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Issue 62 December 2016

Welcome... Have you ever noticed how often the answer to a difficult question has actually been poking your eye out all the time? As far back as July, it just so happened that TopGear South Africa’s features writer, Lance Branquinho, sat trawling through the price lists featured in the back of this maga­ zine; only to stumble onto the bottom-most entry under ‘BMW 1 Series’: the M140i. Unbeknown to us – and, quite obviously, the rest of the world – BMW’s pocket nuke had slipped under the radar and back onto their order books, and will soon re-awaken its 135i predecessor’s cult following. We just had to drive it. Why? On numbers alone, it’s the answer to the question most asked by every Pravin-punting performance enthusiast this year. 2016’s straight flush of petite speed – the Civic Type R, Audi RS3, Ford Focus RS, Clubsport GTI and AMG A45 – has elevated hatches to a new, pseudosupercar-troubling sphere. You read about them all in this magazine; but as a surprise for your Christmas stocking, we’ve left the best for last. Of the five, only the two less powerful front-plowers are cheaper than the driving purity presented by the (genuinely) drift-friendly rear-wheel drive BMW; the rest are all-wheel drive chastity belts, that – crucially – cost up to R200k more than the sweet-spot M140i; though they’re not close to being fast enough to justify their more optimistic pricing.

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So here it is. Not only the stealthiest, but also the best-value hot hatch of the year: R634k (R613k for the manual) for a rear-driven 250kW and 500Nm? There should be a law against it. As the sun sets on 2016, there’s no doubt it was a very, very special year for speed. Of course, there were notable and disturbing departures such as VW from the WRC and Audi from the WEC. But while we’re all supposed to be slitting our wrists, it’s heart-warming that despite the global economy coasting along in neutral, car manufacturers are flat-out in 8th gear (10th, if you’re Lexus), churning out machines that are insatiably faster, nimbler and more efficient. It’s a good time to be alive. Following that hand grenade of happiness, it’s time to sign off. This year we went faster, more sideways, and killed more ozone particles than ever before – in the best cars, in search of the best stories. It’s been an honour and a pleasure to be in your service, and I thank you for your company. Enjoy the holiday break, and we’ll see you in 2017.

Braam Peens E D I T O R


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Contents

056

Features

064

070

076

056 Dream Garage

070 Jordan vs Lauda

082 BMW at 100

Matt LeBlanc, Chris Harris and Rory Reid talk loudly over each other about their top three fantasy cars

TopGear’s very own Formula One guru talks past and present racing factoids with Niki Lauda

The blue-and-white-propellered firm has hit the ton. We take time out to celebrate with some classics

064 Rolls in space

076 Singer Factory

090 BMW M140i meets 1M

Who knows the difference between meteroids, meteors and meteorites? You will, once you’ve read this

Not so much a restomods joint as a deep freeze: vintage 911s just got even cooler

To understand why BMW has built 2016’s best hot hatch, you need to travel back in time. Here’s your ticket

8

 DECEMBER 2016

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GTB68590

Driving through a big, deep pool of water may seem a little extreme, but for the Ford RANGER it’s little more than a dip. With an 800mm wading capability, it’s the ideal vehicle for a day at the dam, launching a boat or crossing a river. Definitely tough done smarter.

ALL THE PROOF

YOU NEED

Watch the four extreme Science of Tough tests on our website.

FORD RANGER


018

Regulars

031

034

044

Drives

Intake 018 Leaving Le Mans

031 The X-Files

Driven this month...

After Dieselgate, VW’s #feesmustfall effort killed Audi’s Le Mans programme. Join us at the funeral

Merc’s X-Class premium bakkie is stranger than fiction. It’s also cooler than ice. Nissan 1400 owners beware

044 Audi R8 Spyder 048 Honda BR-V 049 Renault Kwid 050 Kia Sportage 051 Audi Q5 053 Peugeot 3008 054 McLaren 540C 055 Aston Martin DB11 by the numbers

023 Mark Webber

032 Snap chat: new 5 Series

Mark is retiring from motorsport – insert sad face here – but not before a spin around London in his 919 Hybrid

Everything about BMW’s mid-management sedan, except why it still looks the same

026 Paris motor show

034 Cinema Vehicles

Hyundai wants to tear the Golf R a new one. For those more sensible, there’s the Audi RS3 sedan

Tom Ford visits the Californian car rental company that has everything automotive you could wish for

029 Merc S-Class convertible 038 Ken Block S-Class loses its roof; increases appeal. Because 1000Nm can only feel better without head protection

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 DECEMBER 2016

A day in the life of the Blockster, and highlights from his garage. We want that Hoonicorn!

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105–121 Data All you need to know about the best cars on sale today. Your car not there? Sell it, and buy one that is, then...


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TWEETS & STUFF

F R O M TO P G E A R .CO M

Higher than any other

Man from Singapore drives his GT-R to Everest base camp. At 5150m, Nissan proves it produces the ultimate daily-driver supercar.

It’s been a very long time since you could seat four people in a Mercedes with fabric-top convertibility and V12 power. S65 Cabrio. You’ll hate it in the back, though I know the AMG department hardly disappoints, but this would be a waste of money. S-Class is meant to make all the passengers relax. Mafefoane Masupha

Is the back seat only for kids? Same issue with the coupé. It’s S-Class, but not really roomy enough. Lovey Linko

This makes no sense at all. I admit it looks stunning; but I’d prefer the SL63. Heiny Richard

Chocolate Log

For the true purist, the 5 Series remains the best car BMW makes. For those without brand loyalty, it has always been the standard by which the car-building craft is judged. The seventh one looks a lot like, well, a 7 VW diesel emissions disaster yields toxic consequence for It looks like the 7 Series! Old man’s car! Merc E-Class much more sporty, with virtual cockpit! Audi. The legendary LMP1 Derick Lubbe Le Mans cars set to retire. I predict new M5 to be a good sub-3.7s to 100 when Resources now moving to its time comes! Mthuthuzeli Mpiti Formula E. Tragically Yes, I know of this family-face thing of late, but it looks like a 3 Series L. Even with the trend of family-face styling, the 5 should still look exclusive from the rest of its family. Lerato Nteso

Just when you thought that WEC and Le Mans would replace F1 as the pinnacle, and perhaps draw McLaren and Ferrari. Tragedy. Mike Andersen Audi getting too dominant at Le Mans? I think some internal politics happened, with Porsche being favoured. Chris Kemp This is such sad news. Audi brand really benefited from the Le Mans connection. Thabo Ncube

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Alfa did it with the 156 and 159, both of which looked better than their sedans. Now the Giulia is rumoured to become a wagon too.

The kids can go outside

Floridian Randy Jalil has priorities. Like squeezing his beloved E30 M3 into his living room, to protect it from Hurricane Matthew.


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Braam Peens S E N I O R W R I T E R Lance Branquinho S U B E D I T O R Dave Buchanan A R T D I R E C T O R Owen Willoughby D E S I G N E R Achmat Booley CONTRIBUTING EDITORS

Pat Devereux, Chris Harris, Eddie Jordan, Sam Phillip, Richard Porter, Rory Reid CONTRIBUTING PHOTOGRAPHERS

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House of cards DIESELGATE MAY HAVE TRIGGERED AUDI’S SHOCK DECISION TO JUMP SHIP FROM THE WEC – BUT THEIR END HAS BEEN WRITTEN IN THE STARS FOR MUCH LONGER

s it really possible for a grown man to shed a tear over a press announcement outlining the demise of a dynasty that has ruled sports prototype racing since the turn of the century? Plainly it is, when the subject matter is the cessation of Audi’s simply stupendous run in endurance racing over the past 16 years. That’s four World Cups in any other sport. The timing of the announcement by Rupert Stadler (Chairman of the Board of Audi AG) could not have been worse, as it came on 26 October – the day after I’d happily, and with some difficulty, secured seats for 2017 in the sought-after ACO grandstand, right opposite the pits at Le Mans that over time, Audi have made their own. It’s rather difficult to stomach the fact that head of Audi Motorsport Dr Wolfgang Ullrich, and the support squad from Joest Racing, won’t be occupying that hallowed area in 2017.

I

WORDS: RICHARD WILEY / PICTURES: AUDI/REX FEATURES

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The year was 1999. Two issues were of particular relevance at Le Mans: the cessation of Porsche’s involvement at the top level, following their 1-2 in the preceding year; and the arrival of Audi, with the R8R and the R8C. Audi also entered American sportscar racing that same year, with a third place at the Sebring 12 Hours. It was a premonition. Perhaps. Of what was to come. It is said that winning at Le Mans requires at least three visits (though in the present day, Porsche have done it in two) – although Toyota wouldn’t agree, after multiple unsuccessful forays at the 13.6km Circuit de la Sarthe in north-west France. For Audi, their first attempt yielded a creditable 3-4 finish for their open prototypes, equipped with 3.7 litre twin-turbo V8 motors. Year two saw a stunning 1-2-3 Le Mans finish for the heavily-­ revised Audi prototypes, now carrying a simple R8 designator; a result that emulated the achievement of Porsche in 1982, with the 956. The dream was becoming reality.


The difference was that Porsche had been active at Le Mans for no fewer than 31 consecutive years, compared with Audi’s two. A sibling rivalry had started. So what, you may ask, was Audi doing in sportscar racing? The answer lies in the company’s corporate tag line, Vorsprung durch Technik; which, loosely translated, means ‘advancement through technology’. This long-running slogan first entered the public domain in 1982, when Sir John Hegarty, co-founder of the BBH advertising agency, rather cleverly spotted it adorning a wall in an Audi factory in Germany. The rest is history; but credibility is always an issue with corporate positioning statements. So Audi reinvented itself in the 80s and 90s through motorsport, in the shape of rallying – where the ‘quattro’ moniker was established – and in production-car racing in Europe and the USA. At the risk of sounding sidetracked, it’s pertinent at this stage to fast forward to the ‘unintended acceleration’ fiasco that rocked Audi USA in the late 80s. Stories of Audi 5000 models racing off out of control made headline news in the sensation­ alist media; and despite being exonerated by the NHTSA road-safety organisation in 1989, Audi was on the back foot, and suffered an enduring and near-catastrophic decline in sales. So there was a need to re-establish the brand’s credentials at a higher level, which is why the four rings became a fixture in US sportscar racing from the turn of the century. Thanks largely to the involvement of Don Panoz, US racing mirrored many of the rules adopted by the ACO controlling body for European sportscar racing – to the extent that the American series became known by the acronym ALMS, short for ‘American Le Mans Series’. Audi obliged: what they did at Le Mans was quickly reflected in their performances across the Atlantic. In 2001, the introduction of Fuel Stratified Injection (FSI) saw Audi’s racing engines reach new levels of efficiency, thanks to direct injection and improved combustion. Their string of wins continued across the globe; but in 2006 came the news that Audi would break new ground, in campaigning a diesel-powered prototype racing car as a showcase for its TDI technology. While diesel-powered vehicles were on the rise in Europe, at the time Americans were still resistant to this unknown-isunloved form of propulsion. The new 5.5-litre V12 R10TDI was seen as the ideal mobile billboard in the States for reversing long-held negative perceptions about soot-spewing vehicles. What Audi would achieve next with various iterations of the TDI concept – with the exception of Le Mans 2009, where Peugeot’s own diesel 908s temporarily halted the Audi steamroller – almost defies belief. According to common perception, slow-revving diesel engines simply couldn’t compete; but Audi ousted the doubters, as their 2007 version hit 354kph down the famous Mulsanne straight at Le Mans. From 2010, five consecutive victories (though granted, some lacked serious competition) at Le Mans – among which was the first-ever win for a hybrid – proved Audi’s mastery of endurance racing; a mastery that was again comprehensively reflected across the Atlantic, where Ingolstadt won the American Le Mans Series no fewer than nine times, until the series folded at the end of 2013. And the car-buying public took notice, with Audi racking up increased sales month after month in America. They were unstoppable. On-track and in-pit efficiency were Audi Sport trademarks.

AUDI

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LE

MANS

Over a span of 16 years, Audi saw off intense rivalry from – notably – Peugeot, Toyota and Porsche. Their 2008 and 2011 victories are captured in the nailbiting documentaries Truth in 24 and Truth in 24 II. Watch, weep and remember

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And following the rule change enabling hybrid technology in 2012 came the final three of Audi’s thirteen Le Mans wins. However, with the hybrid tech came newfound complexity; and also new competition, in the form of cousin Porsche, and Toyota from Japan via its racing centre in Cologne. The interlopers chose to combine petrol power with electric motors; which created a conundrum for the rule-makers, in terms of how to equalise performance. This process was not without controversy, as the tweaked regulations did not favour Audi. In the simplest of terms, competitors were

“On-track and in-pit efficiency were Audi trademarks. They were unstoppable” allowed to consume a set amount of energy per lap, with precise usage monitored by Race Control via telemetry. Because diesel fuel contains up to 20 per cent more energy than an equivalent amount of petrol, Audi was allocated significantly less fuel; and on top of this restriction, their refuelling

2011 was Audi’s most dramatic year at Le Mans. Within the first hour, race favourite Allan McNish misjudged an overtake of a GTE Pro Ferrari after the Dunlop bridge, clipped it, and slid into the barrier at 240kph, destroying the number 3 R18. McNish was unhurt. At midnight, Mike Rockenfeller repeated the favour in the number 1 R18 with another Ferrari, leaving only the number 2 car left to battle the clearly faster Peugeots. It won by a 13-second margin, the fourth-closest finish ever at Le Mans.

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rate was slowed through the use of narrower filler hoses. Audi’s response was typically sporting, coming in the shape of a smaller-capacity V6 single-turbo diesel, working in conjunction with electric motors driving the front wheels. But still, the so-called ‘Equalisation of Technology’ (EoT) regulations favoured the petrol engines, as the Audis had less range on all tracks, meaning more frequent and longer-lasting pit stops. In 2015 Audi suffered a narrow defeat to Porsche at Le Mans; and in response, set about developing what was to become the most complex racing car ever produced for any form of motorsport: the 4.0 turbo diesel hybrid, simply called ‘R18’. Revenge would be sweet. Then, in September of that year, a rather substantial disaster struck. As the R18’s development work was nearing


1

2

1 Audi’s dream team(s) of Frank Biela/ Marco Werner/ Emanuele Pirro and Tom Kristensen/Allan McNish/ Dindo Capello wrote history for Audi Team Joest 2 The R8R put Audi on the map at Le Mans 3 Peugeot’s diesel 908s spoilt Audi’s party in 2009, and very nearly in 2011 4 The 2006 R8 was the first diesel car to win Le Mans 5 Leena Gade became the first female to race engineer a win at Le Mans, in 2011. And again in 2012 and 2014

3

4 5

finality, Dieselgate hit parent company Volks­ wagen, instantly turning ‘diesel’ into a dirty word around the world. The revelations, and the instinctive corporate desire to put out any immediate PR fires, came too late for Audi to disinvest from its dieselhybrid tech-fest. So in 2016, the spaceship-like R18 – which should have got the bullet at the first whisper that Dieselgate was breaking – entered the fray against Porsche and Toyota, very much nearly by default. Originally presented as a knight in shining composites for diesel technology, the R18 was born an albatross and became a pariah, by showcasing a fuel that once promised to save the world’s wallets. And such was the level of tech within that initially it proved a difficult package to hone. But by the close of this year’s WEC season, there

were clear signs that Audi Sport Team Joest had got to grips with and tamed its demons: the R18 was the fastest car on the track. However, its initial lack of competitiveness went beyond solving aero issues, and headed straight for the biggest problem areas of all: the accountant’s office, and the clean-air campaign­ ers baying stridently outside the factory gates. Word has it that some $500 million per year was needed to keep Audi at the front of the sports prototype field – further complicated by the fact that blood-brother Porsche also belongs to the Volkswagen family. What, then, would the next chapter in Vorsprung be like? Very short. What with the complete change in propulsion power necessary to keep on the right side of the diesel NOX saga, and the $15 billion-and-

counting reparation fee (conveniently announced on exactly the same day as Audi’s withdrawal from the sport) for the TDI’s alleged poisoning of America, it became increasingly difficult to argue the decision by Audi’s board to leave a playground it had made its own. After September 2015, diesel had undeniably become undesirable, if not entirely unsellable; which is why you can longer even buy a diesel Audi in the States. Which – either through convenience, or cause – forged the next nail in Audi’s WEC coffin. Audi last won Le Mans in 2014: no-one can dispute that after a decade, as a marketing and engineer­ ing exercise, diesel has had its day in the sun at Le Mans. It’s compounded by the fact that the quantum advances made by Porsche and Toyota have seen to it that Audi’s advantage has been nullified, to the point that they can no longer

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2014 – only won through the faster Toyota’s unreliability – would be the last of Audi’s hogging of the top podium step. The 2016 car (below) bore the shame of Dieselgate; its prospects going up in smoke with the 26 October announcement

look to Equalisation of Technology for a reprieve. For the four rings to return to their former glory, an entirely new concept – pure electric? Hydrogen? – will have to be found to recapture victories (if not the public’s imagination) at Le Mans – indulgences whose development is simply not justifiable in VW’s current zeitgeist. More than a standoff, it’s been a toxic tsunami of adversity: ethics, finance, changing marketing, and that single-minded obsession with the tip of the spear. As an aside, there’s been a commitment from the VW Group to developing electric power, at the expense of fossil-fuelled engines – which tells

*As at 4 November 2016

185 races* 106 wins 80 pole positions 94 fastest laps 2 WEC titles 9 ALMS titles

you exactly why Audi has signed up for the (presently no-key) Formula E from 2018. But contrary to reports, Audi’s intention to join Formula E was stated as far back as 2 September – though at that stage it was an ‘and’ in the company’s motorsport portfolio, rather than an ‘or’; the bomb was yet to drop. Consider if you will that in seventeen years, the marque with the four rings has won more than 100 endurance races worldwide, and holds by a massive margin the most successful win ratio in the history of Le Mans. It also holds the all-time distance record at the revered track; but most amazing of all is a little-known fact about

the company’s racing participation since 1999: no Audi has ever retired from a race with engine failure – a truly extraordinary achievement, founded in the brilliance of engine chief Ulrich Baretzky. The backbone of world endurance racing has gone – imagine Ferrari leaving F1 – and with its departure will come seismic changes in how the World Endurance Championship is received. Until Peugeot and possibly BMW can find a way of balancing their books (unlikely before 2018, perhaps as late as 2020), Le Mans in particular will seem a different place without Audi’s stealth bombers in attendance. The ACO will have to look for a new formula to ensure that 265 000 people continue to pour through the gates each year. For most, certainly, finding a last-minute grandstand seat has just become a lot easier. Auf wiedersehen, Audi, and thanks for the memories – you are gone, but will never be forgotten. The world seems an emptier place already. T Zimbabwean-born Richard Wiley is a 24-time visitor to the 24 Hours of Le Mans. Now living in Cape Town, when not complaining about the discriminatory Balance of Performance against Audi and Porsche in sportscar racing, he has made a life’s ambition of trawling the internet for the cheapest business-class flights and optimising of air miles for upgrades. Despite holding unprintable views on the inefficiency of parastatals, he remains SAA’s best customer.


MOTORSPORT

Flippin’ unlucky MARK WEBBER’S BEEN CALLED ‘THE UNLUCKIEST MAN IN FORMULA ONE’; AND ALTHOUGH HIS CAREER FOUND A SECOND WIND WITH PORSCHE, ONE GHOST WILL HAUNT HIM FOREVER

Victory at Monaco in 2012 – one of Webbo’s sweetest – was celebrated with the typical excess demanded by the Principality. But the mandatory post-race man-hugs and smiles were only a temporary distraction for Webber’s quiet disquiet

First attempt at Le Mans in 1999 saw the Merc CLK LM overindulge on the Red Bull

y 2007, Mark Webber’s Formula One career was so unimpressive, some members of the motorsport press suggested retirement. And why not? For a man who went from points in his debut F1 race with the underperforming Minardi in 2002, to never scoring points again that year, to having his patience finally rewarded eight years later… as damning as it’s appropriate, surely the label ‘journeyman’ must come to mind. By the end of 2013 – and at 37, dangerously close to his sell-by date – Webber’s F1 CV read: 215 starts, 13 pole positions, 19 fastest laps, 42 podiums, and just nine wins. Surely the universe was trying to tell him something. In Aussie Grit (his autobiography, published at the end of 2015), Webber reveals the decision to turn his back on F1 had been taken as far back as the end of March 2013, when in the infamous ‘Multi 21’ incident, Sebastian Vettel disrespected a pre-race agreement by overtaking Webber instead of holding station. Fed up with Red Bull’s internal politicking – fuelled by the team’s Austrian owners’ near-overt favouring of his younger German teammate – leaving F1 for Porsche in the WEC was the easiest decision the Aussie ever made.

GETTY IMAGES / RED BULL / FREDERIC LE FLOC / DPPI

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Despite the rejuvenation brought about by this fresh start, luck would continue to elude Webber in 2014. While he enjoyed the comparatively relaxed environment of sportscar racing, after a 16-year absence the Porsche team were mostly still finding their feet. Toyota dominated, and at the season-­ closer in Brazil, Webber had a crash so brutal that his car split in two. He finished a lowly ninth in the championship. Redemption – and ultimate satisfaction – finally came in 2015. The 919 Hybrid dominated the WEC, and Webber and teammates Brendon Hartley and Timo Bernard were crowned champions, after a year of crushing speed and metronomic reliability. As rivals Toyota and Audi floundered in 2016, Porsche took overall LMP1 honours again, this time

“One piece of silverware remains painfully absent”

with the number 2 car driven by Neel Jani, Romain Dumas and Marc Lieb. Webber chose to quit while he was ahead; and though his trophy cabinet had filled much faster over the past two years than it did in the preceding 12 in F1, as a footnote to the fleetingness of fortune in motorsport, one piece of silverware remains painfully absent. Webber never won Le Mans – a most unsatis­ fying (but also telling) omission, in a career marked by equal parts frustration and unrelenting determination. Cheers, mate. It was never easy, and not always fun to watch. But where results were lacking, there was always an abundance of dignity, fair play and pride. Moreover, you stayed true to yourself. Aussie grit indeed.

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MOTORSPORT

Tourist visor MARK WEBBER WENT TO LONDON AND ALL WE GOT WAS THIS LOUSY PHOTO


he best bit was Park Lane. I got second gear, got to give it a bit. And then I had to think, OK, I’m on cold tyres…” Yep, a month or so back, just before he announced his retirement, Mark Webber drove his Porsche 919 Hybrid LMP1 car around central London. Around Trafalgar Square. Past Big Ben. Did a lap of Parliament Square. He was chased by a new Panamera E-Hybrid as part of its international unveiling, but we can ignore that because it’s the 919’s first-ever venture on to the public road that we care about. Trickiest part? “The second run through Parliament Square was a mess. We got the wrong side of the traffic lights and with the weight of traffic it was carnage out there. At one point a girl with headphones on ran between us. Didn’t even see us. She saw nothing.” Standard day in London, then, even with eight police outriders for company. “I had to really concentrate everywhere, though – kerbs, couldn’t see them, because the front arches are up above eyeball level. It was a nightmare through Piccadilly. I mean it would be an awesome picture to see the car launching itself off a kerb through there, but we might have to raise the ride height a bit…”

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METAL

Korea change HOT HYUNDAI LEADS A GLUT OF NEW METAL THIS MONTH Squint a bit, and this definitely isn’t how the i30 N’s interior will look

BMW X2

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J FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A

The BMW X6 is a sportier, swoopier version of the X5. Ditto the X4 to the X3. And so we come to today’s new micro-­ niche, the new BMW Concept X2, which is, as you guessed, a sportier version of the X1. It’ll share a platform with that X1 – which is also used for the 2 Series GT and Mini Countryman – and likely come with all of the X1’s 2.0-litre petrol and diesel-engined offerings, in various power outputs. Looking at the Concept X2’s enormous grille, huge air intakes and ‘muscular’ surfaces, surely an X2 M is on the way... Expect to see the production version – which will carry the same outline, only with less concept garnish – in 2018.


PARIS SHOW NUGGETS

Hyundai RN30 MERC HYPERCAR No this isn’t our scribblings on a blackboard, it’s the first official look at Merc’s 745kW hypercar, with a turbo-hybrid V6. An actual KERS-equipped F1 engine, no less. #Blessed.

emove the RN30 concept’s butterfly doors, Fast & Furious graphics, big wing, painted tyres, plastic windows, ceramic-­tipped exhausts, GoPros on the A-pillars, bucket seats... OK, remove quite a lot of stuff, and what you’re left with is Hyundai’s first-ever hot-hatch – the i30N – on sale next year. The Koreans have already dipped their toes into the hot-hatch market with the somewhat apologetic Kia Cee’d GT, but this time they’re aiming higher. Here the engine is a 2.0-litre heavily turbocharged unit, strengthened with forged pistons, producing 280kW and 450Nm. That’s the same power as the Mercedes-AMG A45. Question is, how will that relate to production? Over to Albert Biermann, the guy Hyundai poached from BMW M to head up its new N division: “Power output will be sufficient. We’re not going for Nürburgring

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Audi RS3 saloon

lap records! We will have two versions, a base version and a more performanceorientated version, and the character will be different.” So no precise output, but something around the 172kW mark for the base model and 186kW for the hotter, higherperformance version would match the VW Golf GTI and Ford Focus ST. And what of the concept’s 4WD? “We are just starting; the performance level that we are offering does not require AWD,” Biermann said. Nevertheless; be afraid, established hothatch order, be very afraid.

KIA GT NEXT YEAR Hyundai has a hotter hatch, but Kia will restore much honour next year, when its Maserati Ghibli-inspired (the Sixties one) four-door coupé will land. CLS AMG or this?

ELECTRIC M CARS

“It was born on the track, built for the road,” explains new Audi Sport boss Stephan Winkelmann. He’s talking about the new Audi RS3 saloon. Sorry, sedan, because Audi reckons it’ll sell more of these in the US and the Asia Pacific region than anywhere else, though

Enjoy your straight-six M3 while you still can – the batteries are coming. BMW’s M boss has confirmed electrified M cars are imminent, but he has no plans to fettle the i8.

we’ll still be able to buy it in SA. That’s good news, because a 295kW 2.5-litre five-pot and 0-100kph in 4.1 seconds is something we very much require in our lives. You can also have a track-ready 243kW RS3 LMS for around R2m. Bargain.

HARDCORE AUDI RSS Tech boss of quattro GmbH (now Audi Sport) has hinted that stripped- out specials, like the TT Clubsport, are coming. We approve. Needs a bigger wing, though.

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This is the Mercedes Generation EQ, an all-electric “close-to-production concept” that marks the launch of Mercedes’ new EQ sub-brand. EQ stands for ‘Electric Intelligence’, and will be the umbrella under which all future Mercedes EVs will be sold. We’re talking 10 new EQ all-electric cars by 2025 – not including a fleet of new electric vans, trucks and buses. Here we have two electric motors, one for each axle, about 300kW and 700Nm, and 0-100kph in less than five seconds. The range is said to be a Tesla-beating 500 kilometres. Pull up those socks, Elon.

In the future, buttons will only exist on your silver-foil shirt

Mercedes EQ

Mini Countryman

The outgoing Countryman was no looker, but that didn’t hinder sales...

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Behold the all-new Countryman – the biggest Mini in the company’s 57-year history. Now 200mm longer and 30mm wider, with 75mm more wheelbase, there’s some genuinely useful room inside – like space for three rear passengers, and up to 1309 litres of boot, 220 more than its predecessor. A Cooper S E plug-in hybrid, which comes later, has 165kW, an EV range of 40 kilometres, and returns 2.1l/100km on the official cycle, while the standard engines start with a 100kW 3cyl Cooper, rising to the spangly Cooper SD ALL4. First deliveries of the South Africa-bound Countrymen arrive in March. J FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A


NEWS

Heavy. Not metal Game over for Polo R WRC Much like that moment at the braai just before somebody overturns the casserole dish with your chops and wors in it, all was calm. Then there was disbelief. Before a flood of disappointment. Yes, VW’s diesel emission scandal has claimed the most successful WRC team of recent times. This season is its last – and doubly tragic, a much-faster 2017 Polo R had been fully developed, ready to jump and drift its way to victory. Hyundai must be thrilled.

AT LAST – THE MERC FOUR-SEATER SOFTTOP IS BACK. CAN IT BE ALL THINGS TO ALL PEOPLE?

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METAL

he last time MercedesBenz would sell you a proper four-seater cabriolet was rather long ago – in 1972. Generations of E-Classes with fabric roofs followed, but they never had the prestige of those W112s. Happily, the wait for most-privileged-family summer Sunday drives is over. If that SL roadster in the garage is a target of scorn for your offspring – classed as ‘selfish’, due to its lack of rear seats – well, Mercedes would now like to prevent the complete breakdown of your nuclear family structure. Featuring the largest opening fabric roof of any current production car, the S-Class Cabriolet is quite proud of its billing as the only true luxury four-seat cab. In the world. (Bentley and RollsRoyce might – politely – disagree…) Under scrutiny, this largest of all Benz cabriolets has the characteristics of an AMG S-Class, which means to say a little compromised. Rear-seat comfort ergonomics are more C- than S-Class standard; and despite its material roof, the S-cabriolet is nearly 100kg heavier than its all-metal coupé sibling. Replacing metal with fabric makes a structure lighter, but weaker. Substantial bracing must ensure the S-Class cabriolet doesn’t flake the paint off its panel gaps due to twisting on the move. So substantial that beyond the mass penalty, there’s also no space in the chassis for the additional sensors needed for Merc’s fabled Magic Body Control. Well, because the three-pointed star has more than three wise men in its engineering department, and therefore

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Kalahari Ferrari, redefined Toyota’s Land Cruiser 200 is a brilliant business. They sell nearly 100 of these R1m Toyotas in South Africa each month. But the one you really want is this SEMA special: it’s billed as the fastest SUV in the world. Radically lowered, with a 76mm narrower track to accommodate hypercar-width tyres; Toyota’s untested claim is 354kph. But with “volleyball-sized” Garrett turbochargers boosting the 5.7-litre V8 to 1490kW, their top-speed claim is worryingly believable.

Everest ownership now more scalable Ford prefers us to tell you that its Everest is a rival to the Land Cruiser Prado, rather than the Toyota Fortuner. Which is of course rather ridiculous. Even more so now, with the democratisation of Everest – Ford having expanded the range from two to eight, with the addition of 2.2-litre derivatives (118kW/385Nm) to better battle Fortuner’s 2.4s (110kW/400Nm). Price entry-point realigns from R554 900 to R453 900.

We’ll forever miss analogue dials but S-Class cabin is technological elegance done right

offers solutions for all the S-Class cabriolet’s apparent compromises. The fabric roof might increase mass with its support bracing, but it’s triple-layered canvas and seals with double-glazed windows. That means the only way you’ll ever know this latest S-Class has a soft-top is when it rains, and you hear those droplets patter a soothing cadence on the non-metal material above your head. Wind- and road-noise insulation is outstanding; and that’s crucial, because the AMG-badged V12 S65 (463kW) and V8 S63 (430kW) S-cabriolets are both capable of 300kph. Hence the ceramic brake option – decelerating from 300kph, you’ll certainly feel those additional kilograms riding along. Seven-speed MCT (S63) and Gtronic (S65) transmissions guarantee organ-reshaping acceleration, too: 0-100kph in 4.1sec for the V12, with the AMG V8 trailing that by only a tenth. There’s an S500, too; but it’s far too sensible, with nine-speed transmission and only 335kW. And what’s the point of an S-Class cab if you can’t overwhelm its traction-control all the time? The principle philosophy of Mercedes-Benz’s biggest four-seater cabriolet has developed – from ‘dignified’ to ‘dragster’ – in only 44 years. We approve of this argument for the superiority of evolution.

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Not a Navara HOW DO YOU SPELL ‘BAKKIE’ IN FRENCH?

We have it on authority the 1980s-vinatge ‘4WD’ sticker will disappear. Impressively chunky and authentic aesthetic, for a first-time bakkie design. Accessories galore, too

enault doesn’t do business in North America. Which is a touch problematic, if you’re an automotive brand about to launch your first double-cab bakkie. Say what you will of their awfully-­ scripted ‘reality’ television broadcasting and orange presidential candidates, but in the US of A, there’s no being a successful bakkie business without selling double cabs. It’s the reason Honda makes a bakkie (the Ridgeline) specifically for America. Fortunately, Renault has a rather credible bakkie partner: Nissan. So credible, in fact, that Mercedes-Benz, who spend more on R&D than any other brand, have also delegated the responsibility for developing their first double-cab to this Japanese half of the Alliance. It’s an amazingly 21st-century platform-sharing arrangement, Nissan’s new Navara birthing twin double-cabs for both Renault and Mercedes-Benz. For South Africa, it’s a particularly big deal, because Nissan has a manufacturing facility here, in Rosslyn, which has built Renaults before… Renault South Africa is very keen on marketing the Alaskan locally. Bakkies are a tidy margin business and rank as the best-selling vehicles in South Africa, regardless of prevailing economic doom.

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So, Navara or Alaskan? Fundamentally, they’re one and the same: 230mm of ground clearance, and 118kW/140kW versions of a new 2.3-litre turbodiesel. And there’s a 2.5 diesel that makes similar numbers, but will deal better with dirty fuel. Transmission options fit neatly between the six speeds offered by Totota’s Hilux and Ford’s Ranger, and the VW Amarok’s excellent eight-speed ZF auto. If you want to self-shift (who actually does that, in traffic?) there’s a six-speed manual too. Inside, the Alaskan’s all contemporary TFT instrumentation and ergonomics – with perhaps a touch too much shiny, pseudo-chrome accent finishing, which is sure to glare you blind out on site, or when patrolling your Karoo farm on weekends. So why should Renault even bother, when VW – with its massive local dealer network, and a terrifically capable bakkie, in the Amarok – haven’t managed to trouble Toyota or Ford at all? Multi-link rear suspension, that’s why. Double-cab bakkies finally possess ergonomic detailing and drivetrain refinement that make their utilitarian lineage nearly untraceable – but for unladen ride quality, which remains too military-conveyance and not enough Maybach. Solution? Swop those leaf springs for a multi-link

rear-suspension linkage with coils, and voila! SUV driving dynamics. Renault will have the option of doing this; something Toyota South Africa chose not to, with the new Hilux, thus gifting the Alaskan a unique selling point in the Mzansi market that truthfully, its intended target market – urbanites – can’t ignore. Due to reach South African dealers about the same time as X-Class ramps onto Mercedes forecourts (2018); if you own a husky, the Alaskan could be the answer. Just don’t expect your cousin in Anchorage to understand.

ICE, ICE, BABY In the beginning, there was the 1400. And ever since production came to an end in 2008, the compact bakkie market has been rather woeful. Nissan’s claim to the sub-1-ton bakkie market is inarguable. Their 1400 was a true champ, and without its robust longevity, there would have been no Ford Bantam. Or Corsa Ute. Fiat Strada... As 2016 draws to a close, the options in South Africa’s compact bakkie space are more limited than private-sector promotional prospects for Shaun Abrahams. There’s no Bantam anymore, and Chevrolet won’t sell

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you a turbodiesel Ute. Crisis. And in a time of crisis, most often, one requires nothing more than to sit back, relax and add some ice to life’s problems. With Nissan’s latest NP200, you can do exactly that: oddly detailed 15-inch alloys, a nudge bar with daytime running lights, roll-bar, rubberised loadbay (good for 800kg) and a JVC infotainment system with USB and Bluetooth. Yes, JVC. A rite of passage for any compact bakkie owner in the 1990s. NP200 ICE 1.5 dCi. R204 900. That’s cheaper than the SE. Never say we don’t do consumer advice, Vanilla Ice. Nice.


-Class. We guess they were never going to call it the ‘Geländewagen DC’; and although it remains very much a Navara frame underneath, Mercedes has spent about R10bn in R&D to make this Nissan into an X-Class. At its global concept debut in Sweden, Mercedes had two X-Class concepts on display: a leisure-oriented ‘explorer’, and an inarguable desert-destroying ‘adventurer’. The actual production bakkie, due in South Africa by early 2018, won’t be quite as outlandishly styled as either; but Mercedes is boldly billing it as the first ‘premium’ double-cab. That claim has irked VW. Just a little. Despite South Africans’ foolish belittling of its engine, the Amarok has revolutionised what we’ve come to expect from the double-cab experience. Its sedan ergonomics, drivetrain refinement and directional stability beat all of its Japanese and American bakkie rivals. Mercedes, though, already considers its as-yet-untested X-Class unrivalled. Whereas VW believes the V6 TDi Amarok, scheduled for launch early next year, will be heir to the title of first true ‘premium’ (and by implication, German) double-cab bakkie. It’s like having a debate with farmers and game rangers, trying to convince them that a pink shirt could alternatively be classified as ‘salmon’. No winning without a Dulux colour-match chart…

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X-treme machine

YOU’D NEVER GUESS THIS THING’S PART-NISSAN. WOULD YOU?

Exhaustive X-Class technical details aren’t yet available; but what Mercedes-Benz has committed to is the configurator fantasy of any ardent South African bakkie devotee: 1.1t load capacity, 3.5t hauling ability, a manual handbrake, and two lockable differentials (centre and rear). Nissan will provide four-cylinder engines, with the X-Class’s lead offering being a Mercedes V6 turbodiesel, probably the Geländewagen’s 3-litre; which should mean 180kW and 600Nm. Conservatively. Adding credence to the X-Class’s claim of being the world’s first ‘premium’ bakkie, the Mercedes double-cab features a five-link rear axle with coil springs, very much unlike the Ranger/Hilux/Amarok’s leaf-sprung set-up. Expect ride quality more within the SUV realm than anything you could load a couple of buffalo onto, and a cabin with tablet-touchscreen interfacing, C-Class ergonomics, and brushed aluminium aviation-style ventilation ducts. Laughably expensive Nissan, or second-princess German double-cab? All we know is, Mercedes has an enviable and authentic off-road vehicle heritage with the Geländewagen; and those Gs managed to evolve rather successfully into AMGs. Any X43 AMG would birth a high-performance bakkie niche that only Mercedes could deliver on. We very much hope for this.

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THINGS YOU NEED TO KNOW ABOUT THE... ...BMW 5 Series

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It looks very much like the last 5 Series

The daytime running LEDs trace a hexagonal outline, making a visual connection with BMW’s traditional double grille. And there’s a fresh crease down the side. It begins high above the front wheelarch, then takes a steadily rising path above the doorhandles before flicking up behind the side window – to make the car “surge” forwards, apparently. As you can see, BMW design evolves gradually.

THE COMPANY CAR LIST JUST GOT A SMIDGE MORE INTERESTING...

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It’s raided the 7 Series parts bin

The platform, suspension, 10.5-inch iDrive, seats, driver assist and much more are borrowed from the 7. It doesn’t get the same big girders of carbon fibre in its shell, though, going for a more affordable mix of high-strength steel, aluminium and magnesium. Overall it’s about 100kg lighter than before. The drag coefficient dips as low as 0.22 for the small-engined ones. Grille shutters blank off the opening when cooling isn’t needed.

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Fast or frugal? It’s totally your call

The fastest is the twinturbo V8 M550i xDrive with 340kW that cracks 0-100kph in 4.0sec, while the 520d ED makes 140kW, 0-100 in 7.5sec, and 102g/ km CO2. Another company-car fave will be the 530e plug-in with an electric range of 45 kilometres, a 6.2sec 0-100 time and a claimed 46g/km. If you want a straight-six, you need a 530d (195kW) or 540i (250kW). 4WD is optional with nearly all engines, even the 520d.

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It’s definitely cleverer than you

Dynamic drive is a lightweight electric active anti-roll system with adaptive dampers. BMW manages it with 12V, while Audi and Bentley need 48V. The BMW Connected function will scan your diary, preload the nav, and text an ETA to the people you’re meeting. Parked in a dodgy area? An app connects to the car’s 360° cameras so you can check its surroundings remotely on your phone.

It’s the seventh gen

In ’72, the angular-looking E10 succeeded the ‘Neue Klasse’ BMW 2000. The ’81 E28 modernised the idea, and in ’85 gave us the first M5. The ’87 E34 was more rounded, and saw a Touring for the first time. Then in ’95 came the brilliant E39, with aluminium suspension, and a nat-asp V8 in the M5. The Chris Bangle-era E60 brought a partaluminium body, and a V10 M5. The 2010 F10/F11 was launched first as a five-door Gran Turismo.


Good then – better now

ISUZU UPDATES THE KB, BY… NOT REALLY UPDATING IT; BIGGER NEWS IS THE COMPANY’S BROMANCE WITH MAZDA

hile Ford and Toyota have been locked in battle for dominance of the bakkie sales charts this year, it’s in the midfield where most of the inter-brand hustling took place. To contextualise, remember that Mazda’s buyback of their own shares from a then-desperate Ford started as far back as in 2008, when the global financial crisis was hitting the American car industry – forcing the Detroit Big Three to either flog or cull assets (see Mercury, Saab, Saturn, Pontiac, Lincoln and Hummer) to keep afloat. But the split did not immediately filter down to South Africa. Even after Ford SA’s decision to part ways with Mazda in 2013, Silverton continued to churn out Ranger-based BT50 bakkies until December 2015. Under the skin they were identical, but there was one defining difference: the Mazda was hideous, and the Ford not. Hips don’t lie, and neither did their positions at the opposite ends of sales reports. And Isuzu? Earlier this year, Isuzu sent General Motors the dreaded WhatsApp (“Me. Not we.”), before issuing a statement of intent: closer global cooperation with Mazda. On a product level this means that the next-generation Mazda BT50 would be a reskinned D-Max (sold as a KB in South Africa).

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Exposed fog lamps on new KB mean gravel travel stone chip ruin that becomes that little easier to suffer

Echoing the chorus of the Ford-Mazda tune, GM’s Port Elizabeth plant will continue to build Isuzus (as it has since 1972), despite the American company disowning the KB globally – though there’s no word yet whether this will include production of the next-gen BT50. Either way, the Mazda gets a happy ending. Until then, feast your eyes on the facelifted sixth-generation Isuzu KB. Its changes are so minute that we had to include a picture of its forebear below, for comparison. Up front the bonnet, grille and bumper designs have been changed, and the flagship LX models get LED running lights. LXs also receive a new 18-inch rim design, and LX double cabs a reversing camera. Lesser models do get a new rim treatment, while the entire range boasts a

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Whale,

superleggera

SUZUKI BUILDS A LIGHTWEIGHT, EXCLUSIVELY FOR COASTAL CLIMATES

new instrument cluster, which includes a gear-shift indicator for manual versions. Engines and transmissions are unchanged: 3.0-litre (130kW/380Nm) and 2.5-litre turbo (100kW/320Nm) for higher-spec models, and naturally aspirated (58kW/170Nm) power units for the (poorer) workhorses. Finally, to address the eternal issue of compromised comfort in rear-leaf-sprung bakkies, the KB’s rear suspension has been comprehensively reworked on all models, to provide a more cosseting ride. If 2016 was the Year of the Hot Hatch, surely 2017 must the Year of the Bakkie – besides the above, we expect to finally see the much-vaunted new Nissan Navara and its Renault Alaskan twin. Hold on to your two-tone khakis; it’s going to be a wild ride.

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oining the Swift, Celerio and Ciaz soon will be a fourth compact Suzuki. With an unfortunate name. Despite its obvious reference to the large sea-going mammal, the 915kg Baleno (just who at Suzuki is respon­ sible for naming?) is said to contain 110kg less blubber than the Swift; the latter meant as a bookend to the Ciaz sedan, with the Baleno in the middle – although prices for all three hover around the R200k mark. Manufactured in India and exported to 30 countries, the Baleno’s aero is sharper than a harpoon’s tip: at a CD of 0.29, it’s the slipperiest

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Suzuki sold today. And it enjoys a 3-star Euro NCAP rating. Spec and space for the Baleno are generous for the price. The base GL has two airbags, a 12v socket, USB, Bluetooth, and a six-speaker sound system as standard; while the GLX adds four more airbags, daytime running lights, a cellphone screen-mirroring 6.2-inch touchscreen (a Suzuki first), and a graphic represent­ ation of current power and torque usage between the dials. The boot holds a classleading 355 litres – extendable to 756 litres, with the rear seat folded flat. Only the company’s trusty naturally aspirated 68kW/130Nm 1.4-litre is on offer, mated either to a 5-speed manual in the GL (R199 900) and GLX (R220 900) models, or to a 4-speed automatic (R244 900) if you’re feeling flush. Acceleration times are in the low 11’s, so we suspect a turbo wouldn’t go amiss – particularly at higher altitudes. Then again, most whales tend to be more comfortable at the coast.

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Gone in 60 Seconds’ famous ‘Eleanor’ Ford Mustang under restoration. Nic Cage optional

CAR

CU LTU R E

Movie metal FILM PRODUCER? NEED A CAR? ANY CAR? THEN YOU SHOULD COME HERE... WORDS: TOM FORD / PIC TURES: WEBB BL AND


From a wall of fame in the workshops to remote-controlled blood-spatter squibs: Cinema Vehicles does it all... and burnouts

rivia fans, a question: What links Anchorman, Captain America, Wayne’s World, Twilight, The Hunger Games, Jason Bourne, Transformers and… Alvin and the Chipmunks? No? Well, before you start trawling websites trying to find a littleknown but prolific bit-part actor, I’ll tell you. It’s the vehicles. Because the wheeled stars of all of those movies – and a full credit roll more – were all provided by the same company: Cinema Vehicles, in Los Angeles. Nestled on an eight-acre plot in a nondescript corner of an industrial estate in North Hollywood, the whole Cinema Vehicles universe is basically nirvana for movie-car geeks, a working tribute to silver screen wheels. Established by an enterprising chap called Ray Claridge way back in 1975, CV is the place directors and producers from film and television come when they need cars. In fact, any kind of vehicle. And by ‘vehicle’, I mean pretty much anything that moves. It’s the biggest supplier of metal to the film, TV and movie industries in America. By extension, and

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seeing as it’s based in the feature-film Mecca that is Hollywood, that makes it one of the biggest in the world. If not the biggest. The roll call of cars the company has provided for films and TV reads like an exceedingly eclectic DVD collection, from creating the ‘Eleanor’ Mustang (of which there were actually several) in classic petrolhead flick Gone in 60 Seconds to sorting cars and trucks for Heat, The Dukes of Hazzard, Austin Powers and the Terminator movies. It supplied the Beetles for Herbie (2005’s Lindsay Lohan hatchet job Fully Loaded, rather than the original), the remakes of Starsky and Hutch and The Italian Job, and bikes and cars for popular TV shows like Sons of Anarchy, as well as more obvious stuff like the neon plastic of the Fast & Furious franchise, currently working on number eight and counting. As Jim Boysen, Cinema Vehicle’s current CEO, explains: “We’re here to work side-by-side with the TV and movie industry to source, build and create anything that moves – from stunt cars to star cars. We’ve got a parking lot out there with sixteen hundred

cars all ready to rent out – and anything that we haven’t got, we can get. Or build.” He’s not kidding. Cinema Vehicles isn’t just the world’s greatest car rental service, but a one-stop shop for automotive actors. Equipped with a full custom fabrication shop, industrial paint facilities, graphic design and vinyl print department, bespoke glass manufacturing, interior retrim services and enough random spares to outfit anything you can imagine, this place is a giant toybox and fancy dress store for the automotive industry. A full-service replication station. Need 50 specific police-dept Ford Crown Vics to smash up in some giant Jason Bourne chase scene? Cinema Vehicles will hit police auctions, buy up whatever you require, repaint and re-graphic to suit, and then supply them on a rent-to-wreck basis anywhere in the world. Yep, they do logistics, too. Need a nondescript but slightly odd brown Ford panel van for Ant-Man to drive? CV will source three, and make them all identical so that multiple exteriors can be filmed at the same time. From populating

Not the star of the movie, But Ant-Man’s brown Ford panel is still very cool

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CV also undertakes restoration work when not prepping movie cars

era-specific street scenes with the right kind of nondescript automotive chaff, to knocking up specialist future-ish troop carriers for The Hunger Games (based on current Lenco BearCat armoured cars), this place can literally make a producer’s wildest fever dream a reality. And it’s not just the actual cars that the company works on, either. One part of the facility is dedicated to, essentially, stunt-prep – roll-cage fabrication, custom metalwork to hold pyrotechnics, the design and build process associated with making cars do things they shouldn’t, like jump and crash in very specific ways. One corner is dedicated to the building of remote-drive pods, a kind of tiny rollcage that sits on top of the feature car and contains the actual controls for the vehicle. Thus, while the actors are inside concentrating on actually emoting, the car can be driven from the roof by a pro. There’s also a department capable of recreating expensive machinery from much more mundane underpinnings – a prime example being a replica of Nicolas Cage’s 1935 RollsRoyce Phantom Coupé used in The Sorcerer’s Apprentice that looks completely real – until you look inside, and realise it’s based on a mid-Nineties Chevy Silverado truck. This is extraordinarily creative, clever stuff. But despite the big names and bigger budgets, it’s the detail that really makes all this stuff so impressive. Unsurprisingly, a lot of movies require more than one feature car, to fit with tight filming schedules; equally unremarkably, they need them to look exactly the same. Thus, Cinema Vehicles has the canny knack of replication, down to the tiniest detail. In the shop, there are a pair of late 80s Jeep Grand Wagoneers in the process of being cloned, detailing extended to the weather-beaten wood on the side panelling, and exact duplicates can be found everywhere on the lot. I find the pretty, stack-headlight W108 Mercedes convertible from The Hangover in one warehouse, and then dis­cover its sister car 100m away. Except it’s not just a similar car – the seats are ripped in exactly the same places, the scratches and dents and visual tics are forensically identical. The level of anally retentive attention to detail is staggering.

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In the yard are a pair of very desirable ’68 Dodge Chargers, both in patinated blue, both with the same bumper sticker on the back. Except that the sticker is in millimetrically the same place, with the same corner slightly pulled. The interiors are cloned, the grilles and emblems missing the same tiny pieces. Some of it is actually quite disturbing – because how do you get a car to have exactly the same rust patches? Rust, famously, being terrifically difficult to train. If these guys got into the business of nefarious cloning, even the experts might have trouble telling the difference. More than all that, though, the Cinema Vehicles parking lot is just a playground for petrolheads. There are serried ranks of police cars of every age and (literal) stripe, a small legion of non-specific news-crew satellite link-up vans, a fleet of yellow school buses – including one stumpy version that is possibly the least space-efficient vehicle I’ve ever seen. Limos, delivery trucks with unrecognisable names, random off-roaders, donks on 28-inch wheels, and a pair of AMC Gremlins shyly hiding off to one side. There’s a monster truck tucked up in one corner, currently looking slightly spindly on its small transport wheels, and an original and rather appealing MkI Honda Civic. There are sports cars and estates, an adventure-spec original Unimog, a battalion of generic armoured cars – even a car with a hand-painted picture of Roy Orbison on the bonnet. Though I’m still not sure about that one. The stock changes constantly, with staff dedicated to buying and selling items depending on what they think might be rentable, or what projects production companies have coming up. And the car that does the most work? The one that rents out the most? It’s not a Ferrari, or a souped-up sports car. It’s a moth-eaten, slightly beaten-up blue pick-up truck. Old and busted enough to have character, not specific enough to be recognisable. And that’s the thing about Cinema Vehicles – they’re the unsung heroes of the movie world. After all, if they’ve done their job properly, you don’t even notice they’ve done anything at all.

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Police lightbar, you say? Yeah, we might have one or two of them in stock

“If these guys got into nefarious cloning, experts would have trouble telling the difference”


Huge troop transport from The Hunger Games parked casually by the exit gates

Think you know movie trivia? Tom steals world’s most generic Crown Vic police cruiser (top right) and tours the Cinema Vehicles holding lot, trying to spot famous metal. Some of the logos made it easier than others, but the sheer breadth of interesting vehicles means this place is probably worth a movie tour all on it’s own. Featured here: Robocop, The Hangover, The Hunger Games, Baywatch, Arrested Development, and... er... Kentucky Fried Chicken.

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THE TOPGEAR TOP 9

Ken Block’s garage THIS IS NOT A NORMAL COLLECTION OF CARS, BUT THEN WE’RE NOT DEALING WITH A NORMAL PERSON HERE...

FORD FIESTA ST RX43

FORD FOCUS RS RX

FORD MUSTANG HOONICORN RTR

The star of Gymkhana 5 was a 447kW Fiesta developed for KB’s assault on the 2013 Global Rallycross Championship, and capable of 0-100kph in under 2.0sec. Just as well – its course involved outmanoeuvring a giant, spiky wrecking ball.

Ken’s latest toy, seen hanging its tyres out over a dock in Gymkhana 9, is also his 2016 World Rallycross Championship car. Its engine is smaller than the road-going RS (2.0-litre versus 2.3), but with 447kW, far mightier. Drift mode is compulsory.

You might have seen this one giving Matt LeBlanc a gentle sightseeing tour of London, or taunting lowriders in Gymkhana 7. Either way, you’re unlikely to forget a 1965 Mustang slammed and boosted to 630kW with a madman behind the wheel.

FORD ESCORT MkII RS

FORD F-150 RAPTORTRAX

SUBARU IMPREZA WRX STI

Once a 1978 Escort MkII RS, then a tarmac rally car, now a full-bore rear-drive Hoonigan special with 248kW from a nat-asp 2.5-litre four-cylinder (that revs to 9000rpm) and a six-speed sequential gearbox. Yet to star in a Gymkhana video, but it can’t be long, surely?

Ken isn’t picky about what shape the tyres he destroys are. This is an F-150 Raptor, featuring snowboard racks, a roof basket and a rear-mounted winch. More importantly it has a 6.2-litre V8 and four Mattracks – perfect for carving up the piste, in the wrong direction.

The one that started it all. In 2008 Block took his 395kW 2006 WRX STI to an airfield, gunned it down the straight, and then, without warning, flicked it into a massive drift – a drift that changed everything. Gymkhana 1 has 15m views and counting.

FORD FIESTA ST HFHV The Hybrid Function Hoon Vehicle might have a silly name, but as well as performing in Gymkhana 4 it has the ability to be adapted for Rallycross racing and stage rallies. A mere 260kW from its 2.0-litre turbo might sound puny, but 0-100kph in 2.3 isn’t.

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FORD MUSTANG HOONICORN RTR V2 Very few people will look at the Hoonicorn and see further potential, but the V2 is that potential realised. Adding two protruding turbos and methanol to the 6.7litre V8 uncorks 1044kW and creates, in Ken’s words, “the most frightening thing I’ve ever driven”. Oh goody.

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CAN-AM MAVERICK MAX X RS TURBO When you live in Utah, you need something capable of pummelling the surrounding dirt tracks into submission. And taking the kids to school. This 97kW Can-Am Maverick ticks those boxes with four seats, a custom bike rack, windscreen and doors.


S TA R T

A DAY IN THE...Ken LIFEBlock OF... MR BLOCK’S DAY JOB? DRIVING IN THE WORLD RALLYCROSS CHAMPIONSHIP, OF COURSE

5.15am Wake up, turn off my alarm, and turn on my iPhone to check emails, text messages and social feeds. Make a protein shake to get my metabolism going, then FaceTime my wife and kids. 6.00am Out the door of the hotel and off to the track for breakfast. Our team chefs usually prepare me something: usually sausages, rice, and mixed fruit. Review in-car footage from the day before. 7.30am I’ll meet with my team director, Derek Dauncey, and talk about our set-ups for the day with the car, then begin my warm-up routines – reflex drills and some Muay Thai pad work to get my blood flowing and get my body in a state of readiness for door-to-door combat. 8.15am Sitting in my Ford Focus RS RX rallycross car ready to go. We typically get two warm-up laps on Sunday of a race weekend. 9.30am Qualifying race 3 and 4. This is where you find out if you’re going to make it on to the semi-finals or not. Noooo pressure. Ha! 12.30pm By now I’m back in the paddock and focused lunch. Usually a small salad, some grilled chicken and some rice. Occasionally I’ll break out the Nando’s Peri-Peri sauce (go brand #RSA). 1.00pm At every round of the World Rallycross Championship, Monster throws these huge parties, with DJs, Monster Girls dancing, prize giveaways and autographs for the fans all a part of it. 3.30pm As long as I’m in the top three of one of the two semis, then I am in the big show, the final. Six cars face off to try to win in the biggest race of the weekend. 4.00pm Post-race trophy presentation, media interviews. My driving suit might now be soaked through with champagne. Great for the first five minutes, then just sticky, and smells like sweat mixed with champagne going sour. 7.30pm Post-race debrief to discuss set-ups and car issues and to prepare for the next race. This is a VERY important part of the weekend. 8.30pm Back at the hotel, I can finally grab an end-of-day shower and call home to my wife and kids. Depending on how well the weekend went, I may head out for some adult beverages with the team or friends. 10.00pm or 2am Depending on how much we have to celebrate, back into bed and trying to get as much sleep as possible before a 5am departure for the airport. E N D


IN THE COCKPIT

The Happy Camper AMERICANS, MEET YOUR NEW HOME FROM HOME!

ope, not the cockpit of a WWII bomber, though the bare metal, aviation-style instruments and riveted seats do give it a Forties look. This is, in fact, the inside of the ‘Happy Camper’, an RV that started life as a 1972 Winnebago Brave before Wisconsin tuners Ringbrothers got their hands on it. From the outside you’d think it was fairly stock – corrugated bodywork, faded paint, tatty awning – but the interior tells a different story. The plaid upholstery is long gone, the cheap veneers stripped and the furniture replaced with padded benches and some rather sharp-looking shelves. Luxuries? Plenty of those, including TVs, a popcorn maker, a pizza oven and a fully stocked bar. Oh, and a 6.6-litre, 670kW supercharged V8 visible through a glass hatch between the front seats. Best glue down the crockery before setting off…

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There’s a proper charcoal braai at the back, and a monkey bike on the front. Presumably not the result of some terrible collision.

Decoration includes many witty signs, an aeroplane propeller, and a saxophone stuffed with Woody the cowboy from Toy Story. No idea why.

All that power calls for some beefed-up mechanical bits. There’s an industrialstrength transmission and a muscle car driveshaft.

BRIEF

BUTTERY BISCUIT RACE

SHORTBREAD VAN FROM JAPAN

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Thanks to that ’charged V8, it does 0-80kph in a frankly absurd 3.2 seconds, before the barn-like styling gets it into aerodynamic hell.

Only the Japanese can take an entirely logical future-gazing idea and then, from nowhere, turn it into something head-swivellingly bizarre. Meet

 DECEMBER 2016

Honda’s Hato Sable delivery van. Hato Sable is Japanese dove-shaped shortbread, and it is the prime cargo of this 3D-printed EV. Power

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is a dizzying 11kW, with an 80-kilometre range and top speed of 70kph. If you’re looking for reason here, you’re baking up the wrong tree.

This just takes the biscuit. No really, it takes biscuits, that’s exactly what it does


PAUL HORRELL ON…

Selfishness vs common good BEHIND THE WHEEL, IT SEEMS SOCIAL NORMS DON’T APPLY e humans think we’ve elevated ourselves clear of the rest of the animal kingdom because we’ve learned to cooperate for the common good. Call it ‘society’. Unlike a pride of lions or a swarm of bees, our concern for our fellows goes beyond the ones we immediately know. We’ll try to do good for people we’ve never met, or even those as yet unborn. Looking after our own progeny is nothing more than Darwinism, but taking care of other people’s is, well, society. Or maybe it’s just enlightened self-interest. We want to live in a world of reasonable equality (at least of opportunity) and solidarity, so we submit to the imperatives that allow it to flourish. Sadly, all that goodness gets very firmly parked as soon as we get into a car. Highway traffic slows to 60-odd. The ‘slow’ lane is empty; the middle one sparsely populated. The ‘fast’ lane is full. I look ahead and curse the people in front for failing to move into the empty adjacent lane to their left. But do I pull left? Only after an extensive search of my conscience. Because I know that the moment I indicate, the car behind will move ahead into ‘my’ position, blocking me in. Yet if everyone acted as an enlightened society and filled any space to their left, the whole road space would be better utilised and we’d all move along better. But because we don’t trust the others, our own cooperative spirit is inhibited, and the result for everyone is worsened. The prisoner’s dilemma. Try another example of what is in effect the breakdown of society. The media coverage around the VW

W

emissions scandal meant everyone knew the health dangers of too much NOx in the air. No one who lives in a town wants the fragile lungs of their kids or elderly parents exposed to its harm. Even VW drivers. But among the ones I talked to, none was angry that VW’s cheating had caused them as individuals to spew more poison. No, they were annoyed that their cars, after the recall, might perform less well or cost more in fuel. So we have to be regulated, or at the very least taxed, into behaving in ways that benefit us all. That’s why exhaust rules exist. That’s why we have controlled freeways with variable speed limits that smooth the traffic flow and keep all lanes full. On choked freeways, the very restriction of speed is what causes your average speed (or that of your pulse) to rise. In buying a car, we’re no more likely to act the good citizen. In my line of work, inventors are always queuing up to tell me they’ve reimagined the car into something smaller, less greedy of resources and more suited to cramped cities. Autonomous driving is often part of the package, so it’s not just physically smaller but able to use even less road space because it travels in a platoon and has less buffer distance around it. These people tend to say that if their ideas were widely adopted, cities would be better for everyone: less congested, less polluted, quieter. But history shows that this sort of idealism will never build a business. In the early days, the Smart was marketed as a piece of intelligent reduction that would make urban streets more efficient. Cooperation was posited: four Smarts in two ordinary parking spaces, that sort of thing. Its potential owners were told they’d be hastening a brave new world. Didn’t work. Sales only took off when people realised that a Smart made you sharper-elbowed in the city: you could nip through gaps and grab parking spaces denied to drivers of bigger ordinary vehicles. Paradoxically, if there were more Smarts, the individual advantage of driving one would diminish.

“We’ll try to do good for people we’ve never met, or even those as yet unborn” Something similar happened with electric cars. When they were advertised as something to save the planet, only a few deep-green utopians stepped forward to buy. They began to gain traction only when people saw the selfish motives: EVs are fun to drive and cheap to run, especially with tax incentives from governments perceiving them to be good for society as a whole. Or, as we’ll increasingly see in the future with performance hybrids – for their speed. Which again is a selfish pursuit. Hardly anyone chooses their car on the strength of making the world a better place. The majority pay their money for something that works for them. And when they get in and drive it, they also forget the benefits of cooperation, don their self-centred blinkers and barge ahead. But they’ll have to get in front of me first. FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A

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Gadgets

It’s a drone’s life

GOPRO THROWS NARCIS­SISTIC ADVENTURERS A BONE BY TAKING THE LEASH OFF THEIR FIRST DRONE. AS ALWAYS, YOU’RE THE HERO

HISENSE INFINITY FAITH 1 Trust the Chinese to christen a phone after a struggling car brand and a George Michael hit. The dual-sim, LTEenabled Hisense has a 5-inch touchscreen, 2GB memory, fingerprint recognition, and a 13MP camera. Little-known brand, muchloved value. R3000; edgars.co.za/cellular

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GOPRO QUADCOPTER KARMA DRONE Expecting GoPro not to launch (if you’ll pardon the pun) their own version of a drone would be like expecting the number of AMG derivatives that Mercedes can pump into the market to reach a saturation point. But there’s something different about the Karma (other than it being a female dog when life goes wrong), and that is its portability and ease of use. It comes shipped with a backpack, and because there’s no painful smartphone-pairing sequence, it’s a question of fit-in-and-flock-off. The camera sits at the front, rather than under (for eliminating those pesky rotors protruding into view), and on a three-axis gimbal. The unit’s shipped with a Hero5, but switchable harnesses enable the use of other GoPros too. Its clamshell controller continues the minimalism theme, hosting a touchscreen display,

two joysticks and the now-obligatory single button for take-off and landing. Range to the Karma is 1km, while the drone itself will safely stay in the air for 20 minutes, and can fly at speeds up to 56kph (though probably not at the same time). Should you tire of having to control the Karma as well as operate the camera, the GoPro Passenger app allows a sidekick to view and operate the camera from a connected mobile device. Aftersales? There are several replacement parts on offer for your Karma, should someone decide to pelt it with a pellet gun for fun. Which is highly unlikely, because it’s preprogrammed with a list of no-fly zones. We’re not sure if it’s been updated for South Africa, though; best go and test it out over Water­ kloof. But you should probably avoid the Gupta wedding planes – crashing into one of those would really be testing your karma. R16k (est); ormsdirect.co.za

PS4 500GB SLIM The PS4 has finally signed up at Virgin Active. On the plus side, it lives up to its name, but sacrifices are inevitable: no 4k BluRay player, and a teeny 500mb HDD. All told it’s the cheapest channel into PS4’ing; and the damage for a 1GB Pro at the other end of the scale is R7k. Hefty. R5199; takealot.com

CELLY USB POWER STATION Stop hauling kilograms of chargers along when one device can juice up to five at a time. Celly is a universal 110/240v charger, so it adjusts the current according to the country where you’re plugged in. It won’t save a Samsung Note 7 from blowing up, though – but then, nothing can. R603; loot.co.za

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Watches

Mid-Atlantic time THE PANERAI RADIOMIR 10 DAYS GMT HAS A DAFT NAME; BUT ITS HERITAGE IS TRULY INTERNATIONAL, STRETCHING FROM ITALY TO HOLLYWOOD AND ALL THE WAY TO FRANSCHHOEK Panerai watches have been around since 1860. Headquartered in Florence but manufactured in Switzerland by Rolex, initially the brand did not sell to the public, instead solely supplying several Mediterranean military and naval outfits. This strategic decision changed in 1993, though, and its first famous customer was Sylvester Stallone, who bought a batch in 1995 when filming the unheard-of disaster film Daylight. Stallone had his signature engraved on the back of each, and gave them as gifts to some of his friends. Not quite the Rolex Cosmograph Daytona you get for the winning the second-most famous endurance race in the world; but hey, it’s better than being begged to star in The Expendables 99, right? Two years later, Panerai was gobbled up by Johann Rupert’s Richemont group, today the second-largest luxury goods company in the world. The Panerai Radiomir 10 Days GMT is undoubtedly for citizens of the world. The case is 47mm of polished stainless steel, the timekeeping is automatic, and there’s enough reserve power for 10 days. The sapphire crystal is glare-proof and the watch itself water resistant to 100 metres; both useful for when your private jet is shot down over the Comores en route to the Seychelles, and you have to swim for that life raft. R178 100; ejewels.co.za FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A

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Honda BR-V p48

Kia Sportage p50

AUDI Q5 p51

Peugeot 3008 p52

McLaren 540C p54


Audi R8 Spyder  Not yet (due March 2017)

Sound bite DROP-TOP AUDI R8 LOSES A LITTLE FOCUS, BUT EARS GAIN MUCH PLEASURE

he noise. That’s what convertible supercars are all about, right? Because in all other areas they’re a compromise: slower, more expensive, not as sharp to drive. The all-new, second-generation Audi R8 Spyder – with its 317kph top speed - is at least two of those things. But naturally, with a large-capacity V10 engine shorn of any turbochargers, it’ll fill your lugs with as much noise as they can bear when the roof is stowed. With the R8 (and its Lamborghini Huracán cousin) among an increasingly diminishing group of naturally aspirated supercars, it makes one of the greatest sounds in the business. Extend each gear to its red line and it’s an almost racecar-like wail, one that builds and builds as the car exhibits a slightly runaway sensation of speed. Short shift to a higher gear – say fourth – and keep the accelerator pinned until your conscience steps in, and it’s more of a hearty, bassy noise, and one that’s no less enjoyable or addictive. Whatever your approach, a lift of the throttle or some assertive downchanges into a corner will pull the pin on a cacophony of pops and crackles that are only intensified if there’s a solid surface nearby for the sound to bounce off. Yes, it’s exceedingly silly and makes you feel like an overgrown child. But that, surely, is the job of a supercar. An elite group that the R8 has arguably only stepped into in its latest, more expensive MkII guise. But with the way it drives, it deserves to. As you’d expect, chopping the coupé’s roof and replacing it with a fancy piece

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“Keeping a nat-asp engine singing is a wonderful (and increasingly rare) joy” of folding fabric has had several negative effects. The Spyder is around a third less rigid (though it’s 50 per cent stiffer than the MkI R8 Spyder), while the roof, its mechanism and some additional strengthening have swelled the R8’s kerbweight by 125kg, to a rather portly-sounding 1720kg. The suspension has been fettled to counter the extra mass, but the Spyder has been designed to drive just like the coupé, striking the same balance between sharpness and comfort. For now, it only comes in 397kW, ‘standard’ trim, with a 449kW ‘Plus’ version a little way off yet. With a 3.6sec 0-100kph time, though, it’s more than fast enough. Overall, you’d need both engines back-to-back to truly

spot the deficiencies in performance, but the pleasant upside of the skinnier tune is that it’s even easier to enjoy quite a lot of the R8’s first four gears at morally acceptable road speeds. Keeping a naturally aspirated engine singing is a wonderful (and increasingly rare) joy, and the shortly-stacked gears of the standard seven-speed S tronic paddle­ shift transmission give you a reasonable chance of doing so away from a circuit. This is to be commended. You’d also need a boringly scientific test to really split hard- and soft-top R8s. For a 1.7-tonne car, the Spyder feels uncommonly agile (once you’ve got past its width, which may feel a little much on a gnarly back-road), and the way it tucks

Plenty of colour options, but we’d stay classy with Monterey Green

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Porsche 911 Turbo Cabriolet More usable with back seats, but the Audi’s engine is the more inspirational engine

into especially tight corners is no trickier than in an RS3. That a burly mid-engined supercar is as easy to drive as a front-engined hot hatch is all thanks to the quattro AWD system. It’s an inevitability of a fast Audi – current Audi Sport boss Stephan Reil has categorically ruled out a RWD R8 special – but unlike the front-biased systems in smaller RS models, this one can happily send every last kilowatt to the rear axle. Climb into the R8 and just drive it, and it’s a cosseting, foolproof intro­duc­ tion to the supercar. The ride is supple, its steering light, and its responses entirely friendly. It’s an absurdly easy car to drive quickly. So much so, that you’ll quickly feel like ramping things up via its various modes. There are two strands of this: the Drive Select system is like in any other Audi, and ups the aggression of the engine, gearbox et al, while an optional sports steering wheel brings a chequered-­ flag Performance Mode button. This goes a step further, and tweaks the stability control systems (as well as the car’s usual parameters) through Wet, Dry and Snow settings. With everything in its most dynamic, the R8 livens up properly. Its paddles flick through the gears as quickly as


UP CLOSE

Press red for the V10 orchestra; push the sports exhaust binoculars to make it louder

Optional B&O stereo offers speakers in the headrests to boost the sound sans roof

Seat Your choice between a fixedback Recaro or an adjustable quilted leather item that doesn’t recline enough

Steering wheel Specify the sportier wheel, which adds Performance mode. But R8 is sweeter without Dynamic Steering

Roof controls Two buttons. Hold one for 20 seconds to fold the roof up or down; the other operates the ‘noise window’

Transmission A seven-speed paddleshift auto is your only option; the R8 won’t go manual again. Good job it’s superb, then

Phone link-up Power your phone in here, either by cable or inductive charging. Virtual Cockpit also does Apple CarPlay Virtual Cockpit familiar from other Audis; rev-counter lights up as the red line nears

your brain ponders doing so, and the car’s resistance to understeer, and willingness to avoid it with subtle slip at the rear, is a complete joy. Its limits still remain high – arguably too high, for really uncorking it on the road – and in fast, sweeping corners it finds seemingly infallible traction. But however deeply buried, there’s a sense of humour beneath the R8’s skin. A point rammed home by the artillery fire as you change down to second gear into a tight, stonewalled corner. It takes a really bumpy surface to find any shimmy through the Spyder’s steering rack, and even then it’s because you’re looking for it. A shaky rear-view

New rear deck helps house soft-top, but loses coupé’s glass engine cover. Boo

mirror – the traditional telltale you’re in the soft-top version of a closed car – never revealed itself on our test route. It may give a small amount of alertness to the coupé, but nothing you’ll tangibly miss. On the road, the Spyder hardly feels compromised. Not dynamically, at least. There are other, less crucial areas where the coupé comes out on top. A newly-designed rear deck means the glass engine cover has to go, while the additional cooling strip between the Spyder’s rear lights looks cumbersome. The mechanical gubbins of the roof mean you can’t recline the seats as much, making the soft-top a more wearing long-distance car. A couple of hours of driving are enough to have even me (an ordinaryish 1.75m) squirming about a bit. There’s only one luggage compartment, too, its meagre 112 litres also an inconvenient shape if your bag isn’t willing to be squashed into place. Those are terribly grown-up criticisms, I admit. And with the sports exhaust off and the gearbox left to its own devices, the R8 is otherwise a brilliantly refined car through town or on motorways. With the roof up, it’s not quite as cocooning as the coupé, but it’s really not far off. The hood itself folds in 20 seconds, at 50kph and below. But

given how theatrical the action is, it’s probably best carried out near people who aren’t easily distracted. Roof tucked away in the bodywork, the R8’s interior is largely wind-free up to 130kph, though liberal use of the heated seats is advised if you want to go open-air on a cold day. The alternative – carried over from the first-generation Spyder, and nearly every convertible supercar that’s followed it – is a glass rear window that can drop down with the roof in place, allowing you to enjoy all ten cylinders whatever the weather. Because, yeah: no matter how good the rest of the R8 Spyder is – incredibly good, is the truth – it really is all about the noise. STEPHEN DOBIE

5204cc, V10, AWD, 397kW, 540Nm, 7A 11.7l/100km, 277g/km CO2 0-100kph in 3.6sec, 317kph 1720kg

VERDICT It combines excitement with the everyday like few cars on sale; losing the roof only elevates the experience.

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Typically brilliant Honda ergonomics and curiously tactile feel through that helm

Honda BR-V Elegance  R272 900

Lonely planet JUST WHAT THE WORLD NEEDS: A HONDA MOBILIO, WITHOUT THE HUNCHBACK. PROGRESS e it in Formula One or on the showroom floor, Honda’s having a tough time in the sexy stakes. Type R aside, what’s your last recollection of a truly desirable Honda? Given their dazzling achievements of yore, it’s easy to take Honda to be an engineering firm first, and a carmaker second. High praise – but that doesn’t make a profit: volumes do. Which explains Honda’s efforts to introduce affordable second-world specials, such as the Mobilio and Ballade, into countries perceived to deserve these - such as Thailand, India, Malaysia, and predictably, South Africa. Enter the Bold Runabout Vehicle (we didn’t make that up). Light years removed from anything Type R, it’s essentially a

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 DECEMBER 2016

Renault Duster A true-er SUV than the lessthan-bold BR-V

Mobilio that’s shed its humpback, slipping in under Honda’s established CR-V and HR-V SUVs. The newcomer is more of a compact MPV than an SUV, as it lacks any pretence of off-road capability. But if you don’t intend beating about the bush anyway, and prefer being a city slicker, don’t let terminology put you off completely, as it does have versatility on its side. The BR-V’s 1.5-litre motor is more at home in the urban jungle, where its torque deficiency at low revs is less of a hindrance. On longish climbs, or when baulked by slow-moving traffic on the open road, you’re required to exercise the left limbs. A CVT transmission is offered on Comfort and Elegance models, but is best avoided. At a constant speed, the in-line four is relatively subdued, and will maintain an indicated 130kph happily enough on the level; but when extended, it can sound somewhat strident. Dynamically, the BR-V’s best feature is the power steering, which is beautifully weighted and provides decent feedback. Straight-line stability is excellent too, and the ride on decent surfaces felt well controlled; but broken surfaces do suggest a relatively stiff set-up. Thanks to a longish wheelbase, the BR-V accommodates three rows of seats more readily than its compact dimensions

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might suggest. Nonetheless, there’s no escaping the fact that the cabin is relatively narrow, which means the 60:40 second row will accommodate only two adults in any comfort. The easily-accessible 50:50 third row, which forces a knees-up seating posture, as the cushions are (understandably) too near the floor, is for kids only. Other equipment oversights are the absence of a touchscreen and park distance-control sensors. Can one really recommend the BR-V over the segment-destroying Ford Ecosport, or the Renault Duster? We’re not sure. For that to happen, the BR-V might need some Marc Marquez magic. What’s required is a simple corporate restructure: Honda Racing Corporation, meet your new colleagues in Product Planning. You probably won’t like them at first. RICHARD WILEY

1497cc, 4cyl, FWD, 88kW, 145Nm, 6M 6.3l/100km, 151g/100km CO2 N/A 0-100kph, 160kph 1188kg

VERDICT Too much of a Mobilio clone, and not enough of a self-realised SUV. An icon of Honda’s current model mediocrity.

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Renault Kwid Dynamique  R129 900

Here we Go. Again FOR ONLY A FEW QUID MORE R&D, THIS COULD HAVE BEEN A TWO-STAR

Michelin one-star restaurant is an experience to savour. A one-star hotel, with sandpaper-grit towels and that curious scent of the living dead emanating from its carpets… rather less so. What of a one-star car? Even if it cost quite a few quid less than any rival, would you be drawn to a car with a safety rating of one star? Renault thinks you would; and because of our cricket-nation correlation, presumably, South Africa has now been gifted the French brand’s most successful Indian export product: the Kwid. It’s the Datsun Go all over again, with no ABS and a single airbag. Hence the Euro NCAP single star of shame, rather than multiple stars of excellence. But unlike a desperately cheap hotel, the Kwid has terrifically comprehensive tablet-screen infotainment (with navigation and smartphone mastering), and even ‘experience insurance’ – Renault South Africa’s so keen to reward your maverick budget-car-buying experience, they’ll insure your Kwid for its first year – and considering the absence of ABS, that’s quite a generous concession. If you enjoy motoring with an ironic pre-millennial twist, the Kwid features points of irony aplenty: 13-inch wheels, headlamps with exposed bulbs that appear nearly vintage in a world of post-halogen LEDs, a 28-litre fuel tank, and digital instruments the hue and pixellated font of an original Opel Kadett GSi. The Kwid’s litre triple delivers the lessthan-express performance you’d expect from a sub-100Nm car; but its cabin, with glimpses of Renault’s ergonomic panache and brilliant infotainment, salvages things for a tolerable driving experience. Think of it as that one-star hotel, but with

A

It’s 1989 and you’re chasing down Golf 2 GTIs in a Kadett GSi. Infotainment is great, but ABS would be too

spectacularly fast WiFi. With 180mm of ground clearance the Kwid’s also credibly pothole-proof, and will venture between even the most isolated Karoo towns. Two years since the Datsun Go launched, it manages to average about 500 units a month – evidence that South Africans have become rather desensitised to the horror of complete-structuralfailure crash-test videos. Affordability bests survivability; and given the preponderance of data-gobbling smartphones among the not-so-meek (but very exploited), it’s clear the infotainment-enabled Kwid is targeting first-time buyers, using the features they’ll want – not need. Is the absence of ABS that big a deal? McLaren’s F1 – generally agreed to be the greatest performance road car of the 20th century – didn’t have ABS. But it did have massive rotors, wheels and tyres, and the Kwid’s 155/80 R13s are hardly the largest emergency-braking-traction contact patch. As with the Go, the Kwid’s lack of ABS gets a rather big ‘No’ from us. Terrific value? Yes. But the only French one-star experience worth indulging in remains the Michelin-graded eatery – not an Indian-market-inspired crossover. LANCE BRANQUINHO

Datsun Go Larger engine, but negligible performance gains. Terrible inside. Kwid wins by default

999cc, 4cyl, FWD, 50kW, 91Nm, 5M 4.7l/100km, 112g/km CO2 n/a 0-100kph, 152kph 723kg

VERDICT Renault’s least safe car. Doesn’t make sense. Buy a pre-owned Sandero Stepway instead.

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DECEMBER 2016 

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Kia Sportage 1.6 T-GDI GT-LINE AWD  R599 995

Sportscar? Not a Koup BITS OF NEW SPORTAGE ARE PART-IMITATION TRIBECA, PART-VW. WE NEED HALLUCINOGENIC INTERVENTION eauty is a not only a thing in the moment of beholding; it also waxes or wanes over time. Mostly wanes. And for Kia, the diminishing-return curve of its astounding success in designing very attractive vehicles may have apexed, now we’ve seen the new Sportage. With those headlamps in a position and proportion last seen on the atrocious first-generation Subaru Tribeca, this is the first Kia in a decade that’s not an absolute evolution in prettiness over its prede­ cessor. Bit of a Pokemon aesthetic. It’s also a vastly different offering from where it debuted back in the 1990s, as a compact SUV with authentic 4x4 hardware, tallying both low-range transfer case and limited-slip rear differential. Those pre-millennial years were an

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 DECEMBER 2016

VW Tiguan It’s a Golf 7 GTi in a striking SUV silhouette, with AWD. Best Q-car on sale right now. Unrivalled

unhappy time for young people with sufficient disposable income to buy a small SUV. In the 1990s the world was a sullen, post-grunge place, depressed and yearning for escapism, as so disturbingly chronicled in Trainspotting 1.0. To prevent you ruining the innocence of your childhood blanket as Spud did, Nissan and Ford built compact five-door SUVs with low-range ability, to transport twentysomethings away from all the urban awfulness to places of solitude and reflection. Where a blanket could be used, unblemished, to sit and meditate on. In a meadow. Nissan’s Terrano and the Ford Maverick were the inspiration for the original Sportage, hence the presence of a transfer case on the MK1; but Kia’s fourth-generation evolution doesn’t have a stubby secondary shifter. Or even a mechanically-locking (even slip-locking) rear differential. What it does have is a rather good dual-clutch transmission. Seven speeds, always ready to engage even before you intuit the need – and the only Kia to offer this superior, Porsche-inspired way of shifting. Rather peculiar that Kia’s compact SUV benefits from dual-clutch transmission technology, but the Koup – the car you’d suspect would be its performance offering – doesn’t. We suspect it’s because secretly, Kia knows what we all do: nobody cares for the Koup, but a great many aspire to the Sportage. And if your SUV is priced

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Lacks for nothing inside and has terrifically 1990s contrasting dual-tone leather seats, too

to rival the Tiguan, it’d better have a drivetrain of equal quality and function to VW’s DSG. But the issue, in the reality of counted Rands, is that the Sportage isn’t priced to rival the Tiguan – it’s priced beyond it. This is Kia being rather ambitious; but also suicidal, as the Sportage 1.6 T GT trails the VW in both power (by 32kW) and torque (by 85Nm). The performance discrepancy is immense. The Kia’s an entirely decent steer, with generous equipment; but the Tiguan’s an excellent drive, and unquestionably prettier, with unrivalled image appeal too. If you require escapism from a life that’s become dangerously Trainspotting 2.0, VW’s your dealer of choice. LANCE BRANQUINHO

1591cc, 4cyl turbo, AWD, 130kW, 265Nm, 7A 7.5l/100km, 175g/km CO2 0-100kph in 9.1 sec, 201kph 1544kg

VERDICT Fantastically built and feature-rich, with an energetic little engine and keen drivetrain. But laughably expensive.

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Audi Q5  Not yet (due July 2017)

Still top of the class? IT MIGHT NOT LOOK IT, BUT INGOLSTADT’S HIGHVOLUME SELLER IS ALL-NEW

he Q5 is a big deal for Audi: since 2008, it has produced more than a million of these inoffensive bread-andbutter mid-sized SUVs in Germany, topped up by another 600k made in China and India. That’s 1.6 million Q5s, making it the global best-seller in the segment, and Audi’s best-selling vehicle. So a new one needs to be on point to maintain family honour... and share prices. Happily, the new Q5 is properly new, not just a midlife refresh. It’s grown in pretty much every direction, with more room for people and things, and features a more defined look that makes it appear smaller than it did before – a function of good design. As ever with Audi, there’s an attention to detail that makes you respect the drawing department. OK, so it’s unlikely to have you frothing, but it’s unlikely to offend anyone either. There’ll be five engines at launch, four diesels and one petrol, with three of the four diesels the same 2.0-litre with a triplet of different outputs, of 110, 120 and 140kW. The other is a 3.0-litre V6 single-turbo diesel with 210kW and 620Nm, and the petrol engine is a 2.0-litre with 185kW and the ability to hit a purported 6.8l/100km. We’ve only tried the petrol and larger diesel, and both are fast, quiet,

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Feature line runs from headlights to bounce over rear wheelarch. Stylish

and generally fantastically unremarkable. Not bad; just very fit-for-purpose, without really impinging on the experience. There’s been a whole host of things changed under the skin, too. Redesigned suspension using a greater percentage of aluminium contributes to a 90kg weight saving for the 2.0-litre petrol compared with the old model (a bit less for the diesel), there’s better efficiency, and new electronics. It rides well, handles exceptionally for this class of car, and generally makes a decent fist of everything you throw at it. The interior apes the new A4, and there’s the usual feeling that Audi comes up trumps with interior fixtures and fittings – including swathes of apps and extra functions. It all adds up to being a car that is significant­ly better than it was before, in pretty much every direction. Not a game-changer, but certainly one that knows how to play the game. TOM FORD

2976cc, V6 turbodiesel, AWD, 210kW, 620Nm, 8A 7.6l/100km (est.), n/a g/km CO2 0-100kph in 7.0sec, 225kph (est.) n/a kg

VERDICT Fantastically capable, surprising to drive, quite pricey. Unlikely to make many wish lists, but you can’t fault the execution.

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Peugeot 3008 1.2 PureTech   Not yet (due Q1 2017)

A family affair PEUGEOT FIGHTBACK CONTINUES WITH A SOLID CAR FOR THOSE WITH OFFSPRING ere’s Peugeot’s second-gen family crossover, while most makers are only on their first. So with the benefit of some hindsight, the French have figured out what was wrong with the 3008. And, to be fair, what was right. Dynamics were largely right. Again the new one – now moved to the group’s strong, light EMP2 platform – moves down the road with pleasing dexterity. Interior quality of the first 3008 was a big step forward for Peugeot, but others soon overtook it. Acknowledging that, the new 3008 has taken a quantum move ahead. What was wrong? Principally, that seven-year-old car looked a bit of a bloater. Peugeot had wanted its SUV to have an MPV-ish cabin, so the windscreen was pushed awkwardly forward and the sides flubbed out over the wheels. This time they’ve secured better space by lengthen-

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 DECEMBER 2016

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Peugeot has got the 3008’s cockpit right this time. Instant upgrade

ing the wheelbase, while the new platform cuts the overhangs, and the body is chiselled into the lantern-jawed and jewelled stylings SUV buyers love. Buff. Peugeot’s first ‘iCockpit’, in the 208, moved the instruments above the steering wheel and dropped the wheel’s size to let you see them. The idea being that the car would feel agile (small wheel) and the clocks would gain prominence. But for lots of drivers, the wheel rim jutted across them. Then the 308’s iCockpit shoved most functions including climate and drive systems onto a central screen. Sadly, a laggy and lo-res screen. Now the


3008 iCockpit puts even more onto the screen, and replaces the driver’s dials with another digi-display. And at long last, it’s a triumph. All 3008s, even the cheapest, have the virtual display for the dials, as well as the big central touchscreen. From the second trim up, the touchscreen has a seamlessly integrated TomTom. That screen is quick to respond, with clean graphics and smooth answers to your fingertips. Below that is a set of high-quality satin-metal piano keys for shortcutting between functions. The sweeping dash and door construction is clad in a stylish highquality set of plastics, cloths and genuine matt oak, with LED accent illumination to jolly it up at night. The engines come from the middle of the 308 range: no low-power strugglers, no GTi screamer. Top one is a 2.0-litre diesel. They sent us off in the auto version. It spreads its torque across a wide rev range, but crack the whip and it’s a bit gruff, its spirit suppressed by the transmission. The big seller will be the 1.6 diesel manual, low on CO2 and perfectly class-competitive. At the other extreme, a 96kW 3cyl petrol

Satin metal shortcut keys add a bit of glitz in a class where functionality is king

manual. That version is a full 200kg lighter than the 2.0 auto, and is quieter, livelier to rev, and much sweeter to use. Even if it’s a couple of seconds slower to 100kph. Arrive at the bends and it heels, but predictably and progressively. If there are bumps in the bend, the damping keeps things under control without clenching the body uncomfortably. Cruising will matter more to buyers, and it tracks straight,even if the small steering wheel might have fooled you into expecting slight karting-like twitchiness. Thanks to the soft chassis and finely judged dampers, this is a fine-riding SUV, let down only a little by a trace of bobbli­ ness at low town speeds. Well-shaped seats look after the driver and mate. In the back, space isn’t so great – the optional glass roof cramps headspace, and unless the people in front raise their seat height you can’t get your feet in under. Off-road, it’s only FWD, but soft suspension and high clearance generally keep things moving. An optional pack pairs off-road tyres to a terrain-switchable set of traction calibrations that will take it a fair way up the hill. Maybe. Coming

down, Peugeot’s added some ingenious new interface features to everyone else’s descent-control electronics. For real 4x4, wait a year for the plug-in hybrid, which will have a petrol engine (because China) in front and electric drive at the rear. Tick the boxes and the 3008 has the buzzword-bingo gamut of driver aids. Another option is a charging/storage dock in the boot for an electric folding standup scooter. PHEV, advanced driver assist, integrated multi-modal solution, crossover. What better portmanteau of every trending car-industry topic? PAUL HORRELL

1199cc, 3cyl turbo, FWD, 96kW, 230Nm, 6A 5.3l/100km, 117g/km CO2 0-100kph in 10.8sec, 190kph 1250kg

VERDICT We’ve had two or three good new family crossovers this year, and the 3008 is bang on target.

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McLaren 540C  POA

Baby Mac THE 540C IS GOOD, BUT NOT AS GOOD AS THE 570S

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 DECEMBER 2016

here is only one fundamental question to answer here. Is it worth saving about 15 per cent and having the 540C instead of the 570S? After all, you’ve still got 397kW and 540Nm, drops of just 22kW and 61Nm, and although McLaren has equipped it with a marginally different front bumper and rear diffuser, plus a new wheel design, I’d have a heck of a job playing spot-the-difference. And yet I still think I’d want the 570S. If you’re spending this much money you want to have the best version, and to my mind the 540C isn’t it. Two things knocked my sense of automotive equil­i­ brium and, if I owned it, would make me wish I’d gone for the pricier model: the steering, and the engine. Let’s do the engine first. It’s not tuneful enough in either car, but the 540C’s mid-range is slightly softer and less penetrating. Flat-out, it’s bananas fast – we ran the numbers on it, and with 100kph and 160kph times of 3.1 and 6.3sec, there’s barely a roll-up paper between this and the 570S. But you don’t drive like that every day. Instead you use the mid-range, and here the 540C lacks an edge – not just of power, but response too. Below 3700rpm, pick-up is a tad sluggish, and that means you have to do a lot of paddle pulling when the slowcoach on the freeway pulls over, and you’re at 1500rpm in seventh and want to pass him with ‘verve’.

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When you’re spending this much, you may as well go for the S not the C

Meanwhile the steering is the same as in the 570S, but the dampers have been retuned and the result has adversely affected steering response, injecting a fractional delay between you turning the wheel and something happening. These are slender reasons for telling you to spend the extra money, so I’m assuming you’ve already decided Mc­Laren’s Sport Series is the car for you over the more versatile Porsche 911 Turbo or naturally-aspirated Audi R8 V10. Some people want to buy British, but the better reason for heading McLaren’s way is the car’s chassis. It’s the best in the class. The only reason I noticed any steering issues is because the rest of the package is so precise and detailed – it dances where its rivals lumber. But I’d still rather have the 570. OLLIE MARRIAGE

3799cc, V8, twin-turbo, RWD, 397kW, 540Nm, 7A 10.7l/100km, 249g/km CO2 0-100kph in 3.5sec, 320kph 1311kg

VERDICT Cheaper than a 570S, and only slightly less desirable as a result. Still mega, though. Your call.

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Acceleration

Top speed

(seconds) 0–50

2.1

0–100

4.3

0–160

8.5

0–210

11.47

50–110

3.0

CARS PUT TO THE TEST AGAINST THE CLOCK, TAPE, G-METER, ETC

0–160–0 0

NUMBER CRUNCHER 322 kph

13.3

8.5 accel + 4.1 brake

reaction time (0.7)

G-meter

Aston Martin DB11

Power/torque

0.88

447kW @ 6500rpm 700Nm @ 1500rpm

Peak accel g

Peak decel g

800

600

600

450

300

400 Power (kW) Torque (Nm)

200

150

1.28 0

0 0

2000

4000

6000

8000

Engine speed (rpm)

Braking 160

0

4.1sec (85.2m)

100

2.5sec (31.3m)

Quarter-mile (standing start)

12.3 seconds @ 194.4kph

Economy/range 9.4

l/100km (est.)

Weight

0

(claimed) 828km

We’ve crossed a continent in the DB11, driving 4000km from Brussels to Athens; but now it faces the TG stopwatch. Huge torque from the new bi-turbo engine means initial traction isn’t strong enough to score a sub4.0sec 0–100 run, but from then on, the Aston flies. Bear in mind Gaydon only quotes a 1770kg dry weight; on the kerb, it’s closer to 1900kg. Gulp.

51%

Weight distribution

49%

L 4739mm x H 1279mm x W 1940mm

1770

339

kg

kW/ tonne

Kerbweight

Power-to-weight ratio

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Garage


DREAM GARAGE

HOW IT WORKS... Rules: so often the perfect way to spoil all the fun, but in this case absolutely necessary. If we gave each of our presenters (and you at home) three choices, with an uncapped budget on each, the tendency would be to veer towards astronomically expensive hypercars or ultra-rare classics. So in the name of variety, we devised a plan: three cars, three categories, each designed to focus the mind in a different way. The first an unlimited budget, the second could cost no more than R5m, and the third had to sneak under the R800k mark. Admittedly, not all the cars are sold globally, and one of Matt’s picks breaches those parameters slightly, but the choices were made before the pound took a 14% nosedive... Used cars were allowed, but not depreciated examples of current models; and in the case of Matt, Chris and Rory, their selection would need to be justified in front of their co-presenters. And a dictaphone.

What would you have in your three-car Dream Garage? For Matt LeBlanc, Chris Harris and Rory Reid, it’s time to meet their heroes. Take it away... CH: Rory Reid, why on Earth have you chosen the Rolls-Royce… er, whatever-it-is? MLB: Have you got a rap album coming out soon? RR: It’s called the Wraith Black Badge. Listen, let me tell you about the philosophy behind my garage, because it covers all the bases. CH: So you actually thought about this? RR: I know you haven’t, but yes, I have. The reason I chose these three cars is because they cover any eventuality. If you’re going to a function where you want to impress people, you need a car that gets you there with style and pace. The Rolls-Royce Wraith Black Badge is definitely that car. MLB: So what does it say about you? CH: It says you’re an utter berk. RR: OK, Mr Ferrari. People look at you getting out of a RollsRoyce, and that’s instant respect. MLB: Is it? RR: Of course! You rock up and the doors open the wrong way, the hinges behind you. Your lady friend hops out, her knickers aren’t on show because she can swing her legs out nice and easy, and on top of that it looks completely pimp. There’s no other car that wherever you turn up, it says: “This person belongs here. Don’t check the list – let him in.” CH: Erm, well, there’s a McLaren F1, a Tesla, a Porsche 911 GT2 RS, a Ferrari F12, a BMW M5… MLB: I have to say I agree with Chris on this one. Plus, don’t you have, like, 45 kids? You can’t fit 45 kids in that. CH: OK, so you’ve attempted to explain the... thing. What about the Tesla? Talk me through the Tesla. RR: As Matt said, I’ve got 45 kids… MLB: Probably 46 by now, it’s been another 10 minutes. RR: …and no other car lets you carry up to seven people as rapidly as the Tesla Model X P90D. CH: I can’t argue with that; and from your video when we saw the drag race I do think it’s stunningly fast, and it does everything, and it’s super-modern. However; with a clean sheet, why did they make it look so bad? RR: What are you talking about? I think that’s actually the prettiest car in this whole room. CH: Goodbye... MLB: It is pretty good-looking, I have to agree with Rory there. As far as SUVs go, it’s cool – I love that it’s got no grille. The doors are a little over the top, but the rest of it’s kind of cool. Why do the back doors open like that? Those are the doors the driver never gets to use. FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A

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DREAM GARAGE

McLAREN F1 Engine: 6064cc, BMW V12, 461kW, 617Nm Transmission: 6spd manual, RWD Performance: 0-100kph in 3.3sec, 386kph Weight: 1138kg

RR: To impress people. And you can throw kids in there, easy.. MLB: Yeah, but they’ll probably go clean out the other side. CH: Hang on – can we rewind? Rory: you said that’s the prettiest car in this room? RR: I did; it’s the one that makes the biggest statement. When I was driving that thing in New York and I pulled up next to Lamborghinis, Aston Martins, Ferraris – most of which I could’ve beaten in a drag race – they’d never seen anything like it, it was like a spaceship cruising through Manhattan. Trust me on this one; the instant acceleration is one thing, but the attention it receives is something else. CH: It’s an interesting choice, I’ll give you that. Talk me through Somerset’s answer to a question nobody ever asked. RR: This is the third pillar. I’ve got luxury covered, I’ve got practicality covered, and I’ve got absolute insanity covered with this,

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 DECEMBER 2016

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“A Porsche 911 is a supercar you can use every day; they work so well”


PORSCHE 911 GT2 RS (997) FORD FOCUS RS Engine: 2261cc, turbo 4cyl, 257kW, 470Nm Transmission: 6spd manual, AWD Performance: 0-100kph in 4.7sec, 266kph Weight: 1547kg

the Ariel Atom. When you drive a car, you want to feel alive; you want to feel a sense of fun, slightly out of control, of adrenaline building inside you. This car gives you that feeling like no other vehicle in this room, as far as I’m concerned. Especially as you’ve got no windscreen, and no roof… MLB: You need to be an Eskimo to drive that car in winter. RR: True; but when you put your foot down, there’s no other car on the planet, for that money, that can keep up with it. CH: Well, there are several cars for the money that can keep up with it, but let’s not let facts get in the way of a nice statement. I do love Atoms though, so I can support it; and the Tesla is very clever; but I think the Rolls-Royce is a massive let-down, and gives us a window into your character that I think is worrying. MLB: The Atom, like the Nomad, is a lot of fun to drive, absolutely; but I think after a month you’d park it behind

Engine: 3600cc, twin-turbo flat-six, 456kW, 700Nm Transmission: 6spd manual, RWD Performance: 0-100kph in 3.5sec, 330kph Weight: 1370kg

the barn, and I think that would pretty much be the end of it… CH: So you’re saying it’s a good seventh car? MLB: It’s a good fifteenth car. CH: Okay, let’s move on to Matt’s, and start with the widow-maker: the GT2 RS. The reasons for having that? MLB: Well, as a 911 fan, I think that’s the ultimate 911, isn’t it? The thing that’s great about a 911 is it’s a supercar you can use every day – they just work so well. And this particular one is absolutely frightening when you put your foot to the floor in it, so it’s a must-have. It’s a race car with a licence plate on it. RR: It’s such a massive cliché though, isn’t it? A fast Porsche. Basic-looking. People see it drive by, and they don’t feel anything special toward it at all. CH: So is it all about the image for you then, Rory? MLB: I think that’s what it is. Just tell us again how many FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A

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DREAM GARAGE

TESLA MODEL X P90D Engine: twin electric motors, 90kWh battery, 568kW, 967Nm Transmission: 1spd auto, AWD Performance: 0-100kph in 3.2sec, 250kph Weight: 2468kg

ARIEL ATOM 3.5 Engine: 1998cc, supercharged 4cyl, 230kW, 240Nm Transmission: 6spd manual, RWD Performance: 0-100kph in 2.7sec, 250kph Weight: 550kg

Matt and Chris deeply disturbed by lack of engine in Model X boot

Harris’s Deal or no Deal? repertoire never failed to cheer his colleagues

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 DECEMBER 2016

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ROLLS-ROYCE WRAITH BLACK BADGE Engine: 6592cc, twin-turbo V12, 465kW, 870Nm Transmission: 8spd auto, RWD Performance: 0-100kph in 4.5sec, 250kph Weight: 2440kg

mirrors do you have in your house? CH: I like the fact that you know the people that made that car developed it to a degree that almost no-one who ever owns it will ever reach its limits. It’s just been pounded around racetracks to destruction. I’m going to struggle to disagree with Matt on the 911. The one behind it, however, the Focus RS – and this is where I’m going to get punched by the both of you – is the most over-hyped car of the last year. MLB: It does have a lot of hype; but I’ve got to say, for the money, for the bang-for-buck factor, it’s a fantastic car. And it’s cheap enough that if you were to get a little too excited and bin it, you’d go and get another one. You’ve got to have a disposable one in the bunch, right? CH: It’s supposed to have 37kW more than a Golf R; and yet when I was driving one, the person in a Golf R next to me didn’t appear to have any less horsepower. I think the whole trick rear axle with Drift mode really confuses it on a track – it’s a car that seems to fight your instinctive inputs as a driver. MLB: But down a winding country road, not on a track, it changes direction really well. And I like the colour – Viagra blue. CH: Sorry, I’m a bit distracted by your third choice – the “value proposition” of the group, weighing in at a mere £13m (R221m). MLB: There’s nothing you really have to say; it’s a McLaren F1. We can move onto your group now, if you want. That’s all you need to say about that. It’s the best car that’s ever been built. Ever.

“When you put your foot down, no car can keep up” CH: I agree, it’s my generation’s 250 GTO; but I’ve heard that on a really standard one the brakes can be interesting and the handling a bit lively. But the engine is unlike anything else. And the noise – because the intakes run over your head, it just gets inside your skull. MLB: Remember on London’s Park Lane, when they had the McLaren showroom? I was here working, and I went in there, and there was this little old lady behind the desk. I said I wanted to talk to someone about the car, and she said, “Well, what would you like to know?” That lady knew more about this car than anyone – she knew compression, she knew bore and stroke… CH: Have you actually driven one? MLB: No. No, I haven’t. RR: Okay... moving on to your group, Chris. Let’s start with the 288 GTO. CH: Unquestionably the most beautiful car made in the last 35 years. Also, it’s seven-eighths of an F40 underneath. I know they’re a bit lairy to drive, but the moment I drove one I just thought I had to have one of these.


RR: Aren’t you a bit Ferrari-heavy in your selection? CH: I am a bit, aren’t I? I suppose it’s because I get accused on a daily basis of being bought and paid for by Porsche, so I can’t choose one of those; and I’m going through a Ferrari phase at the moment. I’m like a kid, I can’t help it. RR: But don’t the two Ferraris just serve the exact same purpose? My choices offer a variety – yours are just different colours and years. CH: The 288 GTO is something that I would drive, but I wouldn’t do super-long journeys in it, because I can’t afford the bills. The F12 I would use as my daily car – you could use that every single day, no trouble. It’s got a dual-clutch gearbox and over 520kW, and you can use it like a 3 Series. That, for me, is a statement of what’s happened in our industry – that you can rationalise that sort of performance into a daily package.

FERRARI F12 BERLINETTA Engine: 6262cc, V12, 544kW, 690Nm Transmission: 7spd dual-clutch auto, RWD Performance: 0-100kph in 3.1sec, 340kph Weight: 1630kg

RR: Fair enough, and I’m a fan of the M5. Solid choice. CH: Imagine what that was like in 1986 – when a really fast saloon car in Europe had 130kW, but BMW came out with something that had 210kW, Michelin TRX tyres, and everyone who tested it in the wet just ended up in ditches and fields. Even now they feel fast. MLB: And that boxy shape, it’s just so iconic… CH: Right – Rory, time for you to take us for a look around this Rolls-Royce, and explain what on Earth you were thinking. RR: I don’t expect you two guys to understand; it’s a new type of Rolls aimed at a younger, cooler man. Like me. [Rory’s mobile rings] RR: I’m going to have to take this. CH: Hang on a minute – your screen says ‘Mum’...


DREAM GARAGE

BMW M5 (E28) FERRARI 288 GTO Engine: 2855cc,twin-turbo V8, 295kW, 496Nm Transmission: 5spd manual, RWD Performance: 0–100kph in 4.8sec, 304kph Weight: 1160kg

Engine: 3453cc, straight-six, 210kW, 340Nm Transmission: 5spd manual, RWD Performance: 0-100kph in 6.2sec, 243kph Weight: 1431kg

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R-R PHANTOM

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Hunting meteors can be a tricky business. In case of emergency, better take a Rolls-Royce Phantom that contains its own private constellation… WO R DS: TO M FO R D PH OTO GR APHY: J O H N W YCH ER LE Y

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Rolls-Royce Starlight Headliner goes up against the real thing

he sky is on fire. Well, maybe not ‘on fire’ as such. More sort of... smouldering. A bit more conscious than usual. Dammit, so I’ve fallen for a slinky little chunk of hyper­ bole: it would be more accurate to describe the dying embers I’m seeing flash briefly across the sky every half-minute or so as the dusty orbital leavings of 26km-wide comet Swift-Tuttle flash-frying themselves against the Earth’s atmosphere. But it’s not so poetic. Whatever, the star-speckled blanket of midnight is currently being slashed by little trails of superheated plasma smearing themselves across the firmament. It might not have the same effortless intensity as a man-made fireworks display, but knowing that we’re watching tiny pieces of space rock make the change from meteoroids (in space) to meteors (when they hit the atmosphere) to – occasionally – meteorites (if they actually make landfall) at 60 kilometres per second, it all just seems a little bit... grander. It helps that I’m perched on the edge of the Grand Canyon at 4am, staring out at a yawning, acoustically vampiric pit and leaning against the front wheel of a

T

Rolls-Royce Phantom Coupé, but there you go. I can’t actually see the Canyon, mind you. Not really. The sky is so dark it looks like someone bolted a black velvet cape to the edges of the world, and the only light comes from stars that wink like tiny, spinning diamonds and a moon that waxes like a searchlight. It’s the annual Perseid meteor shower like you’ve never seen it, and there’s only one thing that keeps spinning a childish mantra in my head: the sky is filled with wishes. I look back, and at the Rolls. It contains one of the features that I have been endlessly obsessed with ever since it was introduced in 2007 – the ‘Starlight Headliner’. One thousand six hundred handwoven fibre-optic lights embedded into the roof to recreate a clear night sky. Or the constellation of any significant date you care for, should you wish. Does it match the beauty of the real thing? Not quite. But it’s a damned good try. A feature that no other manufacturer could carry off with such delicacy and class. But just like the meteors above me, the Phantom is dying. A new version is due in a year, and it has one hell of a car to live up to. So we decided to bring the last of the Phantoms, and its incomparable roof, to compare it to the best night-sky view on the planet. One last adventure, before the


And for his next trick, Tom plans to introduce Queen Elizabeth to Tough Mudding

Phantom’s 6.75-litre V12 as ancient as the heavens themselves

Lance Diskan: the Luke Skywalker of all things to do with the dark side

“So far the car has remained undamaged and imperious, to the utter disbelief of everyone we meet”

TG’s view of meteor shower obscured by unexplained localised cloud


R-R PHANTOM

2016’s International Shadow Puppet Jousting Championship was an eclectic affair

new Phantom becomes the old. It didn’t start well. Let me explain... Rewind 48 hours, and you’d have found us driving a battleship-grey Phantom Coupé worth more than my entire life down an unmade road 60km from the nearest rescue option, easing the three-tonne avalanche of premium luxury automobile through a dry riverbed usually only traversed by stumpy little ATVs and lifted Jeeps. There is, please note, no spare wheel. “But what if it’s, um... cloudy?” asks photo­ grapher John Wycherley. “It won’t be cloudy – we’re in Arizona. In summer,” I reply, wincing internally and trying desperately to think positively. “And if it is, I’ll deal with it.” “And how do you intend to do that? By changing the weather?” asks John, with that deadpan expression unique to photographers. The following silence is pungently pregnant with accusation. Things, as they say, have been a bit... odd. We have to find the best place to see the meteor shower, and that meant scouting locations that are, shall we say, off the beaten path. In a Rolls. We’ve already been flagged down two or three times by quite serious off-roaders who simply cannot believe that we’re driving this car down trails, albeit with the kind of slow-motion pace that makes getting anywhere significant a proper effort. So far, the car has remained undamaged and imperious – much to the utter disbelief of everyone we meet. Rock-crawler-spec Jeeps keep informing me that I’m in a Rolls-Royce, as if I’m suddenly going to glance down at the baby-blue interior and abruptly realise that I brought the Roller into the back country rather than the Land Rover.

Timelines are also tight. We’ve come to Flagstaff in Arizona to hunt meteors, and the Perseids are at their most virulent between 11 and 12 August. It is the afternoon of the 11th, and we’ve not yet found a place to watch it, and taking pictures of ephemeral meteors apparently requires painstaking time-lapse photography that I don’t really understand, apart from that it takes many, many hours. This year’s celestial drama is set to be the best in 20 years, thanks to something scientific to do with Jupiter’s amorous gravity well. As long as it’s not cloudy. But there is a method to my madness, and a reason we flew all this way just to look up: since 2001, Flagstaff has actually been the world’s first ‘Dark Sky City’, a place that actively takes care of its night-time views. By law. You can see why Flagstaff has become so obsessed with preserving the dark whenever you fly over a city at night. A circulatory system mapped out in veins of streetlights, organs made up of clusters of shops and houses that pulse and strobe. It’s beautiful, in its way. A throbbing web of shimmering amoeba. But it’s also greedy, drowning the night sky with a flood of neon, outshining the stars and blinding us with artificial light. We make ourselves a false halo, and it means that we can’t see the real angels. But try as we might to find a suitable roost, not much seems to be working. We simply can’t find the right place to get car and sky together just so, and I can’t help thinking that this whole thing sounded much simpler when I was in back in the UK, plotting. We’re constantly overlooked by giant red mesas, in the wrong place, or generally not getting the widescreen view we need. So we seek help. From the

Dark Skies Coalition (DSC). I know, I know – it sounds like a movement that comes with an asthmatic leader called Vader, and too many men dressed in white plastic armour; but the DSC is actually an organisation committed to preserving the night sky, free from artificial light pollution. We arrange to meet its local representative, Lance Diskan, in a car park. Lance, as it turns out, is possibly one of the nicest men I’ve ever met. One of those rare individuals whose default tendency is to do good things, and be supportive to causes. I suspect he may have been an exceptionally good hippy – though there’s a steely undercurrent of vehemence around the beard area that makes me think that for all the compassion, it would be wise not to underestimate him. “There are kids who don’t know what the stars look like,” says Lance with a slight moue of resignation. “Kids from the cities, they have no idea what’s up there, how beautiful it is. We want to give that back to them.” To make it happen, the coalition campaigns for what Lance describes as “the implementation and enforcement of quality outdoor lighting ordinance”. Which translates as ‘measures to keep the dark sky... dark’. Flagstaff itself has yellow streetlights, a distinct lack of neon, and most businesses featuring reversed white-onblack signage instead of the usual – and brighter – black-on-white. It keeps the city’s night-time aura to a manageable level for the two local observatories (Lowell, and a US naval one); and as a pleasant side effect, makes the whole place feel a bit more gentle, and romantic. It also helps with energy bills, limits the city’s ‘jet lag’ effect on local wildlife, and – according to Lance – can help balance people’s circadian rhythms and actually be beneficial to general human health.

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R-R PHANTOM

The desert around Flagstaff, therefore, is one of the best places on Earth – apart from the poles – to see what’s up, up above. Lance advises us, helps us with some locations, educates me in the ways of the dark side. The very best places to view the night sky, apparently, are off the beaten path. We therefore beat the path, with the Rolls. You’d think a car like this would be fazed by that sort of thing, but quite frankly the big Phantom couldn’t give a monkey’s. Decent ground clearance, air suspension and tall tyres mean that the biggest Royce simply covers ground, wearing away the kilometres with a hard-edged determination, engaged from inside a cocoon of soft illumination. You drift through space and time in a state room. The 6.75-litre V12 breathes the car across even the most challenging surfaces, the eight-speed gearbox butlerish in its attentions. It’s during the hours spent here that I realise that some cars are better from a distance. You don’t see the panel gaps and paint blemishes, misfittings and rough edges; just the overall picture. A Rolls-Royce is the opposite. The closer you get, the better it is. Once you’re inside, it’s pretty much a perfect lifeboat from which to weather the storm of modern life. We end up in the middle of nowhere in the desert, with no phone reception, taking pictures of both the sky and a brightly lit Rolls-Royce while being ravaged by mosquitoes resembling tiny ultra-carnivorous pterodactyls. It is possibly the most aggravating eight hours of my life. A tiny army that turns you traitor to yourself – slapping and smacking your own body against a swarm of insect ninjas whose war cry sounds like a miniature dentist’s drill. We’re both wearing hoods and

Wook shelters from rogue meteorites under the Phantom’s “comet umbrella”

coats, it’s still 28 degrees, and unfortunately I’m still wearing shorts. “Little BASTARDS,” I shout, and punch myself hard in the face, trying to dislodge a mosquito that has just stuck his dirty little proboscis into my right eyelid. John looks at me warily. I haven’t slept much. We get the shot, and drive back to the hotel bone-weary and massacred, only to be up three hours later looking for more locations. My legs look diseased. It’s a beautiful day, heavy and drowsy with heat and slow sunshine. We have not really slept. Swamped and split by massive yawns, things get blurred at the edges, slack and indistinct. We drive through meadows and prairies, white-trunked aspen forests and red-gold deserts, looking for a place to get that Headliner and meteors in the same shot. We end up at night, after visiting the Grand Canyon and seeing the Perseids in all their silent glory, at the top of the Sunset Crater Volcano national monu­ment, somewhere near Flagstaff. The area is singed black, apocalyptic and bizarre – a burned and mottled take on the idea of scenic. We have travelled here via ‘primitive roads’, unpaved fire breaks and trails. The Phantom remains unperturbed. It’s here – thank the Lord – that it all comes together. The constant breeze confuses the mosquitoes’ flight paths, the sky is clear, the moon setting and dimming its luminous eye. And there are meteors. A flock, a phalanx, a swarm and a squadron. From all corners of the night sky. The camera is pointed towards the constellation of Perseus where there should be the most (there’s an app for that, unsurprisingly), but the sky is flecked all over with the flashy

deaths of inanimate dust. And it is endlessly beautiful. Crick-in-the-neck, makes-you-feeltiny-and-unimportant beautiful. The Phantom is the only car that stands a chance against this casual magni­ficence. Stately. Grand. Splendid. Dignified. It’s not just a car, it’s an event. And how the hell do you follow something like that? It’s about taking things for granted. The night sky is just the sky, the stars are just the stars, a Phantom is just a car. Except they aren’t. If you can’t see past a city’s lights, you’ll never know what the stars look like. And without cars like the Rolls-Royce Phantom, we’ll never have anything but plastic bling. Pure speed, these days, feels like cheap ambition. Throw enough horsepower at something and you’ll make it fast. Expensive, jewel-encrusted luxuries, pointless once-used technologies? They all make tiny mockeries of themselves. Making a car genuinely good, however – making it sincerely special – that’s a talent Rolls-Royce has demonstrated admirably with the Phantom. We leave Flagstaff having convinced ourselves that Rolls-Royce has a major job on its hands to recreate – and better – a car as convincing as this Phantom. To weave such a magical combination of opulence and reserve, class and subtlety. We found the only thing that seems to humble it, and discovered that the constellation roof is just one of the magical things that make it what it is. But we also leave refreshed and with a new understanding of the night, and why it’s important. We came hunting meteors, but we found a whole lot more than that. As Lance would put it: “Welcome, friends, to the dark side.”

The rotary dial in the middle decides the intensity of the Headliner’s brightness. Neat


“Some cars are better from a distance. A Rolls-Royce is the opposite”

“Well, officer, it emerged from a great spaceship, its head glowing a sinister red...”

Spirit of Ecstasy attempts to headbutt mosquitos into submission. Fails FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A

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PORTRAIT: FRANK BAUER, © CONTOUR BY GETTY IMAGES

NIKI LAUDA

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NIKI LAUDA

If you want to talk to the anti-hero of the film Rush, you’d better have some motorsport previous. Luckily, we know just the man...

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NIKI LAUDA

honour. We’re here at qualifying for the British Grand Prix. We’ve just seen an amazing lap from Lewis Hamilton, quite staggering under all the pressure. Tell me, how did you feel about the lap and your emotions going through it? Niki Lauda: I really got worried that when he went out with two minutes-fifty to go, I knew that he only had one shot. If there was traffic, or he went over the lines again, it would have been a disaster. But he made it, and he has pole position under very difficult circumstances. EJ: We’ve had three different accidents between your two drivers in the last five races. Do the drivers realise how important it is to bring the cars home one and two? NL: They certainly do. After the last crash Toto [Wolff] and myself had long talks to make sure that they are aware of what they’re doing. In Spielberg it was a miracle that Lewis still won the race, and Nico finished fourth. Therefore we made it clear. Think. Championships are won in the end with the most points, with every point on the way there. I know it particularly well. Once I won by one point, or I lost by one point, with Hunt, and the other one I won by half a point over Prost. I know what I’m talking about. Bring the points home to the final stage. EJ: So, you don’t foresee a repeat of what happened in Austria for the rest of the season? NL: I think they really got the message, because Toto told them clearly we cannot accept this, and everybody working for us is suffering when we do these crazy things. The responsibility they have is not only to themselves, but to the whole team. I think now it is all clear, and they will not do anything anymore. EJ: Do you feel confident going forward that they will adhere to what you’ve spoken to them about? NL: I’m 100 per cent confident because we made it clear to them, and this is really my way of winning championships, you have to sometimes put the throttle off. Montreal, Nico, they were both side by side. EJ: Would you have obeyed... you’re fighting for the world championship – you, Niki Lauda. Would you have obeyed team orders? NL: Hey, I’m glad for Ferrari, McLaren, whoever, where there is teamwork, but I hate team orders. But... the old man would’ve killed me if I didn’t. So I would. EJ: That’s what we wanted to hear. NL: Because this is the employment contract. But I hate team orders, generally speaking. What Toto and I discuss all the time is we cannot have team orders. We cannot. We have to find another way of controlling them, but not with team orders. EJ: Can two drivers as competitive as those two

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ever be friends, and does it really matter? NL: No. EJ: It doesn’t matter? NL: They cannot be friends. This is competitive

life. Skiing is the same, ski racing, golfing, whatever, all the same. EJ: Do you think that the fact that they crash is disrespectful to the team? NL: Yes, 100 per cent, because in the end, we all pay them. What is the most annoying for me is we have such an advantage that we’re getting away with all this. Because we have a good car, a good engine and we are racing very well, we can crash and still finish first and fourth. EJ: Are you surprised, knowing Ron as well as I do, that McLaren is in the position that it’s in? NL: They’re in a difficult position because of the developing time the engine needs. I knew this beforehand, because I knew how long it takes to make an engine properly competitive, and all the problems you can have. Ron knows what he’s

“I’m here now to prove to Ferrari what we Germans can do, or what we English can do”

J FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A

doing. I think more later than sooner, but he will. Let me tell you another story. Montreal, many years ago. Ron Dennis said to me to come up for a walk in the evening. I went for a walk with him and I said, “What’s wrong?” He said to me, “You know what I want to do? I want to be like Ferrari. I want to have a road car.” I thought he was nuts. But now he has a road car business, and I’ve never seen any negative report about these road cars, and he made it. This is typical Ron, and why I’m not worried. He will find a way. He will find a way because he never gives up. EJ: Let’s move it away from motor racing. I’m more interested in talking about you, your character, the love affair that British people have with Niki Lauda. Which one of the world titles gave you the most excitement and the most pleasure? NL: Always the same – the first one. I had to start in saloon cars, Formula Three, and you work your way up slowly through the ranks. You want to get better and better and then there’s a long way until you’re in a good position – in my case, with a Ferrari – to win a world championship. Therefore when you aim for the world championship, this is always the most important, because the build-up is so long. EJ: Niki, I wouldn’t have asked you this question immediately but you mentioned the word Ferrari. You could’ve gone to Ferrari, but you chose Mercedes over Ferrari. Why did you do that? To be chairman, board member and principal of the team?

IMAGES: GETTY, REX, MANUFACTURER

Eddie Jordan: Niki Lauda – first of all, it’s an


NL: Because of the history of Ferrari’s famous

racing drivers, winning with Ferraris is an emotional thing. Even on the roads, a Ferrari is an emotional car. For racing drivers, it’s the same. I was in a lucky position that I could race them. The Ferrari start, after BRM in England, made my career. I won a championship and nearly killed myself. I lost it, I won it again, and I left. I had all my ups and downs with Ferrari, with all the encouragement of the old man. I had everything there. I learned a lot. For me, Ferrari himself is still the most charismatic man ever I met, ever, in all my life. So when I was asked to come here, three and a half years ago, I said yes, because I have already quite a bit of knowledge about the brand. It’s funny in a way to run with this team against my Ferrari heart, because the competition is always: “We have to beat Mercedes, we have to beat Mercedes, we have to beat Mercedes.” It’s fun now to be on this side... EJ: Because you’re winning. NL: Oh yeah, sure. Because I’m here now to prove to Ferrari what we Germans can do, or what we English can do. So I’m having fun. EJ: Yeah, but it’s more than fun, isn’t it? It’s serious business. It’s a lot of money. NL: Yeah, it is hard work I have to say, but I only get bored if things work, honestly. The more problems we have, the more moti­vated I am. And at the moment, I can say I’m very motivated. EJ: Which leads me onto another question. You said some years ago that you were giving up Formula One. This business had just gone around in circles. What happened to your mindset? Is it boredom, and that you felt you needed to come back to help out a team like this? NL: No. When I stopped racing, I said why? I don’t know, but because of my old family tradition I started two airlines. I started Lauda Air and sold it successfully to Austrian Airlines, and then I had a three-year break. Then I did Niki and sold it to Air Berlin. Then I was offered the job two months later. So, it was a coincidence of me stopping racing, going into normal business, and when I stopped my normal business, racing was there again. I’ve always been connected to Formula One through my television work, I’ve always been part of this world here anyway. It was a timing issue in which everything was at the right time. EJ: We’ll come back to other businesses later. Going back to your accident in ’76, that was a huge moment. Was that life-changing? Did your whole mindset change as a result of that?

Lauda at the press conference after racing at the 1976 Italian GP at Monza, six weeks after his horrific crash

NL: No. Not in the way I was racing, because I knew exactly from day one what I was doing. Every year, one or two got killed. Half of the time, you could see this happening in front of you – I saw [François] Cevert, who was completely smashed up in his car. This was unfortunately part of racing in those days, so I made up my mind before: “Do you want to take the turns or not?” And originally I said yes, because I wanted to race, then I had this accident. My way of overcoming it was to identify exactly what happened with each accident. Cevert I knew was a driving error, so I said to myself, I have to make sure that I don’t drive over a kerb and hit something to stay alive, or I have to make sure the cars I’m driving are properly built. I always tried to react to accidents to make my life safer in a racing car, and so I could handle the problems, which mentally for other people were

difficult to handle. If somebody lies there dead and you’re driving in the same sport, you say why the hell are you doing it, but I want to drive – I have only the most positive emotions towards Formula One. EJ: A movie was made about you called Rush. How accurate was it in real terms? And has it had a positive effect on your persona, your recognition levels? What do you think that particular movie did for your career? NL: First of all, [film writer] Peter Morgan came along and wanted to know more about it. I didn’t know who the f**k Peter Morgan was. He said, “We’re going to do a movie.” I’d been approached by, I would say, 15 different movie people over the years who want to butcher things. But when he came along, I thought this guy should know what he was doing, so I started to work with him. Then, to cut a long story short, Ron Howard came in... then the whole thing got boosted up to people, Hollywood people, who have a record of

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investing in movies. The funny part was Morgan said to me, “You will not like what I’m writing.” I thought to myself, let him get on with it because he said: “This is a Hollywood movie. In Hollywood, I know what I have to do to get women attracted to a movie, to get the audience attracted,” whatever. He would say: “So, you put your gloves on, then you put your helmet on, and then the most important thing is, with which foot do you get into the car?” I’d say: “You’re an idiot. First I put the helmet on because with the gloves you cannot put the f**king helmet on, then you put the gloves on. I don’t care which foot goes first, because I want to get in.” In the end, he even called me from the set to make sure he got things right. It felt like a very positive piece of work. EJ: Do you think it was a fair depiction of your life, of James and you? Was what they projected fair and reasonable? NL: I’ll tell you the truth. They showed the movie in Vienna to a small group of people, without music. The cuts were not completely finished, and I said to myself: “Shit. I really must’ve been a real a**hole.” EJ: You are. You still are. NL: Yes. It was so negative, honestly, that I thought, “Why the hell did I do all this?” Hunt was the hero, he f**ks every girl, he wins the championship. I was the w****r, honestly, the little kid. This can’t be good for me. But then I went to Morgan. I said, “Listen. Are you crazy? You’re screwing me.” He said, “No, you are like this.” Then I really got worried. Then he said to me, “By the way, we have to cut it, we have to put the music in, the whole thing will get a different feel when it’s finished.” At the premiere in England, I was sitting next to Bernie, the whole cinema was full of people, and in the end it was better than I thought. The best bit was when Bernie said, “Listen. It’s unbelievable. I want to see it again now.” EJ: You mentioned about James and some of his outside-the-cockpit activities. He was a womaniser, but you weren’t too shoddy yourself. You were well-known as having plenty of girlfriends when your marriage was over. NL: It was never over. Are you crazy? In the beginning it was my wife, and she was always there and she always supported me. She did not know what I did without her sometimes. EJ: Do you think we will ever find people like James and you again? NL: It’s unfair to compare me and James because we’re different people altogether. Formula One in the Seventies was completely different to the Formula One you know in 2016. I knew James when I came over to England,

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and I rented an apartment near Victoria Station. I cannot tell you why, but he offered it to me and I rented it. I was living on my own, coming from Austria, just 19 years old, my English was not fluent. Then I met Hunt by accident in a bar. I explained what I was trying to do, climb into F3 and all this bullshit, and he helped me. We had a lot of funny things we did together, and we were buddies from day one. As long as we were not that competitive, when I was in the Ferrari and he was in nothing, we had an easier life with each other. We had to make jokes because I was the number one and he was something else. But when he really upped his game, our relationship was different because we were fighting each other. You know? On the racetrack we were trying to win championships, but off the circuit we were back to normal again. EJ: Moving on. The new rules next year, and the regulations. Are you in favour of them? NL: Yes – of the potential; because I think we are losing the DNA of F1. Why? Because safety is a big issue for FIA, which is okay. The circuits are built so that nobody can hit anything anymore, so it’s all going in one direction, and helps teams like Mercedes dominate.

“On the racetrack we were trying to win, but off the circuit we were back to normal” The rule changes make the cars faster, quicker, give them wider tyres, give them more downforce, make them more difficult to drive, go quick and all these kind of things. I think the rule change was important. I think we’ve made the right decisions. EJ: Surely you can’t agree with halos in F1? NL: Suddenly the halo idea, after Jules Bianchi’s accident in Japan, which has nothing to do with this, got stronger. The DNA is gone if somebody says, “But what happens if somebody gets killed?” Yes, it should not happen. EJ: It does happen. NL: Yeah, it does happen, but this is motor racing. EJ: It’s dangerous. NL: Yeah, we are in a dangerous world here, and where is the line? From my point of view, we should not compete

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with halos. EJ: Bernie came out and said he wanted to try and support the baby teams at the back, give them a better chance, is that correct? NL: The money distribution today is completely wrong. I think you have to have a fixed pace of money, say $80 million, everybody the same. If the teams want more money, it can only come when they are successful, like basically in any other business. This I think should be the next Concorde Agreement – you have to earn your money – and then we can make a new start. EJ: In your day, there was a small number of things you could do on the steering wheel. With so many different modes on a steering wheel now, isn’t the driver becoming a technician rather than a racing driver? NL: This is engineering-driven, and every engineer will want to make a better car. Now they can give you 5000 modes of changing differential, brake balance, engine modes and whatever into this thing. Again, where is the line? EJ: What about this young Verstappen? We’ve seen him win a race this year and we’ve seen him on the podium. NL: Well, he has a pair of parents who are the perfect baseline, because even the mother is a racing freak. So Verstappen had the best combination sperm and mother to come out as a little baby. Eighteen years old and winning races – this is outstanding. I think the motivation for the young kids now all dreaming to coming up as a new world is open because Verstappen did it. All the kids have to look now to their parents. If the father is a w****r and the mother has never been racing, it will never happen. EJ: Okay, but your son hasn’t become a world champion. NL: No, there are no guarantees. With my son Mathias, he never really wanted to race when he was 18. Why? Because he was brought up with Marlene. Marlene is the opposite of any logical normal racing mother. She has a huge heart. She’s frightened of anything in the world and she’s given them a good heart, my kids, but no logic. EJ: As chairman, you are brave enough to take a young driver, if needed to? NL: I do not want to change anything to have a situation with one strong guy and one learner. I think we should stick with our team, and win as many races as possible. EJ: Last question. What do you think that your legacy will be? NL: That I drove Ferraris and was number one. That I nearly killed myself in Ferrari. That I had enough attraction for people to follow me. EJ: That’s all I want to know. Niki, it’s always great to be in your company. It’s the first time that I’ve ever sat this long with you without having a glass of alcohol. Maybe we can change that tonight.

IMAGES: GETTY, REX, MANUFACTURER

NIKI LAUDA


Lauda with James Hunt after the 1977 Belgian GP at Zolder. Lauda had come second, Hunt seventh

Lauda (centre) with Enzo Ferrari (left) and Luca di Montezemolo (right) in a battle of lapels, 1974

Lauda giving his Ferrari 312T2 some serious test love before the fateful German 1976 GP at the NĂźrburgring FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A

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SINGER FACTORY

WORDS: TOM FORD / PHOTOGR APHY: WEBB BL AND

INSIDE THE COOLEST CAR COMPANY. EVER The ongoing love affair between TopGear and Singer has gone up five gears, now we’ve had a gander at the factory floor

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SINGER FACTORY

What you see here, right in front of your very eyes, is a bunch of pastel-shaded and metallic-hued unicorns. In one sense because anything that comes from this neat little unit on a dusty industrial estate in Sun Valley, California is rare and fabulous and verging on the mythical – but also because there is no such thing as a Singer Porsche It simply does not exist. There is no such thing as a Singer 911, a 911 Singer, a Porsche Singer, or indeed and in literal fact, an actual automobile called a Singer. Which can be a bit confusing when you can see what appear to be a dozen of them lined up in front of you like the world’s most exciting – and indigestible – buffet. Except that what we can see here, without question or disambiguation, are several Porsche 911s of generally 964 (1989-1994) vintage, generously upgraded by a company called Singer Vehicle Design. See, the thing is, Singer (or SVD for short) as a corporate entity is insistent that it doesn’t actually make cars – it only reinvigorates and resto-mods Porsches, giving rise to the the somewhat clunky ‘Restored, Reimagined, Reborn’ tag line. Which only seems clunky until you make the connection between Singer’s insistence on word-perfect terminology and the fact that Porsche protects its copyright in the same way a riled mother grizzly bear protects her cubs. Start threatening those hard-won offspring of product recognition or play fast and loose with brand association,

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and Porsche’s lawyers will have your company’s delicate financial situation grasped in a steely corporate fist, before you can say: ‘financially-­crippling lawsuit’. Or indeed, ‘Oh God, that’s my throat’. The fact that ropey Porsche 964s enter SVD’s facility as lightly unloved and emerge butterflylike as some of the most desirable cars on the planet doesn’t really matter: mess with Stuttgart’s automotive-brand guard dogs, and you’ll generally lose your business. But SVD is walking a line. And it’s a good one. For one, it’s almost impossible to believe that Porsche, as a corporate entity, wouldn’t be overjoyed at a small company taking a pre-loved model and giving it a new lease of life as what has become one of the coolest cars on the planet. In my opinion, the possibility that a 964 reworked by SVD stops someone buying a 918 is probably ridiculous, and I’d be surprised if it didn’t help sell a few Boxsters, or at least create some headlines that bolster the brand as a whole, albeit in a very niche way. Because it’s wise to point out that these aren’t just hot-rodded Porsche 964s. They are not so much upgraded as elevated. And the process


Some Singer customers opt for the very, very minimal

Singer calls this trim option ‘Skinned Flavio Briatore’

Wow, wheels were WAY smaller in the Seventies

Spinneybeck Derby remains one of Singer’s most loyal customers FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A

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‘Druck’: German for ‘noise emitted when deploying 300kW through rear wheels of 964’. Or pressure, in German, if you paid attention in the Afrikaans class

“Dude, that was meant to read ‘Department of Wine Forks’”

Singer’s bionic fighting crab required some fine-tuning

Want your 911 in ‘Seventies Bakeware’ colour scheme? Singer’s got your back


SINGER FACTORY

remains the same as when I came here for the first time several years ago. Back then, no journalist had really driven a Singer car before, and Singer supremo Rob Dickinson was generally doing that thing where people deliberately do things slowly and gently while giving off a kind of crackling static of nervous energy. The unconscious-vibe equivalent of shouting, “I AM CALM.” I had arrived at the old warehouse a block over – what is now called SVD1 – to find the only vehicle available for testing spatchcocked all over the floor. Literally in pieces. It was sorted hastily, and was no less impressive for that. This time, things are different. A subsidiary, new and larger facility called SVD2 is just around the corner. There are now several Porsches undergoing restoration – of various vintages, and currently at different stages. Though it has to be said, this is about as far from massproduction as it’s possible to get without building each car in a separate soundproofed room. At one end sit a couple of proper vehicle ramps, risers for actual cars undergoing final shakedown. Next to them, as you move into the warehouse, are cars submitting to the tender ministrations of final trim and polish. The huddle of skeletal media-blasted monocoques come next, riding atop their little wheeled dollies; and then, seemingly scattered like a dragon’s hoard, are the jewels. Porsche 911s, all in various stages of being reimagined to death by Singer. The colour palette in itself is extraordinary. The attention to detail obsessive, the finish exemplary. It’s pure Porsche porn. Rob is much calmer, and yet with a much more signi­ ficant business than before. And he walks me through exactly what it takes to create your own customised Porsche 964. Unsurprisingly, it’s a little more complicated than the average fast-food combo meal choice. The process, should you have half a million dollars-plus, goes something a little like this. First, you need to source yourself a car. Singer will help find a decent 964 donor (either Targa or Coupé), but you have to buy it yourself and bring it to the shop. This is important, because then the car keeps its VIN and mileage reading – meaning that it’s the same car, rather than a new thing, even given the level of restorative newness. Rob also has a thing about keeping historically signi­ ficant cars in proper circulation, so don’t bother turning up in a limited-edition or concours car in the first place. After that, the real work begins – and even being a customer of Singer requires you to have quite an intellectual workout. First, the car is stripped and the monocoque is prepped and media-blasted, corrected and strengthened. Then a specialist composites company called Aria Group fits the carbon-fibre bumpers and wings (front and back), bonnet, roof and engine deck lid. Next, you have to choose a roll cage – everything from a simple strengthening hoop to full FIA-spec roll cage – harness bars, strut braces, and even whether you’d like your car seam-welded like a rally car. Then it’s fuel tank choices – again, FIA-approved cells are available – bumperette choices, and various other structural and hard-wired accoutrements. After that, it’s the good bits. Choose between a 224kW 3.8 as ‘standard’ and a 3.8-litre Ed Pink Racing Engines motor with throttle bodies and 260kW. Not enough? Then you’ll need the similarly Pinked 4.0-litre with 290kW, capable of shoving the car from 0 to 100kph in “under” 3.5 seconds and on to 160kph in 8.2. Each motor is matched to a ceramic-coated stainless exhaust in whatever level of loud

When someone drops an

you feel necessary, and matched E37 washer, the entire Singer team pitches in to help to a rebuilt-with-special-bits Getrag G50 manual ’box that came with the 964/993. A six-speed is available (all come with an LSD), and there’s a 993-derived four-wheel-drive system, should you require it. You are advised that with the 290kW motor, you would probably require it. Keeping it all moving is a complete rewire, featuring military modules and remote access; the lighting is updated to Hella bi-xenons in lightweight polycarbonate housings, and all the shiny bits ’n’ bobs are nickel-plated to give a softer sheen to the brightwork. Underneath, KW coilovers provide the stance and suspension, there’s a stiffer-kneed Öhlins version for track-day warriors, and everything else is uprated, from bushes to anti-roll bars. It stops via Brembo brakes – though the big-brake 993 Turbo option is popular – and you can have a carbon-ceramic variant if you think you’ll be cooking steel rotors. Seventeen-inch Fuchsalike wheels to tuck perfectly under beautifully gaped arches, tyre options…. the list is pretty long, as you could well imagine. As is the colour chart: 75 colours are available, and the various choices need to match an interior that is no doubt one of the best in the entire autoverse. This is not just the difference between a low-backed ‘touring’ seat or racy carbon bucket, but a forensic delve into the dark recesses of your own personal obsession. You can choose the colour of the seat grommets, for goodness’ sake. Diamond quilts for panel leather, rear seats or the lack thereof, engine compartments colour-coded to match, a bewildering array of fabric and steering wheel options, gauges, media and radios. Just look at some of the completed cars, if you want an idea of how different each of these Porsches can be. From the pale-ish green of the ‘Brooklyn’ car (all Porsche 964s restored by Singer are referred to by their intended residence), to the pastel blue of ‘Dubai’, deep wine red of ‘North Carolina’ or classic battleship grey of ‘Chicago’ – there’s pretty much anything you could ever want. You could do this cheaper. You certainly could. Sure. You can buy all the bits and make yourself a 340kW 964 for a third of the price. But it wouldn’t be like this. Because you’d struggle to make a car like this, with this amount of detail, for less. Even at the rather fantastical prices – which vary according to spec, obviously – Singer-modified 964s are utterly bespoke, devastatingly personalised, and totally singular. The company is the modern equivalent of a grand Thirties coach-builder. Bringing old-school craftsmanship to new-school tech­ nology, and blending the two with a hefty dose of style. Well, they would – if they actually existed. FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A

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BMW CENTENARY

BMW is 100 years old, but one decade made it great. The decade that gave us the Ultimate Driving Machine. The Seventies...

WO R DS: O LLI E M A R R IAGE / PH OTO GR APHY: LEE B R I M B LE


ou can’t trust your eyes. Not on a black night in the most distant corner of Scotland, when the headlamps are two drops of rheumy yellowed light. I see a ghostly dead tree picked out against the memory of a purpling sky, and just have time to think I’m sure that wasn’t there a couple of hours ago, before the whole branch structure turns and trots off across the heathered moor. I wouldn’t usually spend this much time on an analogy, but that was a moment. I’d already been having one, realising as I guided the 3.0 CSL back to Lochinver how harmoniously its gentlemanly yet commanding demeanour suited the tone and flow of these roads, this landscape. And then the stag appeared and the stars aligned: car, animal and landscape, all imbued with the same dignified grandeur. You thought the Batmobile was a hardcore charger, right? It’s not. The concept of sports cars was different in 1972. BMW was different in 1972. We might be celebrating its 100th birthday, but if this was a car anniversary rather than a company anniversary, we’d have to delay for another 16 years. BMW started out with aero engines, then motorbikes, before it began rebadging Austins. Still in its infancy, it had to abandon car production to aid the German war effort; and when it stuttered back into life, was initially only allowed to make pots and pans. As late as 1959, it came perilously close to being sold to Daimler-Benz. And yet 13 years later they were building cars like this. And soon after, the 2002 Turbo, the M1 and the M535i. That’s quite some turnaround. So what had happened? The year 1959 was the watershed. BMW had been selling big, expensive cars when the post-war world wanted small, cheap ones. So that year they instigated the Neue Klasse project, and, in the BMW 1500, basically gave the world its first compact sports sedan. That arrived in 1962. The following year BMW was able to pay dividends to its shareholders for the first time in 20 years. Good cars turned it around, but the following decade gave birth to legends. BMW in the Seventies. The Ultimate Driving Machine (that motto arrived in 1975). Just, wow. Between them, these four cars are responsible for setting the tone for BMWs all the way up to the present day. What is the M2 if not a direct replacement for the 1973 2002 Turbo? The Batmobile is so iconic that BMW famously recreated it for the hottest concept of 2015, the CSL Hommage R. And 1979’s M535i was the very first M car, so influential it can trace an unbroken line through to today’s M5. What, then, of the M1? It was designed to be an out-and-out racer, developed in conjunction with Lamborghini to comply with Group 4 racing regs. But then Lambo hit the skids, costs soared and race regs changed, leaving the M1 in no man’s land and BMW unconvinced they needed a supercar in their sales line-up. Just 430 road cars were made in total. This one is insured for R10m. I think it might just be the most wonderful road car I’ve ever driven. So let me tell you about it. It doesn’t feel like a racing car, and it doesn’t behave like a mid-engined Seventies supercar. The ride is delightfully placid, the centre of gravity is low and so is the scuttle, so the ground comes zapping back under your toes, under a cabin free from pretence or luxury, but replete with dials, square edges and a chassis coquettishly hidden away behind the flimsiest of trims and carpets. You don’t chase the speed, but instead let it come to you, the 3.5-litre straight-six giving its baritone best between 3500 and 5500rpm. A good dose of revs, the sound rich in your ears, the view out through the flattened windscreen perhaps the best that roads on this planet have to offer, all the more so for taking in the rear wing of the CSL, which promptly squats on its haunches, picks up its nose and heads off for another sniff of heather. The M1’s clutch is heavy, the gearbox needs a deliberate hand, the brakes a firm foot, the steering a good fist, but at least the

Y

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control weights are even; and beyond that there’s a supreme tactility, deftness and balance to the M1. At the core of everything is sensation, so I find myself blipping upshifts as well as downshifts, driving with the window down to hear the inlet gurgle and gasp as it sucks air in, mixing it with fuel from the twin tanks, just trying to open myself to the whole experience and absorb, absorb, absorb… It’s talkative: open, friendly and trustworthy in a way I never thought a Seventies supercar could be, and from behind I watch the Batmobile’s spoiler flex like a wobble board as it bounces and heaves where the M1 glides. As I understand it, the CSL’s spoiler wasn’t technically road-legal, so it was delivered in the boot and it was your choice whether to fit it. Of course, everyone did; because, well, can you imagine it without? The CSL is an unbelievably atmospheric car. I drive it like a convertible, dropping the four pillarless windows to open up the magnificent cabin and make it more part of the environment it’s in. Crank an elbow up on the sill, stick it in third and hoof around. As a platform from which to drink in the Highlands, it’s unparalleled, the scenery inside as majestic as it is out. Light pours in past the thin pillars, glinting off the chrome, your view forward is past rubber fins, backwards over the top of Scheel one-piece bucket seats, a clean view out to the rear spoiler. Beautiful. The CSL lollops and wafts, skirting lochs and carving past granite walls, unhurried and yet making purposeful progress. It may not be red-lined until 6400rpm, but the straight-six sounds anxious beyond 4000, so you guide it with the long-travel accelerator, finger-tipping the spindly wheel. Further down the chain of command you’re aware that the front wheels are heavy, the communication woolly, and if you push harder it doesn’t exactly understeer, but the front tyres suggest they’ve done what they can be expected to and start to run wide. It’s not alarming, but combined with the roll and slack, it makes you slightly wary.

“These four are responsible for setting the tone for BMWs up to the present day” But sunk deep into those seats, driving the CSL is splendidly decadent, the car itself surely one of the coolest the motor industry has ever produced. I mean, name me another car that rocks chrome wheelarch trims as well as this does. The M535i is a mite more assertive, but a tad less eventful to drive. This is chiefly down to the cosmetically baggy cabin, which doesn’t stir the emotions into such a heady cocktail, and leaves this M535i feeling like a slightly poor relation in this company. It’s not as special as the others, but there’s somehow more honesty, more sense of a car that’s lived a life, not had the ravages of time burnished away. It’s a roguish car, the M535i, confident in itself, intimidation imparted by the chin-scraper airdam and soft rubber spoiler, overt additions which do nothing to hide the early 5 Series’ clarity of lines. Such a handsome saloon. And healthily rapid too. It’s somehow a surprise to find a dogleg gearbox in here, but a welcome one, carrying a motorsport vibe. The shift is long, which separates out the bursts of noise and muscular thrust delivered by the 3.5-litre straight-six. Its 163kW is enough to properly exercise the chassis, revealing a car that holds itself together commendably well.


BMW CENTENARY

Raindrops prepare to take a step down the M1’s slatted staircase

This owner chose not to leave the spoiler in the boot...


BMW CENTENARY

“The M1 might just be the most wonderful road car that I’ve  ever driven”

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It’s less ponderous than the CSL, and has the feel of an ageing athlete – the mind is willing, but the flesh has weakened. Barrelling along the A894 towards Scourie, engine revving lazily, the original M car is a peach – it rolls, but I revel in its balance and adjustability. There’s one section in particular, as you plunge down out of some trees, little lochs to either side in the dip, then sweep up through swift, easy left and rights, where the M535i feels tremendous. Not overly taxed, just capable, relaxing, garrulous. Good company. Cars were more easy-going back then, connected yet calm. And then I get in the 2002 Turbo. Meet the terrier. It’s small, eager, massively energetic and a whole heap of fun. The straightsix engines that underpin the others are soft, smooth things, their gearing is long, they have reach and muscularity. The 2002 proceeds in a series of zapping, whistling explosions of energy. It’s absolutely hilarious. You press the throttle, the wee four digs deep but basically goes nowhere, then the hissing starts, a gauge on the dash springs to attention and – wa-hey! – you’re away. It squats at the back and fires itself at ancient scenery that seems to draw back, as if startled by the energy contained within this rowdy little object. On board, the steering flutters in your hand, the chassis trembles with feel – it’s small, light, direct and very, very happy. It’s so anxious to please, so delighted to be of service, it charges and cannons about, always giving its all. It’s not the most suited to these wide, gently sinuous roads – there’s too much space to play with for a chassis this alert, always sniffing out the next direction change. But there’s something close to perfect about its behaviour. It pulls you in, demands your attention, forces you to drive. And driving up here is no hardship whatsoever. So the 2002 and I go exploring, finding smaller roads, seeking distant views. It’s a great companion for charging about, the only one that feels nothing like as old as the years tell us it must be.

Engine: 1990cc, 4cyl turbo, 125kW, 240Nm Transmission: 4spd manual, RWD Performance: 0-100kph in 7.2 seconds, 209kph Kerbweight: 1080kg Built: Munich, Germany Number made: 1672

BMW M535i Engine: 3453cc, 6cyl in-line, 160kW, 304Nm Transmission: 5spd manual, RWD Performance: 0-100kph in 7.5 seconds, 224kph Kerbweight: 1430kg Built: Dingolfing, Germany Number made: 1410

A HUGE THANKS TO DAN NORRIS AND LAURA CURRIE AT WWW.MUNICHLEGENDS.CO.UK FOR ALL THEIR HELP WITH THIS FEATURE

All four BMWs have a story to tell, an edge to their character. I don’t think it’s just a matter of age and patina that makes them this way – modern BMWs (all modern cars, in fact) are simply more homogenous, less characterful. Of course they’re slower, but getting the speed out of them? That’s enthralling. It’s enthralling, too, to just absorb the experience. The stag was merely the first of many loitering near the warm road that night. Quietly marvelling at these huge beasts, we pick our way back to Lochinver and park up. The cars are quiet; the hotel bar is still open. I grab a pint and stand outside in the silence. Water laps gently at the harbour wall. I walk around the cars. The ugly orange illumination of a sodium street light fails miserably to diminish their visual stature. I yearn to drive the M1 again, hate that our two days are up, pray this won’t be the last time… I want to transport the CSL to the French Riviera, the 2002 to the Grossglockner Pass, and just growl about in the M535i doing daily stuff. The greatest BMWs ever? Possibly, although I think every decade since has had its fair share of humdingers. But the influence of these four, their role at the cusp of the legend, mean that, if BMW ever loses its way, it can use them as a template to get itself back on track.

BMW 2002 TURBO

BMW M1 Engine: 3453cc, 6cyl in-line, 204kW, 330Nm Transmission: 5spd manual, RWD Performance: 0-100kph in 5.6 seconds, 264kph Kerbweight: 1300kg Built: Turin, then Stuttgart and finished in Munich Number made: 453

BMW 3.0 CSL Engine: 3153cc, 6cyl in-line, 151kW, 286Nm Transmission: 4spd manual, RWD Performance: 0-100kph in 6.8 seconds, 219kph Kerbweight: 1270kg Built: Rheine, Germany Number made: 1039


BMW CENTENARY

Ribbed velour in the M535i. Mmm, feel the Seventies

Watch the gauge and hold on tight, the turbo is about to light

“Of course they’re slower than modern cars, but getting the speed out of them? That’s enthralling”

Ah, the Seventies. What a decade. Apart from the hair. And the energy crises. And the trousers


BMW M140i

SIX OF T HE BEST BMW hot hatches: tragically unheralded. To understand why, BMW’s latest One visits its greatest One

WORDS: L ANCE BRANQUINHO / PHOTOGR APHY: PEE T MO CKE


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BMW M140i

I Hate for the 1999’s M Coupé was strong, for its similar long-nose hatchback shape; but it’s become hugely collectable. The M140i might too. At least it doesn’t mimic any other hot hatch in profile

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f you like Orlando Pirates, like I do, your least favourite number for 2016 must most certainly be six. We’ll never fathom quite how that happened – and against SS United, of all teams? But it did. Six awful, shameful and agonising violations of our net. A few days after that fateful first of November, BMW delivered to us the latest version of its apparently high-performance 1 Series five-door. And though the nomenclature had been altered – from ‘135’ to ‘140’ – the number of cylinders remained the same: six. Understand, my resistance to anything in the vicinity of half a dozen was galvanised in the weeks after that evening of Buccaneer humiliation. Intensely. So the concept of a six-cylinder hot hatch – especially one with awkwardly unbalanced styling, and ill-proportioned rectangular taillights – confounded me terribly. As BMW hatchbacks always have, to be fair. Original Audi S3? Stellar. Mercedes-AMG A45? An epoch in the making, but what a powerful debutant Affalterbach’s first hot hatch was. Then the BMW Ti… terribly forgettable. By the time BMW finally attempted a proper hot hatch – a decade ago, with the 130i – the world of five-door performance was already boost-addicted. And a smooth six was novel, but its output didn’t match up. Especially at altitude, in Jozi. BMW realised this. But instead of doing what everyone else was – developing clever (modular) 2-litre four-cylinder turbos – BMW kept to the cult of six. And refused to build a boosted 1 Series hatchback, only a coupé: the 135i. The ’Werke’s logic was clear: hot hatches are toy cars. And BMW is a company that makes serious drivers’ cars. As they say in equities trading, the trend is your friend. But only if you follow; lag too far behind the bell curve, and you’ll be made as complete a fool of as someone who attempts to retag a viral Nando’s meme a week after release. By 2012, BMW had no choice: with the A45 pending, and VW AG stoking the desire for M3-baiting hot hatches with the RS3 and Golf R, the impractical coupé profile of the 135i had to evolve into a five-door. Late 2012 gifted us the M135i: BMW’s first turbocharged – and therefore ‘true’ – hot hatch. And in the months that followed, much like the first few of Thuli’s appointment, nobody appeared to care. In the fullness of time, it turns out – unlike with Thuli – nobody DOES care. This troubles me. Greatly. Hot-hatch loyalty and purchasing rationales are choices made from


BMW M140i

“The ’Werke’s logic was clear: hot hatches are toy cars...”

Front wheels are for turning. Rear wheels are for powering. BMW’s the only hot hatch that does this

First there was N54. Twin-turbo. Then N55, with a single. The latest 3-litre, in-line six is B58: smoother than a state-capturing single malt FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A

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You’ll need nearly new M2 money to sit behind these 2010-spec dials. Depreciation is not a 1M thing

That’s an M135i on the right. No, really. Cosmetic changes between the 135- and 140-series cars are hardly Kardashiangrade in their noticeability

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 DECEMBER 2016

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BMW M140i

prejudice. And it’s a prejudice built on anti-BMW sentiment. Especially in South Africa; long before the late 2000s, when the Germans made an insane R&D commitment to set the hot-hatch market on a developmental trajectory towards 250kW and beyond, the origins of all things hot hatch in Mzansi were FWD and naturally-aspirated. Beyond battling each other, all the original 16-bit valvegear hot hatches (VW GTI, Opel GSi, Ford Laser, Conquest RSi and Civic VTEC) prized a car-length victory over one entity more than any other: BMW’s 3 Series. Mercs and Audis were irrelevant; the cars of Sanlam and Old Mutual life-insurance salespeople. Besting a six-cylinder 3-Series in your hot hatch was literally the only rite of passage for becoming an urban and internet forum legend. Was this the source of BMW’s indifference to hot hatches? An explanation for the marketlaggingly late introduction of the M135i? Perhaps. But credit must be given to merit finally delivered – and curiously, we all appear completely unwilling to do that. Which is completely mad. This indifference towards the M135i, I fear, will only become worse with the M140i. Which is why I’m desperate not to check my privilege with it, but to arrest my prejudice instead. Despite its anchor feature being an engine with six cylinders, and six being a number I’m inclined to avoid. We always want what we can’t have; it’s the

fundamental discrepancy between expectation and experience. Buy the Nando’s sauce to use at home, and it’s not quite the same. Unroll and wet the enormous length of PVC sheeting in your back yard, run, and leap: ruinous. Bruised knees, and only half a second of slide-tastic summer fun. Then there’s the single most crucial, crushing disappointment of our modern lives: lithium-ion energy storage, the least-punished lie about any product ever delivered to consumers. Has any smartphone ever managed to retain even a tenth of its battery endurance after a year’s use? Exactly. (And that’s the reason pure EVs are destined to be a complete fail, over time.) My point? We’re so suspicious of promises – of products and experiences we’re assured are excellent, which then fail us miserably – that when someone gifts us exactly what we want, we ignore the possibility that it might be real. In theory, a BMW hatch should be the hottest hatch of all. So to ascertain if this could be the case, I’ve taken BMW’s latest 1 Series to meet its greatest 1 Series: the 1M. The car that somehow couldn’t have a proper M Division name (with the number after the letter), or a naturally-aspirated engine. Remember, 2010 was a time of absolute turmoil for M Division acolytes, people who had idolised the purity of purpose delivered by M3s and M5s. Their world had been undone: by the X5/6M. M Division SUVs? Unconscionable. Turbo-

“In theory, a BMW hatch should be hottest of all”

FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A

Blue callipers reverse the trend of red. Classy and classic BMW, but also shows up brake dust less than scarlet callipers. Thanks, BMW

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BMW M140i

charged, with automatic shifting, and the anaesthetised driving experience of all-wheel drive; BMW had shattered its avowed promise to fans. Redemption was required. Not a sacrifice, but a saint – and the 1M was the unlikely icon: turbocharged, and (despite its purposeful styling trinkets) assumed to be merely a warmed-over 135i coupé. But it wasn’t. The rear axle was a Frankenstein E92 M3 transplant (complete with trick differential), and its twin-turbo N54 3-litre in-line six was in a much more potent state of tune. Any experience with the 1M, whether behind the helm or as a passenger, yielded involuntary and absolute conversion to the cult of M. That’s why, nearly six years later, you can’t acquire one for even close to the original retail price of R550k. They’re much, much dearer than that. It’s also the intersection point for the M140i: 250kW. That was 1M’s magic number back in 2010, and the M140i’s single-turbo B58 in-line six has it too. It’s a tidy 10kW gain over the antecedent M135i; and whereas the 1M could combust and convert a peak of 500Nm for only fleeting periods of overboost, the M140i puts out a consistently symmetrical 250kW/500Nm. That’s why it’s faster, too: 0-100kph in 4.6 sec, three tenths quicker than BMW’s greatest-ever 1 Series. Being given more than we wanted, expected, could have imagined – it’s the answer to that fundamental equation that haunts the unleaded dreamscapes of petrolheads: N+1. You have all you could possibly desire (N), but there’s always room for 1 more. And the M140i really is the only solution for that N+1 hatchback problem – yet it’s a solution so abundantly clear that we

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“Faster, too: three tenths quicker from 0-100kph” ignore it, our minds mired in the idolatry of near-300kW 2-litre outputs, made accessible by the false traction god of AWD. The dream configuration for an ultimate driver’s hatchback is surely no different from that of the ultimate performance sedan: six cylinders fore of the driver, and only two driven wheels, aft. In other words, M3. There’s no sacrifice with the M140i, only emancipation; you retain the rear-seatsflat practicality, without any of the overly dramatic boost acoustics or driver-input-relegating traction issues afflicting AWD hot hatches. A six-cylinder engine will always beat any four for peak-power smoothness and seamless torque delivery. And the sound: there’s nothing that broadcasts superiority like an in-line six, and the M140i’s crescendos with particular resonance as it touches the 7000rpm soft-limiter. Beyond the crushing power delivery, with its howling soundtrack, there’s the M140i’s crucial USP: the way it alters direction and rounds corners. I don’t care how early you think an RS3 or A45’s all-wheel traction allows torque deployment; there’s always that awful sound of an outer front wheel’s tyre sidewall being flexed and scrubbed into submission at the limit. You can’t ignore its protestations, as the wheel well amplifies and echoes the evidence of understeer.


BMW M140i

Unassuming in appearance, this rather bland rear view is what a great many other pseudo-performance road users will see. Mostly

BMW M140I Price: R634 602 Engine: 2998cc, turbocharged 6cyl 250kW @ 5500rpm, 500Nm @ 1520rpm Performance: 0–100kph in 4.6sec, 250kph Transmission: 8spd auto, RWD Economy: 7.1l/100km, 163g/km CO2 Weight: 1450kg

BMW 1M Price: R546 392 (2011) Engine: 2979cc,s twin-turbo 6cyl, 250kW @ 5900rpm, 450Nm @ 1500rpm Performance: 0–100kph in 4.9sec, 250kph Transmission: 6spd manual, RWD Economy: 9.6l/100km, 224g/km CO2 Weight: 1570kg

With the M140i, there’s no duplicity. It doesn’t confirm traction and then deny steering-angle trajectory like an AWD hot hatch, like Brian Molefe’s recollection of Johannesburg’s northern suburb informal drinking locations. No matter how ambitious your corner-entry speed, those front wheels will resolutely set the first half of the car to the arc you’ve decided; and when your traction’s at the tipping point of defeat, it’s nothing that can’t be righted by the sweet intervention of a heroically correctable little slide, avoiding the derision resulting from front-differential override in an AWD RS3, or Focus RS, or A45… We’re all in agreement about so precious few things. That Thuli’s our female Madiba. And how we all wish JZ had a similar depth of character to Muhsin Ertuğral – knowing when to leave voluntarily. And the 1M – that it restored our faith in everything M, when all appeared lost. And that’s why, in the end, because of (rather than in spite of) my connection to the number six, I converted. All those AWD rivals also have an intruding transmission tunnel ruining rear-seat middle-passenger comfort; but only the BMW offers that debit with the credit of classic front-engine/rear-wheel drive driving dynamics. For drivers who value purity of experience at the helm, the M140i is the truest hot hatch. It’s the hot-hatch evolution of the 1M – just quicker. Check your prejudice – I did. This 1 Series is a privilege. Six is the right number to have up front in a hot hatch. And for any M140i variations to come, I only hope BMW’s obsessing about the sixth atomic number – because some carbon would make for a fantastic 1 GTS.

Only BMW would build an M Division coupé version of its 1 Series before committing to a hatch. Inverse evolution, but it works

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102

the Uncle in e furnitur ? business s That's u

VW Caddy

100 FORD FOCUS

The mobile medicine cabinet

101 NISSAN NAVARA

103 MAZDA MX-5

You don't need eyes to see, you need PDC (sorry, Faithless) Beard. Cardigan. Pipe. Slippers


GOODBYE

Mister Consistency Price R471 900 (R477 440 as tested) Model Ford Focus ST3 Driver Braam Peens Why it was here To prove that fast and fun needn’t cost a fortune 2000cc, 4cyl petrol turbo, FWD, 184kW, 360Nm

hen long-term cars ride off into the sunset (usually in a somewhat undignified way, on the back of the automotive equivalent of a TransLux bus), the blacklists are dusted off in anticipation of reflection. Initially, Ford gave us the go-ahead that our Focus would be dressed not as an ST, but as an RS. So I should probably start by admitting that when my bubble was popped, it took me some time to get over it. It’s like being promised a raunchy date with the prom queen, then having to settle for kissing your sister instead. Plainly, ignorance is bliss. Particularly for those who haven’t yet torn around in an RS. But if you have, well, it’s best not to say any more. Frustrated ST owners won’t like this, but the RS is inarguably from another planet. Inevitable comparisons aside, the ST’s stay was never about convincing us that it was anything else but an ST. But it was about spec-swopping with competitors. The 184kW Focus ST makes a strong case, by being better value, more powerful, and more fun to drive than a 162kW Golf GTI. But is it more desirable than a GTI? If you could have it with the Golf’s twin-clutch transmission, then that could very probably be the case. The ST scores in that our ‘snag list’

6M

W

10 0

 DECEMBER 2016

Recaro branding on seats worth at least 5 kilowatts. Plenty comfort and premium feel, if a little elevated for hot hatch purposes

6.8l/100km, 159g/km CO2

0-100kph in 6.5sec, 248kph

never really grew. Which is rare; usually, the longer one spends with a car, the greater the opportunities for its shortcomings to be laid bare. So here goes with what we have. I’ll forgive the dodgy tyre pressure monitor, as they tend to have minds of their own, even in cars costing three times as much. I never did understand why the Focus is sold without satnav, when it’s optional overseas. The seat is too high, the indicator stalk has been left on the wrong side, and the interface of hands and feet with controls doesn’t relay a particularly athletic feel. All of which adds up to the ST occasionally feeling like a fast but ordinary Focus, rather than a red-hot one. (If it’s any consolation to seething ST owners, the same goes for the RS – lightning-fast though it may be.) Still, I liked the ST’s ride: more taut, suitably, following the 2015 facelift; but never so stiff as to necessitate adult nappies. Turn-in is sharp, though a heavy hoof during corner exits sees the electronics kick in to remind you of the inside-front Michelin’s mortality. Of all the hot hatches on sale today, the Focus ST comes closest to being all things to all people. Okay, I suppose that does make it sound a like a jack of all trades and master of… some. But had you bought a GTI, you’d forever be asking yourself ‘Should I not have taken

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1437kg

a manual instead?’, or ‘How much more for the Clubsport?’ Thing is, the Ford gives you peace of mind, in never offering any opportunities for suicide-inducing existential self-reflection. The only question you’ll be pondering after signing is whether you shouldn’t have gone for the RS instead; to which the argument-ending, contentedness-inducing reply is: ‘You can’t get one.’ Which makes the Focus ST not only the most expensive sleeping tablet in the world; it’s also the fastest antidepressant, showering you with joy at the knowledge that it’s always willing to give you more than you hoped for. Expectations exceeded.

GARAGE LOGBOOK Good stuff Old school hothatch handling A credible, better-value alternative to unquestioning Golf GTIlemmingness…

Bad stuff …although the interior doesn’t exude the quality of the Golf’s, and features some ergonomic no-no’s Diesel ST (not sold in SA) has option of a PowerShift twin-clutch transmission. Why not the petrol?

TOTAL KILOMETRES AND L/100KM

0 0 0 3 4 4 6 1

9.2


Not a dolphin. Needs to be Price R448 900 Model Nissan Navara 2.5 dCI 4x4 XE Driver Lance Branquinho Why it’s here New one imminent, so we’re keeping this one going for the museum

2488cc, 4cyl turbodiesel, AWD, 128kW, 403Nm

ubmarines work on one simple principle: sonar. Without the artificially generated sound waves that reveal an underwater world to a crew without the benefit of windows, submarines would nose into the first obstacle in their proximity, and be repurposed from ‘boat’ to ‘permanent water feature’. The submarine wishes to be the dolphin – and succeeds; because of a simple technology, excellently applied. Some bakkies do this rather well, too. Some bakkies don’t. A few years ago, the bakkie was the last vehicular gatekeeper of true parking skill. An impossibly high waistline meant any parallel or rear-view parking manoeuvre by the uninitiated or inexperienced would end in immediate disaster. Or long-drawn-out embarrassment. Then sonar-powered park-distance control (PDC) happened; and suddenly, all bakkies had the potential to become submarines. Out of water, with windows. But not all of them did. And you need safety-shielding sonar on board a bakkie more than in a dinky city car, trust me. Two years ago, the rear PDC on an

S

Skilled car-guards immediately recognise the lack of sonar on that rear bumper. They jump for joy, in the knowledge that you are now beholden to them

6M

9l/100km, 238g/km CO2

Amarok prevented me from destroying an Audi A1, as I reversed with the enthusiasm of impatience, a couch on the back negating whatever visibility I had. The mad shrill of the warning buzzer – like that sound you hear in the movies, before the weapons officer confirms ‘Torpedo away, sir’ – made me left-foot brake with the commitment of a Scandinavian rally driver. The bumpers kissed each other gently enough to render no damage. I matured, that evening. Ever since that historic night of good fortune, I’ve become an evangelist for bakkies having sonar, to warn you of that which you cannot see – but are sure to feel – if your course is not altered. Problem is, the Navara doesn’t. Month after month, and the privilege of driving test cars with – at worst – standard-issue rear-view cameras and parking sensors has desensitised me to the actual toil of estimating the reality of my spatial environment. The Navara, though, reminds me – every time. Window down, arm on the sill (like that makes a difference), head awkwardly turned, desperately edging backwards on a hypersensitive throttle, in the lowest gear (reverse). There is no elegance to this. Especially when a co-conspirator

0-100kph in 11.4 sec, 170kph

1962kg

to your parking issues is a man wearing a brightly-coloured hi-viz waistcoat. With PDC, there is none of this. Car guards are superfluous – you can stare straight ahead and reverse with impunity, allowing the sensors to guide you in a manner no whistling and gesturing human ever could. Lack of PDC is the reason all the shrubs in the vicinity of my driveway had to be cut and cleared – because they were being unwillingly reshaped with each three-point turn. Sonar-aided parking is what I miss most on the Navara. The new one will have this automotive-dolphin feature.

GARAGE LOGBOOK Good stuff

Bad stuff

Soon to be replaced; so if you want one, you have a strong bargaining chip at dealers with stock on the floor that has to move to make space for the new one

No PDC means you’re sailing blind when reversing constrained or chaotic spaces. Of which SA has many. Patience and tolerance, not so much

TOTAL KILOMETRES AND L/100KM

0 0 0 9 4 4 2 1

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J

10.8

DECEMBER 2016 

101


Sleeper van Price R381 800 Model VW Caddy 2.0 TDI Trendline Driver Lance Branquinho Why it’s here We refuse to pay that much money for a furniture-store flatbed to deliver. Just, no

1968cc, 4cyl turbodiesel, FWD, 81kW, 250Nm

n 1957 Juan Manuel Fangio, F1’s most revered driver, did the impossible. After a disastrously tardy pit stop, he still won the German Grand Prix, by breaking his lap record… nine times. Even at a track of the Nürburgring’s vastness, after his Maserati mechanics fumbled that pit stop Fangio went an unbelievable 24 seconds faster in the race than in qualifying. It remains, with all its deserved mythical quality, F1’s greatest single race win. An achievement truly in the realm of the impossible. But true. I’m not Argentinian. Never won a race. But this month I was confronted by a 1957 German Grand Prix moment of truth that was all my own. Though my pit-stop-metaphor moment involved a mattress, rather than a Maserati 250F. Age is a cruel timekeeper, and turning 35 has brought me all the ills of middle age: failing eyesight, obsessive clamouring for my inclusion on high-school-remembrance social media groups, and lower back pain. I have eyeglasses to mitigate the first, the second will resolve itself with a WhatsApp group block-and-ban; but

I

10 2

 DECEMBER 2016

Who needs a flatbed truck when you have a Caddy? With all seats on-board, it’s as passenger practical as any bus too

5M

5.7l/100km, 149g/km CO2

the third requires a new mattress. There must be few things more hateful and frustrating than seeking the #SaxonwoldShebeen just to prove a point, but let me assure you: mattress retail is one of them. Mattresses don’t fit on the back of a double-cab bakkie, and delivery costs from storefront to home are on the Gupta sliding scale of coal supply extortion. Cometh the moment, cometh the van. Elementary calculations convinced the mattress salesperson and delivery despatch person (who seemed related, curiously) that our Caddy was ill-suited to the task of transporting a queen-size mattress home. VW specifies the Caddy as having a 1.13m-wide load area that’s 1.78m long. A queen is 1.53m across and 2.03m end-to-end. Ergo, impossible. As Fangio proved, impossible is nothing. Seats ramped all the way forward on their rails (rendering a driving position only Felipe Massa would find comfortable) solved the mattress-packing issue. The furniture-store personnel were amazed as the rear doors clicked shut, and I idled off – admittedly, in a potentially fatal airbag-deployment position, cradled up against the steering wheel; but independently delivering my

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0-100kph in 12.4 sec, 170kph

1473kg

shiny-but-bent new mattress. Nearly six decades after the greatest F1 driver proved the impossible doable, my own private Nürburgring 1957 experience has validated, yet again, that VW’s Golf-based MPV is better than any double-cab, crossover or SUV at tangling with life’s improbable logistical transport challenges. You’ll sleep soundly with one of these in your garage. I know I do.

GARAGE LOGBOOK Good stuff

Bad stuff

Casually happens to be a superior vehicle to any double-cab when things that you want in your house, instead of removed from your garden, need moving

The Caddy’s cabin dimensions were more usable, practically, than officially quoted; so VW’s well-known economy with statistical truth might have benefits. But that doesn’t make it right. (And yes, okay, we absolutely did squash that mattress to fit)

TOTAL KILOMETRES AND L/100KM

0 0 1 0 8 2 3 1

6.4


Family portra it

Play date Price R441 700 Model Mazda MX-5 2.0L roadster coupé Driver Owen Willoughby Why it’s here To demonstrate that cars are more than mere tools of transport

1998cc, 4cyl, RWD, 118kW, 200Nm

umans are social animals; it’s in our nature to be so. From family to friends to colleagues and anything in between, we fare better in groups – as the saying goes, no man is an island. You might be wondering what all of this anthropological talk has to do with our MX-5, so without trying to sound like Jane Goodall explaining chimpanzee behaviour, let me elaborate. Car-owner’s clubs. I’ve been curious about them for quite some time now. And for insight into the social behaviour of the car-owner, I can think of no better car to choose than the MX-5. So I set about searching the internet, and quickly found the home page of the Western Cape MX-5 club. On it, they mention that any owner may join them for a ‘trail’ run. Perfect! I duly e-mailed the secretary with my request, and received a response in the positive. Their next outing was to be a Sunday morning run up one of Cape Town’s iconic mountain passes, Chapman’s Peak, and then a stop for lunch on the other side of the lentil curtain, in Noordhoek. Fantastic! I was rather excited – it was like getting ready for a date. Which it sort of was; just one of the

H

Maybe it’s just us, but the Mazda Club’s badge of honour looks ominously like those warned against by the #PigSpotter

6M

6.7l/100km, 156g/km CO2

0-100kph in 7.3sec, 214kph

many reasons to join a car owner’s club is to meet like-minded people, with the same passion for a certain vehicle, who as a bonus may be more knowledgeable and therefore able to help you with your car, and who because of your shared interest you’ll probably get along with. On the morning of the run, we all (about 40 or so vehicles) met up at a car park in Constantia. After the usual pleasantries, I met the very amiable club secretary, Joanita Koch, and her husband Bernie, who just happens to be the chairman – and a man who is as friendly as he is knowledgeable about all things motoring, not just MX-5s. With our drop-tops dropped, we left in convoy, and it was immediately evident how perfect the MX-5 is for this sort of occasion. Grinning from ear to ear, I felt like a kid with his favourite toy (who’s just met a bunch of other kids with the same toy). And the line of MX5s threading its way through Hout Bay made other road users smile too. We stopped halfway up Chappies for refreshments and more car talk, and here I met some more really interesting and insightful individuals. With most of the club members either retired or close to it, it was refreshing to see the mutual

1259kg

love and respect for each other’s cars – no egos or boasting, as you might find at other meets with a younger crowd and more expensive vehicles. For me – and, I’d guess, for others who love them – that embodies the MX-5: an uncomplicated, enjoyable sportscar that doesn’t take itself too seriously. After a long and pleasant lunch, I left with a feeling of contentment; and the certainty that if I owned my own MX-5, I’d join right now. If you’re an owner or thinking of becoming one, check out the biggest MX-5 club in the country at www.mx5wc.co.za. Jane Goodall might find it all a bit frivolous. But you won’t.

GARAGE LOGBOOK Good stuff

Bad stuff

A panacea for these pressured times, and a conduit for social interaction. And more fun than Tinder

It’s getting really hard to come up with items for this column. I even asked the club members – but nothing!

TOTAL KILOMETRES AND L/100KM

0 0 0 2 2 0 7 1

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8.3

DECEMBER 2016 

103


Macan Turbo, 2015, 25,100 km, sapphire blue metallic, black leather, R1 295 000

Reversing camera including Park Assist front and rear, side window trims in black (high-gloss), Power Steering Plus, Sport Chrono Package, 21-inch 911 Turbo Design wheels, 18-inch collapsible spare wheel, wheel centers with full-colour Porsche Crest, seat heating (front), Lane Change Assist, cruise control, smoker package, interior package painted in sapphire blue metallic (Exclusive), PCM surround in sapphire blue metallic (Exclusive), light comfort package, 18-way adaptive sports seats including comfort memory package, mobile phone preparation, balance of Drive Plan Power: 294 kW (400 hp) • Torque: 550 Nm 0-100 km/h in 4.6 seconds • Top speed: 266 km/h

Great relationships are built on trust. Porsche Approved. Sold with a Service and Maintenance Plan for vehicles up to 15 years of age. Why Porsche Approved is your only way to an exceptional ownership experience: • The largest selection of Approved Porsches in the country • A variety of rare models can be found on our showroom floors • We check each vehicle using a comprehensive 111-point checklist • You can benefit from Porsche Roadside Assist

Porsche Centre Johannesburg Corner Witkoppen and Wroxham Road, Paulshof Telephone 011 540 5000 www.porschejohannesburg.com

Boxster S PDK

911 Carrera S PDK

Panamera Diesel 220kW

2014, 8,200 km, rhodium silver, black leather, R815 000

2012, 24,550 km, white, black leather, R1 195 000

2014, 53,300 km, rhodium silver metallic, black leather, R845 000

Cayenne

Cayenne Diesel

Cayenne S Diesel

2011, 133,650 km, jet black metallic, luxor beige leather, R495 000

2013, 105,650 km, auburn metallic, black leather, R595 000

2015, 21,600 km, carrara white, black leather, R1 195 000


last updated on 28 oCtoBeR 2016

TG speaks

Our verdict on the brand

soMe words...

...about the car. These may or may not find favour with you

Fuel eConoMy

Less is, um, more. same applies to 0-100kph, too

Model ChoiCe

You won’t find every car here, just the ones that count

Crash TesTinG

You want five stars here. y’know, safety matters

BooT voluMe

Two numbers here? That’s for seats up & down

p 112

KIA SPORTAGE 1.6T GT-Line AWD

PRICE

599 995

kW

Nm

0-100

km/h

L/100km

CO2

RATING

130

265

9.1

201

7.5

175

7/10

p 115

MERCEDES-BENZ E-CLASS SEDAN Mercedes-AMG E43 4Matic

PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

1 162 508

295

520

4.6

250

8.4

192

7/10

facebook.com/topgearmagazinesaJ

december 2016 

105


Vanquish

ABARTH TopGear on Abarth:

Oddly Austrian in origin the original hot hatch brand was conveniently forgotten by Fiat in favour of Alfa Romeo. Not anymore. Comparatively senseless. But when a car's this pretty, light and engaging, you just want one. PRICE

362 900 378 900 414 900 430 900

Nm

230 230 230 230

0-100

km/h

7.4 210 7.6 209 7.4 210 7.6 209

L/100km

6.5 6.5 6.5 6.5

CO2

RATING

155 151 155 151

7/10 7/10 6/10 6/10

Euro NCAP: • • • • • L: 355cm, W: 163cm, H: 149cm. Boot: 185 litres Fuel Tank: 35 litres

Gorgeous styling cloaks average mechanical bits. Petrolhead cre-

  dentials invalidated if you haven’t owned one once. 4C rather special.

Giulietta

More flawed yet tempting stuff from Fiat’s Taste the Difference range. It’s no Golf, which is why you want it, and also why you don’t. PRICE

kW

Nm

0-100

km/h

88 88 125 170

215 215 250 340

9.4 9.4 7.7 6.0

195 195 218 244

L/100km

6.1 6.1 4.9 6.8

CO2

RATING

144 144 114 157

5/10 5/10 5/10 6/10

Euro NCAP: • • • • • L: 435cm W: 180cm H: 146cm Boot: 350/1045 litres Fuel Tank: 60 litres

4C

PRICE

1 340 990

kW

177

Nm

350

0-100

km/h

4.5 257

L/100km

6.9

CO2

161

RATING

8/10

AsTOn MARTin TopGear on Aston Martin:

James Bond’s car company defines the term cool Britannia. An achingly beautiful range of cars which all look quite similar.

Vantage

The car that took on the 911. And lost. But hey, it’s an Aston, which means your handmade brogues versus the Porsche’s R1000/pair takkies. V8 Vantage V8 Vantage auto V8 Vantage roadster V8 Vantage roadster auto V8 Vantage S V8 Vantage S auto V8 Vantage S roadster V8 Vantage S roadster auto V12 Vantage S V12 Vantage S roadster

PRICE

POA POA POA POA POA POA POA POA POA POA

kW

Nm

0-100

km/h

L/100km

CO2

RATING

313 313 313 313 321 321 321 321 421 421

470 470 470 470 490 490 490 490 620 620

4.9 4.9 5.1 5.1 4.5 4.5 4.5 4.5 3.9 4.0

290 290 290 290 305 305 305 305 330 323

13.8 12.9 13.8 12.9 13.8 12.8 13.8 12.8 14.7 14.7

321 299 321 299 321 296 321 296 343 343

7/10 7/10 7/10 7/10 7/10 8/10 7/10 7/10 8/10 8/10

EURO NCAP: n/a L: 438cm W: 187cm H: 126cm Boot: 300 litres Fuel Tank: 80 litres

POA

kW

410

Nm

620

0-100

km/h

4.9 306

L/100km

CO2

14.3 332

8/10

DB11

PRICE

7/10 8/10

AUDi

1.4TFSI 1.4TFSI auto 2.0TFSI 2.0TDI 2.0TFSI quattro

A1 / s1

3-door 1.0TFSI S 3-door 1.0TFSI S auto 3-door 1.0TFSI SE 3-door 1.0TFSI SE auto 3-door 1.4TFSI SE 3-door 1.4TFSI SE auto 3-door 1.8TFSI Sport Sportback 1.0TFSI S Sportback 1.0TFSI S auto Sportback 1.0TFSI SE Sportback 1.0TFSI SE auto Sportback 1.4TFSI SE Sportback 1.4TFSI SE auto Sportback 1.8TFSI Sport S1 3-door quattro S1 Sportback quattro

PRICE

286 000 303 500 301 500 319 000 327 500 345 000 419 500 293 500 311 000 309 000 326 500 335 000 352 500 427 000 499 000 506 500

kW

Nm

0-100

km/h

70 70 70 70 92 92 141 70 70 70 70 92 92 141 170 170

160 160 160 160 200 200 250 160 160 160 160 200 200 250 370 370

10.9 10.9 10.9 10.9 8.8 8.8 6.8 11.1 11.1 11.1 11.1 8.9 8.9 6.9 5.8 5.9

186 186 186 186 204 204 234 186 186 186 186 204 204 234 250 250

L/100km

4.2 4.4 4.2 4.4 4.9 4.9 5.6 4.2 4.4 4.2 4.4 5.1 4.9 5.6 7.0 7.1

CO2

RATING

97 102 97 102 115 112 129 97 102 97 102 118 112 129 162 166

6/10 5/10 5/10 5/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 7/10 8/10 8/10

kW

Nm

700

0-100

km/h

3.9 322

L/100km

n/a

CO2

n/a

kW

Nm

0-100

km/h

110 110 140 140 185

250 250 320 400 370

8.7 8.5 7.3 7.7 5.8

210 210 210 237 250

CO2

RATING

123 114 112 107 141

7/10 7/10 7/10 7/10 7/10

Audi’s ‘small’ SUV is only small because the Q7 is the size of sub-Saharan Africa. It’s small inside though, if that helps. Which it doesn’t. 2.0TFSI S quattro 2.0TDI S quattro 2.0TFSI SE quattro 3.0TFSI SE quattro 3.0TDI SE quattro SQ5 TDI quattro

3-door 1.0TFSI 3-door 1.0TFSI auto 3-door 1.4TFSI 3-door 1.4TFSI auto 3-door 2.0TFSI 3-door 2.0TFSI auto Sportback 1.0TFSI Sportback 1.0TFSI auto Sportback 1.4TFSI Sportback 1.4TFSI auto Sportback 2.0TFSI Sportback 2.0TFSI auto Sportback 2.0TDI sedan 1.4TFSI S sedan 1.4TFSI S auto sedan 1.4TFSI SE sedan 1.4TFSI SE auto sedan 1.6TDI S auto sedan 1.8TFSI SE sedan 1.8TFSI SE auto sedan 2.0TDI SE auto sedan 1.8TFSI quattro S3 3-door quattro S3 Sportback quattro S3 sedan quattro

1.4TFSI S 1.4TFSI S auto 2.0TDI S 2.0TFSI quattro 2.0TDI quattro RS Q3 quattro

PRICE

kW

Nm

0-100

km/h

85 85 110 110 140 140 85 85 110 110 140 140 105 92 90 92 90 77 132 132 110 132 228 228 206

200 200 250 250 320 320 200 200 250 250 320 320 340 200 200 200 200 250 250 250 320 280 400 400 380

9.7 9.7 8.1 8.1 6.8 6.7 9.9 9.9 8.2 8.2 6.9 6.8 8.3 9.4 9.3 9.4 9.3 10.8 7.2 7.3 8.4 6.8 4.6 4.6 5.0

206 206 220 220 244 244 206 206 220 220 244 244 218 212 211 212 211 195 242 235 219 235 250 250 250

Nm

0-100

km/h

320 380 350 400 580 650

8.5 9.0 7.1 5.9 6.5 5.1

210 200 222 234 225 250

kW

Nm

0-100

km/h

466 000 483 500 523 500 578 000 597 000 882 500

110 110 110 132 135 250

250 250 340 320 380 450

9.2 8.9 9.3 7.6 7.9 4.8

204 204 204 217 219 250

7.5 6.0 7.9 8.5 6.4 6.6

CO2

RATING

174 159 184 199 169 174

4/10 5/10 4/10 5/10 5/10 6/10

TT

It won’t chase away the old stereotypes, but the all-new TT is a big step forward. Interior is genuinely cool. coupé 1.8TFSI coupé 2.0TFSI coupé 2.0TFSI quattro TTS coupé 2.0T quattro

PRICE

kW

Nm

0-100

km/h

563 500 601 000 691 000 743 000

132 169 169 228

250 370 370 380

7.0 6.0 5.3 4.6

241 250 250 250

L/100km

4.6 4.6 4.6 4.8 5.6 5.7 4.5 4.6 4.7 4.9 5.6 5.7 4.4 5.3 5.0 5.3 5.0 3.9 5.8 5.6 4.5 6.5 6.4 6.5 6.9

CO2

RATING

106 106 107 111 126 128 104 106 109 113 126 128 116 122 116 122 116 102 135 129 118 149 146 149 159

6/10 6/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 6/10 6/10 7/10 6/10 6/10 7/10 7/10 7/10 7/10 7/10

Sportback 1.8TFSI SE Sportback 1.8TFSI SE auto Sportback 2.0TDI SE Sportback 2.0TFSI SE Sportback 2.0TFSI quattro Sportback 3.0TDI quattro Sportback 3.0TFSI quattro coupé 1.8TFSI SE coupé 1.8TFSI SE auto coupé 2.0TDI SE coupé 2.0TFSI SE coupé 2.0TFSI quattro coupé 3.0TDI quattro coupé 3.0TFSI quattro cabriolet 1.8TFSI SE cabriolet 1.8TFSI SE auto cabriolet 2.0TDI SE cabriolet 2.0TFSI SE cabriolet 2.0TFSI quattro cabriolet 3.0TFSI quattro S5 Sportback quattro S5 coupé quattro S5 cabriolet quattro

PRICE

kW

Nm

0-100

km/h

556 000 573 000 603 000 636 000 663 500 783 000 786 000 562 000 579 000 606 500 639 500 666 500 785 000 787 000 632 000 649 000 692 000 724 000 752 500 874 500 921 500 921 000 1 011 000

125 125 130 165 165 180 200 125 125 130 165 165 180 200 125 125 130 165 165 200 245 245 245

320 320 380 350 350 500 400 320 320 380 350 350 500 400 320 320 380 350 350 400 440 440 440

8.2 8.4 7.9 7.0 6.5 6.2 6.0 7.9 8.2 7.8 6.8 6.4 6.2 5.8 8.7 8.9 8.3 7.4 7.2 6.3 5.1 4.9 5.4

230 220 225 250 245 250 250 230 228 225 250 250 250 250 222 213 220 245 240 250 250 250 250

L/100km

5.7 6.3 6.4 6.9

CO2

RATING

129 148 151 159

7/10 8/10 8/10 8/10

L/100km

5.8 5.9 4.8 5.9 6.6 5.8 7.7 5.7 5.8 4.7 5.9 6.6 5.8 7.5 6.2 6.2 5.0 6.3 6.9 7.8 7.7 7.7 7.9

CO2

RATING

136 136 127 138 152 152 178 134 134 123 138 152 152 174 143 143 132 148 159 181 179 178 184

5/10 5/10 6/10 6/10 6/10 7/10 7/10 5/10 5/10 6/10 6/10 6/10 6/10 7/10 5/10 5/10 5/10 5/10 5/10 6/10 6/10 7/10 5/10

EURO NCAP: n/a L: 463/471cm W: 186cm H: 137/139cm Boot: 455/829 (480/980 Sportback) litres Fuel Tank: 65 litres

A6 / s6 / Rs6

L/100km

5.5 5.8 4.7 6.5 5.3 8.4

CO2

RATING

133 138 128 150 139 198

6/10 6/10 6/10 6/10 6/10 7/10

1.8TFSI SE 2.0TDI SE 3.0TDI SE 2.0TFSI quattro S6 quattro RS6 Avant quattro

PRICE

662 000 695 500 733 500 822 500 1 161 500 1 554 500

kW

Nm

0-100

km/h

140 140 160 185 331 412

320 400 400 370 550 700

7.9 8.2 7.1 6.7 4.4 3.9

233 232 244 250 250 250

L/100km

5.7 4.2 4.7 5.9 9.2 9.8

CO2

RATING

133 109 122 171 214 223

6/10 6/10 6/10 6/10 7/10 8/10

EURO NCAP: n/a L: 491cm W: 187cm H: 146cm Boot: 530(sedan) 565-1680(Avant) litres Fuel Tank: 65-75 litres

Q7

About time too. New Q7 smaller on the outside, bigger where it matters. Marginally less offensive, too. Maybe. PRICE

955 500 1 012 000

kW

Nm

185 183

370 600

0-100

km/h

6.9 233 6.9 225

EURO NCAP: n/a L: 505cm W: 197cm H: 174cm Boot: 295/1955 litres Fuel Tank: 85 litres

J facebook.com/topgearmagazinesa

L/100km

Ingolstadt’s compact limo receives the full nip and tuck with even more tech than ever before. Still a bit dull.

PRICE

8/10

kW

132 130 165 200 180 240

An artful lesson in understatement, Audi’s A5 Coupé does desirable without the flash. Engines to suit most budgets.

391 000 409 500 412 000 430 500 429 500 448 000 398 500 417 000 419 500 438 000 437 000 455 000 489 000 403 500 420 500 425 500 442 500 442 500 445 500 462 500 484 000 510 500 638 500 646 000 638 500

RATING

PRICE

634 500 661 500 724 500 821 000 843 000 1 006 500

EURO NCAP: • • • • • L: 463cm W: 188cm H: 165cm Boot: 540/1560 litres Fuel Tank: 75 litres

2.0TFSI quattro 3.0TDI quattro

 december 2016

5.2 4.9 4.9 4.1 6.2

A5 / s5

A3 / s3

EURO NCAP: n/a L: 474cm W: 194cm H: 128cm Boot: 270 litres Fuel Tank: 78 litres

10 6

L/100km

EURO NCAP: n/a L: 418cm W: 183cm H: 135cm Boot: 305-712 litres Fuel Tank: 50/55 litres (quattro)

New A3 is here. Old looks, but new bits underneath. Now more polished than ever.

EURO NCAP: • • • • • L: 439cm W: 183cm H: 159cm Boot: 460/1 365 litres Fuel Tank: 64 litres 447

PRICE

476 500 494 500 536 500 559 000 666 000

Q5 / sQ5

Bauhaus styling influence makes its cars appear a touch generic but the cabins are flawless. R8 symbolic of Ingolstadt’s ascendance.

RATING

Twin-turbochared V12 powers the most revolutionary Aston since DB9 in 2003. The Bond car company is modernising. POA

RATING

This is the car Audi says rivals the Range Rover Evoque. Oh dear. A high-rise Golf with an inferiority complex.

EURO NCAP: n/a L: 502cm W: 193cm H: 135cm Boot: 317/886 litres Fuel Tank: 90 litres

coupé

CO2

12.8 298 12.8 298

Q3 / Rs Q3

Aston has ensured the latest Rapide is, err, rapid-er by giving it the engine from the latest Vanquish. Better than ever. Rapide S

L/100km

EURO NCAP: • • • • • L: 424/431/446cm W: 178/179cm H: 142cm Boot: 365-1100/380-1220/425-880 litres Fuel Tank: 50/55/60 litres

Rapide

PRICE

km/h

EURO NCAP: • • • • • L: 395cm W: 174cm H: 141cm Boot: 270/920 litres Fuel Tank: 45 litres

Euro NCAP: n/a L: 399cm W: 186cm H: 118cm Boot: 110 litres Fuel Tank: 40 litres

0-100

3.8 324 4.0 317

TopGear on Audi:

Achingly gorgeous, ultimately flawed, lightweight sports car. An Alfa then.

Spider

Nm

630 630

Essentially a really posh Polo, Audi’s A1 wears the Emperor’s New Clothes. Either way it’s good, but R280k+ good?

TopGear on Alfa Romeo:

319 900 362 900 412 900 479 900

kW

424 424

EURO NCAP: • • • • • L: 472cm W: 184cm H: 143cm Boot: 480-965 litres Fuel Tank: 54 litres

ALFA ROMEO

1.4 Turbo 1.4 Turbo Super 1.4 Turbo Super auto 1750 Turbo Veloce

POA POA

Meet the area manager’s new A4. Just like the regional manager’s old A4. Lighter and smartly. Quite unlike the regional manager who drives it.

EURO NCAP: n/a L: 472cm W: 190cm H: 129cm Boot: n/a Fuel Tank: 78 litres

kW

118 118 118 118

PRICE

coupé Volante

500

500 595 turismo 1.4T 500 595 turismo 1.4T auto 500C 595 turismo 1.4T 500C 595 turismo 1.4T auto

A4

Overhauled DBS is another evolutionary step from Aston and is likely to struggle to broaden the customer base.

L/100km

7.3 6.3

CO2

RATING

169 164

8/10 8/10


A7 / s7 / Rs7 sportback

BMW

Audi’s niche-busting continues. The A7 is basically an A8 hatch, so it drives safely, has nice engines and interior, and a slightly more practical boot. 3.0TDI quattro 3.0TDI BiT quattro S7 Sportback quattro RS7 Sportback quattro

TopGear on BMW:

PRICE

kW

Nm

0-100

km/h

1 039 500 1 145 500 1 295 000 1 757 000

200 235 331 412

580 650 550 700

5.7 5.2 4.6 3.9

250 250 250 250

L/100km

5.2 6.1 9.3 9.5

CO2

RATING

136 162 215 221

7/10 7/10 7/10 8/10

EURO NCAP: n/a L: 497cm W: 192cm H: 142cm Boot: 535/1390 litres Fuel Tank: 65 litres

A8 / s8

Will the A8 ever escape the S-Class's shadow? Probably not, but then on this evidence, it doesn't deserve to. 3.0TDI quattro 4.2TDI quattro S8 quattro A8 L 3.0TDI quattro 4.2TDI quattro 6.3 W12 quattro

PRICE

kW

Nm

CO2

RATING

1 297 500 1 662 000 1 695 000

190 283 382

580 850 650

5.9 250 4.7 250 4.1 250

0-100

km/h

L/100km

5.9 7.4 9.6

155 194 225

8/10 8/10 8/10

1 481 500 1 849 000 2 252 000

190 283 368

580 850 625

6.1 250 4.9 250 4.6 250

6.0 7.5 11.3

158 197 264

8/10 8/10 7/10

EURO NCAP: n/a L: 514/527cm W: 195cm H: 146cm Boot: 510 litres Fuel Tank: 90 litres

R8

No V8, no manual, only a faint restyle? Has Audi dropped a difficult second album charger? Nope, not at all. 5.2 V10 quattro 5.2 V10 plus quattro

PRICE

kW

Nm

2 735 500 3 089 000

397 449

540 560

0-100

km/h

3.5 320 3.2 330

L/100km

CO2

RATING

11.4 272 12.3 287

8/10 8/10

A car company run by engineers prioritising drivers, not passengers. Has branched into making the best electric cars too, incidentally.

118i 118i auto 120i 120i auto 120d 120d auto 125i auto M140i M140i auto

kW

Nm

0-100

km/h

100 100 135 135 140 140 165 250 250

220 220 290 290 400 400 310 500 500

8.5 8.7 7.1 7.1 7.1 7.0 6.1 4.8 4.6

210 210 230 225 228 228 243 250 250

L/100km

5.3 5.1 5.7 5.5 4.1 3.9 5.7 7.8 7.1

CO2

RATING

123 119 131 126 108 103 130 179 163

5/10 5/10 6/10 6/10 7/10 7/10 7/10 8/10 8/10

kW

Nm

0-100

km/h

100 100 141 141 140 140 170

220 220 280 280 400 400 350

9.3 9.2 7.5 7.4 7.6 7.5 6.6

205 205 230 228 227 225 240

L/100km

5.2 5.2 6.0 5.7 4.5 4.3 5.9

CO2

RATING

121 122 140 133 117 114 138

7/10 7/10 7/10 7/10 7/10 7/10 7/10

2 series / M2

Continental

The definitive posh VW until Bugatti spoiled the party, the Continental, in coupé and convertible guises, is a masterclass in cod-British style. GT V8 GT V8 convertible GT V8 S GT V8 S convertible GT W12 GT W12 convertible GT Speed W12 GT Speed W12 convertible

PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

3 562 000 3 794 000 3 791 000 4 168 000 3 909 000 4 165 000 4 163 000 4 577 000

373 373 389 389 434 434 467 467

660 660 680 680 720 720 820 820

4.8 5.0 4.5 4.7 4.5 4.7 4.2 4.4

303 301 309 308 318 314 331 327

10.5 10.9 10.5 10.9 14.1 14.2 14.5 14.9

246 254 246 254 327 330 338 347

8/10 8/10 8/10 8/10 7/10 7/10 7/10 7/10

220i coupé 220i coupé auto 220d coupé 220d coupé auto 230i coupé 230i coupé auto 220i convertible 220i convertible auto 230i convertible 230i convertible auto M240i coupé M240i coupé auto M240i convertible M240i convertible auto M2 coupé M2 coupé auto

PRICE

kW

Nm

3 622 000 4 009 000

373 460

660 800

0-100

km/h

5.2 295 4.6 320

L/100km

CO2

RATING

10.9 254 14.7 343

7/10 7/10

Bentayga

Bentley aims to best the Range Rover with its fearsomely quick, luxurious and expensive Bentayga SUV. PRICE

3 987 000

0-100

km/h

7.1 7.2 7.1 7.0 5.8 5.6 7.5 7.7 6.1 5.9 4.8 4.6 4.9 4.7 4.5 4.3

235 230 230 230 250 250 231 226 250 250 250 250 250 250 250 250

L/100km

5.7 5.5 4.4 4.1 6.2 5.7 6.1 5.7 6.5 6.0 7.8 7.1 8.3 7.4 8.5 7.9

CO2

RATING

131 126 115 107 142 130 139 131 149 137 179 163 189 169 199 185

7/10 7/10 7/10 7/10 7/10 7/10 6/10 6/10 6/10 6/10 8/10 8/10 7/10 7/10 9/10 9/10

sDrive18i sDrive18i auto sDrive20i auto sDrive20d sDrive20d auto xDrive20i auto xDrive20d auto xDrive25i auto

PRICE

476 742 497 884 538 452 522 900 543 700 589 092 606 040 655 434

kW

Nm

0-100

km/h

100 100 141 140 140 141 140 170

220 220 280 400 400 280 400 350

9.7 9.7 7.7 7.9 7.8 7.4 7.6 6.5

204 200 225 225 222 223 219 235

L/100km

5.3 5.4 6.0 4.6 4.6 6.4 4.9 6.5

CO2

RATING

123 126 138 120 120 148 130 151

7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10

EURO NCAP: n/a L: 444cm W: 182cm H: 161cm Boot: 505/1550 litres Fuel Tank: 61 (petrol) / 51 (diesel) litres

kW

Nm

0-100

447

900

4.1

km/h

301

L/100km

CO2

RATING

12.8 292

8/10

EURO NCAP: n/a L: 514cm W: 200cm H: 174cm Boot: 430 litres Fuel Tank: 85 litres

Mulsanne

The replacement for the Arnage, and every bit as opulent and brilliant. If you can ignore the looks (who OK'd those headlights?) this is brilliant. Mulsanne Mulsanne Speed

Nm

290 290 400 400 350 350 290 290 350 350 500 500 450 450 465 465

New X1 gets FWD platform from 2 Series Active Tourer. Is less objectionable than old one in every single way.

EURO NCAP: n/a L: 530cm W: 192cm H: 149cm Boot: 475 litres Fuel Tank: 90 litres

W12

kW

135 135 140 140 185 185 135 135 185 185 250 250 250 250 272 272

X1

Flying spur

It’s the four-door saloon version of the W12 Continental GT. That’s it really.

V8 W12

PRICE

465 554 485 784 499 300 520 100 508 508 527 940 548 366 568 254 590 706 610 138 631 626 653 002 722 466 743 386 859 606 914 010

EURO NCAP: n/a L: 443/447cm W: 177/185cm H: 140-142cm Boot: 390/335 litres Fuel Tank: 52 litres

EURO NCAP: n/a L: 481cm W: 194cm H: 140cm Boot: 260/358 litres Fuel Tank: 90 litres

PRICE

kW

Nm

6 152 000 6 739 000

377 395

1020 1100

0-100

km/h

5.3 296 4.9 305

EURO NCAP: n/a L: 558cm W: 193cm H: 152cm Boot: 443 litres Fuel Tank: 96 litres

L/100km

CO2

RATING

14.6 342 14.6 342

7/10 8/10

204 194 204 194 204 194

8/10 8/10 8/10 8/10 8/10 8/10

A 3 Series with some extra bottom. Boot is very clever but explaining what it is rather less so. As close to a Touring as we are going to get in SA. 320i GT 320i GT auto 320d GT 320d GT auto 340i GT auto

eDrive eDrive REx

PRICE

556 266 576 268 587 200 608 000 781 446

kW

135 135 135 135 240

Nm

270 270 380 380 450

0-100

7.9 7.9 8.0 7.9 5.1

km/h

230 229 230 226 250

L/100km

6.6 6.2 4.9 4.9 7.0

CO2

RATING

CO2

RATING

153 145 129 129 159

6/10 6/10 6/10 6/10 7/10

PRICE

580 400 653 900

kW

Nm

125e 250e 125e 250e

0-100

km/h

7.3 150 8.1 150

L/100km

0.0 0.6

0 12

9/10 9/10

EURO NCAP: n/a L: 400cm W: 178cm H: 158cm Boot: 260-1100 litres Fuel Tank: 9 litres (REx)

X3

xDrive20i xDrive20i auto xDrive20d xDrive28i xDrive30d xDrive35i

PRICE

kW

Nm

0-100

km/h

601 742 621 174 632 226 705 988 795 506 822 022

135 135 140 180 190 225

270 270 400 400 560 400

8.4 8.2 8.1 6.5 5.9 5.6

210 210 210 230 232 245

L/100km

7.4 6.9 4.9 7.0 5.7 8.3

CO2

RATING

173 161 129 162 149 193

6/10 6/10 6/10 5/10 6/10 6/10

CO2

RATING

134 127 111 106 143 129 154 134 127 111 106 143 129 154 145 136 154 138 159 204 194 204 204 213 203 213 203

8/10 8/10 8/10 8/10 8/10 8/10 8/10 9/10 9/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10 7/10 7/10 7/10 9/10 9/10 9/10 9/10 8/10 8/10 8/10 8/10

EURO NCAP: n/a L: 465cm W: 188cm H: 168cm Boot: 550-1600 litres Fuel Tank: 67 litres

4 series / M4

The name may have changed but the game's still the same. Smooth, genteel, refined and sport-ish.

420i Gran Coupé 420i Gran Coupé auto 420d Gran Coupé 420d Gran Coupé auto 430i Gran Coupé 430i Gran Coupé auto 440i Gran Coupé 420i coupé 420i coupé auto 420d coupé 420d coupé auto 430i coupé 430i coupé auto 440i coupé 420i convertible 420i convertible auto 430i convertible 430i convertible auto 440i convertible M4 coupé M4 coupé auto M4 coupé Competition M4 coupé Competition auto M4 convertible M4 convertible auto M4 convertible Competition M4 convertible Comptn auto

PRICE

kW

Nm

0-100

km/h

572 896 592 898 607 900 628 700 658 422 677 626 820 976 572 996 592 998 607 500 628 300 663 822 676 626 820 976 670 450 690 224 776 576 795 552 932 746 1 152 976 1 207 836 1 288 876 1 343 736 1 308 502 1 363 362 1 444 402 1 499 262

135 135 140 140 185 185 240 135 135 140 140 185 185 240 135 135 185 185 240 317 317 331 331 317 317 331 331

290 270 400 400 350 350 450 290 270 400 400 350 350 450 290 270 350 350 450 550 550 550 550 550 550 550 550

7.5 7.7 7.5 7.3 5.9 5.8 5.1 7.3 7.5 7.3 7.1 5.9 5.8 5.0 8.2 8.4 6.4 6.3 5.4 4.3 4.1 4.2 4.2 4.6 4.4 4.5 4.3

236 236 240 231 250 250 250 236 236 240 232 250 250 250 230 230 250 250 250 250 250 280 280 250 250 280 280

L/100km

5.8 5.5 4.2 4.0 6.1 5.5 6.6 5.8 5.5 4.2 4.0 6.1 5.5 6.6 6.2 5.8 6.6 5.9 6.8 8.8 8.3 8.8 8.8 9.1 8.7 9.1 8.7

EURO NCAP: N/A L: 462/464cm W: 181/183cm H: 143/138cm Boot: 480/445/220-370 litres Fuel Tank: 60 litres

3 series / M3

Not only the benchmark small exec, but one of the best saloons of all. Many more versions are out now, and all are excellent. 318i 318i auto 320i 320i auto 320d 320d auto 330i 330i auto 330d auto 340i auto M3 M3 auto

8.8 8.3 8.8 8.3 8.8 8.3

Far superior to the last one, which, let’s face it, wasn’t tricky. Interior is plusher and it now rides comfortably.

2 Series follows BMW's new naming strategy but is very much its own car. And a rather good one at that.

VW’s British luxury division is the choice of nouveau riche types. Unfortunately. Impeccably built but not the last word in good taste.

280 280 250 250 280 280

The future is here, its electric and we love it. The rest are now playing catch up. From a long way behind.

EURO NCAP: n/a L: 434cm W: 180cm H: 156cm Boot: 468-1510 litres Fuel Tank: 51 litres

TopGear on Bentley:

4.2 4.0 4.3 4.1 4.2 4.0

i3

2 series Active Tourer

PRICE

550 550 550 550 550 550

EURO NCAP: • • • • • L: 482cm W: 183cm H: 149cm Boot: 520-1600 litres Fuel Tank: 57/60 litres

BMW builds an MPV but stupidly still quotes a Nürburgring time for it. First FWD BMW completely misses the point. 430 914 451 828 457 780 477 782 485 400 506 200 507 552

331 331 317 317 331 331

3 series Gran Turismo

PRICE

399 742 420 200 424 354 444 584 463 700 484 500 502 340 613 226 634 602

EURO NCAP: n/a L: 432cm W: 177cm H: 142cm Boot: 360/1200 litres Fuel Tank: 50/52 litres

218i 218i auto 220i 220i auto 220d 220d auto 225i auto

1 232 276 1 287 136 1 523 976 1 578 836 1 659 876 1 714 736

EURO NCAP: • • • • • L: 462/467cm W: 181/188cm H: 143cm Boot: 480 litres Fuel Tank: 57/60 litres

1 series

Perhaps the pick of the premium hatches right now, the 1 Series thrashes the opposition for driving. M140i is a bargainous gem.

EURO NCAP: n/a L: 443cm W: 194cm H: 124cm Boot: 112-226 litres Fuel Tank: 83 litres

BEnTLEY

M3 Competition M3 Competition auto M3 30 Year Edition M3 30 Year Edition auto M3 Competition 30 Year Edition M3 Competition 30 Year Ed auto

X4

PRICE

kW

Nm

0-100

km/h

467 300 488 100 504 712 525 056 535 300 556 100 584 722 603 926 669 726 737 148 1 096 376 1 151 236

100 100 135 135 140 140 185 185 190 240 317 317

220 220 290 270 400 400 350 350 560 450 550 550

8.9 9.1 7.2 7.3 7.3 7.2 5.9 5.8 5.6 5.1 4.3 4.1

210 210 235 235 235 230 250 250 250 250 250 250

L/100km

5.1 5.0 5.5 5.3 4.0 4.0 6.1 5.5 4.9 6.5 8.8 8.3

CO2

RATING

119 116 128 124 106 106 143 129 129 152 204 194

7/10 7/10 8/10 8/10 9/10 9/10 8/10 8/10 9/10 9/10 8/10 8/10

People with the hides of rhinos and a passion for obnoxiousness bought the X6, so now we have to suffer an X4. Joy. xDrive20i xDrive20d xDrive28i xDrive30d xDrive35i

PRICE

kW

Nm

0-100

km/h

719 874 722 226 786 988 876 006 886 522

135 140 180 190 225

270 400 350 560 400

8.1 8.0 6.4 5.8 5.5

212 212 232 234 247

L/100km

6.9 4.9 7.0 5.9 8.3

CO2

RATING

161 129 162 156 193

6/10 7/10 6/10 7/10 7/10

EURO NCAP: n/a L: 467cm W: 188cm H: 162cm Boot: 500-1400 litres Fuel Tank: 67 litres

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december 2016 

107


5 Series Gran Turismo

520d GT 530d GT 535i GT 550i GT

kW

Nm

0-100

km/h

767 736 936 762 954 708 1 212 716

135 190 225 330

380 560 400 650

8.9 6.2 6.1 5.0

215 246 250 250

L/100km

5.5 5.8 8.2 9.2

CO2

RATING

144 153 192 214

5/10 5/10 5/10 5/10

PRICE

kW

Nm

0-100

km/h

948 664 1 029 204 1 137 000 1 157 518 1 253 356 1 315 542 1 855 332

170 190 230e 230 330 280 423

500 560 450e 630 650 740 750

7.7 6.8 6.8 5.9 4.9 5.3 4.2

220 230 210 236 250 250 250

L/100km

5.6 5.9 3.3 6.0 9.6 6.6 11.1

CO2

RATING

146 156 77 157 224 173 258

8/10 8/10 6/10 8/10 7/10 8/10 7/10

PRICE

99 995 104 995 114 995

kW

38 38 50

Nm

70 70 90

0-100

km/h

L/100km

20.0 138 20.0 138 18.5 160

6.8 6.8 5.7

CO2

RATING

156 156 133

2/10 2/10 2/10

X6

J2

An average B-segment effort from Chery with no evidence of tracing paper in its design.

1.5 TX 1.5 Swag

PRICE

149 995 159 995

kW

72 72

Nm

140 140

0-100

km/h

15.1 171 15.1 171

L/100km

7.4 7.4

CO2

176 176

RATING

3/10 3/10

kW

Nm

0-100

km/h

225 230 330 280 423

400 630 650 740 750

6.4 5.8 4.8 5.2 4.2

240 240 250 250 250

L/100km

8.5 6.2 9.7 6.6 11.1

CO2

RATING

198 163 225 174 258

5/10 6/10 5/10 6/10 7/10

EURO NCAP: n/a L: 491cm W: 199cm H: 170cm Boot: 580-1525 litres Fuel Tank: 85 litres

PRICE

1.6 TXE

209 995

Nm

160

0-100

km/h

n/a n/a

L/100km

8.3

CO2

RATING

194

3/10

EURO NCAP: n/a L: 428cm W: 179cm H: 147cm Boot: 350 litres Fuel Tank: 57 litres

PRICE

1.6 TXE

Nm

0-100

km/h

L/100km

CO2

RATING

1 163 628 1 206 622 1 548 906 1 214 356 1 257 464 1 593 706 1 259 384 1 631 832 1 820 254 1 982 554 1 897 554 2 044 954 1 942 266 2 104 566

235 230 330 235 230 330 235 330 412 441 412 441 412 441

450 630 650 450 630 650 450 650 680 700 680 700 680 700

5.3 5.3 4.6 5.4 5.4 4.6 5.5 4.6 4.2 3.9 4.2 3.9 4.3 4.0

250 250 250 250 250 250 250 250 250 305 250 305 250 305

7.4 5.4 8.6 7.5 5.5 8.6 7.6 8.9 9.9 9.9 9.9 9.9 10.3 10.3

172 143 199 174 146 199 176 208 232 232 232 232 239 239

5/10 6/10 7/10 8/10 8/10 7/10 5/10 8/10 6/10 7/10 6/10 6/10 6/10 6/10

EURO NCAP: n/a L: 489cm W: 189cm H: 137cm Boot: 460 litres Fuel Tank: 70 litres

239 995

km/h

190 190 195 204 185 200

CO2

RATING

157 157 135 157 158 135

3/10 3/10 5/10 6/10 3/10 6/10

L/100km

6.7 6.7 5.8 6.8 6.7 5.8

PRICE

1.8 LS

335 900

kW

Nm

104

176

0-100

km/h

12.0 185

L/100km

7.2

CO2

171

RATING

4/10

2.4 LT 2.4 LT auto 2.2D LT

PRICE

402 600 421 800 437 800

kW

Nm

123 123 135

230 230 400

0-100

km/h

10.5 190 11.0 181 9.8 192

L/100km

8.8 9.5 7.8

CO2

RATING

210 225 208

5/10 5/10 6/10

CO2

RATING

198 233 249 249 249

6/10 6/10 6/10 7/10 7/10

Trailblazer

7 Series

kW

93

Nm

160

0-100

km/h

n/a 165

L/100km

8.6

CO2

RATING

201

3/10

EURO NCAP: n/a L: 429cm W: 177cm H: 171cm Boot: 1935 litres Fuel Tank: 57 litres

2.5D LT 2.5D LT auto 2.8D LTZ 2.8D 4x4 LTZ 2.8D 4x4 LTZ Z71

chevrOleT

kW

Nm

0-100

km/h

L/100km

CO2

RATING

1 382 876 1 407 754 1 431 500 1 814 796 1 958 138 TBA

240 195 240e 330 330 448

450 620 500e 650 650 800

5.5 6.1 5.4 4.7 4.7 3.7

250 250 250 250 250 250

6.6 5.0 2.1 7.9 8.0 12.8

154 131 49 184 187 297

6/10 7/10 7/10 7/10 7/10 7/10

i8

A supercar for spacemen. There's nothing else like it: this is a performance car that makes a Prius look like a gas-guzzler 0-100

km/h

4.4 250 4.4 250

EURO NCAP: n/a L: 469cm W: 194cm H: 129cm Boot: 154 litres Fuel Tank: 42 litres

L/100km

2.1 2.1

CO2

49 49

Nm

0-100

km/h

380 440 500 500 500

11.8 11.0 10.4 10.4 10.4

180 180 180 180 180

L/100km

7.6 8.9 9.5 9.5 9.5

ciTrOËn

Spark

Semi-convincing alternative to the established budget city cars, but jury still out on rhino-meetselephant looks. PRICE

137 400 137 000 153 500 163 700 168 900

kW

60 60 60 60 60

TopGear on Citroën:

Returning to its quirky French roots with Cactus, Picasso and DS. Styled for the individual. Suited to the Newtown-domiciled. Nm

0-100

108 108 108 108 108

13.3 13.3 13.3 13.3 13.3

km/h

164 164 164 164 164

L/100km

5.4 5.4 5.4 5.4 5.4

CO2

RATING

129 129 129 129 129

5/10 5/10 5/10 5/10 5/10

c1

The first time Citroën got jiggy with Peugeot and Toyota, they created something quite cool. Now it's round two. VTi 51kW Feel VTi 51kW Airscape Feel

Utility

Market leader gets the full Brazilian. Not as good as the old one.

RATING

kW

51 51

Nm

116 116

0-100

km/h

14.3 155 14.3 155

L/100km

4.1 4.1

CO2

95 95

RATING

6/10 6/10

PRICE

161 400 168 400 176 000 176 000 189 600 214 100 179 400 193 600 220 900

kW

68 68 68 68 68 68 77 77 77

c4 cactus

Nm

0-100

120 120 120 120 120 120 161 161 161

12.8 12.8 12.8 12.8 12.8 12.8 9.8 9.8 9.8

km/h

160 160 160 160 160 160 185 185 185

L/100km

7.2 7.2 7.2 7.2 7.2 7.2 8.1 8.1 8.1

CO2

RATING

171 171 171 171 171 171 193 193 193

6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10

EURO NCAP: n/a L: 451cm W: 170cm H: 158cm Boot: n/a litres Fuel Tank: 56 litres

9/10 9/10

PRICE

149 900 159 900

EURO NCAP: n/a L: 347cm W: 162cm H: 146cm Boot: 196-780 litres Fuel Tank: 35 litres

1.4 1.4 UteSpaza Edition 1.4 UteSurf Edition 1.4 UteForce Edition 1.4 Club 1.4 Sport 1.8 1.8 Club 1.8 Sport

EURO NCAP: n/a L: 510/524cm W: 190cm H: 147cm Boot: 515 litres Fuel Tank: 78 litres

kW

120 132 144 144 144

Local offerings are mostly evolved Daewoos, built in Korea.

  Very little bowtie DNA in evidence.

EURO NCAP: n/a L: 364cm W: 160cm H: 152cm Boot: 568 litres Fuel Tank: 35 litres

PRICE

PRICE

464 000 481 800 552 800 613 200 623 200

EURO NCAP: n/a L: 488cm W: 190cm H: 185cm Boot: 830 litres Fuel Tank: 76 litres

TopGear on Chevrolet:

1.2 Campus 1.2 Curve 1.2 L 1.2 LS 1.2 LT

Still the driver’s limousine, but that’s not the point. S-class still has a better sense of occasion and of cohesion, and that’s probably what matters.

PRICE

228 400 232 100 246 200

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kW

85 85 85

Nm

155 155 155

0-100

km/h

11.3 189 11.3 183 11.7 178

60kW Feel e-THP 81kW Feel e-THP 81kW Shine

PRICE

259 900 289 900 314 900

kW

60 81 81

Nm

118 205 205

0-100

km/h

14.5 167 9.3 188 9.3 188

L/100km

4.6 4.7 4.7

CO2

107 107 107

RATING

7/10 8/10 8/10

EURO NCAP: n/a L: 416cm W: 173cm H: 148-153cm Boot: 358-1170 litres Fuel Tank: 50 litres

DS3

Sonic

hatch 1.6 LS sedan 1.6 LS sedan 1.6 LS auto

A breath of fresh air, as only Citroën can do. Great looking and with just enough gadgets to keep a modern family happy.

A former Car of the Year and a gigantic mincing Gallic leap forward for Citroën. Not fast, but a kick up the arse for Mini.

It's no Concorde, but at least it won't give your bank manager a coronary.

 december 2016

0-100

12.8 12.8 9.3 10.4 12.8 9.3

A bakkie-based SUV that does not give the mighty Toyota Fortuner a run for its money.

kW

Nm

Nm

155 155 200 200 155 200

EURO NCAP: n/a L: 468cm W: 185cm H: 175cm Boot: 465-1577 litres Fuel Tank: 65 litres

A RAV4 clone attempt done by the drones. Chery’s best-selling model in South Africa. Baffling.

PRICE

kW

kW

86 86 103 103 86 103

Chevrolet’s take on the seven-seat MPV. So. It comes with seven seats, there’s plenty of storage... sorry, we’re nodding off.

Tiggo

Unusually, BMW launched the 6 Series as a convertible first. Also unusually, it made it a bit dull. The car is perfect in many ways, but just boring.

266e 570e 266e 570e

PRICE

248 900 281 700 287 700 297 400 274 500 301 400

captiva

kW

93

sedan 1.6 L sedan 1.6 LS sedan 1.4T LS sedan 1.4T LS auto hatch 1.6 LS hatch 1.4T LS

Facelifted car is still a cheap way into seven-seat SUV ownership, but there are far more enticing offers from other Korean brands.

6 Series / M6

10 8

6/10

EURO NCAP: n/a L: 465cm W: 184cm H: 163cm Boot: 101/739/1594 litres Fuel Tank: 64 litres

J3

PRICE

PRICE

155

Orlando

Fully loaded C-segment five-door with asthmatic 1.6 16v. No diesel for RHD markets. Huh?

1 101 892 1 215 302 1 320 870 1 497 856 1 892 932

1 927 700 POA

6.6

EURO NCAP: • • • • • L: 451/460cm W: 179cm H: 148cm Boot: 413/450 litres Fuel Tank: 60 litres

EURO NCAP: n/a L: 414cm W: 169cm H: 149cm Boot: 270 litres Fuel Tank: 50 litres

A more grotesque, slightly less usable iteration of the perfectly practical BMW X5. Get it if the idea of a slipperier looking SUV appeals to you.

eDrive coupé eDrive coupé Protonic Red

9.5 197

Affordable motoring and little else. The saloon is at least an interesting proposition compared to mainstream choices. The hatch not so much.

EURO NCAP: n/a L: 355cm W: 150cm H: 149cm Boot: 190/1308 litres Fuel Tank: 35 litres

EURO NCAP: n/a L: 488cm W: 194cm H: 176cm Boot: 650/1850 litres Fuel Tank: 85 litres

740i 730d 740e eDrive 750i 750Li M760Li xDrive

200

cruze

QQ3

Like a pre-owned Daewoo Matiz, but worse. A lot worse.

0.8 TE 0.8 TX 1.1 TXE

X5

640i coupé 640d coupé 650i coupé 640i Gran Coupé 640d Gran Coupé 650i Gran Coupé 640i convertible 650i convertible M6 coupé M6 coupé Competition M6 Gran Coupé M6 Gran Coupé Competition M6 convertible M6 convertible Competition

103

With Chinese cars, there can be no cherry picking. Sorry.

PRICE

The original softroader is very good on the tarmac. For a two-tonne SUV. Second only to the Range Rover for utter road domination.

xDrive35i xDrive40d xDrive50i M50d M

284 100

EURO NCAP: n/a L: 404/440cm W: 174cm H: 152cm Boot: 466/653 litres Fuel Tank: 46 litres

TopGear on Chery:

EURO NCAP: n/a L: 500cm W: 190cm H: 156cm Boot: 440/1700 litres Fuel Tank: 70 litres

xDrive25d xDrive30d xDrive40e eDrive xDrive40d xDrive50i M50d M

hatch 1.4T RS

chery

A 5 Series with some extra bottom. The boot is a clever hatch-or-saloon, and the rear seats recline for extra comfiness.

L/100km

6.5 6.4 6.9

CO2

RATING

155 152 164

4/10 4/10 4/10

e-THP 81kW Style 88kW Style auto Cabrio e-THP 81kW Style e-THP 120kW Sport

PRICE

313 400 328 400 349 400 358 400

kW

Nm

0-100

81 88 60 120

205 160 118 240

10.6 10.9 12.5 8.1

km/h

190 190 172 218

L/100km

4.5 6.6 4.7 5.6

CO2

RATING

104 150 109 129

6/10 6/10 7/10 7/10

EURO NCAP: • • • • • L: 395cm W: 172cm H: 148cm Boot: 285/880 litres Fuel Tank: 48 litres


c4 Picasso

FerrAri

An unapologetically French MPV that favours an airy cabin and a bonkers disposition.

e-HDi 85kW Seduction e-HDi 85kW Intensive e-THP 121kW Intensive auto

PRICE

368 900 388 900 412 900

kW

85 85 121

Nm

270 270 240

0-100

km/h

13.6 189 13.6 189 9.3 200

L/100km

4.0 4.0 5.6

CO2

RATING

105 105 130

5/10 5/10 5/10

Dispatch Multispace

kW

Nm

120

340

PRICE

4 335 000

kW

Nm

412

755

0-100

km/h

13.6 170

L/100km

7.6

CO2

RATING

199

5/10

0-100

km/h

3.6 316

L/100km

CO2

RATING

10.5 250

6/10

L/100km

CO2

RATING

260 260

10/10 9/10

488

Evolved 458 that makes turbocharging that much more acceptable to the Tifosi. Trick aero. Looks ace.

EURO NCAP: • • • • • L: 514cm W: 198cm H: 194cm Boot: 550 litres Fuel Tank: 80 litres

488 GTB 488 Spider

PRICE

kW

Nm

4 990 000 5 594 000

492 492

760 760

0-100

km/h

3.0 330+ 11.4 3.0 325+ 11.4

EURO NCAP: n/a L: 453cm W: 194cm H: 121cm Boot: 230 litres Fuel Tank: 86 litres

DATSUn

Pathetic safety equipment spoils what could have been our new people’s champion. Pity.

GTC4Lusso PRICE

106 900 123 900 159 900

kW

50 50 50

Nm

104 104 104

0-100

km/h

13.3 161 13.3 161 13.3 161

L/100km

5.2 5.2 5.2

CO2

RATING

123 123 123

3/10 4/10 4/10

kW

50

Nm

104

F12berlinetta F12tdf 0-100

km/h

13.3 161

Nm

697

0-100

km/h

3.4 335

L/100km

CO2

RATING

15.0 350

9/10

F12

Go+

PRICE

kW

507

L/100km

5.2

CO2

RATING

123

4/10

PRICE

kW

Nm

7 063 000 9 942 000

545 574

690 705

CO2

RATING

3.1 340 15.0 350 2.9 340+ 15.4 360

0-100

km/h

L/100km

9/10 10/10

EURO NCAP: n/a L: 462cm W: 194cm H: 127cm Boot: 320 litres Fuel Tank: 92 litres

Almost forgotten Chrysler sub-brand. Most certainly worth dodging.

Journey

Not half bad-looking, but you won't be saying that about its depreciation after two years.

3.6 R/T Crossroad 3.6

PRICE

kW

Nm

512 900 533 900

206 206

353 353

0-100

km/h

n/a n/a n/a n/a

L/100km

CO2

RATING

10.4 242 10.4 242

3/10 3/10

EURO NCAP: • • • • • L: 489cm W: 188cm H: 169cm Boot: 167/2296 litres Fuel Tank: 78 litres

500

Not quite the sixties revival Fiat had hope for, but an excellent city car lifestyle accessory, if a touch less of a driver’s car than more substantial Mini. 0.9 TwinAir Pop 0.9 TwinAir Pop auto 0.9 TwinAir Pop Star 0.9 TwinAir Pop Star auto 0.9 TwinAir Lounge 0.9 TwinAir Lounge auto 500C 0.9 TwinAir Pop Star 500C 0.9 TwinAir Pop Star auto 500C 0.9 TwinAir Lounge 500C 0.9 TwinAir Lounge auto

PRICE

179 900 190 900 199 900 210 900 227 900 238 900 234 900 245 900 262 900 273 900

kW

63 63 63 63 77 77 63 63 77 77

Nm

0-100

145 145 145 145 145 145 145 145 145 145

11.0 11.0 11.0 11.0 10.0 10.0 11.0 11.0 10.0 10.0

km/h

173 173 173 173 188 188 173 173 188 188

L/100km

3.8 3.8 3.8 3.8 4.2 4.2 3.8 3.8 4.2 4.2

CO2

90 88 90 88 99 99 90 88 99 99

RATING

5/10 5/10 5/10 5/10 5/10 5/10 5/10 5/10 5/10 5/10

EURO NCAP: • • • • • L: 355cm W: 163cm H: 149cm Boot: 185 litres Fuel Tank: 35 litres

TopGear on FAW:

500X

Japanese compact car imitation by a Chinese company. Hatch named after notorious Nazi WW2 ballistic missile. Not clever.

v2

The quest to cash in on the 500 continues. Not a bad crossover, but in South Africa most will probably prefer to go Renegade.

1.3 DLX 1.3 #Like

1.6 Pop 1.6 Pop Star 1.4T Cross 1.4T Cross auto 1.4T Cross Plus auto

What do you call a photocopier machine in China? A design department. This one’s Swift flavoured. PRICE

114 995 124 995

kW

67 67

Nm

120 120

0-100

km/h

n/a 166 n/a 166

L/100km

6.5 6.5

CO2

155 155

RATING

n/d n/d

EURO NCAP: n/a L: 376cm W: 168cm H: 153cm Boot: 320 litres Fuel Tank: 37 litres

Sirius S80

1.3 Comfort 1.5 1.5 Comfort

PRICE

179 995 189 995 194 995

kW

67 75 75

PRICE

279 900 299 900 347 900 364 900 399 900

kW

Nm

0-100

81 81 103 103 103

152 152 230 230 230

11.5 11.5 9.8 9.8 9.8

km/h

180 180 190 190 190

L/100km

CO2

RATING

147 147 139 133 133

6/10 6/10 6/10 6/10 6/10

CO2

RATING

10.3 246 7.9 207 7.7 206

5/10 6/10 6/10

6.4 6.4 6.0 5.7 5.7

EURO NCAP: n/a L: 427cm W: 180cm H: 161cm Boot: 245-910 litres Fuel Tank: 48 litres

Fullback

Don’t confuse it with the similarly named luxury Volvo. This is more like a Chinese Avanza. Siriusly.

It’s a Mitsubishi Triton, with a Fiat badge and branding support. Could you imagine anything stranger to a South African bakkie buyer? Nm

120 140 140

0-100

km/h

n/a 160 n/a n/a n/a n/a

EURO NCAP: n/a L: 415cm W: 168cm H: 174cm Boot: n/a litres Fuel Tank: 45 litres

L/100km

7.5 8.1 8.1

CO2

177 191 191

RATING

n/d n/d n/d

2.4 2.5Di-D double cab SX 2.5Di-D double cab 4x4 LX

0-100

11.8 11.8 11.8 12.0 12.1 12.1 11.8 11.8 12.0

km/h

175 175 175 175 175 175 175 175 175

L/100km

5.9 5.9 5.9 6.0 4.1 4.1 5.9 5.9 6.0

CO2

RATING

141 141 141 142 108 108 141 141 142

3/10 5/10 5/10 5/10 6/10 6/10 6/10 5/10 5/10

PRICE

221 900 221 900 234 900 235 900 245 900 259 900 269 900 242 900 249 900 318 900

kW

Nm

0-100

km/h

71 92 74 92 74 92 74 55 55 134

128 170 170 170 170 170 170 185 185 290

12.2 9.4 10.8 9.4 10.8 9.4 10.8 13.5 13.5 6.9

175 196 180 196 180 196 180 167 167 220

L/100km

5.7 4.3 4.9 4.3 4.9 4.3 4.9 3.6 3.6 5.9

CO2

RATING

130 99 114 99 114 99 114 94 94 138

7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 8/10

B-Max

Ford’s Opel Meriva rival. Sliding doors and no B-pillars means easy access and brilliant packaging. Needs an auto, though. PRICE

241 900 265 900 291 900

kW

74 92 92

Nm

170 170 170

0-100

km/h

13.2 175 11.2 189 11.2 189

L/100km

5.1 4.9 4.9

CO2

119 114 114

RATING

6/10 6/10 6/10

EURO NCAP: n/a L: 408cm W: 175cm H: 160cm Boot: 304-1372 litres Fuel Tank: 48 litres

Painless to park. Good to look at. Quintessential Italian urban transport. South Africa has a lot of parking space though. Conundrum.

FAW  

5-door 1.4 Ambiente 5-door 1.0T Ambiente 5-door 1.0T Ambiente auto 5-door 1.0T Trend 5-door 1.0T Trend auto 5-door 1.0T Titanium 5-door 1.0T Titanium auto 5-door 1.5TDCi Ambiente 5-door 1.5TDCi Trend 3-door ST

TopGear on Fiat:

Nm

136 136 136 136 215 215 136 136 136

Fiesta

1.0T Ambiente 1.0T Trend 1.0T Titanium

FiAT TopGear on Dodge:

kW

82 82 82 82 74 74 82 82 82

EURO NCAP: • • • • • L: 395cm W: 172cm H: 143cm Boot: 281 litres Fuel Tank: 40/42 litres

EURO NCAP: n/a L: 400cm W: 164cm H: 149cm Boot: 48-347 litres Fuel Tank: 35 litres

DODGe

PRICE

172 300 182 900 198 900 210 900 196 900 206 900 175 900 185 900 212 900

EURO NCAP: n/a L: 389/425cm W: 170cm H: 153cm Boot: 256/445 litres Fuel Tank: 40/42 litres

The F12 is bombastic, epic and howlingly fast. The fastest Ferrari road car ever - faster even than an Enzo - nothing remotely like it.

A 50kW seven-seater MPV. Imagine the performance debit of that at Reef altitudes in South Africa. Just, no.

134 900

PRICE

TBA

EURO NCAP: n/a L: 492cm W: 198cm H: 138cm Boot: 450 litres Fuel Tank: 91 litres

EURO NCAP: n/a L: 379cm W: 164cm H: 149cm Boot: 265 litres Fuel Tank: 35 litres

1.2 Lux

hatch 1.5 Ambiente hatch 1.5 Trend hatch 1.5 Titanium hatch 1.5 Titanium auto hatch 1.5TDCi Ambiente hatch 1.5TDCi Trend sedan 1.5 Ambiente sedan 1.5 Trend sedan 1.5 Titanium auto

GTc4lusso

Evolution of the FF idea, a really big Ferrari hatchback. Now has four-wheel steer to prevent three-point parking.

Go

1.2 Mid 1.2 Lux 1.2 Remix

Figo

Arguably the best supermini on sale. Pace setter or pacemaker, there's something for everyone here.

TopGear on Datsun:

Revered racing name scandalously reincarnated with questionable safety engineering. From India. Bad karma.

American alternative to VW, with a range of very tidily engineered cars. Ranger has become Hilux’s most credible rival in, well, forever. Not a previous generation Fiesta anymore. Very much its own emerging market platform. Credible, somewhat affordable, family motoring.

EURO NCAP: n/a L: 456cm W: 190cm H: 131cm Boot: 240/340 litres Fuel Tank: 78 litres

The spawn of a three-way gang-bang between Fiat (Scudo), Peugeot (Expert) and Citroën. PRICE

california T

California T

424 900

TopGear on Ford:

Sickeningly kitsch theme parks don't detract from the cars, which are phenomenal and well beyond the capability of their owners. The Ferrari that everyone thought was a Maserati now has a turbo V8. The purists will hate it, but it'll bring in buyers.

EURO NCAP: n/a L: 443cm W: 183cm H: 163cm Boot: 537-1851 litres Fuel Tank: 55 litres

HDi 160 Comfort

FOrD

TopGear on Ferarri:

PRICE

232 900 402 900 468 900

kW

Nm

97 100 131

202 324 400

0-100

km/h

n/a 169 n/a 167 n/a 167

L/100km

ecoSport

Ford rushes in with niche-filling B-Segment SUV. Fiesta on stilts, anyone?

1.5 Ambiente 1.0T Trend 1.0T Titanium 1.5 Titanium auto 1.5TDCi Trend 1.5TDCi Titanium

PRICE

247 900 275 900 301 900 306 900 278 900 302 900

kW

82 92 92 82 74 74

Nm

0-100

138 170 170 138 205 205

11.6 12.7 12.7 13.4 14.5 14.5

km/h

175 181 181 175 160 160

L/100km

6.5 5.7 5.7 6.5 4.5 4.5

CO2

RATING

154 131 131 154 125 125

6/10 6/10 6/10 5/10 7/10 7/10

CO2

RATING

110 125 110 125 128 140 117 117 108 125 108 125 127 140 117 117 159 159 175

7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 8/10 8/10 8/10

EURO NCAP: N/A L: 401cm W: 177cm H: 167cm Boot: 705 litres Fuel Tank: 52 litres

Focus

New engines, new interior design, even a tweak to perk the handling back up. Focus is back to its best.

sedan 1.0T Ambiente sedan 1.0T Ambiente auto sedan 1.0T Trend sedan 1.0T Trend auto sedan 1.5T Trend sedan 1.5T Trend auto sedan 1.6TDCi Ambiente sedan 1.6TDCi Trend hatch 1.0T Ambiente hatch 1.0T Ambiente auto hatch 1.0T Trend hatch 1.0T Trend auto hatch 1.5T Trend hatch 1.5T Trend auto hatch 1.6TDCi Ambiente hatch 1.6TDCi Trend ST 1 ST 3 RS

PRICE

249 900 262 900 266 900 279 900 301 900 318 900 296 300 301 300 254 900 267 900 272 900 284 900 307 900 323 900 315 300 320 300 430 000 471 900 699 900

kW

Nm

0-100

km/h

92 92 92 92 132 132 85 85 92 92 92 92 132 132 85 85 184 184 257

170 170 170 170 240 240 270 270 170 170 170 170 240 240 270 270 360 360 440

11.1 11.1 11.1 11.1 8.7 9.0 10.9 10.9 11.1 11.1 11.1 11.1 8.6 8.9 10.9 10.9 6.5 6.5 4.7

192 192 192 192 222 220 193 193 192 192 192 192 224 222 193 193 248 248 266

L/100km

5.0 5.5 5.0 5.5 5.6 6.1 4.5 4.5 5.0 5.5 5.0 5.5 5.5 6.1 4.5 4.5 6.8 6.8 7.7

EURO NCAP: • • • • • L: 436/453cm W: 182cm H: 148cm Boot: 363/1148 litres Fuel Tank: 55/60 litres

EURO NCAP: n/a L: 516/529 cm W: 179/182cm H: 166/178cm Boot: n/a Fuel Tank: 75 litres

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december 2016 

109


Ranger

2.2TDCi LWB Trend 2.2TDCi SWB Limited

So much more bakkie than before, plus it's bigger. Gotta like the big bro F150 genes.

2.5 2.2 2.2 Hi-Rider XL 2.2 Hi-Rider XL auto 2.2 4x4 XL 2.2 Hi-Rider XLS 2.2 4x4 XL-Plus 2.2 4x4 XLS 2.2 4x4 XLS auto 3.2 Hi-Rider XLS 3.2 4x4 XLS SuperCab 2.2 Hi-Rider 2.2 Hi-Rider XL 2.2 Hi-Rider XL auto 2.2 4x4 XL 2.2 Hi-Rider XLS auto 2.2 4x4 XLS auto 3.2 Hi-Rider XLS 3.2 4x4 XLS 3.2 4x4 XLT auto double cab 2.2 Hi-Rider 2.2 Hi-Rider XL 2.2 Hi-Rider XL auto 2.2 4x4 XL 2.2 4x4 XL auto 2.2 Hi-Rider XLS 2.2 4x4 XL-Plus 2.2 4x4 XLS 2.2 4x4 XLS auto 2.2 Hi-Rider XLT 2.2 Hi-Rider XLT auto 3.2 Hi-Rider XLT 3.2 Hi-Rider XLT auto 3.2 4x4 XLT 3.2 4x4 XLT auto 3.2 Hi-Rider Wildtrak 3.2 Hi-Rider Wildtrak auto 3.2 4x4 Wildtrak auto

PRICE

kW

Nm

0-100

CO2

RATING

221 900 234 900 305 900 321 900 369 900 350 900 373 900 416 900 431 900 380 900 438 900

122 88 118 118 118 118 118 118 118 147 147

226 285 385 385 385 385 385 385 385 470 470

n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a

n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a

10.8 6.6 6.9 7.5 6.9 6.9 6.9 6.9 8.1 8.2 8.3

257 172 182 197 182 182 182 182 214 217 218

6/10 6/10 6/10 7/10 6/10 6/10 6/10 6/10 7/10 7/10 7/10

265 900 343 900 358 900 401 900 412 900 473 900 404 900 462 900 519 900

88 118 118 118 118 118 147 147 147

285 385 385 385 385 385 470 470 470

n/a n/a n/a n/a n/a n/a n/a n/a n/a

n/a n/a n/a n/a n/a n/a n/a n/a n/a

6.9 6.9 7.5 6.9 7.5 8.1 8.2 8.3 8.8

182 182 197 182 197 214 217 218 230

6/10 6/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10

290 900 381 900 396 900 423 900 438 900 442 900 437 900 503 900 518 900 468 900 483 900 505 900 519 900 562 900 577 900 534 900 549 900 604 900

88 118 118 118 118 118 118 118 118 118 118 147 147 147 147 147 147 147

285 385 385 385 385 385 385 385 385 385 385 470 470 470 470 470 470 470

n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a

n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a n/a

6.9 6.9 7.5 6.9 8.1 6.9 6.9 6.9 8.1 6.9 7.5 8.2 8.5 8.3 9.0 8.2 8.5 9.0

182 182 197 182 214 182 182 182 214 182 197 217 225 218 236 217 225 236

6/10 6/10 7/10 6/10 7/10 6/10 6/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10

km/h

L/100km

Tourneo Connect

Compact van with credibly contemporary turbocharged engines and loads of kit. Crossover obsessed South Africans won’t bother, though. PRICE

kW

92 114

350 385

n/a 157 n/a 157

6.5 6.5

172 172

6/10 6/10

EURO NCAP: n/a L: 497/533cm W: 208cm H: 202cm Boot: n/a litres Fuel Tank: 80 litres

EURO NCAP: • • • • • (XLT / Wildtrak) L: 528cm W: 185cm H: 170-185cm Boot: n/a litres Fuel Tank: 80 litres

1.0T Ambiente 1.0T Trend 1.0T Titanium Grand Tourneo Connect 1.6T Titanium auto 1.6TDCi Titanium

529 900 567 900

CO2

RATING

311 900 322 900 390 900

74 74 74

170 170 170

Nm

n/a 165 n/a 165 n/a 165

0-100

km/h

L/100km

5.6 5.6 5.6

129 129 129

5/10 5/10 6/10

410 900 406 900

110 85

240 285

n/a 176 n/a 165

8.0 4.9

184 130

5/10 5/10

2.0VGT SX 2.0VGT Xscape

Everest

Five-door version of crushingly successful Ranger bakkie. Toyota doesn’t like it, which means you will. A lot. 3.2 4WD XLT 3.2 4WD Limited

PRICE

634 900 698 900

kW

Nm

147 147

470 470

0-100

km/h

11.6 n/a 11.6 n/a

L/100km

8.2 8.2

CO2

217 217

8/10 8/10

PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

713 900 734 900 795 900 852 900 873 900 935 900

233 233 233 306 306 306

430 430 430 530 530 530

5.8 5.8 5.8 4.8 4.8 4.8

239 239 239 263 263 263

8.0 9.8 9.8 13.5 12.0 12.8

179 225 225 308 287 294

7/10 7/10 7/10 6/10 6/10 6/10

1.5T Ambiente 1.5T Ambiente auto 1.5T Trend 1.5T Trend auto 1.5T AWD Trend 2.0T AWD Titanium 2.0TDCi AWD Trend 2.0TDCi AWD Titanium

375 900 391 900 412 900 428 900 458 900 507 900 489 900 533 900

Nm

0-100

km/h

110 132 110 132 132 177 132 132

240 240 240 240 240 240 400 400

9.7 9.9 9.7 9.9 10.1 7.8 10.4 10.4

195 200 195 200 200 212 200 200

L/100km

6.6 7.0 6.6 7.0 7.7 8.8 6.2 6.2

CO2

RATING

154 162 154 162 179 204 162 162

6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10

EURO NCAP: • • • • • L: 452cm W: 184cm H: 175cm Boot: 1653 litres Fuel Tank: 60 litres

TopGear on Foton:

Chinese bakkies that are either awful, or no longer cheap. Make your

  choice. Or rather, don’t.

Another great name, sounds like an industrial boy band; R370k+ for a Chinese bakkie? No. PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

209 995 249 995 259 995

96 96 96

280 280 280

n/a 150 n/a 150 n/a 150

8.0 8.0 8.0

212 212 212

4/10 4/10 4/10

299 995 319 995 329 995 389 995 409 995

120 120 120 120 120

360 360 360 360 360

13.5 13.5 13.5 13.5 13.5

8.3 8.3 8.3 8.3 8.3

219 219 219 219 219

4/10 4/10 4/10 4/10 4/10

160 160 160 160 160

EURO NCAP: n/a L: 531cm W: 188cm H: 186cm Boot: n/a litres Fuel Tank: 75 litres

1.5T Trend 2.0T Trend 2.0T Titanium 2.0TDCi Titanium

419 900 433 900 508 900 553 900

Nm

0-100

km/h

132 149 177 132

240 300 340 400

9.2 8.7 7.9 8.6

218 232 240 225

L/100km

7.4 7.5 8.5 5.1

CO2

173 174 187 124

RATING

6/10 7/10 7/10 7/10

EURO NCAP: n/a L: 487cm W: 191cm H: 147cm Boot: 453 litres Fuel Tank: 62 litres

PRICE

189 900

It's like a posh Transit, only less panel-vanny.

PRICE

501 400 511 900 522 900

kW

74 74 92

Nm

310 310 350

0-100

km/h

n/a 157 n/a 157 n/a 157

L/100km

6.5 6.5 6.5

kW

77

Nm

138

0-100

km/h

n/a 170

L/100km

7.2

CO2

172

RATING

n/d

EURO NCAP: n/a L: 396cm W: 173cm H: 162cm Boot: 310 litres Fuel Tank: 45 litres

CO2

172 172 172

RATING

6/10 6/10 6/10

kW

65 65 65 65 65 65

Nm

0-100

109 109 109 109 109 109

11.9 12.1 14.6 12.4 12.5 15.7

km/h

n/a n/a n/a n/a n/a n/a

L/100km

5.6 5.6 6.3 6.1 6.1 6.9

PRICE

207 000 229 100 246 000

kW

88 88 88

Nm

145 145 145

0-100

km/h

10.8 140 10.8 140 11.3 140

L/100km

6.1 6.1 6.0

 december 2016

RATING

5/10 5/10 5/10 5/10 5/10 5/10

CO2

RATING

147 147 144

6/10 6/10 6/10

EURO NCAP: n/a L: 439cm W: 168cm H: 162cm Boot: 223-521 litres Fuel Tank: 42 litres

Jazz

Individual and ingenious, the Jazz deserves to be bought by more people under ninety than it is.

1.2 Trend 1.2 Comfort 1.2 Comfort auto 1.5 Elegance 1.5 Elegance auto 1.5 Dynamic 1.5 Dynamic auto

PRICE

205 700 234 200 252 100 268 600 284 000 285 600 301 000

kW

66 66 66 88 88 88 88

Nm

0-100

km/h

110 110 110 145 145 145 145

13.5 13.6 14.3 9.9 10.6 9.9 10.7

175 175 174 180 180 180 180

L/100km

5.6 5.6 5.6 6.0 5.8 6.0 5.8

CO2

RATING

135 135 136 143 140 143 140

6/10 6/10 6/10 7/10 7/10 7/10 7/10

Ballade

Hugely convincing facelift raises this iteration of the Ballade from budget to bearable.

1.5 Trend 1.5 Trend auto 1.5 Elegance 1.5 Elegance auto 1.5 Executive 1.5 Executive auto

PRICE

232 800 248 200 264 200 279 600 281 900 297 300

kW

88 88 88 88 88 88

Nm

0-100

km/h

145 145 145 145 145 145

9.6 11.1 9.6 11.1 9.6 11.1

185 190 185 190 185 190

L/100km

5.9 5.8 5.9 5.8 5.9 5.8

CO2

RATING

140 137 140 137 140 137

6/10 5/10 5/10 6/10 5/10 5/10

EURO NCAP: n/a L: 444cm W: 170cm H: 147cm Boot: 536 litres Fuel Tank: 40 litres

PRICE

164 900 184 900

kW

78 78

Nm

190 190

BR-V

0-100

km/h

n/a n/a n/a n/a

L/100km

9.7 9.7

CO2

RATING

229 229

5/10 5/10

EURO NCAP: n/a L: 502/504cm W: 180cm H: 168/173cm Boot: n/a litres Fuel Tank: 70 litres

1.5 Trend 1.5 Comfort 1.5 Comfort auto 1.5 Elegance 1.5 Elegance auto

Steed 5E

Has touchscreen audio, piano black cabin finishes and powered by an ostensibly self-developed 2-litre turbodiesel. Chinese+luxury+bakkie=oxymoronic. PRICE

234 900 256 900 269 900 289 900

Has some ground clearance. And seven seats. Mobilio high rider. For Kalahari based Uber drivers. PRICE

238 900 252 900 268 300 272 900 288 300

kW

88 88 88 88 88

Nm

0-100

145 145 145 145 145

n/a n/a n/a n/a n/a

km/h

n/a n/a n/a n/a n/a

L/100km

6.3 6.3 6.2 6.3 6.2

kW

Nm

0-100

93 93 105 105

200 200 305 305

n/a n/a n/a n/a

km/h

150 150 150 150

L/100km

10.7 10.7 8.3 8.3

CO2

RATING

251 251 220 220

4/10 4/10 5/10 5/10

EURO NCAP: n/a L: 509cm W: 180cm H: 173cm Boot: n/a litres Fuel Tank: 70 litres

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CO2

RATING

151 151 148 151 148

5/10 5/10 5/10 5/10 5/10

CO2

RATING

150 150 140 140

6/10 6/10 6/10 6/10

EURO NCAP: n/a L: 445cm W: 174cm H: 167cm Boot: 223-1164 litres Fuel Tank: 42 litres

Civic sedan

What was once the Japanese compact sedan to have is now a forgotten thing amidst all the crossover mania. Has effectively replaced Accord. sedan 1.8 Comfort sedan 1.8 Elegance sedan 1.5T Sport sedan 1.5T Executive

PRICE

330 000 370 000 430 000 460 000

kW

Nm

0-100

km/h

104 104 127 127

174 174 220 220

10.4 10.4 8.2 8.2

200 200 200 200

L/100km

6.3 6.3 5.9 5.9

EURO NCAP: n/a L: 465cm W: 180cm H: 142cm Boot: 430/424 litres Fuel Tank: 47 litres

110

CO2

133 133 150 147 147 167

It’s better than an Avanza and Ertiga, but only just. Somewhat lacks the premium shine of bigger Hondas but does what it says on the tin.

Steed 5

2.4 SX 2.4 Xscape 2.0VGT SX 2.0VGT Xscape

Tourneo Custom

2.2TDCi SWB Ambiente 2.2TDCi LWB Ambiente 2.2TDCi SWB Trend

PRICE

hatch 1.2 Trend 151 600 hatch 1.2 Comfort 166 300 hatch 1.2 Comfort auto 179 700 Amaze sedan 1.2 Trend 165 300 Amaze sedan 1.2 Comfort 177 200 Amaze sedan 1.2 Comfort auto 190 600

Ambitiously named Chinese compact SUV is not bad. And you get to tell people you drive an M4.

2.2L Workhorse 2.2L double cab Lux

kW

6/10 6/10

EURO NCAP: n/a L: 444cm W: 170cm H: 147cm Boot: 536 litres Fuel Tank: 40 litres

Best of the Chinese isn’t really saying much. Was stupendous value. Now comically on par with Korean and Japanese pricing. Silly.

Fusion

PRICE

RATING

World’s greatest engine company assembles very reliable cars, which you’ll have no desire to buy.

1.5 Trend 1.5 Comfort 1.5 Comfort auto

Tunland

Low tech meets high value. Offers impressive value as a workhorse, but won't ever win the walk-off.

The Mondeo returns. Smooth, refined and not too American. Loads of clever kit. Well done Ford.

CO2

233 233

Mobilio

FoTon

1.5

8.8 8.8

EURO NCAP: n/a L: 361/399cm W: 168cm H: 150cm Boot: 519/405 litres Fuel Tank: 35 litres

M4

kW

L/100km

Brio

EURO NCAP: n/a L: 478cm W: 208cm H: 139cm Boot: 322 / 382 litres Fuel Tank: 59 / 61 litres

km/h

Think of it as a smaller Jazz, without the clever bits. Bombproof mechanical build quality.

TopGear on GWM:

Kuga

0-100

n/a 150 n/a 150

HonDA

GWM

The Kuga has grown up and bought some sensible clothes. Sure, it's highly pricey but so are others.

Nm

305 310

TopGear on Honda:

At last, a muscle car to call our own. Mustang now here in right -hand drive, still feels very American. Also large.

2.8 on-road Comfort 2.8 off-road Comfort 2.8 off-road Luxury double cab 2.8 off-road Comfort 2.8 off-road Luxury 2.8 off-road Luxury Granite 2.8 4x4 Comfort 2.8 4x4 Luxury

kW

105 105

RATING

Mustang

2.3T fastback 2.3T fastback auto 2.3T convertible auto 5.0 GT fastback 5.0 GT fastback auto 5.0 GT convertible auto

PRICE

299 900 329 900

EURO NCAP: n/a L: 535cm W: 180cm H: 176cm Boot: n/a litres Fuel Tank: 70 litres

EURO NCAP: n/a L: 489cm W: 186cm H: 184cm Boot: 1050-2010 litres Fuel Tank: 80 litres

EURO NCAP: n/a L: 442/482 cm W: 184cm H: 185cm Boot: 1029-2410/1529-2761 litres Fuel Tank: 60 litres

PRICE

Steed 6

GWM's interpretation of American supersized bakkie design, hence ginormous grille and oversized headlamps. Six airbags and ESP. Needs more power.


Civic hatch

Elantra

Looks like a facelift, but is actually an all new model that's now much quieter, more comfortable and much less bonkers inside. Type R true to its heritage. hatch 1.8 Executive hatch 1.8 Executive auto Type R

PRICE

kW

Nm

354 800 370 200 615 900

104 104 228

174 174 400

0-100

km/h

9.5 212 11.3 207 5.7 270

L/100km

6.3 6.5 7.5

CO2

RATING

150 155 177

7/10 7/10 8/10

EURO NCAP: • • • • • L: 430/455cm W: 175/177cm H: 144cm Boot: 440/477-1210 litres Fuel Tank: 50 litres

1.6 Premium 1.6 Premium auto 1.6 Executive 1.6 Executive auto

HR-V

PRICE

kW

Nm

88 105

145 172

0-100

km/h

12.0 179 10.1 188

L/100km

CO2

RATING

6.2 147 6.8 162

6/10 7/10

EURO NCAP: n/a L: 431cm W: 177cm H: 161cm Boot: 393-1022 litres Fuel Tank: 40/50 litres

1.6 Premium 1.6 Premium auto 1.8 Executive

kW

Nm

0-100

114 114 114 114 140 140

192 192 192 192 220 220

10.0 12.4 10.0 12.4 11.1 11.1

km/h

190 185 190 185 190 190

L/100km

7.7 7.6 7.7 7.6 8.6 8.6

CO2

RATING

182 181 182 181 203 203

6/10 6/10 6/10 6/10 6/10 6/10

RATING

6/10 6/10 6/10 6/10

PRICE

329 900 355 900 355 900

kW

1.6 Executive 1.6 Executive auto Turbo Elite Turbo Elite auto

PRICE

330 900 350 900 414 900 434 900

i10

PRICE

152 900 174 900

kW

50 50

Nm

99 99

0-100

km/h

15.2 153 17.1 146

L/100km

4.8 5.7

CO2

RATING

114 135

6/10 6/10

EURO NCAP: n/a L: 359cm W: 160cm H: 154cm Boot: 225/910 litres Fuel Tank: 35 litres

157 157 178

0-100

km/h

10.5 195 11.5 192 9.7 200

L/100km

6.4 6.8 6.5

CO2

RATING

152 173 157

6/10 5/10 7/10

179 900 194 900 206 900

kW

64 64 64

Nm

120 120 120

0-100

km/h

12.7 167 12.7 167 14.2 160

L/100km

5.9 5.9 6.9

CO2

RATING

130 130 147

6/10 7/10 7/10

EURO NCAP: n/a L: 377cm W: 166cm H: 152cm Boot: 256-1202 litres Fuel Tank: 43 litres

kW

Nm

0-100

km/h

103 103 150 150

167 167 265 265

9.7 10.3 7.8 7.3

201 200 224 225

L/100km

6.8 6.8 7.2 6.9

CO2

RATING

163 161 171 165

6/10 6/10 6/10 6/10

i20

PRICE

kW

61 61 74 74 85

Nm

0-100

13.6 13.6 11.4 13.2 n/a

km/h

165 165 182 163 182

L/100km

5.9 5.9 6.5 7.5 6.5

CO2

RATING

140 140 147 160 147

5/10 5/10 5/10 5/10 5/10

L/100km

8.9 9.0 9.0 6.8 8.3 8.5

CO2

RATING

186 204 204 124 169 178

6/10 6/10 6/10 7/10 7/10 7/10

kW

Nm

126 125

224 441

0-100

km/h

17.1 178 14.4 180

L/100km

CO2

RATING

10.2 240 9.8 257

5/10 6/10

Nm

0-100

10.2 10.2 11.4 10.2 11.4 10.2 11.4

km/h

190 190 184 190 184 190 184

L/100km

6.1 6.1 6.4 6.1 6.4 6.4 6.8

EURO NCAP: • • • • • L: 437cm W:170cm H: 146cm Boot: 389 litres Fuel Tank: 43 litres

CO2

RATING

145 145 151 145 151 152 161

7/10 7/10 7/10 7/10 7/10 7/10 7/10

RATING

224 224 224 288 288

5/10 5/10 5/10 5/10 5/10

PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

651 154 708 205 732 426 672 539 729 590 696 759 753 810

235 235 235 175 175 175 175

360 360 360 550 550 550 550

6.2 6.2 6.2 6.9 6.9 6.9 6.9

250 250 250 250 250 250 250

10.2 10.2 10.2 7.5 7.5 7.5 7.5

235 235 235 199 199 199 199

5/10 5/10 5/10 6/10 6/10 6/10 6/10

PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

829 200 938 800 952 900 851 700 899 700 961 300 975 400 995 200

235 235 235 175 175 175 175 287

360 360 360 550 550 550 550 500

6.8 6.8 6.8 8.3 8.3 8.3 8.3 5.8

233 233 233 212 212 212 212 250

12.3 12.3 12.3 9.0 9.0 9.0 9.0 13.1

291 291 291 238 238 238 238 312

5/10 5/10 5/10 5/10 6/10 6/10 6/10 7/10

EURO NCAP: • • • • • L: 487cm W: 193cm H: 168cm Boot: 410/1305 litres Fuel Tank: 90 litres

QX80

Hideous. Unnecessary. Behemoth. Yours for well beyond a million rand. A bargain for a yacht. PRICE

kW

Nm

0-100

1 440 700

298

560

7.5

km/h

210

L/100km

CO2

RATING

14.8 350

6/10

  iSuzu TopGear on Isuzu:

KB

After a glacial development cycle, loyal Isuzu customers are rewarded by a very capable new KB.

PRICE

699 900 739 900

kW

Nm

145 145

436 436

0-100

km/h

9.8 190 10.0 190

L/100km

8.0 8.3

CO2

RATING

198 206

6/10 6/10

EURO NCAP: n/a L: 469cm W: 189cm H: 168cm Boot: 277/2008 litres Fuel Tank: 64 litres

inFiniTi Luxury Nissans are the answer to a question no-one has ever asked.

2.2d 2.2d Premium 2.2d Sport 2.0T Premium 2.0T Sport S Hybrid S Hybrid AWD

CO2

8.5 8.5 8.5 12.2 12.2

The quintessential bakkie brand – it does nothing else – has fallen behind the technology curve. Reliable, but rivals are better.

More sharply styled but otherwise anonymous saloon from Nissan's luxury wing. This time it takes aim squarely at the BMW 3 Series. 156 156 156 156 156 156 156

L/100km

EURO NCAP: n/a L: 531cm W: 227cm H: 195cm Boot: 470-2693 litres Fuel Tank: 100 litres

Q50

Plastic hubcaps complete sleeper looks, with a rev-happy screamer of an engine. kW

km/h

186 181 181 176 203 201

TopGear on Infiniti:

Accent

91 91 91 91 91 91 91

0-100

10.6 11.1 11.1 13.7 9.2 9.1

Santa Fe

PRICE

Nm

196 196 196 280 265 265

EURO NCAP: n/a L: 512cm W: 192cm H: 194cm Boot: 851-4308 litres Fuel Tank: 75 litres

EURO NCAP: n/a L: 400cm W:173cm H: 149cm Boot: 294/1010 litres Fuel Tank: 45 litres

244 000 264 900 279 900 274 900 284 900 269 900 284 900

kW

115 115 115 85 130 130

PRICE

km/h

221 221 221 240 240

QX70

5.6

2.2CRDi Elite 2.2CRDi 4WD Elite

115 115 133 133 160

PRICE

369 900 389 900 454 900 439 900 439 900 519 900

499 900 614 900

0-100

7.9 7.9 7.9 6.4 6.4

Want to avoid a BMW X6 and associated impressions of drug related violence? The QX70 is an option.

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

Supersized Tucson still only comes with one engine choice, which is one of the best diesels in class.

It's the new i20! It's not that exciting! It needs better engines! Otherwise a very worthy and competent supermini. 219 900 231 900 249 900 264 900 284 900

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

EURO NCAP: • • • • • L: 448cm W: 185cm H: 166cm Boot: 488 litres Fuel Tank: 62 litres

2.4 wagon 2.5CRDi wagon

Nm

550 550 550 360 360

EURO NCAP: n/a L: 495cm W: 185cm H: 150 cm Boot: 450 litres Fuel Tank: 80 litres

Surprisingly good van that should be issued as standard spec to JZ's wives. Lots of space, plenty to like.

Grand i10

kW

175 175 175 235 235

Refined, classy and quick, but as bland as a Lexus and go carefully with the spec - it's your money you're throwing away.

H-1

Lacks the charisma of the Fiat Panda and the sheer polish of the Up but actually, if you don't care about cars then buy this one. PRICE

2.0 Premium 2.0 Premium auto 2.0 Elite auto 1.7CRDi Executive 1.6 Turbo Executive 1.6 Turbo 4WD Elite auto

PRICE

596 949 637 824 679 230 629 070 670 476

Q70

Nm

95 95 110

3.0d 3.0d GT 3.0d GT Premium 3.7 GT 3.7 GT Premium

EURO NCAP: n/a L: 464cm W: 180cm H: 158cm Boot: 340/1175 litres Fuel Tank: 80 litres

Tucson

Facelifted car, but don’t think Hyundai has taken that as an excuse to make it expensive.

sedan 1.6 Motion sedan 1.6 Fluid sedan 1.6 Fluid auto sedan 1.6 Glide sedan 1.6 Glide auto hatch 1.6 Fluid hatch 1.6 Fluid auto

CO2

152 163 152 163

Just what the world needed. Another compact SUV. Silly name, but if you’re into this kind of thing, pretty good.

Korean behemoth perhaps the greatest threat of all to Toyota’s passenger-car business. Needs a bakkie for true world domination.

1.2 Motion 1.2 Fluid 1.4 Fluid 1.4 Fluid auto 1.4 Sport

6.4 6.9 6.4 6.9

EURO NCAP: • • • • • L: 422cm W: 179cm H: 140cm Boot: 440 litres Fuel Tank: 50 litres

TopGear on Hyundai:

1.25 Motion 1.25 Fluid 1.25 Fluid auto

L/100km

Veloster

HyunDAi

1.1 Motion 1.1 Motion auto

km/h

200 195 200 195

A cool, quirky coupé/hatch with one door on the driver’s side and two doors on the other. A modicum of talent, too.

EURO NCAP: n/a L: 457cm W: 182cm H: 165cm Boot: 1146 litres Fuel Tank: 58 litres

0-100

10.1 11.6 10.1 11.6

Woah, Hyundai seem to be catching up with Kia in the design stakes, and catching up with everyone else everywhere else.

CR-V

394 400 409 800 447 900 463 300 568 100 608 400

Nm

157 157 157 157

EURO NCAP: • • • • • L: 430cm W: 178cm H: 148cm Boot: 378 litres Fuel Tank: 53 litres

Honda’s SUV now sharper to the eye, but lacks the branding cachet. Should last rather well.

2.0 Comfort 2.0 Comfort auto 2.0 Elegance 2.0 Elegance auto 2.4 Executive AWD 2.4 Exclusive AWD

kW

96 96 96 96

i30

334 200 395 400

PRICE

PRICE

309 900 329 900 324 900 339 900

An agreeably different crossover SUV thingummy that’ll separate you from the BMW X3 and Freelander herds. But will anyone ever buy it off you?

EURO NCAP: • • • • • L: 455cm W: 178cm H: 145cm Boot: 485 litres Fuel Tank: 50 litres

Not nearly as mad as the original. Crossover style with all the characteristic Honda cleverness but unfortunately, no diesel engines. 1.5 Comfort 1.8 Elegance

QX50

A monumental improvement over its predecessor, and like the Accent also offers zingy performance.

PRICE

kW

Nm

0-100

km/h

475 200 524 800 565 000 512 400 570 790 709 100 736 700

125 125 125 155 155 261e 261e

400 400 400 350 350 536e 536e

8.7 8.5 8.5 7.2 7.2 5.1 5.4

231 230 230 245 245 250 250

L/100km

4.8 5.0 5.0 7.0 7.0 6.8 7.2

CO2

RATING

125 133 133 162 162 159 169

6/10 7/10 7/10 6/10 6/10 6/10 6/10

250 250 Fleetside 250D-Teq Fleetside 250D-Teq LE 250D-Teq 4x4 LE 300D-Teq LX 300D-Teq 4x4 LX Extended Cab 250D-Teq Hi-Rider 300D-Teq LX 300D-Teq LX auto 300D-Teq 4x4 LX double cab 250D-Teq Hi-Rider 250D-Teq LE 250D-Teq 4x4 LE 300D-Teq LX 300D-Teq LX auto 300D-Teq 4x4 LX 300D-Teq 4x4 LX auto

kW

Nm

0-100

CO2

RATING

235 000 258 800 285 600 334 500 386 800 384 200 442 800

PRICE

58 58 100 100 100 130 130

170 170 320 320 320 380 380

n/a n/a n/a n/a n/a n/a n/a

n/a n/a n/a n/a n/a n/a n/a

km/h

L/100km

7.9 7.9 7.6 7.6 8.2 7.7 8.1

208 208 199 199 217 203 213

6/10 6/10 6/10 6/10 7/10 7/10 7/10

337 400 414 000 427 900 474 400

100 130 130 130

320 380 380 380

n/a n/a n/a n/a

n/a n/a n/a n/a

7.6 7.7 7.7 7.9

199 202 204 209

6/10 7/10 7/10 6/10

351 300 435 200 457 400 486 900 501 200 549 800 563 500

100 100 100 130 130 130 130

320 320 320 380 380 380 380

n/a n/a n/a n/a n/a n/a n/a

n/a n/a n/a n/a n/a n/a n/a

7.7 7.7 7.9 7.8 7.7 7.9 7.9

203 203 208 204 204 209 208

6/10 6/10 6/10 7/10 7/10 7/10 7/10

EURO NCAP: n/a L: 522/531cm W: 177/186cm H: 169/ 179cm Boot: n/a litres Fuel Tank: 80 litres

EURO NCAP: n/a L: 479cm W: 182cm H: 145cm Boot: 500 /400 litres Fuel Tank: 74/70 litres

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december 2016 

111


jaguar

jEEP

TopGear on Jaguar:

TopGear on Jeep:

Indian cash finally delivered Jaguar’s E-Type rival, only a few decades late. Characterful British alternative to the Germans.

Some very capable 4x4s; but you’ve already bought that Land-Rover or ’Cruiser, haven’t you?

renegade

XE

Forget the F-Type, this is actually the most important Jaguar of the last decade. Exchange rate afflicted pricing doesn’t assist its ambitions. 20d Pure 20d Prestige 20d R-Sport 20d Portfolio 25t Prestige 25t R-Sport 25t Portfolio S

Fiat 500X’s American cousin. If real Jeeps have round headlights, then this is surely one. Right?

PRICE

kW

Nm

0-100

km/h

593 100 651 100 677 100 721 900 711 226 737 426 782 226 1 021 036

132 132 132 132 177 177 177 250

430 430 430 430 340 340 340 450

7.8 7.8 7.8 7.8 6.8 6.8 6.8 5.1

231 228 228 228 250 250 250 250

L/100km

4.2 4.2 4.2 4.2 7.5 7.5 7.5 8.1

CO2

RATING

109 109 109 109 179 179 179 194

6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10

1.6L Sport 1.6L Longitude 1.4L T Limited 1.4L T Limited auto 1.6L Multijet Limited 1.4L T 4x4 Limited 1.4L T 4x4 75th Anniversary 2.4L 4x4 Trailhawk

EURO NCAP: n/a L: 467cm W: 185cm H: 142cm Boot: 455 litres Fuel Tank: 56 (diesel) / 63 (petrol) litres

XF

PRICE

kW

Nm

0-100

km/h

765 900 838 600 809 426 882 026 917 626 1 120 492 1 283 092

132 132 177 177 177 250 280

430 430 340 340 340 450 450

8.1 8.1 7.0 7.0 7.0 5.4 5.3

229 229 248 248 248 250 250

L/100km

4.3 4.3 7.5 7.5 7.5 8.3 8.3

CO2

RATING

114 114 179 179 179 198 198

6/10 6/10 6/10 6/10 6/10 7/10 7/10

Nm

0-100

km/h

778 966 871 266 942 646 992 846 1 034 846 1 085 046 1 099 646 1 201 246 1 222 546 1 331 146

132 132 221 250 221 250 221 280 221 280

430 430 700 450 700 450 700 460 700 460

8.7 8.7 6.2 5.8 6.2 5.8 6.2 5.5 6.2 5.5

208 208 241 250 241 250 241 250 241 250

L/100km

5.3 5.3 6.0 8.9 6.0 8.9 6.0 8.9 6.0 8.9

CO2

RATING

139 139 159 209 159 209 159 209 159 209

7/10 7/10 7/10 7/10 8/10 8/10 7/10 7/10 7/10 7/10

EURO NCAP: n/a L: 473cm W: 194cm H: 165cm Boot: 650-1740 litres Fuel Tank: 60/66 (diesel) / 63 (petrol) litres

3.6L Sahara 3.6L Rubicon Unlimited 3.6L Sahara Unlimited 3.6L 75th Anniversary Unlimited 3.6L Rubicon Unlimited 2.8CRD Sahara Unlimited 2.8CRD 75th Anniv.

2.4L Longitude 3.2L Limited 3.2L 75th Anniversary Edition 3.2L 4x4 Limited 3.2L 4x4 75th Anniversary Ed 3.2L 4x4 Trailhawk

PRICE

kW

Nm

0-100

km/h

1 075 906 1 089 106 1 224 462 1 237 662 1 337 962 1 349 762 1 930 890 1 942 890 2 032 186 2 303 286

250 250 280 280 280 280 405 405 405 423

450 450 460 460 460 460 680 680 680 700

5.3 5.3 4.9 4.9 4.9 4.9 4.2 4.2 4.1 3.7

260 260 275 275 275 275 300 300 300 322

L/100km

8.4 8.4 8.6 8.6 8.6 8.6 10.7 10.7 11.3 11.3

CO2

RATING

199 199 203 203 203 203 255 255 269 269

7/10 7/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10 9/10

EURO NCAP: n/a L: 447cm W: 192cm H: 131cm Boot: 200/148 litres Fuel Tank: 70 litres

CO2

RATING

149 149 140 137 120 160 160 175

5/10 5/10 6/10 6/10 6/10 6/10 5/10 5/10

kW

Nm

0-100

588 900 618 900 641 900 678 900 672 900 713 900 750 900

209 209 209 209 209 147 147

347 347 347 347 347 460 460

8.1 8.1 8.9 8.9 8.9 10.7 10.7

km/h

180 180 180 180 180 172 172

L/100km

11.3 11.5 11.7 11.7 11.9 8.3 8.3

CO2

RATING

263 270 273 273 276 217 217

5/10 4/10 6/10 6/10 7/10 6/10 6/10

Nm

0-100

km/h

1 120 702 1 460 796 1 602 896 1 828 474 2 491 416

177 221 221 250 405

340 700 700 450 680

7.9 6.2 6.2 5.9 4.6

241 250 250 250 280

7.9 6.2 5.9 4.9

241 250 250 250

L/100km

9.0 7.0 7.0 9.1 11.1 9.0 7.0 9.1 11.1

EURO NCAP: n/a L: 512/525cm W: 189cm H: 149cm Boot: 520 litres Fuel Tank: 82 litres

CO2

RATING

213 184 184 211 264

8/10 8/10 8/10 8/10 9/10

213 184 211 264

8/10 8/10 8/10 8/10

PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

595 900 642 900 672 900 699 900 729 900 758 900

130 200 200 200 200 200

229 315 315 315 315 315

10.5 8.1 8.1 8.1 8.1 8.4

196 209 209 209 209 180

8.3 9.5 9.5 10.0 10.0 10.0

193 221 221 232 232 232

6/10 6/10 6/10 7/10 6/10 7/10

0-100

13.1 11.5 13.2 11.5 13.2 11.5 13.2 13.1 11.5 13.2 11.5 13.2

km/h

168 183 170 183 170 183 170 168 183 170 183 170

L/100km

5.4 6.4 7.0 6.4 7.0 6.4 7.0 5.4 6.4 7.0 6.4 7.0

CO2

RATING

129 151 165 151 165 151 165 129 151 165 151 165

4/10 5/10 5/10 5/10 5/10 5/10 5/10 4/10 6/10 6/10 6/10 6/10

EURO NCAP: n/a L: 405cm W: 172cm H: 146cm Boot: 288/389 litres Fuel Tank: 43 litres

1.6 Start 1.6 Start auto 2.0 Street 2.0 Smart auto 1.6D Street 1.6D Smart auto

PRICE

299 995 312 995 336 995 379 995 364 995 418 995

kW

Nm

0-100

91 91 116 116 94 100

152 152 192 192 260 300

10.9 12.5 10.4 10.2 10.8 11.1

km/h

182 177 188 186 180 182

L/100km

7.9 7.5 7.5 7.9 5.2 5.4

CO2

RATING

188 178 178 187 137 141

5/10 5/10 5/10 5/10 6/10 6/10

CO2

RATING

154 160 154 164 170 154 160 160 164 170 170 187

7/10 7/10 6/10 7/10 7/10 7/10 7/10 6/10 7/10 7/10 6/10 6/10

EURO NCAP: n/a L: 414cm W: 180cm H: 161cm Boot: 354-1367 litres Fuel Tank: 54 litres

hatch 1.6 EX hatch 1.6 EX auto hatch 1.6 SX hatch 2.0 EX hatch 2.0 EX auto sedan 1.6 EX sedan 1.6 EX auto sedan 1.6 SX auto sedan 2.0 EX sedan 2.0 EX auto Koup 1.6T Koup 1.6T auto

PRICE

299 995 312 995 344 995 340 995 353 995 299 995 312 995 357 995 340 995 353 995 378 995 391 995

kW

Nm

0-100

km/h

95 95 95 118 118 95 95 95 118 118 152 152

157 157 157 194 194 157 157 157 194 194 265 265

10.1 11.6 10.1 8.5 9.3 10.1 11.6 11.6 8.5 9.3 7.7 7.4

200 195 200 210 205 200 195 195 210 205 224 222

L/100km

6.5 6.8 6.9 6.9 7.2 6.5 6.8 7.2 6.9 7.2 7.2 7.9

EURO NCAP: n/a L: 435/456/453cm W: 178cm H: 146/142cm Boot: 385/482/433 litres Fuel Tank: 50 litres

Jeep may be under Fiat's control, but no-one appears to have told the Grand Cherokee.

Sportage

PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

735 990 880 900 841 900 959 900 901 900 1 034 900 942 900 992 900 1 110 900 1 044 900 1 194 900 1 281 900

210 179 210 210 210 210 259 179 179 179 179 344

347 569 347 347 347 347 520 569 569 569 569 624

8.3 8.2 8.3 8.3 8.3 8.3 7.3 8.2 8.2 8.2 8.2 5.0

206 202 206 206 206 206 225 202 202 202 202 257

10.4 7.5 10.4 10.4 10.4 10.4 13.0 7.5 7.5 7.5 7.5 14.0

244 198 244 244 244 244 304 198 198 198 198 327

6/10 7/10 6/10 6/10 6/10 6/10 5/10 7/10 6/10 7/10 6/10 7/10

EURO NCAP: n/a L: 482cm W: 194cm H: 176cm Boot: 782/1554 litres Fuel Tank: 93 litres

129 995 159 995 172 995 139 995 152 995 178 995 191 995

kW

51 51 51 65 65 65 65

PRICE

kW

Nm

0-100

km/h

369 995 487 995 567 995 557 995 599 995

114 130 130 135 130

192 400 400 237 265

10.5 9.3 9.5 9.6 9.1

186 201 201 192 201

L/100km

7.9 6.8 6.8 8.5 7.5

CO2

RATING

182 178 178 199 175

6/10 7/10 7/10 6/10 7/10

EURO NCAP: n/a L: 448cm W: 186cm H: 166cm Boot: 466-1455 litres Fuel Tank: 62 litres

Sorento

PRICE

443 995 568 995 672 995 699 995 719 995

kW

Nm

0-100

km/h

127 147 147 147 147

225 440 440 440 440

10.5 9.3 9.3 9.6 9.6

190 203 203 203 203

L/100km

CO2

RATING

220 174 174 177 177

5/10 6/10 6/10 6/10 6/10

L/100km

CO2

RATING

8.0 8.0 8.0 10.9 10.9

208 208 208 260 260

6/10 7/10 6/10 6/10 6/10

9.2 6.7 6.7 6.8 6.8

EURO NCAP: n/a L: 478cm W: 189cm H: 169cm Boot: 660-1732 / 142-1662 litres Fuel Tank: 70 litres

grand Sedona

Nm

0-100

94 94 94 120 120 120 120

14.3 14.3 n/a 11.6 n/a 11.6 n/a

km/h

155 155 n/a 169 n/a 169 n/a

EURO NCAP: n/a L: 360cm W: 160cm H: 148cm Boot: 200/870 litres Fuel Tank: 35 litres

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2.0 Ignite 2.0CRDi EX 2.0CRDi SX AWD 2.4GDI SX AWD 1.6T GT-Line AWD

2.4 LS 2.2CRDi LX 2.2CRDi AWD EX 2.2CRDi AWD SX 2.2CRDi AWD SXL

Picanto

PRICE

Styling perhaps a touch too daring but drivetrains are great and equipment levels generous. Rather expensive compared to what Nissan offers, though.

The Sorento is a cheap, totally forgettable SUV. Decent standard spec is nice, automotive androgeny less so.

A Kia cracker. New and improved Picanto looks good, drives well, costs little and is warrantied to the max.

1.0 LS 1.0 LX 1.0 LX auto 1.2 LS 1.2 LS auto 1.2 EX 1.2 EX auto

Nm

120 135 135 135 135 135 135 120 135 135 135 135

Cerato

For people who need a better-styled Hyundai.

kW

kW

65 79 79 79 79 79 79 65 79 79 79 79

VW rivalling build quality and design – thanks to former VW man Peter Schreyer. Rather compelling, but the range needs more forced-induction power.

TopGear on Kia:

PRICE

340 700 450 625

PRICE

kia

Yowzers! The XJ is rapid, refined and just plain beautiful. The interior is so special we had to invent an award for it.

PRICE

214 995 240 995 253 995 253 995 266 995 248 995 261 995 214 995 240 995 253 995 253 995 266 995

Soul

grand Cherokee

3.6L Laredo 3.0CRD Laredo 3.6L Limited 3.6L 75th Anniversary Edition 3.6L Overland 3.6L Summit 5.7L Overland 3.0CRD Limited 3.0CRD 75th Anniversary Ed 3.0CRD Overland 3.0CRD Summit SRT

hatch 1.2 hatch 1.4 hatch 1.4 auto hatch 1.4 Tec hatch 1.4 Tec auto hatch 3-door 1.4 Tec hatch 3-door 1.4 Tec auto sedan 1.2 sedan 1.4 sedan 1.4 auto sedan 1.4 Tec sedan 1.4 Tec auto

Kia thinks they created the funky compact thing-ama-jig segment with the Soul. Here’s a fresh take on everyone’s favourite box on wheels.

Xj

 december 2016

6.0 6.0 6.0 5.9 4.6 6.9 6.9 7.5

EURO NCAP: n/a L: 463cm W: 186cm H: 186/190cm Boot: 412-1267 litres Fuel Tank: 60 litres

F-Type

Could be an over-priced Boxster rival. Or bargain 911 alternative. In reality, a simply fantastic car.

112

L/100km

Cherokee

kW

177 221 250 375

km/h

178 178 181 181 178 196 196 180

After a leave of absence, the Cherokee is back to do battle with the Discovery Sport. It's priced well and looks... interesting.

PRICE

1 377 402 1 705 896 1 897 974 2 729 516

0-100

11.0 11.0 10.9 11.0 10.2 8.8 8.8 9.8

EURO NCAP: n/a L: 422/475cm W: 188cm H: 184cm Boot: 498/935 litres Fuel Tank: 85 litres

F-Pace

i4 Luxury 3.0D Luxury 3.0D Premium Luxury 3.0 Supercharged R-Sport XJR Xj L i4 Premium Luxury 3.0D Premium Luxury 3.0 Supercharged Portfolio 5.0 Supercharged Autobiography

Nm

152 152 230 230 320 250 250 232

Wrangler

Coventry’s crossover cat not as rewarding to drive as Macan and priced a bit dearly due to Rand depreciation.

coupé convertible S coupé S convertible S coupé British Design Edition S convertible British Design Ed R coupé R convertible R coupé AWD SVR coupé AWD

kW

81 81 103 103 88 125 125 137

Yee and indeed ha. The Wrangler is still basic, but has been around for so long it is now retro. Five-door is rugged in the Defender vein.

EURO NCAP: n/a L: 495cm W: 190cm H: 146cm Boot: 540 litres Fuel Tank: 66 (diesel) / 74 (petrol) litres

20d AWD Pure 20d AWD R-Sport 30d AWD Pure 35t AWD Pure 30d AWD R-Sport 35t AWD R-Sport 30d AWD S 35t AWD S 30d AWD S First Edition 35t AWD S First Edition

PRICE

299 900 351 900 409 900 435 900 421 900 488 900 529 900 486 900

EURO NCAP: n/a L: 445cm W: 181cm H: 166cm Boot: 458/1269 litres Fuel Tank: 51 litres

Luxurious, dynamic, different. All those discerning Jaguar values, but, nobody will notice until it has a proper high-power diesel and petrol engine. 20d Prestige 20d R-Sport 25t Prestige 25t R-Sport 25t Portfolio 35t R-Sport S

rio

Another looker from Kia desperately in search of more shove.

L/100km

4.9 4.9 5.6 5.0 6.0 5.0 6.0

CO2

RATING

117 117 132 119 144 119 144

7/10 7/10 7/10 7/10 7/10 7/10 7/10

Gargantuan people carrier looks less so courtesy of typically clever Kia styling. V-Class for the middle class. 2.2CRDi EX 2.2CRDi SX 2.2CRDi SXL 3.3 V6 SX 3.3 V6 SXL

PRICE

566 995 694 995 740 995 674 995 720 995

kW

Nm

0-100

147 147 147 199 199

440 440 440 318 318

13.6 13.6 13.6 8.6 8.6

km/h

190 190 190 190 190

EURO NCAP: n/a L: 512cm W: 199cm H: 174cm Boot: 359-2718 litres Fuel Tank: 80 litres


SCV6 Landmark SDV6 Landmark

Lamborghini All-wheel drive because it’s owned by Audi. Preposterous cars the world would be a poorer place without.

huracán

8.1 195 9.3 180

12.0 285 8.8 230

rC

6/10 6/10

Rear wheel drive and naturally aspirated with a lot of kit, but turbocharged German rivals are still retain the superior driving experience. Bold, though. 200t EX 350 F-Sport

A prettier Range Rover Sport would have been a contradiction in terms, but the new one definitely comes with less thuggishness.

PRICE

kW

Nm

4 300 000 4 990 000 5 490 000

426 449 449

540 560 560

CO2

RATING

3.4 320 11.9 278 3.2 325+ 12.5 290 3.4 324 12.3 285

0-100

km/h

L/100km

9/10 9/10 9/10

SCV6 S TDV6 S TDV6 SE SCV6 SE SDV6 SE TDV6 HSE SCV6 HSE SDV6 HSE Supercharged HSE Dynamic SDV8 HSE Dynamic SCV6 Autobiography Dynamic Superchrgd Autobio Dynamic SDV8 Autobiography Dynamic SVR

EURO NCAP: n/a L: 446cm W: 192cm H: 117cm Boot: n/a litres Fuel Tank: 80 litres

aventador

Murciélago replacement doesn’t disappoint. A hint of Audi has crept in, but the Aventador is still one bonkers supercar. LP700-4 coupé LP700-4 Roadster

450 600

range rover Sport

Lambo’s riposte to the 458 and 650S. Smoother and slicker but ultimately remains Gallardo v2.0.

LP580-2 coupé LP610-4 coupé LP610-4 Spyder

250 183

EURO NCAP: • • • • • L: 483cm W: 188cm H: 189cm Boot: 280/2560 litres Fuel Tank: 84 litres

TopGear on Lamborghini:

1 224 910 1 226 340

PRICE

Poa Poa

kW

Nm

515 515

690 690

0-100

km/h

2.9 350 3.0 350

L/100km

CO2

RATING

16.0 370 16.0 370

9/10 9/10

PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

1 129 732 1 157 918 1 190 818 1 216 732 1 311 710 1 350 018 1 441 832 1 569 010 1 716 186 1 728 226 1 600 932 1 883 686 1 896 326 2 169 386

250 190 190 250 215 190 250 215 375 250 250 375 250 405

450 600 600 450 600 600 450 600 625 740 450 625 740 680

7.2 7.6 7.6 7.2 7.2 7.6 7.2 7.2 5.3 6.9 7.2 5.3 6.9 4.7

210 210 210 210 210 210 210 210 225 210 210 225 210 260

10.8 7.8 7.8 10.8 7.0 7.8 10.8 7.0 13.7 8.7 10.8 13.7 8.7 13.7

258 207 207 258 185 207 258 185 319 229 258 319 229 319

8/10 8/10 8/10 8/10 8/10 8/10 8/10 9/10 9/10 9/10 8/10 9/10 9/10 9/10

PRICE

TDV6 Vogue 1 788 998 SDV8 Vogue SE 2 146 926 Supercharged Vogue SE 2 211 328 SDV8 Autobiography 2 407 926 Supercharged Autobiography 2 472 228 L SDV8 Autobiography 2 508 826 L Supercharged Autobiography 2 574 028 SVAutobiography Dynamic 3 022 128 L SDV8 SVAutobiography 3 454 426 L Superchrged SVAutobiography3 616 228

No longer a symbol of British hard-line foreign policy. Range Rover once again the stately SUV brand it once was.

defender

Still going. Still a workhorse farmer’s SUV, where practicality outweighs ergonomics, luxury ride-quality and speed. 90 TD station wagon S 90 TD station wagon Heritage 90 TD station wagon Adventure 110 TD pick-up E 110 TD high-capacity pick-up E 110 TD station wagon S 110 TD station wagon Heritage 110 TD station wagon Adventure 110 TD double cab S 130 TD crew cab E

PRICE

600 100 668 200 726 500 559 700 577 600 643 500 736 200 777 500 665 052 674 852

kW

90 90 90 90 90 90 90 90 90 90

Nm

0-100

360 360 360 360 360 360 360 360 360 360

15.8 15.8 15.8 15.8 15.8 15.8 15.8 15.8 15.8 17.0

km/h

145 145 145 145 145 145 145 145 145 132

L/100km

CO2

RATING

10.0 10.0 10.0 11.1 11.1 11.1 11.1 11.1 11.1 11.1

266 266 266 295 295 295 295 295 295 295

6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10

EURO NCAP: n/a L: 389/464/517cm W: 179cm H: 197/ 202cm Boot: 1600/2300 litres Fuel Tank: 60/75 litres

200t EX 350 F-Sport

Pure TD4 110kW Pure TD4 Pure Si4 SE TD4 SE Si4 HSE TD4 HSE Si4 HSE Luxury TD4 HSE Luxury Si4

PRICE

618 166 672 566 679 178 727 366 733 978 791 766 798 378 840 066 846 678

kW

Nm

0-100

110 132 177 132 177 132 177 132 177

380 430 340 430 340 430 340 430 340

10.3 8.9 8.2 8.9 8.2 8.9 8.2 8.9 8.2

km/h

180 188 188 188 188 188 188 188 188

L/100km

5.3 5.3 8.3 5.3 8.3 5.3 8.3 5.3 8.3

CO2

RATING

139 139 197 139 197 139 197 139 197

6/10 8/10 7/10 8/10 7/10 8/10 7/10 8/10 9/10

EURO NCAP: n/a L: 459cm W: 207cm H: 172cm Boot: 981-1698 litres Fuel Tank: 65 (TD4/SD4) 70 (Si4) litres

350 EX 450h SE

SE TD4 SE Si4 HSE Dynamic TD4 HSE Dynamic Si4 HSE Dynamic TD4 Ember HSE Dynamic Si4 Ember coupé HSE Dynamic TD4 coupé HSE Dynamic Si4 Autobiography TD4 Autobiography Si4 convertible HSE Dynamic Si4

767 348 800 454 920 848 954 054 971 148 1 004 254 920 848 954 054 997 348 1 030 554 1 011 634

Nm

0-100

km/h

132 177 132 177 132 177 132 177 132 177 177

430 340 430 340 430 340 430 340 430 340 340

9.0 7.6 9.0 7.6 9.0 7.6 9.0 7.6 9.0 7.6 8.6

200 217 200 217 200 217 200 217 200 217 209

L/100km

5.8 7.8 5.8 7.8 5.8 7.8 5.8 7.8 5.8 7.8 8.6

CO2

RATING

152 181 152 181 152 181 152 181 152 181 201

8/10 7/10 8/10 7/10 7/10 8/10 8/10 7/10 8/10 7/10 7/10

Nm

0-100

km/h

L/100km

CO2

RATING

600 740 625 740 625 740 625 680 740 680

7.9 6.9 5.4 6.9 5.4 7.0 5.8 5.0 7.0 5.5

210 215 225 215 225 215 225 225 215 225

8.6 8.7 13.8 8.7 13.8 8.7 13.8 13.8 8.7 13.8

227 229 322 229 322 229 322 322 229 322

8/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10

discovery

PRICE

kW

Nm

0-100

1 020 810 1 035 240 1 090 210 1 091 240

250 183 250 183

450 600 450 600

8.1 9.3 8.1 9.3

km/h

195 180 195 180

L/100km

CO2

RATING

12.0 8.8 12.0 8.8

285 230 285 230

7/10 8/10 7/10 7/10

PRICE

782 100 892 600

kW

Nm

180 350 232 380

0-100

km/h

7.3 230 6.0 235

L/100km

CO2

RATING

8.0 186 6/10 11.3 262 5/10

PRICE

907 700 1 175 600

kW

Nm

0-100

km/h

221 370 8.0 200 230e 335+e 7.7 200

L/100km

CO2

RATING

9.6 223 7/10 5.7 131 7/10

LX

Great if you own an oil field. Favourite of dictators and global warming sceptics. Makes all the environmentalists melt. PRICE

450d 570

1 600 700 1 648 200

kW

Nm

195 650 270 530

0-100

km/h

8.6 210 7.7 210

L/100km

CO2

RATING

10.2 270 7/10 14.5 336 7/10

EURO NCAP: n/a L: 499cm W: 197cm H: 192cm Boot: 259-1276 litres Fuel Tank: 93 (diesel) / 138 (petrol) litres

LS

TopGear on Lexus:

PRICE

460

Luxury Toyotas offering remarkable value, but no diesel engines. We don’t understand why either.

1 701 100

kW

Nm

285 493

0-100

km/h

5.7 250

L/100km

11.1

CO2

RATING

259 7/10

EURO NCAP: n/a L: 509cm W: 189cm H: 147cm Boot: 490 litres Fuel Tank: 84 litres

CT

PRICE

200h S

516 500

kW

Nm

mahindra 0-100

km/h

100e 142+e 10.3 180

L/100km

4.1

CO2

95

TopGear on Mahindra:

RATING

4/10

EURO NCAP: • • • • • L: 432cm W: 177cm H: 143cm Boot: 375/985 litres Fuel Tank: 45 litres

Truly awful Indian products. Will make you consider something Chinese. Yes: that bad.

kuv100

ES

Styling looks like a shrunken Land Rover Evoque copy gone wrong from the front, and drives in much the same manner too.

250 EX 300h EX

1.2 G80 K4+ 1.2 G80 K6+ 1.2 D75 K6+ 1.2 G80 K8 1.2 D75 K8

GS size for IS money. Front-wheel drive belies its Camry underpinnings. PRICE

554 200 660 800

kW

Nm

0-100

km/h

135 235 9.8 207 151e 213+e 8.5 180

L/100km

CO2

RATING

8.0 188 5.5 130

6/10 7/10

200t E 200t EX 350 F-Sport

PRICE

583 600 641 500 706 300

kW

Nm

180 350 180 350 233 378

PRICE

149 995 169 995 187 995 179 995 197 995

kW

61 61 57 61 57

Nm

0-100

115 115 190 115 190

n/a n/a n/a n/a n/a

km/h

n/a n/a n/a n/a n/a

L/100km

5.9 5.9 4.4 5.9 4.4

CO2

RATING

139 139 117 139 117

4/10 4/10 4/10 4/10 4/10

EURO NCAP: n/a L: 368cm W: 172cm H: 166cm Boot: 243-473 litres Fuel Tank: 35 litres

bolero

A 3 Series drive too well for you? Then buy this, it's worse. In other areas, the IS gives the Germans a much tougher time.

Favourite of farmers and four-wheelers on a very tight budget. 0-100

km/h

7.0 230 7.0 230 5.9 225

L/100km

7.5 7.5 9.7

CO2

RATING

175 7/10 175 7/10 225 7/10

EURO NCAP: n/a L: 467cm W: 181cm H: 143cm Boot: 390 litres Fuel Tank: 66 litres

2.5Di Maxitruck Plus 2.5TD Loader 2.5TD 2.5TD 4x4 double cab 2.5TD 2.5TD 4x4

nX

200t E 200t EX 200t F-Sport 300h EX

The best practical SUV on sale. Standard air suspension, seven seats, nicely luxurious.

6/10 6/10

Huge limo-like rival to the S-Class and 7 Series. Usefully wafty, if a little Japanese domestic market in execution.

Nm

0-100

CO2

RATING

135 995 159 995 172 995 204 995

PRICE

46 74 74 74

kW

195 238 238 238

n/a n/a n/a n/a

115 n/a n/a n/a

km/h

L/100km

7.0 9.5 9.5 9.5

n/a 251 251 251

4/10 4/10 4/10 4/10

197 995 226 995

74 74

235 235

n/a n/a n/a n/a

9.5 9.5

251 251

4/10 4/10

EURO NCAP: n/a L: 492cm W: 170-182cm H: 183-189cm Boot: n/a litres Fuel Tank: 45(2.5Di) 56 litres (2.5TD)

Curious, Lexus sees the need to cross an SUV with a sharp object in a not altogether happy alliance.

EURO NCAP: n/a L: 437cm W: 198cm H: 161/164cm Boot: 575-1445 / 550-1350 litres Fuel Tank: 58/70 litres

SCV6 S SDV6 S SCV6 Graphite SDV6 Graphite

kW

190 250 375 250 375 250 375 405 250 405

iS

kW

RATING

EURO NCAP: n/a L: 489cm W: 190cm H: 169cm Boot: n/a litres Fuel Tank: 72/65 litres

EURO NCAP: N/A L: 490cm W: 182cm H: 145cm Boot: 490 litres Fuel Tank: 65 litres

PRICE

CO2

8.0 186 9.4 217

rX

LEXuS

range rover Evoque

A Range Rover rebooted for a younger, more stylish audience – it’s a junior-SUV, with 2, 3 or 5 doors. One for fashionistas, not farmers.

L/100km

Lexus takes NX and scales it up. However good the RX is, it will almost certainly be better than the old one.

Hatchback Lexus that carries the tech from the Prius into a new wannabe-luxury market segment. Fails thanks to smashy ride.

discovery Sport

The Freelander gets a new name, two more seats and much more. Pricey, but if you’re a yummy mummy, you’ll want this.

km/h

EURO NCAP: • • • • • L: 485cm W: 184cm H: 146cm Boot: 482 litres Fuel Tank: 66 litres

EURO NCAP: n/a L: 501/521cm W: 198cm H: 184cm Boot: 909-2030 litres Fuel Tank: 89 / 105 litres

0-100

7.5 230 6.3 230

gS

This is not an SUV. That's far too common a badge. Instead, think go-anywhere luxury car. Or GALC. Hmm, catchy.

TopGear on Land Rover:

Nm

The latest version of Lexus’ 5 Series wannabe. A fair car, but new E and 5 are set to become exceptional rivals.

range rover

Land rovEr

kW

180 350 233 378

EURO NCAP: n/a L: 470cm W: 184cm H: 140cm Boot: 423 litres Fuel Tank: 66 litres

EURO NCAP: n/a L: 485cm W: 207cm H: 178cm Boot: 784 litres Fuel Tank: 80/105 litres

EURO NCAP: n/a L: 478cm W: 203cm H: 114cm Boot: n/a litres Fuel Tank: 90 litres

PRICE

745 200 854 700

genio

PRICE

kW

Nm

0-100

km/h

631 500 677 300 786 600 743 000

175 175 175 145e

350 350 350 210+e

7.1 7.1 7.1 9.2

200 200 200 180

L/100km

7.9 7.9 7.9 6.0

CO2

RATING

184 184 184 140

6/10 6/10 7/10 6/10

EURO NCAP: N/A L: 463cm W: 185cm H: 163cm Boot: 500-1545 litres Fuel Tank: 60 litres (200t) / 56 litre (300h)

A hybrid, but not as you know it. Inspired by the Aussie ute.

2.2CRDe 2.2CRDe Plus 2.2CRDe double cab

PRICE

195 995 220 995 230 995

kW

89 88 89

Nm

290 290 290

0-100

km/h

n/a 150 n/a 150 n/a 150

L/100km

7.9 7.9 7.9

CO2

RATING

210 210 210

4/10 4/10 4/10

EURO NCAP: n/a L: 515cm W: 185cm H: 188cm Boot: n/a litres Fuel Tank: 74 litres

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december 2016 

113


Thar

Levante

Classic Jeep-lookalike Indian off-roader. Capable in broken terrain, but will break your spirit of being driving it everywhere else. 2.5CRDe

PRICE

209 995

kW

Nm

79

0-100

247

km/h

n/a n/a

L/100km

7.5

CO2

RATING

199

4/10

Diesel

EURO NCAP: n/a L: 392cm W: 173cm H: 193cm Boot: n/a litres Fuel Tank: 60 litres

Quanto

PRICE

221 995

kW

0-100

290

km/h

n/a n/a

L/100km

7.6

CO2

RATING

200

4/10

Diesel 330 S GTS

2.2CRDe E2 2.2CRDe E8 8-seater

PRICE

km/h

L/100km

7.2

CO2

RATING

189

7/10

PRICE

kW

Nm

0-100

km/h

2 187 360 2 196 936 2 496 936 2 976 936

202 242 302 390

600 500 550 710

6.4 6.8 5.1 4.7

250 240 285 307

L/100km

6.2 9.1 9.6 10.7

CO2

RATING

163 212 223 250

7/10 7/10 8/10 8/10

249 995 269 995

Nm

89 89

0-100

290 290

km/h

n/a n/a n/a n/a

L/100km

7.6 7.6

CO2

RATING

200 200

2/10 2/10

Scorpio Pik-up

PRICE

Nm

0-100

CO2

RATING

74 74 74 89 89 89 89

kW

258 258 258 290 290 290 290

n/a n/a n/a n/a n/a n/a n/a

n/a n/a n/a n/a n/a n/a n/a

km/h

L/100km

9.9 9.9 9.9 8.8 8.8 8.8 8.8

260 260 260 233 233 233 233

3/10 3/10 3/10 3/10 3/10 3/10 3/10

247 995 274 995 270 995 299 995 297 995 324 995

74 74 89 89 89 89

258 258 290 290 290 290

n/a n/a n/a n/a n/a n/a

n/a n/a n/a n/a n/a n/a

9.9 9.9 8.8 8.8 8.8 8.8

260 260 233 233 233 233

3/10 3/10 3/10 3/10 3/10 3/10

EURO NCAP: n/a L: 443/512cm W: 177cm H: 186/198cm Boot: n/a litres Fuel Tank: 80 litres

Scorpio

SUV version of the above. Couldn’t imagine anything worse to go vacationing in the bush with.

2.2CRDe S10 2.2CRDe S10 4x4

283 995 299 995

kW

88 88

Nm

280 280

0-100

km/h

n/a n/a n/a n/a

L/100km

7.2 7.2

CO2

191 191

RATING

4/10 4/10

XUV500

Mahindra enters the 21st Century. Not that it's worth noticing.

2.2CRDe W4 2.2CRDe W6 2.2CRDe W8 2.2CRDe W8 auto 2.2CRDe W8 AWD

272 995 319 995 354 995 389 995 374 995

PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

2 717 448 2 837 448 3 317 448 3 143 448 3 557 448

338 338 338 338 338

520 520 520 520 520

4.8 4.7 4.5 5.0 4.9

298 300 303 285 289

14.3 15.5 14.4 14.5 14.5

331 360 337 337 337

7/10 7/10 8/10 7/10 8/10

Nm

110

375

n/a n/a

0-100

km/h

L/100km

7.6

199

CO2

RATING

6/10

339 900 380 300 393 200 436 700

110 147 147 147

375 470 470 470

n/a n/a n/a n/a

n/a n/a n/a n/a

7.7 9.3 9.1 9.8

202 245 239 258

6/10 6/10 6/10 6/10

409 900 445 400 456 500 503 000 516 200

110 147 147 147 147

375 470 470 470 470

n/a n/a n/a n/a n/a

n/a n/a n/a n/a n/a

7.7 9.3 9.1 9.8 9.7

202 245 239 258 255

6/10 6/10 6/10 6/10 6/10

EURO NCAP: n/a L: 528/538cm W: 185cm H: 170/182cm Boot: n/a litres Fuel Tank: 80 litres

kW

Nm

0-100

103 103 103 103 103

330 330 330 330 330

n/a n/a n/a n/a n/a

km/h

n/a n/a n/a n/a n/a

L/100km

6.5 6.5 6.5 7.4 7.0

CO2

RATING

171 171 171 196 183

5/10 5/10 5/10 5/10 5/10

EURO NCAP: n/a L: 456cm W: 189cm H: 179cm Boot: n/a litres Fuel Tank: 70 litres

maZDa  

PRICE

kW

Nm

1 590 936 1 647 360 1 950 936

243 202 301

500 600 550

0-100

km/h

5.6 263 6.3 250 5.0 285

EURO NCAP: n/a L: 497cm W: 195cm H: 146cm Boot: 500 litres Fuel Tank: 70/80 litres

 december 2016

L/100km

CO2

RATING

9.6 223 5.9 158 10.4 242

7/10 6/10 7/10

0-100

km/h

9.3 9.5 9.3 10.1 9.2 9.4

197 187 197 198 n/a 204

L/100km

6.4 6.4 6.4 5.7 6.9 5.9

CO2

RATING

149 148 149 151 160 155

6/10 6/10 6/10 7/10 6/10 7/10

PRICE

441 700

kW

Nm

118

200

0-100

km/h

L/100km

7.3 214

6.7

CO2

RATING

156

8/10

mazda2

The last 2 was a sleeper – it never set out to be sparky, yet somehow achieved it. Same again, just with a hint more polish. 1.5 Active 1.5 Dynamic 1.5 Dynamic auto 1.5 Individual 1.5 Individual auto 1.5DE Hazumi auto

PRICE

209 800 222 800 235 500 235 600 248 300 294 600

kW

82 82 82 82 82 77

mcLareN Nm

0-100

km/h

145 145 145 145 145 220

9.6 9.6 10.4 9.6 10.4 10.9

188 188 184 188 184 179

L/100km

5.5 5.5 5.7 5.5 5.7 4.4

CO2

RATING

130 130 134 130 134 115

7/10 7/10 6/10 7/10 6/10 7/10

mazda3

Superior engineering exercise compared to Ferrari, if a tad soulless.

540C / 570S

Entry level McLaren ownership starts here. Slightly oxymoronic. You’ll hate yourself for being too poor to go 650. PRICE

PRICE

262 700 275 800 289 100 300 700 336 800 349 000 384 000 413 900 257 200 270 300 283 600 295 200 331 300 343 500 378 500 408 400

POa POa

kW

Nm

397 419

540 600

0-100

km/h

L/100km

3.5 320 3.2 328

11.1 11.1

CO2

RATING

258 258

9/10 9/10

CO2

RATING

275 275 275

10/10 10/10 10/10

EURO NCAP: n/a L: 453cm W: 190cm H: 120cm Boot: 150 litres Fuel Tank: 72 litres

The 6’s design language moves to the 3. So does the handling verve. Besides that we’re less sure why you’d have one over a Golf. hatch 1.6 Original hatch 1.6 Active hatch 1.6 Dynamic hatch 1.6 Dynamic auto hatch 2.0 Individual hatch 2.0 Individual auto hatch 2.0 Astina hatch 2.0 Astina Plus sedan 1.6 Original sedan 1.6 Active sedan 1.6 Dynamic sedan 1.6 Dynamic auto sedan 2.0 Individual sedan 2.0 Individual auto sedan 2.0 Astina sedan 2.0 Astina Plus

TopGear on McLaren:

540C 570S

kW

Nm

0-100

km/h

77 77 77 77 121 121 121 121 77 77 77 77 121 121 121 121

144 144 144 144 210 210 210 210 144 144 144 144 210 210 210 210

13.0 13.0 13.0 13.6 8.3 9.0 9.0 9.0 12.8 12.8 12.8 13.5 8.2 8.9 8.9 8.9

n/a n/a n/a n/a 198 198 198 198 n/a n/a n/a n/a 195 195 195 195

L/100km

6.2 6.2 6.2 6.9 6.2 5.9 5.9 5.9 6.0 6.0 6.0 6.7 6.1 5.8 5.8 5.8

CO2

RATING

147 147 147 164 146 140 140 140 142 142 142 159 145 139 139 139

6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10

650S / 675LT

The Ronseal 650, 496kW and a longer tail, by 12mm. Trade descriptions might want to have a word.

650S coupé 650S Spider 675LT

PRICE

POa POa POa

kW

Nm

478 478 496

678 678 700

0-100

km/h

3.0 333 3.0 329 2.9 330

L/100km

11.7 11.7 11.7

EURO NCAP: n/a L: 451 / 455 cm W: 190cm H: 120cm Boot: 144 litres Fuel Tank: 72 litres

merCeDeS-BeNZ / -amG TopGear on Mercedes-Benz:

Smaller ones a tad disappointing. Limousines peerless. AMGs charmingly unhinged. The original car company is in fine form.

a-Class

CX-3

Ghibli

Nm

210 210 210 380 256 420

EURO NCAP: n/a L: 392cm W: 184cm H: 123cm Boot: 130 litres Fuel Tank: 45 litres

The only Japanese manufacturer to win Le Mans no longer has a signature rotary car.

Despite the bulbous drunkards nose this is a conventional hatch. Watch the spec or you'll muck it up.

Striking design in an overcrowded crossover market. Naturally-aspirated engines efficient, but suffer at Gauteng altitudes.

Maserati builds a BMW 5 Series. It's available with a diesel engine. And, well, they think that's a good idea.

kW

121 121 121 110 141 129

EURO NCAP: • • • • • L: 456cm W: 184cm H: 167cm Boot: 403 litres Fuel Tank: 56 litres

2.0 Roadster-Coupé

TopGear on Mazda:

maSeraTi Cheap, somewhat less sophisticated Ferraris which are a lot more palatable to non-car people. Who wants a cheap Ferrari? Quite.

PRICE

363 900 375 900 377 700 433 600 468 300 533 400

mX-5

EURO NCAP: n/a L: 446/459cm W: 180cm H: 145cm Boot: 308/408 litres Fuel Tank: 51 litres

TopGear on Maserati:

2.0 Active 2.0 Active auto 2.0 Dynamic 2.2DE Active 2.5 Individual 2.2DE AWD Akera

Ignore the stereotypes. MX-5 is back and – crucially – better than ever before. Happy, simple fun.

EURO NCAP: • • • • • L: 389/426cm W: 170cm H: 148cm Boot: 250/787 litres Fuel Tank: 43 litres

EURO NCAP: n/a L: 446cm W: 182cm H: 200cm Boot: n/a litres Fuel Tank: 60 litres

PRICE

PRICE

CX-5

EURO NCAP: n/a L: 488cm W: 192cm H: 135cm Boot: 173/260 litres Fuel Tank: 75/86/90 litres

180 995 203 995 246 995 217 995 250 995 271 995 304 995

PRICE

kW

322 500

Good, solid modern SUV with much to recommend.

Muscular but pretty coupé that is more GT than sports car. Nothing wrong with that and the GTS has a little more bite if you need it. GranTurismo Sport GranTurismo Sport Cambiocorsa GranTurismo MC Stradale GranCabrio Sport GranCabrio MC

Updates have failed to convince anybody that this is a brilliant piece of engineering. Crude drive, very cheap. This one takes a bigger load. 2.5TCI Loader 2.5TCI 2.5TCI 4x4 2.2CRDe 2.2CRDe Adventure 2.2CRDe 4x4 2.2CRDe 4x4 Adventure double cab 2.5TCI 2.5TCI 4x4 2.2CRDe 2.2CRDe Adventure 2.2CRDe 4x4 2.2CRDe 4x4 Adventure

2.2 SLX FreeStyle Cab 2.2 SLX 3.2 SLE 3.2 SLE auto 3.2 4x4 SLE double cab 2.2 SLE 3.2 SLE 3.2 SLE auto 3.2 4x4 SLE 3.2 4x4 SLE auto

GranTurismo / GranCabrio

kW

EURO NCAP: n/a L: 452cm W: 185cm H: 190cm Boot: n/a litres Fuel Tank: 55 litres

114

0-100

6.9 230

EURO NCAP: n/a L: 526cm W: 195cm H: 148cm Boot: 530 litres Fuel Tank: 80 litres

Xylo

Filled the gap vacated when the Toyota Condor flew off.

Ghibli Diesel S

Nm

600

Quattroporte

EURO NCAP: n/a L: 422cm W: 184cm H: 190cm Boot: n/a litres Fuel Tank: 55 litres

kW

202

Nooo – what have they done? The old one was soul personified. This looks a bit... meh, but drives better than the last one.

Nm

89

PRICE

1 650 000

Ford Ranger’s hideous looking mechanical sibling. A good bakkie you’ll never grow to love.

EURO NCAP: n/a L: 500cm W: 197cm H: 168cm Boot: 580 litres Fuel Tank: 80 litres

A five-seater compact SUV? No, really. What is this?

2.2CRDe

BT-50

This Italian Cayenne is a very well sorted oddity, but the Germans do it so much better. If you desire exclusivity, well…

2.0 Active 2.0 Active auto 2.0 Dynamic 2.0 Dynamic auto 2.0 Individual auto

PRICE

277 800 294 700 303 100 314 700 355 400

kW

Nm

0-100

km/h

115 115 115 115 115

204 204 204 204 204

9.3 9.5 9.0 9.5 9.5

202 192 202 192 192

EURO NCAP: n/a L: 428cm W: 177cm H: 155cm Boot: 264 litres Fuel Tank: 48 litres

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L/100km

6.5 6.1 6.3 6.1 6.1

CO2

RATING

156 146 151 146 146

7/10 7/10 7/10 7/10 7/10

A200 A200 auto A200d A200d auto A220d A250 Sport Mercedes-AMG A45 4Matic

PRICE

kW

Nm

0-100

km/h

417 996 436 084 448 500 467 500 492 300 528 522 737 314

115 115 100 100 130 160 280

250 250 300 300 350 350 475

8.1 7.8 9.3 8.8 7.5 6.3 4.2

224 224 210 210 224 240 250

L/100km

5.7 5.4 4.5 4.1 4.2 6.2 7.3

CO2

RATING

140 126 116 108 109 143 171

8/10 8/10 7/10 7/10 7/10 8/10 7/10

EURO NCAP: • • • • • L: 429cm W: 178cm H: 143cm Boot: 341/1157 litres Fuel Tank: 50 litres


B-Class

Vito

Clever, re-imagined MPV that should get female accountants in a tizzy. Needs an AMG.

B200 B200 auto B200d B200d auto B220d B250

PRICE

423 896 442 326 439 400 458 400 487 300 508 278

kW

Nm

0-100

km/h

115 115 100 100 130 155

250 250 300 300 350 350

8.6 8.4 9.4 8.9 8.3 6.8

220 220 210 210 224 240

L/100km

5.8 5.5 4.5 4.2 4.3 6.3

CO2

RATING

134 129 117 111 111 147

6/10 7/10 6/10 7/10 6/10 7/10

EURO NCAP: • • • • • L: 436cm W: 179cm H: 156cm Boot: 1545 litres Fuel Tank: 50 litres

111 CDI Tourer Pro 114 CDI Tourer Pro 114 CDI Tourer Pro auto 116 CDI Tourer Pro 116 CDI Tourer Pro auto 116 CDI Tourer Select 116 CDI Tourer Select auto 119 CDI Tourer Select

PRICE

600 096 628 026 652 342 665 418 689 848 786 030 810 460 865 374

One of the most competent cars in Merc’s range. It no longer defines cool like the first model did, but ride/engines/quality are all top drawer.

kW

Nm

0-100

84 100 100 120 120 120 120 140

270 330 330 380 380 380 380 440

15.1 12.8 n/a 11.5 n/a 11.5 n/a n/a

km/h

169 184 n/a 191 n/a 191 n/a n/a

L/100km

6.3 6.4 6.0 5.8 5.8 5.8 5.8 5.8

CO2

RATING

164 164 158 154 153 154 153 153

6/10 6/10 6/10 7/10 7/10 7/10 7/10 7/10

EURO NCAP: n/a L: 514cm W: 193cm H: 189cm Boot: n/a litres Fuel Tank: 70 litres

CLa

PRICE

kW

Nm

0-100

km/h

451 382 482 712 481 900 513 800 519 900 636 460 838 714

115 115 100 100 130 160 280

250 250 300 300 350 350 475

8.2 7.9 9.5 9.0 7.7 6.4 4.2

230 230 220 220 232 250 250

L/100km

5.7 5.6 4.4 4.2 4.2 6.8 7.3

CO2

RATING

133 128 114 110 111 160 171

5/10 5/10 6/10 6/10 5/10 6/10 7/10

PRICE

644 522 652 444 665 922 707 198 934 206

kW

Nm

0-100

km/h

125 155 150 175 270

400 350 500 370 520

8.3 7.3 7.6 n/a 4.9

210 222 222 n/a 250

L/100km

5.5 7.1 5.5 7.6 8.7

CO2

RATING

143 166 143 177 199

7/10 7/10 8/10 8/10 9/10

EURO NCAP: n/a L: 466cm W: 189cm H: 160/164cm Boot: 550-1600 litres Fuel Tank: 66 litres

EURO NCAP: • • • • • L: 463cm W: 178cm H: 143cm Boot: 470 litres Fuel Tank: 50 litres

GLA200 GLA200 auto GLA200d GLA200d auto GLA220d 4Matic GLA250 4Matic Mercedes-AMG GLA45 4Matic

PRICE

kW

Nm

0-100

km/h

115 115 100 100 130 155 280

250 250 300 300 350 350 475

8.9 8.8 9.5 9.1 7.7 7.1 4.4

215 215 205 205 218 230 250

L/100km

5.9 5.9 4.4 4.4 5.0 6.6 7.4

CO2

RATING

139 138 115 115 130 154 172

6/10 6/10 6/10 6/10 6/10 6/10 7/10

GLC220d coupé GLC250 coupé GLC250d coupé GLC300 coupé GLC350d coupé Mercedes-AMG GLC43 coupé

PRICE

kW

Nm

0-100

km/h

738 522 745 600 757 522 801 398 900 486 1 029 362

125 155 150 175 190 270

400 350 500 370 620 520

8.3 7.3 7.6 6.5 6.2 4.9

210 222 222 236 238 250

L/100km

5.4 7.3 5.4 7.6 6.2 8.9

CO2

RATING

143 170 143 177 169 203

6/10 6/10 7/10 7/10 7/10 7/10

C180 C180 auto C200 C200 auto C220d C220d auto C250 C250d C300 C350e C180 estate C180 estate auto C200 estate C200 estate auto C250d estate Mercedes-AMG C43 4Matic Mercedes-AMG C63 Mercedes-AMG C63 S

PRICE

kW

Nm

0-100

km/h

473 198 493 110 497 268 516 154 521 300 540 300 573 066 598 200 611 264 804 900 509 768 529 110 533 610 553 180 634 656 835 182 1 154 608 1 295 850

115 115 135 135 125 125 155 150 180 205e 115 115 135 135 150 270 350 375

250 250 300 300 400 400 350 500 370 600e 250 250 300 300 500 520 650 700

8.2 8.5 7.5 7.3 8.1 7.8 6.6 6.6 5.9 5.9 8.4 8.7 7.7 7.5 6.9 4.7 4.1 4.0

225 223 237 235 234 233 250 247 250 250 223 221 235 233 241 250 250 250

L/100km

5.5 5.8 5.7 5.6 4.2 4.5 5.9 4.5 6.3 2.8 5.6 5.8 5.8 6.0 4.8 8.0 8.2 8.4

CO2

RATING

127 135 132 131 109 117 139 117 146 65 132 135 135 140 124 183 192 195

8/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10 7/10 7/10 8/10 8/10 8/10 8/10 8/10 9/10 9/10 9/10

EURO NCAP: • • • • • L: 470cm W: 181cm H: 144cm Boot: 480/1510 litres Fuel Tank: 66 litres

C200 coupé C200 coupé auto C220d coupé C220d coupé auto C300 coupé C200 cabriolet C200 cabriolet auto C220d cabriolet C300 cabriolet Mercedes-AMG C43 coupé 4Matic Mercedes-AMG C43 cabrio 4Matic Mercedes-AMG C63 coupé Mercedes-AMG C63 S coupé Mercedes-AMG C63 cabriolet Mercedes-AMG C63 S cabriolet

SLC200 SLC200 auto SLC300 Mercedes-AMG SLC43

PRICE

684 476 702 222 756 136 994 612

kW

Nm

0-100

km/h

135 135 180 270

300 300 370 520

7.0 6.9 5.8 4.7

240 237 250 250

L/100km

6.6 6.1 6.2 7.8

CO2

RATING

154 143 144 178

6/10 6/10 6/10 7/10

EURO NCAP: n/a L: 413cm W: 181cm H: 130cm Boot: 225/335 litres Fuel Tank: 60/70 litres

PRICE

kW

Nm

0-100

km/h

552 924 572 038 592 700 611 700 664 518 702 522 722 320 794 356 810 574 901 582 1 048 336 1 278 846 1 392 146 1 451 072 1 571 072

135 135 125 125 180 135 135 125 180 270 270 350 375 350 375

300 300 400 400 370 300 300 400 370 520 520 650 700 650 700

7.7 7.3 7.5 7.5 6.0 8.2 7.8 8.2 6.4 4.7 4.8 4.0 3.9 4.2 4.1

237 235 234 234 250 235 233 231 250 250 250 250 250 250 250

EURO NCAP: n/a L: 469cm W: 181cm H: 142cm Boot: 355/400 litres Fuel Tank: 41/50/66 litres

L/100km

5.9 5.9 4.4 4.3 6.8 6.3 6.6 4.9 7.1 8.0 8.4 8.9 8.9 9.3 9.3

CO2

RATING

136 137 116 113 157 143 150 124 161 183 194 209 209 218 218

7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 8/10 8/10 8/10 8/10

CO2

RATING

123 142 179 199 231

7/10 7/10 8/10 7/10 7/10

GLE250d GLE350d GLE400 Mercedes-AMG GLE43 GLE500e GLE500 Mercedes-AMG GLE63 Mercedes-AMG GLE63 S

PRICE

kW

Nm

0-100

km/h

L/100km

927 504 1 038 226 1 036 930 1 158 206 1 247 600 1 262 078 1 847 484 1 985 484

150 190 245 270 325e 335 410 430

500 620 480 520 650e 700 700 760

8.6 7.1 6.1 5.7 5.3 5.3 4.3 4.2

210 225 247 250 245 250 250 250

5.9 6.6 9.2 8.6 3.3 10.6 11.8 11.8

CO2

RATING

156 8/10 179 7/10 215 7/10 199 7/10 78 7/10 247 7/10 276 8/10 276 8/10

GLE350d coupé Mercedes-AMG GLE43 coupé GLE500 coupé Mercedes-AMG GLE63 S coupé

PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

1 131 038 1 246 986 1 363 376 2 107 612

190 270 335 430

620 520 700 760

7.0 4.9 4.9 4.2

226 250 250 250

7.2 9.4 10.9 11.9

187 219 254 278

6/10 6/10 6/10 7/10

L/100km

EURO NCAP: n/a L: 490cm W: 200cm H: 170cm Boot: 650-1720 litres Fuel Tank: 93 litres

V200d V220d V250d V220d Avantgarde V250d Avantgarde

819 888 855 840 921 120 1 116 060 1 157 556

kW

Nm

0-100

km/h

100 120 140 120 140

330 380 440 380 440

13.6 11.5 9.1 11.5 9.1

181 195 206 195 206

L/100km

6.1 5.9 6.0 5.9 6.0

CO2

RATING

159 154 158 154 158

6/10 7/10 7/10 7/10 7/10

EURO NCAP: n/a L: 514cm W: 193cm H: 188cm Boot: 1030 litres Fuel Tank: 57 litres

E200 E220d E250 E350d E400 4Matic Mercedes-AMG E43 4Matic

E250 coupé E250 coupé Sport Edition E250CDI coupé E250CDI coupé Sport Edition E250 cabriolet E250 cabriolet Sport Edition E400 coupé E400 coupé Sport Edition E400 cabriolet E400 cabriolet Sport Edition E500 coupé E500 coupé V8 Edition E500 cabriolet E500 cabriolet V8 Edition

kW

Nm

0-100

km/h

709 608 759 100 761 608 961 036 997 366 1 162 508

135 143 155 190 245 295

300 400 350 620 480 520

7.7 7.3 6.9 5.9 5.2 4.6

240 240 250 250 250 250

155 155 150 150 155 155 245 245 245 245 300 300 300 300

350 350 500 500 350 350 480 480 480 480 600 600 600 600

Nm

620 700 760

0-100

km/h

7.8 222 5.3 250 4.6 250

CO2

RATING

7.1 179 10.9 254 12.3 288

6/10 7/10 7/10

L/100km

EURO NCAP: n/a L: 512cm W: 193cm H: 185cm Boot: 2300 litres Fuel Tank: 100 litres

G350d Mercedes-AMG G63 Mercedes-AMG G63 Edtn 463

7.1 7.1 7.3 7.3 7.5 7.5 5.2 5.2 5.3 5.3 4.8 4.8 4.9 4.9

250 250 247 247 245 245 250 250 250 250 250 250 250 250

PRICE

kW

Nm

1 534 074 2 330 028 2 482 028

180 420 420

600 760 760

0-100

km/h

8.8 192 5.4 210 5.4 210

CO2

RATING

9.9 261 13.8 322 13.8 322

7/10 7/10 8/10

L/100km

EURO NCAP: n/a L: 466cm W: 176cm H: 193cm Boot: 480/2250 litres Fuel Tank: 96 litres

amG GT

Mercedes-AMG GT Mercedes-AMG GT S

PRICE

732 008 757 808 754 826 780 626 802 720 827 220 976 898 1 002 698 1 050 910 1 075 410 1 225 446 1 262 246 1 262 402 1 299 202

kW

190 335 430

AMG gets serious about hammering Porsche. Doesn’t quite have a 911’s finesse, but boy does it make you feel good.

L/100km

6.3 4.3 6.3 5.5 8.4 8.4

CO2

RATING

142 112 142 144 189 192

7/10 7/10 7/10 7/10 7/10 7/10

EURO NCAP: n/a L: 492cm W: 185cm H: 147cm Boot: 540 litres Fuel Tank: 66 litres

e-Class coupé / cabriolet

PRICE

1 290 626 1 459 676 2 266 052

G-Class

The artist formerly known as Viano has been doused with premiumness and given the correct badge at last. Hoteliers rejoice. PRICE

GLS350d GLS500 Mercedes-AMG GLS63

Revamp of the iconic G-Wagen sees new engines and a tarted-up interior. Still quite a boxy-cool thing.

V-Class

e-Class sedan

Longer, wider, lower. Optional air-suspension makes for a true junior S-Class two-door. AMGs typically wild.

4.7 5.5 7.7 8.5 9.9

The GLS is basically the bigger, seven-seat version of the GLE. As above, but longer.

Ooh, fancy nose! Better than the A-Class’s. Merc’s medium exec has got its mojo back. Self-confident, relaxed and refined.

C-Class coupé / cabriolet

L/100km

GLS

SLC

C-Class sedan / estate

km/h

242 250 250 250 250

Mercedes makes a BMW X6. Stupid. Pointless. They’ll sell millions of the stuff.

The compact roadster exchanges its 55-series AMG badging for something seminal, and hopefully better: 43.

What we know about the new C: it has a nice cabin, it has to beat the BMW 3 Series. That's not an enviable task. C63 quite epic.

0-100

7.5 6.5 5.3 4.8 4.1

EURO NCAP: n/a L: 494/496/500cm W: 188cm H: 142cm Boot: 520 litres Fuel Tank: 80 litres

EURO NCAP: n/a L: 473cm W: 189cm H: 160cm Boot: 500-1400 litres Fuel Tank: 66 litres

EURO NCAP: n/a L: 442cm W: 180cm H: 149cm Boot: n/a litres Fuel Tank: 50/56 litres

Nm

500 620 480 600 800

GLe coupé

Take one Merc C-Class Estate, add a bit of length, some height and a pinch of off-road ability. Et voila – the GLC Coupé

458 666 477 552 483 600 502 600 560 040 613 776 822 528

kW

150 190 245 300 430

EURO NCAP: • • • • • L: 480cm W: 193cm H: 180cm Boot: 690/2010 litres Fuel Tank: 70/78/93 litres

GLC coupé

GLa

Mercedes-Benz busts out another gravel-bound niche, this time by placing its A-Class hatch on stilts.

PRICE

863 342 1 016 508 1 015 026 1 280 706 1 829 454

GLe

Take one Merc C-Class Estate, add a bit of length, some height and a pinch of off-road ability. Et voila – the GLC. GLC220d GLC250 GLC250d GLC300 Mercedes-AMG GLC43

CLS250d CLS350d CLS400 CLS500 Mercedes-AMG CLS63 S

GLE as it is now called does nothing to lift itabove rivals, except look a bit strange. Which is hardly encouraging for buyers.

GLC

The slippery coupe saloon version of the new A-Class. A mini CLS then.

CLA200 CLA200 auto CLA200d CLA200d auto CLA220d CLA250 Sport 4Matic Mercedes-AMG CLA45 4Matic

CLS

Rear wheel drive commercial vehicle from Merc. Gets a lot of stuff done whilst making its blue collar driver feel quite bourgeois.

6.1 6.1 4.9 4.9 6.5 6.5 7.6 7.6 7.9 7.9 8.9 8.9 9.1 9.1

142 142 129 129 150 150 177 177 185 185 209 209 213 213

EURO NCAP: • • • • • L: 470/475 cm W: 179cm H: 140cm Boot: 450 (coupe) / 390 (cabriolet) litres Fuel Tank: 66 litres

7/10 7/10 7/10 7/10 7/10 7/10 7/10 8/10 9/10 8/10 7/10 8/10 9/10 8/10

PRICE

kW

Nm

1 786 944 2 154 456

340 375

600 650

0-100

km/h

4.0 304 3.8 310

9.3 9.6

CO2

RATING

216 224

9/10 9/10

EURO NCAP: n/a L: 455cm W: 194cm H: 129cm Boot: 350 litres Fuel Tank: 75 litres

SL

Perhaps the best all-round, usable hard-top convertible on sale today. Practical, fast, excellent quality and dynamics. SL400 SL500 Mercedes-AMG SL63 Mercedes-AMG SL65

PRICE

kW

Nm

0-100

km/h

1 440 743 1 776 621 2 465 996 3 136 213

270 335 430 463

500 700 900 1000

4.9 4.3 4.1 4.0

250 250 250 300

L/100km

7.7 9.0 10.1 11.9

CO2

RATING

175 205 234 279

6/10 6/10 7/10 7/10

CO2

RATING

155 159 206

9/10 8/10 8/10

EURO NCAP: n/a L: 462cm W: 188cm H: 132cm Boot: 504 litres Fuel Tank: 65/75 litres

S-Class

Meet the saloon that is single-handedly defending the luxury class from the SUV incursion. S is for sublime. S350d S400h S500

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PRICE

1 418 790 1 434 346 1 843 904

kW

Nm

0-100

km/h

190 620 6.8 250 245e 370+e 6.8 250 335 700 4.8 250

L/100km

5.9 6.8 8.9

december 2016 

115


Mercedes-AMG S63 S-Class L S400h S400 S500 S500e S600 Mercedes-AMG S63 Mercedes-AMG S65

2 529 838

430

900

4.4 250

10.1

237

9/10

1 473 646 1 470 408 1 885 304 1 875 500 2 433 916 2 569 838 3 185 126

245e 245 335 325e 390 430 463

370+e 480 700 650e 830 900 1000

6.8 5.3 4.8 5.2 4.6 4.4 4.3

6.8 8.3 8.9 2.8 11.3 10.1 11.9

159 192 206 65 264 237 279

8/10 8/10 9/10 9/10 9/10 9/10 9/10

250 250 250 250 250 250 250

EURO NCAP: n/a L: 512/525cm W: 190cm H: 150cm Boot: 510/530 litres Fuel Tank: 70/80 litres

S-Class coupé / cabriolet

PRICE

389 000 407 456 459 622 476 710

kW

Nm

0-100

km/h

100 100 141 141

230 230 300 300

8.8 8.7 7.2 7.1

208 207 230 228

L/100km

5.1 5.3 6.2 5.8

CO2

RATING

119 124 143 135

7/10 7/10 7/10 7/10

PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

2 058 776 2 309 488 2 690 438 2 914 036 3 307 426 3 518 368

335 335 430 430 463 463

700 700 900 900 1000 1000

4.6 4.6 4.2 4.2 4.1 4.1

250 250 250 250 250 250

8.8 9.1 10.1 10.4 11.9 12.0

204 212 237 244 279 282

9/10 9/10 9/10 9/10 9/10 9/10

Mercedes-Maybach S-Class

PRICE

368 648 389 498 432 876 453 270 533 524 552 322

kW

Nm

0-100

km/h

90 90 140 140 160 160

160 160 260 260 300 300

10.5 11.6 7.5 7.8 7.0 7.0

190 182 216 212 225 223

L/100km

6.5 7.6 6.6 7.5 8.0 8.3

CO2

RATING

152 177 154 175 186 193

5/10 5/10 6/10 5/10 5/10 5/10

Nm

2 269 818 2 828 656

335 390

700 830

0-100

km/h

5.0 250 5.0 250

L/100km

8.9 11.7

CO2

RATING

207 274

7/10 7/10

EURO NCAP: n/a L: 545cm W: 190cm H: 150cm Boot: 500 litres Fuel Tank: 80 litres

Cooper S Cooper S auto John Cooper Works ALL4 John Cooper Works ALL4 auto

Hatch

PRICE

432 876 453 270 533 524 552 322

kW

Nm

0-100

km/h

140 140 160 160

260 260 300 300

7.4 7.7 6.9 6.9

218 214 226 224

L/100km

6.6 7.5 8.0 8.3

CO2

RATING

154 175 186 193

5/10 5/10 6/10 5/10

One 3-door One 3-door auto Cooper 3-door Cooper 3-door auto Cooper 3-door Seven Cooper 3-door Seven auto Cooper S 3-door Cooper S 3-door auto Cooper S 3-door Seven Cooper S 3-door Seven auto One 5-door One 5-door auto Cooper 5-door Cooper 5-door auto Cooper 5-door Seven Cooper 5-door Seven auto Cooper S 5-door Cooper S 5-door auto Cooper S 5-door Seven Cooper S 5-door Seven auto John Cooper Works 3-door John Cooper Works 3-dr auto

279 000 297 000 336 000 354 000 369 850 387 850 395 552 412 298 420 552 437 298 289 000 307 000 346 000 364 000 379 850 397 850 405 780 422 526 430 780 447 526 454 104 475 596

8.5 7.8 8.5 8.5

CO2

RATING

225 206 225 225

6/10 6/10 7/10 7/10

PRICE

659 900 689 900 739 900 759 900 789 900

kW

Nm

0-100

140 140 140 140 140

441 441 441 441 441

12.0 12.0 12.3 12.3 12.3

km/h

CO2

RATING

245 245 245 245 245

6/10 6/10 6/10 6/10 6/10

L/100km

180 180 175 175 175

10.1 10.1 10.1 10.1 10.1

Bizarre Addams family of geriatric hatches, cash-cow crossovers and the mind-scrambling GT-R freak show.

Micra

If you distil blandness into supermini form you get the latest generation Micra. It does great three-point turns. Yawn. PRICE

159 900 196 900

kW

56 73

Nm

104 134

0-100

km/h

L/100km

13.2 166 11.0 180

5.2 6.3

CO2

RATING

124 150

4/10 4/10

EURO NCAP: • • • • • L: 378cm W: 167cm H: 152cm Boot: 265/511 litres Fuel Tank: 41 litres

Once dominant Dakar racing and WRC brand trading on past glories. Pajero Sport’s a rather convincing Fortuner rival, though.

NP200

Tough Pretoria-built bakkie with class-leading space.

Mirage

kW

Nm

0-100

km/h

75 75 100 100 100 100 141 141 141 141 75 75 100 100 100 100 141 141 141 141 170 170

180 180 230 230 230 230 300 300 300 300 180 180 230 230 230 230 300 300 300 300 320 320

9.9 10.2 7.9 7.8 7.9 7.8 6.8 6.7 6.8 6.7 10.1 10.5 8.2 8.1 8.2 8.2 6.9 6.8 6.9 6.8 6.3 6.1

195 195 210 210 210 210 235 233 235 233 192 192 207 207 207 207 232 232 232 232 246 246

L/100km

4.9 5.0 4.7 4.9 4.7 4.9 5.9 5.5 5.9 5.5 5.0 5.1 4.9 5.0 4.9 4.9 6.0 5.5 6.0 5.5 6.7 5.8

CO2

RATING

113 117 110 115 110 115 138 127 138 127 117 119 114 116 114 114 140 129 140 129 156 134

6/10 6/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 6/10 6/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10

Mitsubishi have made a Micra. Really though, you deserve better than this. PRICE

1.2 GL 1.2 GLX 1.2 GLS

148 400 158 400 168 400

kW

57 57 57

Nm

100 100 100

0-100

km/h

11.7 180 11.7 180 11.7 180

L/100km

4.9 4.9 4.9

CO2

115 115 115

RATING

4/10 4/10 4/10

EURO NCAP: n/a L: 371cm W: 166cm H: 150cm Boot: n/a litres Fuel Tank: 35 litres

ASX

PRICE

344 900 379 900 392 900 404 900

kW

110 110 110 110

Nm

197 197 197 197

0-100

9.6 9.6 9.6 11.5

km/h

194 194 194 190

L/100km

7.5 7.5 7.5 7.4

CO2

175 175 175 173

Nm

0-100

km/h

100 100 141 141 170 170

230 230 300 300 350 350

9.1 9.1 7.2 7.1 6.3 6.3

205 205 228 228 238 238

L/100km

5.4 5.4 6.4 5.9 7.8 7.2

EURO NCAP: n/a L: 425cm W: 180cm H: 144cm Boot: 360-1250 litres Fuel Tank: 48 litres

CO2

RATING

125 125 148 138 178 164

7/10 7/10 7/10 7/10 6/10 6/10

Nm

0-100

128 128 128 148 148 200 200 200

n/a n/a n/a n/a n/a n/a n/a n/a

km/h

L/100km

n/a n/a n/a n/a n/a n/a n/a n/a

8.1 8.1 8.1 8.0 8.0 5.3 5.3 5.3

CO2

RATING

192 192 192 189 189 140 140 140

6/10 6/10 6/10 7/10 7/10 6/10 6/10 6/10

RATING

6/10 6/10 6/10 6/10

1.5 Acenta 1.5 Acenta auto

PRICE

197 900 207 900

kW

73 73

Nm

134 134

0-100

km/h

L/100km

n/a 183 n/a 183

6.3 7.2

CO2

RATING

149 171

5/10 5/10

EURO NCAP: N/A L: 443cm W: 170cm H: 151cm Boot: 490 litres Fuel Tank: 41 litres

EURO NCAP: n/a L: 430cm W: 177cm H: 163cm Boot: 1193 litres Fuel Tank: 63 litres

Sentra

Longest Mini on sale now has conventional front hinged rear doors. Essentially the cooler 2 Series Active Tourer. kW

kW

64 64 64 77 77 63 63 63

Nissan’s Tiida replacement has arrived. Big on space, non-existent on style or fun.

triton

Clubman

PRICE

159 900 176 900 191 900 192 900 222 900 221 900 236 900 244 900

Almera

A small crossover that covers a lot of bases. Looks good and drives well, but a bit vanilla.

2.0 GL 2.0 GLX 2.0 GLS 2.0 GLS auto

1.6i 1.6i pack 1.6i iCE 1.6 16v S 1.6 16v SE 1.5dCi pack 1.5dCi iCE 1.5dCi SE

EURO NCAP: n/a L: 450cm W: 174cm H: 155cm Boot: n/a litres Fuel Tank: 50 litres

It’s a Corolla rival, and a goodish one at that. One engine option means it’s somewhat limited.

Neither the prettiest, nor best in class.

Cooper 362 570 Cooper auto 380 570 Cooper S 441 192 Cooper S auto 459 552 John Cooper Works ALL4 550 612 John Cooper Works ALL4 auto 576 516

MItSubISHI

EURO NCAP: n/a L: 382-385/398-400cm W: 173 H: 141/143cm Boot: 211/278 litres Fuel Tank: 40/44 litres

PRICE

L/100km

EURO NCAP: n/a L: 439/490cm W: 188cm H: 187cm Boot: 1790 litres Fuel Tank: 88 litres

1.2 Visia+ 1.5 Tekna

TopGear on Mitsubishi:

Yes, it's bigger, and no, that isn't necessarily a good thing. Apart from that, the new Mini is predictably excellent.

km/h

176 179 176 176

TopGear on Nissan:

TopGear on MINI:

BMW’s British hatchback a delightful driver’s car with appeal diluted by having spawned way too many derivatives for its own good.

0-100

12.0 11.0 12.0 12.0

NISSAN

EURO NCAP: n/a L: 410/413cm W: 179cm H: 156cm Boot: 330-1080 litres Fuel Tank: 47 litres

MINI

PRICE

3-door 3.2DI-D GLS 3-door 3.2DI-D GLS Legend II 5-door 3.2DI-D GLS 5-door 3.2DI-D GLS Exceed 5-door 3.2DI-D GLS Legend II

Paceman

kW

Nm

350 400 350 350

Pajero

Another car we didn't ask for, from a company with seemingly few ideas. What's the Paceman for, Mini?

PRICE

kW

131 131 131 131

Venerable old school 4x4 with the appearance of a very dynamic block of flats.

The MINI bulks up to become a sort of mild crossover with the option of ALL-4 four-wheel drive. No one is sure why. Cooper Cooper auto Cooper S Cooper S auto John Cooper Works ALL4 John Cooper Works ALL4 auto

PRICE

519 900 554 900 569 900 569 900

EURO NCAP: n/a L: 470cm W: 182cm H: 184cm Boot: 1790 litres Fuel Tank: 70 litres

EURO NCAP: • • • • • L: 410/413cm W: 179cm H: 156cm Boot: 350-1170 litres Fuel Tank: 47 litres

Resurrected. Cheap Maybachs. What is the point? S-Class shows far better taste. Spoil yourself with some options.

2.5DI-D auto 2.5DI-D 4x4 2.5DI-D 4x4 auto 2.5DI-D 4x4 Shogun auto

Countryman

EURO NCAP: n/a L: 504cm W: 191cm H: 142cm Boot: 400 (coupé) 350 (cabriolet) litres Fuel Tank: 80 litres

Mercedes-Maybach S500 Mercedes-Maybach S600

Cooper Cooper auto Cooper S Cooper S auto

Reasonably well-specced bakkie-based bruiser. But an Everest is better.

EURO NCAP: n/a L: 382/385cm W: 173cm H: 142cm Boot: 215 litres Fuel Tank: 40/44 litres

The S-Class Coupé is Mercedes’ spiked gauntlet in a velvet glove. All the power. All the glory. Those sexy lines. S500 coupé S500 cabriolet Mercedes-AMG S63 coupé Mercedes-AMG S63 cabriolet Mercedes-AMG S65 coupé Mercedes-AMG S65 cabriolet

Pajero Sport

Convertible

Soft-top version perhaps the most likeable of all Mini’s non-core derivatives. Absolute summer must have motoring.

2.5DI-D double cab 4x4 2.5DI-D double cab 4x4 Xtreme

PRICE

484 900 504 900

kW

131 131

Nm

400 400

0-100

km/h

n/a n/a n/a n/a

L/100km

8.6 8.6

CO2

RATING

225 225

7/10 7/10

EURO NCAP: n/a L: 517cm W: 175cm H: 178cm Boot: n/a litres Fuel Tank: 75 litres

PRICE

254 900 270 900

kW

85 85

Nm

154 154

0-100

km/h

n/a 180 n/a 180

L/100km

6.6 6.2

CO2

RATING

156 149

6/10 6/10

EURO NCAP: N/A L: 461cm W: 176cm H: 150cm Boot: 510 litres Fuel Tank: 52 litres

NP300 Hardbody

Outlander

Rugged die-hard workhorse that's getting a bit long in the tooth.

Its back, and it’s better than ever. It couldn’t have been much worse really.

2.4 GLS Exceed

1.6 Acenta 1.6 Acenta auto

PRICE

504 900

kW

Nm

123

222

0-100

km/h

n/a n/a

L/100km

8.2

CO2

RATING

192

6/10

EURO NCAP: • • • • • L: 466cm W: 180cm H: 168cm Boot: 477-1608 litres Fuel Tank: 60 litres

2.0 2.5TDi 2.5TDi Hi-rider 2.4 4x4 2.5TDi 4x4 double cab 2.5TDi Hi-rider 2.4 Hi-rider 2.4 4x4

kW

Nm

0-100

CO2

RATING

199 900 229 900 314 900 306 900 336 900

PRICE

84 98 98 105 98

169 304 304 205 304

n/a n/a n/a n/a n/a

n/a n/a n/a n/a n/a

km/h

L/100km

10.0 8.0 8.0 11.1 9.4

237 211 211 261 247

5/10 5/10 6/10 6/10 6/10

344 900 324 900 388 900

98 105 105

304 205 205

n/a n/a n/a n/a n/a n/a

8.8 11.0 11.7

233 259 274

7/10 6/10 6/10

EURO NCAP: n/a L: 488/518cm W: 169cm H: 162/179cm Boot: n/a litres Fuel Tank: 75 litres

116

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J facebook.com/topgearmagazinesa


Juke

Gt-R

Clever little SUV crossoever that looks like... well, looks like nothing else we can think of. Very nice if a little odd. 1.2T Acenta 1.2T Acenta+ 1.5dCi Acenta+ 1.6T Tekna 1.6T 4WD Tekna

PRICE

288 900 308 900 323 900 355 900 396 900

PeuGeOt

Cheap at twice the price, the GT-R is an uber-techy, violently capable, ruthlessly rapid speed machine. Just drive one.

kW

Nm

0-100

km/h

85 85 81 140 140

190 190 260 240 240

10.8 10.8 11.2 7.8 8.2

178 178 175 215 200

L/100km

5.6 5.6 4.2 6.0 6.5

CO2

RATING

129 129 109 159 169

7/10 7/10 5/10 7/10 7/10

Premium Edition Black Edition

PRICE

kW

Nm

1 950 000 2 050 000

408 408

632 632

TopGear on Peugeot: 0-100

km/h

L/100km

2.9 315 2.9 315

11.7 11.7

CO2

RATING

275 275

9/10 9/10

EURO NCAP: n/a L: 467cm W: 190cm H: 137cm Boot: 315 litres Fuel Tank: 73 litres

EURO NCAP: • • • • • L: 414cm W: 177cm H: 157cm Boot: 251 litres Fuel Tank: 46 litres

NV200

Combi 1.6i Visia Combi 1.5dCi Visia

PRICE

326 900 356 900

TopGear on Opel:

kW

81 66

Nm

153 200

0-100

km/h

L/100km

n/a n/a n/a n/a

7.3 5.1

CO2

RATING

169 134

5/10 5/10

EURO NCAP: N/A L: 440cm W: 170cm H: 186cm Boot: 3100 litres Fuel Tank: 55 litres

Nissan started the Qashqai craze, so the new one is predictably safe. It's better than ever for, you know, family stuff. PRICE

kW

Nm

0-100

km/h

321 900 345 900 362 900 372 900 417 900 448 900

85 85 85 81 120 96

190 190 165 260 240 320

10.9 10.9 12.9 11.9 9.1 11.1

185 185 173 182 200 183

L/100km

6.2 6.2 6.2 4.2 6.2 4.9

CO2

RATING

144 144 144 109 144 129

6/10 6/10 6/10 6/10 7/10 7/10

EURO NCAP: n/a L: 438cm W: 181cm H: 159cm Boot: 430/1585 litres Fuel Tank: 65 litres

X-trail

2.0 XE 2.5 4x4 SE 1.6dCi XE 1.6dCi 4x4 SE 1.6dCi 4x4 LE

PRICE

kW

Nm

0-100

km/h

363 900 413 900 404 900 451 900 529 900

106 126 96 96 96

200 233 320 320 320

11.1 10.5 10.5 11.0 11.0

183 190 188 186 186

L/100km

8.3 8.3 5.1 5.3 5.3

CO2

RATING

197 197 134 139 139

6/10 7/10 6/10 6/10 7/10

EURO NCAP: n/a L: 464cm W: 182cm H: 171cm Boot: 550-1405 litres Fuel Tank: 60 litres

Navara

PRICE

376 900 422 900 395 900 466 900

kW

74 85 85 85 110

Nm

0-100

130 170 170 170 220

11.5 9.9 9.9 9.9 8.5

km/h

L/100km

185 196 196 196 210

5.3 5.1 5.1 5.0 5.9

CO2

RATING

125 119 119 115 139

6/10 6/10 6/10 7/10 7/10

kW

85 85 85 66 110

kW

Nm

0-100

106 128 106 128

356 403 356 403

n/a n/a n/a n/a

km/h

n/a n/a n/a n/a

L/100km

8.7 9.0 8.7 8.3

CO2

RATING

229 238 229 217

5/10 5/10 5/10 6/10

Leaf

The first mass-produced fully electric car. Very impressive, but is SA infrastructure up for it? PRICE

kW

Nm

500 550

80e

254e

0-100

km/h

11.5 144

L/100km

0.0

CO2

0

RATING

7/10

Nm

0-100

km/h

170 170 170 130 220

10.3 10.3 10.3 13.9 9.6

195 195 195 171 204

L/100km

5.0 5.0 5.0 6.0 5.9

CO2

RATING

117 117 117 140 137

6/10 6/10 6/10 5/10 6/10

coupé coupé auto

PRICE

kW

Nm

245 245

363 363

0-100

km/h

5.3 250 5.6 250

L/100km

CO2

RATING

10.5 248 10.4 245

7/10 7/10

EURO NCAP: n/a L: 425cm W: 185cm H: 132cm Boot: 235 litres Fuel Tank: 72 litres

4.4 4.3 4.5 4.5

CO2

RATING

102 99 103 104

6/10 6/10 6/10 6/10

1.6 Active 1.6 Allure

PRICE

274 900 302 900

kW

88 88

Nm

160 160

0-100

km/h

9.5 196 9.5 196

L/100km

5.9 5.9

CO2

RATING

135 135

5/10 5/10

CO2

RATING

105 110 119 130

7/10 7/10 7/10 7/10

EURO NCAP: n/a L: 416cm W: 174cm H: 156cm Boot: 360 litres Fuel Tank: 50 litres

1.2T Active 1.2T GT Line 1.2T GT Line auto 1.6T GT

PRICE

304 900 357 900 371 900 399 900

kW

81 96 96 151

Nm

0-100

km/h

205 230 230 285

11.1 10.3 10.7 7.5

188 201 207 235

L/100km

4.6 4.8 5.2 5.6

EURO NCAP: n/a L: 425cm W: 180cm H: 146cm Boot: 420-1228 litres Fuel Tank: 53 litres

PORSCHe TopGear on Porsche:

PRICE

315 300 326 300 350 500 361 200

kW

Nm

0-100

103 103 103 103

200 200 200 200

9.8 10.7 9.8 10.7

km/h

L/100km

195 191 195 191

6.0 6.6 6.0 6.6

CO2

RATING

139 154 139 154

5/10 5/10 5/10 5/10

Irritatingly great to drive, even when it’s a 4x4. There’s a reason every sports car is dubbed “911-fighter”…

718 Cayman

Turbocharged nature easily forgiven because it’s a flat four, hence the classic racer name. Buyer’s remorse an unknown concept with these. 718 Cayman 718 Cayman S

Superb onboard connectivity and comprehensively engineered as only Germans can. Problem is: no diesels.

hatch 1.0T Essentia hatch 1.0T Enjoy hatch 1.4T Enjoy hatch 1.4T Enjoy auto hatch 1.4T Sport hatch 1.4T Sport auto hatch 1.6T Sport hatch 1.6T Sport Plus

PRICE

kW

Nm

220 257

380 420

0-100

km/h

4.9 275 4.4 285

L/100km

6.9 7.3

CO2

RATING

158 167

9/10 9/10

259 100 290 000 334 600 344 800 361 100 381 500 394 800 415 200

718 boxster

kW

Nm

0-100

km/h

77 77 110 110 110 110 147 147

170 170 230 245 230 245 300 300

11.2 11.2 8.5 8.9 8.5 8.9 7.0 7.0

200 200 215 210 215 210 235 235

L/100km

4.4 4.4 5.1 5.5 5.1 5.5 6.1 6.1

CO2

RATING

102 102 117 127 117 127 141 141

6/10 6/10 6/10 6/10 6/10 6/10 7/10 7/10

EURO NCAP: n/a L: 437cm W: 181cm H: 149cm Boot: 370 litres Fuel Tank: 48 litres

OPC

PRICE

854 000 934 000

EURO NCAP: n/a L: 438cm W: 180cm H: 129cm Boot: 425 litres Fuel Tank: 54 / 64 litres

Astra hatch

PRICE

kW

Nm

582 600

206

400

0-100

Best roadster you can buy. And yes, that includes F-Type. Now with boosted flat-four engines, hence the historically referenced name change to 718. 718 Boxster 718 Boxster S

PRICE

kW

Nm

868 000 947 000

220 257

380 420

0-100

km/h

4.9 275 4.4 285

L/100km

6.9 7.3

CO2

RATING

158 167

9/10 9/10

EURO NCAP: n/a L: 438cm W: 180cm H: 128cm Boot: 280 litres Fuel Tank: 54 / 64 litres

Macan

Porsche's Range Rover Evoque is a tidy looker that has image by the bucket-load. Thus, soon to be seen everywhere...

Awful six-speed manual and comically expensive for what it offers. The Superboss lineage is dead.

661 900 680 900

L/100km

EURO NCAP: • • • • • L: 396cm W: 172cm H: 146cm Boot: 285 litres Fuel Tank: 50 litres

Mokka

Nice engine but not quite the Corsa crossover we hoped for. Noisy as a beehive over imperfect surfaces.

Astra coupé

370Z

km/h

165 175 190 190

EURO NCAP: n/a L: 402cm W: 175cm H: 148cm Boot: 285-1120 litres Fuel Tank: 45 litres

EURO NCAP: n/a L: 445cm W: 177cm H: 155cm Boot: 450 litres

Z still looks great, but where's the fire-breathing manliness of the old one, Nissan? The 86 has highlighted some of this car's shortcomings.

0-100

14.0 12.2 9.6 9.8

308

Lovely little 1.0 litre turbo, very refined and vastly improved all around. Maybe it’s time to get into an Opel after all? PRICE

Nm

95 118 205 205

Well, knock us down with a feather, out of nowhere, Peugeot gives us a hatch that is good to drive. Gobs smacked.

Corsa

201 800 234 800 255 800 235 100 276 200

kW

50 60 81 81

2008

EURO NCAP: n/a L: 428cm W: 176cm H: 166cm Boot: 356-785 litres Fuel Tank: 52 litres

EURO NCAP: • • • • L: 523cm W: 185cm H: 177/191cm Boot: n/a litres Fuel Tank: 80 litres

Leaf

PRICE

206 500 230 700 254 000 287 100 330 000

PRICE

174 900 224 900 284 900 304 900

High-rise supermini that's increasingly popular in the wake of the Juke. A little mash-up which just about works.

EURO NCAP: n/a L: 375cm W: 181cm H: 148cm Boot: 170-484 litres Fuel Tank: 35 litres

1.4 Turbo Enjoy 1.4 Turbo Enjoy auto 1.4 Turbo Cosmo 1.4 Turbo Cosmo auto

He-Man meets Hermes. Luxury bakkie with an insanely powerful V6 diesel. Perfect for towing your GT-R. 2.5dCi KingCab XE 2.5dCi KingCab 4x4 XE 2.5dCi double cab XE 2.5dCi double cab LE

Adam

They called it the Adam. They should have called it the Cheryl. Cute, but short of panache. Blame its upbringing.

1.0T Essentia 1.0T Enjoy 1.0T Cosmo 1.4 Enjoy auto 1.4 Turbo Sport

The X-Trail used to be a rufty-tufty thing. Now it's been emasculated. As a result, we think it's better. Fickle, us?

208

Congratulations Peugeot, it's only taken you 25 years to reimagine the 205. 208 is light, likeable and French.In a good way.

Regarded (alongside Ford) as perennial alternatives to Volkswagen and Toyota offerings, with excitement levels somewhere in between.

1.4 1.0T Jam 1.0T Glam Rocks 1.0T S 1.4T

Qashqai

1.2T Visia 1.2T Acenta 1.2T Acenta auto 1.5dCi Acenta 1.6T Acenta 1.6dCi Acenta auto

Chassis-makers have rediscovered their mojo with 208 GTi and RCZ R, and the 308 is a sober revelation. Now do the Onyx, please.

1.0 Pop Art 1.2 Active 1.2T GT Line 1.2T GT Line auto

OPeL

Delivery van and shuttle from Nissan. Nice if you have a guesthouse or kitchen outfitting business.

km/h

6.0 250

L/100km

7.8

EURO NCAP: • • • • • L: 447cm W: 184cm H: 149cm Boot: 380 litres Fuel Tank: 56 litres

CO2

RATING

184

6/10

S diesel S GTS turbo turbo Performance

PRICE

kW

Nm

0-100

km/h

1 088 000 1 113 000 1 351 000 1 420 000 1 540 000

180 250 265 294 324

580 460 500 550 600

6.3 5.4 5.0 4.8 4.4

230 254 256 266 272

L/100km

6.1 8.7 8.8 9.2 9.7

CO2

RATING

159 204 207 216 224

8/10 8/10 8/10 8/10 8/10

CO2

RATING

215 215 173 173 223 209 228 79 79 261

7/10 7/10 8/10 7/10 7/10 7/10 8/10 7/10 7/10 8/10

EURO NCAP: n/a L: 468/470cm W: 192cm H: 162cm Boot: 500-1500 litres Fuel Tank: 60 / 65 / 75 litres

Cayenne

Patrol

Sporting SUV that’s extremely capable and now slightly better to look at and no longer has a ride that does bad things to your spine.

Built like a tank, drives like a tank, drinks like a tank.

3.0TD pick-up 3.0TD GL 4.8 GRX

PRICE

577 900 679 900 787 900

kW

Nm

110 110 190

371 380 420

0-100

km/h

n/a n/a 18.8 160 9.9 190

L/100km

CO2

RATING

10.9 289 10.8 287 17.7 424

6/10 7/10 7/10

EURO NCAP: • • • • L: 503/518cm W: 184/194cm H: 186cm Boot: 1 115 litres Fuel Tank: 135/175 litres

Cayenne Cayenne Platinum Edition diesel diesel Platinum Edition S S diesel GTS S e-hybrid S e-hybrid Platinum Edition turbo

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PRICE

kW

Nm

0-100

km/h

979 000 1 031 000 1 073 000 1 129 000 1 141 000 1 335 000 1 324 000 1 517 000 1 572 000 1 957 000

220 220 180 180 309 283 324 306e 306e 382

400 400 550 550 550 850 600 590e 590e 750

7.7 7.7 7.3 7.3 5.5 5.4 5.2 5.9 5.9 4.5

230 230 221 221 259 252 262 243 243 279

L/100km

9.2 9.2 6.6 6.6 9.5 8.0 9.8 3.4 3.4 11.2

december 2016 

117


turbo S

2 481 000

419

800

4.1

284

11.5

267

8/10

Panamera

84kW Dynamique 97kW turbo GT Line 97kW turbo GT Line auto 151kW GT

Fresh platform, bi-turbo engines, spectacular cabin and much less awful-looking. German autobahn stormers come no finer. 4S 4 e-hybrid turbo

PRICE

1 564 000 TBA 2 441 000

kW

Nm

0-100

324 550 340e 700e 404 770

km/h

4.4 289 4.6 278 3.8 306

L/100km

CO2

RATING

8.2 186 2.5 56 9.4 214

8/10 8/10 9/10

EURO NCAP: n/a L: 505cm W: 194cm H: 142cm Boot: 405/495 litres Fuel Tank: 75/80/90 litres

911

PRICE

kW

Nm

0-100

km/h

1 339 000 1 472 000 1 509 000 1 622 000 1 494 000 1 608 000 1 644 000 1 757 000 1 608 000 1 757 000 2 762 000 2 909 000 3 231 000 3 379 000

272 272 309 309 272 272 309 309 272 309 397 397 427 427

450 450 500 500 450 450 500 500 450 500 710 710 750 750

4.4 4.3 4.1 4.0 4.6 4.5 4.3 4.2 4.5 4.2 3.0 3.1 2.9 3.0

293 290 306 303 290 287 304 301 287 301 320 320 330 330

SMArT

PRICE

279 900 339 900 354 900 449 900

TopGear on Smart:

Best-yet execution of a flawed idea. We’ll have the cheaper,

kW

Nm

0-100

km/h

84 97 97 151

156 205 205 280

12.2 10.6 10.3 7.1

191 197 199 230

L/100km

6.4 5.3 5.4 6.0

CO2

RATING

144 119 122 134

6/10 7/10 7/10 7/10

EURO NCAP: n/a L: 436cm W: 181cm H: 145cm Boot: 384-434 litres Fuel Tank: 50 litres

Mégane coupé

L/100km

7.4 7.7 7.7 7.9 7.5 7.9 7.8 8.0 7.9 8.0 9.1 9.3 9.1 9.3

CO2

RATING

169 177 174 180 172 182 178 184 182 184 212 216 212 216

9/10 9/10 9/10 9/10 9/10 9/10 9/10 9/10 9/10 9/10 9/10 9/10 9/10 9/10

EURO NCAP: n/a L: 449cm W: 181cm H: 130cm Boot: 135 litres Fuel Tank: 64 / 68 litres

coupé 81kW Dynamique coupé 81kW Dynamique coupé 162kW turbo GT RS Trophy 275 RS Finale 275

PRICE

kW

Nm

0-100

km/h

291 900 291 900 389 900 489 900 489 900

81 97 162 201 201

151 225 340 360 360

10.5 9.7 7.6 6.0 6.0

190 200 240 255 255

L/100km

6.9 5.4 7.3 7.5 7.5

CO2

RATING

159 124 169 174 174

7/10 6/10 6/10 8/10 8/10

EURO NCAP: • • • • • L: 431cm W: 181cm H: 142cm Boot: 344 litres Fuel Tank: 60 litres

Kadjar

Heaps better than Renault’s last crack at a big crossover – the Koleos. Qashqai rival with genuine appeal. 96kW TCe Expression 96kW TCe Dynamique 96kW TCe Dynamique auto 81kW dCi Dynamique 81kW dCi Dynamique auto 96kW dCi Dynamique 4WD

PRICE

364 900 389 900 399 900 394 900 414 900 454 900

kW

96 96 96 81 81 96

Nm

0-100

205 205 205 260 260 320

10.4 10.4 11.0 12.2 12.0 10.7

km/h

189 189 189 180 179 188

  mechanically identical Twingo, thanks.

fortwo

A doddle to park, a delight around town, but what on earth was Smart thinking when it signed off the design? coupé base coupé passion coupé prime coupé proxy Brabus fortwo coupé

It’s lost the fat arse, which is A Good Thing. Build quality is much improved, pace and driving are above average, too.

Styling is evolutionary and cabin shared with Panamera, but this is Porsche proving it's the world's best sports car builder. Carrera coupé Carrera 4 coupé Carrera S coupé Carrera 4S coupé Carrera cabriolet Carrera 4 cabriolet Carrera S cabriolet Carrera 4S cabriolet targa 4 targa 4S turbo coupé turbo cabriolet turbo S coupé turbo S cabriolet

Mégane hatch

Beyond the C-design lights there’s a very comfy cabin and particular clever, first-in-class, four-wheel steer system too. GT an interesting q-car idea.

EURO NCAP: n/a L: 484cm W: 194cm H: 171cm Boot: 670/1780 litres Fuel Tank: 80 / 100 litres

L/100km

5.7 5.7 5.5 4.6 4.7 5.4

CO2

RATING

127 127 123 120 124 143

7/10 7/10 7/10 7/10 6/10 6/10

Still a pervading sense of flimsiness about Renaults. We hope the ageing RS Mégane isn’t the end of an era.

Sandero

Far prettier than before. Still spacious, indestructible and sold at a cheap price. PRICE

147 900 171 900 194 900

kW

66 66 66

Nm

135 135 135

11.1 11.1 11.1

km/h

175 175 168

L/100km

5.2 5.2 5.4

CO2

119 119 124

RATING

7/10 7/10 7/10

base passion prime proxy base auto passion auto prime auto proxy auto Brabus forfour

PRICE

179 900 199 400 210 900 212 400 210 400 229 900 241 400 242 900 313 300

kW

52 52 52 52 66 66 66 66 80

4.1 4.1 4.1 4.1 4.5

CO2

RATING

93 93 93 93 102

5/10 5/10 5/10 5/10 6/10

Nm

0-100

91 91 91 91 135 135 135 135 170

15.9 15.9 15.9 15.9 11.9 11.9 11.9 11.9 10.5

km/h

151 151 151 151 165 165 165 165 180

CO2

RATING

97 97 97 97 98 98 98 98 104

5/10 5/10 5/10 5/10 6/10 6/10 6/10 6/10 6/10

L/100km

4.2 4.2 4.2 4.2 4.2 4.2 4.2 4.2 4.6

EURO NCAP: n/a L: 350cm W: 167cm H: 156cm Boot: 185-975 litres Fuel Tank: 35 litres

PRICE

204 900 224 900 239 900 249 900 259 900 391 900

TopGear on Rolls-Royce:

Korando offers OK off-road performance, and little else. Has a mountain to climb if it wants to compete against the other Koreans SUVs.

kW

Nm

0-100

km/h

150 150 150 150 190 240

12.2 12.2 12.2 12.2 9.4 6.7

182 182 182 182 199 230

L/100km

4.5 4.5 4.5 4.5 5.2 6.3

CO2

RATING

105 105 105 105 120 144

7/10 7/10 7/10 7/10 6/10 8/10

EURO NCAP: • • • • • L: 406/409cm W: 173cm H: 145/143cm Boot: 300 litres Fuel Tank: 45 litres

Ghost Extended Wheelbase

kW

Nm

0-100

148 148 240 240

11.5 11.5 12.2 12.8

km/h

165 165 169 168

L/100km

7.6 7.6 4.8 5.2

CO2

RATING

177 177 127 135

7/10 7/10 7/10 7/10

Captur

PRICE

Wraith

kW

66 66 66 66 88

km/h

L/100km

CO2

RATING

14.0 327 14.1 329

8/10 8/10

PoA

kW

Nm

465

800

PRICE

PoA

Nm

0-100

135 135 220 220 190

12.9 12.9 13.1 13.1 10.9

km/h

171 171 171 171 192

Nm

780

L/100km

4.9 4.9 3.6 3.6 5.4

CO2

RATING

115 115 95 95 125

6/10 6/10 6/10 6/10 6/10

0-100

km/h

n/a 163

L/100km

7.5

CO2

175

RATING

3/10

0-100

km/h

4.6 250

L/100km

CO2

RATING

14.0 327

9/10

0-100

km/h

4.9 250

PRICE

289 995 309 995 359 995

kW

110 114 114

Nm

214 360 360

0-100

km/h

n/a 161 n/a 163 n/a 163

L/100km

CO2

RATING

12.4 293 7.4 196 7.5 199

2/10 2/10 2/10

L/100km

CO2

RATING

228 242

3/10 3/10

EURO NCAP: n/a L: 499cm W: 191cm H: 179cm Boot: n/a litres Fuel Tank: 75 litres

rexton W

It looks better. But the Rexton’s always been exceptionally aesthetically challenged, so it’s not saying much, now…

L/100km

CO2

RATING

14.2 330

8/10

PRICE

394 995 449 995

kW

121 121

Nm

340 340

0-100

km/h

n/a 177 n/a 170

8.6 9.0

EURO NCAP: n/a L: 476cm W: 190cm H: 184cm Boot: 1524 litres Fuel Tank: 80 litres

EURO NCAP: n/a L:529cm W: 195cm H: 150cm Boot: 295 litres Fuel Tank: 83 litres

SuBAru

Phantom

PRICE

PoA PoA PoA PoA

TopGear on Subaru:

kW

Nm

0-100

km/h

L/100km

CO2

RATING

338 338 338 338

720 720 720 720

5.9 6.1 5.8 5.8

240 240 250 240

14.8 14.9 14.8 14.8

347 349 347 347

9/10 9/10 9/10 9/10

EURO NCAP: n/a L: 584/609cm W: 199cm H: 164cm Boot: 460 litres Fuel Tank: 100 litres

EURO NCAP: n/a L: 412cm W: 178cm H: 157cm Boot: 377 litres Fuel Tank: 45 litres

 december 2016

kW

Nm

197

Actyon Sports

RX270XDi RX270XDi Deluxe

420

kW

110

Gets the vote along with the Fiat Multipla for being one of the ugliest vehicles ever made.

2.3 4x4 high 2.0D high 2.0D 4x4 Deluxe

EURO NCAP: n/a L:526cm W: 195cm H: 151cm Boot: 470 litres Fuel Tank: 83 litres

Phantom Extended Wheelbase Coupé Drophead Coupé

Renault’s take on Juke that’s, perhaps unsurprisingly, more style than substance. Get a Clio instead. PRICE

0-100

4.9 250 5.0 250

Luxury Brit land-yacht which manages to drive as well as it soothes. Opulence doesn’t come much better than this.

EURO NCAP: n/a L: 432cm W: 182cm H: 163cm Boot: 475/408 litres Fuel Tank: 50 litres

249 900 264 900 289 900 292 400 304 900

Nm

780 780

If the Grand Tourer still existed, this is how the aristocracy would get to Vienna. A majestic symbol of Britain.

Dawn 77 77 80 80

kW

420 420

324 995

EURO NCAP: n/a L: 441cm W: 183cm H: 168cm Boot: 486 litres Fuel Tank: 57 litres

Dawn

Duster

239 900 259 900 279 900 304 900

PRICE

PoA PoA

PRICE

2.0

A cut-price Rolls? Not really. Luxury still here by the decanter-load. And don't think it's ‘small’ – parking will still be a skilled process.

Roofless Wraith with 70% new surface componentry. Has more presence by itself than an entire motorcade.

Simple, tenacious, high riding cross-over hatch. Gets us fizzing properly. PRICE

Korando

Wheeled pleasure-yachts that’ve seen off the challenge of Maybach, and offer more charm than Bentley.

Wraith

70 70 70 70 88 147

Still mired where the rest of the Koreans languished decades ago. Very cheap, for very good reason.

rollS-royCe

Clio

118

L/100km

forfour

EURO NCAP: n/a L: 540/557cm W: 195cm H: 155cm Boot: 490 litres Fuel Tank: 83 litres

A return to form for Renault. Clio 4 is good-looking and drives well. Just avoid the gutless lower-powered 55kW one.

66kW turbo Expression 66kW turbo Dynamique 66kW dCi Dynamique 66kW dCi Dynamique Sunset 88kW turbo Dynamique auto

km/h

151 151 151 151 165

SSAnGyonG

Ghost

0-100

EURO NCAP: n/a L: 406cm W: 173cm H: 153/156cm Boot: 292 litres Fuel Tank: 50 litres

1.6 Expression 1.6 Dynamique 1.5dCi Dynamique 1.5dCi Dynamique 4WD

0-100

14.4 14.4 14.4 14.4 9.5

TopGear on SsangYong:

TopGear on Renault:

66kW turbo Blaze 66kW turbo Expression 66kW turbo Dynamique 66kW turbo GT-Line 88kW turbo Expression auto RS 200 Cup

Nm

91 91 91 91 170

Same front end as the car above. Concerning. Otherwise, it's a decent city car. But your eyes hurt.

renAulT

66kW turbo Expression 66kW turbo Dynamique Stepway 66kW turbo

kW

52 52 52 52 80

EURO NCAP: n/a L: 270cm W: 166cm H: 156cm Boot: 260-350 litres Fuel Tank: 35 litres

EURO NCAP: n/a L: 445cm W: 184cm H: 161cm Boot: 370 litres Fuel Tank: 65 litres

PRICE

174 900 194 400 203 400 207 400 308 200

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Ex-WRC legend rebuilding its brand with chunky, rugged 4x4s. Rally heritage lives on in old-skool WRX.

XV

Can't afford a design team?

2.0i 2.0i auto 2.0i-S auto

PRICE

360 000 381 000 419 000

kW

110 110 110

Nm

196 196 196

0-100

km/h

10.5 187 10.7 187 10.7 187

EURO NCAP: n/a L: 445cm W: 178cm H: 162cm Boot: 310 litres Fuel Tank: 60 litres

L/100km

8.0 7.9 7.9

CO2

RATING

189 187 187

5/10 5/10 5/10


Forester

Ciaz

Lacks school run glam, but that's not the point this is rugged transport. Pity the 177kW XT Turbo is so ignorable. 2.0 X 2.5 X 2.5 XS 2.5 XS Premium 2.0 XT

PRICE

389 000 429 000 475 000 536 000 597 000

kW

Nm

0-100

110 126 126 126 177

198 235 235 235 350

10.6 9.9 9.9 9.9 7.5

km/h

190 196 196 196 210

L/100km

7.2 8.1 8.1 8.1 8.5

CO2

RATING

168 187 187 187 197

6/10 5/10 5/10 5/10 6/10

EURO NCAP: • • • • • L: 460cm W: 180cm H: 174cm Boot: 505-1564/488-1557 litres Fuel Tank: 60 litres

2.5i-S Premium 3.6 R-S Premium

550 000 617 000

Nm

129 191

235 350

0-100

km/h

10.2 n/a 7.6 n/a

L/100km

7.3 9.9

CO2

RATING

167 230

5/10 5/10

EURO NCAP: n/a L: 482cm W: 184cm H: 168cm Boot: 512-1801 litres Fuel Tank: 60 litres

3.6 R-S Premium

595 000

191

Nm

0-100

350

7.2

km/h

n/a

L/100km

9.9

CO2

RATING

230

5/10

EURO NCAP: n/a L: 480cm W: 184cm H: 150cm Boot: 506 litres Fuel Tank: 60 litres

PRICE

539 000 559 000 719 000

PRICE

1.3 1.3 auto

L/100km

5.4 5.4 5.5

CO2

RATING

125 125 131

5/10 5/10 5/10

251 900 269 900

kW

Nm

63 63

110 110

1.6 GL 1.6 GL+ 1.6 GL+ auto 1.6 GL+ AllGrip 1.6 GLX auto 1.6 GLX AllGrip

PRICE

261 900 295 900 313 900 319 900 329 900 348 900

Nm

350 350 407

0-100

km/h

6.0 240 6.3 240 5.2 255

L/100km

CO2

RATING

9.2 213 8.6 199 10.4 242

6/10 6/10 8/10

TopGear on Suzuki:

0-100

km/h

14.1 140 17.2 135

L/100km

7.2 7.6

CO2

171 181

PRICE

129 900 146 500 159 900

kW

50 50 50

Nm

90 90 90

0-100

km/h

14.0 155 14.0 155 14.0 155

L/100km

6/10 6/10

4.7 4.7 4.6

RATING

110 110 108

5/10 5/10 5/10

2.4 Dune 2.4 Dune auto 2.4 Summit 2.4 Summit auto

Swift

Nm

151 151 151 151 151 151

0-100

11.5 11.5 n/a 12.0 n/a 12.0

km/h

180 180 n/a 180 n/a 180

L/100km

5.8 5.8 6.0 5.8 6.0 6.2

CO2

RATING

136 136 139 136 139 145

7/10 7/10 7/10 7/10 7/10 7/10

kW

Nm

0-100

113 113 113 113 113 113 130 130 160

12.6 12.6 n/a 12.6 12.6 n/a 10.9 12.3 8.7

km/h

160 160 160 160 160 160 170 165 195

L/100km

5.2 5.2 5.9 5.3 5.3 5.8 5.5 6.2 6.5

CO2

RATING

124 124 140 126 126 137 132 147 153

5/10 5/10 6/10 5/10 5/10 5/10 6/10 6/10 7/10

PRICE

282 900 313 900 336 900 337 900 359 900

kW

86 86 86 86 86

Nm

0-100

156 156 156 156 156

11.0 11.0 12.4 12.0 13.5

km/h

179 179 169 174 164

L/100km

5.8 5.8 5.8 6.2 6.2

CO2

RATING

137 137 137 146 146

5/10 6/10 6/10 6/10 6/10

1.4 GA 1.4 GL 1.4 GL auto

PRICE

189 900 215 900 231 900

kW

70 70 70

Nm

0-100

km/h

n/a n/a n/a n/a n/a n/a

EURO NCAP: n/a L: 367cm W: 165cm H: 171cm Boot: 113/286 litres Fuel Tank: 40 litres

L/100km

6.2 6.2 6.2

CO2

147 147 147

RATING

5/10 5/10 4/10

3/10 3/10 3/10 3/10

kW

66 66

Nm

116 116

0-100

km/h

13.5 155 13.5 155

L/100km

6.4 6.4

CO2

RATING

151 151

3/10 3/10

PRICE

162 995 199 995 219 995 267 995 269 995 279 995 309 995

kW

85 85 110 110 110 110 110

Nm

0-100

300 300 320 320 320 320 320

n/a n/a n/a n/a n/a n/a n/a

km/h

143 143 160 160 160 160 160

L/100km

CO2

RATING

10.0 10.0 9.0 9.0 9.0 9.0 n/a

264 264 260 260 260 260 n/a

4/10 4/10 4/10 4/10 4/10 4/10 4/10

PRICE

361 900 376 900 431 900 447 900

TopGear on Toyota:

Maker of many boring things. And the 86. Which is so good, it almost

  makes up for the rest of the range.

Aygo

A Citroën C1 with added face fungus. Cheaper than VW up! and good around town.

kW

Nm

0-100

122 122 122 122

225 225 225 225

11.7 12.0 11.7 12.0

km/h

180 170 180 170

L/100km

8.9 9.9 8.9 9.9

CO2

RATING

212 234 212 234

3/10 4/10 5/10 4/10

PRICE

kW

PRICE

134 995 154 995

kW

55 66

km/h

L/100km

CO2

RATING

4.4 102 4.4 102

6/10 6/10

L/100km

etios

PRICE

163 900 172 600 172 200 180 500 194 300

kW

66 66 66 66 66

Nm

0-100

km/h

132 132 132 132 132

11.3 11.3 11.3 11.3 11.3

165 165 165 165 165

6.0 6.0 5.9 5.9 6.0

CO2

RATING

138 138 136 136 138

3/10 3/10 3/10 3/10 4/10

yaris

110 110

0-100

km/h

12.8 155 12.8 155

L/100km

7.4 7.4

CO2

RATING

168 168

2/10 2/10

EURO NCAP: n/a L: 368cm W: 167cm H: 149cm Boot: 610 litres Fuel Tank: 37 litres

1.4 Ini Bounce 1.4 Ignis

0-100

14.2 160 14.2 160

A key car for Toyota in Europe. the engine choice is reasonable, the Hybrid is OK, but it's not as clever as it used to be. Nm

55 55

Nm

95 95

EURO NCAP: n/a L: 378/427cm W: 170cm H: 151cm Boot: 251/595 litres Fuel Tank: 45 litres

indica

118 995 122 995

kW

51 51

An Indian-built, reincarnated Tazz, with a willing, unsophisticated and unbreakable engine. Horrid design. hatch 1.5 Xi hatch 1.5 Xs sedan 1.5 Xi sedan 1.5 Xs Cross 1.5 Xs

Nothing quite says ‘I'm poor’ like driving an Indica. Cheap and light-years from cheerful.

1.4 LGi 1.4 LGi Sport

PRICE

157 600 160 000

EURO NCAP: n/a L: 346cm W: 162cm H: 146cm Boot: 168 litres Fuel Tank: 35 litres

1.0 1.3 1.3 auto Hybrid

PRICE

kW

Nm

0-100

km/h

190 400 220 000 232 600 304 000

51 73 73 74e

95 125 125 111+e

15.3 11.7 12.6 11.8

155 175 175 165

L/100km

CO2

RATING

117 131 127 82

6/10 6/10 6/10 6/10

CO2

RATING

6.6 157 6.3 150 6.6 157

4/10 4/10 4/10

5.0 5.6 5.5 3.6

EURO NCAP: n/a L: 389cm W: 170cm H: 151cm Boot: 347/768 litres Fuel Tank: 42 litres

Oh, what's this? Max my Indica? At this price you can do a LOT better.

130 130 130

RATING

ToyoTA

1.0 1.0 X-play

Vista

ertiga

156 995 177 995

3.0L Fleetline 3.0L DLE double cab XT 2.2L XT 2.2L 4x4 XT 2.2L double cab XT 2.2L double cab Evolve XT 2.2L double cab 4x4

Conceived in a country where the traffic is designed to kill you, for people who have only recently upgraded from scooters.

EURO NCAP: • • • • L: 385cm W: 170cm H: 151cm Boot: 213/562 litres Fuel Tank: 45 litres

Think of it as Suzuki’s rival to the Toyota Avanza and you’ve got it. But do you want it?

PRICE

1.4 Ini 1.4 Ignis

TopGear on Tata:

63 63 63 63 63 63 70 70 100

CO2

154 154 154 154

EURO NCAP: n/a L: 480/513cm W: 186cm H: 177cm Boot: n/a litres Fuel Tank: 65 litres

TATA

By not trying too hard, this no-nonsense supermini succeeds in being really rather good. PRICE

6.5 6.5 6.5 6.5

Xenon

EURO NCAP: • • • • L: 450cm W: 181cm H: 170cm Boot: 398/758 litres Fuel Tank: 66 litres

EURO NCAP: n/a L: 360cm W: 160cm H: 156cm Boot: 235-1034 litres Fuel Tank: 35 litres

153 900 167 900 184 900 149 900 164 300 181 800 222 900 239 900 264 900

L/100km

EURO NCAP: n/a L: 441cm W: 170cm H: 155cm Boot: 460 litres Fuel Tank: 44 litres

Grand Vitara

CO2

km/h

n/a n/a n/a n/a

RATING

Looks like an off-roader but doesn’t go like one, or feel as well-built as it should. Would rarely top your shopping list. Low range helps, though.

Celerio

0-100

n/a n/a n/a n/a

Manza

EURO NCAP: n/a L: 430cm W: 177cm H: 159cm Boot: 430-1269 litres Fuel Tank: 47 litres

Alto replacement has a bigger boot, 3Nm more and an auto option for those of weak left hip. Big in India.

Nm

140 140 140 140

All new take on Suzuki’s tenacious tyke. Pricy now.

1.6 GL 1.6 GLX 1.6 GLX auto 1.6 GLX AllGrip 1.6 GLX AllGrip auto

Jimny and Swift Sport the only character highlights from a brand desperately in need of turbocharging.

kW

66 66 66 66

Four-door transport from the sub-continent. Says it all, really. No free cricket paraphernalia included.

SX4

kW

197 197 221

PRICE

157 995 167 995 167 995 177 995

A bit more flash than a Mahindra Scorpio Pik-Up and might just get you laid in Mumbai.

kW

86 86 86 86 86 86

hatch 1.2T XMS hatch 1.2T XT sedan 1.2T XMS sedan 1.2T XT

EURO NCAP: n/a L: 383/400cm W: 170cm H: 157cm Boot: 210/360 litres Fuel Tank: 44 litres

EURO NCAP: n/a L: 367cm W: 165cm H: 171cm Boot: 113/286 litres Fuel Tank: 40 litres

SuzuKi

DZire sedan 1.2 GA DZire sedan 1.2 GL DZire sedan 1.2 GL auto hatch 1.2 GA hatch 1.2 GL hatch 1.2 GL auto hatch 1.4 GLS hatch 1.4 GLS auto hatch 1.6 Sport

km/h

EURO NCAP: n/a L: 418cm W: 178cm H: 161cm Boot: 375-1120 litres Fuel Tank: 47 litres

EURO NCAP: n/a L: 460cm W: 180cm H: 148cm Boot: 460 litres Fuel Tank: 60 litres

1.0 GA 1.0 GL 1.0 GL auto

0-100

n/a n/a n/a n/a n/a n/a

EURO NCAP: n/a L: 449cm W: 173cm H: 148cm Boot: 495 litres Fuel Tank: 43 litres

WrX

Now that the Evo is dead, the WRX grows up and becomes a lot easier to live with. Boy racers everywhere throw a tantrum. WRX Premium WRX Premium auto WRX STI Premium

Nm

130 130 130

Vitara

Heroically pointless. Naturally aspirated 3.6-litre flat-six has novelty appeal for those too poor to afford any of the 911s. kW

kW

70 70 70

This one caught us rather by surprise. Vitara is a perfectly good alternative to Qashqai or Juke. Well done, Suzuki.

legacy

PRICE

PRICE

199 900 224 900 239 900

Jimny

More of the unfashionable same from Subaru, but that’s what the owners love. New one is handily sized, very capable. kW

1.4 GL 1.4 GLX 1.4 GLX auto

Ambitious, though ironic, name for a 66kW hatch. Part of Tata’s Falcon development programme. Best wait for the Eagle version.

They still make this? Mini ‘jeep’ is a throwback to the ’90s. Rather capable, mind you.

outback

PRICE

Bolt

It’s a bit bigger than a Swift sedan, but then that’s not saying much. And then there’s the silly name. Move along.

Corolla Quest

Nm

114 116

0-100

km/h

14.0 150 13.5 155

EURO NCAP: n/a L: 380cm W: 170cm H: 155cm Boot: n/a litres Fuel Tank: 44 litres

L/100km

6.7 6.7

CO2

RATING

159 157

3/10 3/10

Here is last year’s Corolla for B-segment money. Smart.

1.6 1.6 auto 1.6 Plus

PRICE

208 500 224 400 224 900

kW

90 90 90

Nm

154 154 154

0-100

km/h

10.5 195 11.1 185 10.5 195

L/100km

EURO NCAP: n/a L: 455cm W: 176cm H: 147cm Boot: 450 litres Fuel Tank: 55 litres

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december 2016 

119


2.2D-4D AWD VX 2.5 AWD VX

Avanza

Seven-seat cardboard box on wheels. Like an East German weightlifter – not pretty, but effective.

1.3 S 1.3 SX 1.5 SX 1.5 SX auto 1.5 TX

PRICE

219 100 235 900 243 100 261 600 277 100

kW

70 70 77 77 77

110 132

340 233

n/a n/a n/a n/a

6.5 172 8.5 198

7/10 7/10

Nm

0-100

121 121 137 137 137

n/a n/a n/a n/a n/a

km/h

n/a n/a n/a n/a n/a

L/100km

6.1 6.1 6.3 6.7 6.3

CO2

RATING

145 145 150 160 150

3/10 3/10 3/10 3/10 3/10

Prius

PRICE

455 300

kW

Nm

Corolla

New Corolla is a return to form for Toyota. Funnish. Capable. The return of the white-collar king. PRICE

kW

Nm

0-100

km/h

73 73 66 66 90 90 90 90 103 103 103

128 128 205 205 154 154 154 154 173 173 173

12.6 12.6 12.5 12.5 10.5 10.5 11.1 10.5 n/a n/a 10.2

180 180 180 180 195 195 185 195 n/a n/a 195

L/100km

6.0 6.0 4.5 4.5 6.6 6.6 6.3 6.6 7.0 7.0 6.4

CO2

RATING

139 139 119 119 157 157 150 157 165 165 152

5/10 5/10 6/10 6/10 5/10 5/10 5/10 5/10 6/10 6/10 6/10

0-100

km/h

90e 142+e 10.6 180

L/100km

3.7

CO2

87

RATING

5/10

Hilux based five-door wagon now with multilink rear suspension and modern drivetrain bits. Odd inside but remains crushingly capable. 2.7 auto 2.4GD-6 2.4GD-6 auto 2.8GD-6 2.8GD-6 auto 2.8GD-6 4x4 2.8GD-6 4x4 auto 4.0 V6 4x4

PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

438 000 454 000 471 800 535 800 554 400 596 100 614 800 660 600

122 110 110 130 130 130 130 175

245 400 400 420 450 420 450 376

12.4 13.2 12.7 11.2 10.8 11.2 10.8 9.4

175 175 170 180 180 180 180 180

10.5 7.0 7.9 7.5 8.0 7.8 8.5 12.0

247 184 208 196 212 204 224 277

6/10 7/10 7/10 7/10 7/10 8/10 8/10 6/10

EURO NCAP: n/a L: 480cm W: 186cm H: 184cm Boot: n/a litres Fuel Tank: 80 litres

EURO NCAP: n/a L: 462cm W: 176cm H: 147cm Boot: 452 litres Fuel Tank: 55 litres

Land Cruiser 70 Series

Auris

It's a tank in every conceivable way, and that's why we love it. Truly capable and indestructible.

Many still yearn for a spiritual successor to the RunX. New is Auris better than the previous one. Looks sharper but lacks identity. 1.3 X 1.6 Xi 1.6 XS 1.6 XR 1.6 XR auto Hybrid XR

PRICE

kW

Nm

0-100

km/h

267 000 297 300 310 200 343 400 360 000 411 500

73 97 97 97 97 100e

128 160 160 160 160 142+e

12.6 10.0 10.0 10.0 10.8 10.9

175 200 200 200 195 n/a

L/100km

5.8 6.2 6.2 6.2 6.0 3.9

CO2

RATING

134 145 145 145 138 91

5/10 5/10 5/10 5/10 5/10 6/10

EURO NCAP: n/a L: 428cm W: 176cm H: 146cm Boot: 360 litres Fuel Tank: 45 / 50 litres

86

PRICE

434 100 488 400 512 900

kW

Nm

147 147 147

205 205 205

0-100

km/h

7.6 226 7.6 226 8.2 210

L/100km

7.8 7.8 7.1

CO2

RATING

181 181 164

9/10 9/10 9/10

PRICE

kW

Nm

0-100

km/h

239 600 272 100 332 700 343 200 406 100 400 700 395 500 456 300

102 110 122 110 110 110 130 130

183 343 245 400 400 400 420 420

12.0 12.4 12.1 13.2 13.2 13.2 11.2 11.2

170 175 180 175 175 175 180 175

354 800 430 000 492 900

110 130 130

400 420 420

385 800 442 700 468 800 462 500 490 700 508 500 554 600 573 500 527 400 621 600

122 110 110 110 130 130 130 130 175 175

245 400 400 400 420 450 420 450 376 376

CO2

RATING

n/a n/a n/a n/a n/a n/a n/a n/a

7/10 7/10 7/10 8/10 8/10 8/10 8/10 8/10

13.2 175 11.2 180 11.2 175

n/a n/a n/a n/a n/a n/a

8/10 8/10 8/10

12.1 13.2 13.2 13.2 11.2 10.8 11.2 10.8 9.4 9.4

10.6 7.1 7.3 7.3 7.6 8.0 7.6 8.5 11.7 11.7

7/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10 7/10 7/10

180 175 170 170 180 175 180 175 180 180

L/100km

n/a n/a n/a n/a n/a n/a n/a n/a

253 187 190 190 198 210 199 224 279 279

EURO NCAP: n/a L: 514/526cm W: 176/184cm H: 172/186cm Boot: n/a litres

L/100km

CO2

RATING

n/a n/a 11.6 13.6 13.0 11.6 11.6

n/a n/a 306 320 343 306 306

6/10 7/10 8/10 7/10 7/10 8/10 8/10

EURO NCAP: n/a L: 476/499/501cm W: 177/187cm H: 194/211cm Boot: n/a litres Fuel Tank: 130/180 litres

FJ Cruiser

PRICE

kW

Nm

0-100

613 400

200

380

7.6

km/h

175

L/100km

11.4

CO2

RATING

267

6/10

EURO NCAP: n/a L: 467cm W: 191cm H: 183cm Boot: 990 litres Fuel Tank: 159 litres

Nm

107 107 110

187 187 340

 december 2016

PRICE

kW

Nm

797 900 908 500 911 100

120 202 120

400 381 400

0-100

km/h

11.7 175 10.9 180 11.7 175

L/100km

8.5 11.5 8.5

CO2

RATING

226 266 226

6/10 6/10 6/10

PRICE

0-100

km/h

n/a n/a n/a n/a n/a n/a

L/100km

CO2

RATING

7.7 179 7.4 173 5.6 149

6/10 6/10 7/10

8/10 8/10

PRICE

169 900 181 900 179 500 195 500 187 300 197 700 202 100 202 100 181 100 190 000 206 000 197 700 206 100

kW

55 63 63 63 63 77 77 77 55 63 63 77 77

Nm

0-100

132 132 132 132 132 155 155 155 132 132 132 155 155

12.9 12.2 12.2 17.5 12.2 10.6 10.6 10.6 12.9 12.2 17.5 10.6 10.6

km/h

171 177 177 174 177 187 187 187 171 177 174 187 187

L/100km

6.2 6.2 6.2 6.9 6.2 6.6 6.6 6.6 6.2 6.2 6.9 6.6 6.6

CO2

RATING

147 147 147 163 147 156 157 157 147 147 163 156 156

5/10 5/10 5/10 5/10 5/10 5/10 4/10 5/10 5/10 5/10 5/10 5/10 5/10

Polo

It’s the Golf’s mini-me – safe and solid, but lacking soul. But what do you want: party tricks, or something sensible to take to the shops? sedan 1.4 Trendline sedan 1.4 Comfortline sedan 1.6 Trendline sedan 1.6 Comfortline sedan 1.6 Comfortline auto sedan 1.5TDI Comfortline hatch 1.2TSI Trendline hatch 1.2TSI Comfortline hatch 1.2TSI Beats hatch 1.2TSI Highline hatch 1.2TSI Highline auto hatch 1.0TSI BlueMotion hatch 1.4TDI Trendline hatch 1.4TDI Highline CrossPolo 1.2TSI CrossPolo 1.4TDI GTI GTI auto

PRICE

215 700 237 400 233 600 252 100 268 100 283 400 221 100 246 700 260 700 269 400 285 400 256 900 247 300 279 000 277 900 287 500 350 900 366 900

kW

Nm

0-100

km/h

63 63 77 77 77 81 66 66 66 81 81 70 55 77 81 77 141 141

132 132 155 155 155 250 160 160 160 175 175 160 210 250 175 250 320 250

12.8 12.8 11.1 11.1 12.3 11.2 10.8 10.8 10.8 9.3 9.3 10.5 12.9 9.9 9.8 10.5 6.7 6.7

178 178 190 190 187 186 184 184 184 196 196 191 173 194 190 187 236 236

L/100km

5.9 5.9 6.0 6.0 6.5 4.9 4.9 4.9 4.9 5.1 5.1 4.2 4.1 4.1 5.3 4.2 6.0 5.6

CO2

RATING

139 139 143 143 154 128 117 117 117 120 122 97 108 108 125 111 139 129

6/10 6/10 6/10 6/10 6/10 6/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 7/10 6/10 6/10 7/10 7/10

Jetta

Apologies, we’re struggling to stay awake with this one. The Jetta is VW’s Golf-based saloon, and is so boring it makes PWC’s AGM look interesting. 1.6 Conceptline 1.2TSI Trendline 1.4TSI Trendline 1.4TSI Comfortline 1.4TSI Comfortline auto 1.4TSI Highline auto 1.6TDI Comfortline 1.6TDI Comfortline auto 2.0TDI Highline auto

PRICE

kW

Nm

0-100

km/h

263 500 297 700 317 600 333 600 349 600 375 700 350 800 366 800 412 100

77 77 92 92 92 110 77 77 103

153 175 200 200 200 250 250 250 320

11.7 10.7 9.6 9.6 9.6 8.6 11.7 11.7 9.5

190 194 206 206 206 220 190 190 208

L/100km

6.8 5.1 5.4 5.4 5.2 5.2 4.5 4.7 5.3

CO2

RATING

162 117 125 125 119 119 119 123 138

5/10 5/10 5/10 5/10 5/10 5/10 5/10 5/10 5/10

CO2

RATING

123 123 129 122 128

5/10 5/10 5/10 5/10 5/10

Beetle

Land Cruiser 200

966 100 1 297 700

109 106

EURO NCAP: n/a L: 464cm W: 177cm H: 148cm Boot: 510 litres Fuel Tank: 55 litres

A sportier Beetle? Does that make this a cockroach? Never mind, the retro VW now has a smattering of driving appeal.

This is the South African farmer's S-Class.

4.5D-4D V8 GX 4.5D-4D V8 VX

4.7 4.6

EURO NCAP: • • • • • L: 392/412cm W: 165cm H: 147/150cm Boot: 635/737 litres Fuel Tank: 45 litres

EURO NCAP: n/a L: 493cm W: 189cm H: 188cm Boot: 974 litres Fuel Tank: 150 litres

kW

Nm

173 173

615 615

0-100

km/h

8.6 210 8.6 210

L/100km

CO2

RATING

10.3 273 10.3 273

7/10 7/10

EURO NCAP: n/a L: 499cm W: 198cm H: 197cm Boot: 1276 litres Fuel Tank: 138 litres

1.2TSI Design 1.2TSI Club 1.4TSI Sport 1.4TSI Sport auto Dune 1.4TSI

PRICE

318 900 330 750 391 400 407 400 424 500

kW

77 77 110 110 110

Nm

0-100

km/h

175 175 250 250 250

10.9 10.9 8.7 8.7 8.8

180 180 203 203 200

L/100km

5.3 5.3 5.6 5.3 5.5

EURO NCAP: n/a L: 428cm W: 181/182cm H: 149/150cm Boot: 310/905 litres Fuel Tank: 55 litres

VoLkSwAgen

golf

TopGear on Volkswagen:

The best, done better than ever. You need no other hatchback. So don't waste your time looking, spend it haggling with the salesman instead.

Quietly brilliant, thoroughly deserving of every accolade chucked its way. Up and Golf particular highlights.

up!

RAV4

kW

3.0DT TX 4.0 VX 3.0DT VX

14.2 167 13.2 171

EURO NCAP: • • • • • L: 397/438cm W: 168/170cm H: 146/149cm Boot: 454/952 litres Fuel Tank: 45/55 litres

Finally a VW city car you want to own. Neat styling and packaging to shame Ikea's finest, we like the up! A lot.

The latest RAV4 is crisper and sharper than before. But it's still not as funky as it used to be. Where did the fun go, Toyota? 367 000 379 500 459 000

km/h

165 140 160 165 140 160 160

Equally happy in the hands of both retired farmers and desperate housewives. An odd match if ever there was one.

Hilux

2.0 GX 2.0 GX auto 2.2D-4D AWD GX

0-100

12.6 18.0 n/a 12.6 18.0 n/a n/a

Land Cruiser Prado

A decade in the making, Toyota’s most iconic product doesn’t disappoint. Ranger rivalry now more intense than ever.

PRICE

Nm

360 285 430 360 285 430 430

hatch 1.4 Conceptline hatch 1.4 Street hatch 1.4 Trendline hatch 1.4 Trendline auto hatch 1.4 Storm hatch 1.6 Comfortline hatch 1.6 GTS Maxx 1.6 sedan 1.4 Conceptline sedan 1.4 Trendline sedan 1.4 Trendline auto sedan 1.6 Trendline sedan 1.6 Comfortline

Old school meets new world in a retro-modern remake. Pity about the zero-option engine and transmission.

EURO NCAP: n/a L: 424cm W: 178cm H: 129cm Boot: 243 litres Fuel Tank: 50 litres

2.0 2.4GD 2.7 SRX 2.4GD-6 SRX 2.4GD-6 4x4 SRX 2.4GD-6 4x4 SR 2.8GD-6 Raider 2.8GD-6 4x4 Raider Xtra cab 2.4GD-6 SRX 2.8GD-6 Raider 2.8GD-6 4x4 Raider double cab 2.7 SRX 2.4GD-6 SRX 2.4GD-6 4x4 SRX 2.4GD-6 4x4 SR 2.8GD-6 Raider 2.8GD-6 Raider auto 2.8GD-6 4x4 Raider 2.8GD-6 4x4 Raider auto 4.0 V6 Raider 4.0 V6 4x4 Raider

kW

170 96 151 170 96 151 151

FJ Cruiser

The best Toyota in donkeys (with a nod of thanks to Subaru). Light and lithe coupe proves that 147kW will suffice. 2.0 standard 2.0 high 2.0 high auto

PRICE

79 4.0 V6 548 900 79 4.2D 583 900 79 4.5D-4D LX V8 668 100 79 4.0 V6 double cab 620 700 79 4.2D double cab 651 000 79 4.5D-4D LX V8 double cab 731 100 76 4.5D-4D LX V8 station wagon 747 700

95 95

VW's take on the sub-compact market. Brand equity beats value and spec. Consider carefully before signing.

Fortuner

258 200 278 100 291 100 304 200 271 400 288 800 302 000 299 500 300 900 325 800 338 900

55 55

Polo Vivo

It looks totally bizarre, but the weird styling conceals a well-resolved hybrid. Note the economy: who needs a diesel? Hybrid

185 500 189 100

EURO NCAP: • • • • • L: 354/356cm W: 164cm H: 149/152cm Boot: 251 litres Fuel Tank: 35 litres

EURO NCAP: n/a L: 454cm W: 176cm H: 149cm Boot: 502 litres Fuel Tank: 43 litres

1.3 Esteem 1.3 Prestige 1.4D-4D Esteem 1.4D-4D Prestige 1.6 Esteem 1.6 Prestige 1.6 Prestige auto 1.6 Sprinter 1.8 Prestige 1.8 Exclusive 1.8 Exclusive auto

cross up! 5-door 1.0 colour up! 5-door 1.0

EURO NCAP: n/a L: 434cm W: 182cm H: 169cm Boot: 586/1 469 litres Fuel Tank: 57 litres

EURO NCAP: n/a L: 412cm W: 166cm H: 170cm Boot: 899 litres Fuel Tank: 45 litres

12 0

547 000 513 000

take up! 3-door 1.0 take up! 5-door 1.0 move up! 3-door 1.0 move up! 5-door 1.0 club up! 3-door 1.0

PRICE

156 600 160 400 163 700 167 500 172 450

J facebook.com/topgearmagazinesa

kW

55 55 55 55 55

Nm

95 95 95 95 95

0-100

13.2 13.2 13.2 13.2 13.2

km/h

171 171 171 171 171

L/100km

4.6 4.6 4.6 4.6 4.6

CO2

RATING

106 106 106 106 106

8/10 8/10 8/10 8/10 7/10

1.2TSI Trendline 1.4TSI Trendline 1.4TSI Comfortline 1.4TSI Comfortline auto 1.4TSI Highline 2.0TDI Comfortline 2.0TDI Highline GTI GTI auto GTI Clubsport

PRICE

309 500 327 300 337 100 353 100 374 700 373 800 432 700 469 500 485 500 544 740

kW

Nm

0-100

km/h

81 92 92 92 110 81 110 162 162 195

175 200 200 200 250 250 320 350 350 350

9.9 9.1 9.1 9.1 8.2 10.5 8.6 6.5 6.5 5.9

195 204 204 204 216 190 212 246 244 249

L/100km

4.9 5.2 5.2 5.0 5.2 4.6 4.5 6.0 6.4 7.0

CO2

RATING

114 120 120 119 120 120 119 139 148 160

8/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10 8/10


R R auto

581 800 597 800

206 206

380 380

5.2 250 5.0 250

7.1 6.9

165 159

8/10 7/10

EURO NCAP: N/A L: 426cm W: 178/180cm H: 141/145cm Boot: 250/380 litres Fuel Tank: 50/55 litres

Passat

PRICE

Here, unlike elsewhere in the Volkswagen universe, SV does not stand for Super Veloce. More like Slightly Voluminous. PRICE

330 400 355 800 371 800 390 000 406 000

kW

81 92 92 81 81

Nm

0-100

km/h

175 200 200 250 250

10.7 9.9 9.9 10.5 10.5

192 200 200 190 190

L/100km

5.1 5.4 5.2 4.8 5.3

CO2

RATING

117 125 121 124 138

6/10 6/10 6/10 7/10 7/10

EURO NCAP: n/a L: 434cm W: 181cm H: 158cm Boot: 500 litres Fuel Tank: 50 litres

Caddy

Kombi on 2/3rds scale. Needs all-wheel drive and 188kW Golf R engine to maximise its potential. Really, Caddy R must happen. We’re waiting. 2.0TDI Trendline Alltrack 2.0TDI Alltrack 2.0TDI auto Maxi 2.0TDI Trendline Maxi 2.0TDI Trendline auto

PRICE

kW

Nm

0-100

km/h

382 800 397 900 430 100 403 200 434 900

81 81 103 81 103

250 250 320 250 320

12.4 12.4 10.6 12.8 10.9

170 170 186 170 186

L/100km

5.7 5.7 6.2 5.8 6.3

CO2

RATING

149 149 166 152 166

5/10 5/10 5/10 5/10 5/10

Transporter

The ‘other’ VW bakkie range.

PRICE

kW

Nm

0-100

km/h

322 900 361 800 409 600 444 600

75 75 103 132

250 250 340 400

15.2 15.9 13.5 10.2

141 144 155 175

L/100km

7.9 7.9 8.3 8.4

CO2

RATING

208 208 219 221

5/10 5/10 5/10 5/10

EURO NCAP: n/a L: 550cm W: 199cm H: 195/196cm Boot: n/a litres Fuel Tank: 80 litres

CO2

RATING

220 5.2 121 232 5.8 130 246 6.2 143 H: 146cm

km/h

L/100km

7/10 8/10 8/10

kW

Nm

0-100

km/h

103 103 103 132 103 132

340 340 340 400 340 400

13.2 13.4 13.2 10.3 13.4 10.3

162 160 162 183 160 183

103 103 132 132 132 132 132

340 340 400 420 400 420 420

13.5 13.7 10.3 10.6 10.6 10.9 10.9

163 161 184 180 183 179 179

L/100km

CO2

RATING

7.6 7.7 7.6 7.9 7.7 8.0

199 203 199 208 203 211

6/10 6/10 6/10 6/10 6/10 6/10

7.6 7.7 7.9 8.2 8.0 8.3 8.3

199 203 208 216 211 219 219

6/10 6/10 7/10 7/10 7/10 7/10 7/10

EURO NCAP: n/a L: 518/525cm W: 194cm H: 183cm Boot: n/a litres Fuel Tank: 80 litres

CC

CC has dropped the Passat name, but not the underpinnings. Cheap, able alternative to the Merc CLS. 1.8TSI 2.0TSI 2.0TDI 3.6 V6 4Motion

PRICE

kW

Nm

0-100

km/h

439 700 485 400 487 100 572 000

118 155 130 220

250 280 380 350

8.5 7.3 8.4 5.5

222 240 220 250

L/100km

7.1 7.8 5.2 9.3

CO2

RATING

165 182 137 215

6/10 7/10 6/10 6/10

kombi / California Beach

PRICE

kW

Nm

0-100

CO2

RATING

513 900 521 900 546 400 604 200 621 700 629 700 649 900

75 75 103 103 103 103 132

250 250 340 340 340 340 400

17.9 17.9 14.7 14.2 14.7 14.7 10.2

157 157 172 173 172 172 191

7.3 7.3 8.0 7.5 8.0 8.0 8.1

193 193 211 198 211 211 214

5/10 5/10 5/10 5/10 5/10 5/10 5/10

801 600

103

340

15.3 170

8.3

219

5/10

PRICE

814 900 847 400 901 100 934 900

km/h

L/100km

PRICE

kW

Nm

0-100

132 132 132 132

400 400 400 400

11.3 12.1 11.3 12.1

km/h

191 188 191 188

L/100km

7.9 8.8 7.9 8.8

CO2

RATING

208 232 208 232

6/10 6/10 6/10 6/10

kW

Nm

0-100

km/h

200 200 250 350

10.5 10.5 9.2 6.5

190 190 200 220

L/100km

6.1 6.1 6.1 7.8

CO2

RATING

139 139 140 180

8/10 8/10 8/10 8/10

EURO NCAP: n/a L: 449cm W: 184cm H: 163cm Boot: 520-1655 litres Fuel Tank: 58 ltres

Scirocco

Still great looking, but now resting on a platform two generations behind the Golf. Minor facelift isn't enough to disguise this.

Touareg

2.0TSI Highline GTS R

PRICE

419 400 497 600 555 100

kW

Nm

132 162 188

280 350 350

0-100

km/h

7.4 227 6.9 246 5.8 250

L/100km

6.1 6.4 8.0

CO2

RATING

142 148 187

7/10 7/10 8/10

EURO NCAP: • • • • • L: 426cm W: 181cm H: 140cm Boot: 312 litres Fuel Tank: 55 litres

5.5 5.6 4.0 4.3 6.4

CO2

RATING

128 129 105 112 149

6/10 6/10 7/10 7/10 7/10

T3 Kinetic T3 Momentum auto T4 Momentum D4 Momentum T5 Momentum D5 Inscription T6 AWD Inscription T6 AWD Polestar

PRICE

kW

Nm

0-100

km/h

404 154 440 810 477 496 505 700 541 450 585 900 621 874 749 526

112 112 140 140 180 165 225 270

250 250 300 400 350 470 400 470

8.6 8.6 7.2 7.6 6.3 6.4 5.9 4.9

210 210 230 230 230 230 250 250

CO2

RATING

131 135 134 113 145 119 161 179

5/10 6/10 6/10 6/10 6/10 6/10 6/10 6/10

L/100km

5.6 5.8 5.8 4.3 6.2 4.5 6.9 7.8

V60

Estate version of the S60, only Volvo insists its not actually an estate, but a ‘sportswagon’. It's an estate, Volvo. T3 Momentum T4 Momentum D4 Momentum T5 Momentum D5 Inscription T6 AWD Inscription

PRICE

kW

Nm

0-100

km/h

459 652 491 324 516 400 555 506 600 170 634 702

112 140 140 180 165 225

250 300 400 350 470 400

8.7 7.3 7.7 6.4 6.5 6.0

205 225 225 230 230 250

L/100km

5.9 5.8 4.4 6.4 4.8 7.0

CO2

RATING

138 136 116 149 125 163

6/10 7/10 7/10 6/10 6/10 6/10

EURO NCAP: • • • • • L: 463cm W: 186cm H: 148cm Boot: 430-1241 litres Fuel Tank: 68 litres

Confusingly good compromise between V60 and XC60. More gravel road capable than the former. Cheaper than the latter. D4 AWD Momentum T5 AWD Momentum

PRICE

kW

Nm

545 106 578 472

140 187

420 360

0-100

km/h

8.9 205 7.1 210

L/100km

5.7 8.5

CO2

RATING

149 198

7/10 6/10

XC60

If a large SUV can ever be inoffensive, this is it. Shares much with a Porsche Cayenne, except the price. And image.

Mid-size SUV stuffed with health and safety kit. It should come in fluoro yellow with a loud hailer as standard.

PRICE

kW

Nm

0-100

km/h

L/100km

CO2

RATING

807 900 894 600 923 900 1 111 500

206 180 180 250

360 550 550 800

7.8 7.8 7.8 5.8

228 218 218 242

10.9 7.2 7.3 9.1

259 189 193 239

6/10 6/10 7/10 7/10

T5 Momentum D4 Momentum D5 AWD Momentum T6 AWD Momentum

PRICE

kW

Nm

0-100

618 018 623 156 691 106 709 326

180 140 162 225

350 400 440 400

7.2 8.1 8.2 6.9

km/h

210 210 210 210

L/100km

6.7 4.7 5.7 7.7

CO2

RATING

157 124 149 179

6/10 6/10 7/10 6/10

EURO NCAP: • • • • • L: 463cm W: 189cm H: 171cm Boot: 495/1455 litres Fuel Tank: 70 litres

S90

Impossibly stylish and beautiful large Swedish sedan. You’ll love it, until a performance comparison with any German rival arises, at a traffic light.

TopGear on Volvo:

Far removed from Volvos of old, and far more than just boxes on

T5 Momentum D4 Momentum D5 AWD Momentum T6 AWD Momentum

  wheels. Even though they are boxy.

V40

Volvo finally pulls its finger out and gets serious about the premium hatchback. We actually want one of these. T3 Kinetic T3 Momentum auto D2 Kinetic T4 Momentum T4 Momentum auto D3 Momentum D4 Momentum T5 Momentum

L/100km

EURO NCAP: • • • • • L: 463cm W: 186cm H: 155cm Boot: 430-1241 litres Fuel Tank: 68 litres

VoLVo

92 92 110 162

km/h

210 210 210 210 210

V60 Cross Country

Tiguan

378 000 419 000 457 680 542 180

0-100

7.1 7.1 8.5 7.5 6.1

At last, a BMW 3 Series rival that's actually a 3 Series size. Good engines, nice interior, but no 3 Series to drive.

EURO NCAP: n/a L: 490cm W: 190cm H:195/197cm Boot: 4300 litres Fuel Tank: 80 litres

V6 Elegance V6 TDI Luxury V6 TDI Escape V8 TDI Executive

Nm

300 300 320 400 350

EURO NCAP: • • • • • L: 463cm W: 186cm H: 148cm Boot: 380 litres Fuel Tank: 68 litres

EURO NCAP: n/a L: 490/530cm W: 190cm H:197/199cm Boot: 4300 (Kombi) litres Fuel Tank: 80 litres

2.0BiTDI Comfortline 2.0BiTDI Comfortline 4Motion 2.0BiTDI Highline 2.0BiTDI Highline 4Motion

kW

140 140 110 140 180

S60

The popular people carrier of yore has become a touch expensive and suffers for traction up inclines fully laden, being FWD only, unlike its RWD Vito rival. kombi 2.0TDI SWB Trendline 2.0TDI LWB Trendline 2.0TDI SWB Trendline auto 2.0TDI SWB Comfortline 2.0TDI SWB Comfortline auto 2.0TDI LWB Comfortline auto 2.0BiTDI SWB Comfortline auto California Beach 2.0TDI 4Motion

PRICE

421 612 442 326 461 700 478 700 517 806

EURO NCAP: N/A L: 437cm W: 178cm H: 146cm Boot: 335/1032 Fuel Tank: 57/60/62 litres

EURO NCAP: n/a L: 480cm W: 194cm H: 173cm Boot: 493/1555 litres Fuel Tank: 100 litres

It’s Golf7 with ground clearance, more space and better styling. VW will need a separate shipping lane to import enough of these. 1.4TSI Trendline 1.4TSI Comfortline 1.4TSI Comfortline auto 2.0TSI 4Motion Highline

T4 Momentum T4 Momentum auto D3 Momentum D4 Momentum T5 AWD Momentum

Caravelle

Amarok

2.0TDI 304 800 2.0TDI 4Motion 358 800 2.0TDI Trendline 386 200 2.0BiTDI Trendline 424 400 2.0TDI Trendline 4Motion 438 800 2.0BiTDI Trendline 4Motion 474 400 double cab 2.0TDI Trendline 478 100 2.0TDI Trendline 4Motion 529 100 2.0BiTDI Highline 511 700 2.0BiTDI Highline auto 529 200 2.0BiTDI Highline 4Motion 562 700 2.0BiTDI Highline 4Motion auto 580 200 2.0BiTDI 4Motion Ultimate 638 700

0-100

Properly expensive, but hugely liveable modern incarnation of VW’s people carrier. With 4Motion, very much at home getting most places in South Africa.

Great looker, the best interior in the business and good to drive. Frugal too. PRICE

Nm

EURO NCAP: n/a L: 477cm W: 182cm H: 147cm Boot: 565 litres Fuel Tank: 70 litres

EURO NCAP: n/a L: 441/488cm W: 179cm H: 182/186cm Boot: 530/750/918/1650 litres Fuel Tank: 55 litres

2.0TDI 2.0TDI double cab 2.0TDI double cab 4Motion 2.0BiTDI double cab auto

kW

The Scandinavian hatch gets the rubber and stilts treatment. We approve.

1.4TSI Comfortline 432 600 110 250 8.4 1.8TSI Highline 482 900 132 250 7.9 2.0TSI R-Line 518 600 162 350 6.7 EURO NCAP: • • • • • L: 477cm W: 183cm Boot: 479 litres Fuel Tank: 66 litres

golf SV

1.2TSI Trendline 1.4TSI Comfortline 1.4TSI Comfortline auto 2.0TDI Comfortline 2.0TDI Comfortline auto

V40 Cross Country

Nothing at all like the one your granddad had. A criminally underrated and terrifically advanced car.

PRICE

345 298 405 426 358 100 408 998 429 612 441 100 451 200 470 838

PRICE

kW

Nm

0-100

km/h

675 200 698 500 777 700 828 400

187 140 173 235

350 400 480 400

6.8 8.2 7.0 5.9

230 230 240 250

L/100km

6.5 4.4 4.8 7.2

CO2

RATING

149 116 127 165

7/10 7/10 7/10 7/10

CO2

RATING

136 149 176 186 49

8/10 9/10 8/10 8/10 9/10

EURO NCAP: n/a L: 496cm W: 188cm H: 144cm Boot: 500 litres Fuel Tank: 55/60 litres

kW

Nm

0-100

km/h

112 112 88 140 140 110 140 180

250 250 280 300 300 320 400 350

8.3 8.3 10.5 6.9 6.9 8.4 7.2 6.3

210 210 190 210 210 210 230 240

L/100km

5.5 5.6 3.4 5.5 5.5 4.0 4.2 5.9

CO2

RATING

127 129 89 127 128 104 109 137

7/10 7/10 8/10 8/10 8/10 7/10 8/10 8/10

EURO NCAP: • • • • • L: 437cm W: 178cm H: 142cm Boot: 335/1032 litres Fuel Tank: 52/60/62 litres

XC90

It's everything we hoped it would be, and more. Superb safety systems, fantastic tech and practicality. PRICE

D4 Momentum 882 724 D5 AWD Momentum 944 606 T5 AWD Momentum 906 784 T6 AWD Momentum 947 624 T8 TwinEngine AWD Momentum 1 095 600

kW

Nm

0-100

km/h

140 173 187 235 300

400 480 350 400 640e

9.2 7.8 8.2 6.5 5.6

205 220 215 230 230

L/100km

5.2 5.7 7.6 8.0 2.1

EURO NCAP: n/a L: 495cm W: 193cm H: 178cm Boot: 310/1947 litres Fuel Tank: 50/71 litres

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december 2016 

121


01 Rare

breed

Cizeta V16T

THE SUPERCARS THAT ALMOST MADE IT izeta should have made it. It had all the ingredients that, 15 years later, would see Pagani succeed; but luck was not on its side. It came together well enough. Claudio Zampolli, an ex-Lamborghini engineer who had gone on to run exotic car dealerships on America’s West Coast, teamed up with music producer Giorgio Moroder, known for Donna Summer’s ‘I Feel Love’. They had money, and moved in the right circles. Marcello Gandini, who had styled the Miura and Countach, had his design for the next model rejected by Lamborghini’s new owners, Chrysler. The sketches of what would have been the Diablo went to Zampolli, and the company used his initials as its name (rather unfortunately pronounced ‘cheese-eater’) and set up shop in Modena. So far, so good. Plus, Zampolli realised his new car couldn’t follow the supercar herd. Twelve cylinders were not enough. Sixteen? That was the future. And run across the car. It might have looked like two V8s spliced together on either side of a central crank casing, but it was a one-block casting. By all accounts it ran smoothly and well, developing a considerable 403kW (45kW more than a Ferrari F40) through a five-speed manual to the rear wheels. The drivetrain was cradled in a tubular spaceframe chassis, supported on a double-wishbone suspension. It had a 120-litre fuel tank, and it was well over two metres wide.

C

13 0

 DECEMBER 2016

First seen at the LA motor show in 1989, it was well received, and Cizeta had seven orders in the bank by the time production started in 1991. But by then, the signs of ill health were emerging. With investment having already topped $2 million, Moroder withdrew from the project, taking with him the star quality that might have helped the V16T break through on the West Coast. And the car, now simply the Cizeta V16T, failed to comply with US safety and emissions regulations, so the largest potential market was off limits. Zampolli persevered until 1995, then quietly pulled the plug. And that was that. But there’s a postscript: in 2006 the firm re-emerged, claiming it’d build oneoffs, priced at close on R9m. It’s thought two more were constructed.

“Zampolli realised his car couldn’t follow the supercar herd”

J FAC E B O O K .CO M / TO P G E A R M AG A Z I N E S A

Specification WHAT YOU NEED TO KNOW

Years active

1989-1995 (and 2006) Number produced

Nine (or maybe 11) Cost new

Around R5.5m in 1991 USP

Transverse V16 engine Power claims

403kW @ 8000rpm,  542Nm @ 6000rpm Performance claims

0-100kph in 4.0sec,  328kph max Reason for failure

Price, economic recession,  US regulations Chance of resuscitation

Vanishingly small


www.porschecapetown.com

The best sounds for more than six decades. Hear them all at your Porsche Classic Partner. Porsche Centre Cape Town. As a Porsche Classic Partner, our goal is the maintenance and care of historic Porsche vehicles. With expertise on site, Porsche Centre Cape Town is dedicated to ensuring your vehicle continues to be what it has always been: 100% Porsche.

Our services include: • Classic Sales • Classic Body Repair • Genuine Classic Parts • Classic Service at special rates

Porsche Centre Cape Town Corner Century Avenue and Summer Greens Drive, Century City Tel: 021 555 6800

Bbc top gear south africa december 2016  

The best magazine in the world of new cars keep informed of the most outstanding in the world of cars.

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