Renault Koleos 2.0 dCi 4×4 Dynamique Premium (2009) Driving Impression

Such is the importance of the compact SUV segment that even those brands with little or no 4×4 credibility are jumping onto the bandwagon. Take Renault for instance. This French brand is better known for its compact hatchbacks and very cleverly packaged MPVs, but now we have the Renault Koleos, another entrant in what has very quickly become a very crowded segment. Borrowing some off-road hardware from sister company Nissan is a clever move, but even the X-Trail has its faults. And yet Renault is confident that it can compete for top honours, straight out of the box.

Feminine looks for Renault Koleos

Whereas the Nissan X-Trail is all blocky and masculine, Renault has taken a softer approach for the Koleos’s design. It’s a particularly curvaceous-looking car, with a sloping rear section that reminds somewhat of the Audi Q5. The front end is quite “pointy”, as one onlooker commentated, and this is a result of the fitment of a steeply angled scuff plate at the front. The angle of approach is a decent 27 degrees as a consequence. The ground clearance, by the way, is rather low at 188 mm, but once again the angle of departure is quite good, at 31 degrees. Riding on smart 17-inch alloy wheels and boasting full colour coding with subtle satin silver detailing, the Renault Koleos looks upmarket and ready for the school-run, but doesn’t really inspire thoughts of “roughing it”.

Open the solid-feeling doors and you’re greeted by an interior that quite possibly matches the current champion (Honda’s CR-V) for spaciousness and practicality. This should not come as a massive surprise, seeing as Renault is acknowledged to be a pioneer in the field of practical MPVs. Perhaps the bigger surprise is the perceived quality, which would not look out of place in a German luxury brand’s product. The upper section of the curvy facia is in a soft-touch material, and the steering wheel is trimmed with stitched leather. Black leather upholstery is standard fitment, but the cabin is not too dark, aided by soft, satin silver trim detailing and a generous glass area.

Some of the minor controls on the facia are quite small and fiddly, but everything works with such slickness and solidity that such quirks are easily forgiven. Renault has really equipped this particular Koleos model very well. Standard features include; dual-zone climate control, a premium sound system, cruise control, automatic lights and wipers and six airbags (including curtain bags). An electronic stability control system is also fitted. Driver comfort in the Renault Koleos is boosted by the rake- and reach-adjustable steering wheel and a seat that is also adjustable for height.

Renault’s MPV experience has also benefitted those seated in the rear. Not only is the legroom impressive, but there are also fold-up airliner-style tables attached to the front seatbacks, as well as a large folding centre armrest with a lidded compartment and drinks holders. Impressively, rear headroom has not been compromised by the sloping roofline. The boot is big, measuring 450 litres and it includes a full-size alloy wheel under its floor. A rather unique feature in this segment is the split tailgate. The boot can be accessed either by opening the rear glass and hoisting your items in, or by folding down the lower section to slide bigger items onto the flat floor. The rear seats fold down very easily – levers are placed in the boot and when pulled, send the corresponding section of the rear seat tumbling forwards and into the floor automatically.

Power and economy

Another area of expertise for this brand is diesel power. Renault knows a thing or two about building powerful and economical diesel powerplants, and the 2,0-litre unit in the Renault Koleos is a fine example. It delivers the most power in this segment (127 kW) as well as the most torque (360 Nm) and yet is also impressively frugal. The 9,6 litres/100 km figure can be easily beaten. Most drivers should average around 8,5 litres/100 km.

The engine is mated with a six-speed manual transmission that has that typically Renault rubbery shift action, but in a vehicle such as this, such a shift action is not the end of the world. With so much torque at hand, you’re unlikely to be stirring the pot all the time to keep the engine on the boil. As mentioned before, the engine transmits power to all four wheels (potentially) via a Nissan-sourced all-wheel drive system. It usually runs in front-wheel drive mode, but it can also be locked into 4×4 when needed. Off-road, the Renault Koleos puts in an impressive performance, with the soft suspension helping it to coast over and through most obstacles without negatively affecting interior comfort too much. The good low-down torque also helps it crawl around at low speed very confidently. Plus, there’s a hill-descent control system, too, which limits speeds to 7 km/h. The way in which theRenault Koleos also manages to be a comfortable, stable road vehicle in addition to its rough-road abilities, is really deeply impressive. Renault has done very well.

Renault Koleos – Verdict

Surprise, surprise… The Koleos is quite an achievement. Renault’s first compact SUV is no mere pretender, but a serious challenger for class-best honours. It represents the best of what is available within the Renault-Nissan alliance, marrying the off-road credibility and hardware from Nissan with the MPV expertise of Renault to create a vehicle that ticks all of the boxes. Except, perhaps, for one… As good as the Renault Koleos is, spending near R400 000 on a Renault remains a risky exercise as resale values are bound to be poor. For that reason, be on the lookout for a demo unit or a one-year old used example. It’s bound to go for a steal.

We like:

  • Spacious, practical interior
  • Standard specification
  • Driving comfort
  • Build quality
  • Fuel economy

We don’t like:

  • Expensive
  • Potential resale value
  • Body roll

Fast facts

Engine:  2,0-litre, four-cylinder, turbodiesel

Power: 127 kW @ 3 750 rpm

Torque: 360 Nm @ 2 000 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

Top speed: 191 km/h

0-100 km/h: 9,9 seconds

Fuel economy:  9,6 litres/100 km

Source: www.um.co.za

Also consider:

  • Honda CR-V 2,2i-CTDi: Honda’s spacious crossover is similar to the Renault Koleos in spirit in that it boasts an interior that is almost MPV-like in its practicality and flexibility. And that 2,2-litre diesel engine is a peach, revving like a refined petrol unit and delivering excellent fuel economy.
  • Nissan X-Trail 2,0 dCi SE: Much of what lies under the Koleos’s skin comes from this car. Ironically, the Renault Koleos is the better package, marrying the Nissan’s impressive off-road capability with a far better packaged interior.
  • Volkswagen Tiguan 2,0 TDI Track & Field: A bit more compact than the other offerings here but certainly a sophisticated, beautifully made vehicle with great comfort levels. Engine is down on power and lacks the refinement of the Honda.

 

Fiat Grande Punto 1,4 T-Jet Dynamic (2009) Driving Impression

Building a new brand is very tough. Just ask the Koreans, and more lately, the Chinese. But what is arguably even tougher is to rebuild a brand that has fallen from grace. It is not very difficult to understand why. People are more likely to try something new, than to give a second chance after having burnt their fingers the first time round. The French brands are in this boat at the moment, and so is Fiat. Once a near default market leader when it came to small cars, it has slipped out of the mainstream and into a very niche (read, “small”) positioning of appealing to only Fiat “enthusiasts”. It’s a slippery slope that almost always leads to irrelevance. Can the company’s facelifted Fiat Grande Punto reclaim some lost ground and re-establish Fiat in the mainstream motoring consciousness.

Mini-Maserati looks for Fiat Grande Punto

One thing is certain… Fiat has not lost its ability to design attractive cars. While there may be a number of reasons for the failure of the Fiat Grande Punto thus far, styling has not been one of them. Its grille design and even the shape and position of the headlamps have a whiff of Maserati 3200 GT about them, and this is not a mere coincidence. Both cars were designed by style master Giugiaro. So the Fiat Grande Punto certainly has the kind of Italian flair that should stand it in good stead in this segment. And while it has been around for a good couple of years, it hasn’t dated much. Consequently, Fiat has wisely not fiddled too much with the exterior styling.

Instead, it has focused on improving the interior, which needed it. The improvements to the visual quality of the cabin are noticeable, but the refresh has not done enough to put the Fiat Grande Punto on an equal footing next to newer rivals such as Ford’s Fiesta and the Mazda2. The centre section of the facia still looks comparatively dated, and the control layout lacks the style of some competitors. Still, build quality has certainly improved.

As is the case with many older-generation Italian vehicles, the driving position takes some getting used to. Sure, the steering wheel is adjustable for rake and reach, and the driver’s seat can move up and down, but even so the driver will have to compromise slightly in terms of how far he/she slides the seat back, in order to get the preferable position behind the steering wheel. The seats, however, are good. Initially they feel a bit too firm, but proved comfortable on longer trips. Rear space is also acceptable for this segment and has not come at the expense of boot space, where a full-size spare is also accommodated. As with most cars in this segment, the rear seat is split 60/40 and folds forward.

“Dynamic” specification means the standard features count for the Fiat Grande Punto is relatively generous, especially in terms of safety. Included in the price are; six airbags, air-conditioning, electric mirrors and windows (front only), a radio/CD player and multi-function steering wheel. Upholstery is in a durable, comfortable cloth.

Pleasant drive

Besides aesthetic appeal, another trait that is generally expected from an Italian car is performance and agile handling. In most respects the Fiat Grande Punto delivers. Power comes from a turbocharged 1,4-litre petrol engine that delivers 88 kW and 206 Nm of torque. The engine impresses not only with its power, but also the linearity of the power delivery (there’s very little lag) and refinement. It is also very well-matched to a slick six-speed manual transmission.

Resultantly, performance is very good, with a 0-100 km/h time of around 9,0 seconds and a top speed of near 200 km/h. It’s a delight to shift up and down the gears and feel the thrust of the power delivery. And… it’s even economical. Drive like a normal person (not a motoring journalist) and you could very average around 7,0 L/100 km.

There’s nothing particularly unique about underpinnings of the Fiat Grand Punto – it features a torsion beam arrangement at the rear – but what is peculiar to it is the “City” steering mode. This lightens the steering feel around town, making the Fiat an almost entirely effortless city car, and especially so during parking manoeuvres. The downside is that even when the City mode is deactivated, the steering remains too light and too lifeless, resulting in the driver feeling somewhat disconnected from the car. At least the steering is relatively fast.

To be honest, the driving experience is somewhat at odds with the mini-Maserati looks and the performance of the engine. The focus has clearly been on comfort, rather than sporty dynamics, and consequently the Fiat Grande Punto has good bump suppression qualities, but probably too much bodyroll. This means the Fiat Grande Punto is lovely to drive when you’re not in the mood for thrills, but also that cars such as a Fiesta or Mazda2 are superior in terms of driver enjoyment. Admittedly, this is unlikely to be a major deterrent to most consumers…

Fiat Grande Punto – Verdict

What remains the biggest turn-off, unfortunately, is the badge on the nose. For some consumers the poor reputation for quality and after-sales service will be too hard to swallow, especially given the relatively high price. Sure, Fiat has added a lengthy service plan to sweeten the deal, and the long service intervals further boost confidence, but we fear the product itself needs to be more convincing too, as a complete package. At present, it is delightful in certain areas, but disappointingly sub-par in others…

We like:

  • Good looks
  • Willing engine
  • Refinement
  • Quality improvement


We don’t like:

  • Facia layout
  • Fiat reputation


Fast facts

Engine: 1,4-litre, four-cylinder, turbopetrol

Power: 88 kW @ 5 000 rpm

Torque: 206 Nm @ 2 000 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 195 km/h

0-100 km/h: 8,9 seconds

Fuel economy:  6,6 litres/100 km

Source: www.um.co.za

Also consider:

  • Ford Fiesta 1,6 Titanium: A deadly rival, especially as the price is essentially the same. The Ford’s facia design is vastly more modern and made of better materials. The specification level is good, too, and the driving experience very pleasurable.
  • Mazda2 1,5 Individual: Slightly underpowered compared with the others, but it is also lighter, so the performance on the road is similar. Zesty dynamics make the Mazda a fun car to drive and specifications levels are high. Could do with some NVH refinement.
  • Honda Jazz 1,5i-VTEC EX: A very highly rated car by those that should know best – owners. Build quality, space, practicality and even performance are all good. Slightly down on spec, but you’re unlikely to regret this choice.

 

Mini Cooper S JCW (2008) Driving Impression

With its cutie-pie looks, it’s quite hard to take the Mini Cooper S seriously as a hardcore performance machine, even in “S” form. But appearances can be deceptive. Just a few kilometres down a challenging road in a JCW version will leave its driver with little doubt that this is a serious challenger for the ultimate hot hatch crown.

MINI Cooper S JCW gives extra grunt

This is a car that is very much dominated by its engine, and yet the basics sound familiar. Using the BMW/PSA co-developed turbocharged 1.6-litre four as a base, Mini’s engineers have extracted a further 27 kW and 20 Nm of torque by upping the boost (to 1,3 bar) and making a number of revisions to the crank- and camshafts, inlet cam timing, through-flow exhaust and twin-scroll turbocharger, among other smaller modifications.

In total, power now stands at 155 kW and torque at 260 Nm. Now keep in mind that the Mini only weighs around 1.2 tonnes, so the power/weight ratio is impressive. What is very memorable about this engine is the very strong and quick way in which the boost “comes on” as well as a rorty exhaust sound, which is massively addictive.

The engine is mated with a six-speed manual transmission with shifts executed via a slightly oversized and awkwardly shaped gearknob. The shift action can be a trifle hesitant at times, suggesting that it doesn’t like to be rushed through the gates. This is not an entirely accurate impression, though, as it feels robust and well up to withstanding repeated hard use.

There is a “sport” button to sharpen the already live-wire throttle even more, which seems almost superfluous to requirements. A very likeable trait of the MINI Cooper S JCW is its responsiveness to throttle input – there always seems to be more power on tap, and overtaking acceleration is particularly impressive.

Fitted with large 17-inch wheels shod with 205/45 rubber, the Mini Cooper S certainly has plenty of grip. Launching the car for an acceleration run is therefore quite tricky, with the Mini either bogging down, or breaking traction too much. Familiarity will breed success in robot-to-robot dices, but before then, be aware that the car’s claimed acceleration time (6.5 seconds) may prove difficult to match.

Precision tool

The Mini Cooper S already has a firmly established reputation for being an engaging driving machine with fine dynamics. It is clear that the basics are good, because this MINI Cooper S JCW version certainly never creates the impression that the car’s dynamic envelope is being pushed.

In fact, it feels like it could handle even more power. Those 17-inch wheels really fill the wheelarches snugly, and the ground clearance is very limited, yet the ride is not unforgivably hard – firm, yes, but not harsh. The upshot is excellent body control, superb turn-in and great stability. Be too aggressive on the throttle, and you can induce some torque steer, but it’s easily controlled, and the steering is one of the best with electric assistance, boasting lovely accuracy and even a measure of authentic feel.

There’s also an electronic diff-lock keeping a watchful eye, but even so it is clear that the Mini Cooper S prefers smoother surfaces, as it can struggle to put its power down when the road surface deteriorates. In its preferred environment, however, it is simply sublime, with that crackling exhaust note adding to the sense of occasion. And with discs all-round (measuring 320 mm in front), the JCW scrubs of speed with no fuss and they appear resistant to fade during prolonged hard use, so play time can be prolonged.

Racy looks

With so many personalisation options offered for the Mini range, it is not that easy to spot this JCW version, but there are some subtle hints. Besides the wheels, look out for a John Cooper Works badge at the rear, a naughty little spoiler on the tailgate and two large-diameter exhaust pipes.

The treatment is similarly subtle inside, but remember that you can basically personalise a JCW to your heart’s content. What is important to note is that this is no stripped-out performance special and that the features count remains high – included are; six airbags, a sound system with auxiliary support, cruise control and climate control in addition to the regular items. The driving position remains excellent, as is the case with all Minis. The seat features (manual) height adjustment and the steering wheel boasts generous rake/reach adjustment.

Of course, the overall design of the interior remains a love/hate affair, with as many likely to be put off by the oversized and centrally mounted speedo as there are those who wouldn’t have it any other way. There’s no argument about the quality, though… the Mini Cooper S JCW is a very well-built little car.

Verdict

Expensive at bang-on R300k, the MINI Cooper S JCW is however a front-runner for best-in-class honours. Often performance editions are unbalanced because they stretch the underpinnings of the basic design too far, but this is not the case here. The Mini Cooper S JCW feels as if it was part of the development process from the start, and is a massively entertaining (addictive, even) hot hatch that also boasts bags of charm.

We like:

Power delivery

Exhaust sound

Thrilling dynamics

Quality

Character

We don’t like:

Throttle could be a tad more relaxed for daily use

Pricey

Essentially a two-seater

Ergonomics

Fast facts

Engine: 1.6-litre, four-cylinder, turbopetrol

Power: 155 kW @ 6 000 rpm

Torque: 260 Nm @ 1 850 rpm

Transmission: six-speed manual

Wheels: 17-inch alloy

Top speed: 238 km/h

0-100 km/h: 6.5 seconds

Fuel economy: 6.9 litres/100 km

Also consider:

Renault Megane F1 R26:

Bigger, of course, but also packs more power so performance is similar. Arguably the most entertaining hot hatch out there right now, but it’s not exactly subtle.

Volvo C30 T5:

A quasi-coupe with a quasi-premium badge… An almost-there product, with good looks, a characterful, powerful engine, but it ultimately lacks the dynamic finesse and sharpness of the Renault, VW and Mini.

Volkswagen Golf GTI:

Not quite as hot as the others here, but the Golf is such a polished product and also cheaper. Beautifully balanced in terms power and suspension set-up, it’s a real keeper of a car.

BMW X6 xDrive35i Steptronic (2008) Driving Impression

Polarising… that’s a polite word to describe reactions to the new controversial BMW X6. “It is absolutely stunning,” was overhead just as much as, “was it designed/inspired by SsangYong?” You get the point… Based on the very successful X5 SUV, but boasting swoopy coupe-like styling, the BMW X6 creates an all-new niche. Or does it? Heard of the SsangYong Actyon, anyone? Listen to BMW’s reasoning, however, and it starts to make rather a lot of sense. Vehicles such as Porsche’s Cayenne and the Range Rover Sport don’t sell because they’re massively practical or off-road capable. Road-biased handling, performance and a huge dollop of look-at-me appeal are the key ingredients. And the BMW X6, possesses more of all of those…

BMW X6 has love me, hate me attitude

A picture tells a thousand words… but perhaps doesn’t quite manage to convey the drama of seeing a BMW X6 in the metal for the first time. The face is very reminiscent of the X5, but from there on backwards it is very different. What gets you first is the masculinity of the thing – the wheels are large 19-inch items and the bodywork bulges like pumped-up muscles over the arches. The roofline is pure coupe, and the rear screen very large and very steeply raked. Contributing to the imposing presence is the surprisingly high ground clearance of 215 mm. The interior is not nearly as dramatic, being pretty much standard X5 fare in terms of its facia design. This is not necessarily a criticism. The quality is very good, and the minimalistic approach admirable. Stand-out features include very neat paddle shifters and BMW’s classy and easy-to-use (with familiarity) pistol-grip gearlever.

The BMW X6 wheelbase is a very lengthy 2 933 mm, but even so some will be concerned that the rakish roofline would have impacted interior space. Good news… it’s not the case at all! Yes, BMW has tailored the rear seat for two only, but headroom is surprisingly good, and so is the legroom. Even the boot is big, so BMW’s interior packaging experts should truly be applauded. The BMW X6 could quite comfortably fulfil a family vehicle role, provided it is for a family of four. Although BMW offers a vast list of personalisation options, the standard features package is comprehensive and includes four-zone climate control, auto lights/wipers, cruise control, leather upholstery, electric seat adjustment, keyless entry, front/rear park assistance and a really top-notch audio system. You pay extra for satellite navigation, however. Six airbags are fitted, but more eye-popping is the number electronic driver assistance systems – more on those later.

Very Speedy

Although this BMW X6 uses the same 3,0-litre, turbocharged, six-cylinder that does such brilliant things in the 335i, take note that this muscular SUV weighs in at a hefty 2 145 kg. Nevertheless, through lots of electronic wizardry, the BMW X6 xDrive35i is a massively fast vehicle. It sprints to 100 km/h in 6,7 seconds and has a 240 km/h top speed, but most impressive is the flexibility of the engine – the full 400 Nm of torque is available from 1 300 to 5 000 rpm. The excellent six-speed automatic transmission plays a big part in the responsiveness of the drivetrain – the gear ratios are truly well-matched to the engine. And perhaps best of all, the refinement is superb. There is a price to pay for the exceptional performance though… you’ll do well to average 12 L/100 km!

The benchmark by which all performance SUVs are judged remains Porsche’s impeccable Cayenne, and BMW has certainly thrown everything in its arsenal at the X6 to try and make sure that it can corner with the Porsche. It utilises self-levelling suspension with a multi-link arrangement at the rear as its platform, but then adds a raft of confidence-boosting electronic systems. Dynamic Performance Control (DPC), for example, is a new attempt at recreating the effects of a limited slip differential at the rear. DPC is integrated into the Dynamic Stability Control (DSC) system along with a number of other features.

And let’s not forget that the BMW X6 is a full-time all-wheel drive vehicle… The xDrive system distributes its power via a multi-plate clutch and, while the power split is usually 40:60 front to rear, it can divert power instantaneously to where it can best be utilised. The emphasis is not on off-road ability, of course, but on traction and grip when the surface deteriorates or gets slippery. And boy does it all work – the BMW X6 feels phenomenally stable at speed, and yet also remarkably agile for such a big vehicle. It runs the Cayenne very, very close in terms of providing dynamic thrills. Where the Porsche beats it is in its suppleness. The Cayenne boasts the ability to corner like a sports car, but to also ride like a luxury sedan. The BMW can’t quite pull off the latter feat as convincingly. But it’s very close.

BMW X6 – Verdict

“Don’t judge a book by its cover,” the saying goes. The BMW X6 appears to have offended some observers by its mere existence, but these traditionalists must get over themselves. The dramatic looks hide a surprisingly practical cabin (for four), and the X6’s dynamic ability and performance are very close to being best in class. You’re not going to go very far off-road, of course, but luxury SUVs haven’t been about that for a very long time. We suspect the BMW X6 will do very well, and that other brands will inevitably follow in its wide wheel tracks.

We like:

• Quirky looks
• Excellent engine
• Grip and handling
• Surprisingly comfortable, spacious cabin (for four)

We don’t like:

• Quite pricey
• Ride slightly too unyielding

Fast Facts:

Engine: 3,0-litre, six-cylinder, turbopetrol
Power: 225 kW @ 5 800 rpm
Torque: 400 N.m @ 1 300 rpm
Transmission: Six-speed automatic
Wheels: 19-inch alloy
Top speed: 240 km/h 0-100 km/h: 6,7 seconds
Fuel economy: 12,1 litres/100 km

Source: www.um.co.za

Also consider:

• Porsche Cayenne V8 S Tiptronic: Remains a fearsomely desirable and extremely capable SUV that is particularly impressive when driven with purpose. Plus, the cabin is beautifully made and it can even go off-road.

• Range Rover Sport 4,4 V8: A clear target for the BMW X6, even though they go about luring their buyers in very different ways. This V8 model’s power outputs are similar and it is bigger inside as well as more capable off-road. Not as adept on tar, though.

• Mercedes-Benz ML500 7G-tronic: Brand new on the market, more expensive and not as overtly sporty, but no longer as bland either. First indications are that the ML is a potential class leader in the SUV segment, but it is unlikely to appeal to the individualist in the same way as an BMW X6.

Audi A4 1,8T FSI Ambition Multitronic (2008) Driving Impression

Following its very intensive mid-life facelift, the previous-generation Audi A4 finally reached parity with its two long-standing German rivals. In fact, so impressive and far-reaching was the upgrade that the Audi A4 was still a convincing rival even when new-generation versions of the BMW 3 Series and Mercedes-Benz C-Class arrived. Now, with the arrival of the all-new Audi A4, the expectation is that Audi could, perhaps for the first time ever, steal a march on its rivals and position itself as a clear class leader. We tried out the new Audi A4 1,8-litre CVT derivative that is likely to constitute a big percentage of overall Audi A4 sales volumes.

Elegance all over for Audi A4

Even at a first glance the Audi A4 appears to be a more substantial car than before. This is certainly not an illusion, because the new A4’s body is 120 mm longer and 50 mm wider compared with the previous model. The wheelbase, too, has been stretched (to over 2 800 mm), pushing the wheels out to the corners and contributing to a sleek, elegant bodyshape that boasts some beautiful detailing, especially as it tapers to the rear end. The standard wheels on this model are somewhat small (16-inch alloys), but Audi offers a vast range of options, including bigger wheels, sport kits and lowered suspension set-ups to beef up the car’s appearance even further.

The bigger dimensions have certainly benefited cabin space, because the Audi A4 now not only offers very spacious front seating, but also much improved rear legroom. The boot is big too, and can accommodate 480 L of luggage. However, it is not the spaciousness of the cabin that will grab your attention, but the build quality and sophisticated design. In short, Audi has not only equalled what is on offer from BMW and Mercedes, but has eclipsed them. The attention to detail is staggering for a car of this size/price, and would not look out of place in an A6/A8. And the way that Audi has managed to integrated “classical” themes and materials with high-tech info-tainment systems is massively impressive. Seated behind the beautifully designed instrument panel and steering wheel, the Audi A4 creates the impression of being even more expensive than it really is.

Comfort levels are exceptionally high, aided by a steering wheel that boasts probably the largest range of rake/reach adjustment we’ve experienced for a while. The seat, too, offers a good range of adjustment as well as excellent support and long-distance comfort – the cushion length in particular is perfectly judged. At first glance the centre console appears to be rather cluttered with buttons, but it doesn’t take too long to figure out how it all works. In fact, Audi’s MMI control system remains a lesson in logical design.

Audi may offer a vast range of optional extras but the standard specification for this Ambition trimmed model is not to be sniffed at. You do pay extra for park distance control and navigation, for example, but cruise control, auto lights/wipers, radio/CD with a multifunction steerwing wheel, leather and six airbags are all standard. There’s a lot of technology in this car as standard that is quite easy to forget about, including an electronic park brake, MMI and an electronic stability system with traction control.

Consummate cruiser

Considering the extensive amount of equipment on board, in addition to the increase in size, the A4’s relatively light weight of 1 450 kg comes as a surprise. In fact, depending on the model, the new Audi A4 can be as much as 10 % lighter than its equivalent preceding model. Audi has achieved this through the extensive use of aluminium and other lightweight materials in the car’s construction. A major benefit of this is, of course, improved fuel consumption, but theoretically performance should also be better.

The engine powering this particular model is a turbocharged 1,8-litre, four-cylinder that delivers 118 kW and 250 Nm of torque, the latter figure already available at a low 1 500 rpm, which indicates excellent tractability. Also worth noting is that the torque curve remains steady all the way to 4 500 rpm, so there shouldn’t be too much reason to shift around looking for overtaking power. Not that you’ll have much choice in the matter (gear shifting)…

The engine is mated with a continuously variable transmission that also offers eight manual “steps”. CVTs are an acquired taste, mostly because of the elastic power delivery effect and the constant drone, but the example fitted to the Audi is certainly one of the best. For one, the noise is not so pronounced, largely due to the fact that the Audi’s cabin is so beautifully insulated. The other reason is that, because the engine delivers its torque so low down in the rev range, there really isn’t much need for the transmission to keep the revs high. Consequently the Audi A4 is a very relaxed, quiet car to cruise in.

It is also rather fast when needed, with a 0-100 km/h time of below nine seconds and a top speed of near 220 km/h. And yes, the weight saving and the CVT have benefited fuel economy, because the consumption figure of 7,4 L/100 km is superb. Admittedly the CVT is less impressive when there’s a hurried driver behind the wheel. It tends to chase the engine speed up but this does not always result in the anticipated pick up in performance.

Relaxed, but agile

Audi has worked really hard to address the pronounced understeer that plagued its previous models. In the latest Audi A4 the centre of gravity has been lowered, and the weight distribution improved. For those buyers who want something even sportier, there’s the optional Drive Select system that allows you to fine-tune the car’s steering, throttle etc. But even without Drive Select the Audi A4 feels more agile and composed than before, without sacrificing its trademark stability and grip. The steering still doesn’t really talk, but at least the precision is good.

Of more importance for the likely target audience of this specific model is the ride quality. Unlike the previous Audi A4, which could feel a trifle “wooden” on large wheels, the latest model appears to have more supple suspension, so the bump suppression is excellent, even at low speeds, and remains so at higher speeds too. And the suspension is impressively quiet, contributing to the overall impression of excellent refinement and sophistication.

Audi A4 – Verdict

There’s not much that’s wrong here… Yes, Multitronic (CVT) is an acquired taste but if you’re not a particularly hasty driver, it won’t bother you. Perhaps Audi could have thrown a few more goodies into the standard features pot, but then again what is already there will be sufficient for most. What we have here is a brilliantly refined, beautifully designed and finished, quality product that shoots straight to the front of its class. The ball’s in your court, BMW, Mercedes…

We like:

  • Stylish looks
  • Build quality
  • Cabin space
  • Interior design
  • Refinement
  • Ride/handling balance


We don’t like:

  • CVT’s unnatural sound
  • No standard split rear seat
  • Pricey options

 

Fast facts

Engine: 1,8-litre, four-cylinder, turbopetrol

Power: 118 kW @ 4 500 rpm

Torque: 250 Nm @ 1 500 rpm

Transmission: CVT (continuously variable transmission – 8 steps)

Wheels: 16-inch alloy

Top speed: 218 km/h

0-100 km/h: 8,6 seconds

Fuel economy: 7,4 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW 320i Exclusive Steptronic: A very tough rival indeed… The BMW is similarly priced, specced and powered, yet offers class-leading rear-wheel drive dynamics and very engaging handling. It is well built, too, but the Audi’s interior ambience is now superior.
  • Mercedes-Benz C200K Elegance Touchshift: The Mercedes has arguably set a new class benchmark, offering a balance of comfort, refinement and agility that is near perfect. In C200K guise it is also more powerful than the competition, but at a price, of course.
  • Lexus IS250 Auto: For similar money, you can also get Lexus’s very attractive IS250, a car that may not be able to match the Germans’ cabins, but which boasts a deliciously creamy in-line six, great dynamics and a comprehensive standard features list.

 

Land Rover Freelander 2 HSE Automatic (2008) Driving Impression

Let’s be kind and say the first-generation Freelander did not have the most incident free of careers. In the end, it even became the punch line of a joke or two…  The immediate success of the Land Rover Freelander 2 therefore says much about Land Rover’s inherent brand strength.

Not even its predecessor’s reputation for dodgy reliability has stopped the second-generation vehicle from scaling the sales charts… But to say the success has come entirely as a result of the badge on the grille would be both inaccurate and unfair. The Land Rover Freelander 2 is a mighty impressive product.

Land Rover Freelander 2 displays flagship finesse

With a price tag approaching “half a bar”, this HSE derivative is not cheap. Thankfully, it doesn’t look it. The Land Rover Freelander 2 is a handsome vehicle with all the requisite Range Rover details to help it pull off its premium positioning. There’s generous colour-coding, but Land Rover has applied detailing in black around the lower parts of the vehicle. Catching the eye first are massive (and very pretty) 18-inch alloy wheels that further bulk up the appearance. The ground clearance is a very impressive 210 mm. HSE specification also brings a sunroof, fog-lamps all-round and automatic lights and wipers.

Interior Design

The interior design is not entirely successful. In typical Land Rover fashion you sit fairly high (even with the seat adjusted to its lowest position) and look down at the facia, which is jam-packed full of buttons and switches. Owners will take a short while to get used to the locations of some of the controls.

A very neat touch-screen navigation system is also included. The driver’s seat offers electric adjustment (including height), and the steering wheel is adjustable for rake and reach. Featuring fold-down armrests for both front seats, the driving position is pure Land Rover – high and mighty.

The same goes for those seated in the rear. Land Rover’s trademark “stadium” seating arrangement, which sees the second row of seats placed slightly higher than the ones in front, is also to be found in the Freelander.

Remarkably, the higher placement and standard sunroof have not impacted rear headroom, which is excellent. Legroom is also impressive at the rear. If there is one packaging issue to highlight, it is the small boot. At least there’s a full-size spare under its floor.

Other standard items that form part of HSE specification include leather upholstery, seven airbags, climate control, a sound system with a six-disc CD shuttle and auxiliary plug-in support, cruise control, auto-levelling headlamps, front and rear park assist and electric windows all-round.

Grunt and sip

Power comes from a 2.2-litre turbodiesel engine that delivers 118 kW and a very impressive 400 Nm from just 2 000 rpm. It is a refined engine that creates an impression of smoothness, which is further reinforced by a slick six-speed automatic transmission.

Even though the Land Rover Freelander 2 is quite a heavy machine (weighing near 2 tonnes), it is no slouch once it gets going, with impressive overtaking performance almost always a mere flex of the right foot away. It is not so fast off the mark, though, as there is a moment or two of turbo lag. With a fuel-consumption figure of around 8.5 litres/100 km, this particular Freelander model is also impressively economical.

As befits any real Land Rover, the Freelander 2 uses a full-time all-wheel drive system and a raft of off-road systems to help make the driver look like a real Camel Trophy expert. Land Rover’s Terrain Response system is fitted, and allows the driver to choose from a menu of settings (using a rotary dial) to tell the Freelander what the prevailing driving conditions are.

It’s a very effective system and boosts driver confidence a great deal as it is also so simple to operate. A hill-descent system further eases stress levels in the off-road environment. In short, if you want a premium compact SUV that can really strut its stuff in the rough, the Freelander is without equal.

The superb off-road ability has come at the expense of some on-road poise, though. The suspension set-up is on the soft side, which lends the Freelander a waft-like ride characteristic which is very nice on longer trips, but also brings some pitch and roll movements during normal, daily driving. The nose, for example, dips visibly when the brakes are applied hard, and there’s plenty of roll in the corners. All this is amplified by the high seating position.

Verdict

The Land Rover Freelander 2 2,2D HSE is a pricey product but represents one instance where the caveat “you get what you pay for” is meant in a positive sense. Although some would argue that the Land Rover badge is not quite as premium as BMW’s, this seriously depends on your point of view, especially in the SUV market.

This Freelander is a fantastic compact SUV, one that backs up its butch looks with real-world capability and an engine that delivers superb power and economy. Perhaps most importantly, it manages to create an impression of quality that its predecessor lacked. The cabin is beautifully crafted from mostly excellent materials, and even on the move remains a quiet, refined space of relaxation. Yes sir, it’s the real deal.

We like:

Off-road ability

On-road ride comfort

Power/economy balance

Standard specification

Badge appeal

We don’t like:

Very expensive

Small boot

Fast facts

Engine: 2.2-litre, four-cylinder, turbodiesel

Power: 118 kW @ 4 000 rpm

Torque: 400 Nm @ 2 000 rpm

Transmission: six-speed automatic

Wheels: 18-inch alloy

Top speed: 181 km/h

0-100 km/h: 11.2 seconds

Fuel economy:  8.5 litres/100 km

Also consider:

BMW X3 2.0d Steptronic:

Not nearly as capable off-road as the Freelander, but bests it for snob appeal in some circles. The BMW is excellent on tar, though, with superb dynamics and a very spacious cabin. Boasts a lengthy maintenance plan, too.

Nissan X-Trail 2.0 dCi LE Automatic:

Significantly cheaper and delivers similar performance/economy. While reasonably good off-road, it also can’t match the Freelander in that respect. The interior is well-put together, but ultimately the Nissan doesn’t have the same badge appeal as the Land Rover.

Hyundai Santa Fe CRDi 7-seat Automatic: 

If ultimate off-road ability and a premium badge are not that important, but spaciousness and value are, then consider Hyundai’s perennially underrated Santa Fe – it is economical, a fantastic cruiser, very practical and well built, too.

Mercedes-Benz C180K Elegance Automatic (2008) Driving Impression

The baby in the Mercedes-Benz sedan line-up performs a very difficult task. It has to not only make Mercedes-Benz ownership accessible to a wider audience, but it has to do so by extolling the virtues that make Mercedes-Benz ownership so attractive in the first place. Those attributes include superb quality, luxury, comfort and desirability… certainly a stiff challenge for the design team back in Stuttgart!

But with the Mercedes-Benz C180K Automatic tested here, the brand has very successfully stuck to what it does best. Firstly, a Mercedes-Benz’s design must never shout. The crisp, clean lines of the C-Class endow this sedan with modernity, but also a healthy dose of typical ‘Benz conservatism which, as most fans of the brand will tell you, is a must. That is not to say that the C180 is unattractive. In fact, far from it… It has a very svelte rear end and in Elegance trim, gains the iconic Mercedes-Benz grille with the three-pointed star emblem standing proud on the bonnet. It very successfully broadcasts something else that is also a Mercedes requirement – status.

Germanic precision?

The interior design team was arguably less successful. Yes, with its 2 760 mm wheelbase, the C-Class has enough space. Even rear legroom is good, which in a rear-wheel drive car of this size is not always a given. The boot is of an acceptable size (bigger than the BMW’s), but it’s a bit naughty from the local firm to charge extra for folding rear seats. If you’re buying second-hand, and this is a requirement, be sure to check… Of course, unlike the BMW, the Mercedes actually has a full-size spare wheel in there.

The C-Class’s bigger problem is that the facia design and trim plastics just don’t look and feel “premium” enough. The design is neat but fairly blocky and unimaginative, while some of the plastics feel cheap (for a Mercedes). Then again, the test car never rattled or squeaked, so build quality appears to be very good. To some extent the conservative design is highlighted because it looks somewhat out of place as a backdrop for all the high-tech features. When the very cool information screen glides out of the centre of the facia, its arrival tends to be followed by impressed oohs and aahs from the passengers. Controlled via a rotary knob on the centre console, this screen allows for easy feature selection, much in the same way as BMW’s iDrive. For more traditional folk hard buttons replicate some of the functionality on the facia. See how well Mercedes knows its core market?

The base model it may be, but the Mercedes-Benz C180K Elegance is nevertheless well-equipped, especially in terms of safety. It features front, side and curtain airbags, an electronic stability programme (ESP) and ABS with EBD. Cruise control is fitted (as is to be expected on an automatic Mercedes), but the automatic wipers and lights, climate control and comprehensive 6CD sound system are perhaps nice surprises. Navigation is, however, optional.

On the road

Even from just sitting behind the steering wheel the attention to driver comfort is obvious, although the seats feel strangely hard at first. The steering wheel features generous rake and reach adjustment, and the seat can also move up or down. A comfy driving position is therefore easy to find. The firm seats proved extremely comfortable on longer trips and it is on such road trips that the C180K’s true talents really shine through. The five-speed automatic ‘box is not the swiftest around, but its lazy character suits the engine delivery in this environment, giving the Mercedes-Benz C180K the character of a quiet, swift tourer with excellent fuel consumption. If one had to nit-pick, the overly light steering may come in for criticism. A bit more weight and feel, especially at higher cruising speeds, would have been welcome.

Around town, however, the Mercedes-Benz C180K is perhaps a bit less impressive. The throttle response is quite slow, which combined with the relaxed transmission, results in lethargic getaways. This tends to make the driver behave more aggressively with his/her inputs, which in turn doesn’t quite gel with the nature of the car, leading to significantly higher fuel consumption. Thus far it may sound as if the car’s powertrain is unimpressive, but that’s not entirely true. The supercharged engine is refined and there’s good overtaking acceleration on offer. It is just that this car is tuned to please a relaxed driver, not a driving “enthusiast”. You know which one you are!

Mercedes-Benz C180K – Verdict

It is refreshing to drive a car that does not pretend to be anything that it is not. The Mercedes-Benz C180K is a typical, old-school Mercedes – relatively conservative in styling, but always classy and with a laid-back character that puts the focus on comfort, quality and cruising. It will remain popular for many years.

We like:

  • Laid-back character
  • Quality
  • Comfort
  • Fuel economy
  • High safety spec


We don’t like:

  • Slow throttle response
  • Overly light steering
  • Slightly “basic” facia design


Fast facts

Engine: 1,8-litre, supercharged, four-cylinder, petrol

Power: 115 kW @ 5 200 rpm

Torque: 230 N.m @ 2 800 rpm

Transmission: Five-speed automatic

Wheels: 17-inch alloy

Top speed: 223 km/h

0-100 km/h: 9,5 seconds

Fuel economy:  7,6 litres/100 km

Source: www.um.co.za

Also consider:

  • Audi A4 1,8T FSI Multitronic: The A4 finds a fine balance between the overtly leisure-oriented approach of the Mercedes-Benz C180K, and the sportiness of the BMW 3 Series. If you can live with its continuously variable transmission (CVT), it’s very much worth serious consideration.
  • BMW 320i Steptronic (E92): The 3 Series continues to set the dynamic benchmark, but it’s not without its flaws. The boot is comparatively small, the steering is too heavy and the ride rather firm. The engine, however, is a peach.
  • Jaguar X-type 2,0 SE: Yes, there is a Ford Mondeo hiding under the retro looks, but that’s not necessarily a bad thing. The X-type’s resale values have been surprisingly good. It is well-equipped and swift, but perhaps just a little bit too “kitsch”.

Nissan X-Trail 2,5 LE Automatic (2008) Driving Impression

There are broadly speaking two ways that success can be channelled. Firstly, success breeds success, as the saying goes. But perhaps more often than not, success leads to complacency – just ask the Springboks. Or, perhaps, Nissan…

The first-generation Nissan X-Trail was a smash-hit sales success for the Japanese brand, and deservedly so. It had a crisp, unique design, which made it stand out in the car park. The interior was undeniably quirky – what with centrally mounted instrumentation etc – but at the same time also very practical. And while it was easy to peg the Nissan X-Trail as a softie because of its family friendly features, the reality was that it was among the more capable vehicles in its segment when the going got rough.  Its joie de vivre even seemed to inspire such adventures. Overall then, it was a tough act to follow.

Which is perhaps why Nissan has seemingly tried very hard not to change anything. The Nissan X-Trail version 2.0 looks very much like the original, but just a little bit, er, fatter. Longer and wider than before, but with a wheelbase stretched by only 5 mm, it looks somewhat bloated. And while it is easy to understand Nissan’s logic in not messing with a winning recipe, it has to be said that the freshness of the original look has long since worn off. So now the Nissan X-Trail looks familiar. But fat. Which is not so good…

Upmarket cabin f0r Nissan X-Trail

The bigger changes have been made inside. Gone is the playful quirkiness (and hard plastics) of its predecessor. Instead, the Nissan X-Trail comes across as a more upmarket product, with near premium-segment levels of fit and finish. The facia is finished in a lovely soft-touch plastic and the instrumentation and some minor controls appear similar to what you’d find in a Murano or 350Z.

LE specification means a very long standard features list that includes leather upholstery, radio/6-disc CD sound system, cruise control, electrically adjustable front seats (with heating), six airbags, climate control and even a sunroof. Overall, it is a cabin that exudes quality and promises much in the way of comfort. Unfortunately, the reality does not quite live up to the lofty promises made by these first impressions.

Compromised packaging

The Nissan X-Trail has a massive boot, possibly the largest in its segment. The floor is conveniently flat, too. But the first problem is a fairly high floor (to make space for a usable plastic storage tray system underneath) which leads to much “hoisting” of heavy suitcases. Oh, and the spare wheel is located underneath that storage tray system, and accessing it is therefore not a quick process.

The bigger boot also appears to have come at the expense of some rear legroom. As mentioned before, the wheelbase has only increased by 5 mm, so Nissan did not have much space to begin with. Add to this the fact that headroom is limited due to the fitment of that sunroof, and rear seat accommodation is certainly not among the best in this segment.

Finally, up front, the driver’s seat may offer height-adjustment, but is perhaps a bit too high, even in its lowest setting. Coupled with a steering wheel that is not reach-adjustable, and you have a driving position that may be compromised for some. That said, the driver’s seat is superbly comfortable and also boasts adjustable lumbar support.

On the road

From the moment you take station behind that soft-touch facia the focus on comfort and refinement is palpable. It would appear that the X-Trail’s move upmarket was a conscious decision by Nissan, and not merely the end result of a natural “evolution”. It feels like a far more grown-up vehicle than before. The levels of NVH (noise, vibration and harshness) are kept to a minimum and the primary ride is really beautifully supple.

This Nissan X-Trail is powered by the marque’s 2,5-litre petrol engine that delivers 125 kW and 226 Nm of torque. The figures are certainly competitive with what else is available in this market segment and succeeds in giving the X-Trail an admirable balance of performance and fuel economy. The six-step CVT (continuously variable transmission) plays an important role here but, as always with this type of drivetrain, some prospective customers will be put off by the general driving characteristics of any CVT. It’s a transmission that remains an acquired taste. That said, the X-Trail’s is among the best of its type, aiding the “softly-softly” character of the car and doing its business in relative silence in the background.

Should you want to head off-road, the Nissan X-Trail still features selectable all-wheel drive and even a “Lock” mode, which splits the power delivery 57/43 to the front and rear. Ground clearance is a reasonable 203 mm. But, in general, as capable as this second-generation X-Trail theoretically is off the beaten track, it just isn’t a vehicle that inspires that kind of behaviour, unlike its playful predecessor which seemed to motivate exploration of the road less travelled. The new Nissan X-Trail seems more at home in the city, climbing the odd kerb, and ferrying little ones to school and back in safety.

Nissan X-Trail – Verdict

It would be harsh to label the second-generation Nissan X-Trail a disappointment, but there is a sense that Nissan has not quite succeeded in enhancing an already strong product in the right ways. The vastly improved perceived quality in the cabin is appreciated, but the packaging is compromised. The engine and transmission do their jobs, but at the same time there are also no fireworks. Somehow the first-generation X-Trail’s “zest” has disappeared, and in its place we have a more mature, more serious, but somehow blander, product. It’s a good vehicle, this, but could easily have been lovable as well.

We like:

  • Refinement
  • Quality
  • Standard features
  • Big boot
  • Ride quality


We don’t like:

  • Rear seat accommodation compromised (head- and legoom)
  • Lack of reach adjustment for steering wheel
  • Bland


Fast facts

Engine: 2,5-litre, four-cylinder, petrol

Power: 125 kW @ 6 000 rpm

Torque: 226 N.m @ 4 400 rpm

Transmission: CVT

Wheels: 17-inch alloy

Top speed: 183 km/h

0-100 km/h: n/a seconds

Fuel economy: 9,0 litres/100 km

Source: www.um.co.za

Also consider:

  • Honda CR-V 2,4 RVSI Auto: A very popular choice and not without reason. The cabin is near MPV-like in its spaciousness and flexibility. The engine delivers a strong balance of power and economy. And the quality is unbeatable.
  • Subaru Forester 2,5 XT Premium Auto: Goes like a rocket, but drinks like a fish. The turbocharged Forester is a quirky choice, but not without merit. Build quality is excellent, as is the ride quality.
  • Land Rover Freelander 3,2S Auto: Like the Forester, a heavy drinker, but packs a powerful punch. It is the “status” vehicle among these competitors and also the most capable off-road. Cabin neither as spacious nor as flexible as the others.

2009 Renault Scenic launched

The 2009 Renault Scenic has been launched. Externally, the three-model Scénic range benefits from a front end facelift with new chrome-effect grille and black headlight surrounds, as seen on the sporty GT versions of Mégane and New Laguna respectively.

New trim level for 2009 Renault Scenic

In addition to the styling updates, among the main changes to the range for 2009 is the launch of a new special edition ‘Team’, which arrives to replace the former Extreme and expression trim levels. Available on all three models in the range: Scénic five- and seven-seat Grand Scénic. With an increase in equipment, but the same entry price as the out-going Extreme, the Team is especially good value.

Featuring an impressive equipment list and plenty of Gallic style, on the outside, the entry-level newcomer boasts all-round metallic paint, satin chrome finish door handles and body-coloured door mirrors, while on the inside, it benefits from air conditioning, RDS CD-radio, leather steering wheel, automatic handbrake and front and rear electric windows.

The style continues on the inside with dark grey upholstery with blue stitching and the same charcoal cabin finish as seen on Dynamique versions.

New Nissan Murano revealed

The new Nissan Murano will continue to appeal to customers who appreciate the fusion of the dynamic driving characteristics of a luxury saloon and the security, space and desirability of an SUV. But it is now quicker, more economical to run, sportier yet more refined to drive, and boasts a sumptuous, contemporary interior clad in a more elegant, all-new exterior.

Better look and feel for new Nissan Murano

Once again options are restricted to metallic paint, thanks to an extensive standard specification. A very simple range consists of two equipment-packed models distinguished from each other by a choice of a sunlight-friendly large two-part sunroof, or family-friendly roof-mounted DVD.

All new Nissan Murano customers enjoy a specification that includes 18 inch alloys, Birdview DVD satellite navigation with TMC, rear privacy glass, bi-xenon headlamps, cruise control and an in-dash six-disc CD player with aux-in socket for MP3 players. There’s the convenience of Nissan’s Intelligent Key for easy keyless-access and once seated, front seat occupants can find the ideal position thanks to powered front seats and steering wheel complete with memory setting.

They’ll also enjoy the rich audio experience delivered by a premium Bose audio system with 10-channel amp via 11 carefully positioned speakers, including a pair of Richbass woofers mounted in the spare wheel well.

The original Murano helped pioneer rear view cameras and the new model goes one step further with a kerb camera mounted within the passenger door mirror. At speeds up to 12 mph it displays images of the ground beside the car on the 7-inch colour sat nav screen, showing the proximity of walls, kerbs and otherwise obscured obstacles. Like the rear-view parking camera, it uses infrared LED lighting to enable it to function at night.

Interior features

Murano’s new interior is an altogether more cosseting experience with abundant use of high quality, soft touch materials and upholstery trimmed in charcoal or beige leather, double stitched for added exclusivity. Together with aluminium detailing and subtle ambient mood lighting, the cabin is now more luxury saloon than sporting SUV.

The climate control air conditioning has been enhanced with a mild flow vent which dissipates air around the cabin rather than directly at occupants.

Rear seats split 60/40 and are lowered simply by pulling a lever in the luggage area; but raising them is even easier; press a button on the dashboard or in the cargo area and the seats automatically move into position in just 8 seconds.

And the convenience continues with a power operated tailgate which can be opened and closed by remote control in 7.0 secs and 9.0 seconds respectively, via a button on the key fob, dashboard or tailgate itself.

Exterior features

The original Murano still turns heads and not surprisingly the new model’s styling moves in an evolutionary direction to create a more curvaceous interpretation of that elegant, purposeful design. Every body panel is new and distinctive elements include pronounced wheel arches linked by similarly profiled sections at the bottom of each door for an added touch of ruggedness, side windows that taper more sharply into the roof line and a shallower headlamp profile that blends seamlessly into the new chrome-effect grille. The redesigned tail includes triangular LED tail lights and a reprofiled tailgate.

A choice of seven exterior shades includes three metallic colours namely Platinum Graphite, Tinted Bronze and Dark Sapphire.

Engine performance

The new Nissan Murano has the performance to match its sporty looks. Nissan’s familiar VQ 24-valve twin cam 3.5-litre V6 petrol engine has been radically revised and now features variable induction and continuous valve timing control systems. Combined with lots of detail changes to reduce friction and enhance refinement, the end result is power up by 16kw at 188kw and torque boosted from 318Nm at 3600 to 334 Nm at 4400 rpm.

0.9 seconds is shaved off the 0 to 62 mph benchmark – now 8.0 seconds – and top speed rises from 200 to 209kph. Best of all, fuel consumption improves from 12.3 to 10.9 L/100km combined, also reflected in carbon dioxide emissions that drop from 295 to 261 g/km.

An extensively re-engineered Xtronic CVT gearbox plays its part, with a 20 per cent reduction in friction improving fuel economy and shift speeds to give a more responsive feel.

A key contributor to the Murano’s premium driving feel is a stiffer, all-new platform that is more resistant to lateral and twisting forces. Together with tweaks to the geometry of the new multi-link rear suspension and revised front strut suspension, owners will enjoy even more responsive handling combined with improved levels of comfort. Speed sensitive power steering system now improves ease of driving at low speeds and gives a more direct feel at higher speeds.

Finally, ALL-MODE 4×4-i technology continues to provide sure-footed handling no matter how treacherous the conditions. This intelligent permanent 4WD system distributes torque on demand to where it’s needed – under normal driving conditions that means predominantly to the front wheels, but up to 50 per cent can be sent to the rear if required. The system is closely integrated with the standard ESP stability control.