Toyota Prado 4,0 VX Automatic (2010) Driving Impression

With Toyota’s Hilux-based Fortuner doing brisk business in South Africa and elsewhere, the brand’s more luxurious and sophisticated Prado model has, to some extent, been left with no alternative but to move up the price ladder. Priced at over R700 000, the move puts the Toyota Prado among vehicles that may offer less off-road ability, but very desirable badges. Of course, Toyota is a highly respected brand in South Africa, but is this respect enough to guarantee it success in the premium segment of the market?

Awkward looks for Toyota Prado

In its latest guise the Toyota Prado has grown marginally bigger than before – it is 45 mm longer overall, 10 mm wider and 10 mm lower. You’d never say it by looking at it. The bulbous bonnet, pumped up wheelarches and blocky rear end make it look much bigger than its predecessor. And… in the eyes of many, not nearly as attractive either. Look, the new Toyota Prado is certainly imposing with its chrome grille, protruding rear lamps and 220 mm ground clearance, but the design lacks coherency. It’s as if the designers were simply told to make it look big and aggressive.

Inside, the impact of the 2 790 mm wheelbase and 35 mm-longer cabin can immediately be seen, especially if you are sitting in the second or third row. The middle row of seats can slide to afford those seated in the two rear seats more legroom or, alternatively to increase the size of the boot. The middle row seatbacks also offer a reclining function and are mounted slightly higher than those in the front, to give their occupants a better view out of the vehicle. The Prado’s techno upgrade is already visible in the operation of the two rear seats, which are raised and lowered electronically. When they’re occupied boot space is very limited, as is the case with most seven seaters, but folded down the boot is huge, helped by the placement of the large spare wheel on the tailgate.

Loaded with technology

Sink into the soft driver’s chair and you may at first be taken aback by all the high-tech features scattered all over the cliff-like facia. The overall design of the facia is rather old-fashioned and blocky, and it’s as if the various controls and LCD screens were “spray-gunned” onto it in a rather random fashion. For this reason, it takes quite a while to become familiar with the control layouts. Nevertheless, comfort levels are high, with both front seats boasting electric adjustment (with memory for the driver) and even heating. The steering wheel also offers electric rake and reach adjustment.

The driving position is of the high and mighty type, with an emphasis on cruising comfort (cushion length is also adjustable), but there’s very little lateral support. VX specification is very comprehensive and includes three-zone climate control, auto lights/wipers, satellite navigation, rear park assist, keyless entry and cruise control. The touch-screen audio system is very sophisticated, offering CD/DVC playback, auxiliary input support, Bluetooth and voice control. And with the Toyota Prada there’s no compromise in safety,either – seven airbags are packed into the cabin, and there’s also a VSC (vehicle stability control) system. Oh, and of course just about everything is covered in either leather or wood.

Thirsty performance

There are still a significant number of serious off-road enthusiasts out there who will not go the diesel route. These folks will be very pleased with the silky smooth 4,0-litre V6 fitted to this Toyota Prado. It’s not as powerful as its V8 petrol rivals, but then it is significantly more economical. The 202 kW and 381 Nm of torque are nevertheless enough to propel this 2 355 kg behemoth to 100 km/h in 9,2 seconds. Drive it with some restraint and you could average around 11 L/100 km. It goes without saying that the Toyota Prado should be a very good towing vehicle. The five-speed automatic transmission is also well-matched to the engine, generally performing its duties smoothly with little hunting.

It has to be said, however, that around town the Toyota Prado feels somewhat cumbersome. It’s not the best environment for its talents to shine. No, the Toyota Prado prefers the bush to the school-run, that’s for sure. It is packed with high-tech equipment to make it a confident overlander. The angle of approach is 32 degrees and there’s a 700 mm wading depth, too. It runs a lockable Torsen limited-slip centre differential, and there’s a rear diff-lock as well. The multi-terrain select system even features an automated crawl mode which, when selected, will see the Toyota Prado slowly inch itself over just about anything with its driver looking like a real pro behind the steering wheel. It’s a massive confidence booster, this car… you feel unstoppable.

Unfortunately it’s not as good on the road. The ride can feel quite stiff and unyielding on poor surfaces, and yet at the same time there’s also plenty of roll in the corners, with the latter characteristic made to feel even worse by the overly light and vague steering. But, when cruising on mostly straight roads for vast distances, the Toyota Prado wins back lots of points with its quietness and comfort.

Toyota Prado – Verdict

The Toyota Prado is probably as good as a Discovery off-road (acclaim doesn’t come much higher than that), but on tar the Land Rover holds an undeniable advantage. Now add the Toyota’s lack of premium appeal and it’s poorly organised facia layout, and you can understand that the
Prado faces an uphill battle. The Toyota Prado is a good car, but it could easily have been much better still. Its destined to appeal to Toyota diehards only.

We like:

• Off-road ability
• Luxury
• Quality
• Standard specification

We don’t like:

• Fuel consumption
• On-road dynamics
• Poor ergonomics
• Price

Fast Facts:

Engine: 4,0-litre, V6, petrol
Power: 202 kW @ 5 600 rpm
Torque: 381 N.m @ 4 400 rpm
Transmission: five-speed automatic
Wheels: 18-inch alloy
Top speed: 180 km/h
0-100 km/h: 9,2 seconds
Fuel economy: 11,3 L/100 km

Source: www.um.co.za

Also consider:

• Land Rover Discovery 4 5,0 V8 HSE: A truly sublime product that matches the Toyota off-road but puts in a far more convincing display
where it matters most – on the school run… It is similarly heavy on fuel, but altogether feels like a superior product.

• Audi Q7 4,2 FSI quattro Tiptronic: If you don’t need off-road ability, but you do need a luxury seven-seat SUV, then consider this Audi. The powertrain is superb, the on-road dynamics superior, and the cabin a lesson in ergonomic excellence. Scores more points at the golf club too.

• Volvo XC90 V8 Executive Geartronic: No longer a new kid on the block, but the Yamaha-developed V8 engine is a delight, and the XC90’s
inherently practical nature remains very attractive. Not much of an off-roader though, but a great family car.

Nissan Skyline offers revised Sedan and Coupe

The current generation Nissan Skyline Sedan and Coupe, introduced in 2006 and 2007 respectively, have enjoyed a strong reputation for their sporty designs, high-quality interiors and exhilarating performance. Both the Sedan and Coupe models have received a number of significant changes for the revised model, including a revised exterior for the Nissan Skyline Sedan and a refined interior, enhanced navigation system and upgraded air conditioning for both body configurations.

In addition, the model grading system has been revised to include the new, more affordable Skyline Sedan 250GT A package and the Skyline Coupe 370GT A package models.

Nissan Skyline improved with new transmission and engine

Mechanical refinements for the Nissan Skyline include the availability of a 7-speed automatic transmission with the 2-wheel drive Skyline Sedan equipped with the 2.5-liter V6 engine. Previously offered only with the 3.7-liter V6 engine, the 7-speed automatic provides an expanded lockup area and neutral idle control for improved fuel efficiency and smoother, seamless acceleration (versus the previous 5-speed automatic-equipped 2.5-liter Sedan).

This model achieves the “2010 standards plus 15%” target and qualifies for Japan’s preferential program for environment-friendly vehicles*1, with the acquisition tax and weight tax both reduced by half. Vehicle Dynamic Control (VDC) is also now standard across the entire Nissan Skyline range.

New Alfa Romeo Giulietta to debut in South Africa

This is truly a red-letter year – the shroud of secrecy surrounding Alfa Romeo’s most highly anticipated new C-segment hatch has finally been lifted. It’s name? The new Alfa Romeo Giulietta, possibly one of the most evocative names in motoring history.

World debut for new Alfa Romeo Giulietta

The new Alfa Romeo Giulietta will be presented to the world at the forthcoming Geneva Car Show early in 2010. Sales of the new model will start in Europe in spring gradually be extended to all the major markets. Its South African debut is planned for the third quarter around October.

In the Centenary year, the name is a tribute to an automobile myth and Alfa Romeo. Produced by the Alfa Romeo Style Centre, the  new Alfa Romeo Giulietta is a sports car capable of expressing great agility on the most demanding routes whilst providing comfort on everyday roads.

Combining sportiness and elegance, the new Alfa Romeo Giulietta is the result of Alfa Romeo’s new direction in style and technology – an approach that started with the 8C Competizione supercar and which recalls the brand’s glorious past while projecting its traditional values of technology and emotion into the future.

Toyota market leader for 30 years

Toyota South Africa ended 2009 with a market share of 23% for the year. The company’s share of the market peaked at 26,3% in March, the highest penetration seen in the past two years and followed this up with a 25,9% share in December. Toyota’s total domestic sales in 2009 were 90 701 units in a total market of 395 230 vehicles.

Toyota comes out on top

“As South Africa felt the full impact of the global financial crisis during 2009 and saw total vehicle sales drop of sharply from the 533 387 units of 2008 to 395 230 units for 2009, a decrease of 25,9%,” says Johan van Zyl, the President and CEO of Toyota SA. The last time the South African Motor industry experienced this level of trade was in 2003 when 381 456 vehicles were sold.

“Going into the fourth quarter of 2009 we suggested that the industry could break through the 400 000 mark for the year. That forecast came within a slim margin of being realised and we believe that 400 000 was the real potential of the market for the year and was only impeded by distortions in reporting typically seen in December and January.

“Looking ahead, we see the potential for slow growth in the industry off this relatively low base through 2010. We will be looking for an improvement in sales of at least 5% if we fully realise the bonanza offered by the excitement generated by the soccer world cup. Our volume forecast going into the new year is 415 000.

“While South Africa certainly felt the impact of the global recession, prudent fiscal management in previous years provided a degree of insulation that saw us somewhat better off than a number of more developed countries. While this may have lessened the impact on domestic sales, it could not protect the motor industry from the sharp drop of in export sales as global demand for vehicles collapsed.

Chrysler Grand Voyager 2.8 CRD LX (2009) Driving Impression

For South Africans, the debate on whether it was Chrysler or Renault which had invented the large MPV has been largely a non-issue. Renault’s offering, the Espace, has had an erratic presence in South Africa, but the Grand Voyager has been part of the local motoring landscape for a long time. It has also, in its previous, more ovoid shape, been largely successful.

Recently, however, it has been threatened by the emergence of a Korean upstart (Kia Sedona), and a resurgent VW Kombi. So, Chrysler has gone back to the drawing board and has come up with a thoroughly redesigned model aimed at re-establishing it at the top of this class.

Hip to be square

With its boxy, square-cut looks, the Chrysler Grand Voyager 2.8 CRD LX is certainly far removed from its curvaceous forbears. And yet, the conservatism actually suits the big Chrysler well and lends it a dignified, serious persona that is nicely complemented by some good detailing – the chrome-rimmed egg-crate grille looks upmarket, the streak up the bonnet is a nice touch, and the shiny 16-inch alloy wheels are attractive.

Many people are forced into buying large MPVs by circumstances, but with the Grand Voyager at least they won’t have to settle for something that looks low-rent. The upshot of that boxy shape – and at 5.15 metres in length, it is quite a large box – is a massively spacious interior. The Grand Voyagers offers comfortable seating for seven in a 2-2-3 arrangement, which perhaps doesn’t really make it ideal as a hotel shuttle, but certainly for a family that likes to travel vast distances with lots of luggage.

Even with all the seats taken, the boot space is still much larger than what you’d get from a five-seat SUV or a station wagon, and if only the first two rows are occupied, then the total utility volume is bigger than what is offered by station wagons with their rear seats folded down.

It really is quite amazing what can be fitted into the cabin, with the high roof and square shape giving the Grand Voyager panel van-like practicality. But space is but one of the Grand Voyager’s talents. The other is the ease with which the seats can be made to disappear. Pull some straps and the seats magically disappear into tub-shaped compartments into the floor. This also applies to the middle row.

The driver is well-catered for, with an electrically adjustable seat and rake/reach-adjustment for the steering wheel. The seats are upholstered in a classy cloth fabric, and while they do not offer much in the way of bolstering, comfort levels proved to be very good on longer trips. Given the vehicle’s otherwise high specification and comfort-oriented design, there are really only two let-downs.

Firstly, the transmission lever is placed very low, and secondly there are no remote audio controls. Neither is likely to be a deal-breaker.

Otherwise, the standard features list is comprehensive, with triple-zone climate control, six airbags, cruise control and park assist all being part of the deal. You do pay extra for electrically sliding second-row doors, as well as the very fancy MyGig audio system which adds a 30 GB hard-disc drive for music storage.

Easy-going character

This Grand Voyager is powered by a 2.8-litre turbodiesel engine developed by Italian diesel experts VM Motori. The engine develops class-leading outputs of 120 kW and 360 Nm respectively, the latter figure available from 1 600 to 3 000 rpm. Unfortunately the six-speed automatic transmission is not quite as eager, and resultantly getaways are quite lethargic. Want to take a gap in the traffic? Then mash the throttle a little earlier than you may consider suitable. That said, once up to speed, the overtaking acceleration offered by the CRD engine is not too bad. And considering the vehicle’s weight (nearly 2.2 tonnes), a fuel consumption figure of 9.3 litres/100 km is not unacceptable.

Wafting along on the highway, the Grand Voyager is a surprisingly refined product. The levels of wind, road and mechanical noise are very low and the long wheelbase, high-profile tyres and comfort-oriented suspension tuning give the big Chrysler a very absorbent ride that appears to iron out imperfections as if they weren’t there. Of course, the soft set-up does result in occupants having to clutch their large Happy Meals a bit more tightly in the corners, but that’s not a great concern for this type of vehicle. With four occupants, a boot full of holiday gear and luggage, there are few vehicles at this price level that can gobble up the miles as comfortably as this Grand Voyager.

Verdict

Large MPVs will never be the most fashionable type of vehicle on the market, no matter what Renault says, but the Grand Voyager does a great job of displaying the talents that make these machines so attractive to families the world over. It’s not only about space. It’s not even about the way the seats fold to leave a flat cabin, though that in itself is deserving of high praise. No, what is more important than anything else is occupant comfort. In that regard the Grand

Voyager performs excellently, offering a cabin that doubles as an isolation chamber to the world’s troubles. At the price, this vehicle is untouchable for what it is.

We like:

Massive cabin

Improved quality

Comfort

Ride refinement

Value for money

We don’t like:

Lethargic pull-aways

Gearlever position

No remote audio controls

Fast facts

Engine: 2.8-litre, four-cylinder, turbodiesel

Power: 120 kW @ 3 800 rpm

Torque: 360 Nm @ 1 600 rpm

Transmission: six-speed automatic

Wheels: 16-inch alloy

Top speed: 186 km/h

0-100 km/h: 12.8 seconds

Fuel economy: 9.3 litres/100 km

Also consider:

Volkswagen T5 Kombi 2.5 TDI Tiptronic LWB:

Always regarded as the default option in this segment, but the T5 trades heavily on its VW badge and is underpowered compared with the Chrysler, as well as more “utilitarian” inside.

Kia Sedona 2.9 CRDi Auto:

A vehicle that takes first-time drivers by surprise. The build quality is good, the engine punchy and economical, and the space – though not as generous as in the Chrysler – certainly sufficient for a family.

Toyota Quantum 2.5 D-4D 10-seat:

Significantly cheaper, but there’s no automatic transmission and you do get a vehicle that could be mistaken for a taxi! Still, if you’re requirements are more business-oriented, the Quantum could be worth a look.

Land Rover Discovery 4 3.0 TDV6 HSE (2009) Driving Impression

Automotive mid-life facelifts, just like the human ones, are generally merely superficial nip and tucks. It is rare to come across as extensive a renewal as presented here in the shape of the Land Rover Discovery 4 3.0 TDV6.

In fact, the aesthetic changes are hardly noticeable compared with the improvements to the driving experience and the plushness and detailing of the superb cabin. In the process, Land Rover’s Disco may now even be treading on premium sub-brand Range Rover’s toes…

Extra bling

Although the latest model remains instantly recognisable and broadly similar to its predecessor, the detail changes have transformed it into an altogether more upmarket looking machine, without sacrificing the macho, blocky presence that is so appealing. The colour coding is more extensive this time round, contrasting beautifully with the additional bright work on the grille and ventilation outlets on the fenders. But the biggest changes have been made to the light clusters, which now feature LED detailing. Finally, the massive 19-inch alloy wheels do a very good job filling those flared wheel arches.

It is the interior, however, that will impress even the most jaded luxury sedan (as in, Mercedes S-Class) driver. There have been so many minor (and some bigger) changes to the facia that it can almost be called all-new. Also noticeable is a marked step up in the quality of the materials that are used, and the addition of aluminium trim to “frame” the controls, ventilation outlets and instrumentation really do lift the ambience of the cabin into the upper class.

Of course, a contributing factor to the overwhelming sense of luxury is the HSE specification level, which brings with it everything bar the proverbial kitchen sink. There’s a quite superb 14-speaker Harman Karson Logic7 sound system, for example, as well as a touch-screen control system that doubles as satellite navigation display, a heated, leather-wrapped steering wheel, five camera views to assist with parking, a sunroof, auto lights and wipers and dual-zone climate control among a raft of other items.

The driving position is very unique to the Discovery. A multitude of adjustments are offered for the driver’s seat, and the steering wheel is electrically adjustable for rake and reach. But even in the seat’s lowest position, it is still high enough to allow most drivers to casually place their elbow on the nicely padded window sill. Cruising along like this, enjoying a towering view over other road users and twirling the light steering with one hand, a sense of superiority is a given.

Premium refinement

The TDV6 designation stems from the fitment of a high-tech 3.0-litre twin-turbocharged diesel engine under the bonnet. It churns out class-leading figures of 180 kW and 600 Nm of torque. Coupled with a very slick six-speed automatic transmission, the Discovery responds to throttle inputs with an eagerness that belies its bulk – it weighs nearly 2.5 tonnes! Yet, it can sprint to 100 km/h in under ten seconds and always has power in reserve for overtaking without much fuss.

Considering the vehicle’s weight and performance potential, the fuel economy is also admirable, with a figure of around 11 litres/100 km being entirely acceptable. But more impressive than all of this, is the refinement. It is a silky smooth unit that doesn’t clatter and emits only a refined purr at cruising speeds – that’s when you can hear it at all. Similarly, the transmission is a gem, selecting shift points with an unerring accuracy and slickness that you tend to forget it’s there at all.

The superb refinement is carried through to the underpinnings as well. Fitted with air suspension all-round, the Discovery wafts along like a luxury limousine. Even harsh bumps are soaked up without shaking the occupants from their likely dreamy states. Land Rover has added anti-roll bars front and rear, but in the end you still feel the

Disco’s bulk in the corners. But it’s an acceptable trade-off because the vehicle excels so brilliantly in its primary roles of family cruiser…… and hard-core off-roader.

With a refined version of the company’s Terrain Response system, including a new programme for starting off on sand, the Discovery makes extreme off-roading an almost automated affair.

Courtesy of the air-suspension system, ground clearance can be raised to 310 mm, and the approach and departure angles are excellent for such a large, luxurious SUV. The steering, which remains light even at speed on highways, further contributes to the ease with which one can manoeuvre the bulky Disco around, over and through obstacles.

Verdict

In HSE trim the Land Rover Discovery 4 3.0 TDV6 is not cheap. But considering its vast spread of talents it may just be the one car you need for all purposes. Superbly refined, ultra luxurious and comfortable, indecently quick and with a combination of ride refinement and off-road excellence that cannot be matched, the Discovery 4 is arguably now a better prospect than a Range Rover. Praise does not come much higher than that. Facelift? No… This has been an extreme makeover.

We like:

Ride quality

Refinement

Luxury

Off-road ability

Tech features

We don’t like:

Body roll

Short service intervals

Fast facts

Engine: 3.0-litre, V6, twin-turbodiesel

Power: 180 kW @ 4 000 rpm

Torque: 600 Nm @ 2 000 rpm

Transmission: six-speed automatic

Wheels: 19-inch alloy

Top speed: 180 km/h

0-100 km/h: 9.6 seconds

Fuel economy: 9.3 litres/100 km

Also consider:

Mercedes-Benz ML320 CDI:

Beautifully refined and boasts an arguably superior on-road balance of ride and dynamics. There is no seven-seat option and the ML can’t match the Discovery’s off-road ability.

BMW X5 xDrive35d:

Offered with a seven-seat option, but will mostly appeal because of its engaging on-road behaviour. The X5 offers significantly more power and better performance, but is not nearly as adept off-road.

Toyota Land Cruiser Prado 3.0 VX Diesel:

If you need proper off-road ability, then this is a viable… as well as more affordable option. But there are downsides… the Prado lacks the premium appeal of the Disco, as well as its power and refinement.

Renault Megane 1.9 dCi Dynamique (2009) Driving Impression

Park the new Renault Megane 1.9 dCi Dynamique next to its forebear and you’d be hard-pressed to find any kind of similarity, barring for the diamond logo on the nose, of course. These cars could not be aesthetically more different. The reason? Well, perhaps Renault has learnt that what the market really wants is not something that is wilfully quirky, but rather that conservatism, neatness and solidity are more important than rounded butts. Within that context, the new

Megane makes a lot of sense, seeing as it is seemingly a straightforward C-segment hatchback with an upmarket interior. If this sounds like a recipe for a Golf, then you’d be entirely accurate…

Generic lines

Although describing the Megane as bland and unimaginative may be unfair, it certainly does not stand out from the norm in the way that French cars tend to do. Some onlookers even erroneously identified it as an Opel Astra… Then again, the design does have its moments – the way the lower airdam flows into the shape of the headlamps is particularly attractive, as is the creased bonnet and the placement of the Renault badge on the shutline between grille and engine cover. The standard 16-inch wheels look a mite lost in those large wheel arches, but for this very reason the company offers 17-inchers as options. It is the interior that really gets conversations going… Featuring a beautifully sweeping facia constructed from top-notch materials, the Megane reeks of class and upmarket ambition. In fact, judged purely on visual and tactile appeal, it arguably is now a class leader in interior execution. Even the instrumentation – slightly overlapping analogue and digital dials – marks the Megane out as something special. Given the vehicle’s competitive pricing, the comprehensive

Dynamique specification level comes as a surprise. It includes such niceties as a TomTom satellite navigation system, climate control, six airbags, cruise control and auto lights and wipers. Leather upholstery is available as an option.

In typical French fashion, driving comfort is well catered for, the steering wheel being rake and reach adjustable, and the driver’s seat offering height adjustment as well as lumbar support. Comfort levels are not quite as good in the rear, though, with rear legroom in particular limited because the front seatbacks are thick, and perhaps also because the boot is large. The latter is as spacious as anything else in this class and even contains a full-size spare under the boot board. Of course, the rear seats can fold down to increase total usable utility space.

Refined, frugal power

This Megane makes use of Renault’s trusty 1.9-litre, direct-injection turbodiesel engine, but in its latest guise it features a number of small revisions, mostly to the turbocharger and injectors. It develops 96 kW and a substantial 300 Nm of torque, the latter figure available from 1 750 rpm. Power goes to the front wheels via a slick-shifting six-speed manual transmission.

One of the main characteristics of this engine is its refinement. Yes, the power is impressive, with a strong pull from under 2 000 rpm, but it is the free-revving nature and lack of harshness or vibrations that impresses most. The Renault Megane 1.9 dCi Dynamique boasts good performance figures, too, and the fuel economy rivals the best in this class, with a figure of just over 6 litres/100 km being very realistic.

Comfort bias

Renault has built a strong name for itself as a maker of fun-to-drive hatchbacks, but ultimately this latest Megane is not really one of them. The suspension set-up has most certainly been tuned with comfort being a top priority, and this makes sense. After all, this is not an RS edition… Nevertheless, some owners will bemoan the fact that it doesn’t feel as agile as a Golf, for example… or a Focus… or a Civic…etc. You get the idea. Dynamically the Megane is characterised by early understeer and significant body roll. However, driven in a manner that resembles the usage it is most likely to face, the Megane is actually very good, with a very compliant ride that soaks up bumps, and which isolates the cabin from the thumbs. Renault paid particular attention to lowering the levels of NVH (noise, vibration, harshness) in the cabin, and these efforts have undoubtedly paid off.

Verdict

The new Megane won’t generate nearly as much chatter as the controversial previous model, but it’s an altogether better stab at offering a convincing Golf rival. The interior quality and design is superb, the engine refined, and ride comfort exemplary. Boasting a long service plan in addition to a very high specification level, at a very competitive price, this Megane could be the start of a Renault success story in the long run. As it stands now, however, most likely owners are likely to remain wary following the tales of poor service and plummeting residuals. It’s a pity, as this car deserves better.

We like:

Perceived interior quality

Standard specification

Ride quality

Big boot

We don’t like:

Tight rear legroom

Bland looks

Fast facts

Engine: 1.9-litre, four-cylinder, turbodiesel

Power: 96 kW @ 3 750 rpm

Torque: 300 Nm @ 1 750 rpm

Transmission:  six-speed manual

Wheels: 16-inch alloy

Top speed: 210 km/h

0-100 km/h: N/A seconds

Fuel economy: N/A litres/100 km

Also consider:

Volkswagen Golf 2.0 TDI Highline:

Significantly more expensive, but the only other VW option makes use of an underpowered (at the price) 1.6-litre engine with 77 kW. Still, the Golf is a serious rival, with superb perceived build quality and excellent refinement. Resale value is likely to be strong.

Honda Civic 2.2 CDTi VXi:

It’s a sin that this Civic doesn’t sell well as it boasts arguably the most refined and petrol-like diesel engine on the market today. Honda’s trademark quality and the high specification level are further attractions.

Ford Focus 2.0 TDCi Si:

Similarly priced and rather attractive following the recent facelift. The engine is not quite as refined, nor as frugal as some of the others, but the Focus is a spacious, practical hatchback that’s nice to drive.

Ford S-MAX and Galaxy models to debut in Brussels

COLOGNE, Germany – Ford of Europe will unveil new versions of its top-selling Ford S-MAX and Galaxy at the 2010 Brussels Show on January 13. With fresh designs and the latest evolution of Ford’s kinetic design cues, they feature new interior materials and features, a range of more efficient powertrains and a host of driver-focused technologies aimed at safety and comfort.

“We’ve given both models a fresh new look and more premium appeal, but it is beneath the skin that the major changes have been made,” said John Fleming, chairman and CEO, Ford of Europe.

Ford S-Max and Galaxy get EcoBoost treatment

“S-MAX and Galaxy are the first European Ford models to benefit from our global EcoBoost family of direct-injection, turbocharged, petrol engines delivering more power and performance from a lower displacement powerplant, yet with impressive fuel economy and low CO2 emissions. And that is just the start of the 2010 S-MAX and Galaxy story.”

These are the first cars to be available with Ford’s all-new, high efficiency, 2.0-litre EcoBoost petrol engine. Producing 203 PS (149 kW) it joins a significantly improved 2.0-litre Duratorq TDCi diesel, with 140 PS (103 kW), plus a new 163 PS (120 kW) variant. Additionally, the smooth and effortless Ford PowerShift double wet-clutch transmission system is available for the first time on Ford’s large car range; it will be standard equipment with the EcoBoost petrol engine and optional for both Duratorq diesels.

A range of innovative new safety and convenience features debut in the Ford range on versions of the new S-MAX and Galaxy, including a Blind Spot Information System (BLIS®), and new Rear Door Power Child Lock facility.

The Ford S-MAX has been updated with significant detail changes to the exterior including a strongly sculptured bonnet and all-new front fascia, emphasised by the bolder graphic of the gloss black lower front trapezoidal grille.

Porsche Panamera Production Reaches 10 000 at Leipzig Plant

Stuttgart/Leipzig. Today, just three months after the new Porsche Panamera went on sale the 10,000th car rolled off the production line at the Leipzig plant of Dr. Ing. h.c. F. Porsche AG, Stuttgart. The 500 HP platinum silver metallic Panamera Turbo will be delivered to a customer in Singapore.

Porsche Panamera experiences success

Michael Macht, Chairman of the Board of Porsche AG: “Sales of the Panamera have really taken off: we have already secured over 9,000 orders. Shortly after it was launched our Gran Turismo won the coveted “Goldenes Lenkrad” [“Golden steering wheel”] and “Auto Trophy” awards in Germany. It has also won many international prizes.” The Porsche Panamera 4S is proving particularly popular and has a share of 44 per cent – putting it ahead of the Turbo (36 per cent) and the Panamera S (20 per cent).

The company plans to build 20,000 Porsche Panamera per year across the whole product cycle. The fourth Porsche model series is being manufactured at the Leipzig plant in the so-called model mix, sharing a production line with the Cayenne SUV. The innovative, highly streamlined production is seen as a model of technological and economic excellence for the automobile industry worldwide.

BMW Z4 sDrive35is is top performer

Combining classic proportions with modern sportiness, the new BMW Z4 has reached the top of its market segment almost overnight. And now this charismatic roadster is entering a new dimension in driving dynamics. The new BMW Z4 sDrive35is offeres an even higher standard of performance ensured both by the modified straight-six power unit with BMW Twin Turbo Technology and High Precision Injection, on the one hand, and by BMW’s seven-speed Sport Automatic with double clutch operation and the M Sports Package including the adaptive M Suspension likewise featured as standard, on the other.

BMW Z4 boasts more power and improved efficiency

Appropriate optimisation in engine technology increases maximum output of the 3.0-litre power unit to 250 kW. Peak torque is 450 Nm, increasing briefly with the Overboost function to 500 Nm. The outstanding power and performance of the BMW Z4 sDrive35is is expressed in particular by the significant increase in pulling power and muscle to be clearly experienced in all situations. In conjunction with seven-speed Sport Automatic featuring double clutch operation, this new top-of-the-range Roadster accelerates from a standstill to 100 km/h (62 mph) in just 4.8 seconds.

At 9-litres/100km (equal to 26.1 mpg US) and 210 grams in the EU test cycle, fuel consumption and CO2 emissions are the same as on the BMW Z4 sDrive35i with Sport Automatic.

The BMW Z4 sDrive35is is making its world debut at the 2010 North American International Auto Show (NAIAS) in Detroit.  Parallel to the market launch of this high-performance roadster in spring 2010, the M Sports Package is being introduced for all further versions of the BMW Z4.