BMW X6 xDrive35i Steptronic (2008) Driving Impression

Polarising thats a polite word to describe reactions to the new controversial BMW X6. It is absolutely stunning, was overhead just as much as, was it designed/inspired by SsangYong? You get the point Based on the very successful X5 SUV, but boasting swoopy coupe-like styling, the BMW X6 creates an all-new niche. Or does it? Heard of the SsangYong Actyon, anyone? Listen to BMWs reasoning, however, and it starts to make rather a lot of sense. Vehicles such as Porsches Cayenne and the Range Rover Sport dont sell because theyre massively practical or off-road capable. Road-biased handling, performance and a huge dollop of look-at-me appeal are the key ingredients. And the BMW X6, possesses more of all of those

BMW X6 has love me, hate me attitude

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

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

Very Speedy

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

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

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

BMW X6 – Verdict

Dont judge a book by its cover, the saying goes. The BMW X6 appears to have offended some observers by its mere existence, but these traditionalists must get over themselves. The dramatic looks hide a surprisingly practical cabin (for four), and the X6s dynamic ability and performance are very close to being best in class. Youre not going to go very far off-road, of course, but luxury SUVs havent been about that for a very long time. We suspect the BMW X6 will do very well, and that other brands will inevitably follow in its wide wheel tracks.

We like:

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

We dont like:

Quite pricey
Ride slightly too unyielding

Fast Facts:

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

Source: www.um.co.za

Also consider:

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

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

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

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

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

Elegance all over for Audi A4

Even at a first glance the Audi A4 appears to be a more substantial car than before. This is certainly not an illusion, because the new A4s body is 120 mm longer and 50 mm wider compared with the previous model. The wheelbase, too, has been stretched (to over 2 800 mm), pushing the wheels out to the corners and contributing to a sleek, elegant bodyshape that boasts some beautiful detailing, especially as it tapers to the rear end. The standard wheels on this model are somewhat small (16-inch alloys), but Audi offers a vast range of options, including bigger wheels, sport kits and lowered suspension set-ups to beef up the cars appearance even further.

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

Comfort levels are exceptionally high, aided by a steering wheel that boasts probably the largest range of rake/reach adjustment weve experienced for a while. The seat, too, offers a good range of adjustment as well as excellent support and long-distance comfort the cushion length in particular is perfectly judged. At first glance the centre console appears to be rather cluttered with buttons, but it doesnt take too long to figure out how it all works. In fact, Audis MMI control system remains a lesson in logical design.

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

Consummate cruiser

Considering the extensive amount of equipment on board, in addition to the increase in size, the A4s relatively light weight of 1 450 kg comes as a surprise. In fact, depending on the model, the new Audi A4 can be as much as 10 % lighter than its equivalent preceding model. Audi has achieved this through the extensive use of aluminium and other lightweight materials in the cars construction. A major benefit of this is, of course, improved fuel consumption, but theoretically performance should also be better.

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

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

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

Relaxed, but agile

Audi has worked really hard to address the pronounced understeer that plagued its previous models. In the latest Audi A4 the centre of gravity has been lowered, and the weight distribution improved. For those buyers who want something even sportier, theres the optional Drive Select system that allows you to fine-tune the cars steering, throttle etc. But even without Drive Select the Audi A4 feels more agile and composed than before, without sacrificing its trademark stability and grip. The steering still doesnt really talk, but at least the precision is good.

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

Audi A4 – Verdict

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

We like:

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

We dont like:

CVTs unnatural sound
No standard split rear seat
Pricey options

Fast facts

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

Power: 118 kW @ 4 500 rpm

Torque: 250 Nm @ 1 500 rpm

Transmission: CVT (continuously variable transmission 8 steps)

Wheels: 16-inch alloy

Top speed: 218 km/h

0-100 km/h: 8,6 seconds

Fuel economy: 7,4 litres/100 km

Source: www.um.co.za

Also consider:

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

Land Rover Freelander 2 HSE Automatic (2008) Driving Impression

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

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

Land Rover Freelander 2 displays flagship finesse

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

Interior Design

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

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

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

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

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

Grunt and sip

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

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

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

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

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

Verdict

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

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

We like:

Off-road ability

On-road ride comfort

Power/economy balance

Standard specification

Badge appeal

We dont like:

Very expensive

Small boot

Fast facts

Engine: 2.2-litre, four-cylinder, turbodiesel

Power: 118 kW @ 4 000 rpm

Torque: 400 Nm @ 2 000 rpm

Transmission: six-speed automatic

Wheels: 18-inch alloy

Top speed: 181 km/h

0-100 km/h: 11.2 seconds

Fuel economy: 8.5 litres/100 km

Also consider:

BMW X3 2.0d Steptronic:

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

Nissan X-Trail 2.0 dCi LE Automatic:

Significantly cheaper and delivers similar performance/economy. While reasonably good off-road, it also cant match the Freelander in that respect. The interior is well-put together, but ultimately the Nissan doesnt have the same badge appeal as the Land Rover.

Hyundai Santa Fe CRDi 7-seat Automatic:

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

Mercedes-Benz C180K Elegance Automatic (2008) Driving Impression

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

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

Germanic precision?

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

The C-Classs bigger problem is that the facia design and trim plastics just dont look and feel premium enough. The design is neat but fairly blocky and unimaginative, while some of the plastics feel cheap (for a Mercedes). Then again, the test car never rattled or squeaked, so build quality appears to be very good. To some extent the conservative design is highlighted because it looks somewhat out of place as a backdrop for all the high-tech features. When the very cool information screen glides out of the centre of the facia, its arrival tends to be followed by impressed oohs and aahs from the passengers. Controlled via a rotary knob on the centre console, this screen allows for easy feature selection, much in the same way as BMWs iDrive. For more traditional folk hard buttons replicate some of the functionality on the facia. See how well Mercedes knows its core market?

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

On the road

Even from just sitting behind the steering wheel the attention to driver comfort is obvious, although the seats feel strangely hard at first. The steering wheel features generous rake and reach adjustment, and the seat can also move up or down. A comfy driving position is therefore easy to find. The firm seats proved extremely comfortable on longer trips and it is on such road trips that the C180Ks true talents really shine through. The five-speed automatic box is not the swiftest around, but its lazy character suits the engine delivery in this environment, giving the Mercedes-Benz C180K the character of a quiet, swift tourer with excellent fuel consumption. If one had to nit-pick, the overly light steering may come in for criticism. A bit more weight and feel, especially at higher cruising speeds, would have been welcome.

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

Mercedes-Benz C180K – Verdict

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

We like:

Laid-back character
Quality
Comfort
Fuel economy
High safety spec

We dont like:

Slow throttle response
Overly light steering
Slightly basic facia design

Fast facts

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

Power: 115 kW @ 5 200 rpm

Torque: 230 N.m @ 2 800 rpm

Transmission: Five-speed automatic

Wheels: 17-inch alloy

Top speed: 223 km/h

0-100 km/h: 9,5 seconds

Fuel economy: 7,6 litres/100 km

Source: www.um.co.za

Also consider:

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

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

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

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

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

Upmarket cabin f0r Nissan X-Trail

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

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

Compromised packaging

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

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

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

On the road

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

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

Should you want to head off-road, the Nissan X-Trail still features selectable all-wheel drive and even a Lock mode, which splits the power delivery 57/43 to the front and rear. Ground clearance is a reasonable 203 mm. But, in general, as capable as this second-generation X-Trail theoretically is off the beaten track, it just isnt a vehicle that inspires that kind of behaviour, unlike its playful predecessor which seemed to motivate exploration of the road less travelled. The new Nissan X-Trail seems more at home in the city, climbing the odd kerb, and ferrying little ones to school and back in safety.

Nissan X-Trail – Verdict

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

We like:

Refinement
Quality
Standard features
Big boot
Ride quality

We dont like:

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

Fast facts

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

Power: 125 kW @ 6 000 rpm

Torque: 226 N.m @ 4 400 rpm

Transmission: CVT

Wheels: 17-inch alloy

Top speed: 183 km/h

0-100 km/h: n/a seconds

Fuel economy: 9,0 litres/100 km

Source: www.um.co.za

Also consider:

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

2009 Renault Scenic launched

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

New trim level for 2009 Renault Scenic

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

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

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

New Nissan Murano revealed

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

Better look and feel for new Nissan Murano

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

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

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

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

Interior features

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

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

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

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

Exterior features

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

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

Engine performance

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

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

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

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

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

Audi A3 Cabriolet in South Africa

Emotion-packed design, superior dynamism and the proverbial Audi quality: The Audi A3 Cabriolet is the premium athlete in the compact class.

Audi A3 Cabriolet set for success in SA

The Audi A3 Cabriolet is a convertible of real substance, say Greg Levine – Divisional Head : Audi SA. It combines functionality of a compact Audi A3 with the emotionally charged driving fun of a fully-fledged four-seater convertible, thus creating a very special driving feel. For the driver, this is an utterly new take on both aspects uncompromising driving fun and fascinating technology thus highlighting the Freedom of Vorsprung.

Market Introduction

Market introduction in South Africa is September 2008, introducing the 1.8 TFSI manual and S tronic, and the 2.0 TFSI manual and S tronic models.

Audi A3 Cabriolet – Price

Audi A3 Cabriolet 1.8 TFSI manual Ambition (118kW) – R303 500
Audi A3 Cabriolet 1.8 TFSI S tronic Ambition (118kW) – R319 500
Audi A3 Cabriolet 2.0 TFSI manual Ambition (147 kW) – R342 500
Audi A3 Cabriolet 2.0 TFSI S tronic Ambition (147 kW) – R358 500

The Convertible Top

Audi has remained true to its successful line: The new Audi A3 Cabriolet also has a classic fabric top. It perfectly harmonizes the original, authentic notion of open-air driving with the feeling of carefree lightness.

The top keeps its shape thanks to the mechanically movable metal frame that gives an excellent, close fit and the silhouette of a coupe. A large heated rear window ensures excellent rear visibility.

The Audi convertible top comes in two versions: a semi-automatic soft top with two layers and fully automatic, three-layered acoustic top. The semi-automatic version has a central handle for locking and unlocking; in the fully automatic version an electric motor performs this task.

In both versions, a high-pressure pump and two hydraulic cylinders move the top. They open the soft top extremely quickly in nine seconds and close it in eleven a short stop at a traffic light is sufficient for this process to be completed. The acoustic top can be opened and closed while driving up to 30 km/h very convenient when driving in city traffic.

The Z fold saves space

When the top is opened, the soft top folds down into a Z-shape, thus taking up very little space. When folded down, the header at the front of the top which is a board rests flush with the car body and is hydraulically locked in place. It forms a sturdy cover for the soft top, which is why the car comes without a tonneau cover and without a soft top box cover. The folded-down top rests in a compact steel metal compartment with a slanted floor, which takes up very little space in the boot.

A switch for opening and closing the top is located on the center console. All four power windows can be individually operated as usual, but they can also be opened and closed simultaneously via a central switch. The top can be conveniently opened and closed from the outside by actuating the door lock with the ignition key; if opened and closed, the side windows automatically drop down a bit.

The fully automatic soft top is designed as an acoustic top. Between the outer skin and the inner lining, which completely covers the metal frame, there is a mat six millimeters thick that is made up of three layers. It further improves the thermal insulation and soundproofing. At a speed of 140 km/h with 71 dB (A), it is just one dB (A) louder in the Audi A3 Cabriolet interior than in the hardtop A3.

Audi provides as standard a wind deflector that can be mounted above the back seats. Thanks to its intelligent design, it can be opened up in just a few steps and easily used from one side. The fabric selection guarantees maximum freedom from drafts with the largest possible view to the back. Unused and folded down, the wind deflector can be packed into a bag that takes up very little space in the boot.

The new 1.8 TFSI

When it comes to petrol engines, the newly developed 1.8 TFSI has a carrying capacity of 1798 cc and can power up to 118 kW and 250 Nm of torque, with a constantly available engine speed range of 1,500 to 4,200 rpm. Thanks to its turbo, the compact lightweight four-cylinder engine weighing only 135 kilograms and delivers as much power as an aspirating V6, but consumes much less fuel.

An adjustable intake camshaft optimizes the filling of its combustion chambers. Two balancing shafts compensate for the gravity forces of the second degree, thus ensuring smooth running. Thanks to its new, precise controller strategy, the oil pump consumes little energy, thereby improving fuel consumption.

The 1.8 TFSI is equipped with direct fuel injection technology. The fuel shoots out of a high-pressure reservoir under 150 bar pressure through the newly developed six-hole injectors directly into the four-valve cylinder head. There it is first combined with the turbulent incoming air displaced by the valves in the intake track in precisely calculated degrees of turbulence. The mixture is homogenous, 1 part fuel to 14.7 parts air. The evaporation of the direct-injected fuel extracts the heat from the combustion chambers, permitting a high compression ratio even with the turbo.

Direct fuel injection and the turbo technology form an ideal combination for outstanding drive comfort and impressive efficiency. The turbo responds extremely quickly at 2,000 rpm, the 1.8 TFSI produces its maximum torque in just 1.2 seconds. The four-cylinder engine is responsive, fleet-footed, high-revving, and heavy on the torque. It accelerates the Audi A3 Cabriolet with a six-speed manual transmission in 8.3 seconds to highway driving speed and faster to 218 km/h. It satisfactorily completes the EU driving cycle with 7.3 l/100 km. Alternatively; Audi offers the sporty high-tech S tronic transmission also with six speeds.

Three-time winner : The 2.0 TFSI

In terms of technology, the 1.8 TFSI is closely related to the 2.0 TFSI, which was voted Engine of the Year three times in a row starting in 2005 by a jury made up of international journalists. The two-litre engine has 1,984 cc capacity and at 1,800 rpm jams 280 Nm of torque on the crankshaft. Its maximum torque goes up to 5,000 rpm. Nominal power of 147 kW is produced between 5,100 and 6,000 rpm. The two-litre engine runs with an adjustable intake camshaft and two balancing shafts.

With the 2.0 TFSI engine, Audi has achieved a high compression ratio of 10.5:1 a value that has so far been reserved for naturally aspirated engines. The thermodynamic efficiency of the engine has also improved further. The four-valve engine fulfills all the tasks it is assigned with playful ease.

With either the S tronic dual-clutch transmission or the standard six-speed manual transmission, theAudi A3 Cabriolet accelerates to 100 km/h in just 7.3 seconds; its top speed is 231 km/h. The 2.0-litre TFSI engine with the S tronic transmission consumes 7.6 l/100 km.

S tronic : Two transmissions in a row

One highlight that makes the Audi A3 Cabriolet an exception among its competitors is S tronic, which combines the advantages of an automatic transmission with those of a manual transmission. The dual-clutch transmission can shift in an instant between its six speeds, almost without interrupting the power flow, in only 0.2 seconds. The driver benefits from this fascinating dynamic driving as much as from the outstanding comfort of the shifting process.

S tronic is a highly advanced construction. Two three-speed transmissions, each with one clutch, are housed in one casing; the two multi-plate clutches are arranged behind one another. The first operates the odd speeds and the reverse gear; the second handles the even speeds. Two input shafts on one common axle are connected together a solid shaft rotates in a hollow shaft. While one speed is engaged, the next is already pre-selected. To use it, only the clutch has to be closed; this guarantees S tronic its time advance.

The driver can shift S tronic using a one-touch lever or, like race car drivers, using shift paddles on the steering wheel. In addition, two fully automatic drive modes are available: D for drive and S for Sport. The S tronic multi-plate clutches operate in an oil bath and are able to implement various types of start-ups: from a soft start on slippery ground to a sporty, fully loaded acceleration. The computer controlled launch control effortlessly implements the best acceleration.

S tronic has an innate high level of efficiency. Its electronic management in automatic mode ensures that the engine, whenever possible, runs fuel-efficiently at low revs. Even an attentive driver could not do it better.

New Hyundai Tucson Introduced in South Africa

The Hyundai Tucson needs no introduction. As one of the best selling SUVs on the road, you need only look around when driving to know that this claim is not exaggerated. The new Hyundai Tucson has recently been introduced into the Hyundai range, featuring a few cosmetic changes to the version that was first launched late in 2005.

Styling changes for new Hyundai Tucson

While the most of the changes have been made to the interior of the vehicle, the most significant exterior change is the addition of colour coded bumpers to selected colours of the 2-litre manual version.

The inner lenses of the headlamps have been changed from clear to amber, and the new look Tucson sports a stylish new wheel design. The rear number plate surround is more distinctive, as is the radiator grille.

Interior changes include an updated instrument cluster, a forward tilting headrest, single height adjuster for the front seats, and redesigned cup holders that feature better grip and reduce vibration.

Standard features

Standard features on the Tucson include: ABS & EBD, cruise control, power steering and central locking, electric windows, TRC (Trip Computer), luggage net, roof carrier, climate control, front loading CD & MP3 player, dual airbags, leather upholstery and alloy wheels.

Engine capability

The 2.0 CRDi and 2.7 V6 models feature On Demand 4WD. In normal driving, the vehicle is driven mostly by the front wheels where the torque is split in 80-20% front rear. As the front wheel traction decreases, the power sent to the rear wheels will increase for better traction stability. When the 4WD lock button is pressed, the 4WD will engage permanently, as long as the vehicle speed is less than 30 km/h.

The new Hyundai Tucson also comes with a Traction Control System. The system reads vehicle conditions, and then transfers the power to the wheels with traction. This will allow you to pull off or accelerate in wet and slippery conditions.

The new look Tucson also features Hyundais famous 5 year/150 000km full manufacturers warranty, as well as a 3 year/60 000km full maintenance plan.

New Hyundai Tucson – Price

H R226 900 including VAT.

Subaru Forester is King of Compact SUVs

The third generation Subaru Forester is the king of the compact sports utility vehicles, according to South Africas biggest motoring title, Car magazine.

Subaru Forester is rated highly

In the publications October issue a seven-way comparative test of the segments leading lights saw the Subaru Forester 2.5 XS see off a stiff challenge, the editors concluding that: The Subaru Forester did not achieve an outright victory in any particular category, yet was consistently near the top…that shows a hard-fought and surprising victory for the underdog, Subarus Forester.

The test team praised the Subaru Forester for its ride quality, spacious cabin, best-in-class ground clearance, low-down torque and keen pricing. They also concluded that the well-proven mechanicals should give it the same bullet-proof reliability as its predecessor.

Were pleased that the new Forester seems to have continued where the previous model left off, commented Grant Bowring, Subaru Southern Africas Brand Manager. What makes it even more meaningful is that virtually every challenger represented recently-launched offerings from our rivals, so the Forester was truly pitted against the very best and still came out tops.

The Subaru Forester has become a perennial favourite with the Car team, the second generation version having been chosen as the best compact SUV in the magazines annual Top Twelve awards five times in the last six years and was the runner-up in the year it didnt win.

So while the latest Subaru Forester version clearly has a hard act to follow, it seems to be off to the best possible start.