual; quattro’s all-paw traction; that interior! TT S’s brutal rough-road ride; roof-up rear-three-quarter vision in Roadster • The Pick: The manual Sport is tempting but the traction and pace of the quattro wins out Sport $73,950 L4T 2.0 169 370 M6 1230 6.0 — 5.9 95 56 04/15 F Sport $74,950 L4T 2.0 169 370 S6 1260 5.9 — 6.3 95 56 F Sport quattro $80,355 L4T 2.0 169 370 S6 1335 5.3 — 6.4 95 56 04/15 A Sport quattro Rdster $83,905 L4T 2.0 169 370 S6 1410 5.3 — 6.4 95 56 A S-Line $81,005 L4T 2.0 169 370 M6 1230 6.0 — 5.9 95 56 F S-Line $82,450 L4T 2.0 169 370 S6 1260 5.9 — 6.3 95 56 F S-Line quattro $87,855 L4T 2.0 169 370 S6 1335 5.5 13.8 6.4 95 56 06/15 A S-Line quat. Rdster $91,405 L4T 2.0 169 370 S6 1410 5.3 — 6.4 95 56 02/16 A S quattro $100,855 L4T 2.0 210 380 S6 1385 4.7 — 6.8 98 56 02/16 A S quattro Roadster $101,200 L4T 2.0 210 380 S6 1500 5.0 — 6.9 98 56 A RS quattro $137,611 L5T 2.5 298 480 S7 1440 3.7 — 8.4 98 56 A RS quattro Rdster $141,611 L5T 2.5 298 480 S7 1530 3.9 — 8.6 98 56 A

V10 quattro

Typical top-quality Audi interior; strong engine line-up; gutsy S5 performance Pricey options; no manual version; fiddly gear selector • The Pick: S5 takes the stonking performance of the S4 and wraps it up in sportscar looks $69,900 L4T 2.0 140 320 S7 1420 7.3 — 5.5 95 F $73,900 L4TD 2.0 140 400 S7 1640 7.2 — 4.6 D A $81,500 L4T 2.0 185 370 S7 1490 5.8 — 6.5 95 A $105,511 V6T 3.0 260 500 S7 1690 4.7 — 7.5 98 A $156,600 V6TT 2.9 331 600 A8 1730 3.7 11.9 8.8 98 YB17 A

A5 Cabriolet

1.8 TFSI 2.0 TDI 2.0 TFSI quattro 3.0 TDI quattro 3.0 TFSI quattro S5

Four-door coupe with five seats

Liftback versatility with still-great styling; nice cabin; slick engines; lusty and lively S5 Not the last word in steering feedback • The Pick: 2.0 TFSI quattro is a sleeper. Turbo S5 stronger than supercharged predecessor $69,900 L4T 2.0 140 320 S7 1565 7.5 — 5.6 95 64 F $73,900 L4TD 2.0 140 400 S7 1720 7.4 — 4.8 D 57 A $81,500 L4T 2.0 185 370 S7 1645 6.0 — 6.5 95 64 A $105,511 V6T 3.0 260 500 S7 1745 4.7 — 7.7 98 56 A

A5 Coupe

2.0 TFSI 2.0 TDI quattro 2.0 TFSI quattro S5 RS5

All the SUV you’ll ever need

Terrific drivetrains featuring quattro Ultra; cabin quality and finish; overall usefulness Runs out of grip earlier than A4 wagon; diesel a bit gruff at high revs • The Pick: As above: 2.0 TFSI is livelier, lighter on its feet, and frugal in real-world driving $71,400 L4TD 2.0 140 400 S7 1640 7.8 — 5.2 D 47 A $74,400 L4T 2.0 185 370 S7 1580 6.1 — 6.7 D 47 A

A5 Sportback

Eng type

Familiar face hides class-leading tech

Terrific interior; class-leading tech; refinement; plush ride; silky diesel; zingy petrols Conservative styling; dual-clutch ’box better, not brilliant; lots of tech is optional • The Pick: The 2.0 TFSI quattro is smooth and muscular, with a rorty exhaust note 1.4 TFSI $55,500 L4T 1.4 110 250 S7 1450 8.5 — 5.5 95 59 F 2.0 TFSI $60,900 L4T 2.0 140 320 S7 1480 7.5 15.5 7.6 95 59 10/17 F 2.0 TFSI Avant $63,900 L4T 2.0 140 320 S7 1505 7.5 — 5.6 95 60 F 2.0 TDI quattro $66,900 L4TD 2.0 140 400 S7 1650 7.2 — 4.6 D 60 A 2.0 TFSI quattro $69,900 L4T 2.0 185 370 S7 1585 6.3 14.4 6.3 95 60 04/16 A 2.0 TFSI q’ttro Avant $72,900 L4T 2.0 185 370 S7 1610 6.0 — 6.6 95 60 A S4 $99,611 V6T 3.0 260 500 A8 1630 4.7 — 7.7 98 05/17 A S4 Avant $102,611 V6T 3.0 260 500 A8 1675 4.9 — 7.8 98 A

A4 Allroad

Price

POW E RE D

3yr/unlimited bentleymotors.com

Continental GT Enough grunt to go Continental drifting A A A A

Refining first-class travel

Beautifully made luxury-sedan interior; S8’s astonishing thrust S-Class and 7 Series make the A8/S8 feel dynamically uninvolving and a bit last-decade • The Pick: Wait for the new model, or push hard for a bargain 3.0 TDI quattro $198,855 V6TD 3.0 190 580 A8 1880 5.9 — 5.9 D 47 07/14 A 3.0 TDI quattro LWB $210,855 V6TD 3.0 190 580 A8 1935 6.1 — 6.0 D 47 A 4.2 TDI quattro $257,426 V8TTD 4.1 283 850 A8 2040 4.7 — 7.4 D 47 12/13 A S8 $282,327 V8TT 4.0 382 650 A8 1990 4.1 — 9.6 98 47 12/13 A S8 Plus $329,927 V8TT 4.0 445 750 A8 — 3.8 10.2 98 A

GT V8 GT V8 S GT W12 GT Speed Supersports

Successfully fights 2.3-tonne heft with mountains of continent-shifting grunt Suspension tries desperately hard to be dynamic, but it doesn’t quite win that one • The Pick: Arguably the lighter, almost-as-swift V8 S over the monster W12 $402,600 V8TT 4.0 373 660 A8 2320 4.8 — 10.5 98 63 02/13 $427,900 V8TT 4.0 389 680 A8 2320 4.5 — 10.6 98 63 $431,300 W12TT 6.0 423 700 A8 2333 4.6 — 16.5 98 63 07/11 $485,200 W12TT 6.0 467 820 A8 2320 4.2 — 14.5 98 64 09/14 $569,522 W12TT 6.0 522 1017 A8 2280 3.4 15.7 04/17

A A A A A

Continental GTC An open display of wealth

GTC V8 GTC V8 S GTC W12 GT Speed Supersports

Pedestrian plebs can see the gorgeous cabin; top-down access to W12 decibels Doesn’t quite handle like a land yacht but does drink like a sailor • The Pick: Less than half the cost of a Phantom Drophead? We’ll take two $443,700 V8TT 4.0 373 660 A8 2485 5.0 — 10.9 98 62 $443,700 V8TT 4.0 389 680 A8 2485 4.7 — 10.9 98 62 10/14 $474,600 W12TT 6.0 423 700 A8 2505 4.7 — 14.9 98 63 07/12 $534,400 W12TT 6.0 460 800 A8 2495 4.4 — 14.9 98 64 $626,474 W12TT 6.0 522 1017 A8 2455 3.7 — 15.9 98

@wheelsaustralia 169

A A A A A

Flying Spur

Mulliner Mulliner

F= Front drive, R=Rear drive, A=All-wheel drive

Fuel Resale cons. RON %

When we drove it

Glass's predicted resale rating, retained after 3 years

Recommended octane rating

Fuel consumption in Litres/100km

Kilograms

M=manual, A=automatic, S=sequential, C=CVT

Newton metres

Kilowatts

0-400 metres

Issue tested

Drive

Get new car advice from the experts. whichcar.com.au Price

Upper-crust urgency

R R

Because you can

Effortless, serene, powerful, and plush; competent on the road and off it; quick, too We’re still not sold on the looks; the price; at this money, it should have more gear • Pick: Brilliant if you want to stand out, but a Range Rover also does a decent job of that $335,000 V8TTD 4.0 320 900 A8 2499 4.8 — 8.0 D A $427,300 W12TT 6.0 447 900 A8 2440 4.1 — 13.1 98 A

BMW

3yr/unlimited bmw.com.au

Eng type

3 Series GT

320d 330i

The rear drive continues

The last rear-drive hatch, and all the better for it; excellent engines and transmissions Cabin quality and space can’t match Audi’s A3; barely a manual transmission to be seen • The Pick: Punchy 125i is a good match for a Golf GTI. However, the M140i is a cracker 118i $39,990 L3T 1.5 100 220 A8 1320 8.7 — 4.8 95 59 R 118d $43,900 L4TD 2.0 110 320 A8 1375 8.1 — 3.8 D 59 R 120i $45,900 L4T 2.0 135 270 A8 1320 7.1 — 5.8 95 60 R 125i $49,900 L4T 2.0 165 310 A8 1375 6.1 — 5.9 95 61 R M140i $59,900 L6T 3.0 250 500 A8 1475 4.6 — 7.1 95 62 R M140i Performance $71,900 L6T 3.0 250 500 A8 1475 4.6 — 7.1 95 R

2 Series

420i 430i 440i M4 Pure M4 Competition M4 Competition M4 CS

220i 230i M240i M2 Pure M2

2 Series Conv

220i 230i M240i

A fresh breeze

Decent punch from M240i’s turbo six; flexible four-pots; clever roof folds neatly Not particularly light; manual gearboxes notably lacking; ride tending towards firm • The Pick: The coupe if you want performance, otherwise be happy in the look-at-moi 220i $59,900 L4T 2.0 135 270 A8 1540 7.7 — 6.1 95 61 R $73,000 L4T 2.0 185 350 A8 1570 5.9 — 6.2 95 67 R $85,800 L6T 3.0 250 500 A8 1630 4.7 — 7.4 95 67 R

2 Active Tourer Mini in a muumuu

218i 218d 220i

One of the more athletic front-drive hatches on sale; BMW cabin quality, fit and finish Late-to-the-party B-Class rival doesn’t feel like a BMW; slightly frumpy looks; lumpy ride • The Pick: The three-pot petrol, for its thrummy elasticity and its best-case-scenario ride $44,400 L3T 1.5 100 220 A6 1360 9.2 — 5.2 95 58 02/16 F $47,800 L4TD 2.0 110 330 A8 1410 8.9 — 4.2 D 58 10/14 F $51,600 L4T 2.0 141 280 A8 1430 7.4 — 5.9 95 59 F

0-400 metres

Fuel Resale cons. RON %

Issue tested

Wide stance and adaptive dampers make 4 Series a proper driver’s car – especially M4 Electric steering doesn’t feel fluent in Sport mode; styling has lost some elegance • The Pick: The excellent 430i is the sweet spot, but the M4 manual is addictively involving $74,900 L4T 2.0 135 270 A8 1465 7.3 — 5.8 95 50 R $79,900 L4T 2.0 185 350 A8 1470 5.8 14.1 5.8 95 51 R $99,900 L6T 3.0 240 450 A8 1525 5.0 — 6.8 95 51 R $139,900 L6T 3.0 331 550 S7 1537 4.6 12.5 8.8 98 51 YB17 R $156,710 L6TT 3.0 331 550 M6 1497 4.2 — 8.8 98 51 R $156,710 L6TT 3.0 331 550 S7 1537 4.0 — 8.3 98 51 R $189,900 L6TT 3.0 338 600 S7 1580 3.9 — 8.4 98 R

420i 430i 440i

Liftback practicality; slick drivetrains; frameless doors; Audi A5-smashing dynamics Neither coupe-ish enough to be cool, or elegant enough to be beautiful • The Pick: For the same money as the two-door, a 430i Gran Coupe kinda makes sense $74,900 L4T 2.0 135 270 A8 1480 8.3 16.0 8.9 95 54 10/17 R $79,900 L4T 2.0 185 350 A8 1580 6.0 — 5.8 95 54 R $99,900 L6T 3.0 240 450 A8 1575 5.1 — 6.8 95 54 R

Inherits coupe’s dynamism

Elegant rear deck enhances styling; as quiet as the coupe; velvety petrol drivetrains Much heavier than the coupe, to the detriment of performance; small rear seat • The Pick: 430i has everything most people could ever need, except for the 440i’s six-pot 420i $87,900 L4T 2.0 135 270 A8 1660 8.2 — 6.2 95 61 R 430i $97,900 L4T 2.0 180 350 A8 1700 6.4 — 6.3 95 61 R 440i $117,610 L6T 3.0 240 450 A8 1750 5.4 — 7.2 95 51 R M4 Competition Conv $168,010 L6TT 3.0 331 550 M6 1750 4.3 — 9.1 98 51 R M4 Competition Conv $168,010 L6TT 3.0 331 550 S7 1790 4.1 — 8.7 98 51 R

5 Series

520i 520d 530i 530e 530d 540i

Promises lots, mostly delivers

Hard-driven handling poise; superb drivetrains; interior design and quality Remote steering; unsettled ride on big wheels; confusing array of dynamic options • The Pick: Until we try the optional four-wheel steering, a lusty 530d without the M Sport kit $92,900 L4T 2.0 135 290 A8 1540 7.8 — 6.2 95 R $95,200 L4TD 2.0 140 400 A8 1560 7.5 — 4.3 D 47 R $110,500 L4T 2.0 185 350 A8 1540 6.2 — 5.8 95 47 R $110,500 L4TH 2.0 185 420 A8 1770 6.2 — 2.3 95 R $121,600 L6TD 3.0 195 620 A8 1640 5.7 — 4.7 D 47 R $138,610 L6T 3.0 250 450 A8 1595 5.1 — 6.7 95 47 R

grenade

COTY-winning electric wunderkind

Stunning design; instant torque delivers grunty performance; it was our 2014 COTY winner Only seats four, with a similarly compact boot; road noise; entry price • The Pick: While going full EV is commendable, the Range Extender is worth the extra coin 94Ah $68,100 E 125 250 A1 1245 7.3 — R 94Ah Range Ext’er $74,100 L2H 125 250 A1 1365 7.9 — 0.6 95 R

3 Series

318i 320i 320i Touring 320d 330i 330e 330i Touring 340i M3 Pure M3 M3 M3 Competition M3 Competition

Now you can have your 3 with a triple

Mid-life update brings new engines with outstanding efficiency and performance Optional ‘Variable Sport’ steering adds cost and confusion, without dynamic gain • The Pick: 330i delivers a fine performance/value blend, but M3 brings proper thrills $57,300 L3T 1.5 100 230 A6 1475 8.9 — 5.4 95 59 04/16 $63,400 L4T 2.0 135 290 A8 1505 7.2 — 5.8 95 60 $67,500 L4T 2.0 135 290 A8 1585 7.5 — 5.9 95 57 $65,800 L4TD 2.0 140 400 A8 1505 7.3 — 4.4 D 59 $70,900 L4T 2.0 185 350 A8 1545 6.1 14.3 5.8 95 60 04/16 $73,900 L4T 2.0 185 420 A8 1636 6.1 — 2.1 95 60 $75,000 L4T 2.0 185 350 A8 1615 6.0 — 6.1 95 60 $91,200 L6T 3.0 240 450 A8 1605 5.2 — 6.8 96 60 $129,900 L6TT 3.0 331 550 S7 1560 4.0 – 8.8 98 $139,900 L6TT 3.0 317 550 M6 1520 4.3 — 8.8 98 54 $139,900 L6TT 3.0 317 550 S7 1560 4.3 12.2 8.3 98 54 06/16 $144,900 L6TT 3.0 331 550 M6 1520 4.2 — 8.8 98 54 $144,900 L6TT 3.0 331 550 S7 1560 4.2 12.2 8.3 98 54 04/17

170 wheelsmag.com.au

R R R R R R R R R R R R R

Drive

The 3 crosses over

4 Series Gran Coupe Yet another niche plugged

Rear-drive fun machines

Great body control and handling; superb M2 signals a return to form for the M Division Tight rear seats; some cabin plastics not up to the price tag; prices creeping up • The Pick: M2 howls a delicious straight-six wail, and has the grunt to match $52,900 L4T 2.0 135 270 A8 7.2 — 5.8 95 R $63,000 L4T 2.0 185 350 A8 5.6 — 5.9 95 R $76,800 L6T 3.0 250 500 A8 1485 4.6 — 7.0 95 R $93,300 L6T 3.0 272 465 M6 1495 5.1 13.4 12.1 95 57 13/16 R $99,900 L6T 3.0 272 465 S7 1495 4.3 — 7.9 95 57 R

0-100 km/h

Riding on a 3 Series platform but with a higher driving position and a stack more space It’s not what you’d call classically good looking, though at least it isn’t an SUV • The Pick: The top-spec 330i is swifter, sweeter, and worth the extra spend over the 320d $71,900 L4TD 2.0 135 380 A8 1575 7.9 — 4.9 D 60 R $80,000 L4T 2.0 180 350 A8 1620 6.1 — 6.5 95 59 09/13 R

4 Series Conv 1 Series Hatch

Kerb Eng size Power Torque Trans. weight

4 Series Coupe Two-door 3 becomes 4

Captain capitalism

Fuses contemporary tech with old-world craftsmanship; stonking twin-turbo V8 Ride on optional 21s not quite in keeping with ultra-luxe vibe; weight and fuel use • Pick: This new-age Arnage or a Rolls-Royce Ghost? We prefer the hipster Benters $662,857 V8TT 6.8 377 1020 A8 2711 5.3 — 15.0 98 54 07/10 $733,387 V8TT 6.8 395 1100 A8 4.9 — 15.0 98

Bentayga

Diesel

0-100 km/h

Exquisite interior; jaw-dropping style, complete with muscle-car hips; high-speed calm All that heft ahead of the front axle line hampers its chances of being a driver’s car • The Pick: Doesn’t handle like a 7 Series, but looks and feels a million bucks $378,197 V8TT 4.0 373 660 A8 2350 5.2 — 10.9 98 58 A $388,715 V8TT 4.0 373 660 A8 2350 5.2 — 10.9 98 58 A $423,160 W12TT 6.0 460 800 A8 2400 4.6 — 14.7 98 58 07/13 A $448,820 W12TT 6.0 460 800 A8 2400 4.6 — 14.7 98 59 A

Mulsanne

Speed

Kerb Eng size Power Torque Trans. weight

0-400m acceleration, in sec s (Wheels tested figures in italics)

Eng type

0-100km/h acceleration, in secs (Wheels tested figures in italics)

Price

Litres

L=in-line, V=vee, F=flat, R=rotary. Number of cyls or rotors. T= turbo, S= s'charged, D=diesel, H=hybrid

New models for the month highlighted

Recommended Retail Price at time of publication (* indicates driveaway)

BENTLE Y – FERRA RI

NEW ARRIVALS

How much would you value seven extra kilowatts, a 50Nm boost, a tenth of a second advantage in the zero to 100km/h dash and some carbonfibre body panels? When it comes to the M4 CS Coupe flagship, BMW Australia believed those upgrades were worth nearly $55,000.

Sounds steep? It seems BMW’s beancounters now agree, slashing $21,710 from the CS’s price to $189,900. The German car maker has also rationalised the M4 range, discontinuing the ‘standard’ version, which many customers had bypassed in favour of the cheaper but more powerful 331kW M4 Pure.

Showroom Price

Eng type

Kerb Eng size Power Torque Trans. weight

0-100 km/h

0-400 metres

Fuel Resale cons. RON %

Issue tested

Drive

5 Series Touring Promises lots, delivers more

520d 530i

570-litre boot can grow to whopping 1700 litres; arguably better looking than the sedan No performance hero; compromised dynamics without carefully selected options • The Pick: 2.0L diesel has lots of grunt for load-lugging and attractive sub $100K price $99,900 L4TD 2.0 140 400 A8 7.8 — 4.9 D R $115,500 L4T 2.0 185 350 A8 6.5 — 6.5 95 R

6 Series Coupe Swings with drivers

640i 650i M6

640i boasts one of the world’s greatest six-cylinder engines; improved styling Not a car for driving enthusiasts, but the bigger boot will fit more drivers • The Pick: Turbo-six is so good it renders the twin-turbo V8 almost irrelevant $181,810 L6T 3.0 235 450 A8 1685 5.3 — 7.4 95 49 $235,910 V8TT 4.4 330 650 A8 1795 4.6 — 8.6 95 49 $296,810 V8TT 4.4 441 700 S7 1850 3.9 — 9.9 98 50

6 Series Conv

640i 650i M6

640i 640d 650i M6

Sexier than a 5 Series; better to drive than a 7 Series; can fit five (at a pinch) Still not as dynamic as a BMW should be; poorly packaged rear seat • The Pick: The six is lovely but huge premium over a 540i makes it questionable value $188,910 L6T 3.0 235 450 A8 1750 5.4 — 7.5 98 49 $189,200 L6TTD 3.0 230 630 A8 1810 5.4 — 5.4 D 49 $243,010 V8TT 4.4 330 650 A8 1865 4.6 — 8.6 98 49 $303,910 V8TT 4.4 441 680 A8 1875 4.0 — 9.9 98 46

6 Series GT

630i 640i xDrive

730d 740i 740e 740Li 750i 750Li M760Li AWD

All-new 7 is a stunner

Interior space and quality; powerful and economical engines; driving dynamics; ride Semi-autonomous steering is flawed; high prices now higher; gimmicky gesture tech • The Pick: 730d makes plenty of sense for its smooth, torquey diesel, and lowest price $222,100 L6TD 3.0 195 620 A8 1840 6.1 — 4.7 D 41 R $228,100 L6TT 3.0 240 450 A8 1825 5.5 — 7.0 95 41 02/16 R $232,300 L4TH 2.0 240 650 A8 — 5.4 — 2.2 95 R $242,300 L6TT 3.0 240 450 A8 1845 5.6 — 7.0 95 42 R $293,710 V8TT 4.4 330 650 A8 1940 4.7 — 8.1 95 41 R $318,710 V8TT 4.4 330 650 A8 1960 4.7 — 8.3 95 42 R $424,710 V12TT 6.6 448 800 A8 2195 3.7 — 12.6 A

sDrive 18d sDrive 20i xDrive 25i

xDrive 20d xDrive 30i xDrive 30d

X6’s prettier baby sister

Less bulk than chunky X6 makes X4 a more socially acceptable coupe-SUV thingy Deserves the 180kW turbo-four; cheaper X3 more practical; 4 Series Coupe is sexier • The Pick: Not a vehicle for pragmatists, so go for the non-pragmatic engine in the 35i $72,610 L4T 2.0 135 270 A8 1735 8.1 — 7.2 95 61 A $77,000 L4TD 2.0 140 400 A8 1745 8.0 — 5.2 D 61 A $90,910 L6T 3.0 225 400 S8 1815 5.5 — 8.3 95 61 09/14 A $91,200 L6TD 3.0 230 630 A8 — 5.2 — 6.0 D 61 A

sDrive 25d xDrive 30d xDrive 40d xDrive 40e xDrive 50i M50d

Not the leap forward it needed to be

Massive space, styling and comfort gains; improved interior; torque-monster 30d Uninvolving driving experience; interior quality shortfalls; expensive options • The Pick: Go the flagship and most of the kit you’ll add in from the options list is standard $68,900 L4TD 2.0 140 400 A8 1745 8.0 — 5.7 D 63 A $75,900 L4T 2.0 185 350 A8 1720 6.3 — 7.6 95 63 A $83,900 L6TD 3.0 190 620 A8 1800 5.8 — 6.0 D 63 A

xDrive20i xDrive20d xDrive35i xDrive35d

Space, style, and sports ... shaken

Aussie styling DNA; terrific engines; interior space and quality; keen handling Flat standard seats; agitated and uncomfortable ride; steering kickback on bad roads • The Pick: If you value ride quality, please option adaptive dampers. Or buy something else $50,600 L4TD 2.0 105 320 A8 1495 9.2 — 4.3 D 56 F $53,600 L4T 2.0 135 270 A8 1510 7.7 — 5.9 95 56 F $60,700 L4T 2.0 170 350 A8 1595 6.5 — 6.6 95 57 02/16 A

Seven 275 Seven 355 Seven 485 S

Mum’s SUV goes large

Huge cabin with room for seven; excellent drivetrains and handling; mega M50d Clearly styled for Americans; dead steering; third-row seats unconvincing; feels heavy • The Pick: That’ll be the xDrive30d with its smoother, punchier, more economical diesel six $89,200 L4TD 2.0 168 450 A8 1995 8.2 — 5.8 D 63 06/14 R $108,000 L6TD 3.0 190 560 A8 2070 6.5 14.7 6.2 D 63 01/15 A $124,200 L6TD 3.0 230 630 A8 2110 5.9 — 6.2 D 63 A $124,200 L4T 2.0 230 450 A8 2165 6.8 — 3.3 95 A $138,610 V8TT 4.4 330 650 A8 2175 5.0 — 10.5 95 61 A $152,000 L6TTTD 3.0 280 740 A8 2190 5.3 — 6.7 D 58 A

0-100 km/h

A8 2275 4.2

0-400 metres

—

Drive

The thrill of simplicity

Ridiculously fast and fun; unassisted steering a joy at speed; smokes GT3s at track days Quality and reliability doubts; unforgiving ride; no ABS; heavy steering; tight cabin • The Pick: Price reductions increase overall appeal, but the Seven 355 is a blast $64,000 L4 1.6 100 160 M5 590 — — 6.2 95 64 R $76,600 L4 2.0 127 177 M5 615 4.8 — 95 64 R $103,700 L4 2.0 127 206 M6 600 3.9 — 7.7 95 64 R

3yr/100,000km chrysler.com.au

Bold Yank with extra bling

Styling presence; tight chassis; slick instruments; cranking sound system; SRT’s grunt Firm ride on 20s without adaptive dampers; interior not cohesive; 300C deserves a V8 • The Pick: Costly as it is, the range-topping SRT with adaptive dampers is the best 300 $55,000 V6 3.6 210 340 A8 1838 — — 9.4 91 40 R $60,000 V6 3.6 210 340 A8 1862 — — 9.7 91 40 R $65,000 V8 6.4 350 637 A8 1946 — — 13.0 98 41 R $75,000 V8 6.4 350 637 A8 1965 — — 13.0 98 45 R

3yr/100,000km citroen.com.au French vanilla

Perky three-pot turbo; elegant and well-equipped interior; decent ride and handling No manual gearbox; bland hatchback shape; we’d prefer a Pug 308 or Golf for this money • The Pick: Freshened C4 is appealing, particularly the Exclusive, but a 308 is better $29,990 L3T 1.2 96 230 A6 1240 10.9 — 4.9 95 42 F $33,990 L3T 1.2 96 230 A6 1240 10.9 — 5.1 95 42 10/15 F

C4 Cactus

Exclusive Exclusive

95 56 06/15

2yr/50,000km caterhamcars.com.au

Citroen

Seduction Exclusive

11.1

Issue tested

Staggering on-road ability; muscular engines; slightly less repulsive than the old one Big, heavy, and dubious in concept; agitated ride of M50d; hideous steering • The Pick: If you really have to, the beaut-sounding 50i with an M Performance bodykit $122,200 L6TD 3.0 190 560 A8 2065 6.7 — 6.0 D 61 A $133,800 L6TD 3.0 230 630 A8 — 5.8 — 6.3 D 63 A $155,810 V8TT 4.4 330 650 A8 2170 4.8 — 9.7 98 56 A $162,200 L6TTTD 3.0 280 740 A8 2185 5.2 — 6.6 D 56 A $197,910 V8TT 4.4 423 750 A8 2265 4.2 — 11.1 95 56 06/15 A

300

C C Luxury SRT Core SRT

Fuel Resale cons. RON %

Decently executed, shame about the idea

Chrysler

Hybrid performance hero

Head-turning styling; scissor doors; throaty three-cylinder sound; potent performance Twice the price of an M4; undignified entry and egress; purists will shit-can the three-pot • The Pick: If you’re in IT, is there any other choice? $303,300 L3TH 1.5 266 570 A6 1485 4.4 — 2.1 95 36 02/16 A

4.4 423 750

Seven

R R R R

R A

V8TT

Caterham

Prettier than the 5 Series GT

Boot boosted by 110 litres; more aesthetically pleasing attempt than 5 Series GT Proximity to 6 Series and 6 Series Gran Coupe makes choosing a model harder • The Pick: Only a little more cash gets you into the quicker, smoother six-cylinder $123,500 L4T 2.0 190 400 A8 6.3 — 7.0 98 49 $148,900 L6T 3.0 250 450 A8 5.3 — 8.5 98

7 Series

xDrive 30d xDrive 40d xDrive 50i M50d M

Six in drop-top form

6 Series Gran Coupe Six plus two doors

$189,010

Kerb Eng size Power Torque Trans. weight

R R R

Shark-nosed presence, plush cabin, and superb engines to blow your toupee off Dull dynamics will disappoint drivers; zero rear legroom will disappoint passengers • The Pick: More noise in 330kW V8, but peachy six is the default pick $198,010 L6T 3.0 235 450 A8 1820 5.5 — 7.6 98 49 R $252,210 V8TT 4.4 330 650 A8 1930 4.6 — 8.9 98 49 R $313,010 V8TT 4.4 441 700 S7 1980 4.0 — 10.3 95 48 R

Eng type

Price

POW E RE D

French fun, warts and all

Distinctive design; clever packaging; turbo triple’s brilliance; dares to be different Tilt-only steering adjust; looks can be polarising • The Pick: Zingy manual delivers simple pleasures, with charm and flair $26,990 L3T 1.2 81 205 M5 1020 9.9 — 7.0 95 48 09/16 $29,690 L3T 1.2 81 205 A6 — — — — 95 —

C4 Picasso

F F

Part hatch, part SUV, MPV genes

Quirky style; functional and elegant interior; impressive fuel efficiency; fine dynamics Fairly pricey for what is effectively a spacious hatchback; will people get it? • The Pick: See below if you want a kid carrier, though this five-seater has Tardis-like room $40,990 L4T 1.6 121 240 A6 1310 9.3 — 5.6 95 59 04/15 F

Grand C4 Picasso Pregnant supermodel Head-turning style; space-age cabin; cracker diesel; sharp dynamics Essentially a five-plus-two; back row only for adults under 180cm; seven-up boot space • The Pick: This stunning new-generation Citroen MPV over any of the turgid alternatives $44,990 L4TD 2.0 110 370 A6 1440 9.6 16.9 4.5 D 50 10/16 F

3yr/unlimited ferrari.com

Ferrari California T

Turbo charger

More exciting, more engaging, more Ferrari; modern Ferrari turbo is a ripper Roofless cruising carries a weight penalty; not as sharp as other Ferraris • The Pick: Wait. Cali T now superseded by stunning Portofino, due here soon $409,888 V8TT 3.9 415 755 S7 1730 3.6 — 13.1 98 66 08/14

488 GTB

Join an enormous queue

Staggering acceleration; mountains of torque; brilliant roadholding and handling You’ll be waiting years to get one; new turbo V8 doesn’t quite sound like a Ferrari should • The Pick: Toss a coin between this and a McLaren. Heads buys the Ferrari $469,888 V8TT 3.9 492 760 S7 1475 3.0 — 11.4 98 R

488 Spider

Drop-top motoring at its most exhilarating

Stellar performance and handling; supple ride; standout design; coupe/cabrio versatility Sports seats very firm; slight vibration through steering; less theatre than atmo V8 • The Pick: Hard top or drop top – it doesn’t matter – getting hold of one is the challenge $526,888 V8TT 3.9 492 760 S7 1525 3.0 — 11.4 98 02/16 R

@wheelsaustralia 171

F= Front drive, R=Rear drive, A=All-wheel drive

Fuel Resale cons. RON %

When we drove it

Glass's predicted resale rating, retained after 3 years

0-400 metres

Recommended octane rating

0-100 km/h

Fuel consumption in Litres/100km

Kilograms

M=manual, A=automatic, S=sequential, C=CVT

Newton metres

Kilowatts

Litres

Kerb Eng size Power Torque Trans. weight

0-400m acceleration, in sec s (Wheels tested figures in italics)

Eng type

GTC4Lusso

0-100km/h acceleration, in secs (Wheels tested figures in italics)

Price

L=in-line, V=vee, F=flat, R=rotary. Number of cyls or rotors. T= turbo, S= s'charged, D=diesel, H=hybrid

New models for the month highlighted

Recommended Retail Price at time of publication (* indicates driveaway)

FERRAR I – HS V

NEW ARRIVALS

Issue tested

Drive

Fancier name than the FF it steps in for

FF replacement has great interior; atmo V12 power; noise; steering and handling Price; a little too quiet and refined for some tastes; expensive options • The Pick: Ferrari pace with more space than we’ve come to expect makes it a fantastic GT $503,888 V8TT 3.9 442 760 S7 1840 — 98 R $578,888 V12 6.3 507 697 S7 1920 3.5 — 15.3 95 A

812 Superfast

Maranello’s best-ever Berlinetta

Ferrari flagship integrates tech with emotion to deliver truly stunning speed and ability The infinitely long waiting list (Australia’s 812 allocation is already sold out) • The Pick: The Superfast brings a staggeringly broad breadth of ability and is without peer $610,000 V12 6.5 588 718 S7 1630 2.9 — 14.9 95 — 08/17 R

3yr/100,000km fiat.com.au

Fiat 500

Pop Pop Lounge Lounge Abarth 595 Abarth 595 Abarth 595 Comp. Abarth 595 Comp.

Evergreen 500 still a cutie

Updated with new TFT screen, Abarth models recieved even more power Awkward driving position; ‘Dualogic’ robotised ’box is appalling, cabin lacks storage • The Pick: Lounge with six-speed manual makes sense; manual Abarth 595 more fun $17,990 L4 1.2 51 102 M5 905 14.1 19.2 5.1 95 54 06/15 F $19,490 L4 1.2 51 102 S5 940 12.9 — 5.0 95 54 F $21,000 L4 1.4 74 131 M6 970 10.5 — 6.1 95 54 10/14 F $22,500 L4 1.4 74 131 S5 980 10.5 — 5.8 95 54 F $26,990 L4T 1.4 107 206 M5 1042 7.9 — 5.8 98 48 07/16 F $28,990 L4T 1.4 107 206 S5 1050 8.1 — 5.7 98 48 F $31,990 L4T 1.4 132 230 M5 1035 6.7 — 5.4 98 50 F $33,990 L4T 1.4 132 230 S5 1070 6.9 — 5.3 98 51 F

500 C

Pop Pop Pop Star Lounge Cross Plus

Fashionable charge

Stylish exterior; quality interior; nimble dynamics; decent level of optional safety tech Stiff-legged ride; absent-minded nine-speed auto; all that style doesn’t come cheap • The Pick: Mid-level Pop Star treads a good middle ground, although still at a premium $26,000* L4T 1.4 103 230 M6 1295 — — 6.0 91 52 02/16 F $28,000* L4T 1.4 103 230 S6 1295 — — 5.7 91 52 F $32,000* L4T 1.4 103 230 S6 1295 — — 5.7 91 52 02/16 F $37,000* L4T 1.4 125 250 A9 1405 — — 6.7 95 53 02/16 A $38,000* L4T 1.4 125 250 A9 1405 — — 6.7 95 53 A

Ambiente Ambiente Trend Trend Sport Sport ST

Focus

Trend hatch Trend hatch Trend sedan Sport hatch Sport hatch

172 wheelsmag.com.au

0-100 km/h

0-400 metres

— — — 4.9

— — — 13.3

132 132 184 257

240 240 360 440

A6 A6 M6 M6

1431 1403 1464 1524

Fuel Resale cons. RON %

6.4 6.2 7.3 7.7

Issue tested

95 53 95 53 98 54 07/15 98 SUM

Drive

F F F A

America’s ‘Pony car’ muscles in

Responsive and characterful atmo V8; rear-end purchase; retro-modern styling; price Feels heavy, especially on direction changes; mismatched interior; convertible shake • The Pick: The GT Coupe by a mile. EcoBoost is punchy but the V8 feels the real deal EcoBoost Fastback $45,990 L4T 2.3 233 432 M6 1629 6.0 14.3 8.5 91 63 04/16 R EcoBoost Fastback $48,490 L4T 2.3 233 432 A6 1627 — — 9.3 91 63 R EcoBoost Convert. $54,990 L4T 2.3 233 432 A6 1685 — — 9.4 91 64 R GT Fastback $57,490 V8 5.0 306 530 M6 1701 — — 13.1 98 67 R GT Fastback $59,990 V8 5.0 306 530 A6 1709 5.0 13.2 12.6 98 66 04/16 R GT Convertible $65,916 V8 5.0 306 520 A6 1773 — — 12.7 98 67 R

EcoSport

Fiesta in a leotard

Brilliant 1.0-litre turbo triple; impressive steering and handling; compact size; Fiesta DNA Low-grade interior plastics; ugly spare wheel placement; gutless 1.5-litre; average tyres • The Pick: The 1.0-litre manual – smooth, characterful, and effortless. Unlike the atmo 1.5 $20,790 L4 1.5 82 140 M5 1242 13.3 — 6.5 95 44 F $22,790 L4 1.5 82 140 S6 1267 14.1 — 6.5 95 44 F $22,290 L3T 1.0 92 170 M5 1275 12.7 — 5.7 95 44 F $24,290 L4 1.5 82 140 S6 1276 14.1 — 6.5 95 45 F $27,790 L4 1.5 82 140 S6 1289 14.1 — 6.5 95 41 02/14 F

Ambiente Ambiente Trend Trend Titanium

Escape

Ambiente FWD Ambiente FWD Ambiente AWD Trend FWD Trend AWD Trend TDCi Titanium Titanium

Kuga does a runner

Handling and steering; room; more sensible line-up; performance from 2.0-litre EcoBoost Not as frugal as some rivals and prefers premium unleaded; average rear seat • The Pick: New FWD Trend 1.5 turbo is great value and one of the better-performing SUVs $28,490 L4T 1.5 110 240 M6 1559 — — 6.3 95 F $29,990 L4T 1.5 134 240 A6 1590 — — 7.2 95 F $32,990 L4T 1.5 134 240 A6 1668 — — 7.5 95 A $32,990 L4T 1.5 134 240 A6 1607 9.6 16.8 10.5 95 56 06/17 F $35,990 L4T 2.0 178 345 A6 1719 — — 8.6 95 A $38,490 L4TD 2.0 132 400 S6 1746 — — 5.5 D A $44,990 L4T 2.0 178 345 A6 1751 — — 8.6 95 A $47,490 L4TD 2.0 132 400 S6 1779 — — 5.5 D A

Everest

Ranger-based SUV chases Prado

Off-road dynamics and braking ability; cabin refinement; clever tech; excellent ESC Utilitarian dash; separate-chassis antiquity, with all its comfort and packaging limitations • The Pick: Titanium too exxy and Ambiente skinnily equipped, so best stick with the Trend $47,990 L5TD 3.2 143 470 A6 2305 --8.4 D R $52,990 L5TD 3.2 143 470 A6 2370 — — 8.5 D 59 02/16 A $53,990 L5TD 3.2 143 470 A6 2305 --8.4 D R $58,990 L5TD 3.2 143 470 A6 2407 11.6 18.0 8.5 D 59 02/16 A $74,701 L5TD 3.2 143 470 A6 2495 — — 8.5 D 60 09/15 A

Ambiente Ambiente Trend Trend Titanium

Dealer Quick Finder DEALER DIRECTORY

58 Nepean Highway, Mentone 3194 DL:5199 Sales: 03 9581 2525

VIC

5yr/100,000km haval.com.au

Haval H2

Sweet-handling, no nonsense perennial

Inherent driver appeal; vastly improved cabin; ride quality of Trend and Sport; equipment New 1.5 Ecoboost lacks efficiency when pushed; firm ride on 18s; expensive entry ticket • The Pick: Sport with grippier tyres and extra equipment, manual or auto $23,390 L4T 1.5 132 240 M6 1321 — — 5.8 95 51 F $24,390 L4T 1.5 132 240 A6 1360 8.3 — 6.2 95 51 01/17 F $24,390 L4T 1.5 132 240 A6 1366 — — 6.2 95 51 F $26,490 L4T 1.5 132 240 M6 1341 — — 5.8 95 52 F $28,190 L4T 1.5 132 240 A6 1380 8.8 16.4 6.2 95 52 12/15 F

Kerb Eng size Power Torque Trans. weight

1.5 1.5 2.0 2.3

Dynamic and comfort benchmark

Mustang

The driver’s light hatch

Superb handling – especially ST; great steering; effervescent three pot; ST is a legend Lacks the space and versatility of Jazz, and the cabin class of just about every rival • The Pick: Rorty-sounding, brilliant-handling ST is sensational – both for ability and value $15,825 L4 1.5 82 140 M5 — — — 5.8 91 48 F $17,825 L4 1.5 82 140 S6 — — — 5.8 91 48 F $17,825 L4 1.5 82 140 M5 — — — 5.8 91 48 F $19,790 L4 1.5 82 140 S6 1128 11.3 18.1 5.8 91 50 03/15 F $20,525 L3T 1.0 92 170 M5 1127 10.3 17.3 4.9 91 50 07/14 F $22,525 L3T 1.0 92 170 S6 — — — 5.3 91 50 F $27,490 L4T 1.6 134 240 M6 1197 7.0 14.9 6.2 95 52 02/14 F

L4T L4T L4T L4T

Superb chassis; vast and quiet interior; plush seats; sweet petrols; diesel frugality; value Top-spec Titanium interior not special enough; cabin plastics below VW levels; weight • The Pick: Mid-level Trend delivers easily the finest combination of dynamism and comfort Ambiente hatch $33,190 L4 2.0 149 345 A6 1605 — — 8.2 95 47 06/15 F Ambiente wagon $35,040 L4 2.0 149 345 A6 1649 — — 8.5 95 48 F Ambiente TDCi hatch $37,190 L4TD 2.0 132 400 S6 1659 8.6 — 5.1 D 48 F Ambiente TDCi wag $39,040 L4TD 2.0 132 400 S6 1703 8.7 — 5.3 D 48 06/15 F Trend hatch $37,790 L4T 2.0 177 345 A6 1629 7.9 — 8.2 95 48 06/15 F Trend TDCi hatch $40,990 L4TD 2.0 132 400 S6 1683 8.6 — 5.1 D 49 F Trend TDCi wagon $42,840 L4TD 2.0 132 400 S6 1713 8.7 — 5.3 D 50 F Titanium hatch $44,790 L4T 2.0 177 345 A6 1690 7.7 15.5 8.5 95 49 09/16 F Titanium TDCi hatch $47,990 L4TD 2.0 132 400 S6 1744 8.6 — 5.1 D 50 F Titanium TDCi wgn $49,840 L4TD 2.0 132 400 S6 1782 9.1 16.6 5.3 D 50 07/15 F

3yr/100,000km ford.com.au

Ford Fiesta

$32,690 $32,690 $38,990 $50,990

Mondeo

Abarth 124 Spider Much more than a rebadged MX-5 Character; handling; performance; price and equipment; Japanese build quality No steering reach adjustment; not as pure as an MX-5; priced against top-shelf MX-5 • The Pick: It’s gotta be the manual, but also visit a Mazda dealer to try the car it’s based on $41,990* L4T 1.4 125 250 M6 1060 6.8 — 6.4 95 01/17 R $43,990 L4T 1.4 125 250 A6 1080 6.9 — 6.6 95 R

Eng type

Price

Titanium hatch Titanium sedan ST RS

The lid peels off this one

Essentially a 500 with a massive (easy to use) sunroof, and well-priced for a cabriolet Paying nearly $4000 to put the 500’s roof down, and the body flex when you do • The Pick: The Pop’s as much 500C as you need Pop $21,990 L4 1.2 51 102 M5 980 14.1 — 5.1 95 54 F Pop $23,490 L4 1.2 51 102 S5 945 12.9 — 5.0 95 54 F Lounge $25,000 L4 1.4 74 131 M5 1000 11.0 — 6.0 95 54 F Lounge $26,550 L4 1.4 74 131 S5 1010 10.5 — 5.8 95 54 F Lounge $25,500 L2T 0.9 63 145 S5 970 11.0 — 3.9 98 58 F Abarth 595C $32,500 L4T 1.4 107 206 M5 — — — 5.8 98 48 07/16 F Abarth 595C $33,500 L4T 1.4 107 206 S5 — — — 5.7 98 48 F Abarth Competizione $35,990 L4T 1.4 132 230 M5 — — — 5.4 98 48 F Abarth Competizione $37,990 L4T 1.4 132 230 S5 — — — 5.5 98

500X

Get new car advice from the experts. whichcar.com.au

Premium 2WD Premium 2WD Premium 4WD Luxury 2WD Luxury 2WD Luxury 4WD

Cheap, but is it cheerful?

Entry point for a new Chinese brand doesn’t look too bad on paper, engine included Drinks premium unleaded; AWD models manual-only; same name as a huge Hummer • The Pick: Instinct says stick with Mazda CX-3 or Honda HR-V, and it’s justified $23,990* L4T 1.5 110 210 M6 1529 — — 8.2 95 43 F $23,990* L4T 1.5 110 210 A6 — — — 9.0 95 43 F $26,490* L4T 1.5 110 210 M6 1609 — — 8.5 95 43 A $25,990* L4T 1.5 110 210 M6 1529 — — 8.2 95 43 F $35,990* L4T 1.5 110 210 A6 — — — 9.0 95 44 03/16 F $28,490* L4T 1.5 110 210 M6 1608 — — 8.5 95 44 A

Showroom Price

Eng type

Kerb Eng size Power Torque Trans. weight

Premium Lux

Leads the small Holden fightback

Much older than it looks

Getting serious again with small cars

Evoke

LS LS LTZ LTZ

LS LS LS+ LT LTZ LTZ LTZ-V

LS LS LS Active LS 7-seat LS 7-seat Active 7-seat LT LT LTZ LTZ

Aussie two-door muscle

Great dynamics for a car with such a huge boot, especially Redline; mega-strong LS3 V8 No passenger overhead grab handle; V8 noise not as pronounced as in sedan • The Pick: SS for its V8 value, though the superb Redline (even on 20s) is where it’s at $33,490 V6 3.6 210 350 A6 1656 — — 9.0 91 39 R

— — 4.9 5.0 4.9 5.0 4.9 5.0

350 350 570 570 570 570 570 570

M6 A6 M6 A6 M6 A6 M6 A6

1680 1681 1720 1733 1736 1749 1739 1753

0-400 metres

— — — — — — — —

Fuel Resale cons. RON %

9.0 9.0 12.6 12.9 12.6 12.9 12.6 12.9

91 91 95 95 95 95 95 95

Issue tested

42 42 42 42 42 43 43 11/15 43

Drive

R R R R R R R R

The world’s best-value limo

Baby rhinoplasty

Space and features

Surprising performance; slick nine-speed auto; generous rear seat space; dynamics Hard cabin plastics; dowdy styling; obstructive centre console; clumsy auto shifter • The Pick: LT 2.0-litre is a sweet spot but the 1.5-litre LS+ provides plenty for the money $27,990 L4T 1.5 127 275 M6 1526 — — 6.9 91 F $29,990 L4T 1.5 127 275 A6 1514 — — 6.9 91 F $32,990 L4T 1.5 127 275 A6 1514 — — 6.9 91 F $36,990 L4T 2.0 188 353 A9 1585 — — 8.2 91 F $39,990 L4T 2.0 188 353 A9 1618 — — 8.2 91 F $44,290 L4T 2.0 188 353 A9 1695 — — 8.4 91 YB17 A $46,290 L4T 2.0 188 353 A9 1732 — — 8.4 91 A

Ready for its retirement, not yours

Simplified range uses larger Captiva 7 body; sharp pricing; great standard connectivity Commodore-derived 3.0 thrashy; old basic design, and showing it; average dynamics • The Pick: None. Wait for Holden’s next-gen Equinox and Acadia SUVs and then decide $26,490 L4 2.4 123 230 M6 1712 — — 9.5 91 43 F $28,690 L4 2.4 123 230 A6 1737 — — 9.5 91 44 F $31,690 L4TD 2.2 135 400 A6 1873 — — 7.9 D F $31,690 L4 2.4 123 230 A6 1763 — — 9.7 91 F $30,490 L4 2.4 123 230 A6 1762 — — 9.5 91 46 F $33,490 L4TD 2.2 135 400 A6 1873 — — 8.1 D 46 F $33,490 L4 2.4 123 230 A6 1776 — — 9.7 91 F $37,490 V6 3.0 190 288 A6 1844 8.9 16.5 10.1 91 44 10/16 A $38,490 L4TD 2.2 135 400 A6 1974 — — 8.1 D 45 A $40,490 V6 3.0 190 288 A6 1934 — — 10.1 91 45 A $41,490 L4TD 2.2 135 400 A6 1984 — — 8.1 D 45 A

Trailblazer

LT LTZ

0-100 km/h

210 210 304 304 304 304 304 304

Fresh nose sharpens looks; steering and handling; excellent auto; value for money Hemmed-in rear seat; 1.8’s raucous manners; LTZ’s vinyl trim; autos drink premium fuel • The Pick: Entry-level LS auto with its torquey boosted engine and capable dynamics $23,990 L4 1.8 103 178 M5 — — 91 F $26,490 L4T 1.4 103 200 A6 — — 6.7 95 F $28,890 L4T 1.4 103 200 A6 — — 6.7 95 F $30,490 L4T 1.4 103 200 A6 1422 — — 9.0 95 05/17 F

Captiva t

Kerb Eng size Power Torque Trans. weight

3.6 3.6 6.2 6.2 6.2 6.2 6.2 6.2

Loads of rear-seat leg room; tough elegance; great value for money; nice ride; grunt Badge snobs won’t like it; exterior unchanged for years despite Commodore updates • The Pick: WN Caprice has always been great and LS3 V8 raises the bar $61,490 V8 6.2 304 570 A6 1851 5.0 — 12.9 95 44 R

Equinox

Tough as old boots

Rugged and capable off-roader; solid value; torquey engine; progressive steering More 4x4 than car; no steering adjustment; middle-row seats don’t slide • The Pick: The LT delivers strong off-road ability for less than $50k $47,990 L4TD 2.8 147 500 A6 2194 — — 8.6 D $52,490 L4TD 2.8 147 500 A6 2203 — — 8.6 D

HSV

The V8s are bloody great

Fantastic V8 grunt and sound; brilliant body control and balance; practicality and value Evoke still plain; chunky A-pillars; they’ve stopped making it! • The Pick: SS-V Redline for its superb chassis and performance, but you’ll have to be quick Evoke $35,490 V6 3.0 185 290 A6 1622 8.1 15.9 8.3 91 39 07/13 R Evoke Sportwagon $37,490 V6 3.0 185 290 A6 1717 — — 8.6 91 40 R SV6 $40,490 V6 3.6 210 350 M6 1688 — — 9.0 91 42 R SV6 $41,490 V6 3.6 210 350 A6 1685 6.6 14.7 9.0 91 42 09/16 R SV6 Sportwagon $42,490 V6 3.6 210 350 A6 1776 6.9 15.0 9.3 91 42 04/14 R SS $47,490 V8 6.2 304 570 M6 1729 4.9 — 12.6 95 42 R SS $48,490 V8 6.2 304 570 A6 1744 5.0 — 12.9 95 42 R SS Sportwagon $51,690 V8 6.2 304 570 A6 1849 5.0 — 12.9 95 42 R SS V Redline $54,490 V8 6.2 304 570 M6 1766 4.9 13.0 12.6 95 43 11/15 R SS V Redline $56,190 V8 6.2 304 570 A6 1780 5.3 13.4 12.9 95 43 04/16 R SS V Redline S’wgn $59,190 V8 6.2 304 570 A6 1851 5.0 — 12.9 95 43 R Calais $41,290 V6 3.6 210 350 A6 1702 7.1 15.1 9.0 91 41 02/15 R Calais Sportwagon $43,290 V6 3.6 210 350 A6 1798 — — 9.3 91 42 R Calais V $48,750 V6 3.6 210 350 A6 1730 — — 9.0 91 42 R Calais V $56,750 V8 6.2 304 570 A6 1778 5.0 — 12.9 95 43 R Calais V Sportwagon $50,750 V6 3.6 210 350 A6 1808 — — 9.3 91 43 R Calais V Sportwagon $58,750 V8 6.2 304 570 A6 1866 5.0 — 12.9 95 44 R

Ute

Eng type

V6 V6 V8 V8 V8 V8 V8 V8

Caprice

3yr/100,000km holden.com.au

Space and comfort; infotainment interface; quality and refinement; grunt of 1.6 turbo Tall gearing hurts driveability in 1.4; hatch’s small cargo bay; 1.6 could do with an LSD • The Pick: Skip the sedan and head for the RS hatch with the good engine and decent gear $20,490 L4T 1.4 110 240 M6 1275 — — 5.8 95 50 F $21,490 L4T 1.4 110 240 A6 1283 — — 6.1 95 50 F $21,490 L4T 1.4 110 240 M6 1283 7.8 — 5.5 95 50 F $22,490 L4T 1.4 110 240 A6 1304 8.0 — 5.5 95 50 01/17 F $22,740 L4T 1.4 110 240 A6 1283 — — 6.1 95 50 F $25,740 L4T 1.4 110 240 A6 — — 5.9 95 50 F $25,790 L4T 1.4 110 240 A6 1294 — — 6.1 95 52 F $26,240 L4T 1.6 147 300 M6 1325 6.6 — 6.1 95 52 F $27,240 L4T 1.6 147 300 A6 1344 6.6 — 6.1 95 52 09/17 F $29,790 L4T 1.4 110 240 A6 1318 — — 6.1 95 52 08/17 F $29,940 L4T 1.4 110 240 A6 — — 5.9 95 50 F $30,740 L4T 1.6 147 300 M6 1344 6.6 — 6.1 95 52 F $31,740 L4T 1.6 147 300 A6 1363 6.6 — 6.1 95 52 F

Commodore

$33,990 $36,190 $40,990 $43,190 $44,490 $46,690 $50,490 $52,690

Trax

Handsome nose; standard rear camera; decent handling; torquey LS manual Ancient 1.6L donk way beyond retirement age; uncomfortable seats; scratchy plastics • The Pick: LS manual – it’s the cheapest, best-riding spec with a pleasant gear change $14,990 L4 1.6 85 155 M5 1229 — — — 91 42 F $17,190 L4 1.6 85 155 A6 1256 — — — 91 42 F $20,390 L4 1.6 85 155 A6 1256 — — — 91 44 F

Astra

Price

SV6 SV6 SS SS SS V SS V SS V Redline SS V Redline

China’s serious off-roader

Punchy engine; classy dynamics; Apple Carplay/Android Auto standard Not as cheap as some, but at least this is offset with features; no manual on top-spec LT • The Pick: A far more polished car than the larger Barina, and surprisingly fun to drive $13,990 L4 1.4 73 124 M5 — — — 5.2 91 44 F $15,690 L4 1.4 73 128 C 990 10.8 17.7 5.5 91 44 07/16 F $18,990 L4 1.4 73 128 C — — — 5.5 91 45 F

Barina

LS sedan LS sedan R hatch R hatch LS+ sedan LS+ Sportwagon LT sedan RS hatch RS hatch LTZ sedan LT Sportwagon RS-V hatch RS-V hatch

Drive

ZF gearbox with dual-range transfer case for decent off-road ability; seven seats It looks old-school Chinese, with an old-school separate chassis and sub-par dynamics • The Pick: If you must go there, grab an H9 Premium – it’s cheaper $46,490* L4T 2.0 160 324 A6 2206 — — 12.1 95 52 A $49,990* L4T 2.0 160 324 A6 2236 — — 12.1 95 52 A

Spark

LS LS LT

Issue tested

Size and presence

Holden

LS LS LT

Fuel Resale cons. RON %

Decent cabin presentation complete with Aussie leather; looks quite handsome Only five seats; heavy and thirsty; patchy track record of other Chinese brands here • The Pick: A lot of money for an unknown – we’d be looking at a Kia Sorento $38,990* L4T 2.0 160 324 A6 2051 — — 12.2 95 49 R $41,990* L4T 2.0 160 324 A6 2128 — — 12.2 95 50 A $44,990* L4T 2.0 160 324 A6 2128 — — 12.2 95 50 03/16 A

Premium Luxury

0-400 metres

Roomy interior; sprightly 2.0 turbo; decent design; Euro feel to elements of interior Choppy ride; laggy dual-clutch auto; flat front seats; wants PULP; no sat-nav • The Pick: Stick to the Premium because there’s less to lose with questionable resale $29,990* L4T 2.0 145 315 A6 1715 10.0 17.2 13.3 95 50 06/17 F $33,990* L4T 2.0 145 315 A6 — — — 9.8 95 52 F

Premium 2WD Premium 4WD Luxury 4WD

0-100 km/h

Six and out

POW E RE D

Gen-F2

A A

3yr/100,000km hsv.com.au Australia’s best muscle car. Ever

Brilliant LS9 in W1 with spot-on gearing and superb brakes; regular GTS-R a great, too Some interior finishes a bit budget at these prices; blown V8’s thirst; finding a W1 • The Pick: GTS-R W1 is an instant classic, and sold out. GTS-R still sublime, but running out C’Sport R8 30 Years $82,990 V8S 6.2 410 691 M6 1890 — — 15.3 98 44 R C’Sport R8 30 Years $82,490 V8S 6.2 410 691 A6 1907 — — 15.0 98 44 R C’Sprt R8 Tourer 30 $88,990 V8S 6.2 410 691 A6 1974 — — 15.0 98 44 R Senator Sig 30 Years $95,990 V8S 6.2 410 691 M6 1885 — — 15.3 98 45 R Senator Sig 30 Years $95,990 V8S 6.2 410 691 A6 1902 — — 15.0 98 45 R GTS 30 Years $98,990 V8S 6.2 435 740 M6 1886 — — 15.3 98 47 R GTS 30 Years $100,490 V8S 6.2 435 740 A6 1903 — — 15.0 98 47 R GTS-R $109,490 V8S 6.2 435 740 M6 — 4.8 12.8 17.1 98 — 07/17 R GTS-R $111,990 V8S 6.2 435 740 A6 — — — — 98 — R

Maloo

R8 LSA 30 Years R8 LSA 30 Years GTS-R Maloo GTS-R Maloo

Business up front, party out back

Unique take on a two-door sports car; feels premium inside; strong supercharged V8 Hard tonneau cover looks bulky; it’s not particularly good at carrying heavy things • The Pick: First-ever GTS-R Maloo could be a collector’s item. Loads of arse-out fun, too $79,990 V8S 6.2 410 691 M6 1704 — — 15.5 98 49 R $82,490 V8S 6.2 410 691 A6 1721 — — 15.8 98 49 R $96,990 V8S 6.2 435 740 M6 1825 — — 98 R $99,490 V8S 6.2 435 740 A6 1842 — — 98 R

@wheelsaustralia 173

Price

Jazz

VTi VTi VTi-S VTi-L

VTi VTi VTi-L

0-400 metres

F= Front drive, R=Rear drive, A=All-wheel drive

When we drove it

Glass's predicted resale rating, retained after 3 years

Recommended octane rating

Fuel Resale cons. RON %

Issue tested

F F F F

Booted Jazz, re-booted

i30

Go Go Go CRDi Go CRDi Active Active Active CRDi Active CRDi SR SR Elite CRDi Premium CRDi SR Premium

F F F F F F F F F F F

Flagship sedan v9.0

It’s been a while

Active Active Elite SR Turbo SR Turbo

VTi VTi-S VTi-L

CR-V

VTi VTi-S VTi-S AWD VTi-L VTi-LX AWD

Now with turbo and seven-seat option

Roomy cabin and luggage bay; new turbo engine brings efficiency and power Price increases for almost all variants; some cheap plastics; CVT not a standout • The Pick: VTi-L brings seven seats but VTi-S offers the best value $30,690 L4T 1.5 140 240 C — — — 7.0 91 52 $33,290 L4T 1.5 140 240 C — — — 7.3 91 54 $35,490 L4T 1.5 140 240 C — 9.9 — 7.4 91 54 $38,990 L4T 1.5 140 240 C — — — 7.3 91 55 $44,290 L4T 1.5 140 240 C — 9.9 — 7.4 91 56 YB17

Odyssey

VTi VTi-L

Best small SUV for space

Coupe-esque styling; generous equipment; ‘magic seat’ packaging; okay dynamics Limited range (no 4WD, no manual); flimsy luggage cover; anaesthetised steering • The Pick: Entry-level VTi offers a tempting package for a tasty price $24,990 L4 1.8 105 172 C 1328 — — 6.6 91 50 03/16 F $27,990 L4 1.8 105 172 C 1366 — — 6.9 91 50 F $33,340 L4 1.8 105 172 C 1366 10.2 17.5 6.9 91 52 05/15 F

Sonata

Odyssey becomes a breeder bus

Hyundai Accent

Active Premium

Genesis

Sport hatch Sport hatch Sport sedan Sport sedan

Picks up where i20 left off

174 wheelsmag.com.au

Ultimate

F F F F

Fuel Resale cons. RON %

Issue tested

Active Active Active CRDi Active X Active X Elite Elite Elite CRDi Highlander Highlander CRDi

Newfound maturity and appeal

F F F F F

Euro-flavoured Korean

F F F F F F

Competent, conservative

Hyundai's first true luxury car

Brave two-plus-one-door coupe

Innovative design, keen pricing, individual styling, and Korea’s first-ever dual-clutcher Can’t match the steering and handling excellence of 86/BRZ; atmo 1.6 struggles • The Pick: Kids and fashionistas will love it. Enthusiasts will wish they shopped elsewhere $29,590 L4 1.6 103 167 M6 1180 9.8 — 6.4 91 63 F $32,090 L4 1.6 103 167 S6 1215 — — 6.4 91 62 F $30,650 L4T 1.6 150 265 M6 1265 6.5 — 6.9 91 64 F $33,990 L4T 1.6 150 265 S7 1305 — — 7.1 91 63 F

ix35 replacement steps up

Muscular design looks the business; broad model range with flexible 1.6 turbo-petrol Front-drivers only available with atmo 2.0 engines; Highlander the only Tucson with AEB • The Pick: Elite AWD with new turbo engine, seven-speed dual-clutch, and sharp pricing $28,590 L4 2.0 121 203 M6 1569 — — 7.8 91 F $31,090 L4 2.0 121 203 A6 1584 — — 7.9 91 F $35,090 L4TD 2.0 136 400 A6 1744 — — 6.4 D 54 A $31,150 L4 2.0 121 203 M6 1484 — — 7.8 91 52 F $33,650 L4 2.0 121 203 A6 — 10.5 17.3 10.7 91 52 06/17 F $36,250 L4 2.0 121 203 A6 1569 — — 7.9 91 52 F $39,250 L4T 1.6 130 265 S7 1575 — — 7.7 91 53 02/16 A $41,250 L4TD 2.0 136 400 A6 1622 — — 6.4 D 52 A $45,450 L4T 1.6 130 265 S7 1690 8.1 16.0 7.7 91 53 11/15 A $47,450 L4TD 2.0 136 400 A6 1744 — — 6.8 D 53 A

Kona

Active Active Elite Elite Highlander Highlander

Drive

Driving and ownership ease

Excellent quality; luxury levels of refinement; impressive ride/handling mix; cabin space Ageing V6 is thirsty and a bit thrashy; expensive option packs undermine its value • The Pick: Go the base Genesis, for its equipment and value-driven price tag $61,500 V6 3.8 232 397 A8 1890 6.5 — 11.2 91 52 R $82,000 V6 3.8 232 397 A8 1890 6.5 — 11.2 91 53 R

Veloster

5yr/unlimited hyundai.com.au

Space, equipment, and pricing; move to Sport-only range boosts appeal Gluggy steering and restless chassis dull the shine for drivers • The Pick: Sport manual for some fun or something else entirely ... like an i30 $15,490 L4 1.6 103 167 M6 1150 — — 6.3 91 45 $17,490 L4 1.6 103 167 A6 1170 — — 6.6 91 45 $15,490 L4 1.6 103 167 M6 1150 — — 6.3 91 46 $17,490 L4 1.6 103 167 A6 1170 — — 6.6 91 46

0-400 metres

Smart styling; excellent road manners; generous rear seat and boot space Well-built cabin lacks sophistication; doesn’t have the safety kit of some rivals; thirsty • The Pick: The Premium for its active safety and strong engine $30,990 L4 2.4 138 241 A6 1500 — — 8.3 91 44 F $45,490 L4T 2.0 180 353 A8 1560 — — 8.5 91 46 F

Tucson

Tall, ungainly body makes Odyssey a true Tarago alternative; improved economy Everything great about the old Odyssey no longer applies – this one’s a van with seats • The Pick: Besides a vasectomy, probably the VTi for its additional seats and lower price $37,610 L4 2.4 129 225 C 1776 10.2 17.5 7.6 91 64 10/16 F $46,490 L4 2.4 129 225 C 1819 — — 7.8 91 65 04/14 F

0-100 km/h

Mixes Euro style and space with decent dynamics and effective drivetrains Ultimately not that quick; Premium’s ride quality and price; no petrol sedan • The Pick: An Active Tourer turbo-diesel, with Hyundai’s seven-speed dual-clutch ’box Active sedan CRDi $33,690 L4TD 1.7 104 340 S7 1524 — — 5.1 D 44 Active Tourer $33,090 L4 2.0 121 203 A6 1483 — — 7.5 91 44 Active Tourer CRDi $35,690 L4TD 1.7 104 340 S7 1539 — — 5.1 D 44 Premium sedan CRDi $42,850 L4TD 1.7 104 340 S7 1524 — — 5.1 D 45 Premium Tourer $42,250 L4 2.0 121 203 A6 1483 — — 7.5 91 45 Premium Tourer CRDi $44,850 L4TD 1.7 104 340 S7 1539 — — 5.1 D 46

SR Turbo SR Turbo F F A F A

Kerb Eng size Power Torque Trans. weight

Willing, efficient engine – more so as the turbo; dynamics; refinement; space; value Bland interior; mild suspension boom; auto tranny lacks intuition; no AEB • The Pick: SR Turbo is great value, otherwise be more sensible with the Elite $21,950 L4 2.0 112 192 M6 1255 — — 7.1 91 48 $23,790 L4 2.0 112 192 A6 1275 9.0 — 7.2 91 49 01/17 $26,990 L4 2.0 112 192 A6 1355 — — 7.2 91 50 $28,990 L4T 1.6 150 265 M6 1360 — — 7.7 91 12/16 $31,290 L4T 1.6 150 265 S7 1390 7.0 15.1 7.2 91 12/16

i40

Accessible supercar performance and dynamics; intriguing tech; refinement; brakes Can’t choose your own dynamic settings; flat seats; cabin hardware not special enough • The Pick: At this money it’s tempting to go for a Porsche 911 Turbo – with change $420,000 V6TTH 3.5 427 646 S9 1780 — — 9.7 A

HR-V

Eng type

New chassis is huge fun; 1.6-litre turbo talks the SR language; sweet steering; Euro look Interior quality hasn’t stepped up to meet the other improvements; SR sounds a bit dull • The Pick: Independent rear suspension and fine turbo engine give SR the edge $19,990 L4 2.0 120 203 M6 1251 — — 7.3 91 F $22,290 L4 2.0 120 203 A6 1276 — — 7.4 91 F $22,490 L4TD 1.6 100 280 M6 1312 — — 4.5 D F $24,990 L4TD 1.6 100 280 M6 1312 — — 4.5 D F $20,950 L4 2.0 120 203 M6 1251 — — 7.3 91 52 F $23,250 L4 2.0 120 203 A6 1276 — — 7.4 91 54 F $23,450 L4TD 1.6 100 280 M6 1312 — — 4.5 D 54 F $25,950 L4TD 1.6 100 300 S7 1339 — — 4.7 D 54 F $25,950 L4T 1.6 150 265 M6 1315 — — 7.5 91 54 F $28,950 L4T 1.6 150 265 S7 1344 7.3 — 7.8 91 55 09/17 F $28,950 L4TD 1.6 100 300 S7 1339 — — 4.7 D 55 F $33,950 L4TD 1.6 100 300 S7 1339 — — 4.7 D 56 F $33,950 L4T 1.6 150 265 S7 1344 — — 7.5 91 56 F

Elantra

A classic comeback

Freshened nose stands out; very refined; plenty of punch from V6; rear seat space A car for those who begrudgingly drive; dated five-speed auto; hybrid is no longer • The Pick: Keep it cheap and go for the VTi, which at least has the space, if not the pace $32,990 L4 2.4 129 225 A5 1510 — — 8.0 91 53 F $43,990 L4 2.4 129 225 A5 1572 — — 8.2 91 55 F $52,590 V6 3.5 206 339 A6 1667 — — 9.2 91 55 F

NSX

Price

Drive

Lower price, greater class

Sparkling performance from 1.5 turbo; supple ride; refinement; steering; space Dullard CVT; unnecessary growth of exterior proportions; underwhelming 1.8 • The Pick: The 1.5 is the better engine option and the VTi-L gets more than enough gear $22,390 L4 1.8 104 174 C 1289 — — 6.4 91 $22,390 L4 1.8 104 174 C 1261 — — 6.4 91 56 07/16 $24,490 L4 1.8 104 174 C 1289 — — 6.4 91 $24,490 L4 1.8 104 174 C 1261 9.2 — 6.4 91 56 01/17 $27,790 L4T 1.5 127 220 C 1364 — — 6.1 91 $27,790 L4T 1.5 127 220 C 1331 — — 6.0 91 56 07/16 $32,290 L4T 1.5 127 220 C 1364 — — 6.1 91 $31,790 L4T 1.5 127 220 C 1331 7.4 15.4 6.0 91 58 12/16 $33,590 L4T 1.5 127 220 C 1364 — — 6.1 91 $33,590 L4T 1.5 127 220 C 1331 — — 6.0 91 58 07/16 $50,990 L4T 2.0 228 400 M6 1393 5.8 13.9 11.5 95 11/17

Accord

VTi VTi-L V6L

0-100 km/h

Riding on an all-new platform, new-gen City is far from the putrid drive we expected Not pretty, but it’s better in the flesh; VTi-L’s wheels introduce some ride harshness • The Pick: VTi manual if you have to, though the CVT ain’t too bad if you don’t like cars $15,990 L4 1.5 88 145 M5 1082 — — 5.8 91 48 F $17,990 L4 1.5 88 145 C 1103 10.7 17.7 5.7 91 48 10/14 F $21,590 L4 1.5 88 145 C 1107 — — 5.7 91 50 08/14 F

Civic

VTi hatch VTi sedan VTi-S hatch VTi-S sedan VTi-L hatch VTi-L sedan RS hatch RS sedan VTi-LX hatch VTi-LX sedan Type R

Kerb Eng size Power Torque Trans. weight

Ripper entry price for Jazz; polished interior; superb packaging flexibility Messy styling; vague steering; numb handling; value dissipates at the top end • The Pick: Either the entry-level VTi or possibly the neatly equipped VTi-S CVT $14,990 L4 1.5 88 145 M5 1048 — — 6.2 91 55 $16,990 L4 1.5 88 145 C 1053 10.2 17.3 5.8 91 53 03/15 $19,990 L4 1.5 88 145 C 1095 — — 5.8 91 56 $22,990 L4 1.5 88 145 C 1130 — — 5.8 91 57 10/14

City

Get new car advice from the experts. whichcar.com.au

5yr/unlimited honda.com.au

Honda Eng type

Fuel consumption in Litres/100km

0-400m acceleration, in sec s (Wheels tested figures in italics)

Kilograms

0-100km/h acceleration, in secs (Wheels tested figures in italics)

M=manual, A=automatic, S=sequential, C=CVT

Newton metres

Kilowatts

Litres

L=in-line, V=vee, F=flat, R=rotary. Number of cyls or rotors. T= turbo, S= s'charged, D=diesel, H=hybrid

New models for the month highlighted

Recommended Retail Price at time of publication (* indicates driveaway)

HONDA – J A GU A R

NEW ARRIVALS

Hyundai finally has a baby SUV

Standout appearance with punchy 1.6 turbo-petrol; customisable colour combinations Dull 2.0-litre not available with AWD; Active safety pack optional; patchy ride; refinement • The Pick: Mid-range Elite 1.6T AWD has generous kit and loads of performance $24,500 L4 2.0 110 180 A6 1290 10.0 — 7.2 91 F $28,000 L4T 1.6 130 265 S7 1414 7.9 — 6.7 91 A $28,500 L4 2.0 110 180 A6 1290 10.0 — 7.2 91 F $32,000 L4T 1.6 130 265 S7 1414 7.9 — 6.7 91 A $33,000 L4 2.0 110 180 A6 1290 10.0 — 7.2 91 F $36,000 L4T 1.6 130 265 S7 1414 7.9 — 6.7 91 A

Showroom Eng type

Price

Santa Fe

Active Active X Active CRDi Elite CRDi Highlander CRDi

Kerb Eng size Power Torque Trans. weight

0-100 km/h

0-400 metres

Fuel Resale cons. RON %

Issue tested

Drive

Grunty diesel engine option; more equipment with Series II update; functional interior Petrol four struggles; interior presentation nothing special; firm ride on Highlander • The Pick: Highlander CRDi is expensive but brings lashings of gear and AEB $39,350 L4 2.4 138 241 A6 1743 — — 9.4 91 56 A $40,990 V6 3.3 199 318 A6 1844 — — 10.5 91 F $42,350 L4TD 2.2 147 440 A6 1857 — — 7.8 D 57 A $50,990 L4TD 2.2 147 440 A6 1857 — — 7.8 D 58 A $57,090 L4TD 2.2 147 440 A6 1857 — — 7.8 D 58 09/15 A

Dealer Quick Finder DEALER DIRECTORY

41 Lonsdale Street, Dandenong 3175 DL:3415 Sales: 03 9771 9400

Q30

QX30

GT GT Premium

2.0 GT 2.0 S Premium 2.2d GT 2.2d S Premium 3.0tt S Premium 3.0tt Red Sport 3.5h S Premium

3.7 GT 3.7 S 3.7 S Premium 3.0d GT 3.0d S 3.0d S Premium 5.0 S Premium

R R R

Japan’s 5 Series? Not quite

Pacey, efficient hybrid; tail-happy V6; engaging handling; superb cabin quality Super-light and strangely geared steering; Hyundai Genesis is a better luxury sedan • The Pick: GT has punch and class but can’t quite equal the Germans $68,900 V6 3.7 235 360 A7 1652 6.2 — 10.2 98 41 R $78,900 V6 3.7 235 360 A7 1702 6.2 — 10.8 98 41 R $82,900 V6H 3.5 225 350 A7 1785 5.3 — 6.9 98 42 R

QX70

LS-M LS-U LS-M 4WD LS-T LS-M 4WD LS-U 4WD LS-U 4WD LS-T 4WD

Show-stopping style

Roomy, luxurious, and powerful soft-roader; plenty of grip and grunt; unique appearance Cargo capacity and visibility suffer for its style; intrusive tyre roar drowns out the V8 • The Pick: Diesel for torque, V8 for grunt, any of them for QX’s stand-apart styling $75,900 V6 3.7 235 360 A7 1893 6.8 — 12.1 98 50 11/12 A $82,900 V6 3.7 235 360 A7 1893 6.8 — 12.1 98 50 A $85,900 V6 3.7 235 360 A7 1908 6.8 — 12.1 98 52 A $77,900 V6TD 3.0 175 550 A7 2036 8.3 — 9.0 D 50 A $84,900 V6TD 3.0 175 550 A7 2036 8.3 — 9.0 D 50 11/12 A $87,900 V6TD 3.0 175 550 A7 2051 8.3 — 9.0 D 52 A $104,400 V8 5.0 287 500 A7 1992 5.8 — 13.1 98 52 A

0-400 metres

Fuel Resale cons. RON %

Issue tested

Drive

Patrol V8 hit with a (big) ugly stick

5yr/130,000km isuzuute.com.au Ute with a kid-friendly boot

Ready for adventure; big towing capacity; interior kitted out with family in mind Bulletproof Isuzu engine lacks Trailblazer’s grunt; lumbering separate-chassis ride • The Pick: Range-topper adds a roof-mounted DVD player that will mute the kids $42,800 L4TD 3.0 130 430 A6 2000 — — 7.9 D 52 $45,100 L4TD 3.0 130 430 A6 2000 — — 7.9 D 52 $48,000 L4TD 3.0 130 430 M6 2040 – – 7.9 D $48,800 L4TD 3.0 130 430 A6 2000 – – 7.9 D $50,100 L4TD 3.0 130 430 A6 2040 — — 7.9 D 53 $50,300 L4TD 3.0 130 430 M6 2040 – – 7.9 D $52,400 L4TD 3.0 130 430 A6 2040 – – 7.9 D $56,100 L4TD 3.0 130 430 A6 2040 – – 7.9 D

20t Prestige 20d Prestige 25t Prestige 20t R-Sport 20d R-Sport 25t R-Sport 25t Portfolio S

Strong contender in the exec sedan battle

Engaging handling; crisp steering; supple ride; rear-seat space; sweet 2.0-litre diesel Lacks class-leading tech; interior good rather than great; expensive options list • The Pick: New 20d is great to drive and relatively affordable; torquey 30d is tempting, too $82,754 L4TD 2.0 132 430 A8 1556 8.1 — 4.3 D 45 R $97,515 L4T 2.0 184 365 A8 1543 7.0 — 7.5 95 45 R $112,227 V6S 3.0 250 450 A8 1662 5.4 — 8.3 95 45 R $88,754 L4TD 2.0 132 430 A8 1556 8.1 — 4.3 D 45 R $89,227 L4T 2.0 184 365 A8 1543 7.0 — 7.5 95 45 R $104,227 V6S 3.0 250 450 A8 1662 5.4 — 8.3 95 45 R $121,804 V6TTD 3.0 221 700 A8 1712 6.2 — 5.5 D 45 R $128,777 V6S 3.0 280 450 A8 1662 5.3 — 8.3 95 45 R $189,075 V8S 5.0 375 625 A8 1842 4.8 12.9 11.6 95 55 04/12 R $222,075 V8S 5.0 404 680 A8 1987 4.4 – – 98 55 09/13 R

XF Sportbrake

R-Sport 20d R-Sport 25t S 30d S First Edition 30d

Gunning for C-Class and 3 Series

Great steering; well-sorted chassis (especially R-Sport); frugal Ingenium diesel Interior lacks glamour and sparkle; auto not always in sync with the driver; storage space • The Pick: New diesel is a cracker but 25t R-Sport gets our vote for its chassis/performance $60,400 L4T 2.0 147 280 A8 1530 7.7 15.6 7.5 95 59 10/15 R $62,800 L4TD 2.0 132 430 A8 1565 7.8 — 4.2 D 60 R $64,504 L4T 2.0 177 340 A8 1530 6.8 — 7.5 95 59 R $64,119 L4T 2.0 147 280 A8 — 7.7 — 7.5 95 59 02/16 R $66,800 L4TD 2.0 132 430 A8 — 7.8 — 4.2 D 59 R $68,327 L4T 2.0 177 340 A8 — 6.7 15.2 10.8 95 60 10/17 R $69,827 L4T 2.0 177 340 A8 — 7.1 15.1 7.5 95 60 04/16 R $104,777 V6S 3.0 250 450 A8 1665 5.1 — 8.1 95 60 02/16 R

Prestige 20d Portfolio 25t Portfolio 35t R-Sport 20d R-Sport 25t R-Sport 35t S 30d S XFR XFR-S

R R A R A A A A

3yr/unlimited jaguar.com.au

Jaguar

Fine looks, heaps of kit, keen pricing

Coupe’s driver appeal; standard equipment; terrific seats; great vision Foot-operated parking brake • The Pick: S Premium coupe delivers BMW-style thrills for considerably less $62,900 L4T 2.0 155 350 A7 1698 5.9 — 7.7 95 48 $70,900 L4T 2.0 155 350 A7 1742 6.1 7.7 95 53 $88,900 V6TT 3.0 298 475 A7 1784 6.4 — 8.9 95 53

Q70

GT S Premium 3.5h Premium

Shoots for Europe, and falls short

Thrusty Red Sport power; slick build quality; plush seats; rarity Ill-conceived electronic systems and fly-by-wire steering spell dynamic confusion • The Pick: Red Sport or one of the new 2.0-litre turbo-petrol fours minus the techno stuff $53,900 L4T 2.0 155 350 A7 — 8.5 — 7.3 95 40 R $61,900 L4T 2.0 155 350 A7 — 8.5 — 7.3 95 40 11/14 R $54,900 L4TD 2.1 125 400 A7 1729 8.5 — 5.2 D 40 R $62,500 L4TD 2.1 125 400 A7 1729 8.5 — 5.2 D 40 R $72,900 V6TT 3.0 224 400 A7 1784 — — 9.2 95 R $79,990 V6TT 3.0 298 475 A7 1784 — — 9.3 95 R $74,400 V6H 3.5 268 546 S7 1853 5.4 — 7.2 95 41 R

Q60

GT S Premium Red Sport

High-riding Q30, at a premium

More suspension compliance than Q30; punchy Mercedes-sourced turbo four Dynamics slightly mushier than Q30; price premium over Q30; limited range • The Pick: Regular GT model keeps it further away from the price of the GLA it’s based on $48,900 L4T 2.0 155 350 A7 1505 — — 6.9 95 49 05/17 A $56,900 L4T 2.0 155 350 A7 1505 — — 6.9 95 49 A

Q50

MU-X

Infiniti look, Mercedes mechanicals

Striking styling; hushed and refined cabin; perky (Benz) petrol engines; decent handling Stilted ride; no reversing camera on GT and Sports; grumbly diesel engine • The Pick: The 2.0 Sports Premium for its engine – and reversing camera 1.6t GT $38,900 L4T 1.6 115 250 A7 1413 8.9 — 6.0 95 48 F 2.0t Sports $44,900 L4T 2.0 155 350 A7 1455 7.3 — 6.3 95 49 F 2.2d Sports $46,900 L4TD 2.1 125 350 A7 1521 8.3 — 5.2 D 49 F 2.0t Sports Premium $52,900 L4T 2.0 155 350 A7 1455 7.3 — 6.3 95 49 F 2.2d Sports Prem $54,900 L4TD 2.1 125 350 A7 1521 8.2 — 5.2 D 49 F

0-100 km/h

Isuzu

4yr/100,000km infiniticars.com.au

Infiniti

Kerb Eng size Power Torque Trans. weight

Loaded with gear; willing V8 makes for decent performance; cheaper than its Lexus rival Big, heavy, and thirsty; no diesel option; 22-inch wheels not suited to off-roading • The Pick: Check out a Y62 Patrol. Or a diesel LandCruiser $110,900 V8 5.6 298 560 A7 2770 — — 14.8 98 58 A

Value-packed eight-seater

Keenly priced; plenty of fruit, including twin sliding side doors and rear parking sensors It’s an LCV with extra seats, so feels basic in some areas; more about seats than driving • The Pick: The high-output diesel with auto is really the only choice given the role iMax fills $44,290 L4TD 2.5 100 343 M6 2215 — — 8.1 D 59 R $47,290 L4TD 2.5 125 441 A5 2230 — — 9.0 D 59 R

VIC

Eng type

QX80

The value seven-seater

iMax

2.5 CRDi 2.5 CRDi

Price

POW E RE D

Practical and pretty 5 Series Touring rival

Engaging handling; fine steering; generous 565L boot balloons to 1700L Expensive options list; no XFR performance halo • The Pick: Torquey 3.0-litre diesel manages loads best coupled with respectable economy $90,400 L4TD 2.0 132 430 A8 1720 8.8 — 4.8 D R $91,400 L4T 2.0 184 365 A8 1705 7.1 — 7.1 95 R $123,450 V6TD 3.0 221 700 A8 1855 6.6 — 5.9 D R $137,300 V6TD 3.0 221 700 A8 1860 6.6 — 5.9 D R

Flagship from British India

Traffic-stopping presence; sharp dynamics; stunning cabin; not a pipe or slipper in sight LWB models are getting expensive, S/C models can get thirsty; low-speed ride on 20s • The Pick: The 3.0D Premium Luxury is an agreeable blend of efficiency, price and pace 3.0S Premium Lux $201,326 V6S 3.0 250 450 A8 1755 5.9 — 9.6 95 39 R 3.0S Prem Lux LWB $201,326 V6S 3.0 250 450 A8 1765 5.9 — 9.6 95 39 R 3.0D Premium Lux $201,854 V6TTD 3.0 202 600 A8 1775 6.4 — 6.1 D 41 R 3.0D Prem Lux LWB $201,854 V6TTD 3.0 202 600 A8 1825 6.4 — 6.1 D 41 R 3.0 R-Sport $229,306 V6S 3.0 250 450 A8 1765 6.2 5.7 95 R 3.0S Portfolio LWB $228,296 V6S 3.0 250 450 A8 1755 5.9 — 9.6 95 39 R 5.0 Autobio’ LWB $299,706 V8 5.0 375 625 A8 1885 4.9 — 11.1 95 R 5.0 S/C XJR $299,706 V8S 5.0 404 680 A8 1880 4.6 — 11.6 98 45 R

F-Pace

20d Prestige 20t Prestige 20t Prestige 20d Prestige 20d R-Sport

Big cat heads off-road

Styling; fluid handling and steering; comfy and roomy; rasp of supercharged V6 S Front headrests block view from rear seats; some gauche cabin trims; gear selector • The Pick: It’s difficult to go past the twin-turbo V6 diesel, and the R-Sport trim looks good $72,510 L4TD 2.0 132 430 A8 1775 8.5 — 5.1 D 61 R $73,252 L4T 2.0 184 365 A8 1760 6.8 — 7.1 95 61 R $76,027 L4T 2.0 184 365 A8 1760 6.8 — 7.4 95 61 A $75,935 L4TD 2.0 132 430 A8 1775 8.7 — 5.3 D 61 A $81,695 L4TD 2.0 132 430 A8 1775 8.5 — 5.1 D 61 R

@wheelsaustralia 175

F-Type

365 430 365 430 500 700 700 700 450 450 450 700 450

A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8 A8

1710 1760 1820 1720 1810 1884 1884 1884 1820 1820 1820 — 1861

— — — — — — — — — — — — —

Fuel Resale cons. RON %

7.1 5.3 7.4 5.1 5.8 — — — — — — — —

95 D 95 D D D D D 95 95 95 D 95

F= Front drive, R=Rear drive, A=All-wheel drive

Glass's predicted resale rating, retained after 3 years

Recommended octane rating

Fuel consumption in Litres/100km

Kilograms

Litres

M=manual, A=automatic, S=sequential, C=CVT

0-400 metres

6.8 8.7 6.8 8.5 7.2 6.2 6.2 6.2 5.8 5.8 5.8 6.2 5.5

184 132 184 132 177 221 221 221 250 250 250 220 280

Newton metres

0-100 km/h

Kilowatts

Kerb Eng size Power Torque Trans. weight

2.0 2.0 2.0 2.0 2.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

When we drove it

Eng type

L4T L4TD L4T L4TD L4TTD V6TTD V6TTD V6TTD V6S V6S V6S V6TTD V6S

0-400m acceleration, in sec s (Wheels tested figures in italics)

$78,997 $81,565 $81,787 $87,925 $88,935 $86,445 $92,205 $93,215 $85,437 $91,197 $92,207 $101,795 $104,827

0-100km/h acceleration, in secs (Wheels tested figures in italics)

Price

20t R-Sport 20d R-Sport 20t R-Sport 25d R-Sport 25d Portfolio 30d Prestige 30d R-Sport 30d Portfolio 35t Prestige 35t R-Sport 35t Portfolio S S

L=in-line, V=vee, F=flat, R=rotary. Number of cyls or rotors. T= turbo, S= s'charged, D=diesel, H=hybrid

New models for the month highlighted

Recommended Retail Price at time of publication (* indicates driveaway)

JAGUAR – LA ND RO V ER

NEW ARRIVALS

Issue tested

Drive

61 61 61

61 61 61 61 61 61 61 61

R A A R A A A A A A A A A

Get new car advice from the experts. whichcar.com.au

POPULAR POWER PLAYER Jeep’s latest addition to the Grand Cherokee line-up arrives with some startling figures. The Trackhawk’s 6.2-litre supercharged V8 pumps out a mind-blowing 522kW and 868Nm, and will smash the big Jeep through the 100km/h barrier from standstill in just 3.7 seconds. Its price is another staggering figure and at $134,900, the mighty SUV is already attracting some significant attention. If you haven’t already signed a deposit cheque, though, you’re going to have to wait. All 62 of the first special editions are already sold, but less exclusive versions will follow.

V6S V6S V6S V6S V6S V8S V8S V8S V8S

Kerb Eng size Power Torque Trans. weight

0-100 km/h

3.0 3.0 3.0 3.0 3.0 5.0 5.0 5.0 5.0

5.1 4.9 5.1 4.9 5.1 4.1 4.1 3.7 3.8

280 460 294 460 294 460 294 460 294 460 404 680 404 680 423 700 423 700

A8 A8 A8 A8 A8 A8 A8 A8 A8

1694 1594 1674 1614 1694 1730 1745 1705 1720

Fuel Resale cons. RON %

0-400 metres

— — — — — — — — —

8.9 8.6 8.9 8.6 8.9 11.3 11.3 11.3 11.3

Renegade

Sport Sport Longitude Limited Trailhawk

A R A R A A A A A

Small SUV, big price

Plotting a new course

F F F A A A

Tow it to wherever you want to go off-road

Avant-garde Italo-American

Striking appearance; strong drivetrains; off-road ability of Trailhawk; unique appeal Limited rear-seat headroom under full-size sunroof; ninth gear too tall for Australia • The Pick: Limited’s appointments and performance, unless you need Trailhawk’s low range $35,950 L4 2.4 130 229 A9 1738 — — 8.3 91 53 08/14 F $41,450 V6 3.2 200 316 A9 1834 — — 10.0 91 54 A $45,950 V6 3.2 200 316 A9 1834 — — 10.0 91 55 A $49,000 L4TD 2.0 125 350 A9 1854 — — 5.8 D 55 12/14 A $49,950 V6 3.2 200 316 A9 1862 — — 10.0 91 56 08/14 A

Grand Cherokee Split personality

Laredo Laredo Laredo CRD Limited Limited CRD Trailhawk Overland SRT Trackhawk

Solid off-road ability made awesome in Trailhawk; decent on-road; equipment Rear-seat packaging; feels its weight around town; position of foot-operated park brake • The Pick: Trailhawk if you want to go off-road, otherwise grab some Limited leather $47,500 V6 3.6 213 347 A8 1998 — 9.9 91 54 R $52,500 V6 3.6 213 347 A8 2084 — 10.0 91 55 A $59,000 V6TD 3.0 184 570 A8 2267 — 7.5 D 56 A $62,500 V6 3.6 213 347 A8 2169 — 10.0 91 56 A $69,000 V6TD 3.0 184 570 A8 2281 — 7.5 D 56 A $74,000 V6TD 3.0 184 570 A8 2340 — 7.5 D 56 A $80,000 V6TD 3.0 184 570 A8 2327 — 7.5 D 56 A $91,000 V8 6.4 344 624 A8 2289 — 14.0 98 58 A $134,900 V8S 6.2 522 868 A8 2433 3.7 11.6 16.8 98 A

7yr/unlimited kia.com.au

Kia Picanto

S S

176 wheelsmag.com.au

Drive

Strong outputs of Pentastar V6 and CRD oiler; worthy for off-road enthusiasts... ...but not for driving (or quality) enthusiasts; loose steering and cumbersome handling • The Pick: Sport for sand; Rubicon for rocks $38,990 V6 3.6 209 347 M6 1913 — — 11.2 91 58 A $42,500 V6 3.6 209 347 A5 1924 — — 11.3 91 58 A $39,000 L4TD 2.8 147 410 M6 1858 — — 8.0 D 49 A $49.990 L4TD 2.8 147 460 A5 2000 — — 8.6 D 49 A $43,000 V6 3.6 209 347 A5 1919 — — 11.3 91 54 A $38,000 V6 3.6 209 347 M6 2073 8.6 — 11.8 91 59 A $39,000 V6 3.6 209 347 A5 2053 — — 11.7 91 59 A $42,990 L4TD 2.8 147 410 M6 1998 11.1 — 8.3 D 60 A $44,000 L4TD 2.8 147 460 A5 1978 — — 9.5 D 59 A $53,990 V6 3.6 209 347 A5 2053 8.6 — 11.9 91 54 A $53,990 V6 3.6 209 347 A5 2053 — — 11.9 91 53 A

Cherokee

Sport Longitude Limited Limited Trailhawk

53 53 53 53 02/17

Baby Grand Cherokee looks; Trailhawk goes anywhere; sharp entry pricing No performance-focused option for now; entry versions forfeit safety gear • The Pick: Trailhawk is pricey but stands out on the road and won’t leave you stranded $28,850 L4 2.4 129 229 M6 1424 9.7 — 8.6 91 $30,750 L4 2.4 129 229 A6 1446 9.3 — 7.9 91 $33,750 L4 2.4 129 229 A6 1446 9.3 — 7.9 91 $41,250 L4 2.4 129 229 A9 1503 10.1 — 9.7 91 $43,750 L4TD 2.0 125 350 A9 1501 9.7 — 5.7 D $44,750 L4TD 2.0 125 350 A9 1621 9.7 — 5.7 D

Wrangler

Sport 2dr Sport 2dr Sport CRD 2dr Sport CRD 2dr Rubicon 2dr Sport Unlimited 4dr Sport Unlimited 4dr Sport Unlimited 4dr Sport Unlimited 4dr Overland 4dr Rubicon U’ted 4dr

Issue tested

Spacious for a small SUV; design attention-to-detail; decent handling and AWD system Sticker shock; fiddly open-roof system; flawed steering; where’s the 125kW 1.4 turbo? • The Pick: For its price, a Cherokee makes sense. Or a Renegade Longitude if you must $26,290 L4 1.6 81 152 M5 1295 — — 6.0 91 50 F $28,990 L4T 1.4 103 230 S6 1295 — — 5.9 91 50 02/16 F $32,390 L4T 1.4 103 230 S6 1295 — — 5.9 91 52 F $36,290 L4T 1.4 103 230 S6 1295 — — 5.9 91 52 02/16 F $40,290 L4 2.4 129 230 A9 1550 — — 7.5 91 52 02/16 A

Compass

Sport Sport Longitude Limited Limited Trailhawk

95 95 95 95 95 95 95 95 95

5yr/100,000km jeep.com.au

Jeep

The E-Type’s true successor

Looks stunning, drives superbly, sounds incredible, and has an addictive feel-good factor All-aluminium construction but a bit tubby compared to a Porsche; small boot • The Pick: Rear-drive V6 has the best balance; only real power junkies need the V8 Coupe $107,012 L4T 2.0 221 400 A8 1525 5.7 — 7.2 95 R R-Dynamic Coupe $114,812 L4T 2.0 221 400 A8 1525 5.7 — 7.2 95 R Convertible $125,712 L4T 2.0 221 400 A8 1545 5.7 — 7.2 95 R R-Dynamic C’tible $133,512 L4T 2.0 221 400 A8 1545 5.7 — 7.2 95 R V6 Coupe $121,212 V6S 3.0 250 450 M6 1577 5.7 — 9.8 95 53 R V6 Coupe $126,212 V6S 3.0 250 450 A8 1577 5.3 — 8.8 95 53 R V6 R-Dynamic Coupe$129,012 V6S 3.0 250 450 M6 1577 5.7 — 9.8 95 R V6 R-Dynamic Coupe $134,012 V6S 3.0 250 450 A8 1577 5.3 — 8.4 95 R V6 Convertible $139,912 V6S 3.0 250 450 M6 1587 5.7 — 9.8 95 53 R V6 Convertible $144,912 V6S 3.0 250 450 A8 1597 5.3 — 9.0 95 53 R V6 R-Dynamic C’tible$147,712 V6S 3.0 250 450 M6 1587 5.7 — 9.8 95 R V6 R-Dynamic C’tible$152,712 V6S 3.0 250 450 A8 1597 5.3 — 8.4 95 R V6 280 Coupe $148,712 V6S 3.0 280 460 M6 1584 5.5 — 9.8 95 53 R V6 280 Coupe $153,712 V6S 3.0 280 460 A8 1594 4.9 — 8.6 95 53 R V6 280 AWD Coupe $169,512 V6S 3.0 280 460 A8 1674 5.1 — 8.9 95 53 A V6 280 R-Dyn. $156,512 V6S 3.0 280 460 M6 1584 5.5 — 9.8 95 R V6 280 R-Dyn. $161,512 V6S 3.0 280 460 A8 1594 4.9 — 8.6 95 R V6 280 AWD R-Dyn $177,312 V6S 3.0 280 460 A8 1674 5.1 — 8.9 95 A V6 280 Convertible $167,412 V6S 3.0 280 460 M6 1604 5.5 — 9.8 95 R V6 280 Convertible $172,412 V6S 3.0 280 460 A8 1614 4.8 13.1 9.1 95 53 11/13 R V6 280 AWD C’tible $188,212 V6S 3.0 280 460 A8 1694 5.1 — 8.9 95 A V6 280 R-Dyn C’tible $175,212 V6S 3.0 280 460 M6 1604 5.5 — 9.8 95 R V6 280 R-Dyn C’tible $180,212 V6S 3.0 280 460 A8 1614 4.9 — 8.6 95 R

Eng type

Price

V6 280 AWD R C’tible $196,012 V6 400 Sport Coupe $183,512 V6 400 AWD Coupe $199,312 V6 400 Sport C’tible $202,212 V6 400 AWD C’tible $218,012 V8 R AWD Coupe $246,012 V8 R AWD C’tible $264,712 V8 SVR AWD Coupe $246,012 V8 SVR AWD C’tible $309,212

Simplicity and value, plus fun

Styling; agility; dynamics; seven-year warranty; proper torque converter auto Weight gain for 2017 version harms fuel economy; cabin short on useful storage • The Pick: Manual shifter is the most fun but auto is probably the sensible choice $14,190 L4 1.2 62 122 M5 976 – – 5.0 91 $15,690* L4 1.2 62 122 A4 995 11.7 – 6.9 91 08/17

F F

Showroom Price

Rio

S S Si SLi

Si GT

Price

X-Bow

Huracan

Big space at a modest price

Eight is enough

Vastly more refined and better built than the old heap; eight seats; strong diesel; styling Still drives like a bus; thirsty V6; at 5.1m long, you’ll need a McMansion to park it • The Pick: A diesel Si, which adds sat-nav and a reversing camera over the base S $41,490 V6 3.3 206 336 A6 2048 8.3 16.1 11.6 91 59 10/16 F $43,990 L4TD 2.2 147 440 A6 2092 — — 7.7 D 59 F $45,490 V6 3.3 206 336 A6 2048 — — 11.6 91 59 F $47,990 L4TD 2.2 147 440 A6 2092 — — 7.7 D 59 F $49,990 V6 3.3 206 336 A6 2048 — — 11.6 91 60 F $52,490 L4TD 2.2 147 440 A6 2092 — — 7.7 D 60 F $58,790 V6 3.3 206 336 A6 2048 — — 11.6 91 61 F $61,290 L4TD 2.2 147 440 A6 2092 — — 7.7 D 61 F

Added polish, surprisingly good drive

Interior design and equipment; capable dynamics; refinement; potent diesel engine Petrol 2.0 only just enough; auto braking limited to Platinums; upper range not cheap • The Pick: Any of the diesels; the Platinum brings plenty extra but the SLi is better value $28,990 L4 2.0 114 192 A6 1559 — — 7.9 91 52 F $33,990 L4TD 2.0 136 400 A6 1590 — — 6.4 D 54 A $30,990 L4 2.0 114 192 A6 1559 — — 7.9 91 52 F $34,690 L4 2.0 114 192 A6 1499 10.4 17.3 11.2 91 54 06/17 F $39,690 L4TD 2.0 136 400 A6 1590 — — 6.4 D 55 A $43,490 L4 2.4 135 237 A6 1590 — — 8.5 91 53 A $45,990 L4TD 2.0 136 400 A6 1590 — — 6.4 D 53 A

Holiday, celebrate

Diesel refinement; equipment; build quality; practicality; safety; handling; warranty Getting pricey for a Kia; badge snobbery means buyers may overlook this excellent SUV • The Pick: SLi diesel gets a decent donk and plenty of kit, including leather and better audio $42,990 V6 3.5 206 336 A6 1921 — — 10.0 91 54 F $44,990 V6 3.5 206 336 A6 1921 — — 10.0 91 54 F $45,490 L4TD 2.2 147 441 A6 2036 — — 7.8 D 54 A $46,990 V6 3.5 206 336 A6 1921 — — 10.0 91 52 F $50,490 L4TD 2.2 147 441 A6 2036 — — 7.8 D 53 A $48,490 L4TD 2.2 147 441 A6 2036 9.5 16.8 7.8 D 54 09/15 A $58,990 L4TD 2.2 147 441 A6 2036 – – 7.8 D 54 A

0-400 metres

Fuel Resale cons. RON %

Issue tested

Drive

2yr/unlimited lamborghini.com.au

Front up to the bull bar

Broad range offers something for everyone More expensive than Gallardo; lack of a manual; rear vision in the coupes • The Pick: Rear-driver is the purist’s choice, and the real embodiment of the brand $378,900 V10 5.2 426 540 S7 1389 3.4 – 11.9 98 57 12/16 $429,000 V10 5.2 426 540 S7 1509 3.6 12.1 98 57 $428,000 V10 5.2 449 560 S7 1422 3.2 — 12.5 98 57 08/14 $470,800 V10 5.2 449 560 S7 1524 3.4 — 12.3 98 57

Aventador

R R A A

Italian flagship

4WS, power hike, and suspension overhaul give glorious V12 supercar a new lease on life Not quite as savage as previous Lambo flagships; tall people get ready to duck down • The Pick: Just buy one. Blue flames come out the exhaust. Flames! $788,914 V12 6.5 544 690 S7 1575 2.9 — 16.0 98 57 03/17 A $795,000 V12 6.5 515 690 S7 1575 3.0 — 16.0 98 57 11/12 A

3yr/100,000km landrover.com.au

Land Rover

The new sting in Kia’s tale

Sharp price and decent smattering of equipment; ride/handling balance on 16s; spacious Petrol engine lacks torque; third row of seats in the Si best left to the small (or flexible) • The Pick: Base model S brings space and value; shame the diesel engine is no longer here $26,990 L4 2.0 122 213 A6 1520 — — 7.8 91 F $31,490 L4 2.0 122 213 A6 1546 — — 7.9 91 F

0-100 km/h

Race track (only) hero

Lamborghini

Anonymous, but plenty to like

Huge step up in sophistication for Kia; impressive styling, performance and dynamics Muted note without sport exhaust; no AEB on base ‘S’ models; on-centre steering feel • The Pick: The fixed-damper 330Si over the fully equipped GT, but we love the twin-turbo V6 $45,990 L4T 2.0 182 353 A8 1693 7.2 15.1 11.8 95 09/17 R $52,990 L4T 2.0 182 353 A8 1693 6.0 8.8 95 R $55,990 L4T 2.0 182 353 A8 1693 6.0 8.8 95 R $48,990 V6TT 3.3 272 510 A8 1780 5.1 10.2 95 R $55,990 V6TT 3.3 272 510 A8 1780 4.9 13.1 11.6 95 12/17 R $59,990 V6TT 3.3 272 510 A8 1780 5.1 13.2 12.8 95 09/17 R

Kerb Eng size Power Torque Trans. weight

Closest thing to a four-wheeled motorbike; lightweight philosophy boosts performance There’s no windscreen, radio, roof, or boot; it’s a lot of money for a toy • The Pick: Sure, if you’ve got other more sensible wheels. If not, consider a Cayman $169,900 L4T 2.0 220 420 M6 790 3.9 — 8.7 95 5/17 R

More rhythm, less blues

Conservatively done (again)

Eng type

3yr/unlimited simplysportscars.com

KTM

S Roadster

Sorento

Si Sport Si SLi SLi Sport GT Line

Drive

Euro style, but doesn’t beat Euro rivals

Cabin a huge step up; decent dynamics; rear-seat space; long warranty; equipment Small model range; firm ride on GT; heavy steering; 2.4 engine somewhat knackerless • The Pick: Optima Si still an appliance, so save up and go for the turbocharged GT $34,490 L4 2.4 138 241 A6 1540 — — 8.3 91 44 02/16 F $44,490 L4T 2.0 180 350 A6 1605 6.9 14.9 8.3 91 46 09/16 F

Sportage

Si Si Si Premium SLi SLi GT Line GT Line

Issue tested

Optima

Carnival

S S CRDi Si Si CRDi SLi SLi CRDi Platinum Platinum CRDi

Fuel Resale cons. RON %

LP 580-2 LP 580-2 Spyder LP 610-4 LP 610-4 Spyder

Rondo

S Si

0-400 metres

Ride and handling; perky engine in most affordable models; long list of tech and gear No auto braking as part of upgraded safety kit; no camera in base S; lacks finesse • The Pick: Go for the base model S, but get $500 option for a bigger screen with camera $19,990* L4 2.0 112 192 M6 1280 — — 7.1 91 48 F $19,990* L4 2.0 112 192 M6 1301 — — 7.1 91 47 F $22,290* L4 2.0 112 192 A6 1280 — — 7.1 91 48 F $22,290* L4 2.0 112 192 A6 1301 — — 7.1 91 47 F $24,790* L4 2.0 112 192 A6 1309 — — 7.1 91 49 F $24,790* L4 2.0 112 192 A6 1332 — — 7.1 91 49 F $28,990* L4 2.0 112 192 A6 1309 — — 7.1 91 48 F $28,990* L4 2.0 112 192 A6 1332 — — 7.1 91 49 F $32,490* L4 2.0 112 192 A6 1309 — — 7.1 91 50 F $32,490* L4 2.0 112 192 A6 1332 — — 7.1 91 50 F

Stinger

200S 200Si GT-Line 330S 330Si GT

0-100 km/h

Second-gen Soul maintains the original’s look; improved handling; individual appeal Engine crying out for a bottom-end; firm ride; uninvolving steering; so-so performance • The Pick: We’d opt for a used Skoda Yeti, though Soul II is way better than it used to be $24,990 L4 2.0 113 191 A6 1405 10.2 — 8.4 91 45 11/14 F

Cerato

S sedan S hatch S sedan S hatch Sport sedan Sport hatch Si sedan Si hatch SLi sedan SLi hatch

Kerb Eng size Power Torque Trans. weight

Crisp styling; classy and roomy interior; handling poise; fluid steering No 1.0-litre turbo option; dated 1.4 has less power than before; four-speed auto; price • The Pick: Stick with the S manual – the new-gen Rio at its most competitive $16,990 L4 1.4 74 133 M6 1137 — — 5.6 91 F $19,090 L4 1.4 74 133 A4 1162 — — 6.2 91 F $21,490 L4 1.4 74 133 A4 1162 — — 6.2 91 F $22,990 L4 1.4 74 133 A4 1162 — — 6.2 91 F

Soul

Eng type

POW E RE D

Discovery Sport Freelander replacement scores

TD4 110 SE TD4 132 SE SD4 SE Si4 177 SE Si4 213 SE TD4 110 HSE TD4 132 HSE TD4 HSE Luxury SD4 HSE SD4 HSE Luxury

Styling; interior design, space, and flexibility; dynamics and traction; competitive prices Diesel engines now use JLR’s new Ingenium family; third-row seats’ poor vision • The Pick: Grab an SD4 with the nine-speed and choose between five or seven seats $56,595 L4TD 2.0 110 400 A9 1775 10.3 — 6.1 D 61 02/16 A $60,290 L4TD 2.0 132 430 A9 1785 8.9 — 5.3 D A $66,455 L4TD 2.0 140 420 A9 1775 8.9 — 6.1 D 61 A $60,255 L4T 2.0 177 340 A9 1744 8.2 — 8.0 95 61 02/16 A $70,858 L4T 2.0 213 400 A9 1884 6.7 — 8.2 95 A $61,495 L4TD 2.0 110 400 A9 1805 10.3 — 6.1 D 61 A $65,155 L4TD 2.0 132 430 A9 1785 8.9 — 5.3 D A $71,195 L4TD 2.0 132 430 A9 1896 8.9 — 6.3 D A $71,355 L4TD 2.0 177 500 A9 1896 7.5 — 6.4 D 61 A $77,955 L4TD 2.0 177 500 A9 1805 7.5 — 6.4 D 61 A

Range Rover Evoque Baby of the Range Fantastic looks; premium cabin; lovely ride and refinement – it’s a proper Range Rover Compromised rear seat; pricey options; rear visibility; 110kW diesel down on torque • The Pick: TD4 132 SE – best-value spec teamed with the sweetest drivetrain of the range TD4 110 Pure $56,050 L4TD 2.0 110 380 M6 1665 10.8 — 4.8 D 61 A TD4 110 SE $63,120 L4TD 2.0 110 380 A9 1674 10.0 — 5.1 D 61 A TD4 132 SE $67,551 L4TD 2.0 132 430 A9 1674 9.0 — 5.1 D 61 03/16 A TD4 110 SE Dyna $65,415 L4TD 2.0 110 380 A9 1746 10 — 5.1 D A TD4 132 SE Dyna $69,846 L4TD 2.0 132 430 A9 1746 9.0 2.0 5.1 D A TD4 Landmark $74,351 L4TD 2.0 132 430 A9 1746 9.0 2.0 5.1 D A Si4 SE $68,788 L4T 2.0 177 340 A9 1752 7.3 — 7.3 95 61 A Si4 SE Dynamic $71,083 L4T 2.0 177 340 A9 1752 7.3 — 7.3 95 A TD4 132 HSE $75,344 L4TD 2.0 132 430 A9 1674 9.0 — 5.1 D 61 A TD4 132 HSE Dynamic $79,136 L4TD 2.0 132 430 A9 1674 9.0 — 5.1 D 61 A SD4 SE $72,351 L4TD 2.0 177 500 A9 — 7.3 — 5.8 D A SD4 SE Dynamic $74,646 L4TD 2.0 177 500 A9 — 7.3 — 5.8 D A SD4 HSE $81,574 L4TD 2.0 177 500 A9 1825 7.3 — 5.8 D A SD4 HSE Dynamic $86,432 L4TD 2.0 177 500 A9 1825 7.3 — 5.8 D A Si4 177 HSE Dyn. $82,781 L4T 2.0 177 340 A9 1658 7.6 — 7.8 95 61 03/16 A Si4 213 HSE Dyn. $93,568 L4T 2.0 213 400 A9 1883 6.3 — 7.6 95 A

Range Rover Evoque Conv’ Makes a BMW X4 seem sensible

Si4 SE Dynamic TD4 SE Dynamic Si4 HSE Dynamic TD4 HSE Dynamic

Better than expected body rigidity; smooth and refined Ingenium oiler Top-hinged tailgate; porky; polarising; pricey • The Pick: Any other SUV with utility. Or perhaps a cabriolet with style and grace $85,203 L4T 2.0 177 340 A9 1936 8.6 — 8.6 D 60 $85,598 L4TD 2.0 132 430 A9 1967 10.3 — 5.7 D 61 $93,100 L4T 2.0 177 340 A9 1936 8.6 — 8.6 D 61 $93,450 L4TD 2.0 132 430 A9 1967 10.3 — 5.7 D 61

Discovery

TD4 S TD4 SE

A A A A

Softer on the outside

Clever packaging; stylish interior; price reductions; more efficient four-cylinders Seven-seat interior costs between $3400-6400 extra; V6 weak against new diesels • The Pick: New Disco kills Prado for polish and dynamics. SD4 worth the step up $64,300 L4TD 2.0 132 430 A8 2174 10.5 – 6.2 D 61 $77,050 L4TD 2.0 132 430 A8 2174 10.5 – 6.2 D 61

@wheelsaustralia 177

A A

$87,150 $100,950 $69,900 $83,450 $93,550 $107,350 $76,611 $90,161 $100,261 $114,061

Velar

D180 D180 R-Dynamic D180 S D180 R-Dynamic S D180 SE D180 R-Dynamic SE D180 HSE D180 R-Dyn. HSE D240 D240 R-Dynamic D240 S D240 R-Dynamic S D240 SE D240 R-Dynamic SE D240 HSE D240 R-Dyn. HSE D300 D300 R-Dynamic D300 S D300 R-Dynamic S D300 SE D300 R-Dynamic SE D300 HSE D300 R-Dyn. HSE D300 First Ed. P250 P250 R-Dynamic P250 S P250 R-Dynamic S P250 SE P250 R-Dynamic SE P250 HSE P250 R-Dyn. HSE P380 P380 R-Dynamic P380 S P380 R-Dynamic S P380 SE P380 R-Dynamic SE P380 HSE P380 R-Dyn. HSE P380 First Ed.

L4TD L4TD L4TTD L4TTD L4TTD L4TTD V6TD V6TD V6TD V6TD

430 430 500 500 500 500 600 600 600 600

A8 A8 A8 A8 A8 A8 A8 A8 A8 A8

2174 2174 2184 2184 2184 2184 2298 2298 2298 2298

– – – – – – – – – –

D D D D D D D D D D

When we drove it

F= Front drive, R=Rear drive, A=All-wheel drive

Fuel Resale cons. RON %

6.2 6.2 6.4 6.4 6.4 6.4 7.2 7.2 7.2 7.2

Issue tested

Drive

Glass's predicted resale rating, retained after 3 years

Litres

Recommended octane rating

10.5 10.5 8.3 8.3 8.3 8.3 8.1 8.1 8.1 8.1

132 132 177 177 177 177 190 190 190 190

Fuel consumption in Litres/100km

2.0 2.0 2.0 2.0 2.0 2.0 3.0 3.0 3.0 3.0

Kilograms

0-400 metres

M=manual, A=automatic, S=sequential, C=CVT

0-100 km/h

Newton metres

Kerb Eng size Power Torque Trans. weight

Kilowatts

0-400m acceleration, in sec s (Wheels tested figures in italics)

TD4 HSE TD4 HSE Luxury SD4 S SD4 SE SD4 HSE SD4 HSE Luxury TD6 S TD6 SE TD6 HSE TD6 HSE Luxury

Eng type

0-100km/h acceleration, in secs (Wheels tested figures in italics)

Price

L=in-line, V=vee, F=flat, R=rotary. Number of cyls or rotors. T= turbo, S= s'charged, D=diesel, H=hybrid

New models for the month highlighted

Recommended Retail Price at time of publication (* indicates driveaway)

LAND R O V ER – M A ZDA

NEW ARRIVALS

61 61 61 61 61 61 61 61 61 61

A A A A A A A A A A

Eng type

Price

SDV6 Hy Vogue SE SDV8 Vogue SDV8 Vogue SE SDV8 A’biography SDV8 A’biog LWB 4.4 SVA’biog LWB 5.0 A’biography 5.0 A’biog LWB 5.0 SVA’biography 5.0 SVA’biog LWB

$230,900 $204,011 $226,211 $244,111 $255,811 $347,611 $257,011 $268,911 $315,711 $373,611

V8TTD V8TTD V8TTD V8TTD V8TTD V8TTD V8S V8S V8S V8S

Kerb Eng size Power Torque Trans. weight

0-100 km/h

4.4 4.4 4.4 4.4 4.4 4.4 5.0 5.0 5.0 5.0

6.9 6.9 6.9 6.9 7.2 — 5.4 5.5 5.5 5.5

250 740 250 740 250 740 250 740 250 740 250 740 375 625 405 680 405 680 405 680

A8 A8 A8 A8 A8 A8 A8 A8 A8 A8

2360 2360 2360 2360 — — 2330 2413 2413 2413

0-400 metres

— — — — — — — — — —

Fuel Resale cons. RON %

8.4 8.7 8.7 8.7 8.7 — 13.8 13.8 12.8 12.8

D D D D D D 95 95 95 95

Issue tested

61 61 05/13 61 61 61 61

Drive

A A A A A A A A A A

Sets new record for number of variants

More choice than you can shake a stick at; handsome, true Range Rover looks Meaningful performance versions with good kit getting on the expensive side • The Pick: D300 offers best balance of performance sub $100K $71,550 L4TD 2.0 132 430 A8 1829 8.9 – 5.4 D $77,550 L4TD 2.0 132 430 A8 1829 8.9 – 5.4 D $82,650 L4TD 2.0 132 430 A8 1829 8.9 – 5.4 D $88,650 L4TD 2.0 132 430 A8 1829 8.9 – 5.4 D $91,550 L4TD 2.0 132 430 A8 1829 8.9 – 5.4 D $97,550 L4TD 2.0 132 430 A8 1829 8.9 – 5.4 D $107,850 L4TD 2.0 132 430 A8 1829 8.9 – 5.4 D $113,850 L4TD 2.0 132 430 A8 1829 8.9 – 5.4 D $80,950 L4TD 2.0 177 500 A8 1841 7.3 – 5.8 D $86,950 L4TD 2.0 177 500 A8 1841 7.3 – 5.8 D $92,050 L4TD 2.0 177 500 A8 1841 7.3 – 5.8 D $98,050 L4TD 2.0 177 500 A8 1841 7.3 – 5.8 D $100,950 L4TD 2.0 177 500 A8 1841 7.3 – 5.8 D $106,950 L4TD 2.0 177 500 A8 1841 7.3 – 5.8 D $117,250 L4TD 2.0 177 500 A8 1841 7.3 – 5.8 D $123,250 L4TD 2.0 177 500 A8 1841 7.3 – 5.8 D $92,850 V6TD 3.0 221 700 A8 1959 6.5 – 6.4 D $98,850 V6TD 3.0 221 700 A8 1959 6.5 – 6.4 D $103,950 V6TD 3.0 221 700 A8 1959 6.5 – 6.4 D $109,950 V6TD 3.0 221 700 A8 1959 6.5 – 6.4 D $112,850 V6TD 3.0 221 700 A8 1959 6.5 – 6.4 D $118,850 V6TD 3.0 221 700 A8 1959 6.5 – 6.4 D $129,150 V6TD 3.0 221 700 A8 1959 6.5 – 6.4 D $135,150 V6TD 3.0 221 700 A8 1959 6.5 – 6.4 D $168,250 V6TD 3.0 221 700 A8 1959 6.5 – 6.4 D $70,950 L4T 2.0 184 365 A8 1804 6.7 – 7.6 95 $76,950 L4T 2.0 184 365 A8 1804 6.7 – 7.6 95 $82,050 L4T 2.0 184 365 A8 1804 6.7 – 7.6 95 $88,050 L4T 2.0 184 365 A8 1804 6.7 – 7.6 95 $90,950 L4T 2.0 184 365 A8 1804 6.7 – 7.6 95 $96,950 L4T 2.0 184 365 A8 1804 6.7 – 7.6 95 $107,250 L4T 2.0 184 365 A8 1804 6.7 – 7.6 95 $113,250 L4T 2.0 184 365 A8 1804 6.7 – 7.6 95 $93,750 V6S 3.0 280 450 A8 1884 5.7 – 9.4 95 $99,750 V6S 3.0 280 450 A8 1884 5.7 – 9.4 95 $104,850 V6S 3.0 280 450 A8 1884 5.7 – 9.4 95 $110,850 V6S 3.0 280 450 A8 1884 5.7 – 9.4 95 $113,750 V6S 3.0 280 450 A8 1884 5.7 – 9.4 95 $119,750 V6S 3.0 280 450 A8 1884 5.7 – 9.4 95 $130,050 V6S 3.0 280 450 A8 1884 5.7 – 9.4 95 $136,050 V6S 3.0 280 450 A8 1884 5.7 – 9.4 95 $169,150 V6S 3.0 280 450 A8 1884 5.7 – 9.4 95

Range Rover Sport

A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A

Today, the school run; tomorrow, the world

Weight loss brings real dynamic cohesion; cabin feels special; great off-road Needs Terrain Response to really shine off-road; third row seats tight • The Pick: The V8S if your wallet can handle it; otherwise the swift and accomplished SDV6 S TDV6 $90,900 V6TTD 3.0 190 600 A8 2115 7.6 — 7.3 D 61 A SE TDV6 $103,900 V6TTD 3.0 190 600 A8 2115 7.6 — 7.3 D 61 01/14 A SE $108,410 V6S 3.0 250 450 A8 2144 7.2 — 11.3 95 61 A SE SDV6 $114,800 V6TTD 3.0 215 600 A8 2115 7.4 15.4 7.5 D 61 01/15 A HSE $130,011 V6S 3.0 250 450 A8 2144 7.2 — 11.3 95 61 A HSE SDV6 $132,000 V6TTD 3.0 215 600 A8 2115 7.2 — 7.5 D 61 A HSE SDV8 $147,011 V8TTD 4.4 250 740 A8 2398 6.9 — 8.7 D 61 A HSE Dynamic SDV8 $153,311 V8TTD 4.4 250 740 A8 2398 6.9 — 8.7 D 61 A HSE Dynamic $168,811 V8S 5.0 375 625 A8 2310 5.3 — 13.8 95 61 A HSE Dynamic SDV6 $138,600 V6TTD 3.0 225 700 A8 — 7.2 — 7.0 D A Autobiography SDV6 $169,800 V6TTD 3.0 215 600 A8 2115 7.2 — 7.5 D 61 A A’biog SDV6 Hybrid $187,900 V6TTDH 3.0 250 700 A8 — 6.7 — 6.4 D 61 A Autobiography Dyn. $196,511 V8S 5.0 375 625 A8 2310 5.3 — 13.8 95 61 A SVR $233,211 V8S 5.0 405 680 A8 2350 4.7 — 12.8 95 A

Range Rover

TDV6 Vogue TDV6 Vogue LWB 3.0 SC Vogue

Get new car advice from the experts. whichcar.com.au

G10

7 seater 9 seater

178 wheelsmag.com.au

China’s latest budget arrival

More seats than you’ll ever need; decent interior presentation; VW-inspired details Resale question mark on this unknown brand; 2.0-litre turbo drinks premium unleaded • The Pick: The nine-seater has a genuine USP, if carrying people on the cheap is everything $29,990 L4T 2.0 165 345 A6 2057 — — 11.7 95 46 F $32,990 L4T 2.0 165 345 A6 2107 — — 11.7 95 46 F

4yr/100,000km lexus.com.au

Lexus CT200h

Luxury F-Sport Sports Luxury

More appealing than Prius

Lexus quality and efficient hybrid tech in concentrated form Electric steering is disappointing; far from dynamic; clumsy styling; tight back seat • The Pick: Luxury is the best value, if Valium on wheels is your thing $40,900 L4H 1.8 100 142 C 1465 10.3 — 4.1 95 51 06/11 $50,400 L4H 1.8 100 142 C 1465 10.3 — 4.1 95 53 $56,900 L4H 1.8 100 142 C 1465 10.3 — 4.1 95 54

F F F

Takes fight to BMW

Brilliantly balanced; crisp chassis and steering; excellent quality; likeable Hybrid; value Heavier than rivals; tight rear seats; manual mode in autos not manual enough • The Pick: 200t F-Sport is great to drive, but 300h Luxury offers unexpected appeal 200t Luxury $59,340 L4T 2.0 180 350 A8 — 7.0 — 7.5 95 50 R 200t F-Sport $67,191 L4T 2.0 180 350 A8 — 7.0 — 7.5 95 50 R 200t Sports Luxury $77,751 L4T 2.0 180 350 A8 — 8.9 16.4 7.5 95 51 04/16 R 300h Luxury $61,890 L4H 2.5 164 221 C — 8.5 — 4.9 95 50 R 300h F-Sport $70,310 L4H 2.5 164 221 C 1720 8.5 — 4.9 95 51 R 300h Sports Luxury $81,160 L4H 2.5 164 221 C 1720 8.5 — 4.9 95 51 R 350 Luxury $65,101 V6 3.5 233 378 A8 — 5.9 — 9.7 95 51 R 350 F-Sport $73,251 V6 3.5 233 378 A8 — 6.6 14.6 9.7 95 51 09/13 R 350 Sports Luxury $83,871 V6 3.5 233 378 A8 1685 5.9 — 9.7 95 51 R

Two-door with punch – and thirst

V8 sounds fantastic when pushed; nice chassis balance; styling has presence Heavy and thirsty for a sporty two-door; on-centre play in steering; interior lacks sparkle • The Pick: 350 F-Sport – much of the F’s performance and appearance without the price tag 200t Luxury $64,869 L4T 2.0 180 350 A8 1675 7.5 — 7.3 95 56 R 350 Luxury $68,101 V6 3.5 233 378 A8 1680 6.1 — 9.4 95 56 R 200t F-Sport $73,891 L4T 2.0 180 350 A8 1700 7.5 — 7.3 95 56 R 350 F-Sport $76,951 V6 3.5 233 378 A8 — 6.1 — 9.4 95 56 02/16 R 200t Sports Luxury $84,601 L4T 2.0 180 350 A8 1725 7.5 — 7.3 95 56 R 350 Sports Luxury $87,991 V6 3.5 233 378 A8 1740 6.1 — 9.4 95 56 R F $137,951 V8 5.0 351 530 A8 1780 4.5 — 10.9 98 53 02/16 R F Carbon $158,548 V8 5.0 351 530 A8 1860 4.5 — 10.9 98 53 R

500 500h

Halo sportscar takes the baton from LFA

Concept car looks conceal a choice of V8 or V6 hybrid performance; V8 noise Weak hybrid soundtrack; droning CVT in 500h • The Pick: Hybrid offers respectable performance but plays second fiddle to red-blooded V8 $190,000 V8 5.0 351 550 A10 1970 4.5 — 10.7 98 R $190,000 V6H 3.5 264 348 C 1970 5.0 — 5.5 95 R

Retiree’s Lexus out of mothballs

Typical Lexus build quality combined with golf bag-friendly boot and refined drivetrains Front-drive ES is the antithesis of the sporty IS and GS; hybrid’s smaller boot • The Pick: The IS or GS, or buy Australian-made and go for a Camry/Aurion 300h Luxury $63,750 L4H 2.5 151 213 C 1685 8.5 — 5.5 95 51 01/14 F 300h Sports Luxury $71,910 L4H 2.5 151 213 C 1705 8.5 — 5.5 95 51 F 350 Luxury $64,569 V6 3.5 204 346 A6 1630 7.4 — 9.5 95 51 F 350 Sports Luxury $72,361 V6 3.5 204 346 A6 1665 7.4 — 9.5 95 51 F

The rock star’s 4WD

Hard to beat off-road; brilliant interior; superb engines; sumptuous ride Bloody expensive; petrol still thirsty; big Rangie still a bit cumbersome round corners • The Pick: 4.4-litre SDV8 and eight-speed auto a superb combo, but all are desirable $183,300 V6TTD 3.0 190 600 A8 2160 7.9 — 6.9 D 61 A $192,700 V6TTD 3.0 190 600 A8 2301 8.3 — 7.5 D 61 A $193,211 V6S 3.0 250 450 A8 2330 7.4 — 11.5 95 61 A

3yr/100,000km ldvautomotive.com.au

LDV

200t Luxury 200t F-Sport 300h Luxury 300h F-Sport 350 F-Sport

Pleasant, but outclassed

Excellent drivetrains and much-improved dynamics; GS-F’s unexpected character Lifeless steering; one-dimensional handling hobbled by intrusive ESC • The Pick: Base 200t F-Sport arguably the sweetest package; GS-F pricey but likeable $75,931 L4T 2.0 180 350 A8 — 7.3 — 8.0 95 52 $84,091 L4T 2.0 180 350 A8 — 7.3 — 8.0 95 52 03/16 $79,520 L4H 2.5 164 221 C 1820 — — 5.2 95 46 $87,680 L4H 2.5 164 221 C 1820 — — 5.2 95 46 $95,311 V6 3.5 233 378 A8 1740 6.3 — 9.7 95 46

R R R R R

Showroom Eng type

Price

350 Sports Luxury 450h F-Sport 450h Sports Luxury F

$107,041 $108,080 $119,810 $153,251

V6 V6H V6H V8

Kerb Eng size Power Torque Trans. weight

3.5 3.5 3.5 5.0

233 254 254 351

378 — — 530

A8 C C A8

1740 1910 1910 1865

0-100 km/h

0-400 metres

6.0 5.9 5.9 4.9

— — — 13.1

Fuel Resale cons. RON %

9.7 6.3 6.3 11.3

95 95 95 95

Issue tested

46 46 46 52 06/16

Drive

Goes better than it looks

Eye-catching (if polarising) design; quality interior; punchy turbo-petrol four-cylinder A 2005 RAV4 in drag, with packaging compromises; smaller than its rivals • The Pick: New 2.0-litre turbo brings better performance, with F-Sport the sharpest 300 Luxury $54,800 L4T 2.0 175 350 A6 1700 7.3 — 7.7 95 53 F 300h Luxury $57,300 L4H 2.5 147 210 C 1740 9.1 — 5.6 95 56 F 300 Luxury $59,300 L4T 2.0 175 350 A6 1755 7.1 — 7.9 95 56 A 300h Luxury $61,800 L4H 2.5 147 210 C 1800 9.1 — 5.7 95 56 A 300 F-Sport $60,800 L4T 2.0 175 350 A6 1755 7.1 — 7.9 95 57 F 300h F-Sport $63,300 L4H 2.5 147 210 C 1800 8.9 16.4 5.7 95 59 08/15 F 300 F-Sport $65,300 L4T 2.0 175 350 A6 1860 7.1 — 7.9 95 53 A 300h F-Sport $67,800 L4H 2.5 147 210 C 1895 9.1 — 5.7 95 56 A 300 Sports Luxury $73,800 L4T 2.0 175 350 A6 1860 7.1 — 7.9 95 53 A 300h Sports Luxury $76,300 L4H 2.5 147 210 C 1895 9.1 — 5.7 95 59 A

Edge of the wedge

Cabin space, particularly in the rear; ambience; presence; quality; sweet turbo four Steering lacks feel; handling lacks excitement; busy ride; part-time AWD; only five seats • The Pick: Eager RX200t makes the most sense, and it’s the most affordable 200t Luxury $74,251 L4T 2.0 175 350 A6 1890 9.2 — 8.1 95 61 03/16 F 200t F-Sport $86,551 L4T 2.0 175 350 A6 1890 9.2 — 8.1 95 61 F 200t Sports Luxury $92,701 L4T 2.0 175 350 A6 1890 9.2 — 8.1 95 61 F 350 Luxury $81,421 V6 3.5 221 370 A8 1980 8.0 — 9.6 95 61 A 350 F-Sport $93,721 V6 3.5 221 370 A8 1980 8.0 — 9.6 95 61 A 350 Sports Luxury $99,871 V6 3.5 221 370 A8 1980 8.0 — 9.6 95 61 A 450h Luxury $90,160 V6H 3.5 230 335 C 2105 7.7 — 5.7 95 61 A 450h F-Sport $102,460 V6H 3.5 230 335 C 2105 7.7 — 5.7 95 61 A 450h Sports Luxury $108,610 V6H 3.5 230 335 C 2105 7.7 — 5.7 95 61 A

570

2yr/unlimited lotuscars.com.au

Lotus

Sport 220

Chassis smarts now with blown brawn

Exotic looks; individual appeal; one of the best chassis on the planet Start ticking options and price can soar past $200K; a Porsche is a smarter bet • The Pick: Brilliant dynamics, but $200K is secondhand Carrera S money $184,990 V6S 3.5 298 410 M6 1395 4.2 — 9.7 95 64 $194,990 V6S 3.5 298 410 A6 1410 4.2 — 9.7 95 64 $199,990 V6S 3.5 306 420 M6 1325 4.1 — 9.7 95 64 $209,990 V6S 3.5 306 420 A6 1336 4.1 — 9.7 95 64

Mahindra XUV500

W8 W8 W8 AWD W8 AWD

R R R R

3yr/100,000km mahindra.com.au

Turbo Diesel GranSport GranLusso S S GranSport S GranLusso GTS GTS GranSport GTS GranLusso

Turbo Diesel Gran Sport Gran Lusso S S Gran Sport S Gran Lusso

F F A A

Drive

Luxo style at its finest

R R R R R R R R R R

Maserati finally heads off-road

A A A A A A

The name says it all

Supremely capable grand tourer; useful rear-seat; oozes style and character Base version lacks dynamic resolve beyond eight-tenths and needs more grunt • The Pick: Stradale blends Italian-supermodel flair with a soundtrack to die (or kill) for $295,000 V8 4.7 338 520 A6 1880 4.7 — 15.5 95 48 $319,000 V8 4.7 338 520 A6 1880 4.8 — 14.3 95 48 $345,000 V8 4.7 338 520 S6 1880 4.5 — 15.5 98 48

R R R

Open air Italian V8 symphony

Cloth lid doesn’t add too much extra weight; glorious flood of V8 decibels with roof down Expensive and doesn’t look great roof-up; dynamics still more cruiser than bruiser • The Pick: An Italian supermodel with her top off? Hell, yeah! $338,000 V8 4.7 338 520 S6 1980 5.0 — 14.5 95 50 R $355,000 V8 4.7 338 520 S6 1973 4.9 — 14.5 95 49 R

3yr/unlimited mazda.com.au Underrated baby

Sensational manual gearshift; stunning engine tractability; classy dash; fun handling Laggy infotainment system; noisy engine; firm ride • The Pick: Maxx manual hatch with red trim option and extra safety kit – a superb little car $14,990 L4 1.5 79 139 M6 1025 — — 5.4 91 51 F $16,990 L4 1.5 79 139 A6 1043 10.7 17.5 5.5 91 51 03/15 F $14,990 L4 1.5 79 139 M6 1035 — — 5.4 91 51 F $16,990 L4 1.5 79 139 A6 1059 — — 4.9 91 51 10/15 F $17,690 L4 1.5 81 141 M6 1035 — — 5.4 91 52 F $19,690 L4 1.5 81 141 A6 1047 — — 4.9 91 52 F $17,690 L4 1.5 81 141 M6 1045 — — 5.4 91 52 F $19,690 L4 1.5 81 141 A6 1060 — — 4.9 91 52 F $20,690 L4 1.5 81 141 M6 1035 — — 5.4 91 54 F $22,690 L4 1.5 81 141 A6 1047 — — 4.9 91 53 10/14 F $21,680 L4 1.5 81 141 M6 1035 — — 5.4 91 54 F $23,680 L4 1.5 81 141 A6 1047 — — 5.5 91 54 F $21,680 L4 1.5 81 141 M6 1045 — — 5.4 91 54 F $23,680 L4 1.5 81 141 A6 1060 — — 5.5 91 54 F

Neo hatch Neo hatch Neo sedan Neo sedan Maxx hatch

Issue tested

Look out, Germany!

Mazda

Neo hatch Neo hatch Neo sedan Neo sedan Maxx hatch Maxx hatch Maxx sedan Maxx sedan Genki hatch Genki hatch GT hatch GT hatch GT sedan GT sedan

Fuel Resale cons. RON %

Classy interior; strong twin-turbo V6; handles like a Maserati SUV should Diesel doesn’t deliver Maserati levels of excitement; still waiting for a V8 GTS • The Pick: If you must, a Levante S Gran Lusso on smaller 20-inch wheels $139,990 V6TD 3.0 202 600 A8 2205 6.9 — 7.2 D $159,990 V6TD 3.0 202 600 A8 2205 6.9 — 7.2 D $159,990 V6TD 3.0 202 600 A8 2205 6.9 — 7.2 D $169,990 V6TT 3.0 321 580 A8 2034 5.2 — 10.9 98 $179,990 V6TT 3.0 321 580 A8 2034 5.2 — 10.9 98 $179,990 V6TT 3.0 321 580 A8 2034 5.2 — 10.9 98

GranCabrio

Sport MC

0-400 metres

Brilliant chassis balance; twin-turbo V6 a decent replacement for the previous V8 New blown engines sound dull compared with old V8; Chrysler cabin bits; ride flaws • The Pick: GTS remains the pinnacle of Italian luxury motoring $210,000 V6TD 3.0 202 600 A8 1885 6.4 — 6.2 D 50 10/14 $215,000 V6TT 3.0 243 500 A8 1860 6.2 — 9.1 95 $234,990 V6TT 3.0 243 500 A8 1860 6.2 — 9.1 95 $239,990 V6TT 3.0 243 500 A8 1860 6.2 — 9.1 95 $240,000 V6TT 3.0 301 550 A8 1860 5.1 — 9.6 95 49 06/14 $274,990 V6TT 3.0 301 550 A8 1860 5.1 — 95 $279,990 V6TT 3.0 301 550 A8 1860 5.1 — 95 $331,000 V8TT 3.8 390 650 A8 1900 4.7 — 10.7 98 49 $345,990 V8TT 3.8 390 650 A8 1900 4.7 — 10.7 98 $349,990 V8TT 3.8 390 650 A8 1900 4.7 — 10.7 98

GranTurismo

MC Sportline MC Auto Shift MC Stradale

0-100 km/h

Finally, a talented, beautiful, and fast Italian alternative to the default German luxo sedans Heavy; misses out on active safety tech of German rivals; no classic Maser V8 sound • The Pick: Surely the throaty Ghibli S, though the thrifty diesel offers tempting value $138,990 V6TD 3.0 202 600 A8 1835 6.3 — 5.9 D 55 R $143,990 V6TT 3.0 243 500 A8 1810 5.6 — 8.9 98 55 R $179,990 V6TT 3.0 301 550 A8 1810 5.0 — 9.6 98 55 R

Levante

It’s all about the price

Simple range with decent gear; seven seats; it’s won rallies in India! Light-on for active safety; questionable resale; average dynamics and ride • The Pick: Go the whole hog and get the AWD. Or push for a seven-seat Nissan X-Trail $29,900 L4TD 2.2 103 330 M6 — — — 6.7 D 46 $31,900 L4TD 2.2 103 330 A6 — — — 7.4 D 46 $32,900 L4TD 2.2 103 330 M6 — — — 6.7 D 46 $33,900 L4TD 2.2 103 330 A6 — — — 7.4 D 46

Kerb Eng size Power Torque Trans. weight

Quattroporte

Race car for the road

Blown Toyota V6 gives the Exige the performance to match its brilliant handling Not for claustrophobes, conservatives, or anyone into the tactility of interior plastics • The Pick: Go the Roadster – it’s a proper sports car and getting in with the roof down is easier $134,500 V6S 3.5 258 400 M6 1176 4.0 – 10.1 95 64 R $139,990 V6S 3.5 258 400 A6 1182 3.9 – 10.1 95 64 R $134,500 V6S 3.5 258 400 M6 1166 4.0 – 10.1 95 64 R $139,990 V6S 3.5 258 400 A6 1172 3.9 – 10.1 95 64 R

Evora

400 Coupe 400 Coupe IPS 410 Coupe 410 Coupe IPS

Diesel

Cool looks; telepathic steering (at speed); suspension and brakes a joy (at speed) Cramped and noisy for day-to-day driving; definitely intended as a track-day weapon • The Pick: If you live next to a racetrack, this is it. If you want peace and quiet, look elsewhere $84,990 L4S 1.8 163 250 M6 880 4.6 — 7.5 95 64 R

Exige

Sport Sport Sport Roadster Sport Roadster

Fast and fun, but wildly impractical

Eng type

Ghibli

LandCruiser by Lexus

Clever suspension and crawl-control broaden LX’s skill set; bigger V8 and six-speed auto Massive and truck-like to drive; gauche styling; no diesel option; expensive • The Pick: A LandCruiser Sahara – better value, diesel engine, and same off-road ability $142,741 V8 5.7 270 530 A8 2510 7.7 — 14.4 95 61 A

Elise

Price

Smooth-sailing flagship

3yr/unlimited maserati.com.au

Maserati

R R R R

Mind-blowing tech; flawless fit and finish; eerily-quiet cabin; silky eight-speed auto Doesn’t sound like a V8 until you get stuck into it; lacks personality • The Pick: 600hL – uninspiring, but a 7 Series with this much kit would cost your first-born 460 F-Sport $185,691 V8 4.6 285 493 A8 2020 5.9 — 10.7 95 39 R 460 Sports Luxury $190,791 V8 4.6 285 493 A8 2080 5.9 — 10.7 95 52 R 600h F-Sport $213,741 V8H 5.0 290 520 A8 2340 5.7 — 8.6 95 41 R

POW E RE D

The popular choice

Safety; dynamics; performance; value; smoothness; efficiency; economy; choice Still a bit rowdy with road noise; dour rear-seat ambience; no hot hatch option • The Pick: The SP25 GT manual – a fun, cool, sharp-handling, nicely kitted sporty hatch $20,490 L4 2.0 114 200 M6 1262 9.2 16.5 5.9 91 54 $22,490 L4 2.0 114 200 A6 1296 — — 5.8 91 52 $20,490 L4 2.0 114 200 M6 1258 — — 5.8 91 54 $22,490 L4 2.0 114 200 A6 1291 — — 5.7 91 52 $22,890 L4 2.0 114 200 M6 1262 — — 5.9 91 54

@wheelsaustralia 179

F F F F F

$24,890 $22,890 $24,890 $25,290 $27,290 $25,290 $27,290 $25,690 $27,690 $25,690 $27,690 $29,990 $31,990 $29,990 $31,990 $33,490 $35,490 $33,490 $35,490

Sport sedan Sport wagon Touring sedan Touring sedan Touring wagon Touring wagon GT sedan GT sedan GT wagon GT wagon Atenza sedan Atenza sedan Atenza wagon Atenza wagon

A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6 M6 A6

1296 1258 1291 1280 1308 1276 1306 1302 1328 1294 1324 1302 1328 1294 1324 1314 1341 1307 1336

5.8 5.8 5.7 5.9 5.8 5.8 5.7 6.5 6.1 6.5 6.0 6.5 6.1 6.5 6.0 6.5 6.1 6.5 6.0

91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91 91

F= Front drive, R=Rear drive, A=All-wheel drive

Fuel Resale cons. RON %

When we drove it

Glass's predicted resale rating, retained after 3 years

Litres

Recommended octane rating

— — — — — — — 15.5 — — — — 15.7 — — — — — 15.5

200 200 200 200 200 200 200 250 250 250 250 250 250 250 250 250 250 250 250

Fuel consumption in Litres/100km

— — 9.1 — — — — 7.9 — — — — 7.9 — — — — — 7.7

114 114 114 114 114 114 114 138 138 138 138 138 138 138 138 138 138 138 138

Kilograms

2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5

M=manual, A=automatic, S=sequential, C=CVT

0-400 metres

Newton metres

0-100 km/h

Kilowatts

Kerb Eng size Power Torque Trans. weight

Issue tested

Drive

54 54 54 01/17 54 54 54 54 54 54 54 54 56 54 56 54 56 56 56 56 12/16

F F F F F F F F F F F F F F F F F F F

Big range, with sweet spots

Striking styling; broad range; AWD’s involving chassis; update brings extra safety Front-drive diesel misses the dynamic mark; noisy petrol engine; rear-seat side vision • The Pick: Either an sTouring or Akari petrol manual, or one of the great-handling AWDs Neo $20,490 L4 2.0 109 192 M6 1193 — — 6.3 91 50 F Neo $22,490 L4 2.0 109 192 A6 1226 — — 6.1 91 50 F Maxx $22,890 L4 2.0 109 192 M6 1193 — — 6.3 91 52 02/16 F Maxx $24,890 L4 2.0 109 192 A6 1226 — — 6.1 91 50 F Maxx Diesel $27,290 L4TD 1.5 77 270 A6 1262 — — 4.8 D 52 05/15 F Maxx AWD $26,890 L4 2.0 109 192 A6 1294 — — 6.7 91 52 A sTouring $26,990 L4 2.0 109 192 M6 1193 — — 6.3 91 52 05/15 F sTouring $28,990 L4 2.0 109 192 A6 1226 8.9 16.4 6.1 91 52 05/15 F sTouring AWD $30,990 L4 2.0 109 192 A6 1294 — — 6.7 91 54 02/16 A sTouring AWD Diesel $33,390 L4TD 1.5 77 270 A6 1356 — — 5.1 D 52 A Akari $31,490 L4 2.0 109 192 M6 1219 — — 6.3 91 54 F Akari $33,490 L4 2.0 109 192 A6 1252 — — 8.3 91 52 05/17 F Akari AWD $35,490 L4 2.0 109 192 A6 1332 — — 6.7 91 54 05/15 A Akari AWD Diesel $37,890 L4TD 1.5 77 270 A6 1368 — — 5.1 D 54 02/16 A

CX-5

Maxx FWD Maxx FWD Maxx Maxx Sport FWD Maxx Sport Maxx Sport

Price

Touring Touring GT GT Akera Akera

$38,990 $41,990 $44,390 $47,390 $46,990 $49,990

Eng type

L4 L4TTD L4 L4TTD L4 L4TTD

CX-9

Sport FWD Sport AWD Touring FWD Touring AWD GT FWD GT AWD Azami FWD Azami AWD

Kerb Eng size Power Torque Trans. weight

0-100 km/h

2.5 2.2 2.5 2.2 2.5 2.2

— — — — — —

140 129 140 129 138 129

251 420 251 420 250 420

A6 A6 A6 A6 A6 A6

1633 1708 1670 1744 1670 1744

Fuel Resale cons. RON %

0-400 metres

— — — — — —

7.5 6.0 7.5 6.0 7.5 6.0

91 D 91 D 91 D

Issue tested

YB17

Drive

A A A A A A

Our 2017 COTY winner

Smart looks and classy interior; driveability of turbo engine; excellent refinement No air vents in the third row; boot packaging compromised by roofline; no diesel option • The Pick: Touring spec makes plenty of sense, as does the all-wheel-drive system $43,890 L4T 2.5 170 420 A6 1845 7.7 15.6 8.4 91 54 10/16 F $47,890 L4T 2.5 170 420 A6 — — — 8.8 91 55 A $50,290 L4T 2.5 170 420 A6 — — — 8.4 91 55 F $54,290 L4T 2.5 170 420 A6 — — — 8.8 91 56 A $58,790 L4T 2.5 170 420 A6 — — — 8.4 91 56 F $62,790 L4T 2.5 170 420 A6 — — — 8.8 91 56 A $60,790 L4T 2.5 170 420 A6 — — — 8.4 91 56 F $64,790 L4T 2.5 170 420 A6 — — — 8.8 91 56 A

New and improved family favourite

Driver appeal carries over; improved comfort, space, refinement, finish. We could go on Extra weight brings fuel consumption increases; clumsy auto transmission calibration • The Pick: Maxx Sport turbo-diesel has all the equipment and engine you really need $28,690 L4 2.0 114 200 M6 1511 — — 6.9 91 F $30,690 L4 2.0 114 200 A6 1556 — — 6.9 91 F $33,690 L4 2.5 140 251 A6 1633 — — 7.5 91 A $34,390 L4 2.0 114 200 A6 1556 10.4 17.4 10.4 91 06/17 F $37,390 L4 2.5 140 251 A6 1633 — — 7.5 91 A $40,390 L4TTD 2.2 129 420 A6 1708 — — 6.0 D A

180 wheelsmag.com.au

3yr/unlimited cars.mclaren.com

McLaren 540C

A McLaren, for less

Cheapest McLaren still scores V8TT, but in a friendlier, more usable package V8 sounds merely functional; no rear camera; manual seats seem cheap • The Pick: Great in isolation but is it better than the cheaper 911 GT3? Stay tuned $325,000 V8TT 3.8 397 540 S7 1350 3.5 — 10.7 98 07/16

570

S GT

Coupe

Harder, faster, better, stronger

Huge performance almost in a league of its own; superb steering; cabin ergonomics Sound not as engaging as performance; laggy touchscreen; gimmicky drift control • The Pick: This, if you want to stand out from the Ferrari 488 GTB crowd $489,900 V8TT 4.0 537 770 S7 1419 2.9 – 10.7 98 R

Mercedes-Benz A-Class

A180 A200 A200d A250 Sport A45 AMG

3yr/unlimited mercedes-benz.com.au

Baby Benz goes hipster

Great driver (and youth) appeal; attention to detail; fiery A45 AMG; lots of equipment Tight rear seat; no manuals for Oz; more compliant ride still firm; prices creeping up • The Pick: A250 Sport is terrific, though if you can stretch to the ballistic A45, do it! $38,700 L4T 1.6 90 200 S7 1320 8.6 — 5.8 95 49 F $44,300 L4T 1.6 115 250 S7 1320 7.8 — 6.1 95 50 F $44,800 L4TD 2.1 100 300 S7 1410 8.8 — 4.0 D 50 F $55,200 L4T 2.0 160 350 S7 1380 6.3 — 6.7 95 51 A $78,611 L4T 2.0 280 475 S7 1480 4.2 — 6.9 98 53 1/16 A

GLA-Class

GLA180 GLA220d GLA250 GLA45 AMG

City almost meets country

Bigger, comfier, more practical than A-Class Not a proper SUV by any means, with tight rear seat room; turbo-diesel a bit gruff • The Pick: The GLA250 4matic is a superb jacked-up driver’s hatch $43,900 L4T 1.6 90 200 S7 1435 9.2 — 5.7 95 61 $51,200 L4TD 2.1 130 350 S7 1535 7.7 — 4.5 D 61 $60,700 L4T 2.0 155 350 S7 1505 7.1 — 7.0 95 63 $89,211 L4T 2.0 280 475 S7 1585 4.8 — 7.5 98 63

CLA-Class

B-Class

F F A A

A-Class with a tail

Frameless doors give it a coupe feel; quality interior; big boot; feisty AMG Tight in the back seats; price premium over A-Class • The Pick: CLA45 is a riot but the all-paw CLA 250 Sport does loads for the money CLA200 $52,900 L4T 1.6 115 250 S7 1430 7.9 — 5.6 95 59 CLA200 S-Brake $54,400 L4T 1.6 115 250 S7 1460 8.2 — 6.1 95 59 CLA220d $54,300 L4TD 2.1 130 350 S7 1525 7.7 — 4.2 D 59 CLA220d S-Brake $55,800 L4TD 2.1 130 350 S7 1555 7.8 — 4.4 D 59 CLA250 Sport $68,000 L4T 2.0 160 350 S7 1550 6.4 — 6.9 95 60 CLA250 Sport S-B $69,000 L4T 2.0 160 350 S7 1565 6.7 — 7.0 95 60 CLA45 AMG $92,611 L4T 2.0 280 475 S7 1585 4.2 — 7.4 98 60 CLA45 AMG S-Brake $92,611 L4T 2.0 280 475 S7 1615 4.3 — 7.4 98 60

B180

Nails the baby supercar brief

Not as terrifyingly rapid as 720S; proper supercar looks; great steering Still doesn’t sound great; interior quality a little hit-and-miss • The Pick: The 570S is genuinely useable everyday, with fantastic cross-country chops $379,000 V8TT 3.8 419 600 S7 1400 3.2 — 10.7 98 R $406,800 V8TT 3.8 419 600 S7 1450 3.4 11.1 10.7 98 R

720S

Mazda makes them like they used to

MX-5 channels original NA’s simplicity; great steering and grip; zippy 1.5 No steering reach adjust; 2.0-litre engine note not as sweet as 1.5’s and the ride is busier • The Pick: The big block’s punch is tempting but 1.5 is the go, with a manual ’box $33,340 L4 1.5 96 150 M6 1009 8.3 — 6.1 95 64 09/15 R $35,340 L4 1.5 96 150 A6 1032 8.3 — 6.4 95 62 R $38,340 L4 1.5 96 150 M6 1009 8.3 — 6.1 95 65 R $40,340 L4 1.5 96 150 A6 1032 8.3 — 6.4 95 64 02/16 R $34,850 L4 2.0 118 200 M6 1033 7.3 — 6.9 95 64 02/16 R $36,850 L4 2.0 118 200 A6 1057 7.3 — 7.1 95 64 R $38,550 L4 2.0 118 200 M6 1080 — — 7.0 95 R $40,550 L4 2.0 118 200 A6 1106 — — 7.4 95 R $39,890 L4 2.0 118 200 M6 1033 7.3 — 6.9 95 65 09/15 R $41,890 L4 2.0 118 200 A6 1057 7.3 — 7.1 95 65 R $43,890 L4 2.0 118 200 M6 1080 7.3 15.2 7.9 95 05/17 R $45,890 L4 2.0 118 200 A6 1106 — — 7.4 95 R

CX-3

Get new car advice from the experts. whichcar.com.au

Style and (subdued) sports

Looks good and handles well; stunning diesel; great economy; vastly improved interior 19s spoil the ride a bit; shallow boot in sedan; dynamically not quite a match for Mondeo • The Pick: A wagon – any of ’em – due to its smarter packaging and athletic style $32,490 L4 2.5 138 250 A6 1462 8.2 — 6.6 91 55 03/13 F $33,790 L4 2.5 138 250 A6 1484 8.2 — 6.6 91 55 F $37,290 L4 2.5 138 250 A6 1471 7.6 15.5 6.6 91 57 02/15 F $40,140 L4TTD 2.2 129 420 A6 1541 8.4 — 5.4 D 57 F $38,590 L4 2.5 138 250 A6 1494 8.2 15.9 6.6 91 57 04/14 F $41,440 L4TTD 2.2 129 420 A6 1561 8.4 — 5.4 D 57 F $42,690 L4 2.5 138 250 A6 1501 7.7 15.5 6.6 91 58 09/16 F $45,540 L4TTD 2.2 129 420 A6 1571 8.4 — 5.4 D 57 F $43,990 L4 2.5 138 250 A6 1524 8.2 — 6.6 91 58 F $46,840 L4TTD 2.2 129 420 A6 1591 8.2 16.1 8.4 D 57 07/15 F $45,390 L4 2.5 138 250 A6 1503 8.2 — 6.6 91 58 04/15 F $48,240 L4TTD 2.2 129 420 A6 1573 8.4 — 5.4 D 58 F $46,690 L4 2.5 138 250 A6 1626 8.2 — 6.6 91 58 F $49,540 L4TTD 2.2 129 420 A6 1594 8.5 — 6.0 D 58 F

MX-5

1.5 Roadster 1.5 Roadster 1.5 Roadster GT 1.5 Roadster GT 2.0 Roadster 2.0 Roadster 2.0 RF 2.0 RF 2.0 Roadster GT 2.0 Roadster GT 2.0 RF GT 2.0 RF GT

L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4 L4

0-400m acceleration, in sec s (Wheels tested figures in italics)

Maxx hatch Maxx sedan Maxx sedan Touring hatch Touring hatch Touring sedan Touring sedan SP25 hatch SP25 hatch SP25 sedan SP25 sedan SP25 GT hatch SP25 GT hatch SP25 GT sedan SP25 GT sedan SP25 Astina hatch SP25 Astina hatch SP25 Astina sedan SP25 Astina sedan

Eng type

0-100km/h acceleration, in secs (Wheels tested figures in italics)

Price

L=in-line, V=vee, F=flat, R=rotary. Number of cyls or rotors. T= turbo, S= s'charged, D=diesel, H=hybrid

New models for the month highlighted

Recommended Retail Price at time of publication (* indicates driveaway)

MAZDA – M ERC EDES - B ENZ

NEW ARRIVALS

F F F F A A A A

Still not quite A-grade

Spacious mini-MPV now with quality and class; competitive drivetrains; grippy 4matic Jiggly ride quality on standard run-flat tyres; slightly odd styling; uninspiring dynamics • The Pick: A reasonable effort, but ride quality lets it down. Try a BMW 2 Active Tourer $42,700 L4T 1.6 90 200 S7 1425 9.1 — 5.5 95 50 F

Showroom Price

B200 B200d B250 4Matic

$48,900 $49,700 $56,300

Eng type

L4T L4TD L4T

C-Class

C200 C200 Estate C220d C220d Estate C300 C300 Estate C250d C250d Estate C300h C350e C350e Estate C43 AMG C43 AMG Estate C63 S AMG C63 S AMG Estate

1.6 115 250 2.1 100 300 2.0 155 350

S7 S7 S7

0-100 km/h

0-400 metres

1425 8.6 1505 9.8 1505 6.7

— — —

Fuel Resale cons. RON %

5.5 4.2 6.8

Issue tested

95 51 06/12 D 51 06/12 95 51

Drive

Price

F F A CLS 250d CLS 250d S-Brake CLS400 CLS500 CLS500 S-Brake CLS63 AMG S

S350d S400d L S450 L S560 S560 L S63 L AMG S650 L Maybach

C200 C300 C43 AMG C63 S AMG

Styling; body strength; minimal wind noise and buffeting, even at freeway speeds Extra weight dulls handling; price premium over Coupe; boot space is limiting • The Pick: The C300 has decent poke, but the C43 AMG is a significant step up $86,900 L4T 2.0 135 300 A9 1645 8.2 — 6.8 95 57 $100,611 L4T 2.0 180 370 A9 1690 6.4 — 7.2 95 57 $120,611 V6TT 3.0 270 520 A9 1870 4.8 — 8.5 98 57 $181,611 V8TT 4.0 375 700 A7 1925 4.1 — 9.4 98 55

SLC

SLC180 SLC200 SLC300 SLC 43 AMG

Finally based on an E-Class

Spacious coupe cabin; beautiful interior and attention to detail; supple ride Weight dulls performance; lacks cornering sizzle; semi-autonomous tech overhyped • The Pick: Go the whole hog and get the E400, which brings AWD. Or wait for the AMG six $96,000 L4TD 2.0 143 400 A9 1735 7.4 — 4.9 D R $110,611 L4T 2.0 180 370 A9 1685 6.4 — 6.4 95 R $145,611 V6TT 3.0 245 480 A9 1845 5.3 — 8.1 95 A

E-Class Cabrio E-Class Cabriolet

E300 E400

GLC220d GLC250 GLC250d GLC350d GLC43 AMG GLC63 S AMG

R A

E-Class with go-anywhere guts

All-wheel drive versatility; refined, comfortable package; typical Merc safety standard Just one variant for now, which could use a little more grunt; petrol version would suit Aus • The Pick: The wait for a second variant might be long but the initial diesel is an all-rounder $109,900 L4T 2.0 143 400 A9 1920 8.0 — 5.2 D — A

Two-door German powerhaus

Sports luxury, maybe. Not light

All grand, more sport than tourer

Million-dollar baby

It’s all about the look

New name, familiar body

Superb V6 diesel; premium cabin; decent ride quality; frugal for its size; beefy AMG V8 Can’t escape its sheer size; not particularly well packaged; still far from sexy • The Pick: GLE500e if you’re set up for easy recharging; 43AMG if you can’t be bothered $92,900 L4TD 2.1 150 500 A9 2075 8.6 — 6.0 D 63 A $108,900 V6TD 3.0 190 620 A9 2100 7.1 — 6.6 D 63 A $129,500 V6TH 3.0 325 650 A7 2465 5.3 — 3.3 98 63 A $134,411 V6TT 3.0 270 520 A9 — 5.7 — — 98 A $193,211 V8TT 5.5 430 760 A7 2270 4.2 — 11.8 98 61 A

GLE Coupe

GLE350d GLE43 AMG GLE63 S AMG

Arguably the world’s best sedan

Exterior and interior styling; sharp dynamics; decent performance; comfortable Turbo-diesels are a bit gruff; compromised headroom, practicality, and vision • The Pick: Either of the 250s makes sense, or you could save dough with the regular GLC $78,500 L4TD 2.1 125 400 A9 1845 8.3 — 5.8 D 61 A $81,211 L4T 2.0 155 350 A9 1785 7.6 — 7.4 95 62 A $83,500 L4TD 2.1 150 500 A9 1845 7.6 — 5.8 D 61 A $99,900 V6TD 3.0 190 620 A9 — — — 6.3 D A $109,611 V6TT 3.0 270 520 A9 — 4.9 — — 98 A $171,900 V8TT 4.0 375 700 A9 — — — — 98 A

GLE-Class

GLE250d GLE350d GLE500e GLE43 AMG GLE63 S AMG

Drive

Credible four-door coupe

Styling; outstanding interior; class-leading space; all-round ability on air suspension... ...which is optional but mandatory in our opinion; 250d not as sweet as lazier 220d • The Pick: Refined, relaxed nature of 220d makes it a winner, if you tick Air Body Control $67,500 L4TD 2.1 125 400 A9 1845 8.3 — 5.6 D 61 02/16 A $70,611 L4T 2.0 155 350 A9 1735 7.3 — 7.2 95 62 02/16 A $73,200 L4TD 2.2 150 500 A9 1845 7.6 — 5.7 D 61 02/16 A $89,900 V6TD 3.0 190 620 A9 — — — 6.3 D A $102,111 V6TT 3.0 270 520 A9 — 4.9 — — 98 A $164,900 V8TT 4.0 375 700 A9 — — — — 98 A

GLC Coupe

GLC220d GLC250 GLC250d GLC350d GLC43 AMG GLC63 S AMG

Issue tested

Brilliant new twin-turbo V8; arresting styling; cohesive chassis; drama; GT R’s polish Some ergonomic issues inside cabin; driver communication at the limit; taut suspension • The Pick: New GT R is hugely entertaining on the track but still highly capable on the road $258,711 V8TT 4.0 350 630 S7 1540 4.0 — 9.4 98 R $283,711 V8TT 4.0 350 630 S7 — 4.0 — — 98 R $298,711 V8TT 4.0 384 670 S7 1570 3.8 — 9.4 98 67 09/15 R $335,211 V8TT 4.0 410 680 S7 — — — 98 R $338,711 V8TT 4.0 410 680 S7 1660 4.0 11.6 14.3 98 10/17 R $348,711 V8TT 4.0 430 700 S7 1555 3.6 — 11.4 98 R

GLC-Class

E-Class’s lid lopped

Airscarf and Aircap-equipped for top-down winter warmth; terrific top-up refinement No rip-snorting V8 in the line-up anymore; it’s a Benz for cruisers, not drivers • The Pick: As with the Coupe, the E400 is hard to go past if you like convertibles $123,500 L4T 2.0 180 370 A9 1780 6.6 — 6.8 95 53 $157,500 V6TT 3.0 245 480 A9 1935 5.5 — 8.3 95 53

E-Class All-Terrain

E220

GT GT Roadster GT S GT C Edition 50 GT C Roadster GT R

Fuel Resale cons. RON %

New nine-speed and upgraded engines deliver worthy performance improvements Looks odd from some angles; heavy and thirsty; more cruiser than sporty • The Pick: The V8 AMG is a great way to build pace, but even the base SL400 has loads of go $220,900 V6TT 3.0 270 500 A9 1735 4.9 — 7.8 95 51 R $280,900 V8TT 4.7 335 700 A9 1795 4.3 — 9.1 95 51 R $370,900 V8TT 5.5 430 900 A9 1845 4.1 — 10.2 98 51 R

AMG GT

Look mum, no hands

Cutting-edge tech; luxurious interior; oodles of standard kit; pleasing road manners Australia misses out on some of the fancy tech; mild wind noise; prices have gone up • The Pick: The E400 is a ripper; all-paw E43 even better. Ballistic E63 is ferociously fast $91,100 L4T 2.0 135 300 A9 1530 7.7 — 6.4 95 46 R $94,100 L4D 2.0 143 400 A9 1605 7.3 — 4.1 D 46 R $109,611 L4T 2.0 180 370 A9 — 6.2 7.1 95 R $134.900 L6TD 3.0 190 620 A9 1725 5.9 — 5.6 D 46 R $131,600 L4TDH 2.1 210 550 A9 1850 6.2 — 2.4 95 R $139,611 V6TT 3.0 245 480 A9 1745 5.2 — 8.4 95 A $159,611 V6TT 3.0 295 520 A9 1765 4.6 — 8.4 98 A $209,611 V8TT 4.0 420 750 A9 1875 3.5 — 9.3 98 A $239,611 V8TT 4.0 450 850 A9 1880 3.3 11.3 15.9 98 07/17 A

E-Class Coupe

E220d E300 E400 4Matic

SLK gets a name change

Versatility; SLC is cheaper than SLK it replaces; performance of 43; looks the business 43 can’t match performance or sound of SLK55; ageing interior; more cruiser than sporty • The Pick: The 300 offers plenty in performance and gear, or go for the cruisier 200 to save $71,500 L4T 1.6 115 250 A9 1428 8.1 — 6.2 95 R $84,500 L4T 2.0 135 300 A9 1509 6.9 — 6.2 95 R $100,900 L4T 2.0 180 370 A9 1512 5.8 — 6.3 95 R $135,900 V6TT 3.0 270 520 A9 1591 4.7 — 7.9 98 R

E-Class

E200 E220d E300 E350d E350e E400 E43 AMG 4Matic E63 E63 S

R R A R

SL400 SL500 SL63 AMG

0-400 metres

Interior presentation; nine-speed debut for base V8 Pricing, plus the cost of rear tyres, and probably insurance; and is the V12 worth it? • The Pick: Twin-turbo V8s promise better economy with still-brilliant performance $326,926 V8TT 4.7 335 700 A9 1955 4.6 — 8.6 95 64 02/16 R $414,426 V8TT 5.5 430 900 A7 1995 4.2 — 10.2 98 53 R $501,426 V12TT 6.0 463 1000 A7 2110 4.1 — 12.0 98 48 R

C-Class Cabriolet The first drop-top C-Class

0-100 km/h

New range of powerful but efficient engines; regal comfort; next-level autonomous tech New cruise control might irk traditional owners; finding a wide enough parking spot • The Pick: S350d has a sweet straight-six and exceptional ride comfort for under $200k $192,900 L6TD 3.0 210 600 A9 1970 6.8 — 5.5 D R $222,500 L6TD 3.0 250 700 A9 2025 5.4 — 5.5 D R $227,500 V6TT 3.0 270 520 A9 TBA 5.1 — 6.6 95 R $270,000 V8TT 4.0 345 700 A9 2055 4.7 — 8.5 98 R $295,000 V8TT 4.0 345 700 A9 2075 4.7 — 8.5 98 R $375,000 V8TT 4.0 450 900 A9 1970 4.3 — 9.0 98 R $425,000 V12TT 6.0 463 1000 A7 2360 4.7 — 12.7 98 R

S-Class Coupe

S500 S63 AMG S65 AMG

Kerb Eng size Power Torque Trans. weight

Still-pretty looks; lovely cabin; brilliant steering and Airmatic ride (even on CLS63 AMG) Petrol V6 can’t match the oiler; CLS63 AMG will never return 10L/100km; only seats four • The Pick: CLS400 has ample twin-turbo punch; but a new model is coming $115,355 L4TD 2.1 150 500 A7 1710 7.5 — 5.4 D 44 R $125,355 L4TD 2.1 150 500 A7 1790 7.8 — 5.6 D 44 R $139,826 V6TT 3.0 245 480 A7 1815 5.3 — 7.8 95 46 R $170,826 V8TT 4.7 300 600 A9 1815 4.8 — 6.8 95 46 R $180,826 V8TT 4.7 300 600 A9 1815 4.9 — 8.9 95 46 R $250,826 V8TT 5.5 430 800 A7 1795 4.3 12.2 10.0 98 44 10/14 R

S-Class

No longer a two-door sedan

Sharp pricing and equipment; rorty 2.0 turbo for C300; Airmatic suspension ride Steering not as sharp as other dynamics; base drivetrains not particularly sporty • The Pick: C63 S coupe is one of the truly great AMGs, but even the C200 is a sweetheart $66,400 L4T 2.0 135 300 A7 1505 7.7 — 6.0 95 57 R $75,400 L4TD 2.1 150 500 A9 1645 6.7 — 4.4 D 57 R $83,900 L4T 2.0 180 370 A7 1565 6.0 — 6.6 95 57 R $106,211 V6TT 3.0 270 520 A9 1660 4.7 — 7.8 98 57 A $163,611 V8TT 4.0 375 700 A7 1800 3.9 — 8.7 98 55 R

Eng type

CLS

S-Class goes compact

Aerodynamic style; punchy petrol engines; superb cabin; fine dynamics; stonking AMG Rear seat comfort not great; coil-sprung models don’t ride like the Airmatic versions • The Pick: C300 with optional Airmatic for practical types; either AMG for petrolheads $61,900 L4T 2.0 135 300 A9 1465 7.2 — 6.5 95 59 R $64,400 L4T 2.0 135 300 A9 1525 7.3 — 6.6 95 56 R $63,400 L4TD 2.1 125 400 A9 1570 7.5 — 4.7 D — R $65,900 L4TD 2.1 125 400 A9 1615 7.5 — 4.9 D — R $69,900 L4T 2.0 180 370 A9 1530 5.9 — 6.5 95 — R $72,400 L4T 2.0 180 370 A9 1615 6.1 — 6.7 95 — R $71,400 L4TD 2.1 150 500 A9 1595 6.6 — 4.7 D 60 R $73,900 L4TD 2.1 150 500 A9 1660 6.9 — 4.8 D 56 R $75,300 L4TDH 2.1 150 500 A7 1715 6.4 — 4.0 D 57 R $75,814 L4TH 2.0 205 600 A7 1780 5.9 — 2.4 95 60 R $78,400 L4TH 2.0 205 600 A7 1840 6.2 — 2.6 95 60 R $102,611 V6TT 3.0 270 520 A9 1615 4.7 — 8.2 98 57 04/17 A $105,112 V6TT 3.0 270 520 A9 1735 4.8 — 8.3 98 57 A $157,211 V8TT 4.0 375 700 A7 1580 4.2 12.2 8.6 95 60 04/17 R $159,711 V8TT 4.0 375 700 A7 1650 4.1 — 8.7 95 60 10/15 R

C-Class Coupe

C200 C250d C300 C43 AMG C63 S AMG

Kerb Eng size Power Torque Trans. weight

POW E RE D

Merc’s answer to the X6

Vision; excellent cornering grip; refinement; decent room despite lower-than-GLE roof Thousands more than GLE for less space; busy ride; high loading lip for boot • The Pick: AMG-tweaked turbo six in the GLE43 makes a great noise and feels strong $125,211 V6TD 3.0 190 620 A9 2175 7.0 — 7.2 D 63 A $144,511 V6TT 3.0 270 520 A9 2145 5.7 — 9.4 95 61 A $201,911 V8TT 5.5 430 760 A7 2275 4.2 — 11.9 98 61 A

@wheelsaustralia 181

G-Class

When we drove it

F= Front drive, R=Rear drive, A=All-wheel drive

Issue tested

Drive

Glass's predicted resale rating, retained after 3 years

0-400 metres

Recommended octane rating

0-100 km/h

Fuel consumption in Litres/100km

Kilograms

M=manual, A=automatic, S=sequential, C=CVT

Newton metres

Kilowatts

Kerb Eng size Power Torque Trans. weight

0-400m acceleration, in sec s (Wheels tested figures in italics)

Eng type

0-100km/h acceleration, in secs (Wheels tested figures in italics)

Price

Litres

L=in-line, V=vee, F=flat, R=rotary. Number of cyls or rotors. T= turbo, S= s'charged, D=diesel, H=hybrid

New models for the month highlighted

Recommended Retail Price at time of publication (* indicates driveaway)

MERCED ES - B ENZ – NI S S A N

NEW ARRIVALS

Fuel Resale cons. RON %

GLS350d GLS350d Sport GLS500 GLS63 AMG

S in the name the main change for GL

V220d V250d

Ray Ray Cooper Cooper Cooper D Cooper D Cooper S Cooper S

S S JCW

Cooper Cooper S Cooper JCW

MG3

Core Soul Essence

MG6 Plus

Core Soul Essence

Familiar name, different focus

F F F A

3yr/unlimited mini.com.au

Hatch

Ray Ray Cooper Cooper Cooper D Cooper D Cooper S Cooper S JCW JCW

Best New Mini yet

Brilliant handling and super-sharp turn-in; Cooper S’s great acoustics; improved cabin Bottom-feeder front end; thicker pillars; three-pot should sound fruitier • The Pick: The excellent Cooper S manual on 17s with optional adaptive dampers $29,000 L3T 1.2 75 180 M6 1090 9.9 — 4.9 95 50 F $31,500 L3T 1.2 75 180 A6 1120 10.2 — 5.0 95 50 F $27,400 L3T 1.5 100 220 M6 1085 7.9 — 4.7 95 48 06/14 F $29,750 L3T 1.5 100 220 A6 1115 7.8 — 4.9 95 48 F $32,700 L3TD 1.5 85 270 M6 1135 9.2 — 3.7 D 48 F $35,050 L3TD 1.5 85 270 A6 1150 9.2 — 3.9 D 48 F $38,700 L4T 2.0 141 280 M6 1160 6.8 — 5.9 95 50 06/14 F $41,350 L4T 2.0 141 280 A6 1175 6.7 — 5.5 95 50 F $48,100 L4T 2.0 170 320 M6 1205 6.3 — 6.7 95 61 F $50,650 L4T 2.0 170 320 A6 1220 6.1 — 5.7 95 61 F

ES ES LS

ES Sport ES Sport LS sedan GSR Sportback GSR Sportback GSR sedan GSR sedan

LS LS XLS LS 4x4 XLS 4x4

A large-Mini paradox

5yr/100,000km mitsubishi-motors.com.au

Cheap, cheerless mini

F F F

Needs to be dirt cheap

Neat styling; decent value; storied nameplate; retains a hint of Lancer Evo cred Lots! Dynamics are rubbish; cheap interior; poor front seats; droning CVT... • The Pick: A competitor – even a Korean one. $19,500 L4 2.0 110 197 M5 1285 9.6 — 6.9 91 47 $21,000 L4 2.0 110 197 C 1315 10.3 — 7.4 91 47 $23,500 L4 2.0 110 197 C 1355 10.5 — 7.4 91 48 $22,500 L4 2.4 125 226 M5 1370 — — 8.8 91 48 $24,000 L4 2.4 125 226 C 1400 — — 8.9 91 49 $22,500 L4 2.4 125 226 M5 1345 9.1 — 8.8 91 48 $24,000 L4 2.4 125 226 C 1375 9.8 — 8.5 91 49

F F F F F F F

Better (looking) with age

Increasingly attractive with each facelift; keen pricing; torquey turbo-diesel Interior smaller than SUV rivals; lacks refinement; Peugeot 4008 clone handles better • The Pick: 2WD is appealingly priced, so stay at the bottom end $25,000 L4 2.0 110 197 M5 1335 — — 7.6 91 48 F $27,000 L4 2.0 110 197 C — — — 7.4 91 48 F $32,000 L4 2.0 110 197 C 1375 — — 7.4 91 46 F $32,500 L4TD 2.2 110 360 A6 — — — 5.8 D 46 09/13 A $37,500 L4TD 2.2 110 360 A6 1515 — — 5.8 D 48 09/13 A

Eclipse Cross

LS Exceed Exceed

F F F F F

Mini at its best

Better-equipped than you’d expect at the price; long warranty; should be reliable Leisurely pace; bouncy ride; tight rear seat; gawky styling; a Mirage in name only • The Pick: A Holden Spark or Kia Picanto if you want new. Or a secondhand Mazda 2 $12,250 L3 1.2 57 100 M5 865 — — 4.6 91 41 04/13 $14,250 L3 1.2 57 100 C 890 — — 4.6 91 41 $15,250 L3 1.2 57 100 C 890 — — 4.9 91 41

Lancer

Is it getting cramped in here?

Up-to-the-minute cabin; generous kit for all variants; smart styling with family DNA Very close dimensionally to cheaper (and much older) ASX sibling; no diesel offering • The Pick: Owners of the entry LS will want for little unless AWD is a must. Or a manual ’box $30,500 L4T 1.5 110 250 C 1490 — — 7.3 91 F $36,000 L4T 1.5 110 250 C 1490 — — 7.3 91 F $38,500 L4T 1.5 110 250 C 1555 — — 7.7 91 A

Outlander

182 wheelsmag.com.au

Drive

Plenty of driving fizz and Mini character in a more practical SUV-ish body Sweet triple loses some sparkle hauling the larger Countryman; styling a little overdone • The Pick: A front-drive Cooper S if you aren’t swayed by the VW Tiguan’s practical sense $40,500 L3T 1.5 100 220 A6 9.6 — 6.0 95 F $44,500 L4TD 2.0 110 330 A8 8.8 — 4.8 D F $47,200 L4T 2.0 141 280 A8 7.4 — 6.5 95 F $52,300 L4TD 2.0 140 400 A8 7.4 — 5.2 D A $57,900 L4T 2.0 170 350 A8 6.5 – 7.4 95 A

ASX

Mini

Issue tested

Quirky styling; spacious interior; zingy engines; still handles like a go-kart; lots of doors Lacks the dartiness of its shorter-wheelbase siblings but that somehow makes it better! • The Pick: If the Clubman will fit in your garage, any of them. It’s the best Mini you can buy $35,800 L3T 1.5 100 220 A6 1320 9.1 — 5.4 95 53 02/16 F $43,900 L4T 2.0 141 280 A8 1390 7.1 — 5.9 95 54 F $54,900 L4T 2.0 170 350 A8 6.3 — 7.2 95 57 A

Mirage

Soft-roading mediocrity

Umm ... decent cabin space, strong warranty, 162kW grunt from 2.0-litre turbo Poor cabin finish; lacklustre steering, savage ride, flimsy build • The Pick: A Nissan Qashqai, Suzuki Vitara, Honda HR-V or any other small SUV $23,990 L4T 1.5 119 250 M6 1432 – – 7.4 91 56 $25,990 L4T 1.5 119 250 S7 1432 — — 7.4 91 56 $27,990 L4T 1.5 119 250 S7 1420 — — 7.4 91 56 $34,990 L4T 2.0 162 350 S6 1614 – – 9.6 91 57

Fuel Resale cons. RON %

Mini attempts a high-five

Mitsubishi

Mid-sizer returns years after failed start

Seven year warranty is a vote of confidence; three-pot promises to be frugal; cheap More traditional boxy looks compared with GS; Sub-100kW outputs are meagre • The Pick: Judgement will have to wait for a first local drive $20,990 L4 1.5 84 150 A4 — — — 7.1 F $23,990 L3T 1.0 82 160 A6 — — — 6.7 F

Vivid Core Soul Essence

Cooper Cooper D Cooper S Cooper SD All4 JCW

Brand cachet; distinctive design; rear air vents; cheap Model doesn’t live up to that cachet; questionable resale; lacklustre turbo engine • The Pick: It didn’t impress years ago and there’s not much to suggest it’s worth a punt $21,990 L4T 1.8 118 215 A6 1534 — — 7.8 48 F $23,990 L4T 1.8 118 215 A6 1534 — — 7.8 48 F $25,990 L4T 1.8 118 215 A6 1534 — — 7.8 49 F

Soul Essence

Chinese, cheap, not so cheerful

Cheap hatchback that stands out from a design perspective The last thing people expect from a once-storied sports car brand; no auto; unproven • The Pick: There are plenty of hatchbacks that do a better job at this end of the market $13,990 L4 1.5 78 137 M5 1103 — — 5.8 48 F $14,990 L4 1.5 78 137 M5 1103 — — 5.8 48 F $15,990 L4 1.5 78 137 M5 1103 — — 5.8 49 F

0-400 metres

Characterful three-cylinder turbo; functional folding soft-top; accurate steering Decent price premium for the drop-top; rear visibility not helped by fabric top • The Pick: Let’s face it, the convertible is all about the looks, so stick to the base model $38,900 L3T 1.5 100 220 M6 1205 8.8 — 5.1 95 62 $38,900 L3T 1.5 100 220 A6 1230 8.7 — 5.3 95 63 $46,500 L4T 2.0 141 280 M6 1275 7.2 — 6.2 95 64 $46,500 L4T 2.0 141 280 A6 1295 7.1 — 5.8 95 64 $55,700 L4T 2.0 170 320 A6 — 6.5 — 5.2 95 51

Countryman

6/7yr/unlimited mgmotor.com.au

0-100 km/h

Longer wheelbase and additional rear doors broaden the Mini’s family-hatch appeal Betrays the Mini’s DNA; rear doors look piddly; isn’t this what a Countryman is for? • The Pick: A Cooper or Cooper D auto with the smallest wheels. The S doesn’t deserve this $30,500 L3T 1.2 75 180 M6 — — — 5.0 95 50 F $33,000 L3T 1.2 75 180 A6 — — — 5.0 95 50 F $28,600 L3T 1.5 100 220 M6 1145 8.2 — 4.7 95 48 F $30,950 L3T 1.5 100 220 A6 1175 9.1 16.5 4.8 95 48 03/16 F $33,800 L3TD 1.5 85 270 M6 1190 9.4 — 3.6 D 48 F $36,150 L3TD 1.5 85 270 A6 1205 9.5 — 3.8 D 50 F $39,800 L4T 2.0 141 280 M6 1220 6.9 — 5.9 95 50 F $42,450 L4T 2.0 141 280 A6 1240 6.8 — 5.4 95 50 F

Clubman

New name, new cabin, new engine

Enormously roomy, complete with limo-style face-to-face rear seating; frugal diesel four Sheer size makes it difficult to manoeuvre and park, which kinda defeats its purpose • The Pick: A centre captain’s chair in a fully stocked V250d with Jeeves in the hot seat $74,990 L4TD 2.1 120 380 A7 2145 — — 6.3 D R $87,155 L4TD 2.1 140 440 A7 2145 9.1 — 6.3 D 53 R

Kerb Eng size Power Torque Trans. weight

Cooper Convertible Fun and functional drop-top

Budget big Benz

A cheaper way to get into an eight-seat Benz (and out of a VW Multivan or Tarago) Like the new-gen V-Class, it’s essentially a commercial van with seats • The Pick: This over its VW Multivan and Toyota Tarago rivals $58,100 L4TD 2.1 120 360 A7 2155 — — 6.3 D 54

V-Class

Eng type

5-door

Third-row seat actually comfortable and almost roomy; engines; decent off-road ability Gargantuan-Class more like it – it’s big; AMG not as athletic as some through the bends • The Pick: Torquey V6 diesel makes most sense, and new Sport pack adds dynamic helpers $117,661 V6TD 3.0 190 620 A9 2455 7.8 — 7.7 D 63 A $136,661 V6TD 3.0 190 620 A9 — — — 7.7 D 63 A $163,661 V8TT 4.7 320 700 A9 2445 5.3 — 11.5 95 63 A $219,661 V8TT 5.5 410 760 A7 2580 4.6 — 12.3 98 63 A

Valente

Price

Army truck for the road

Tough-as image; AMG’s ultra-cool side tailpipes and burly new twin-turbo V8 donk G-Class BlueTec name is paradoxical; live front axle; woeful steering; bucking ride • The Pick: The outrageous AMG has perverse appeal, but only the diesel makes any sense G300 CDI Pro Wagon $109,900 V6TD 3.0 135 400 A5 — — — — D A G300 CDI Pro Cab $119,900 V6TD 3.0 135 400 A5 — — — — D A G350d $163,615 V6TD 3.0 155 540 A7 2300 9.1 — 11.2 D 50 A G63 AMG $233,615 V8TT 5.5 400 760 A7 2550 5.4 — 13.8 98 52 05/14 A

GLS-Class

Get new car advice from the experts. whichcar.com.au

You got seven seats in that?

A compact-ish SUV that squeezes in seven seats; quieter and smoother; equipment Crappo infotainment functionality; about as American as a facelift can get • The Pick: Either a base LS manual or an XLS 4WD turbo-diesel with six-speed auto $28,750 L4 2.0 110 190 M5 1410 — — 7.0 91 48 F

Showroom Price

LS LS 4WD LS Safety Pack LS Safety 4WD LS Safety 4WD DiD Exceed 4WD Exceed 4WD DiD PHEV LS PHEV Exceed

$30,500 $33,500 $32,000 $35,000 $39,500 $44,000 $47,500 $50,490 $55,490

Eng type

L4 L4 L4 L4 L4TD L4 L4TD L4H L4H

Kerb Eng size Power Torque Trans. weight

0-100 km/h

0-400 metres

2.0 2.4 2.0 2.4 2.3 2.4 2.3 2.0 2.0

— 10.8 — 11.0 — — — — —

— 17.8 — 17.9 — — — — —

Pajero Sport

110 124 110 124 110 124 110 120 120

190 220 190 220 360 220 360 332 332

C C C C A6 C A6 A1 A1

1430 1500 1430 1535 1630 1535 1630 1810 1871

Fuel Resale cons. RON %

6.7 10.8 6.7 7.2 6.2 7.2 6.2 1.7 1.7

91 91 91 91 D 91 D 91 91

Issue tested

48 48 06/17 48 50 06/15 50 51 51 42 42

Drive

F A F A A A A A A

GLX GLS Exceed

Tough family transporter is also a proper off-roader; undercuts serious 4WD rivals Feels old (it is) and creaky; noisy diesel; ponderous dynamics; heavy • The Pick: The thrifty diesel, but unless you venture off-road often, think Sorento or CX-9 $53,990 L4TD 3.2 147 441 A5 2263 — — 8.6 D 51 A $58,990 L4TD 3.2 147 441 A5 2314 — — 8.6 D 51 A $65,990 L4TD 3.2 147 441 A5 2335 — — 9.2 D 57 A

Mitsu’s staple family workhorse

3 Wheeler

As weird as it gets

Nismo Nismo

One for the road

As conventional as Morgan gets; distinctive styling blends modern with retro V8 doesn’t make a whole lot of power comparatively; nose looks like it’s been startled • The Pick: It’s a lot of money and there are many fine alternatives for the price $270,000 V8 4.8 270 450 M6 1200 — — — 95 R

Classic

R4/4 Plus 4 Roadster Plus 8 Plus 8

GT-R

3yr/100,000km nissan.com.au

Nissan Leaf

Premium Premium Luxury Track Edition Nismo

Juke

Issue tested

Drive

Feels old but in a good way

Biggest update to Godzilla in a decade

Still a head-turner

Brings individuality to small crossovers; punchy 140kW turbo; chirpy new ST manual Busy urban ride; noisy CVT; heavy Ti-S AWD; styling a compilation but no best-of • The Pick: Ti-S with torque-vectoring AWD is a wannabe Godzilla, but go for the 1.2 turbo ST $23,490 L4T 1.2 85 190 M5 1163 — — 5.6 95 52 06/13 F $24,490 L4 1.6 86 158 C 1205 — — 6.3 95 52 F $29,790 L4T 1.6 140 240 M6 1300 — — 6.0 95 50 F $33,490 L4T 1.6 140 240 C 1431 — — 6.5 95 52 A

ST ST Ti-S Ti-S

Qashqai

Nissan’s best passenger car

Clever packaging combined with a sharp price; handles like a jumped-up hatchback Performance not its forte; sub-par multimedia; overly firm ride; no AWD • The Pick: Base petrol ST with CVT auto, even if it misses out on the clever boot partitions $26,490 L4 2.0 106 200 M6 1372 9.9 — 7.7 91 50 F $28,990 L4 2.0 106 200 C 1408 10.1 — 6.9 91 50 09/14 F $32,990 L4 2.0 106 200 C 1408 10.1 — 6.9 91 50 F $36,490 L4 2.0 106 200 C 1429 10.1 — 7.7 91 54 F $37,990 L4 2.0 106 200 C 1457 10.1 — 6.9 91 54 F

ST ST ST-L N-Tec Ti

ST ST ST 7-seat ST 4WD TS 4WD ST-L ST-L 7-seat ST-L 4WD Ti 4WD TL 4WD

ST 2WD ST 4WD ST Hybrid 2WD

Handsome but ultimately outclassed

Great new steering wheel; third-row option; punchy new diesel; still looks good Engine and CVT uninspiring; foot-operated park brake; ultimately lacking in finesse • The Pick: Sharp pricing on the front-drive ST CVT makes the most sense $27,990 L4 2.0 106 200 M6 1425 — — 8.2 91 – $30,490 L4 2.5 126 226 C 1458 — — 7.9 91 – $31,990 L4 2.5 126 226 C 1508 — — 8.1 91 – $32,490 L4 2.5 126 226 C 1514 — — 8.3 91 – $35,490 L4TD 2.0 130 380 C 1614 — — 6.0 D – $36,590 L4 2.5 126 226 C 1493 — — 7.9 91 – $38,090 L4 2.5 126 226 C 1534 — — 8.1 91 – $38,590 L4 2.5 126 226 C 1549 – – 8.3 91 – $44,290 L4 2.5 126 226 C 1562 — — 8.3 91 – YB17 $47,290 L4TD 2.0 130 380 C 1664 — — 6.1 D –

Pathfinder

Driveaway electric

Purpose-built electric, with loads of torque; supremely smooth; classy, techy interior Regenerative braking, steering and handling all a bit weird-burger and/or artificial • The Pick: Um, the Leaf – but wait till late 2018 for the all new one with 400km range $39,990 E 80 280 A1 1525 11.9 — — 45 09/11 F

Fuel Resale cons. RON %

Finally, Nismo is here!; boosted six grunt; improved interior; rear-biased AWD Occasional driveline clunk; turbo lag; higher prices of latest update; cramped back seats • The Pick: Track Edition delivers on cornering without mega price and stiff set-up of Nismo $189,000 V6TT 3.8 419 628 S6 1765 — — 11.7 98 55 A $195,000 V6TT 3.8 419 628 S6 1765 — — 11.7 98 55 A $227,000 V6TT 3.8 419 628 S6 1760 — — 11.7 98 55 A $299,000 V6TT 3.8 441 652 S6 1739 2.7 — 11.7 98 03/17 A

X-Trail

R R R R R

0-400 metres

Same virtues as the coupe, but the V6 should sound sweeter top-down 137kg extra weight is like having a Biggest Loser contestant on board, all of the time • The Pick: Auto is slick and intuitive, but we’d still opt for the manual $60,990 V6 3.7 245 363 M6 1608 — — 11.2 95 64 01/10 R $63,490 V6 3.7 245 363 A7 1618 — — 11.2 95 64 R

A synonym for ’old-gen’

Fabulously raw and lightweight roadsters; relatively affordable Forget about cabin ergonomics or ride quality; definitely not practical • The Pick: It has to be the Plus8 if you really want to carry off the inbred eccentric look $89,900 L4 1.6 82 131 M6 868 8.0 — 6.3 95 67 $103,500 L4 2.0 115 201 M6 877 7.5 — 7.0 95 61 $139,775 V6 3.7 209 352 M6 950 5.5 — 9.8 95 67 $225,000 V8 4.8 270 490 M6 1100 4.5 — 12.1 95 50 $225,000 V8 4.8 270 490 A6 1100 4.5 — 12.1 95 50

0-100 km/h

370Z Roadster Plus-sized model with GSOH

It’s a good way to stand out; there’s nothing else like it; character personified It’s a good way to get laughed at; thirsty; lacking useful features like a windscreen • The Pick: Something (anything!) with four wheels, unless you have a really big garage $92,300 V2 2.0 60 140 M5 550 6.0 — 9.3 95 61 R

Aero 8

Kerb Eng size Power Torque Trans. weight

Fast and sharp; big-hearted V6; sweetly balanced; trick auto-blip manual on downshifts Engine still coarse; manual shift a tad clunky; ride quality on rough roads • The Pick: It’s no son of Godzilla, but a tyre-fryin’ hoot on smooth hotmix $49,990 V6 3.7 245 363 M6 1471 5.6 13.8 10.5 95 51 06/09 R $52,490 V6 3.7 245 363 A7 1485 5.7 13.8 10.5 95 52 12/09 R $61,490 V6 3.7 253 374 M6 1480 — — 10.6 95 — R $63,990 V6 3.7 253 374 A7 1490 — — 10.4 95 — R

A A A

2yr/100,000km morgancars.com.au

Morgan

Eng type

370Z

From Challenger to challenging

Clever on-demand 4WD system; eight-speed transmission; rugged Old-school Triton chassis hurts dynamics; gobsmacking styling • The Pick: Base GLX offers plenty for the money, but Toyota Fortuner is much prettier $45,000 L4TD 2.5 133 430 A8 2045 — — 8.0 D 52 $48,500 L4TD 2.5 133 430 A8 2060 — — 8.0 D 53 $53,000 L4TD 2.5 133 430 A8 2070 — — 8.0 D 53 03/16

Pajero

Price

POW E RE D

F F F A A F F A A A

Plays on new tech; chassis tune

Strong V6 engine; in-cabin technology; handling stepped up with 2017 facelift... ...but still off the pace of the class best; safety gear missing in ST variants • The Pick: ST-L V6 with the all-wheel-drive system, which better channels those extra kW $41,990 V6 3.5 202 340 C 1920 — — 9.9 91 F $45,490 V6 3.5 202 340 C 1985 — — 10.1 91 A $44,490 L4SH 2.5 188 330 C 1969 — — 8.6 91 F

wheels ON FACEBOOK

Join the conversation at facebook/wheelsaustralia @wheelsaustralia 183

V6 V6 L4SH V6 V6 L4SH

Y62 Patrol

C C C C C C

1960 2025 2073 2000 2065 2073

— — — — — —

F= Front drive, R=Rear drive, A=All-wheel drive

Fuel Resale cons. RON %

9.9 10.1 8.6 9.9 10.1 8.6

When we drove it

Glass's predicted resale rating, retained after 3 years

Recommended octane rating

Fuel consumption in Litres/100km

0-400 metres

— — — — — —

340 340 330 340 340 330

Kilograms

0-100 km/h

202 202 188 202 202 188

M=manual, A=automatic, S=sequential, C=CVT

Kerb Eng size Power Torque Trans. weight

3.5 3.5 2.5 3.5 3.5 2.5

Newton metres

0-400m acceleration, in sec s (Wheels tested figures in italics)

$53,690 $57,690 $60,690 $62,190 $66,190 $69,190

0-100km/h acceleration, in secs (Wheels tested figures in italics)

Eng type

Price

ST-L 2WD ST-L 4WD ST-L Hybrid 4WD Ti 2WD Ti 4WD Ti Hybrid 4WD

Kilowatts

New models for the month highlighted

Litres

Recommended Retail Price at time of publication (* indicates driveaway)

L=in-line, V=vee, F=flat, R=rotary. Number of cyls or rotors. T= turbo, S= s'charged, D=diesel, H=hybrid

NISSAN – S KO DA

NEW ARRIVALS

Issue tested

Drive

91 91 91 91 91 91

My dear, how you’ve blossomed

Posh V8 Patrol has graduated from uni and is living in the eastern suburbs At 2.8 tonnes, it’s the heaviest ‘car’ on sale in Australia; V8 loves a binge drink • The Pick: Base Ti offers plenty, but is this really necessary? $71,990 V8 5.6 298 560 A7 2800 — — 14.5 95 58 $88,990 V8 5.6 298 560 A7 2829 — — 14.5 95 58

Ti Ti-L

Peugeot 208

F A A F A A

2008

3yr/100,000km peugeot.com.au

Pretty, well-priced

Return to French form

Terrific three-pot; supple ride; adjustable handling; great packaging; commendably light Outshone by slick 3008 sibling; instrument location • The Pick: Go for the mid-spec Allure and gain AEB as standard $26,490 L3T 1.2 81 205 A6 1188 11.3 — 4.8 95 F $30,990 L3T 1.2 81 205 A6 1188 11.3 — 4.8 95 F $32,990 L3T 1.2 81 205 A6 1188 11.3 — 4.8 95 F

Active Allure GT Line

Price

Eng type

308

Active Allure Allure HDi Allure Touring HDi GTi

Active Allure GT-Line GT

0-400 metres

Classy, Gallic CX-5 alternative

Mid-size for non-conformists

1 2 3 4

FIAT 500C

$21,990 More glorified sunroof than fully fledged convertible, but the cheeky Fiat is the cheapest way to get your top off. Pity about its rear vision...

MAZDA MX-5

$33,340 Not only is the MX-5 the second cheapest convertible in Australia, it’s also one of the most rewarding cars to drive, and a Wheels COTY winner.

$38,900 Mini’s most affordable drop-top has a MINI proper electrically folding roof for pure cabriolet COOPER CONVERTIBLE motoring but also offers a second row of seating.

JJEEP WRANGLER

$38,990 While most convertibles focus on a tarmac motoring experience, Jeep’s Wrangler promises fun both in the bush and on the beach.

ABARTH 124 SPYDER

$41,990 Sharing much of the MX-5’s structure, the Abarth is another two-seat, rear-drive option wrapped up in a more serious performance package.

184 wheelsmag.com.au

S S

F F F F F

Mitsubishi ASX puts on a beret

3yr/unlimited porsche.com.au

Cayman goes all sensible

Finally, it’s more affordable than the drop-top it’s based on; performance of turbo fours Cayman engines now identical tune to Boxsters’; difficult to replace the zing of atmo six • The Pick: Suddenly the Cayman is looking a lot more tempting thanks to new pricing $115,300 F4T 2.0 220 380 M6 1335 5.1 — 7.4 98 57 R $117,160 F4T 2.0 220 380 S7 1365 4.9 — 6.9 98 57 R $145,500 F4T 2.5 257 420 M6 1355 4.6 — 8.1 98 57 R $150,490 F4T 2.5 257 420 S7 1385 4.3 12.4 10.6 98 57 05/17 R

718 Boxster

affordable convertibles

Drive

Improved styling and suspension damping over the Mitsubishi ASX on which it’s based Steering and handling; refinement; plasticky Mitsu’ interior; not remotely French • The Pick: A better-looking ASX, but lacks the dynamics of a Qashqai or Subaru XV $29,990 L4 2.0 110 197 M5 — — — 7.7 95 54 F

718 Cayman

TO OP

Issue tested

Best Pug this century

Porsche

S S

Fuel Resale cons. RON %

Price and equipment; roomy, quality interior; GT’s punch and capable dynamics Ride quality not quite up to snuff; replacement due in not-too distant future • The Pick: GT HDi is semi-sporting and a valid premium-Japanese alternative $37,990 L4T 1.6 121 240 A6 1410 8.4 16.1 5.6 95 48 09/16 $45,990 L4TD 2.0 120 340 A6 1520 9.2 — 5.4 D 50 $48,990 L4TD 2.0 120 340 A6 1540 9.5 — 5.5 D 50 $59,990 L4TD 2.0 133 400 A6 1540 8.6 — 4.4 D 51 $62,990 L4TD 2.0 133 400 A6 1676 8.6 — 4.6 D 51

4008

Active FWD

0-100 km/h

Now a genuine SUV built on excellent 308 underpinnings; cabin flair; agility; equipment Ride could be calmer; small 53L tank; AEB not standard; no AWD option • The Pick: Sweet-handling charmer with Allure striking a nice value equation $36,990 L4T 1.6 121 240 A6 1371 9.9 — 7.0 95 — — F $39,490 L4T 1.6 121 240 A6 1371 9.9 — 7.0 95 — 09/17 F $43,490 L4T 1.6 121 240 A6 1371 9.9 — 7.0 95 — — F $49,490 L4TD 2.0 133 400 A6 1433 8.9 — 4.8 D — — F

508

Active Allure HDi Allure HDi Touring GT HDi GT HDi Touring

Kerb Eng size Power Torque Trans. weight

Smart styling; entry-level triple is a belter; terrific dynamics; well equipped for the money Torsion-beam rear felt at times; ride on big wheels; ventilation controls in touchscreen • The Pick: 1.2 turbo triple is a rip-snorter (although price of entry steep) as is diesel wagon $26,990 L3T 1.2 96 230 A6 1150 8.9 — 5.1 95 52 01/17 F $31,990 L3T 1.2 96 230 A6 — 95 F $35,990 L4TD 2.0 110 370 A6 1310 8.6 — 4.1 D 53 F $37,990 L4TD 2.0 110 370 A6 1420 8.9 — 4.2 D 53 F $45,990 L4T 1.6 200 330 M6 1205 6.0 — 6.0 95 55 F

3008

A A

Charming three-pot turbo; sharper value and extra gear; plush seats; GTi great to drive Lacks a 308’s polish and panache; polarising driving position; no turbo-triple manual • The Pick: Base Active makes a value case; stretch to GT-Line if you need its extra kit $22,490 L3T 1.2 81 205 A6 1070 10.9 — 4.5 95 45 F $26,290 L3T 1.2 81 205 A6 1070 10.9 — 4.5 95 42 F $28,290 L3T 1.2 81 205 A6 1070 11.0 17.6 4.5 95 43 03/16 F $29,990 L4T 1.6 153 300 M6 1160 6.8 — 5.4 95 47 F

Active Allure GT-Line GTi

Get new car advice from the experts. whichcar.com.au

Six into four does go

Power, torque and efficiency of new four-pots; clever engineering; usability and styling Six’s acoustic magic gone; personality changed; prices creeping north • The Pick: Plenty of punch and a better sound from the base 2.0 makes it the pick $118,100 F4T 2.0 220 380 M6 1335 5.1 — 7.4 98 61 $119,960 F4T 2.0 220 380 S7 1365 4.9 — 6.9 98 61 $148,300 F4T 2.5 257 420 M6 1355 4.6 — 8.1 98 61 $153,290 F4T 2.5 257 420 S7 1385 4.4 — 7.3 98 61 06/16

911

R R R R

Driver appeal for the ages

Potent performance and dynamic depth; practical as a daily driver; GT3 manual is back! Carrera’s adoption of snails has dulled the flat six mill’s sweet delivery and aural magic • The Pick: The GTS coupe marks the sweet spot between the S and the GT3 Carrera $220,900 F6TT 3.0 272 450 M7 1430 4.6 — 8.3 98 67 R Carrera $226,850 F6TT 3.0 272 450 S7 1450 4.4 — 7.4 98 67 R Carrera S $256,000 F6TT 3.0 309 500 M7 1440 4.3 — 8.7 98 67 R Carrera S $261,950 F6TT 3.0 309 500 S7 1460 4.1 — 7.7 98 67 R Carrera GTS $282,400 F6TT 3.0 331 550 M7 1450 4.1 — 9.4 98 R Carrera GTS $289,790 F6TT 3.0 331 550 S7 1470 3.7 — 8.3 98 R Carrera Cabriolet $242,400 F6TT 3.0 272 450 M7 1500 4.8 — 8.5 98 67 R Carrera Cabriolet $248,350 F6TT 3.0 272 450 S7 1520 4.6 — 7.5 98 67 R Carrera S Cabriolet $277,500 F6TT 3.0 309 500 M7 1510 4.5 — 8.8 98 67 R Carrera S Cabriolet $283,450 F6TT 3.0 309 500 S7 1530 4.3 — 7.8 98 67 R Carrera GTS Cab $303,900 F6TT 3.0 331 550 M7 1520 4.2 — 9.4 98 R Carrera GTS Cab $311,290 F6TT 3.0 331 550 S7 1540 3.8 — 8.4 98 R Carrera 4 $237,000 F6TT 3.0 272 450 M7 1480 4.5 — 8.7 98 57 A Carrera 4 $242,950 F6TT 3.0 272 450 S7 1500 4.3 — 7.7 98 57 A Carrera 4S $272,100 F6TT 3.0 309 500 M7 1490 4.2 — 8.9 98 57 A Carrera 4S $278,050 F6TT 3.0 309 500 S7 1510 4.0 — 7.9 98 57 A Carrera 4 GTS $298,600 F6TT 3.0 331 550 M7 1495 4.0 — 9.5 98 A Carrera 4 GTS $305,990 F6TT 3.0 331 550 S7 1515 3.6 — 8.5 98 A Carrera 4 Cabriolet $258,500 F6TT 3.0 272 450 M7 1550 4.7 — 8.9 98 57 A Carrera 4 Cabriolet $264,450 F6TT 3.0 272 450 S7 1570 4.5 — 7.9 98 57 A Carrera 4S Cabriolet $293,600 F6TT 3.0 309 500 M7 1560 4.4 — 9.0 98 57 A Carrera 4S Cabriolet $299,550 F6TT 3.0 309 500 S7 1580 4.2 — 8.0 98 57 A Carrera 4 GTS Cab $320,100 F6TT 3.0 331 550 M7 1565 4.1 — 9.7 98 A Carrera 4 GTS Cab $327,490 F6TT 3.0 331 550 S7 1585 3.7 — 8.7 98 A Targa 4 $258,500 F6TT 3.0 272 450 M7 1570 4.7 — 8.9 98 57 A Targa 4 $264,450 F6TT 3.0 272 450 S7 1590 4.5 — 7.9 98 57 A Targa 4S $293,600 F6TT 3.0 309 500 M7 1580 4.4 — 9.0 98 57 A

Showroom Targa 4S Targa 4 GTS Targa 4 GTS GT3 GT3 Turbo Turbo S Turbo Cabriolet Turbo S Cabriolet

$299,550 $320,100 $327,490 $326,800 $326,800 $390,000 $461,600 $411,500 $483,100

Kerb Eng size Power Torque Trans. weight

0-100 km/h

0-400 metres

3.0 3.0 3.0 4.0 4.0 3.8 3.8 3.8 3.8

4.2 4.1 3.4 3.9 3.4 3.0 2.9 3.1 3.0

— — 11.4 — — — — — —

Eng type

Price

F6TT F6TT F6TT F6 F6 F6TT F6TT F6TT F6TT

Panamera

4 4 E-Hybrid 4S 4S Diesel Turbo Turbo S E-Hybrid

S S Diesel S E-Hybrid GTS Turbo Turbo S

S7 M7 S7 M6 S7 S7 S7 S7 S7

1600 1585 1605 1488 1505 1595 1600 1665 1670

57 57 57 57 04/17

Porsche’s most popular model

Now larger, lighter and less ugly

Last shot at success

Australia’s most affordable 7-seater

Driveaway pricing; solid after-sales service; spacious and flexible interior Four-star ANCAP safety; lacking performance; no cruise control on GX; no curtain airbags • The Pick: Exora GXR gains useful kit including leather, reverse camera and cruise $25,990* L4T 1.6 103 205 C 1475 — — 8.2 91 56 F $27,990* L4T 1.6 103 205 C 1485 — — 8.2 91 56 F

Renault Clio

5yr/unlimited renault.com.au Fashionable and fun, especially the RS

Charming Clio blends dynamic excellence with terrific new turbocharged engines 1.2 turbo dual-clutch only; some (optional) colour-coding looks cheap; no rear airbags • The Pick: The Life three-pot manual, or the superb Renaultsport in Sport trim $15,990 L3T 0.9 66 135 M5 1019 12.2 — 4.5 95 43 F $17,990 L3T 0.9 66 135 S6 1019 12.2 — 4.5 95 47 F $19,990 L4T 1.2 88 190 S6 1104 9.4 – 5.2 95 47 F $22,990 L4T 1.2 88 190 S6 1104 9.4 — 5.2 95 49 F $22,990 L4T 1.2 88 190 S6 1120 9.4 — 5.2 95 49 F $30,990 L4T 1.6 147 240 S6 1218 6.7 14.9 6.3 95 51 F $32,490 L4T 1.6 147 240 S6 1218 6.7 14.9 6.3 95 51 F $42,990 L4T 1.6 162 260 S6 1270 6.6 — 5.9 95 51 F

Kerb Eng size Power Torque Trans. weight

0-100 km/h

0-400 metres

Fuel Resale cons. RON %

Issue tested

Drive

Targeting the mainstream

Life hatch Life hatch Zen hatch Zen sedan Zen wagon Intens sedan GT-Line hatch GT-Line wagon GT hatch GT wagon

Roadholding and chassis competency; performance of GT; torquey 1.2 Cabin lacks premium finishes; GT’s synthetic engine sound; tyre roar on coarse bitumen • The Pick: GT is the pick for those wanting a sporty drive, but the Zen is good for everyday $22,990 L4T 1.2 97 205 M5 — — — 5.5 95 F $24,990 L4T 1.2 97 205 S7 — — — 5.6 95 F $28,990 L4T 1.2 97 205 S7 1265 9.5 — 5.6 95 52 01/17 F $29,990 L4T 1.2 97 205 S7 1321 — — 6.1 95 50 F $30,490 L4T 1.2 97 205 S7 1337 — — 6.2 95 50 F $35,990 L4T 1.2 97 205 S7 1321 — — 6.1 95 50 F $34,990 L4T 1.2 97 205 S7 1265 10.3 — 5.6 95 53 F $36,490 L4T 1.2 97 205 S7 1337 — — 5.6 95 51 F $40,990 L4T 1.6 151 280 S7 1392 7.1 — 6.0 95 54 F $42,490 L4T 1.6 151 280 S7 1430 — — 6.0 95 51 F

Lat La L attit a iitu ttu ud de e Latitude

Captur

Zen Zen Intens

Brings high style to the baby SUV segment; supple dynamics; plush seats; packaging 100kg weight gain takes the shine off Clio’s drivetrains; laggy dual-clutch gearbox • The Pick: Reduced price and weight of charming TCe90 three-pot manual earns our vote $23,990* L3T 0.9 66 135 M5 1134 13.0 — 4.9 95 48 F $26,990* L4T 1.2 88 190 S6 1215 10.9 — 5.4 95 51 F $30,990* L4T 1.2 88 190 S6 1215 11.1 18.0 5.4 95 50 05/15 F

Koleos

Life Zen 4x2 Zen 4x4 Intens Diesel

Très chic

Nissan genes in French skin

Solid value courtesy of sharp pricing; interior presentation; diesel adds choice Ancient atmo drivetrain; slow steering; lacks body control • The Pick: Koleos looks smart but there are better alternatives in this busy segment $29,990 L4 2.5 126 226 C 1552 — — 8.1 95 50 $33,990 L4 2.5 126 226 C 1611 9.5 — 8.1 95 51 $36,490 L4 2.5 126 226 C 1608 9.8 — 8.3 95 51 $43,490 L4 2.5 126 226 C 1608 9.8 — 8.3 95 52 $46,990 L4TD 2.0 130 380 C — — — 6.1 D 52

Rolls-Royce Ghost

Black Badge EWB

Black Badge

F F A A A

4yr/unlimited rolls-roycemotorcars.com

’Baby’ of the range Rolls on

Presence and grace, without arrogance; stonking V12; suicide (sorry, ‘coach’) rear doors Shares plenty of mechanicals with 7 Series, but who cares when it’s this impressive? • The Pick: You’ve decided on the Roller, so money is no object – go the long wheelbase $595,000 V12TT 6.6 420 780 A8 2360 4.9 — 13.6 95 63 08/10 R $695,000 V12TT 6.6 450 840 A8 — 4.8 — 14.6 95 R $675,000 V12TT 6.6 420 780 A8 — — — 13.7 95 63 R

Wraith

Silent coupe assassin

Subtly flamboyant styling; super-smooth and effortlessly powerful; rarity; presence At 5.3m long and nearly 2.4 tonnes, there’s a limit to the Wraith’s dynamic credentials • The Pick: Just the one Sir (or Madam), but no coupe on earth will make life so easy $645,000 V12TT 6.6 465 800 A8 2360 4.6 — 14.0 95 53 R $745,000 V12TT 6.6 465 870 A8 — 4.5 — 95 R

Dawn

Vintage speedboat on wheels

Unique ambience and serious presence; majestic power; effortless but resolute handling Unwieldy in town; blustery rear cabin; average roof-up vision; a touch pricey • The Pick: The Wraith is sportier, although it’s harder to be seen in $749,000 V12TT 6.6 420 820 A8 2560 4.9 — 14.2 95 R

Phantom

S is for sport, we’re told

F F

Eng type

Megane

5yr/150,000km proton.com.au

Heaps of standard gear; safety gear; better looker than already sharp Preve sedan Preve turbo is slightly faster to 100km/h; manual gearbox option not here yet • The Pick: Wait for the Super Premium before doing anything rash $17,990* L4T 1.6 103 205 C 1355 9.9 — 8.8 95 39 $20,990* L4T 1.6 103 205 C 1370 9.9 — 8.8 95 41

Exora

Life Life Zen Intens GT-Line RS200 Sport RS200 Cup RS220 Trophy

10/17

A A A R R A A A A

Smart looks; keen pricing; five-year service package; Lotus-developed suspension Underwhelming engine; poor cabin quality; lack of overall appeal; resale values • The Pick: Proton’s five-star support package has appeal, if you treat cars as appliances $15,490 L4 1.6 80 150 M5 1305 12.0 — 7.2 95 38 F $17,990 L4 1.6 80 150 C 1325 12.5 — 7.4 95 38 F $22,990 L4T 1.6 103 205 C 1356 9.6 — 8.6 95 40 F

Suprima S

GX GXR

Drives like a Porsche on road, and decent off road; rousing atmo V6 and stonking TT V8s Hybrid more exxy and thirsty than Diesel (at least it’s quicker), and feels a little artificial • The Pick: Greenies won’t like you anyway, so give ’em good reason with the 382kW Turbo $109,200 V6TD 3.0 193 580 A8 2110 7.2 — 6.6 D 63 A $110,100 V6 3.6 220 400 A8 2040 7.6 — 9.2 95 63 A $144,500 V6TT 3.6 309 550 A8 2085 5.4 — 9.5 95 63 01/15 A $150,300 V8TTD 4.2 283 850 A8 2215 5.3 — 8.0 D 63 A $145,500 V6H 3.6 306 590 A8 2350 5.9 — 3.4 95 63 12/14 A $157,700 V6TT 3.6 324 600 A8 2110 5.1 — 9.8 98 63 A $237,500 V8TT 4.8 382 750 A8 2185 4.4 — 11.2 98 63 A $289,900 V8TT 4.8 419 800 A8 2235 4.1 — 11.5 98 63 A

Preve

GX GXR

98 98 98 98 98 98 98 98 98

Atones for the sins of the original

Proton

GX GX GXR

8.0 9.7 8.7 12.9 12.7 9.1 9.1 9.3 9.3

Price

Drive

Stuttgart’s smallest tractor is also its cheapest; not a clone of its Audi Q5 cousin Hefty twin-turbo V6 power lost on a high-riding SUV; sports pedigree is marketing spin • The Pick: The diesel, as the V6 talks the torquey talk without attempting the sporty walk $80,110 L4T 2.0 185 370 S7 1770 6.5 — 7.4 95 A $95,300 V6TD 3.0 190 580 S7 1880 6.3 — 6.3 D 63 08/14 A $95,900 V6TT 3.0 250 460 S7 1865 5.4 — 9.0 98 63 A $113,700 V6TT 3.0 265 500 S7 1895 5.0 — 9.2 98 A $133,500 V6TT 3.6 294 550 S7 1925 4.8 — 9.2 98 63 A

Cayenne

Diesel

500 550 550 460 460 710 750 710 750

Issue tested

Fab interior; improved design; powerful engines, even in the Hybrid; ride and handling Price; sheer bulk; scratchy brakes; understeer at the limit; Hybrid refinement needs work • The Pick: If you’re going to spend this much go the whole hog for the Turbo $214,800 V6T 3.0 243 450 S8 1815 5.5 — 7.6 98 57 R $225,200 V6T 3.0 243 450 S8 1850 5.3 — 7.8 98 57 A $248,500 V6TTH 2.9 340 700 S8 2170 4.6 — 2.5 98 57 A $310,500 V6TT 2.9 324 550 S8 1870 4.2 — 8.2 98 57 A $318,600 V8TTD 4.0 310 850 S8 2050 4.3 — 6.8 D 57 A $384,500 V8TT 4.0 404 770 S8 1995 3.6 — 9.4 98 57 A $460,100 V8TTH 4.0 500 850 S8 2310 3.4 — 2.9 98 57 A

Macan

S Diesel S GTS Turbo

309 331 331 368 368 397 427 397 427

Fuel Resale cons. RON %

POW E RE D

EWB Coupe Drophead

Perennial land-yacht still magnificent

Powerful, stately engine; jaw-dropping presence; ultra-luxe cabin; suicide doors Sheer size hugely intimidating for all concerned, as is Phantom’s million-dollar pricetag • The Pick: Any; the sedan is as palatial as they come, coupe dials up the sex factor $855,000 V12 6.7 338 720 A8 2649 5.9 — 14.8 95 61 05/04 R $990,000 V12 6.7 338 720 A8 2670 5.9 — 14.9 95 61 R $995,000 V12 6.7 338 720 A8 2629 5.6 — 14.8 95 61 R $1,075,000 V12 6.7 338 720 A8 2630 — — 14.8 95 61 R

5yr/unlimited skoda.com.au

Škoda Fabia

A Polo with more

More personality than a Polo; classy interior; tractable engines; safety and equipment Cruise not standard; sports suspension lacks suppleness; low-speed steering feel • The Pick: Practicality of the wagon makes it a winner, and stick with the base 70TSI 70TSI $16,890 L3T 1.0 70 160 M5 1043 10.6 — 4.5 95 F 70TSI wagon $18,040 L3T 1.0 70 160 M5 1107 10.8 — 4.5 95 F 81TSI $19,890 L3T 1.0 81 200 S7 1097 9.8 — 4.7 95 F 81TSI wagon $21,040 L3T 1.0 81 200 S7 1161 9.9 — 4.7 95 F 81TSI Monte Carlo $23,990 L3T 1.0 81 200 S7 1097 9.8 — 4.7 95 F 81TSI M’ Carlo wgn $25,140 L3T 1.0 81 200 S7 1087 9.4 — 4.7 95 F

Rapid Spaceback Space, the family frontier

92TSI

Brilliantly packaged Polo platform; gutsy turbo four Dark and dull interior reflects its budget status; not a handling hero; old-gen VW tech • The Pick: Rationalised range reduced to just one $23,990 L4T 1.4 92 200 S7 1210 9.4 — 6.0 95 41 F

@wheelsaustralia 185

Yeti

F= Front drive, R=Rear drive, A=All-wheel drive

Fuel Resale cons. RON %

When we drove it

Glass's predicted resale rating, retained after 3 years

0-400 metres

Recommended octane rating

0-100 km/h

Fuel consumption in Litres/100km

Kilograms

M=manual, A=automatic, S=sequential, C=CVT

Newton metres

Kilowatts

Litres

Kerb Eng size Power Torque Trans. weight

0-400m acceleration, in sec s (Wheels tested figures in italics)

Eng type

0-100km/h acceleration, in secs (Wheels tested figures in italics)

Price

L=in-line, V=vee, F=flat, R=rotary. Number of cyls or rotors. T= turbo, S= s'charged, D=diesel, H=hybrid

New models for the month highlighted

Recommended Retail Price at time of publication (* indicates driveaway)

SKODA – T O YO T A

NEW ARRIVALS

Issue tested

Drive

Not at all abominable

Ultra-compact MPV/SUV that prioritises cabin and drivetrain efficiency; fun 81TSI No diesel option; 4x4 is almost Tiguan money; small boot; some NVH issues • The Pick: Light, roomy front-drive 1.2 turbo is great value 81TSI $24,690 L4T 1.2 81 175 M6 1298 10.9 — 5.6 95 43 81TSI $26,990 L4T 1.2 81 175 S7 1318 11.4 — 5.7 95 44 Outdoor 110TSI 4x4 $32,990 L4T 1.4 110 250 S6 1449 8.9 — 6.6 95 45

Octavia

F F A

Superb

Kodiaq

Tiguan’s engorged cousin

Value; space; refinement; primary ride; handling; ‘surprise and delight’ Low-speed ride niggles on 19s; no manual shift paddles • The Pick: The loaded 132TSI offers a stack of ability for not a lot of moolah $42,990 L4T 2.0 132 320 S7 1677 8.2 — 7.6 95 54 07/17 $48,990 L4TD 2.0 140 400 S7 1761 8.6 — 5.9 D 55

Ssangyong Korando

Frankenstein with lipstick

L4TD L4TD L4TD

2.0 114 360 2.0 114 360 2.0 114 360

Rexton

M6 1968 — A5 1992 — A5 1992 —

— — —

7.6 7.8 7.8

D D D

50 50 51

2.0i sedan 2.0i hatch

3yr/unlimited subaru.com.au

Subaru Impreza

Outback

2.5i 2.5i Premium 2.0D 2.0D 2.0D Premium 2.0D Premium 3.6R Premium

Impreza now impressive again

Quality interior finish; cabin space and refinement; polished chassis Performance of revised flat four only average; base 2.0i misses active safety gear • The Pick: 2.0i-S with torque vectoring is a lot of car for the money, or be happy in a 2.0i-L $22,400 F4 2.0 115 196 C 1386 10.1 — 6.6 91 — — A $22,600 F4 2.0 115 196 C 1399 10.1 — 6.6 91 — — A

186 wheelsmag.com.au

Premium Premium tS tS

2.0i-L 2.5i-L 2.5i-S 2.0D-L 2.0D-L 2.0D-S 2.0D-S XT XT Premium

10.1 10.1 10.1 10.1 10.1 10.1

196 196 196 196 196 196

C C C C C C

1409 1417 1409 1417 1433 1438

0-400 metres

— — — — — —

Fuel Resale cons. RON %

6.6 6.6 6.6 6.6 7.2 7.2

91 91 91 91 91 91

— — — — — —

Issue tested

— — — — — —

Drive

A A A A A A

Impreza in active wear

A A A A

New-generation icon

Ugly no longer

Classy SUV alternative

Better riding than Liberty; neat styling; extensive equipment; impressive CVT tranny No petrol manuals; weirdly weighted steering; flat six is so smooth it lacks character • The Pick: Arguably better than its Liberty stablemate in all drivetrain variations $36,240 F4 2.5 129 235 C 1597 10.2 — 7.3 91 54 03/15 A $42,240 F4 2.5 129 235 C 1628 10.2 — 7.3 91 55 A $35,740 F4TD 2.0 110 350 M6 1630 9.7 — 5.7 D 54 A $38,740 F4TD 2.0 110 350 C 1684 9.9 — 6.3 D 55 A $42,240 F4TD 2.0 110 350 M6 1668 9.7 — 5.7 D 55 A $45,240 F4TD 2.0 110 350 C 1723 9.9 17.0 6.3 D 56 07/15 A $48,740 F6 3.6 191 350 C 1702 7.6 — 9.9 95 56 02/15 A

Levorg

1.6 GT 1.6 GT Premium 2.0 GT-S 2.0 STI Sport

0-100 km/h

115 115 115 115 115 115

Massive price cuts and a big lift in style; classy interior; smooth refinement; AWD grip Numb steering; unsettled ride; no manuals or GTs; 2.5i doesn’t sound like a flat four • The Pick: Not the driving experience it once was, but if you can stretch to it, the 3.6R $30,240 F4 2.5 129 235 C 1542 9.6 — 7.3 91 55 03/15 A $36,240 F4 2.5 129 235 C 1568 9.2 16.7 7.3 91 57 09/16 A $42,740 F6 3.6 191 350 C 1645 7.3 15.3 9.9 91 57 02/15 A

The softer side to a WRX

WRX performance and all-paw dynamics; stylish wagon body; big load capacity; value Body roll through corners; low-speed ride; tyre roar; lacks aural excitement; CVT only • The Pick: If you’re buying something this late in its product cycle, go for the cheap one $35,990 F4T 1.6 125 250 C 1579 8.9 — 7.4 95 A $42,890 F4T 1.6 125 250 C 1620 8.9 — 7.4 95 A $49,140 F4T 2.0 197 350 C 1622 6.6 — 8.7 95 A $51,990 F4T 2.0 197 350 C 1631 6.6 — 8.7 95 A

Brilliantly engineered by Subaru

Superb steering, balance; engine above 4500rpm; driveaway pricing; free servicing Sounds like a Forester at low revs; not as rapid as a WRX; getting pricey • The Pick: Same as Toyota 86, but slightly less oversteery. Your choice $33,990 F4 2.0 147 205 M6 1256 7.8 15.5 9.0 98 61 05/17 $35,990 F4 2.0 147 205 A6 1286 8.2 — 7.1 95 62 $35,490 F4 2.0 147 205 M6 1256 7.6 — 7.8 95 $37,490 F4 2.0 147 205 A6 1286 8.2 — 7.1 95 $39,894 F4 2.0 147 205 M6 1256 7.6 — 7.8 95 $41,894 F4 2.0 147 205 A6 1286 8.2 — 7.1 95

Forester R R R

A rough-and-ready 4x4

Switchable 4WD with high and low range, and a 2.6-tonne braked towing capacity Separate-chassis structure adds weight and kills agility; it’s outdated and ungainly The Pick: A second-hand Toyota 4WD of some description. Or even a Pajero $39,990 L4TD 2.0 115 360 A5 1985 — — 7.8 D 38

Liberty

2.5i 2.5i Premium 3.6R Premium

Kerb Eng size Power Torque Trans. weight

2.0 2.0 2.0 2.0 2.0 2.0

Subie icons now with fluid handling and a great cabin; midlife updates add value and appeal WRX misses out on excellent STI seats; defining STI wing is optional • The Pick: Despite WRX’s all-new engine, the sharply focused STI is worth the extra coin $39,240 F4T 2.0 197 350 M6 1469 6.0 — 9.2 95 55 A $42,240 F4T 2.0 197 350 C 1527 6.3 — 8.6 95 55 08/14 A $45,640 F4T 2.0 197 350 M6 1504 6.0 — 9.2 95 55 05/14 A $48,840 F4T 2.0 197 350 C 1562 6.3 — 8.6 95 55 A $50,890 F4T 2.5 221 407 M6 1525 4.9 — 10.4 98 66 A $55,640 F4T 2.5 221 407 M6 1537 5.3 13.6 10.4 98 67 09/14 A $57,690 F4T 2.5 221 407 M6 1537 4.9 — 10.4 98 67 A

BRZ

Cheap road to seven seats; standard equipment list from a much higher price bracket A generational leap forward, yet the rear end still looks like unfinished business • The Pick: A vasectomy. Or a secondhand Honda Odyssey. If you must, the base S $29,990 $31,990 $36,990

Premium Premium STi STi Premium STI spec. R

Eng type

F4 F4 F4 F4 F4 F4

Cool colours, black alloys, and extra ground clearance; more fun than an Impreza Firm ride on 18s; deserves the Forester’s 2.5; small boot • The Pick: 2.0i Premium thanks to plenty of equipment and active safety gear $27,990 F4 2.0 115 196 C 1420 10.7 — 7.5 91 — $30,340 F4 2.0 115 196 C 1435 10.7 — 7.5 91 — $32,140 F4 2.0 115 196 C 1440 10.7 — 7.5 91 — $35,240 F4 2.0 115 196 C 1445 10.7 — 7.5 91 —

WRX

It actually stands for ’Korea can do’

Equipment for the asking price; inoffensive looks; decent fuel economy Sloppy steering; laggy diesel; anaemic petrol; third-world image • The Pick: Base S is priced too close to other A-grade medium SUVs for us to recommend it $21,990 L4 2.0 110 197 A6 1599 — — 7.9 91 44 F $27,990 L4 2.0 110 197 A6 1599 — — 7.9 91 44 F $32,990 L4TD 2.0 129 360 A6 1747 — — 7.5 D 44 A

Stavic

S S SPR

2.0i 2.0i-L 2.0i Premium 2.0i-S

A A

3yr/100,000km ssangyong.com.au

$24,490 $24,690 $26,290 $26,490 $28,990 $29,190

Suave and quirky

Proportions; impressive space; quality; sweet turbo petrols; refinement; ride; solidity Not as dynamically poised as Passat; adaptive dampers part of expensive options pack • The Pick: 162TSI’s sharp pricing difficult to look past, otherwise shoot for the 206TSI 162TSI $40,690 L4T 2.0 162 350 A6 1463 6.6 14.7 6.4 95 39 09/16 F 162TSI wagon $42,390 L4T 2.0 162 350 A6 1490 7.1 — 6.4 95 39 F 140TDI $44,690 L4TD 2.0 140 400 A6 1513 7.7 — 4.8 D 39 05/16 F 140TDI wagon $46,390 L4TD 2.0 140 400 A6 1540 7.8 — 4.8 D 39 F 206TSI 4x4 $51,790 L4T 2.0 206 350 A6 1573 5.8 — 7.3 95 40 A 206TSI 4x4 wagon $53,490 L4T 2.0 206 350 A6 1600 5.8 — 7.3 95 40 05/16 A Sportline $56,790 L4T 2.0 206 350 A6 1600 5.8 — 7.3 95 41 A Sportline wagon $58,490 L4T 2.0 206 350 A6 1600 5.8 — 7.3 95 41 A

S SX SX AWD

Price

2.0i-L sedan 2.0i-L hatch 2.0i Premium sedan 2.0i Premium hatch 2.0i-S sedan 2.0i-S hatch

Unbeatable space for your dollar

Spacious interior; enormous luggage capacity; eager and efficient engines; great value Only upper-spec models get multi-link IRS; restless ride of torsion-beam lesser models • The Pick: Definitely the Golf GTI’s girthy, value-packed sister, the RS, in vast wagon form 110 TSI $23,490 L4T 1.4 110 250 M6 1219 8.1 — 5.4 95 40 F 110 TSI $25,990 L4T 1.4 110 250 S7 1234 8.2 — 5.2 95 41 F 110 TSI wagon $24,990 L4T 1.4 110 250 M6 1251 8.2 — 5.5 95 41 F 110 TSI wagon $27,490 L4T 1.4 110 250 S7 1266 8.3 — 5.2 95 42 F Sport 110 TSI $29,990 L4T 1.4 110 250 S7 1234 8.2 — 5.2 95 44 F Sport 110 TSI wagon $31,490 L4T 1.4 110 250 S7 1266 8.3 — 5.2 95 45 F RS 169 TSI $38,890 L4T 2.0 169 350 M6 1397 6.7 — 6.4 98 44 F RS 169 TSI $41,390 L4T 2.0 169 350 S6 1417 6.8 — 6.6 98 44 F RS 169 TSI wagon $40,390 L4T 2.0 169 350 M6 1438 6.8 — 6.4 98 45 F RS 169 TSI wagon $42,890 L4T 2.0 169 350 S6 1458 7.0 — 6.6 98 45 F RS 135 TDI $42,490 L4TD 2.0 135 380 S6 1462 8.2 — 5.2 D 45 F RS 135 TDI wagon $43,990 L4TD 2.0 135 380 S6 1503 8.3 — 5.3 D 46 F RS 245 $43,390 L4T 2.0 180 370 M6 — 6.6 — 6.6 98 F RS 245 wagon $44,890 L4T 2.0 180 370 S7 — 6.6 — 6.4 98 F RS 245 $45,890 L4T 2.0 180 370 M6 — 6.6 — 6.6 98 F RS245 wagon $47,390 L4T 2.0 180 370 S7 — 6.6 — 6.4 98 F

132TSI 4x4 140TDI 4x4

Get new car advice from the experts. whichcar.com.au

R R R R R R

Subtly satisfying

Spacious cabin; fluid handling; impressive ride and refinement; XT’s impressive pack Engines don’t really sound like flat fours any more; full-size spare robs boot space • The Pick: 2.0D-L has enough grunt coupled with excellent efficiency and kit levels $30,240 F4 2.0 110 198 M6 1500 10.6 — 7.2 91 52 A $33,240 F4 2.5 126 235 C 1530 9.9 17.1 11.8 91 54 06/17 A $39,740 F4 2.5 126 235 C 1567 9.9 — 8.1 91 55 A $33,740 F4TD 2.0 108 350 M6 1571 10.2 — 5.9 D 54 06/13 A $35,740 F4TD 2.0 108 350 C 1635 — — 6.3 D 54 A $39,740 F4TD 2.0 108 350 M6 1588 10.2 — 5.9 D 55 A $42,740 F4TD 2.0 108 350 C 1643 — — 6.4 D 55 A $41,240 F4T 2.0 177 350 C 1643 7.5 — 8.1 95 55 A $48,240 F4T 2.0 177 350 C 1657 7.0 15.1 8.1 95 56 11/15 A

Showroom Suzuki Price

Eng type

Kerb Eng size Power Torque Trans. weight

Swift

0-100 km/h

0-400 metres

Fuel Resale cons. RON %

Issue tested

Quiet achiever

GL GL GLX Turbo

S-Cross

Turbo Turbo Prestige

Charm on a budget

Performance from turbo triple; fuel economy; packaging; value; ride and handling No manual for the Boosterjet 3cyl; cheesy interior details; remote, low-geared steering • The Pick: GLX Turbo offers the zestiest engine and most kit $15,990 L4 1.4 68 130 M5 — — — 5.1 91 45 F $16,990 L4 1.4 68 130 A4 — — — 5.4 91 44 F $22,990 L3T 1.0 82 160 A6 — — — 5.2 91 46 F

Crosses over to modernity

Neatly straddles two small-SUV classes; new turbo engine ups torque nicely Reshuffled range ups price; like a Swift inside; AWD model gone; no Android Auto • The Pick: Base Turbo keeps the price down, which is what the S-Cross should be about $27,990 L4T 1.4 103 220 A6 1170 — — 7.9 95 05/17 F $29,990 L4T 1.4 103 220 A6 1170 — — 5.9 95 F

Jimny Sierra

Lives on with stability control

Surprisingly capable off-road; proven mechanicals; cheapest way to go bush bashing Bouncy ride and poor handling; unrefined; gutless engine means you’ll be revving it • The Pick: A pair of live axles ensures this is it, if you want a scaled-down 4x4 $21,990 L4 1.3 63 110 M5 1060 — — 7.1 91 46 A $23,990 L4 1.3 63 110 A4 1075 — — 7.4 91 46 A

Ignis

GL GL GLX

Vitara

RT-S RT-S S-Turbo S-Turbo AWD RT-X Diesel AWD

Funky styling, funky dynamics

Cool SUV styling and functionality with small-hatch pricing; brilliant packaging Viscous and low-geared steering; abrupt ride; tedious CVT transmission • The Pick: Without doubt, the GL manual. Or the 1.0-litre turbo if it ever gets here $15,990 L4 1.2 66 120 M5 820 — — 4.7 91 $16,990 L4 1.2 66 120 C 865 — — 4.9 91 $18,990 L4 1.2 66 120 C 865 — — 4.9 91

i-Tech

Camry

Model S

Prius hatch

i-Tech

75 75D 100D P100D

Model X

75D 100D P100D

8yr/unlimited teslamotors.com/en_AU

Multiple global awards; incredible mega-tablet centre stack; modernity Charging time; some interior finishes a bit hit and miss • The Pick: As a triumphant single-finger salute to the Europeans, any Model S you choose $105,150 E — 235 440 A1 — 5.8 — 0.0 — 55 R $112,050 E — 245 525 A1 — 5.4 — 0.0 — 55 A $139,500 E — 311 660 A1 — 4.4 — 0.0 — 54 A $196,200 E — — — A1 — 2.7 — 0.0 — A

Model S tech in an SUV body

Off-the-line performance; clever interior with 5, 6 or 7 seats; futuristic design Gimmicky doors; yawning panel gaps; prices add up with options • The Pick: P100D makes a high-performance statement $119,000 E — 241 525 A1 — 6.2 — 0.0 — $142,900 E — A1 — 5.0 — 0.0 — $203,600 E — 310 830 A1 — 3.1 — 0.0 —

Yaris

Ascent Ascent SX SX ZR

GT GT GTS GTS

GLi GLX GLi GLX Ultima

X-factor on face value

Drive

Hybrid Yaris by another name

Finally, a Corolla with substance

Made in Japan, and better for it

Koba Koba

Avensis Verso painted green

F F

Superb, and not just for a Toyota

The legendary family bus

This is the people mover of people movers with a refined and updated interior Won’t do much for your sex appeal; lacks the innovation of the 1990s ‘egg’ Tarago • The Pick: If you can stretch the budget, get the GLi V6 and gain good sprog-hauling torque $45,490 L4 2.4 125 224 C 1795 — — 8.9 91 52 F $47,990 L4 2.4 125 224 C 1795 — — 8.9 91 53 F $50,490 V6 3.5 202 340 A6 1870 — — 10.2 95 53 F $55,990 V6 3.5 202 340 A6 1870 — — 10.3 95 53 F $65,311 V6 3.5 202 340 A6 1930 — — 10.3 95 54 F

More than the look

Bold design; capable chassis; well specified; generous active safety gear standard Supply issues; engine could use more pep; claustrophobic rear; Koba is pricey • The Pick: Base C-HR front-driver represents good value and is fun to drive $26,990 L4T 1.2 85 185 M6 1375 — — 91 $28,990 L4T 1.2 85 185 C 1385 — — 91 $30,990 L4T 1.2 85 185 C 1460 — — 91 $33,290 L4T 1.2 85 185 C 1440 — — 8.0 91 05/17 $35,290 L4T 1.2 85 185 C 1510 — — 91

RAV4

GX 2WD GX 2WD GXL 2WD GX

Finally, a nice driving Prius!

Driving purity and overall value; brilliant rear-drive balance; worthy interior updates Auto misses out on minor engine update; price rises across range dilute great value • The Pick: GT manual because it brings all the DIY gearbox fun and more power for less coin $31,440 F4 2.0 152 212 M6 1257 — — 8.4 98 60 R $33,740 F4 2.0 147 205 A6 — 8.2 — 7.1 98 60 R $36,640 F4 2.0 152 212 M6 1275 — — 8.4 98 61 R $38,940 F4 2.0 147 205 A6 — 8.2 — 7.1 98 51 R

C-HR

A A A

Updated Yaris gains striking new face, refinement improvements, and fresh multimedia Ancient drivetrains; below-average fuel economy; flawed driving position • The Pick: Hatch now 5dr only and best as a manual $15,290 L4 1.3 63 121 M5 1025 — — 5.7 91 53 F $16,490 L4 1.3 63 121 A4 1035 13.7 19.3 6.3 91 55 03/15 F $17,330 L4 1.5 80 141 M5 1045 — — 5.8 91 56 F $18,490 L4 1.5 80 141 A4 1055 — — 6.3 91 55 F $22,470 L4 1.5 80 141 A4 1055 — — 6.3 91 57 F

Issue tested

Voracious breeders will love the wallet-saving hybrid tech, and the extra seats Youll forfeit any driving enjoyment; zero boot with seats up • The Pick: Be financially frugal and stick with the base $35,400 L4H 1.8 100 142 C 1565 — — 4.4 95 55 07/12 $45,380 L4H 1.8 100 142 C 1565 — — 4.4 95 57

Tarago

3yr/100,000km toyota.com.au

Toyota

Fuel Resale cons. RON %

Frugal hybrid drivetrain; classy interior; newfound maturity in driving dynamics Rear headroom; hybrid pioneer still runs old-school Ni-MH batteries • The Pick: Put up with the puny 15-inch tyres and save some money with the base Prius $35,690 L4H 1.8 72 142 C 1775 — — 3.4 95 48 F $43,850 L4H 1.8 72 142 C 1775 — — 3.4 95 50 F

Prius V

Space-age electric celebrity

0-400 metres

Improved performance, appearance, hybrid system, dynamic appeal and value Kluger-sourced V6 is a lead-tipped arrow; firm ride on big-wheeled SL; not made in Oz • The Pick: The Ascent Hybrid is all the Camry you’ll ever need. Or perhaps an SX Ascent $27,690 L4 2.5 133 231 A6 1495 — — 7.8 91 F Ascent Sport $29,990 L4 2.5 133 231 A6 1560 — — 7.8 91 YB17 F Ascent Hybrid $29,990 L4H 2.5 160 423 C 1635 — — 4.2 91 YB17 F Ascent Sport Hybrid $31,990 L4H 2.5 160 423 C 1635 — — 4.2 91 F SX $33,290 L4 2.5 135 235 A6 1555 — — 8.3 91 YB17 F SX V6 $37,290 V6 3.5 224 362 A8 1620 — — 8.9 91 F SL $39,990 L4 2.5 151 270 A6 1560 — — 8.3 91 F SL Hybrid $40,990 L4H 2.5 160 423 C 1635 — — 4.5 91 F SL V6 $43,990 V6 3.5 224 362 A8 1630 — — 8.7 91 YB17 F

Tesla

0-100 km/h

Roomy and well-built; strong body; decent dynamics; attractive front end; reliability Heavier and slower than the previous model; unexciting drivetrain; snoozy sedan • The Pick: Ascent Sport manual, but both Mazda 3 and Golf are more polished small cars Ascent hatch $20,190 L4 1.8 103 173 M6 1255 — — 6.7 91 56 F Ascent hatch $21,790 L4 1.8 103 173 C 1275 — — 6.1 91 54 F Ascent Sport hatch $21,210 L4 1.8 103 173 M6 1270 — — 6.7 91 56 F Ascent Sport hatch $22,790 L4 1.8 103 173 C 1275 9.5 — 6.1 91 54 01/17 F Ascent sedan $21,240 L4 1.8 103 173 M6 1250 — — 7.0 91 48 F Ascent sedan $23,490 L4 1.8 103 173 C 1280 — — 6.6 91 47 F SX hatch $26,000 L4 1.8 103 173 C 1310 — — 6.1 91 56 F SX sedan $23,820 L4 1.8 103 173 M6 1255 — — 7.0 91 49 F SX sedan $26,070 L4 1.8 103 173 C 1285 — — 6.6 91 45 F ZR hatch $30,020 L4 1.8 103 173 C 1275 10.1 17.3 6.1 91 58 12/15 F ZR sedan $31,920 L4 1.8 103 173 C 1295 — — 6.6 91 50 F Hybrid hatch $27,530 L4H 1.8 73 142 C 1365 — — 4.1 95 56 F

F F F

F F F A A

Kerb Eng size Power Torque Trans. weight

Diesel-beating fuel efficiency in a sub-$25K light hatch package Dull dynamics true to Prius tradition; budget plastics; C-grade in more than just name • The Pick: A Polo Urban+ and Mazda 2 Genki are miles better, unless you’re eco-obsessed $23,450 L4H 1.5 74 169 C 1120 — — 3.9 91 57 F $26,510 L4H 1.5 74 169 C 1140 — — 3.9 91 58 F

Corolla

Iconic nameplate returns

Smart packaging; neat styling; competent dynamics; excellent ‘Boosterjet’ 1.4 turbo Econo-car cabin plastics really stand out in more expensive variants; pricey Diesel • The Pick: Front-drive RT-S has value on its side, but we’d go for the punchy S-Turbo $22,990 L4 1.6 86 156 M5 1075 — — 5.8 91 49 02/16 $23,990 L4 1.6 86 156 A6 1120 — — 6.0 91 50 02/16 $29,990 L4T 1.4 103 220 A6 1160 — — 5.9 95 50 $34,990 L4T 1.4 103 220 A6 1235 — — 6.2 95 52 $35,990 L4TD 1.6 88 320 S6 1325 — — 4.9 D 52

Eng type

Prius C

Drive

Trim kerb weights help little engines deliver flexibility and efficiency; refined, roomy cabin Base GL manual misses out on lots of kit; AEB only in top two variants; no manual turbo • The Pick: GL Navigator safety represents decent value GL $16,990 L4 1.2 66 120 M5 870 — — 4.6 91 55 F GL Navigator $17,990 L4 1.2 66 120 C 900 — — 4.8 91 44 F GL Navigator safety $18,990 L4 1.2 66 120 C 900 — — 4.8 91 47 F GLX Turbo $22,990 L3T 1.0 82 160 A6 915 — — 5.1 91 55 F

Baleno

Price

3yr/100,000km suzuki.com.au

POW E RE D

F F A F A

Is bigger really better?

Lots of room; decent versatility; capable performance; CVT works well with 2.0-litre Bulky dashboard an ergonomic malaise; engine needs revs; not very good off-road • The Pick: A CX-5, X-Trail, Escape or Forester, though the roomy RAV4 has its appeal $29,450 L4 2.0 107 187 M6 1465 — — 7.7 91 52 $31,490 L4 2.0 107 187 C 1500 — — 7.0 91 52 $35,490 L4 2.0 107 187 C 1510 — — 7.0 91 54 $34,490 L4 2.5 132 233 A6 1590 — — 8.5 91 54

@wheelsaustralia 187

F F F A

$39,060 $41,100 $38,490 $45,125 $44,490 $50,500

L4TD L4TD L4 L4TD L4 L4TD

Kluger

M6 A6 A6 A6 A6 A6

1620 1630 1590 1630 1600 1635

5.7 6.7 10.4 6.7 8.5 6.7

D D 91 D 91 D

F= Front drive, R=Rear drive, A=All-wheel drive

Fuel Resale cons. RON %

When we drove it

Glass's predicted resale rating, retained after 3 years

— — 18.2 — — —

340 340 233 340 233 340

Recommended octane rating

— — 11.5 — — —

110 110 132 110 132 110

Fuel consumption in Litres/100km

2.2 2.2 2.5 2.2 2.5 2.2

Kilograms

0-400 metres

M=manual, A=automatic, S=sequential, C=CVT

0-100 km/h

Newton metres

Kerb Eng size Power Torque Trans. weight

Kilowatts

0-400m acceleration, in sec s (Wheels tested figures in italics)

GX GX GXL GXL Cruiser Cruiser

0-100km/h acceleration, in secs (Wheels tested figures in italics)

Eng type

Price

Litres

Recommended Retail Price at time of publication (* indicates driveaway)

New models for the month highlighted

L=in-line, V=vee, F=flat, R=rotary. Number of cyls or rotors. T= turbo, S= s'charged, D=diesel, H=hybrid

TOYOTA – V O LV O

NEW ARRIVALS

Issue tested

Drive

54 55 54 06/17 55 56 56

A A A A A A

Tougher looks, better manners

Practical and roomy; quieter and more dynamically polished; strong engine; nice price Lack of a diesel narrows its appeal; average cabin plastics; no longer made in Japan • The Pick: GX front-drive, with its standard seven seats and Australian suspension tune $43,550 V6 3.5 218 350 A8 1980 8.3 — 9.1 91 54 F $47,550 V6 3.5 218 350 A8 2045 7.8 — 9.5 91 55 A $53,550 V6 3.5 218 350 A8 1980 8.3 — 9.1 91 55 F $57,550 V6 3.5 218 350 A8 2045 8.7 — 9.5 91 56 A $65,646 V6 3.5 218 350 A8 2025 8.3 — 9.3 91 56 F $69,617 V6 3.5 218 350 A8 2100 7.9 — 9.5 91 57 A

GX GX GXL GXL Grande Grande

Fortuner

Hilux spawns an SUV

Genuine off-road ability; rugged and durable; interior space; black steelies on base cars Vague steering; choppy ride; sluggish six-speed auto; lacks equipment of some rivals • The Pick: Grab a GXL with the sinister black wheels, and stick with the manual $47,990 L4TD 2.8 130 420 M6 2110 — — 7.8 D 60 A $49,990 L4TD 2.8 130 450 A6 2110 — — 8.6 D 60 A $52,990 L4TD 2.8 130 420 M6 2110 — — 7.8 D 61 A $54,990 L4TD 2.8 130 450 A6 2110 — — 8.6 D 60 A $59,990 L4TD 2.8 130 420 M6 2135 — — 7.8 D 62 A $61,990 L4TD 2.8 130 450 A6 2135 — — 8.6 D 61 A

GX GX GXL GXL Crusader Crusader

Prado

Seven-seater 4WD with real off-road ability

More torque from new diesel; grunty petrol V6; great off-road; massive 150-litre fuel tank Separate chassis and live rear axle hobbles handling; swing-out tailgate • The Pick: Go for the refined diesel; VX with kinetic suspension option offers best handling $53,490 L4TD 2.8 130 420 M6 2150 — — 8.8 D 61 A $56,490 L4TD 2.8 130 450 A6 — — — 8.8 D 61 A $59,990 L4TD 2.8 130 420 M6 2290 — — 8.8 D 61 A $62,990 L4TD 2.8 130 450 A6 — — — 8.8 D 59 A $73,990 L4TD 2.8 130 450 A6 — — — 8.8 D 61 A $84,490 L4TD 2.8 130 450 A6 2435 — — 8.8 D 61 A

GX GX GXL GXL VX Kakadu

LandCruiser 70 Hopeless on-road, brilliant off-road Immensely capable in the rough stuff; borderline unkillable; strong V8 diesel Lacks refinement; ordinary dynamics; spartan interior; missing basic safety gear • The Pick: Forget the frills and go for the WorkMate; just make sure you take it off road! $60,990 V8TD 4.5 151 430 M5 2295 — — 10.7 D 58 A $64,990 V8TD 4.5 151 430 M5 2295 — — 10.7 D 69 A

WorkMate GXL

LandCruiser

Dealer Quick Finder DEALER DIRECTORY

VIC

YARRA VALLEY TOYOTA 35 Hewish Road, Croydon 3136 Trust. Value. Excellence. Since 1968 Sales: 03 9725 5555

Volkswagen Polo

Urban Urban Urban+ Urban+ GTI GTI

110TSI 110TSI

110TSI Trendline 110TSI Trendline 110TSI Comfortline 110TSI Highline 110TDI Highline GTI Original GTI Original GTI GTI GTI Performance R R

$24,990 $27,490 $28,990 $34,490 $36,990 $37,490 $39,990 $41,490 $43,990 $47,990 $52,990 $55,490

Eng type

L4T L4T L4T L4T L4TD L4T L4T L4T L4T L4T L4T L4T

Golf wagon

110TSI Trendline 110TSI Comfortline 110TSI Highline 110TDI Highline

0-400 metres

Fuel Resale cons. RON %

1.4 1.4 1.4 1.4 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

9.1 9.1 9.1 8.2 8.3 — — 6.5 6.4 6.4 5.2 5.0

— — — — — — — — 14.5 14.6

95 95 95 95 D 98 98 98 98 98 98 98

110 110 110 110 110 169 169 169 169 180 213 213

250 250 250 250 340 350 350 350 350 370 380 380

M6 S7 S7 S7 S7 M6 S6 M6 S6 S6 M6 S7

1209 1233 1233 1265 1326 — — 1313 1324 1364 1476 1495

5.3 5.1 5.1 5.1 8.5 — — 6.2 6.6 6.6 7.1 13.2 6.9

Issue tested

54 54 54 58 59 09/17 59 59 60 60 60 62 61

Drive

F F F F F F F F F F A A

COTY winner with cargo

F F F F

Go anywhere Golf

Golf 7.5 updates in an all-paw wagon for more adventure potential Excellent diesel only offered in exxy Premium spec; road noise on coarse chip • The Pick: Diesel is pricey but offers the best economy with more towing-friendly torque $34,490 L4T 1.8 132 280 S7 1491 7.8 — 6.8 95 57 A $38,490 L4T 1.8 132 280 S7 1491 7.8 — 6.8 95 56 A $40,990 L4TD 2.0 135 380 S6 1526 7.8 — 5.4 D 58 A

Golf Cabriolet

118TSI Exclusive

0-100 km/h

Stacks of space plus all of Golf 7.5’s polish and class No manual gearbox or high-performance variant until R arrives • The Pick: 110TSI Trendline wagon packs all the equipment and engine you really need $28,990 L4T 1.4 110 250 S7 1312 9.5 — 5.2 95 56 $30,490 L4T 1.4 110 250 S7 1312 9.5 — 5.2 95 58 $35,990 L4T 1.4 110 250 S7 1312 8.6 — 5.1 95 58 $38,490 L4TD 2.0 110 340 S6 1326 8.9 — 4.6 D 59

Golf Alltrack

132TSI 132TSI Premium 135TDI Premium

Kerb Eng size Power Torque Trans. weight

Firmly suspended soft-top

Drives like a (Mk6) Golf; neatly packages four seats into a compact, relatively light body Increased steering vibration over hatch; dated design; won’t be replaced until Golf Mk8 • The Pick: For not that much extra coin, Audi’s new-gen A3 Cabriolet is a much better bet $43,990 L4ST 1.4 118 240 S7 1443 8.4 — 6.5 95 50 01/12 F

Jetta

Lots of VW for the money

Twincharger punch for $23K; huge boot; plenty of room; efficient engines; slick cabin Bland styling; Mk 6 Golf platform and interior architecture; folk will think you play bowls • The Pick: A base 118TSI over any Corolla, Lancer, Elantra or Cerato sedan 118TSI Trendline $23,990 L4ST 1.4 118 240 M6 1315 8.3 — 6.5 95 46 01/12 F 118TSI Trendline $25,490 L4ST 1.4 118 240 S7 1335 8.3 — 6.2 95 45 12/11 F 118TSI Comfortline $30,290 L4ST 1.4 118 240 S7 1335 7.5 15.1 6.2 95 47 03/12 F 118TSI Highline $34,290 L4ST 1.4 118 240 S7 1335 8.3 — 6.2 95 46 F 103TDI Highline $36,490 L4TD 2.0 103 320 S6 1454 9.5 — 5.5 D 43 F 155TSI Highline Sport$40,290 L4T 2.0 155 280 S6 1446 7.2 — 7.8 95 48 F

lB ack & ite update wh

DL:1541

3yr/unlimited volkswagen.com.au

Ageing compact contender

Slick and fresh with recent update; lively 81kW 1.2 turbo; rapid GTI Class-leading active safety kit is optional; rivals have closed in on Polo’s quality lead • The Pick: Providing you tick the (standard for MY16) adaptive dampers, a GTI manual $16,990 L4T 1.2 66 160 M5 1032 10.8 — 4.8 95 47 F $19,490 L4T 1.2 66 160 S7 1064 11.3 18.0 4.8 95 46 F $19,990 L4T 1.2 81 175 M6 1060 9.3 — 4.9 95 47 F $22,490 L4T 1.2 81 175 S7 1088 9.3 — 4.8 95 46 F $27,490 L4T 1.8 141 320 M6 1234 6.4 14.7 6.1 95 55 10/15 F $29,990 L4T 1.8 141 250 S7 1242 6.7 — 5.7 95 55 F

Golf

Price

King of the outback, not the road

Wonderful cruise comfort and exceptional refinement; go-anywhere ruggedness It’s a tank; cabin entry/egress difficult; brakes easily waterlogged; lumbering dynamics • The Pick: Outstanding diesel V8; opt for the VX with the tricky KDSS suspension $77,461 V8TTD 4.5 200 650 A6 2635 — — 9.5 D 61 A $83,441 V8 4.6 227 439 A6 2585 — — 13.4 91 61 A $88,541 V8TTD 4.5 200 650 A6 2630 — — 9.5 D 69 A $93,781 V8 4.6 227 439 A6 2640 — — 13.4 91 61 A $98,881 V8TTD 4.5 200 650 A6 2705 — — 9.5 D 61 A $115,201 V8 4.6 227 439 A6 2640 — — 13.4 91 61 A $120,301 V8TTD 4.5 200 650 A6 2705 — — 9.5 D 61 A

GX GXL GXL VX VX Sahara Sahara

Get new car advice from the experts. whichcar.com.au

Updated Golf stays above small-car par

Golf Mk7.5 aces the competition; stunning interior and refinement; brilliant GTI All-wheel-drive R not as dynamic as GTI Performance; no manual GTI Performance • The Pick: The all-round excellent 110TSI. Or the fabulous GTI in any specification $23,990 L4T 1.4 110 250 M6 1209 9.1 — 5.3 95 54 $26,490 L4T 1.4 110 250 S7 1233 9.1 — 5.1 95 54

188 wheelsmag.com.au

F F

Teeth don’t get much longer than the Touareg’s gnashers but Volkswagen is rolling out one last special before the next-gen model arrives. Based on the regular Touareg 150TDI, the new $74,990 Monochrome special edition boasts more exclusive interior and exterior embellishment for

a subtle but classy look. As the name suggests, paint colours are limited to Pure White, Canyon Grey metallic and Deep Black metallic. Interiors match the similarly subdued tones with Moonrock Grey leather with piano black and brushed aluminium trims.

Showroom Price

Eng type

Passat

Kerb Eng size Power Torque Trans. weight

0-100 km/h

0-400 metres

Fuel Resale cons. RON %

Issue tested

Drive

Predictable but pleasing

Suprisingly sporty chassis; slick interior; excellent seats; sweet 1.8 turbo petrol Diesel’s inconsistent response; no performance engine variant to suit R-Line suspension • The Pick: Comfortline wagon, combining space, equipment, class, and driving fun 132TSI $35,490 L4T 1.8 132 250 S7 1450 7.9 — 6.0 95 48 F 132TSI wagon $37,490 L4T 1.8 132 250 S7 1483 8.1 — 6.0 95 48 02/16 F 132TSI Comfortline $41,490 L4T 1.8 132 250 S7 1450 7.7 15.7 6.0 95 49 09/16 F 132TSI C’line wagon $43,490 L4T 1.8 132 250 S7 1483 8.1 — 6.0 95 49 F 140TDI Highline $47,490 L4TD 2.0 140 400 S6 1517 7.7 — 4.8 D 50 02/16 F 140TDI H’line wagon $49,490 L4TD 2.0 140 400 S6 1562 7.9 — 4.8 D 50 F 206TSI R-line $57,990 L4T 2.0 206 350 S6 — 5.5 — — 95 A 206TSI R-line wagon $59,990 L4T 2.0 206 350 S6 — 5.7 — — 95 A Alltrack $50,790 L4TD 2.0 140 400 S6 1671 8.0 — 5.4 D 50 A

Arteon

206TSI R-Line

A new Wolfsburg force

Sophisticated looks; generous kit; extensive safety equipment; spicy performance Badge cachet handicap; less inspiring interior; muted exhaust note • The Pick: Just one choice for now but the sole offering is a compelling start $65,490 L4T 2.0 206 350 S6 1716 5.4 13.7 10.1 95 12/17 A

Tiguan

150TDI V6 TDI V8 TDI R-Line

Top-class compact people mover

Room, ride quality, and refinement all top-notch; excellent diesel drivetrains Not exactly sexy; primitive leaf-sprung rear suspension; no rear airbags • The Pick: Seven-seat Maxi with torquey 2.0-litre makes for a versatile kiddy hauler $32,890 L4T 1.4 92 220 A7 1148 — — 6.0 91 $35,390 L4T 1.4 92 220 A7 1555 — — 6.0 91 $38,390 L4T 1.4 92 220 A7 1586 — — 6.0 91

Caravelle

TDI340 LWB

Cut-price class

Slick and upmarket interior design; great drivetrains; vice-free handling; burbly R-Line Third row seats would be nice; pricey option packages; fatty-fatty fat kerb weight • The Pick: 150TDI rivals a top-spec Pathfinder on price, V8 R-Line is a cut-price Cayenne $68,990 V6TD 3.0 150 450 A8 2146 8.5 — 7.2 D 63 09/11 A $85,490 V6TD 3.0 180 550 A8 2159 7.6 — 7.4 D 63 09/11 A $114,990 V8TTD 4.1 250 800 A8 2287 5.8 — 9.2 D 63 A

Caddy

TSI220 Trendline TSI220 Maxi T’line TSI220 Maxi C’line

F F F A A A A A A

Tarago meets its match

Hugely spacious and well-built cabin; grunty and efficient diesel; great active safety gear Range-topping models are expensive; base models only get single-turbo engine • The Pick: Crank the Rammstein and the eight-seater Highline morphs into the mosh bus C’line TDI340 SWB $52,990 L4TD 2.0 103 340 S7 2174 13.4 19.0 7.7 D 61 10/16 F C’line TDI340 LWB $57,990 L4TD 2.0 103 340 S7 2238 — — 7.7 D 60 F Highline TDI450 $79,890 L4TTD 2.0 150 450 S7 2303 — — 6.5 D 53 03/16 F H’line TDI450 4Mot’ $83,390 L4TTD 2.0 150 450 S7 2413 — — 6.8 D 53 A Executive TDI450 $83,390 L4TTD 2.0 150 450 S7 2332 — — 6.5 D 73 F

Volvo V40

3yr/unlimited volvocars.com.au

T4 Kinetic D4 Kinetic

S90

Kerb Eng size Power Torque Trans. weight

0-100 km/h

2.0 2.0 2.0 2.0 2.0 2.0

— — — — — —

140 140 180 180 228 270

300 400 350 350 430 470

S6 A8 A8 A8 A8 A8

1486 1744 1664 1664 1687 1686

0-400 metres

— — — — — —

Fuel Resale cons. RON %

5.8 4.2 6.4 6.4 7.0 7.8

95 D 95 95 95 95

Issue tested

— — — — 46 60

Finally, a credible 5 Series rival

Elegant, functional cabin; fine powertrain refinement; confident dynamics Bundled options that should be standard; keen drivers may want a sharper dynamic edge • The Pick: T6 Inscription has the traction, pace, and refinement to satisfy $79,900 L4T 2.0 187 350 A8 1838 6.8 — 6.7 95 61 F 4.7 D 61 F $82,400 L4TD 2.0 140 400 A8 1872 8.2 — 5.1 D 61 A $96,900 L4TTD 2.0 173 480 A8 1945 7.0 — 7.5 95 61 A $98,612 L4ST 2.0 235 400 A8 1915 5.9 — $100,612 L4ST 2.0 235 400 A8 1843 5.8 — 7.5 95 61 A

V90

XC60

Cross-country wagon goes large

Knocks it out of the park

Beautiful cabin and purposeful exterior; thrifty downsized engines; safety gear Steel-sprung ride not as good as we’d hoped for; driver-assist tech unconvincing • The Pick: D5 Inscription the sweet spot but plug-in T8 hybrid also makes a persuasive case $59,990 L4TD 2.0 140 400 A8 — 8.4 — 5.4 D A $62,990 L4T 2.0 187 350 A8 — 6.8 – 7.8 95 A $66,990 L4TD 2.0 140 400 A8 — 8.4 — 5.4 D A $69,990 L4T 2.0 187 350 A8 — 6.8 — 7.8 95 A $73,990 L4TTD 2.0 173 480 A8 — 7.2 — 5.6 D A $76,990 L4ST 2.0 235 400 A8 — 5.9 — 8.0 95 A $92,990 L4ST 2.0 300 640 A8 — 5.3 — 2.1 95 A

XC70

D5 Kinetic D5 Luxury T6 Luxury

F A F F F A

Volvo thinks outside the box

Punchy new twin-turbo four; more hauling space than the average big SUV Expensive; would you really take your $100K premo wagon off sealed surfaces? • The Pick: The potent, if pricey D5 Inscription, as the sole offering D5 Inscription C’Ctry $99,990 L4TT 2.0 173 480 A8 1894 — — 5.7 95 47

D4 Momentum T5 Momentum D4 Inscription T5 Inscription D5 R-Design T6 R-Design T8 R-Design

Drive

Even more stylish than S60 sedan; versatile 40/20/40 split-fold rear seat and 430L boot Won’t swallow packing crates like Volvos of old; lacks composure on rough roads • The Pick: Just as in the S60 range, the T5 is the all-rounder – great value, punchy and thrifty $57,990 L4TD 2.0 140 400 A8 1744 7.7 — 4.5 D — A $59,990 L4T 2.0 180 350 A8 1714 6.4 – 6.8 95 — F $61,990 L4T 2.0 180 350 A8 1663 6.4 — 6.8 95 49 F $60,990 L4T 2.0 140 420 A6 1785 — D A $60,990 L4T 2.0 180 350 A8 1747 — 7.5 95 A $72,702 L4T 2.0 225 400 A6 1757 6.0 — 7.6 95 48 A $92,702 L4ST 2.0 270 470 A8 1796 4.8 — 8.1 95 48 A

S90

T5 Momentum D4 Momentum D5 Inscription T6 Inscription T6 R-Design

Eng type

L4T L4TD L4T L4T L4ST L4ST

Swedish take on a Subaru Outback

Third-gen ‘crossover’ brings a choice of turbo-diesel or petrol six-pack power It’s unlikely ever to leave upper-class suburbs; still with soggy handling • The Pick: Not great on bitumen, but fine for fire trails, farms, and the Snowies. Go the diesel $58,990 L5TD 2.4 158 440 A6 1890 8.3 — 6.9 D 56 A 6.9 D 56 A $60,290 L5TD 2.4 158 440 A6 1890 8.3 — 10.2 95 56 A $69,900 L6T 3.0 224 440 A6 1870 7.4 —

XC90

It’s still about the safety

Faster and more frugal than its predecessor; attention to detail inside; great drivetrains Average dynamics with below-par handling; excessive body roll; German-level price tag • The Pick: T6 engine has plenty of punch and makes the most sense in Momentum trim D5 Momentum $91,900 L4TTD 2.0 173 480 A8 1970 7.8 — 5.9 D 63 A 8.5 95 63 02/16 A T6 Momentum $94,612 L4ST 2.0 235 400 A8 1965 6.5 — 5.9 D 63 02/16 A D5 Inscription $97,900 L4TTD 2.0 173 480 A8 1970 7.8 — 5.9 D 63 A D5 R-Design $99,900 L4TTD 2.0 173 480 A8 1970 7.8 — 8.5 95 63 A T6 Inscription $100,612 L4ST 2.0 235 400 A8 1965 6.5 — 8.5 95 63 A T6 R-Design $102,612 L4ST 2.0 246 440 A8 1965 6.5 — 2.1 95 63 A T8 Inscription Hybrid$120,900 L4STH 2.0 235 400 A8 2296 5.6 — T8 R-Design $122,900 L4ST 2.0 235 400 A8 2296 5.6 — 2.1 95 63 A

Focus-based and better for it

Focus underpinnings; classy interior; terrific D4 and T4 drivetrains; sweet manual ’box D2 struggles; T5 has terrible ride; big turning circle; cramped back seat; autos expensive • The Pick: D4 Inscription manual offers torque aplenty with sub-5.0L/km economy T3 Momentum $36,500 L4T 1.5 112 250 A6 1536 8.3 — 5.6 95 53 F D2 Momentum $37,800 L4TD 2.0 88 280 A6 1578 12.1 — 4.1 D 53 F T4 Inscription $43,500 L4T 2.0 140 300 A6 1558 6.9 — 5.6 95 54 F D4 Inscription $44,990 L4TTD 2.0 147 440 A8 1561 7.1 — 4.5 D 53 F T5 R-Design $48,990 L4T 2.0 180 350 A8 1580 6.3 — 6.1 95 55 F CrossCntry T4 Mom $42,990 L4T 2.0 140 320 A8 — 7.4 — 6.5 95 54 A CrossCntry D4 Insc $46,990 L4TTD 2.0 140 400 A8 — 7.5 — 4.5 D 53 F CrossCntry T5 Insc $50,990 L4T 2.0 180 350 A8 — 6.1 — 6.9 95 55 A

S60

D4 Luxury T5 Luxury T5 R-Design C.Ctry D4 Luxury C.Ctry T5 Luxury T6 R-Design Polestar

The workhorse people mover

Brilliantly basic and humble nine-seater; new model sheds some unwanted kilos 2.0-litre turbo-diesel is honest but pretty knackerless when fully laden • The Pick: There aren’t many other options if you need to carry nine people $51,490 L4TD 2.0 103 340 S7 1857 — — 7.7 D 60 03/16

Multivan

F F F

$54,990 $56,990 $58,990 $60,990 $69,990 $89,702

V60

On the right track

Refinement and technology; fit and finish; practicality in bigger body; boot space Price increases on some models; metallic paint costs another $700 • The Pick: 132TSI hits a nice sweet spot, albeit at a high-ish price. Otherwise the 110TSI 110TSI Trendline $31,990 L4T 1.4 110 250 M6 1430 9.2 — 6.0 95 50 110TSI Trendline $34,490 L4T 1.4 110 250 S6 1450 9.1 16.7 9.5 95 52 06/17 110TSI Comfortline $36,990 L4T 1.4 110 250 S6 1450 7.7 — 6.3 95 53 132TSI Comfortline $41,490 L4T 2.0 132 320 S7 1600 — — 7.5 95 53 110TDI Comfortline $42,990 L4TD 2.0 110 340 S7 1647 9.3 — 5.9 D 56 132TSI Adventure $43,990 L4T 2.0 132 320 S7 1600 — — 7.5 95 57 YB17 110TDI Adventure $45,490 L4TD 2.0 110 340 S7 1647 9.3 — 5.9 D 57 162TSI Highline $48,490 L4T 2.0 162 350 S7 — — — — 95 58 140TDI Highline $49,990 L4TD 2.0 140 400 S7 1691 7.9 — 5.9 D 58

Touareg

Price

T4 Luxury D4 Luxury T5 Luxury T5 R-Design T6 R-Design Polestar

POW E RE D

New face, and now new fours

Handsome facelift with punchy engines and a plush interior; Polestar is nicely balanced Handling of the rest isn’t 3 Series-grade; all-new fours don’t warble like the old fives did • The Pick: Front-drive T4 is quick, frugal, and terrific value $49,990 L4T 2.0 140 300 S6 1486 — — 5.8 95 — F $51,990 L4TD 2.0 140 400 A8 1744 — — 4.2 D — A

PRIVACY NOTICE

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INSURANCE DISCLAIMER

Based on a 35-year-old male, location Chatswood 2067, Rating 1 For Life, No Finance, Private Use. All prices are subject to AAMI’s underwriting guidelines and conditions.

@wheelsaustralia 189

Classic

PETER ROBINSON’S

E P I C TA L E S F R O M O U R A R C H I V E S

FIRST PUBLISHED AUGUST 1974

On Golden Sands TODAY, NINETY MILE BEACH ON THE NORTHERN TIP OF THE WEST COAST OF NEW ZEALAND’S NORTH ISLAND IS FAMOUS FOR ITS SPECTACULAR SUNSETS, SURF BREAKS AND AS THE SETTING FOR A TOP GEAR RACE BETWEEN JEREMY CLARKSON’S TOYOTA COROLLA AND JAMES MAY ON AN ORACLE RACING YACHT. Seventy-five years earlier, Australian Norman ‘Wizard’ Smith attempted to break the world land speed record on the legendary beach. Smith, already famous for his door-to-door inter-city record runs and motor racing success – he set a national 24-hour record at the Maroubra Speedway – believed he could challenge to be the fastest man on earth. Motor racing journalist Eoin Young, on holidays in his Kiwi homeland and always on the lookout for a story, researched Smith’s ill-fated attempt for this Wheels’ feature. Young discovered that Smith had engaged engineer Don Harkness, who also raced and was the first person to officially top 100mph (160km/h) in Australia, to design and build a racing car capable of taking the world land speed record. They called it The Anzac. The idea was to combine a WW1 Rolls-Royce V12 Eagle engine and a Cadillac chassis. Smith took The Anzac to Gerringong Beach, south of Kiama, on December 1, 1929 and set an Australian record of 128.57mph (206.91km/h). A month later at Ninety Mile Beach he averaged 148mph (238km/h) over 10 miles (16km). But the car’s limitations were obvious and they decided to build a new record-breaker powered by a Rolls-Royce R engine, as used in the Supermarine S.6, the plane that won the Schneider Trophy air race and eventually evolved into the Spitfire WW2 fighter. While the car was under construction Sir

Henry Segrave set a new record of 231.44mph (372.46km/h), his car powered by a Napier ‘broad arrow’ aircraft engine, featuring three banks of four cylinders arranged in a ‘W’. That effort raised the game. Smith wanted a Napier engine, but it was only after intervention by the Prime Minister that Harkness was able to borrow one. Meanwhile Donald Campbell had raised the record to 246.09mph (396km/h). Smith and Harkness apparently fell out over the new car’s cooling system, bad weather intervened and a series of mechanical problems delayed Smith’s attempt. On January 26, 1932, on a wet and bumpy surface, Wizard averaged 150mph (241km/h) through the 10 miles. On his return run he hit 178mph (286km/h) for an average of 164.08mph (264.06km/h). He intended to challenge Campbell’s one-mile record, but months of inactivity, a drying up of funds due to the depression, and negative publicity meant further attempts were abandoned. Upon Smith’s return to Sydney he sued the now defunct Smith’s Weekly for alleging he was a coward. Smith won and was awarded $2000 of the $40,000 he claimed, but he never went back to Ninety Mile Beach, though he continued to reduce inter-city times and drove around Australia in 45 days in 1936. He continued to work in the motor industry and eventually died in Kogarah, NSW, in 1958.

SMITH WANTED A NAPIER AIRCRAFT ENGINE, BUT IT WAS ONLY AFTER INTERVENTION BY THE PRIME MINISTER THAT HIS ENGINEER DON HARKNESS WAS ABLE TO BORROW ONE

190 wheelsmag.com.au

Next issue

How I won Bathurst, by Peter Brock

THE WAY IT WAS

’74 The pen and the wheel

As a young man, Eoin Young (above, holding the umbrella with Mario Andretti) worked as a bank clerk in New Zealand. He also wrote a motorsport column for the local newspaper. It was this interest that took him to the UK in 1961, where he first worked for fellow Kiwi Denny Hulme and later became Bruce McLaren’s secretary, ghosting his Autosport magazine column. In 1966, when McLaren established his own Grand Prix team, Young became a director, but he also wanted to return to journalism. His motor racing column was syndicated to eight magazines around the world, including Sports Car World, Wheels’ sister title. Young also ran a successful book-selling business, was for a time the public relations person for Elf, sponsors of Ken Tyrrell’s F1 team, before finally returning to New Zealand where he later died in 2014.

ALSO IN WHEELS, August 1974 We delve into what could be our first hatchback – the Leyland Force 7; an Australian battery breakthrough brings electric cars a step closer; Holden offers us a tantalising glimpse at a new model coming in 1977; Wally Wyss looks back at a brace of classic BMW sportscars and Citroen joins the rotary y revolution with its GS Birotor.

Yours & my happy days Sit-com Happy Days begins an 11-year run on USA’s ABC TV. Ron Howard (who played Ritchie) would go on to Hollywood directorial success, while repeats of the show continue today on Aussie TV.

Keep 60; take 100 In July, Australia’s road signs switch from imperial to metric. This is achieved by installing covered metric signs alongside the imperials, then uncovering the metric signs during the month of conversion.

Stockholm in Cali Publishing magnate Randolph Hearst’s 19-yearold granddaughter, Patty, is kidnapped in California by a terrorist group. Famously, she would side with her captors.

READTHISSTORYAND READ THIS STORY AND HEAPS MORE CLASSICS AT wheelsmag.com.au/classic

@wheelsaustralia 191

Series PORSCHE 550 SPYDER

1953

WOR DS MICHAEL STAHL

Rebel without a pause It claimed the life of an acting Giant, but this lightweight’s racing success was relentless PORSCHE’S 550 Spyder was a car of many firsts, and not only in terms of its dominance of class endurance racing in the mid-1950s. Ferry Porsche’s car-making company was less than five years old when, spurred by maiden class victories with modified 356 coupes in the 1951 Le Mans 24 Hour and the Liège-Rome-Liège race, it produced the Type 550 as its first purpose-built racing model. For all its firsts, the 550 would be best known for one infamous ‘last’: chassis 550-0055, delivered on 21 September 1955, would be the last car of actor James Dean, who owned it for just 10 days. The 550 was inspired by a series of Porsche racing specials built by Frankfurt VW dealer, Walter Glöckler. Built on part-spaceframe chassis, these specials flipped the 356 drivetrain into a mid-engined position and wore sleek alloy bodies by Weidenhausen. For the 550, Porsche similarly created a ladder-type chassis with the 58kW ‘1500 Super’ engine and gearbox ahead of the rear axle. The rear suspension, aft of the axle, became a leading-arm. The wheelbase was kept the same as the 356’s, at 2100mm. The 550 debuted in May 1953 at the Nurburgring with a class win, then scored a class 1-2 at Le Mans, with aero hardtops fitted. In August,

Fast & fac

al tu

192 wheelsmag.com.au

Gimme shelter

Porsche engineer Michael May’s privateer 550 outqualified the factory cars at the 1955 Nurburgring 1000, helped by a huge aero wing.

the first two pushrod-engined/leading-arm cars were superseded by the much-refined 550/1500RS, with a modified ladder chassis, trailing-arm rear suspension (with the torsion bars ahead of the engine) and pontoon-finned rear bodywork that hinged rearward as a clamshell – an industry first. More important was the 1.5-litre Type 547 engine. With its complex, bevel gear-driven double overhead camshaft per bank, it produced 82kW at 6200rpm. Launched at the Paris show in October 1953, the 550/1500RS was aimed at customer-racers. They were quick to line up as the new 550 raced to more class wins in the 1954 Mille Miglia and at Le Mans. At the tragic 1955 Le Mans, 550s swept to 1-2-3 in the 1.5-litre class and a 1.1-litre version also won its class. Later in ’55 came a fivespeed gearbox, followed by a substantially revised 550A/1500RS, with a full spaceframe chassis and further suspension changes. More victories followed at the 1956 Le Mans, Sebring and the Targa Florio. But the 550’s giant-killing dominance was nearing an end, and its eventual replacement – the 718 – was already being tested at the Le Mans 24-hour of 1956. Porsche had built a total of 90 550s, including the first 15 prototypes.

‘Little Bastard’

James Dean’s wrecked 0055 bodywork was acquired by kustom king George Barris, who toured it for five years and claimed it was “cursed”.

Next issue Renault Alpine A110

In detail Who’s your ladder? Who The 55 550 Spyder’s chassis initially comp comprised large main tubes in lad ladder configuration, with a rein reinforcing lattice. It was super superseded in late-’55 by the fullspace spaceframe 550A/1500RS. The front suspe suspension was by VW-style torsion bars; the t rear (after chassis -01 and -02) placed p the torsion bars ahead of the engine, with long (600mm) trailin trailing arms. Brakes were drums, behin behind 16-inch wheels. Weight was a trifling 530kg.

Drive, arrive, race Porsche built chassis 004 and 005 for display at the Brussels and Paris motor shows, 04 with unusual, aerodynamic ‘humpback’ bodywork. Their full-width windscreens, wipers, two upholstered seats, decent instrumentation and folding hardtops marked the beginning of Porsches as daily-drive racing cars. Indeed, the Type 547 engine’s complexity was because designer Ernst Fuhrmann already had the production 356 in mind; an endmounted chain or gear cam drive would not have fitted.

A very tidy flat Porsche’s 1498cc, flat-four our Type wiss watch. 547 engine was like a Swiss 5 x 66mm), Notably over-square (85 it initially made 82kW, rising to 100kW at 7200rpm by 1956. A k drove a bevel gear on the crank amshaft, shaft to each exhaust camshaft, in turn driving a shaft to the inlet iving only camshaft, each cam driving r. Hemi two valves per cylinder. nition. Fed heads featured dual ignition. carbs by Solex (later Weber) carbs.

3 4 Hidden agenda

The ‘Dean Death Car’ disappeared in 1960; in 2015, a man recalled childhood details of the car being hidden in Washington state.

Labour of shove e The Type 547 engine had nine drive shafts, 14 bevel gears, roller crank bearingss … Valve timing took eight hours, a rebuild 120 hours.

A dab hand

The 550’s bodywork was as penned menda, also by engineer Erwin Komenda, of the Volkswagen, the Porsche 356 and (Butzi, block your ears) the 911.

heelsaustralia 193 @wheelsaustralia

SPIFFING DISTANCE As CEO of the Royal Automobile Club, Markus Friedler spends his days among timber-lined corridors, serene reading rooms, quilted leather chairs and framed photos of Australian motor racing in the 1920s-’50s. His Volvo S60 Polestar downstairs might be parked next to an AMG GT or a 1920s Rolls-Royce. “We always make sure we put an oil-spillage tray underneath those old-timers,” he says. “We learned that lesson …”

W H EE L S T O R I E S MI C HA E L S T A HL

“You’ll find me in da club...” It costs more than 50 Cents to join the RAC, but consider the benefits IT’S HARD to tell what it is that so perfectly equips the gentlemanly Markus Friedler, 54, to be CEO and Secretary of the Royal Automobile Club of Australia, headquartered in a grand, heritage-listed building in Sydney’s prime Macquarie Street. Logically, it’s Friedler’s family history in hospitality and his subsequent, stellar career as a general manager and turnaround specialist for international hotels. But it certainly doesn’t hurt that he inherited a speed-loving streak from an autobahnstorming mother and a motorcycle-racer uncle. “I was born in Germany, and at the age of one, my parents migrated to Australia,” Friedler says, from his office in the irreplaceably authentic, 1928 RACA building. “I practically grew up in Sydney. I played tennis and was a junior champion at 14, but my parents moved us back to Germany when I was 16. Because my family worked in hospitality, my father said to learn a proper profession.” Dad was a hard-working giant with a penchant for big, sedate Mercedes sedans. Often, he’d ask mum to drive. “We waited until he fell asleep and then we’d speed along the autobahn. I got my first car, an old Passat, and I wasn’t allowed to drive the Mercedes until I’d proven myself. But one day, he got tired and

194 wheelsmag.com.au

had to hand over to me. I was doing 220km/h when he woke up.” Friedler’s dream was a Porsche 911 – which he achieved, for a year or two, between international hotel stints – but MercedesBenzes and the AMG GT are favourites. He currently drives a Volvo S60 Polestar. Friedler lives in the Blue Mountains, typically a two-hour commute in peak-hour traffic to the RACA’s location, a few hundred metres from the Sydney Opera House. Leaving home usually around 3:30am in a white Q-ship Volvo, Friedler trims that by quite a bit… The valet parking beneath the RACA might contain anything from modern Lamborghinis and Ferraris to ’60s Yank-tanks to 1930s MGs. But it’s mainly normal luxury sedans. The RACA has about 2000 members, but surprisingly, only 100 or so comprise the “motor enthusiasts’ group”, which organises special rallies, guest dinners and weekend drives. Of the overall membership, Friedler says, “our youngest member is 23 and the oldest is 116 – the average age is 62 – so there’s a lot of different interests and reasons people join the Club. “We have everything that a hotel has, from restaurant, bar, function rooms, gym, car parking, business centre and accommodation.

But this is the members’ own club.” The members also enjoy reciprocal benefits at 200 other clubs around the world. The ACA was founded in 1903 by Sydney theatre owner Harry Skinner and seven fellow car nuts. They operated out of The Australia Hotel before building this sevenstorey edifice in 1928. Grand even in its day, it reflected that the RACA was by then officially supporting the government with driver licensing, technical and road legislation and also overseeing motor sport. At his desk by 5:00am, Friedler’s typical day involves inspecting the building and facilities to stay on top of maintenance; checking preparation for the almost daily lunch and dinner functions hosted there; meetings with the club’s 60-odd staff; socialising with members in the bars and restaurants; and often attending dinners, before the long drive home. “It’s a very family-orientated affair here, between the members and the staff, the members themselves … It’s not like being in a hotel, let’s put it that way,” Friedler says. “People feel very comfortable coming through the doors and for me, there’s nothing better than getting a card or a letter of appreciation saying that we’re doing a good job.”

Designed for reliable performance. No matter what the season, no matter what the road brings, Laufenn will Fit your everyday driving needs.

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