BMW X5 4.8i Steptronic (2007) Driving Impression

Question the merits of the existence of the performance SUV as much as you want, they’re big business – both in the strictest sense (making money) and as image builders that through shared DNA raise the desirability levels of lesser models.

In both instances BMW has done well with the original X5, creating a niche within the SUV segment for a series of macho performance- and road-oriented vehicles that have become smash-hit sales successes, and also allowing for the emergence of a little brother, the X3. Who knows what will follow next!

But right now, the spotlight is on the second-generation X5, a vehicle that has to defend BMW’s honour against a whole raft of newcomers from the likes of Porsche, Audi and Volvo. Tested here is the most powerful variant, the 4,8i.

Presence by the bucket load

Being more than 50 mm wider than the original, as well as a significant near-200 mm longer, the new X5 casts a significantly larger shadow. And with mammoth 19-inch alloy wheels filling flared wheel arches, and plenty of “power bulges” to be seen in the design, especially on the bonnet, the X5 broadcasts its powerful intentions with zero restraint. Yet, at the same time, the design is also far neater than before, with beautifully balanced proportions and a particularly neat rear-end.

The extra length has been used to accommodate a third row of seats to combat the likes of Volvo and Audi. As with most such premium seven-seaters, the rearmost pews are optional, and in the BMW’s case cost R13 900. While it is true that seven seats are occasionally useful, most owners are likely to keep them folded down most of the time, in which case the extra length results in a truly massive boot, swallowing 620-litres worth of luggage! It helps, of course, that there’s no spare wheel to accommodate – in typical modern-day BMW fashion the X5 uses RunFlat tyres. Spare wheels are, however, offered as options on five-seater variants.

As for the rest of the cabin, BMW has managed to not only improve the perceived quality, but also the comfort levels. The second row of seats is split 60:40 and can fold/recline and slide individually. By sliding the seats forward, legroom for those in the third row can be improved. That said, those two extra rear seats are really not very comfortable and are only suitable for children and for shorter distances.

In front there’s preciously little to complain about. The layout follows the modern BMW norm, with a very simple, almost minimalistic instrumentation panel, neatly grouped audio and ventilation system interfaces and a colour screen to access a mind-boggling number of control sub menus. BMW’s iDrive has been refined significantly since the first generation made its debut at the dawn of the new millennium, and now offers far more logical menu structures. The standard specification of this model is comprehensive to say the least, and includes climate control, xenon headlamps, cruise control, a premium sound system, six airbags etc. And yet the options list is rather vast, allowing customers to effectively personalise their X5.

Lots of grunt

This X5 is powered by BMW’s high-tech 4.8-litre V8 petrol engine that delivers a whopping 261 kW and 475 Nm of torque. It makes use of a six-speed automatic transmission to send power to all four wheels via BMW’s xDrive permanent all-wheel drive system. xDrive was really developed more for extra security and grip in slippery conditions, rather than off-road ability, and the X5 offers no diff-locks and low-range transfer ‘box.

What it does offer, however, is frankly stupendous performance! Weighing in at over 2.2 tonnes, this X5’s sprinting ability will surprise many a lightweight sports car. The 0-100 km/h dash is completed in 6.5 seconds, accompanied by a lovely roar from the exhausts. The overtaking acceleration is excellent, too. There is a penalty, of course, and it is in the form of very high fuel consumption. The figure of 12.5 litres/100 km will take some light-footed driving to match.

Agility of a sports car

BMW’s chassis engineers need to stand up for a round of applause. That a vehicle of this size and weight can corner with the poise, precision and agility that it does is an enormous achievement, and very nearly matches the best that is out there (Porsche’s Cayenne). Even the “basic” X5s handle brilliantly, but when specified with the optional Adaptive Drive system (more than R30 000 extra), the X5’s body control is really stupendous.

Amazingly, the ride has not been badly compromised in the pursuit of its dynamic edge. Sure, at low speed the stiff sidewalls of the RunFlat tyres can be felt over poor surfaces, but as speeds rise, the ride becomes more absorbent and relaxing. A slight negative remains the low-speed steering, which is simply too heavy.

Verdict

Although the BMW X5 4.8i Steptronic is not cheap, it is nevertheless nearly R100 000 cheaper than a Porsche Cayenne and runs it very close for performance and agility. It also offers the option of seven seats, which the Cayenne can’t. Does that make the BMW the new champion? In many respects, yes, but it can’t yet match the Porsche for badge desirability and resale value. And in this segment for top-dog SUVs, desirability and badge appeal count for more than usual. In a few years’ time, when the Cayenne’s high residuals will still keep it beyond the financial means of most, a well-kept X5 4,8i may just be one of the biggest bargains around.

We like:

Performance

Ride/Handling balance

Comfort

Quality

We don’t like:

Low-speed ride is too firm

Fuel consumption

Expensive options

Fast facts

Engine: 4.8-litre, V8, petrol

Power: 261 kW @ 6 250 rpm

Torque: 475 Nm @ 3 500 rpm

Transmission: six-speed automatic

Wheels: 19-inch alloy

Top speed: 240 km/h

0-100 km/h: 6.5 seconds

Fuel economy: 12.5 litres/100 km

Also consider:

Porsche Cayenne S Tiptronic:

Following the recent facelift, a lot better looking though still not as stylish as the BMW. More powerful than the X5, and remains the class leader from a dynamics point of view. Bullet-proof residuals.

Mercedes-Benz ML500:

Down on power, but a new 5.5-litre V8 engine will soon address that criticism. Remains a very strong rival, with excellent comfort levels and superior rough-road ability, should it be needed.

Audi Q7 4.2 FSI:

This German is well-priced and has been popular with South Africa’s fashion conscious. Imposing looks and a well-built cabin that offers seven seats are big attractions, but dynamically it can’t match the Porsche… or the BMW.

 

Volkswagen Touareg 3.0 TDI Tiptronic (2007) Driving Impression

It may not be that obvious, but the Volkswagen Touareg model is a pivotal product for this German marque. As the brand continues its ascent to the near-premium segment, a desirable and luxurious SUV offering is a crucial piece of the puzzle. So, while sales volumes are perhaps a secondary concern, a product being capable of withstanding direct comparison with the class-best offerings is not. Touareg simply has to measure up. To some extent this explains the company’s (expensive) efforts in the Dakar Rally, all in pursuit of credibility and desirability.

Volkwagen Touareg subtly facelifted

Even in the three short years since Touareg’s original introduction, the Volkswagen design language has refined considerably. Reflecting the brand’s increasingly upmarket aspirations, the upgraded Volkswagen Touareg broadcasts its premium-segment intentions via its brash, chrome-laden front-end and design changes to its head- and taillights, among other smaller modifications. It remains a handsome vehicle.

The interior changes are similarly minor and understandably so… the Volkswagen Touareg has always boasted a superb cabin with excellent fit and finish and high levels of comfort. Perhaps more work could have gone into simplifying some of the minor controls (there are an awful number of buttons), but familiarity soon sets in. Perhaps most importantly, the Touareg’s commanding seating position endows the driver with a sense of “superiority”. The T-shaped transmission lever falls nicely to hand and the fat transmission tunnel with its padded armrest further contributes to the feeling of empowerment. Unfortunately, one’s ego gets somewhat deflated when reaching for the electric seating adjustment only to find that there is none…

Of course, the Volkswagen Touareg shares much of its basic structure with the Audi Q7, but unlike that vehicle, the Volkswagen is not offered with seven seats, perhaps wisely so. Due to its five-seat only layout, Volkswagen has managed to design a vehicle that offers both superb rear legroom as well as a capacious boot. Take note, however, that a full-size spare wheel is an optional item.

Speaking of which… while the Volkswagen Touareg is a decently equipped vehicle, a number of nice-to-have features remain on the options list, including metallic paint, adaptive, cruise control, iPod plug-in for the sound system and air suspension.

What you do get for your half-a-bar are; climate control, fog lamps all-round, electrically adjustable and heated mirrors, cruise control, six airbags, hill-start assist and hill-descent control.

Power, but…

Weighing in at well over two tonnes, the Volkswagen Touareg is a bit of a fatty. So, even though its 3,0-litre turbodiesel V6 engine packs a solid 500 Nm of torque (and 165 kW of power), it never feels particularly agile. The engine is mated with a six-speed automatic transmission that offers the option of manual shifting. It’s a smooth ‘box but it perhaps plays a role in the Touareg’s feeling of lethargy off the mark. Once up to speed, it shifts unobtrusively and generally finds the correct gear for the prevalent driving situation. The powertrain always exhibits superb refinement, contributing to the feeling of relaxed, stately progress in the cabin. There is, however, a price to pay – it is quite a thirsty engine. Volkswagen claims a consumption figure of 10,9 litres/100 km, but you’ll have to drive gingerly to achieve that.

Touring excellence

The Volkswagen Touareg excels as a long-distance family tourer. For a family of five plus their luggage, there aren’t many vehicles out there that can rival it for comfort. The Touareg’s standard steel suspension does a very good job of ironing out road imperfections, so think carefully before specifying the costly (R30 000+) air suspension. The latter brings some advantages (particularly off-road), but at the cost of some ride quality during everyday use. Besides, the standard 237 mm ground clearance is more than good enough for most and the long-term reliability of a normal steel set-up is likely to be better than that of a technically complex air-suspension system.

Where the Volkswagen Touareg potentially trumps its rivals most convincingly is in the balance it achieves between being a consummate on-road mile-muncher, and a capable off-roader. Rivals products tend to either be too off-road biased (Jeep) or, on the other side of the scale, are almost entirely road-oriented (Volvo). By comparison the Volkswagen Touareg packs enviable “hiking gear”, including low range and a centre diff-lock, and yet it doesn’t sacrifice any composure on tar. Job well done, Volkswagen.

Volkswagen Touareg – Verdict

The Volkswagen Touareg 3,0 TDI comes close to being the perfect solution for families who want one vehicle to fulfil all requirements. It cuts a distinctive and stylish figure, so will impress the neighbours. The interior is a fine place to spend the daily slog in traffic, and with that ground clearance finding a parking spot will never be an issue. Then, when the time comes for the family holiday at the sea-side, there’s more than enough space for people and luggage (as well as a good tow rating) and excellent ride comfort in the nicely chilled (dual-zone climate control) cabin. Finally, should you wish, it can even do some hardcore rock climbing or sand driving, if required. Bearing all that capability in mind, the issue of relatively poor fuel economy suddenly looks like a minor sacrifice. This is an excellent vehicle.

We like:

  • Luxurious, well-built interior
  • Refined engine
  • Spaciousness
  • Capable off-road
  • Comfort


We don’t like:

  • Heavy, so economy suffers
  • Off-the-line lethargy


Fast facts

Engine: 3,0-litre, V6, turbodiesel

Power: 165 kW @ 4 000 rpm

Torque: 500 Nm @ 1 750 rpm

Transmission: Six-speed automatic + low range

Wheels: 17-inch alloy

Top speed: 201 km/h

0-100 km/h: 9,9 seconds

Fuel economy: 10,9 litres/100 km

Source: www.um.co.za

Also consider:

  • Land Rover Discovery TDV6 SE: Pairs superb off-road capability with enviable status appeal. The Discovery can’t, however, match the Volkswagen Touareg on the road where these vehicles will spend most of their time.
  • Volvo XC90 D5 Geartronic: Not such a serious off-road machine and can’t match the Touareg’s performance/economy balance, as well as its refinement, but the Volvo offers a very spacious cabin (including seven seats), and superb levels of comfort.
  • Mercedes-Benz ML320 CDI Automatic: Slightly more expensive, but the Mercedes offers similar spaciousness, power, economy and off-road ability. And, of course, that status symbol on the nose.  Extra cost should be recouped come trade-in time.

 

Land Rover Freelander 2 3.2 SE Automatic (2007) Driving Impression

There’s a lot riding on the success of the Freelander 2. As impressive as the latest-generation Discovery and Range Rover models may be, the money making machine is the Freelander, the SUV that brings the desirable Land Rover badge within reach of far more people. But it’s got some convincing to do. You see, the previous (first-generation) model sold well, but it has left a legacy of relatively poor quality that could seriously damage the chances of its successor to fend off a number of new rivals. We tested the mid-spec petrol version to find out whether Land Rover has successfully banished the quirks and niggles of Freelander I.

Bigger, mini-Disco looks for Freelander 2

In wheelbase alone the new Freelander 2 is a significant 100 mm longer than its predecessor. Now add substantial growth in every direction, and it’s clear that Freelander has evolved into a less dainty offering, and into one with a fair degree of presence. Some traits of the previous car remain such as the slight bump in the roof line towards the rear, but overall Freelander 2 borrows more from such new vehicles as Discovery 3 and the latest Range Rovers. The rectangular headlamps are large and contain pronounced circular detailing within their borders. The grille is square cut and the bumpers chunky. At the rear, the spare wheel no longer appears on the tailgate in classical SUV fashion, but has moved into a position underneath the boot board, it’s a full-size item, by the way. Riding high on smart 17-inch alloy wheels and boasting a ground clearance of 210 mm, the newcomer looks both suitably posh, and serious SUV. It’s a combination that not many compact SUV’s successfully manage to accomplish.

The most dramatic improvement to the Freelander 2, however, has occurred inside, where the Freelander 2 now arguably boasts the type of perceived quality, upmarket design and modern features that most people would expect from a premium brand. Those familiar with the Land Rover experience will enjoy the high seating position and relatively low facia, affording a great view over the facia. The controls for the electric windows are placed on the window sill, in similar fashion to larger models from this stable. And many of the controls have a familiar feel, too.

The most obvious of these is the much-talked about Terrain Response system, which is accessed via a rotary dial placed on the centre console. It allows drivers to select one of four driving modes, suited to the prevailing off-road situation, such as sand, mud, rocks or even ruts. More about how it works later, but suffice to say, it is integral to the appeal of the vehicle, as it offers access to astonishing off-road adventures, but in a sophisticated fashion.

Land Rover’s designers have used the bigger dimensions to create a far more comfortable, relaxing cabin environment, with lots of rear legroom, for example, and even a large boot, notwithstanding the fact that it now has to accommodate a rather large spare wheel. Another Land Rover tradition is the positioning of the rear seats slightly higher than those in the front, to afford those seated in the back a better view. Still, headroom is impressive all-round, and in SE specification a sunroof is fitted, with a mesh cover that lets through a lot of light, which contributes to the airy cabin environment.

Freelander 2 offers off-road prowess

This Freelander 2 is powered by a straight-six cylinder 3,2-litre engine that develops an impressive 171 kW and 317 Nm of torque. Being an all-wheel drive vehicle with a Haldex centre coupling, the Landy runs in a predominantly front-wheel drive mode most of the time (to save fuel), but the system will apportion torque to whichever wheels have the most traction. Using the Terrain Response system, one can then fine-tune not only how the power gets distributed, but also influence the set-up of the transmission and even the brakes to some extent, for maximum ability. The result is that you don’t need low-range, because the Freelander 2 will adjust its power delivery according to the driving situation. And boy does it work! It takes a lot of thinking out of off-roading, which will make some amateurs feel particularly confident off the beaten track.

On tar the latest Freelander 2 is similarly impressive. The ride is soft and absorbent, which combined with the refined nature of the engine and transmission (a slick six-speeder) as well as the well-insulated cabin, result in a very relaxing drive. This is a great long-distance cruiser, boasting superb comfort levels, lots of overtaking power and plenty of interior creature comforts. There really are only two major downsides, for one, the fuel economy suffers, as is to be expected from a large-capacity six-cylinder petrol engine. And, secondly, the soft suspension results in some pitching and diving of the body under hard acceleration or braking.

Freelander 2 – Verdict

Wow, what a change. Although there are some aesthetic similarities between this new model and its forerunner, Freelander 2 is so different in perceived quality, refinement, comfort and sophistication to the first-generation machine, it appears to compete in an entirely different, more premium segment. It sets a new standard for compact SUVs, and boasts a quite superb combination of on- and off-road ability that is currently unmatched. Judged by this newcomer, the future for Land Rover looks bright.

We like:

· Off-road ability

· On-road ride comfort

· Quality improvement

· Performance

· Badge appeal

We don’t like:

· Pitch/diving of body under acceleration/braking

· Fuel consumption

Fast facts

Engine: 3,2-litre, six-cylinder, petrol

Power: 171 kW @ 6 300 rpm

Torque: 317 Nm @ 3 200 rpm

Transmission: Six-speed automatic

Wheels: 17-inch alloy

Top speed: 200 km/h

0-100 km/h: 8,9 seconds

Fuel economy: 11,2 litres/100 km

Source: www.um.co.za

Also consider:

· Subaru Forester 2,5 XT Premium Auto: Yes, the Forester isn’t as good off-road as the Freelander 2, but for many consumers this won’t matter. On the road, it will run rings around the Land Rover. Then again, it lacks the brand cachet of the Landy.

· 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 2 in that respect. The interior is well-put together, but ultimately the Nissan doesn’t have the same badge appeal as the Land Rover.

· Toyota Fortuner 4,0 Auto: The Fortuner is a bakkie-based vehicle and feels far less car-like from behind the wheel than the Freelander 2, but it does have its charms, including seven seats… The 4,0-litre engine packs a punch, but the fuel consumption is atrocious.

Audi S8 (2007) Driving Impression

Perhaps Audi’s product developers were inspired by Jason Statham’s The Transporter movie franchise. Certainly, our hero’s wild antics in Audi’s stylish luxury sedan are inspiring enough to stir the raging petrolhead in anyone. And some would say this theory makes more sense than the spreadsheets the marketing folk will undoubtedly produce in an attempt to show that there are a significant number of grand sedan customers who want their cars to be very, very er… naughty. Whatever the reasoning may be, it has resulted in this rather phenomenal machine, the Audi S8, a grand luxury sedan with the heart of an Italian supercar.

Audi S8 offers grace and pace

The current A8 may no longer be the freshest design around, but it is still a fine looking machine. In “S” guise it gains lots of visual muscle, mostly because the large body seems stretched tightly around those massive 20-inch alloy wheels. As for the rest, the detailing has been quite subtle, in typical “S”-line fashion, and unlike Mercedes’s AMG and BMW’s M-edition cars. For the executive who likes to be in control of something very powerful, but who wishes to remain under cover, the Audi S8 certainly fits the bill.

The A8 interior remains arguably the best in the business, boasting an elegance and solidity that even Mercedes can’t quite match with the latest S-Class. The facia is set quite low and features straight, simple lines, but exquisite detailing and the type of fit and finish that engineers could write poetry about. A party trick remains the navigation screen that slides so elegantly out of its hiding position. Of course, Audi’s MMI control system is fitted, and is arguably superior to BMW’s iDrive, the latter improved in itself in recent years. MMI allows the driver to delve into the car’s various entertainment, information and even drivetrain set-ups.

The driving position is quite superb, with a seat that is electrically adjustable every which way, and a steering wheel which can also be electrically adjusted for rake and reach. Although there are a few reminders that you’re sitting in the “S” version of the A8, the details are subtle. And while sports-editions of German cars are usually less opulent than their siblings, this is not the case here, because Audi has been generous with the standard features, including climate control, satellite navigation, front and rear park-distance control, cruise control, automatic headlamps and no fewer than eight airbags, in the mix.

V10 thunder for Audi S8

Audi knocked on sister company Lamborghini’s door for the engine to power the Audi S8. What it got was the heart of the sizzling Gallardo, a supercar that has helped re-establish Lamborghini as one of the world’s premier makers of quality supercars. The 5,2-litre unit is basically the same as the one used in the Audi S6, but in the S8 it delivers a few more kilowatts (11, to be exact) at slightly higher engine revolutions. Torque is the same as in the S6 (540 Nm). Looking at the substantially larger Audi S8 next to the S6, you may rightly expect the latter to be a significantly lighter, and therefore faster car, but this is not the case. So much aluminium is used in the S8’s construction that, for all intents and purposes, it weighs exactly the same.

Consequently, the two cars have similar performance, with the Audi S8 actually boasting the slightly faster 0-100 km/h sprint time (5,1 seconds). Both are electronically limited to 250 km/h top speeds, but without the restriction the top end is said to be significantly higher. It really is quite a special experience to be behind the wheel of something so large and luxurious, yet so indecently quick. Smash your right foot into the thick carpeting and the response is immediate. There are no turbos to get up to speed here, just a bucket load of immediate torque. Oh, and the sound… While Audi’s engineers have certainly worked their magic to make the S8 sound less than a screaming Italian exotic, there is a definite aural signature, and it’s a loud one. The Audi S8 roar is perhaps not as deep and thunderous as a V8’s, but there’s an “urgency”, for lack of a better word, to the sound that is hugely addictive. By the way, the sound (and the power), remains on tap up to very high speeds – overtaking slower traffic is a cinch.

The Audi S8 features a very complex air-suspension system, with anti-roll bars at the front and rear. It also boasts a system that allows the driver to choose from four settings (Comfort, Auto, Dynamic and Lift). In Auto mode, it does a very admirable job of ironing out the road surface, yet firming up and keeping the big body in check during enthusiastic cornering. Remember, this model also boasts Audi’s trademark quattro all-wheel drive system, so cornering speeds are extremely high. Selecting Dynamic makes the suspension noticeably firmer, perhaps to the point where passengers will not appreciate the ride anymore. Comfort, on the other hand, doesn’t bring that much a different compared with Auto. Consequently, Auto is probably the best setting, unless you’re really in a hurry, and alone in the car. Once again we have to point out the sheer size of the Audi S8. That it can corner with such poise and grip, yet still offer a near-limousine like ride when necessary, is quite an achievement.

Audi S8 – Verdict

Another day, another brilliant new Audi. Yes, perhaps there are not too many buyers out there looking for the S8’s particular combination of talents, but then again the luxury sedan market may have moved on from the “Jeeves, take me home” era. This is a car for the sophisticated, successful go-getter who likes to be in control, but doesn’t like to flash success. At the price, there isn’t a grand “sports” sedan to match the Audi S8.

We like:

· Massive grunt

· All-weather grip

· Cabin comfort

· Quality

· Equipment levels

We don’t like:

· Precious little

Fast facts

Engine: 5,2-litre, V10, petrol

Power: 331 kW @ 7 000 rpm

Torque: 540 Nm @ 3 500 rpm

Transmission: six-speed automatic

Wheels: 20-inch alloy

Top speed: 250 km/h

0-100 km/h: 5,1 seconds

Fuel economy: 13,4 litres/100 km

Source: www.um.co.za

Also consider:

· Mercedes-Benz S63 AMG: This colossus demands a big chunk of extra cash, but it does however pack an even harder punch and sounds glorious in the process of doing so. More OTT (over the top) than the restrained Audi.

· BMW 760i: In the absence of an M7, this is the uber 7 Series. It is powered by a beautifully refined 6,0-litre V12 engine, but is nevertheless not as powerful and as fast as the others. And the looks… even after the facelift this BMW remains an acquired taste.

· Jaguar XJR: Often overlooked, this Jaguar’s classical British styling is something of a disguise, as the package underneath is properly up to date. Although ultimately not as powerful and fast as the others, it is a great deal cheaper and in some instances even more fun to drive.

 

 

Mercedes-Benz C-Class Estate launched

Following the launch of the saloon version of the Mercedes-Benz C-Class, the Estate version builds on the strengths of the saloon version. Those strengths being: safety, comfort and agility, the saloon then increases the versatility and space. The space and versatility is obviously the major pulling point of the estate, with a massive boot and easy loading and off-loading features.

Three models for Mercedes-Benz C-Class Estate

Its not the best looking car, especially from the side view but it’s aim is definitely a car designed for function. The Estate will ship in 3 models: the AVANTGARDE, ELEGANCE, CLASSIC. The huge load capacity should appeal to large families or anyone generally looking for a lot of space.

The Mercedes-Benz C-Class Estate will begin orders in September 2007.

New Audi A4 midsize sedan revealed

The new Audi A4 is a sporty car with superb presence on the road; it takes Audi forward into a new dimension on the midsize car market. The engines that power the saloon, both TDI and spark-ignition, in all cases with direct fuel injection, combine effortless power with high efficiency. The dynamic running gear and the use of many technologies taken direct from the large-car category are evidence of the brand’s lead in technical know-how. The new Audi a4 is a new way to drive and will reach the market at the end of November 2007, at a basic list price of about 26,000 Euros in Germany.

Updated styling for new Audi A4

The new Audi A4 has many fascinating sides to its character, all of them expressed by the outlines of its body. Their high-tech precision clearly demonstrates the leading position that Audi occupies in automobile design.

The new Audi A4 has a spacious saloon body and a firm, muscular stance on the road. Its length (4703 millimetres) and width (1826 millimetres) exceed those of its core competitors, and sporty dynamics were the guiding principle in its development.

The proportions have a new balance compared with the previous model: the front body overhang has been considerably reduced and the bonnet and wheelbase are now noticeably longer. A long, coupe-style roof line emphasises the flowing silhouette. The roof meets the side sections of the body at an almost invisible zero-gap joint – just one of the many details that uphold the Audi principle of high technical precision.

Honda Civic Type R (2007) Driving Impression

Honda is quite the expert when it comes to extracting big entertainment value from cars with comparatively little power. Even its flagship model, the S2000, offers less power than most of its rivals, yet in terms of sheer driving thrills, it possibly has the measure of all of them.

Now, with the new Honda Civic Type R, the Japanese brand is bringing its unique approach to the fiercely contested hot hatch segment, which currently is dominated by far more powerful machines using forced induction. Can it make up for its lack of firepower by offering more driving fun?

Edgy design

When images of Honda’s current Civic emerged for the first time the world was shocked. The car’s dramatically sculpted body features lots of sharp angles and flat surfaces, reminding some of stealth technology. In Type R form, the appearance is even more menacing.

Available in three-door shape only, the Type R is very easy to spot. It rides low on its striking 18-inch alloy wheels. The tailgate spoiler cuts rear vision almost exactly in half. In front, the full-width glass “grille” of the five-door model makes way for black mesh item with a red-backed Honda badge. The aggressively sculpted side sills and rear bumper/diffuser with triangular exhaust outlets round off what is visually a pretty hardcore package.

The interior continues the theme, with bold curves and slashes used to group and separate the various control interfaces. Just like the sedan, it uses a two-tier instrument layout, with the digital display at the top putting the current speed right in the line of vision, essentially doubling as a heads-up display. Reinforcing the theme of aggression, there’s a lot of crimson in the cabin – the carpets, even, as well as a red starter button, inserts on the seats and instrument backlighting. The aluminium and carbon-fibre trim inserts are almost unnoticeable by comparison.

Spacious and well-equipped

Based on a slightly modified Jazz platform, the Civic is a cleverly packaged car with lots of interior space. You’d never say it by looking at its edgy three-door body, but rear legroom is actually very impressive, and the boot is big, too. Unfortunately, it also offers a Jazz-like seating position, which is a bit too high for hot hatch requirements. There is not enough downward adjustment on offer.

In terms of standard specification, the Honda Civic Type R springs another surprise. It is no stripped-out street racer, being packed with six airbags, a comprehensive audio system, climate control, cruise control and electric everything. There’s also a feeling of solidity and quality about the Type R’s cabin fittings that is deeply impressive – it never rattled during our test term and all the controls work with well-oiled slickness.

Lacking in power?

Of course, the Civic’s solidity and luxury features do come at a cost. This is quite a heavy car, with a weight of nearly 1.5 tonnes. Now factor in the relatively low power and torque figures (148 kW and 193 Nm) and you can understand why some fanatics have been debating the Type R’s hot hatch credentials even before driving it. It gets even more worrying, in fact… That torque figure is developed at a heady 5 600 rpm, pointing to a rev-happy engine that is likely to be comparative flat at low engine speeds.

Happily, this is not really the case. Honda’s clever engine boffins have worked their magic on the company’s legendary V-TEC system, among other things, and the result is a linear power delivery that is at odds with the claimed outputs. The Type R feels rather strong from low-down, and the power builds progressively and smoothly as the revs rise to the dizzy 8 500 rpm rev limiter.

Keep your wits about you, and you may even be competitive with a Golf GTI or Focus ST during a robot grand prix. But it does take some practice to come close to matching the stated 0-100 km/h time of 6.6 seconds. The engine is coupled with a six-speed manual transmission that reminds very strongly of the unit fitted to the S2000.

In short, this means it is magnificent, the best in this class by far, and probably the best transmission on the market, full stop. Shifts are executed via a stubby lever with shiny round head that falls perfectly to hand. The lever slides through the gates like a hot knife through butter, and yet never feels anything but mechanically indestructible.

Aerodynamics

Torsion beam rear suspension. This little technical detail has been debated to death on V-TEC and Honda forums the world over. It’s understandably controversial, seeing as Honda offers a multi-link design on the Civic sedan, and most new-generation hot hatches are moving to this technically sophisticated set-up that dramatically improves a suspension system’s ability to cope with lateral and longitudinal forces at the same time. Honda, however, believes it has done enough fiddling to ensure a stable rear-end. The front and rear tracks are wider and there has been plenty of stiffening between the suspension turrets.

Dive into a corner and first impressions are favourable. Firstly, the steering is superb, even though it features electrical assistance. The weighting is consistent and the response precise. There’s also superb front-end grip and this really allows the driver to build confidence for faster entry speeds. But unfortunately some of that confidence may be lost upon exit.

The rear end feels rather loose, and bumps that wouldn’t trouble a car with multi-link, do indeed flummox the Type R’s torsion beam to some extent. Of course, experienced drivers may relish the challenge of a car that is somewhat unpredictable at the rear…

Verdict

The Honda Civic Type R has a lot going for it. It certainly looks the part, is very refined and even faster than expected. That said, its charms are not as easily accessible as in its rivals. You have to concentrate and work hard to extract maximum performance, and you have to focus and be patient in the corners. For some, this will mean it is too much hard work, while others will appreciate the challenge. You know in which camp you are…

We like:

Sharp looks

Spacious cabin

Slick transmission

Revvy engine

Quality

We don’t like:

Comparative lack of power

“Loose” rear end

Driving position

Fast facts

Engine: 2.0-litre, four-cylinder, petrol

Power: 148 kW @ 7 800 rpm

Torque: 193 Nm @ 5 600 rpm

Transmission: six-speed manual

Wheels: 18-inch alloy

Top speed: 235 km/h

0-100 km/h: 6.6 seconds

Fuel economy: 9.3 litres/100 km

Also consider:

Opel Astra OPC:

For about the same amount of money the Astra offers significantly more power (177 kW), massive torque (320 Nm) and scintillating performance. It does, however, lack finesse, and it’s not as engaging as a Focus ST.

Ford Focus ST:

A regular winner of comparative tests, the Focus ST’s charismatic five-pot delivers strong power and torque figures, and a lovely sound. Dynamically, the Focus strikes a fine balance between agility and comfort. Interior somewhat of a let-down.

VW Golf GTI:

Similarly powerful, but packing more torque, the Golf GTI posts similar performance figures to the Civic but is the more tractable car. Also offers a multi-link suspension design, which results in superb handling without sacrificing ride comfort.

Lexus IS250 SE Auto (2007) Driving Impression

There is a lot of activity in the compact executive sedan segment at the moment. BMW and Mercedes have launched impressive new models, and Audi will soon follow with an updated A4. Looking to spoil what has been for the biggest part an all-German party, is Lexus with its still-fresh IS sedan. Sporting dashing good looks, rear-wheel drive and a standard features list seemingly as long as its rivals’ options’ sheets, the Lexus IS250 is a very attractive proposition… on paper at least. Is it as impressive on the road?

Seductive looks for Lexus IS250

Whereas the previous IS was quite an individualistic-looking machine, with some strange detailing – Remember those tail lamps? – and a “stocky” stance, the new Lexus IS250 model boasts a far more elegant design overall. The wheelbase is, at 2 730 mm, rather long, and on this stretched canvas Lexus’s designers have painted a sweeping, low-slung shape that is both modern and different enough not to be labelled generic. There’s also a marked lack of brightwork, with the colour-coding being extensive and even the door handles and fog lamp surrounds being devoid of the usual chrome. That said, the Lexus IS250 still looks suitably upmarket, with the 17-inch alloy wheels being particularly attractive.

Unfortunately Lexus has not been as successful inside. Certainly, at first glance the IS’s cabin looks expensive, with the generous leather trimmings, satellite navigation screen and long list of toys lending the car a true luxury segment feel. But spend some time in the Lexus IS250 cabin and it doesn’t quite convince. The previous IS had really smart chronograph-inspired instrumentation, but the new model’s dials are far more generic, even though they’re by no means unattractive. Overall, the detailing of the facia is let down by some unimpressive materials lower down, as well as confusing ergonomics. The latter is partly the result of the standard touch-screen system, which takes over some functions, but not all. Consequently a large number of buttons remain part of the dash’s design, which adds clutter.

That being said, owners will get used to the layout as familiarity sets in. Besides these quirks, there’s precious little that is worth complaining about. The seats are superb, offering excellent long-distance comfort and great support during fast cornering. The driver’s seat is also electrically adjustable, as is the steering wheel (for rake and reach). Courtesy of the long wheelbase, rear legroom is also impressive, and the boot is reasonably sized – it can swallow 378 L-worth of luggage. Unfortunately, as is the case with some German rivals, the IS’s rear seats can’t fold forward.

The standard features list is otherwise very comprehensive and includes satellite navigation (usually an expensive option on the rivals), a truly excellent Mark Levinson sound system, rear camera park assist, climate control, auto lights, Bluetooth connectivity, cruise control, keyless go and no fewer than eight airbags. Phew… talk about a full-house package…

Sweet, revvy engine

As the Lexus IS250 badging suggests, there is a 2,5-litre sized engine underneath the bonnet. This V6 develops 153 kW and 252 Nm of torque, both figures down on what the big-capacity six-cylinder rivals from the German brands are offering. Nevertheless, the sprinting ability is sufficient, with a 0-100 km/h time of 8,4 seconds being good enough for most. What it lacks is the immediate responsiveness of its rivals, because this engine needs revs to get going. Thankfully, it is very smooth, even near the red line, so its refinement partly makes up for the relative lack of power. With fuel consumption of 9,9 L/100 km, it is also quite economical, though the figure can rise significantly when the car is driven with more “purpose”.

Don’t be fooled into thinking that there isn’t enough power to have fun. The six-speed automatic transmission can be manipulated using handy paddles on the steering wheel, and shifts are generally executed swiftly. If you manage to stay in the engine’s optimum power band, it is also far more responsive to throttle inputs, with a nice surge of power, always delivered in a refined manner. Power goes to the rear wheels, of course, and Lexus has certainly tried hard to endow the IS with crisp handling characteristics, as it displays admirable neutrality during hard cornering and responds well to brake and steering inputs up to very high speeds. If there is a negative, it concerns the somewhat numb steering feel, but at least it is precise.

The Lexus IS250 uses a multi-link rear suspension, which not only plays a big part in the impressive dynamic finesse, but also contributes to excellent ride quality overall. The damping is really good, and there’s more suppleness in the suspension than, for example, in a BMW 3 Series. This makes the Lexus IS250 a great touring car.

Lexus IS250 – Verdict

Besides the slightly disappointing facia design and trim, there is not too much to fault here. At the high-value pricing, the Lexus IS250 SE offers a tantalising alternative to the German threesome, and could be just the ticket for the upwardly mobile executive that doesn’t like to follow the herd. And there’s little apparent compromise to be made – the performance, though not class-leading, is eager, the dynamic balance quite superb, and the features comprehensive. What’s not to like?

We like:

  • Striking design
  • Standard features list
  • Dynamic balance
  • Cabin comfort

We don’t like:

  • Facia finish
  • Performance


Fast facts

Engine: 2,5-litre, V6, petrol

Power: 153 kW @ 6 400 rpm

Torque: 252 Nm @ 4 800 rpm

Transmission: Six-speed automatic

Wheels: 17-inch alloy

Top speed: 225 km/h

0-100 km/h: 8,4 seconds

Fuel economy: 9,9 litres/100 km

Source: www.um.co.za

Also consider:

  • Mercedes-Benz C280 Elegance 7G-tronic: Brand new and arguably the new class leader. The C-Class manages to blend dynamism and luxury like no other C-Class before it, and perhaps no other car in this class treads as fine a balance.
  • BMW 330i Exclusive Steptronic: Recently launched, the latest 330i is a very strong rival, offering that lovely 200 kW straight-six engine and exquisite rear-wheel drive handling. On the downside, it can’t match the IS’s specification and the low-speed ride is too firm.
  • Audi A4 3,2 Multitronic: Audi’s very likeable A4 is not quite convincing at this level. The interior, though exquisitely built, lacks some of the Lexus’s nice-to-have features, and the transmission is a love/hate affair. Given the price, it somehow doesn’t feel special enough.

Audi S6 (2007) Driving Impression

The heart of a Lamborghini supercar in a conservative, luxurious D-segment sedan? Are you mad? The boardroom talk at the Volkswagen Group’s head offices must have been interesting when the topic of the

Audi S6 first came up. Barring the V10 in the BMW M5, which was almost exclusively developed for that car, the last time such an unlikely marriage between supercar power and executive comfort took place was in the ’80s when Lancia stuck a Ferrari engine into its boxy Thema 8.32. So, does the S6 come across as having a split personality? Or has Audi managed to successfully massage two seemingly incompatible halves together?

Flying under the radar

You can’t miss a BMW M5… The big shiny wheels and aggressive aerodynamics shout its presence from many metres away. By comparison the Audi S6 looks very much like any other A6… Until you get up close and realise the changes are quite far-reaching. For one, the 19-inch alloy wheels are eye-catching, as are the sill extensions, re-profiled bumpers and unique grille finish. But even so the S6 is unlikely to be noticed by those who are largely unconcerned by the existence of the super saloon genre. That means the Audi S6 is targeted at individuals who don’t like to attract attention too much…

Similarly, changes to the interior are largely limited to a few trim refinements and the odd S6 badge here and there. It remains a mystery that a car with such excellent build quality and beautifully made cabin doesn’t attract more sales, but that is seemingly the eternal plight of the A6. All the surfaces boast a tactile quality beyond what

BMW and Mercedes can offer, and the controls work with a very reassuring solidity and slickness. Ergonomically speaking the centre section of the facia looks a tad cluttered, perhaps even dated, but one soon gets the hang of it. Even the MMI control system’s menus and buttons seem entirely logical now that we’ve had time to get used to them.

It goes without saying that the S6 is a full-house package. In fact, going into the details of its standard features list would take up the entire word count of this article…

Italian stallion’s muscle

Far more important than sat-nav, climate control and a superb sound system, is the glorious engine that resides under the innocent-looking bonnet. The 5.2-litre V10 normally resides in the Lamborghini Gallardo, where it delivers screaming performance. Undoubtedly fettled by Audi’s boffins to be more suitable to this performance sedan application, this 90-degree V-engine features variable inlet and exhaust timing and dual camshafts. It also develops a whopping 320 kW and 540 Nm of torque, over a range of 3 000 to 4 000 rpm. The latter figure is somewhat misleading, creating the illusion of lag at the bottom, but there’s none. The S6 builds power strongly and progressively from the first touch of the accelerator. In fact, coupled with a sensitive throttle pedal, care has to be taken not to effect full-bore launches when just pulling away from a traffic light!

Even so, it feels slower than the claimed 0-100 km/h time of 5.2 seconds may suggest, mostly because of the superb noise insulation of the cabin. Were it not for the addictive, bassy roar of the V10, the driver would be entirely aware of the rate of progress. The engine is mated with a six-speed automatic transmission, which may surprise some petrol heads in this age of sequential and dual-clutch gearboxes. But this transmission actually suits the refined character of the S6, because the ratios seem to be well-suited to the power delivery characteristics of the engine, resulting in relentless acceleration and well-timed shifts. Of course, there is a manual shift option if you wish.

Power is sent to all four wheels via Audi’s trademark quattro all-wheel drive system, programmed in its latest guise to send up to 85 % of torque to the rear when required, and 60 % under normal driving conditions. Previous fast Audis with the 50/50 split quattro system tended to be too understeery, and these changes have been made in an effort to curb this behaviour. Be aware, however, that this hasn’t turned the S6 into a sideways machine. In fact, you’d have to be a real hooligan to elicit such unruly behaviour.

The effect is in reality quite subtle, with the Audi S6 feeling slightly less keen to push its nose in fast corners, but certainly still being front-biased. If this sounds like a criticism, it is not. The target market is likely to prefer it this way, and the understeer sets in at very high limits, simply because the grip is phenomenal!

Verdict

For a car with the heart of a Lamborghini, the S6 is quite a pussycat. Yes, the performance is sizzling, but you don’t experience the ferocity inside the cabin. And while the changes to quattro have given the S6 amazing grip and less of a nose heavy feel, it is still more of a high-speed express than a back-road blaster. It is targeted at sophisticated buyers who want a subtle marriage of high performance and luxury, and in that sense the S6 is almost without peer. In fact, Audi should be applauded for pulling off this most unlikely combination of Italian firepower and German luxury!

We like:

Stunning engine

Grip

Build quality

Comfort

We don’t like:

Lacks driver engagement

Doesn’t look special enough

Fast facts

Engine: 5.2-litre, V10, petrol

Power: 320 kW @ 6 800 rpm

Torque: 540 Nm @ 3 000-4 000 rpm

Transmission: six-speed automatic

Wheels: 19-inch alloy

Top speed: 250 km/h

0-100 km/h: 5.2 seconds

Fuel economy: 13.4 litres/100 km

Also consider:

BMW M5 SMG:

Significantly more expensive, but it does offer a lot more power and even more focused dynamics. The SMG transmission makes the M5 a less relaxing daily driver than the S6, however.

Mercedes-Benz E63 AMG:

More power. More torque. More… just about everything, except for grip. The E63 is a hairy chested brute that reminds strongly of muscle cars of the past. Expensive, too.

Jaguar S-Type R:

The ageing S-Type still has its fans, mostly because of its charismatic styling and crisp handling. But it’s down on power and seriously behind in the high-technology arms race currently fought between the Germans. Cabin is eccentric… and dated.

Mitsubishi Outlander 2,4 GLS CVT (2007) Driving Impression

If you’re shopping for a compact SUV, then you’re certainly spoilt for choice. Whereas this segment was limited to a handful of players a few years ago, it has since grown exponentially and is likely to continue in this vein for a good few years to come. For a brand such as Mitsubishi, which tends to keep a low priority in the South African market, the rise of the compact SUV segment represents an ideal opportunity to grow its foothold. After all, this Japanese brand is an expert in SUVs, and has a long and proud history of producing some very solid, comfortable passenger vehicles, too. What is a compact SUV if not a marriage between these two types of the automobile? Meet the Mitsubishi Outlander…

Handsome looks for Mitsubishi Outlander

You may remember the first-generation Mitsubishi Outlander… It was a quirkily styled contender that enjoyed limited success in South Africa but which was nevertheless highly rated for quality and reliability by its owners. The new Mitsubishi Outlander is a very different-looking machine. The lines are modern, crisp and significantly more upmarket than before. Large 18-inch alloy wheels are housed within puffed-up wheelarches, lending the Outlander a sporty, masculine stance. But it wouldn’t be a Mitsubishi if there wasn’t at least one quirk to be spotted – in this model’s case the very individualistic rear lamps. Overall, it’s a handsome vehicle that also manages to look expensive. Good going…

For the most part the cabin continues the good first impressions, although it is perhaps a bit sombre at first glance. The facia plastics are predominantly black, and the seats are upholstered in fine black leather, too. Also contributing to the “darkness” is privacy glass but at least there’s a sunroof that can let in some light. Perhaps Mitsubishi could’ve added some more brightwork here and there to break the monotony. The build quality, however, is exceptional. Yes, the plastics are hard to the touch and there are perhaps a few more variations of finishes that is wise, but note the tightness of the panel gaps and the solid feel of all the fittings. The Mitsubishi Outlander is a vehicle that promises great longevity.

Comfort levels are very high, whether you are seated in front or the rear. This has much to do with the comprehensive standard specification, which includes even such niceties as heated seats, radio/CD shuttle, cruise control, electrically adjustable driver seat, heated/folding exterior mirrors and rear-park assist. The safety specification is also good, with four airbags and even an electronic stability control system (including traction control). Of course, gadgets help little if the cabin is cramped, but this is certainly not the case with the Mitsubishi Outlander – rear legroom is very good, and the boot can accommodate 774-litres worth of luggage.

City slicker

The Mitsubishi Outlander is up against some fairly powerful competition but, on paper at least, its 125 kW 2,4-litre four-cylinder engine looks to be up to the task. The torque output of 226 Nm seems a bit low, though, especially as it is also developed fairly high up the rev range (4 100 rpm). This could point to low-speed sluggishness. In theory, however, the continuously variable transmission (CVT) mated to the engine should address this issue, as such transmissions aim to spin the engine at the optimal engine speed, all the time. Does it work?

In short, no.

The expected sluggishness at low speeds is not too pronounced, but the Mitsubishi Outlander never feels particularly energetic, and the dreary drone of its engine becomes tiring after a while. Of course, you can use the six-speed sequential mode to shift into the programmed “steps” of the transmission, but it doesn’t really address the issue – the Mitsubishi Outlander is likely to be a more pleasant drive with a normal automatic ‘box. So why not fit one, you may ask? Well, CVTs are also claimed to be more efficient than normal automatics, but even in this regard we’re not convinced. The fuel consumption figure of 10,2 L/100 km is not too bad, but the reality is that a truer reflection of the engine’s average consumption would be a figure of around 11 L/100 km…

The Mitsubishi Outlander is equipped with an all-wheel drive system with three modes, the default of which sends power to the front wheels to improve fuel consumption. Then there’s also an on-demand four-wheel drive mode that will transfer power elsewhere when slip is detected at the front, and finally a setting to lock the power distribution into a 50:50 split.  So, yes, the Outlander is not completely witless when faced with a spot of light off-roading. In fact, with a ground clearance of 210 mm, it generally performs admirably.

But Mitsubishi knows that off-roading is not really on the agenda for most likely buyers. For that reason the Mitsubishi Outlander has been honed for an exceptional performance on tar. Boasting a multi-link rear suspension set-up and a firm, but supple ride characteristic, the Mitsubishi Outlander exhibits passenger car-like stability and comfort. The cabin is also quiet, with road and mechanical noise not really intruding into the cabin at all.

Mitsubishi Outlander – Verdict

The new Mitsubishi Outlander is a very carefully thought-out contender. Mitsubishi has done its homework and is well-aware of the usage patterns of a vehicle such as this. Consequently, the Mitsubishi Outlander has been tuned to deliver a very good showing where it matters most (on the road), yet still retains a measure of off-road ability. In fact, if it wasn’t for the unimpressive transmission it probably would’ve shot straight to the top of this segment!

We like:

  • Attractive design
  • Standard features list
  • Spacious cabin
  • Build quality


We don’t like:

  • CVT box
  • Fuel economy


Fast facts

Engine:  2,4-litre, four-cylinder, petrol

Power: 125 kW @ 6 000 rpm

Torque: 226 Nm @ 4 100 rpm

Transmission: CVT

Wheels: 18-inch alloy

Top speed: 190 km/h

0-100 km/h: 10,6 seconds

Fuel economy:  10,2 litres/100 km

Source: www.um.co.za

Also consider:

  • Subaru Forester 2,5 XT Premium Sportshift : Somewhat awkward looking since its previous facelift, but in XT trim the Forester is a real flier that also offers what is probably the best ride/handling set-up of any compact SUV. But it’s thirsty and rather pricey.
  • Nissan X-Trail 2,5 4×4 SEL Auto: The current generation X-Trail must be nearing the end of its lifecycle but continues to impress. It certainly has the power and off-road ability, as well as a charming cabin with lots of toys. But it lacks the polish of some newer rivals, including the Outlander.
  • Honda CR-V 2,0 RVSi Auto: Honda’s CR-V has built itself an enviable reputation for quality and practicality, so although this particular model is down on power, it remains worthy of consideration. The standard features package is very comprehensive.