Chrysler Grand Voyager 2.8 CRD LX (2009) Driving Impression

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

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

Hip to be square

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

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

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

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

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

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

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

Easy-going character

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

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

Verdict

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

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

We like:

Massive cabin

Improved quality

Comfort

Ride refinement

Value for money

We don’t like:

Lethargic pull-aways

Gearlever position

No remote audio controls

Fast facts

Engine: 2.8-litre, four-cylinder, turbodiesel

Power: 120 kW @ 3 800 rpm

Torque: 360 Nm @ 1 600 rpm

Transmission: six-speed automatic

Wheels: 16-inch alloy

Top speed: 186 km/h

0-100 km/h: 12.8 seconds

Fuel economy: 9.3 litres/100 km

Also consider:

Volkswagen T5 Kombi 2.5 TDI Tiptronic LWB:

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

Kia Sedona 2.9 CRDi Auto:

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

Toyota Quantum 2.5 D-4D 10-seat:

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

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

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

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

Extra bling

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

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

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

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

Premium refinement

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

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

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

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

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

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

Verdict

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

We like:

Ride quality

Refinement

Luxury

Off-road ability

Tech features

We don’t like:

Body roll

Short service intervals

Fast facts

Engine: 3.0-litre, V6, twin-turbodiesel

Power: 180 kW @ 4 000 rpm

Torque: 600 Nm @ 2 000 rpm

Transmission: six-speed automatic

Wheels: 19-inch alloy

Top speed: 180 km/h

0-100 km/h: 9.6 seconds

Fuel economy: 9.3 litres/100 km

Also consider:

Mercedes-Benz ML320 CDI:

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

BMW X5 xDrive35d:

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

Toyota Land Cruiser Prado 3.0 VX Diesel:

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

Renault Megane 1.9 dCi Dynamique (2009) Driving Impression

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

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

Generic lines

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

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

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

Refined, frugal power

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

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

Comfort bias

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

Verdict

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

We like:

Perceived interior quality

Standard specification

Ride quality

Big boot

We don’t like:

Tight rear legroom

Bland looks

Fast facts

Engine: 1.9-litre, four-cylinder, turbodiesel

Power: 96 kW @ 3 750 rpm

Torque: 300 Nm @ 1 750 rpm

Transmission:  six-speed manual

Wheels: 16-inch alloy

Top speed: 210 km/h

0-100 km/h: N/A seconds

Fuel economy: N/A litres/100 km

Also consider:

Volkswagen Golf 2.0 TDI Highline:

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

Honda Civic 2.2 CDTi VXi:

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

Ford Focus 2.0 TDCi Si:

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

Ford S-MAX and Galaxy models to debut in Brussels

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

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

Ford S-Max and Galaxy get EcoBoost treatment

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

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

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

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

Porsche Panamera Production Reaches 10 000 at Leipzig Plant

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

Porsche Panamera experiences success

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

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

BMW Z4 sDrive35is is top performer

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

BMW Z4 boasts more power and improved efficiency

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

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

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

Mercedes-Benz E300 Avantgarde (2009) Driving Impression

Mercedes-Benz is returning to its roots. While the previous-generation E-Class was a good car, one could sense it was an attempt to move the three-pointed star into the same general direction as the rest of the large luxury segment’s competitors. In other words, its curvy design, high-tech features and the noticeable step up in the brand’s focus on performance and dynamics threatened to overshadow the traditional Mercedes virtues of quality, solidity, conservatism and comfort as best portrayed by models such as the W123 and W124. But now, looking at the Mercedes-Benz E300, it would appear that Mercedes is back on track…

Square-cut solidity for Mercedes-Benz E300

Whereas the E-Class’s rivals are all trying to present youthful, sportier personas, the new Mercedes is a dignified and conservative offering. The design is squared-off and verges on bulky, with the latter impression further boosted by the sheer size of the vehicle. the Mercedes-Benz E300 rides on a 2 874 mm wheelbase and there’s a substantial rear overhang, partly because the design incorporates a massive 540 L boot. But back to the looks… the most controversial aspect of the design is the awkward quad headlamp layout. In previous years Mercedes used rounded lamps, but these are now square, too, and the move certainly divides opinion. At the rear, the look is conservative, with the wide lamps accentuating the car’s width. Interestingly, the curves above the rear wheels were inspired by similar lines on the classic Pontoon sedan of the ‘60s. So, in summary, the new E-Class isn’t immediately desirable in the way that a Jaguar XF is, but it certainly has presence…

Remember the flowing facia and centre console of the previous model? Well, it’s gone. In its place is a far more rectangular design with lots of sharp edges. As is the case with the love/hate exterior aesthetics, the interior is not universally admired for its design but you can’t argue the quality of it all. This Mercedes-Benz E300 exudes that “hewn from solid” feel that made older Mercedes models so admired. But don’t for a moment think that it is old-fashioned – this car is loaded with tech. There’s a large digital display incorporated into the centre dial of the instrumentation, another large, hooded screen on top of the facia for the navigation and, as is the case with most new Mercedes models, the sophisticated Comand control system that utilises a rotary controller on the transmission tunnel.

And then there is the standard features list; Climate control, leather upholstery, auto lights, xenon headlamps, auto wipers, partial electrical seat adjustment, CD shuttle, cruise control, front and rear park-distance control and heated/folding mirrors are all included. You pay extra for satellite navigation, though, and some of the really advanced features, including Distronic active cruise control and lane and blind spot assistance systems are all optional. But the Mercedes-Benz E300 doesn’t lack on the safety front – eight airbags, electronic stability control and hill-start assist are standard fitments.

Deceptively Fast

The perception of solidity is not just a visual trick – the Mercede-Benz E300 weighs a significant 1 735 kg. It therefore needs an engine with a bit of muscle. Under the long bonnet is a normally aspirated 3,0-litre V6 petrol unit that develops 170 kW and 300 Nm of torque, the latter being on tap from a low 2 500 rpm. The engine is mated with Mercedes’s seven-speed automatic (7G-tronic) transmission, which hasn’t always impressed with its smoothness, especially during downshifts. But, Mercedes appears to have refined the transmission, because in this E300 it felt smooth and decisive, generally finding the right gear for the particular driving situation and making the most of the power outputs. Consequently, the Mercedes-Benz E300 is faster than you think, with a 0-100 km/h time of 7,4 seconds. What makes the performance figures even more startling is the silence and lack of drama that accompany such sprints.

The cabin is clearly superbly insulated, because road, wind and mechanical noise barely reach the occupants. And the ride is excellent. The normal steel set-up is more than good enough, making one wonder whether the adjustability brought by the optional air suspension is really worth it. Whether pottering around town on poor surfaces, or cruising on a smooth highway, the E-Class’s suspension remains supple, composed and quiet, and it never looses these characteristics as the speeds rise. And here comes the clincher… It even handles. Boasting anti-dive and anti-squat assistance at front and rear, wide tracks and a well-judged electronic stability set-up, the Mercedes-Benz E300 can even be fun to hustle. Yes, the steering is aloof, but it fits the overall character of the car in that it isolates the occupants from the rigours of the outside world. Enthusiastic drivers will therefore appreciate the car’s abilities, but will struggle to form a bond with it.

Mercedes-Benz E300 – Verdict

Refined, luxurious, spacious, solid and conservative in appearance (but not underneath), the new Mercedes-Benz E300 is a welcome return to the virtues that have made large Mercedes sedans so desirable. Aesthetically it may not appeal to the younger set, but ironically its wilful conservatism marks it out as a rebel in a segment that appears set on cooking to the same recipe. It’s a superb car.

We like:

• Excellent build quality
• Spaciousness
• Refinement
• Great cruiser

We don’t like:

• Pricey options
• No driver “connection”

Fast Facts:

Engine: 3,0-litre, V6, petrol
Power: 170 kW @ 6 000 rpm
Torque: 300 N.m @ 2 500 rpm
Transmission: Seven-speed automatic
Wheels: 17-inch alloy
Top speed: 247 km/h 0-100 km/h: 7,4 seconds
Fuel economy: 9,1 litres/100 km

Source: www.um.co.za

Also consider:

• BMW 530i Steptronic: More powerful than the Mercedes and retains its dynamic edge, but the current 5 Series can’t match the E-Class’s interior space and overall comfort levels.

• Audi A6 3,0 TFSI Tiptronic: Much more competitive than most give it credit for. This particular A6 boasts very lively performance and a superb cabin. Still lags BMW and Mercedes in snob value, and resale values are said to be poor, making the A6 potentially a great used buy.

• Jaguar XF 3,0 Luxury: A stunning vehicle overall that has done a lot to re-establish Jaguar in this market segment. The performance is strong (albeit at the cost of fuel economy) and the cabin is truly special. And then there are those looks…

Mercedes-Benz S350 7G-tronic (2009) Driving Impression  

“Entry level” is not a term that sits easily with a car such as the Mercedes-Benz S-Class. After all, this is not only the ultimate Mercedes, but also, in the minds of many, the best car in the world. Nevertheless, any model range has to start somewhere, and for the S-Class its beginning is the Mercedes-Benz S350 reviewed here. Priced against more powerful rivals from BMW and Audi, but still much more within reach of the average (rich) man, can the S-Class convince in its most basic form, or does it need all the frills of the more expensive versions?

Revised Looks for Mercedes-Benz S350

The recent facelift has done much to endow the Mercedes-Benz S350 with added glamour, especially when it comes to that all-important modern fashion item… a blinding collection of LEDs. Both the front and rear lamps benefit from this electric “jewellery”, but they’re not the only changes. The entire front-end has been reworked to give the S-Class a sharper-edged look, while at the rear the ugly body coloured inserts into the lights have finally gone. There are other smaller changes, too, but primarily the changes are all about the lights.

Mercedes does offer a number of attractive alloy wheel options, but the standard 18-inch items do the job perfectly well. The cabin improvements are perhaps a bit harder to spot. Mercedes says there are new colour and wood options, but whatever you may choose the first impression is of quality. This may be an “entry level” vehicle, but it certainly doesn’t feel it. The design is dominated by flowing curves and simplicity. The centre section of the facia is remarkably free of clutter and buttons, especially given the vast number of features included as standard. An elegant row of toggle switches take care of the most important functions, with the rest being managed by the Comand control system by using the rotary knob on the centre console which works in tandem with the large colour display on top of the facia. More electronic information displays are incorporated in the centre of the main instruments.

Comfort levels were already best in class before the facelift, so Mercedes didn’t fiddle with too many of the core features. The steering wheel is adjustable for rake and reach, and the front seats offer electric adjustment (including heating). Rear space is very good (though not quite limo-like), and the boot can swallow a massive 560 L-worth of high-quality leather luggage… or a good few golf bags.

Considering that the Mercedes-Benz S350 is classified as a base-model, the standard features list is very long. It includes four-zone climate control, auto lights/wipers, active bi-xenon headlamps, a sunroof, Speedtronic cruise control, keyless entry, satellite navigation, a top-notch sound system with a 7,2 Gb hard drive, Bluetooth and voice control and no fewer than 10 airbags. The safety package further includes ESP with hill-start, hill-hold and adaptive ABS brakes. Many of the optional extras are also safety boosting items, including blind-spot assist, lane keeping assist etc.

Smooth Operator

The normally aspirated 3,5-litre V6 looks a bit “light” on paper to propel a nearly 1,9-tonne luxobarge at a decent rate of knots. Still, a 0-100 km/h time of 7,3 seconds is nothing to be shy about and the top speed remains pegged at 250 km/h. These figures mean the Mercedes-Benz S350 is not as fast as its same-price rivals, but we suspect most customers will not care. What they’re getting is impeccable refinement and the type of performance and specifically overtaking urge that ensure the S350’s status as a superb long-distance cruiser. It is also surprisingly economical, with the 10,3 L/100 km figure being achievable when the driver is in a relaxed mood.

Mercedes has certainly worked on the refinement of its seven-speed automatic 7G-tronic transmission, a gearbox that has not always delivered smooth shifts (especially when changing down). In the Mercedes-Benz S350, however, there are no such complaints. Left in Comfort mode, the shifts are lazy… a perfect match for similarly slow throttle response. Switch to Sport mode, however, and things get much sharper, though not to the extent that the S350 feels like a wannabe-AMG. It simply becomes keener to respond to driver inputs. There is also a Manual mode, by the way, and even paddle shifters, but we suspect that for most S-Class owners, these devices will remain largely untouched.

Superb Ride Refinement

The Mercedes-Benz S350 rides on Merc’s Airmatic air suspension with anti-dive and stabiliser assistance at the front, and anti-dive, anti-squat and a stabiliser at the rear. In its Normal setting, the ride is extremely comfortable, with the S-Class seemingly capable of gliding over imperfections with the occupants being none the wiser of the coarseness or bumpiness of the surface underneath them. This is what an S-Class should be about, and this “affordable” version puts in a superb showing. In Sport mode one can detect a greater resistance to roll, but in essence the excellent damping and compliancy remain. The Mercedes-Benz S350 is a car that excels as a cruiser, rather than a blaster. The steering, in typical Mercedes-Benz fashion is perhaps slightly to light and lacking in feel, but for most consumers this will be spot-on.

Mercedes-Benz S350 – Verdict

Grand sedans are designed to impress with their luxury, technology and performance. This means that, more often than not, the most impressive models in these model ranges are to be found near the top. The Mercedes-Benz S350, however, is a marvel, and quite possibly the pick of the current S-Class range. Do you really need AMG-like performance? Or all those additional safety and entertainment features? the Mercedes-Benz S350 boasts a very desirable standard specification and more than enough performance. Seated behind the steering wheel at 120 km/h +, there really is nothing that seems to be obviously missing. It gets a double thumbs-up.

We like:

• Smarter looks
• Standard specification
• Lovely ride
• Cabin comfort
• Quality

We don’t like:

• Erm…
• No standard flat-folding rear seat
• Lacks power of rivals

Fast Facts:

Engine: 3,5-litre, V6, petrol
Power: 200 kW @ 6 000 rpm
Torque: 350 N.m @ 2 400 rpm
Transmission: Seven-speed manual
Wheels: 18-inch alloy
Top speed: 250 km/h 0-100 km/h: 7,3 seconds
Fuel economy: 10,2 litres/100 km

Source: www.um.co.za

Also consider:

• BMW 740i Steptronic: Similarly priced and significantly more powerful, the latest BMW 7 Series is a very strong rival for the S-Class. It still targets the wealthy businessman who likes to drive himself, but the ride comfort is also very good. Not as elegant as the S-Class, though.

• Audi A8 4,2 FSI Quattro Tiptronic: Starting to feel its age in some respects, but the A8 remains a very charming offering with a particularly inviting cabin. This model also offers quattro all-wheel dive, which gives it incredible grip. Ride quality can’t match the Mercedes-Benz S350… or BMW.

• Lexus LS460: A lot more powerful than its German rivals at a comparable price, but the Lexus still fails to garner much favour. The bland design and anodyne driving experience may have much to do with it. But it is very, very refined and exceptionally well made.

Toyota Prius 1,8 Exclusive (2009) Driving Impression

The second-generation Toyota Prius was a surprising success story. In a world still in the process of making a collective transition to greener lifestyles, it managed to appeal to a very large number of first adapters to hybrid motoring. But, it has to be said, it was also riding a wave of media hype. Now that hybrid motoring no longer seems like something from the future, and the realities of the Prius’s ability to battle climate change are better understood, it can no longer count on novelty and hype for sales. It has to be a good car, full stop. And it has to make sense to a wider audience. Can the third-generation (second for us) Prius rival similar-priced vehicles on merit.

Familiar Looks for Toyota Prius

You can still identify the newcomer as a Toyota Prius from a mile away. The silhouette is familiar and so is the general design approach, which is primarily because of the focus on aerodynamics. The chosen shape is simply the most slippery there is for such a passenger vehicle with an overriding emphasis on efficiency. But… the overall look is less amorphous, and the lines appear to have been drawn with more confidence. Consequently the new Toyota Prius looks slightly sportier. Slightly… The cabin is likely to be a major talking point to Prius first-timers – it truly looks like something from the future. The facia boasts a large central digital display, which has freed up space for storage areas under the transmission tunnel. There is also a simplified heads-up-display (HUD) and somewhat gimmicky “Touchtracer” steering-mounted buttons – when these buttons are touched, the choices are replicated on the facia display.

Riding on a lengthy 2 700 mm wheelbase, the Toyota Prius is a very spacious car with excellent rear legroom and even a big 445 L boot. Build quality is very good, too, even though the facia plastics feel lightweight to the touch. But, overall, the “techy” interior creates the look and feel of quite an upmarket car, with this impression helped along by the standard fitment of a colour satellite navigation system and leather upholstery. Other standard features of this well-equipped Exclusive model include climate control, auto lights/wipers, Bluetooth integration, radio/CD with remote audio controls and cruise control. Seven airbags are fitted and so is an electronic stability system (ESP).

Seated behind the oddly shaped steering wheel, and with so many high-tech features to take in, it takes a while to immediately feel comfortable. The steering features rake adjustment, and the seats are nicely supportive for longer drives.

More power, improved efficiency

The previous Toyota Prius model featured a 1,5-litre petrol engine mated to an electric motor, but this new version boasts not only a bigger, more powerful 1,8-litre engine, it also has a more powerful electric motor. Does this mean that Toyota has sacrificed efficiency in the name of some performance? Not at all. While the new drivetrain certainly delivers more punch, the new Toyota Prius is even more efficient than before, due to Toyota fine-tuning every single aspect of the design. For example, the new CVT (continuously variable transmission) is a full 20 kg lighter than before.

The petrol engine delivers 73 kW and 142 Nm of torque, and the electric motor brings 60 kW and 207 Nm to the party. All of this is still not enough to turn the relatively light (1 370 kg) Prius into a tar burner, but for the target market a 0-100 km/h time of 10,4 seconds will be sufficient. More importantly, it can return a fuel consumption figure of as little as 4,1 L/100 km in mixed driving, though you’ll have to drive gingerly to achieve such efficiency. Normal driving should see a figure of closer to 6 L/100 km – still excellent. Under 50 km/h, the Prius is programmed to prioritise electrical drive only, but it doesn’t take much pressure on the throttle for the petrol engine to be called into play. Toyota has certainly improved this drivetrain switchover, as the petrol engine no longer signals its awakening with a shudder that can be heard and felt.

In general, the new Toyota Prius Prius is a more refined, relaxed cruiser than before, largely the result of the bigger engine, but the CVT can still cause some labouring. Toyota has included a “power” button which, when pressed, sharpens the throttle response and puts the emphasis on performance. But it still doesn’t turn it into a GTI, so don’t get any ideas of guilt-free drag racing…

Composed and Safe

If you’re looking for a car that can cruise and handle entertainingly in the same measure, then best to go shop elsewhere. The Toyota Prius feels safer and more stable on the road than before, but grip levels remains relatively low, and there’s precious little feel through the steering to keep you informed of what the front wheels are doing. But to judge the Toyota Prius by these measures, is pointless and unfair. It offers good ride comfort, though, and the cabin remains quiet when cruising at higher speeds. The target market will appreciate these talents far more.

Toyota Prius – Verdict

At the price, the Toyota Prius 1,8 Exclusive is up against three turbodiesel offerings from the German premium brands. While it is certainly an improved product in every possible way, the likelihood of it appealing to buyers of these rival offerings is remote. During normal driving the German diesels are not much thirstier, and also offer significant snob appeal and more entertaining dynamics. The Toyota Prius, on the other hand, will continue to cater to the tastes of the anti-establishment and environmentally concerned. These folks can rest assured they’re buying a very a good car.

We like:

• Fuel economy
• Equipment level
• Cabin space
• Improved refinement

We don’t like:

• Price
• Droning engine

Fast Facts:

Engine: 1,8-litre, four-cylinder, petrol + electric motor (60 kW/207 Nm)
Power: 73 kW @ 4 000 rpm (petrol engine)
Torque: 142 N.m @ 2 180 rpm (petrol engine)
Transmission: CVT (continuously variable transmission)
Wheels: 15-inch alloy
Top speed: 180 km/h 0-100 km/h: 10,4 seconds
Fuel economy: 4,1 L/100 km

Source: www.um.co.za

Also consider:

• Audi A4 2,0 TDI Ambition Multitronic: For similar money to the Toyota Prius, you can have this excellent Audi, which boasts real-world fuel consumption of not much more than the Toyota’s. And you get a better driving experience to boot, too.

• BMW 320d Steptronic: A significantly more energetic and fun vehicle to drive than the Toyota Prius. You won’t get Prius consumption and you’re unlikely to score many points in the eyes of the greenies, but in reality, the 320d strikes a superb balance between performance and economy.

• Mercedes-Benz C220 CDI Auto: Imagine a premium sedan that offers the comfort and refinement of the Audi, but also a degree of agility that may even please a BMW driver… that is the Mercedes C-Class. Superb overall.

2010 Dodge Viper SRT10 ACR sets record at Leguna Seca

Guy Franken of Chrysler SA had the following to say “The 2010 Dodge Viper SRT-10 ACR remains the supercar against which others are measured. Not only does this car hold the Laguna Seca lap record now but also claimed the prestigious lap record at Nuerburgring in 2008 with an impressive time of 7:22 beating all other supercars who have attempted this subsequently. Guy continued saying “This Viper is not scheduled to be sold in SA as it is manufactured in right-hand-drive only. However, it remains the global image leader for all Dodge vehicles.”

2010 Dodge Vipe shatters record

Chris Winkler, an SRT vehicle dynamics engineer piloted a black and red 2010 Dodge Viper SRT10 ACR (American Club Racer) to a lap record of 1:33.915 as recorded by Motech in-vehicle data recorder (1:33.944 – as unofficially recorded by trackside clock) around the 3.6 km, 11-turn course, shattering the previous lap record by more than 1.1 seconds.

“It was definitely exciting but a somewhat uneventful lap overall from behind the steering wheel,” said Winkler, who is still learning the intricate details of Laguna Seca raceway, having spent only one other session on the course. “The 2010 Dodge Viper ACR has amazing power and handles like a dream, so following my first practice here last month, I came away pretty confident that we’d be able to set a new record.”

In 2008, professional road racer Randy Pobst, drove a 2008 Dodge Viper ACR to a one-lap, production car record of 1:35.117 at Laguna Seca raceway while working with Motor Trend. That record stood until August 6, 2009 when the most recent record of 1:35.075 was established by a one-off exotic prototype.

Ralph Gilles, President and CEO, Dodge Brand and Senior Vice President, Product Design Office, Chrysler Group LLC, was impressed with the Viper’s performance. “I’ve been closely tied to this car my entire career and even after owning one myself for some time, I’m still amazed with what the Dodge Viper can do on and off the race track,” Gilles said. “After our record-setting lap at the Nürburgring circuit, we’re excited to set a second performance benchmark record at another world-famous road course.”

The Dodge Viper is going into the final year of production for the current-generation model. Approximately 500 Vipers will be produced in 2010.