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6 Toyota Supra

Australian New Car

&SUV Buyer’s Guide.
Regular readers will notice a significant change
CONTENTS
6 NEW MODEL DIARY
TOP TESTS
New models include the BMW Z4/Toyota
to this issue. We’ve tweaked the title of the Supra non-identical twins, the first 26 AUDI RS5
magazine to more accurately reflect what’s in it, collaboration between the Japanese and 32 AUDI Q8
specifically more SUVs. They actually outsell cars German giants. We’ve also got details 38 BMW 3 SERIES
in Australia now, so the time is right for us to on Lamborghini’s Huracan EVO, VW’s 45 BMW X5
Touareg, the Hyundai Kona electric,
recognise that by including them in our 54 FORD ENDURA
Mini Countryman plug-in hybrid,
masthead. You will find full roadtests of all the 63 HONDA CIVIC
Mercedes EQC and the Ford Focus ST.
popular SUVs inside. 70 HYUNDAI IONIQ
As far as what else of note is happening in new 13 REDBOOK VALUES 72 HYUNDAI TUCSON
The industry bible on used car values 95 MAZDA3
car and SUV world goes, the big news is that,
can help you save serious money 98 MAZDA CX-5
following the lead of Hyundai and Kia, most 116 NISSAN X-TRAIL
manufacturers have now moved from three year 14 THE SHOWROOM 125 PORSCHE 911
to five year warranties. Our exclusive, tell-it-like-it-is make and 139 SUBARU FORESTER
This includes Ford, Holden, Honda, Mazda, model guide to more than 260 new cars 151 TOYOTA RAV4
Mitsubishi, Nissan, Peugeot, Skoda, Subaru, and SUVs, complete with ANCAP crash 152 TOYOTA KLUGER
test ratings, Redbook trade-in values, 155 VOLKSWAGEN GOLF
Suzuki, Toyota and Volkswagen. Most also carry
specifications, standard features, fuel
unlimited kilometres coverage as well. consumption figures and more.
Kia still offers the best warranty on the market:
seven years/unlimited kilometres.
Interestingly, those holding out at three years
98 Mazda CX-5
coverage are mainly the luxury brands: Alfa
Romeo, Audi, BMW, Jaguar, Mercedes and
Porsche. Lexus offers a four years warranty.
Your comments or questions are always
welcome. Just email us at bill.mck10@gmail.com.

Bill McKinnon
Editor

4 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

 NEWCAR&SUV

AUSTRALIAN
CONTRIBUTORS
BUYER'S GUIDE
EDITOR
Bill McKinnon
DESIGNER
Katharine McKinnon
CONTRIBUTORS
John Carey, Joshua Dowling, Phil King,
Byron Mathioudakis, Peter McKay
ADVERTISING ENQUIRIES
(02) 9887 0642
ASSOCIATE PUBLISHER
Martin White

JOHN CAREY PHIL KING JOSHUA DOWLING

One of Australia’s most
accomplished motoring writers,
over three decades, John is a
long-time contributor to Wheels
magazine, where he is a Car of
the Year judge, and publications
in the USA and UK.
He lives in Bergamo, Italy, and
covers new European models for
us so we have the story by the
time they go on sale here.
John would rather question an
engineer than a designer as an
engineer’s answers tend to make
a lot more sense.
John rates a vehicle’s value,
efficiency, user-friendliness and
dependability as being much more
important than the badge it wears.
John’s tests in this issue
include the Ferrari Portofino,
BMW X1 and X2, Jaguar i-Pace,
Mercedes A Class, Nissan Leaf
and Porsche Panamera.
Phil King is Motoring Editor
of The Australian.
Since switching to motoring
journalism 18 years ago, he has
driven almost everything the
automotive industry has to offer,
despite an allergy to Korean
cars, and moves seamlessly
from one press fleet vehicle to
another in the hope of avoiding
fuel bills in perpetuity.
Luckily, he chose a university
degree course guaranteed to set
him up for a lifetime behind the
wheel: philosophy.
He thinks life should be one
long motor show where the bar
never shuts and would love to
restore a classic — at somebody
else’s expense.
In this issue of Australian New
Car&SUV Buyer’s Guide, Phil tests
the Porsche Cayman and 911.
Joshua Dowling is the National
Motoring Editor at caradvice.com.
au and a World Car of the Year
judge.
CEO/CHAIRMAN
Renowned for his ability to
Prema Perera
break stories the car companies PUBLISHER
don’t want you to read, his Janice Williams
consumer-first approach and CHIEF FINANCIAL OFFICER
refusal to follow a PR script, Vicky Mahadeva
Joshua’s tests in this issue ASSOCIATE PUBLISHER
include Ford Mustang, Holden Emma Perera
Acadia, Mazda CX8, Toyota RAV4 FINANCE & ADMINISTRATION MANAGER
and VW Tiguan. James Perera
CIRCULATION BUSINESS
You can also read his
DEVELOPMENT MANAGER
regular rants on Twitter: @ Mark McTaggart
JoshuaDowling. CREATIVE DIRECTOR
Kate Podger
MARKETING & ACQUISITIONS MANAGER
Chelsea Peters
Circulation enquiries to our Sydney head office
(02) 9805 0399.
Australian New Car&SUV Buyer’s Guide No. 53 is
published by Universal Magazines, Unit 5, 6–8 Byfield
Street, North Ryde 2113. Phone (02) 9805 0399, Fax: (02)
9805 0714. Melbourne office, Level 1, 150 Albert Road,
South Melbourne Vic 3205. Phone (03) 9694 6444, Fax
(03) 9699 7890. Printed in Singapore by Times Printers,
timesprinters.com, distributed by Gordon and Gotch

3 STARS
Australia.

SYMBOLS
In our tests on the
following pages and in
the Showroom, we have
used symbols to give
you a quick indication
of the strengths of each
car, and star ratings to
indicate in more detail
how each car stacks up in
its class. Here’s what the
symbols and stars mean:
Our piggybank
indicates a car that we
think represents good
value for money against
the others in its class. It
may not necessarily be
the cheapest, but taking
into account factors like
standard equipment,
safety, the way it drives,
resale values and quality, it
shapes up as a good deal.
S A capital S indicates a
car that scores five stars
out of five for occupant
protection in ANCAP
crash tests and has
stability control plus six
S
airbags as standard or as
reasonably priced options.
You can get full details for
individual cars, including
recently introduced
child-protection ratings
for most models, at
ancap.com.au
If you’re after a safe,
practical car in which to
carry the kids, look for
this symbol. We’ve taken
into account things like
its ANCAP score, safety
features such as a rear
camera, the placement
of child restraint anchor
points, a versatile,
spacious load area and
other parent-friendly
features.
3 This is an
internationally-
recognised symbol for
environmentally-friendly
products and we’ve
used it to indicate cars
that score at least four
stars out of five in the
Federal government’s
Green Vehicle Guide.
Unfortunately, from late
2015, all the star ratings
were removed from the
site, which is ridiculous,
so we have kept the star
ratings for models given
prior to their removal.
 A trophy indicates
a car that, all things
considered, is at or
near the top of its class.
It’s important to note
that we don’t test cars
against some perfect
theoretical model. We
test them against their
competitors so it’s an
apples with apples
comparison. Features that
are important in sports
cars, for example, such as
performance and handling,
are less important in, say,
the mid-size hatchback
class, where buyers are
looking for fuel economy
and space efficiency.
The star rating for safety is
from ANCAP crash tests and the
Green Vehicle Guide stars are as
per the car’s rating in the Green
Vehicle Guide itself.
Other star ratings, including the
overall star rating, reflect how the
car rates against others in its class.
PRICES
• Prices are manufacturers’ list
prices and do not include options,
on-road charges or insurance. These
vary from state to state. Dealers are
now required, when they advertise a
price, to make it the drive-away price,
including on-road charges.
• Note that manufacturers can and
do change prices regularly and in
some cases this will have occurred
after our publication deadline. If you
want to check current drive-away
prices, we suggest going to a website
such as carsales.com.au where you’ll
also find the latest offers.
This book is copyright. Apart from any fair dealing for
the purpose of private study, research, criticism or
review as permitted under the Copyright Act, no part
may be reproduced by any process without written
permission. Enquiries should be addressed to the
publishers. The publishers believe all the information
supplied in this book to be correct at the time of
printing. They are not, however, in a position to make a
guarantee to this effect and accept no liability in the
event of any information proving inaccurate. Prices,
addresses and phone numbers were, after investigation
and to the best of our knowledge and belief, up to date
at the time of printing, but the shifting sands of time
may change them in some cases. It is not possible for
the publishers to ensure that advertisements which
appear in this publication comply with the Competition
and Consumer Act 2010 (Cth) and the Australian
Consumer Law. The responsibility must therefore be
on the person, company or advertising agency
submitting the advertisements for publication. While
every endeavour has been made to ensure complete
accuracy, the publishers cannot be held responsible for
any errors or omissions. The contents of this magazine
is printed on paper produced in a mill that meets
Certified Environmental Management System
ISO9001
* Recommended retail price
ISSN 1446-733X
Copyright © Universal Magazines MMXIX
ACN 003 026 944
umco.com.au
Please pass on or recycle this magazine.
We are a member of

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 5

THE NEW MODEL DIARY JUNE–DECEMBER 2019

TWIN PEAKS:
TOYOTA SUPRA & BMW Z4

6 | AUSTRALIAN NEW CAR&SUV BUYER’S GUIDE


T
here’s a reason we’ve
put these cars together.
They are, in fact, the
same car.
A joint venture between BMW
and Toyota, the Supra/Z4 twins
share the same rear-wheel-drive
platform, wheelbase and chassis
componentry such as suspension
and steering. They also share
a (mostly) BMW 3.0-litre
turbocharged straight six engine,
with an eight-speed automatic
transmission. Let’s look at the
differences. First, the BMW.
It’s just hit the market,
priced from $84,900 for the
145kW/320Nm 2.0-litre four-
cylinder turbopetrol 20i.
The four is exclusive to the
BMW side of the partnership for
now. The 30i, with the 2.0-litre
four chipped for 190kW of
power and 400Nm of torque,
is $104,900. Top-of-the-range
M40i, with the 250kW/500Nm
3.0-litre single turbo straight
six, is $124,900.
Zero to 100km/h times for
each of these three drivetrains
are, respectively, 6.6, 5.4 and
4.5 seconds, so the M40i is
seriously quick.
BMW’s young Australian
designer, Calvin Luk, is
responsible for the Z4’s expressive,
yet classic BMW roadster
sheetmetal, including that l-o-n-g
bonnet. It’s a two-seater soft-top,
power operated, with the operation
taking just 10 seconds. It can be
raised or lowered on the move, at
speeds up to 50km/h.
It folds neatly into a space
above the boot, which has a
pretty useful — in the roadster
context — 281 litres of space.
Inside you get leather-
THE NEW MODEL DIARY JUNE–DECEMBER 2019
upholstered M sports seats,
with Alcantara and textured
aluminium-look trim. BMW’s
digital dash — a 12.3-inch
customisable instrument
display, plus a 10.25-inch
infotainment screen — includes
the latest iteration of iDrive with
voice control, touchscreen and a
head-up display.
BMW claims its usual 50:50
weight distribution for the Z4.
Up front is double joint strut
suspension; at the rear is a five-
link axle, with a limited-slip M
Sport differential on the M40i.
Variable assistance and
variable ratio electric steering is
also fitted.
Australian models get BMW’s
M Sport suspension, with a
10mm lower ride height. Adaptive
M suspension is standard on 30i
and M40i, which also get M Sport
brakes with blue calipers.
Z4 20i rolls on 18-inch alloys
with 255/40 tyres; 30i and M40i
have 19-inch wheels with 255/35
(front) and 275/35 (rear) rubber.
OK, now the Toyota. Obvious
differences? It’s a coupe, with
design elements that evoke its Toyota to reach 100km/h in 4.3 performance focus. Track days
famous 2000GT ancestor. seconds — 0.2 seconds quicker are an obvious place to use this
The ultra-aggressive, futuristic than the BMW. car as its engineers intended.
front end is an acquired taste, but A version of the M Sport Supra’s cabin has a lot of
it does reflect the fact that the differential is also fitted to the BMW design in it, particularly
Toyota is designed to be a hard- Toyota, with the ability to transition the dash. The driver sits in
edged sports car. from open to 100 per cent locked a snug cockpit and a heavily
Toyota’s Gazoo racing division in an instant, either under bolstered bespoke seat.
did the development work, acceleration or deceleration. Supra, which is built in Austria
including extensive calibration The Toyota also has a Track on the same production line as
and testing at the famed mode, which dials the traction the Z4, launches here at the
Nurburgring track in Germany. and stability control back to end of 2019, with just 300 cars
Supra’s 3.0-litre six produces minimal intervention. available in the initial 12 months.
the same 250kW/500Nm as the The coupe’s stiffer body also Pricing was still to be announced
BMW variant, and like its German allows for firmer suspension as we went to press, but expect
twin has launch control, but with more rigid mounts, again in similar money to the Z4 M40i. Get
slight tuning variations allow the keeping with the Supra’s narrower in quick if you want one.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 7
THE NEW MODEL DIARY JUNE–DECEMBER 2019
LAMBORGHINI
HURACAN EVO
L
amborghini’s Huracan
EVO is the first major
overhaul of the origi-
nal Huracan LP610-4
launched in 2014. It’s available
as a coupe, priced at $459,000,
and a Spyder convertible, for
which prices had not been an-
nounced as we went to press.
The aluminium/carbon fibre
composite body gets improved
aerodynamics, while the
naturally-aspirated 5.2-litre V10
is now the 470kW/600Nm variant
8 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
previously used in the high-spec
Performante model.
Huracan EVO coupe weighs
1422kg. It reaches 100km/h
from rest in 2.9 seconds —
0.3 seconds quicker than the
original — and 200km/h in 9.0
seconds, en route to a top speed
of “more than 325km/h”. Evo
Spyder takes 3.1 seconds to
reach the 100km/h mark.
Drivetrain electronics are a
significant part of the overhaul.
Lamborghini’s “Dinamica
Veicolo Integrale” is a central
processing unit that monitors
and controls the car’s all-wheel
drive, four-wheel steering,
magnetically controlled
adaptive suspension dampers
and torque vectoring systems
to keep it on the straight and
narrow. Hopefully. Strada
(Road), Sport and Corsa (Track)
settings are provided.
Carbon ceramic discs are
squeezed by six-piston front
and four-piston rear aluminium
calipers. Wheels are 20-inch
Aesir, shod with 245/30 front and
305/30 rear Pirelli P Zero tyres.
Inside, sports seats are
upholstered in Alcantara and
leather. You can, of course,
personalise the cabin in any
way you please.
Evo Spyder’s
electrohydraulically-operated
soft-top is raised or lowered
in 17 seconds while driving at
speeds up to 50km/h.
Infotainment also gets a
boost, with Apple CarPlay
and Android Auto smartphone
mirroring now standard, plus
gesture control for the 8.4-
inch touchscreen, navigation
and digital radio. An optional
dual-camera telemetry system
records your racetrack heroics.

VOLKSWAGEN TOUAREG
V
W’s third-generation
Touareg is now on sale,
priced at $89,990 for
the Launch edition.
As with previous models,
Touareg shares factory DNA with
the Porsche Cayenne and Audi Q7.
Touareg is significantly cheaper —
VW did start life as The People’s
Car, after all — so you get a lot
of premium German design,
technology and engineering at a
reasonable price.
The 2019 Touareg’s focus is
efficiency, luxury, safety and
digital infotainment. Leather,
a power tailgate, heated and
cooled front seats, 20-inch
alloys, LED matrix headlights
and four-zone air are standard.
Driver-assist safety tech
includes basic semi-autonomous
driving functions such as lane
keeping and automatic following
in close, low-speed traffic.
VW’s all-digital instrument
panel is part of an $8000
technology option package;
navigation and full smartphone
integration are standard.
It’s a larger wagon than its
predecessor, now slightly longer
THE NEW MODEL DIARY JUNE–DECEMBER 2019
than 5m, and with a useful
increase in boot volume to 810
litres, yet the use of lightweight
aluminium and high-strength
steels in VW’s MLB platform has
seen a reduction in weight of just
over 100kg to 2070kg.
A carryover 3.0-litre V6
turbodiesel, also used in the
top-spec Amarok, does the
honours, with 190kW of power
and 600Nm of torque. More
powerful variants may follow
later in the year, along with
a 310kW/900Nm 4.0-litre V8
turbodiesel that’s claimed to
launch the Touareg from rest to
100km/h in just 4.9 seconds.
An eight-speed automatic
is standard, along with VW’s
latest 4Motion all-wheel-drive
system that, in the absence of a
dual-range transfer case, has a
torque distributing, auto-
locking centre differential and
specific off-road drivetrain
mode. Standard air suspension
allows for varying ride
heights to be selected, up to a
maximum of 258mm.
All-wheel steering and active
anti-roll bars are optional.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 9
THE NEW MODEL DIARY JUNE–DECEMBER 2019
HYUNDAI KONA ELECTRIC
H
yundai was first into
mainstream electric
motoring in 2018 with
the launch of its Ioniq
mid-size sedan. As we went to
press, it has done the same in
the small SUV class, with the
Kona Electric.
Priced from $59,990, Kona
Electric is powered by a single
electric motor producing 150kW
and 395Nm, fed by a 64kWh
10 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
battery that’s claimed to provide a
range of up to 449km.
Hyundai claims a charge time
of 54 minutes (to 80 percent
battery capacity) using a 100kW
DC fast charger. Kona’s 7.2kW
on-board charger takes more
than nine hours to juice up the
long-range battery using a 240-
volt household power point.
A single-speed reduction
gear transmission sends power
to the front wheels. There’s no
gear lever; you push buttons for
forward, reverse and park. The
level of regenerative braking,
which recharges the battery
on a trailing accelerator by
switching the electric motor
into generator mode, can be
adjusted to suit your
preference via paddles on the
steering wheel.
In other respects, Kona
Electric, like the Ioniq, is an
entirely conventional vehicle. It’s
spacious and comfortable, with
power-adjustable heated and
cooled front seats, infotainment
including Apple CarPlay and
Android Auto, navigation and
wireless phone charging.
Safety tech runs to a head-
up display, autonomous
emergency braking with
pedestrian detection, adaptive
cruise with automatic stop
and go in traffic, blind-spot
monitoring, rear cross-traffic
alert and lane keep assist.
Kona Elite is $59,990 and
Highlander is $64,490.
One of the many benefits of
electric cars is that they are cheap
to service, because they have far
fewer moving mechanical parts.
Kona Electric servicing costs just
$825 over five years/75,000km.
 THE NEW MODEL DIARY JUNE–DECEMBER 2019

MINI PLUG-IN HYBRID

M
ini’s five-door Coun- In normal driving, selecting series hybrid mode with petrol 15 minutes from a regular
tryman is its first AUTO eDrive, the electric motor and electric power, is up to 10amp household power point,
model to be offered does the work at speeds up to 500km, with an average fuel or two hours 15 minutes using
with a plug-in hybrid 80km/h, but if you switch to MAX consumption of 2.1L/100km. a Mini Wallbox, which can be
drivetrain, now available priced eDrive it can extend battery-only Treat that as an optimistic installed at your home or office
from $57,200. It runs a 1.5-litre operation to 125km/h. figure. as an extra cost option.
turbocharged three-cylinder Electric-only range is quoted Mini claims that the battery The battery pack carries a six-
petrol engine, with 100kW of as up to 40km. Total range, in can be recharged in three hours year/100,000km warranty.
power and 220Nm of torque —
the same BMW engine used in
the non-hybrid Mino Cooper
models. It drives the front
wheels via a six-speed auto-
matic transmission.
The hybrid part is a 7.6kWh
lithium ion battery pack that
supplies power to an electric
motor that drives the rear wheels.
Together, the two drivetrains
produce 165kW and 385Nm,
enough to produce comparable
acceleration (0-100km/h in 6.9
seconds) to the Countryman
Cooper S, which uses a 141kW
2.0-litre turbopetrol.
The eDrive system allows
you to tailor the drivetrain mix.

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 11

THE NEW MODEL DIARY JUNE–DECEMBER 2019
MERCEDES EQC
T
he German brands
are in the first stages
of an electric vehicle
rollout that will, within
the next few years, extend to
almost every model range on
their books.
Mercedes-Benz opens its
electric account with the
EQC400, a mid-size five-seater
SUV due by the end of the
year. Pricing had not been
announced as we went to press,
but it’s expected to be in the
12 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
low-mid $100K range. EQC
competes with Jaguar’s I-Pace,
which starts at $123,814, and
the Audi e-tron, which arrives
early in 2020.
The first product of Mercedes’
new EQ electric vehicle brand,
EQC400 uses an 80kWh
lithium ion battery pack to
supply power to two electric
motors, one at each axle. The
front motor is calibrated for
maximum efficiency at low to
medium load, while the rear
motor is calibrated for more
performance-oriented driving.
Together, they produce 300kW
of power and 765Nm of torque,
and the EQC operates as an all-
wheel drive, with the front and
rear motors seamlessly varying
their contribution as required.
Comfort, Eco, Max Range and
Sport modes allow the driver
to adjust performance and
range parameters; the latter,
according to Mercedes, is “more
than 450km”.
The 0-100km/h trip takes
5.1 seconds and top speed is
governed to 180km/h.
An onboard 7.4kW charger
allows you to recharge the
battery from a domestic 10amp
power point, but Mercedes isn’t
saying how long this will take. A
Wallbox charger is also available
for home installation. At a fast DC
charging station — of which there
are still very few in Australia —
EQC’s battery can be recharged
from 10 per cent to 80 per cent
in around 40 minutes. EQC’s
on-board navigation system will
show you where the nearest
charging station is located.
 THE NEW MODEL DIARY JUNE–DECEMBER 2019

FORD FOCUS ST
F
ord of Europe always
produces an A-grade hot
hatch and the new Focus
ST, due early in 2020,
promises to be yet another.
Based on the current Focus
hatch, the ST gets a 2.3-litre four-
cylinder turbocharged EcoBoost
engine with 206kW of power
and 420Nm of torque. That’s
competitive with the class front
runners such as Honda’s Civic
Type R, with 228kW, Hyundai’s
i30N with 202kW, and the all-
wheel-drive Golf R, with 213kW.
It will be offered with a six-
speed manual (with optional
rev matching on downshifts) or
a seven-speed automatic, with
paddles on the wheel. Torque
vectoring is via hydraulically-
actuated clutches at each
axle, mimicking a limited slip
differential.
The standard Focus ride height
is lowered by 10mm and dampers
are 20 per cent (front) and 10
per cent (rear) firmer, matched
with standard springs. Electric
power steering is 15 per cent
quicker than standard at just two
turns lock to lock. Larger brake
discs are also fitted, along with
Michelin Pilot Sport tyres.
Inside, you sit in a beautiful
Recaro sports seat, facing a
flat-bottom steering wheel and a
digital drive mode display.
No prices as yet, but expect
mid $40K money.

REDBOOK VALUATIONS
n Australian New Car Buyer,
I we include trade-in values for
every model in our Showroom
section. These are provided to us
by Redbook, Australia’s leading
authority on used car values.
Each model we test includes
three- and five-year retained
values, expressed as a percentage.
These are based on what the
wholesale price — ie, the price
that a dealer would pay for the
car — would be for a car in
average condition with average
kilometres for its age. You’ll find
Redbook’s three- and five-year
retained values in the Spex box.
Typically, cars with the best
retained values show 55%-
60% after three years, and
40-something percent after five
years. The cars nobody wants are
worth that after three years, and
20-something percent after five.
When you’re selling your car
privately, trading it in or buying
a car, a Redbook Valuation is
money well spent.
When selling your car privately,
a Redbook personalised valuation
will help you get a clearer
understanding of what your car
is worth in today’s market. It can
also be particularly handy during
negotiations with potential buyers,
with your list price backed up by
an independent vehicle pricing
after at the time and even in the
future. Not only will you have
peace of mind when it comes
authority and tailored to your to paying the right price for your
vehicle’s kilometres and condition. new car, you’ll also get an idea of
When trading in your car, a the potential future resale price.
Redbook personalised valuation A Redbook Valuation certificate
can help make the choice between costs $29.00 for one car.
selling privately and trading in Go to redbook.com.au
simpler, with up-to-date market for more information.
values for each sale price option
displayed on your certificate.
Whether you’re buying used
or new, a Redbook valuation can
put you in a stronger negotiating
position through understanding
the market value of the car you’re

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 13

THE SHOWROOM
In THE SHOWROOM this issue, new models include Audi Q8, Bentley
Bentayga, BMW 3 Series (pictured) and X5, Ford Endura, Hyundai
Ioniq, Lexus UX, Mazda 3 and CX-8, Porsche 911 and Toyota RAV4.

ALFA ROMEO BENTLEY FORD HYUNDAI 83 Kia Sportage

17 Alfa Romeo Giulia 33 Bentley Continental 50 Ford Ecosport 67 Hyundai Accent, Elantra 84 Kia Sorento
18 Alfa Romeo Stelvio 34 Bentley Bentayga 51 Ford Focus 68 Hyundai i30
52 Ford Escape 69 Hyundai i30N LAMBORGHINI
ASTON MARTIN BMW 53 Ford Mustang 70 Hyundai Ioniq 85 Aventador S
19 Aston Martin Vantage 35 BMW 1 Series 54 Ford Endura 71 Hyundai Kona
20 Aston Martin DB11 36 BMW M140i, M240i 72 Hyundai Tucson LEXUS
37 BMW M2 HOLDEN 73 Hyundai Santa Fe 86 Lexus LC500
AUDI 38 BMW 3 Series 55 Holden Astra 87 Lexus IS
21 Audi TT 39 BMW 4 Series 56 Holden Trax INFINITI 88 Lexus UX
22 Audi A1 40 BMW M3, M4 57 Holden Equinox 74 Infiniti Q50, Q30 89 Lexus NX
23 Audi A3 41 BMW 5 Series 58 Holden Commodore 90 Lexus RX
24 Audi A4 42 BMW X1 59 Holden Commodore V6 JAGUAR
25 Audi A5/S5 43 BMW X2 60 Holden Acadia 75 Jaguar F-Type MASERATI
26 Audi RS5 44 BMW X3 76 Jaguar I-Pace 91 Maserati Ghibli,
27 Audi R8 45 BMW X5 HONDA 77 Jaguar E-Pace Quattroporte
28 Audi Q2 61 Honda Jazz 78 Jaguar F-Pace 92 Maserati Levante
29 Audi Q3 CHEVROLET 62 Honda HR-V
30 Audi Q5 46 Chevrolet Camaro 63 Honda Civic KIA MAZDA
31 Audi Q7 64 Honda Civic Type R 79 Kia Stinger 93 Mazda MX-5
32 Audi Q8 FERRARI 65 Honda Odyssey, Accord 80 Kia Rio 94 Mazda2
47 Ferrari Portofino 66 Honda CRV 81 Kia Cerato, Picanto 95 Mazda3
48 Ferrari 812 Superfast 82 Kia Carnival 96 Mazda6

14 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

97 Mazda CX-3 MITSUBISHI 124 Porsche Cayman 137 Subaru Liberty 151 Toyota RAV4
98 Mazda CX-5 111 Mitsubishi ASX, Lancer 125 Porsche 911 Carrera 138 Subaru XV 152 Toyota Kluger
99 Mazda CX-8 112 Mitsubishi Eclipse 126 Porsche Macan 139 Subaru Forester
100 Mazda CX-9 113 Mitsubishi Outlander 127 Porsche Cayenne 140 Subaru Outback VOLKSWAGEN
153 Volkswagen Polo
McLAREN NISSAN RENAULT SUZUKI 154 Volkswagen Polo GTi
101 McLaren 570 GT 114 Nissan Leaf 128 Renault Megane RS 141 Suzuki Swift 155 Volkswagen Golf
102 McLaren 720S 115 Nissan 370Z, GTR 129 Renault Koleos 142 Suzuki Vitara 156 Volkswagen Golf GTi
116 Nissan X-Trail 157 Volkswagen Arteon
MERCEDES-BENZ 117 Nissan Qashqai SKODA TESLA 158 Volkswagen Tiguan
104 Mercedes AMG GT 118 Nissan Pathfinder 123 Skoda Superb 143 Tesla Model S 159 Volkswagen Passat
105 Mercedes A-Class 131 Skoda Karoq 144 Tesla Model X
106 Mercedes GLA Class PEUGEOT 132 Skoda Kodiaq VOLVO
107 Mercedes C-Class 119 Peugeot 308 133 Skoda Octavia TOYOTA 160 Volvo XC40
108 Mercedes E-Class 120 Peugeot 3008 145 Toyota Yaris 161 Volvo XC60
121 Peugeot 5008 SUBARU 146 Toyota Corolla 162 Volvo XC90
MINI 133 Subaru BRZ 147 Toyota Prius, Prius C
109 Mini Cooper PORSCHE 134 Subaru Impreza 148 Toyota Camry
110 Mini Countryman 122 Porsche Panamera 135 Subaru Levorg 149 Toyota 86
123 Porsche Boxster 136 Subaru WRX 150 Toyota C-HR

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 15

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 S ALFA ROMEO GIULIA FROM $60,900
A lfa Romeo’s Giulia is
aggressively priced and
generously equipped. It
deserves to disrupt your Audi
A4/BMW 3 Series/Mercedes C
Class buying decision.
Start money is $60,900 for the
2.0-litre four-cylinder turbopetrol
Giulia, with 147kW of power and
an eight-speed automatic, in a
rear-wheel drive layout.
Giulia Super, with more fruit
and the same drivetrain, is
$65,900.
Veloce, at $72,900, looks like
the value/performance/equipment
sweet spot in the Giulia line-up.
It gets a 206kW version of the
2.0-litre turbopetrol engine, plus
premium performance hardware
including adjustable suspension,
a limited slip rear differential and
exquisite traditional Alfa five-hole
19-inch alloy wheels.
Alfa also needs to make a
heroic, forceful statement of intent
with the Giulia, and that it certainly
does with the top-of-the-range
Quadrifoglio, priced at $145,900.
Up against Audi’s RS5, BMW’s
M3 and the Mercedes AMG C
63 S, the Quadrifolglio (or four-
leaf clover, Alfa’s historic racing
STARS
Safety
Euro NCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
symbol) boasts suitably ballistic
numbers from a “Ferrari-inspired”
375kW, 2.9-litre twin turbo V6,
which flings it from 0–100km/h
in just 3.9 seconds — supercar
territory — en route to 309 km/h.
Perhaps Giulia’s greatest
attraction, though, is the fact that
it’s so, so gorgeous.
Even if you think Alfas are and
always will be rubbish, I defy
you to look at the Giulia and not
want it. Badly.
Alfa has sometimes left all the
beauty on the outside, though,
and compromised its cars with a
cheap, industrial-grade cabin.
Not here. Giulia’s interior is
beautifully styled and finished,
with deep, luxurious leather/
Alcantara front seats, aluminium
and carbon-fibre trim in
Quadrifolglio and a driving position
that’s entirely conventional,
unlike Alfas of yore, which had the
ergonomics of an alien spacecraft.
The dash and control
layout owes much to BMW,
particularly the iDrive-type
infotainment system.
Understated opulence in a
Gran Turismo package, in the
manner of Maserati, is the overall
impression when you walk
around and climb into Giulia.
The Maserati connection is
also clearly evident in the way
Giulia drives.
Although its numbers suggest
otherwise, Quadrifolglio’s
2.9-litre V6 isn’t a primal
screamer, although it will make
the appropriate racket if you
select Race mode, brutalise the
accelerator and don’t mind frying
$1000 worth of Pirelli P Zero tyres.
At speed, it’s surprisingly
sotto voce, with a seductive,
mellifluous thrum, even as it
approaches the 6500rpm redline.
I anticipated a nuclear-grade top-
end kick, as you tend to do when
375kW is involved, but it didn’t
really happen. The engine has so
much grunt that its power arrives
almost as an afterthought.
The eight-speed auto works
seamlessly with your right
foot, especially in Dynamic and
Race modes, where paddles
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 17
tempt you to compare your
gear-shifting skills with the
engineers’ algorithms.
You can feel the drivetrain
sending extra torque to the
outside rear wheel as you power
through corners, complementing
Giulia’s exceptionally fine
balance and responsive turn-
in. It’s one of those rare cars
that steers almost by intuition,
though, like its German rivals,
the driver-to-road connection
is slightly anaesthetised by the
array of electronic systems
doing most of the work.
Alfa has, at long last,
delivered a machine that really
does deserve comparison with
Germany’s best.
The brand still carries heavy
baggage as a maker of self-
destructing cars. It claims those
days are over, of course, but
Giulia will be the acid test.
THINGS WE LIKE
 At last, a viable alternative to Audi,
BMW and Mercedes
 Looks like a million dollars, costs
much less
 Comfortable, spacious, luxurious
cabin
 Quadrifolglio performance
 Torque vectoring works
 Loaded with gear
THINGS YOU MIGHT NOT LIKE
Will it throw tantrums?
Short warranty
Gearshift paddles are fixed and
don’t move with the steering wheel
SPEX (Quadrifolglio)
Made in Italy
2.9-litre twin turbopetrol V6/eight-
speed automatic/rear-wheel drive
375kW of power at 6500rpm/600Nm
of torque from 2500-5000rpm
0–100km/h in 3.9 seconds (claimed)
5.7L/100km highway; 12.4L/100km
city; 95 octane premium; CO2
emissions are 189g/km
Warranty: Three years/150,000
kilometres
Standard: Eight airbags, stability
control, automatic emergency
braking, blind spot monitoring,
radar cruise, rear cross traffic
alert, camera, carbon fibre roof,
19-inch alloy wheels, sports seats
with leather/Alcantara upholstery,
Brembo performance brakes,
carbon fibre interior trim, Harman
Kardon audio, adaptive dampers,
8.8-inch infotainment screen,
digital radio, navigation, keyless
entry and starting
Redbook future values: 3yr: 50%;
5yr: 34%
compare with ...
Audi RS5, BMW M3, AMG C63S
ALFA ROMEO STELVIO FROM $65,900 S 
unlikely to notice if you sit up
front, but the back seat can feel a
little tight, especially should you
attempt to squeeze three adults
into it. There’s a maximum 1600
litres of storage space on offer
with the rear seats folded flat,
but there are better alternatives
if moving people or cargo is your
main priority.
Sporty SUV buyers are spoiled
for choice by BMW, Audi and
Mercedes, as well as the Jaguar
F-Pace, Range Rover Velar and
Porsche Macan.
While the Stelvio might not be
quite so polished or complete in
places as its more established
competition, if you judge a car
by the amount of fun you have
behind the wheel, then the Alfa
Romeo deserves a spot on your

R emember when there was

no such thing as a beautiful
SUV? SUVs were spacious,
petrol V6 that lives exclusively
in the performance-focused
Quadrifoglio (or Q for short)
power to the front axle when
maximum grip is required.
That power is channeled
test-drive calendar.

sure. And capable. Even
occasionally sporty. But they
were never, ever beautiful.
But clearly something has
changed, because we defy anyone
to gaze upon Alfa Romeo’s
new Stelvio and describe it as
anything but stunning.
The Italian brand’s first-ever
SUV can be had with a choice of
a turbocharged 2.0-litre petrol-
producing 149kW and 330Nm,
or a 2.2-litre turbodiesel that
generates 154kW and 470Nm,
both with an eight-speed auto
and all-wheel drive.
The petrol model kicks off at
$65,900 and the turbodiesel at
$67,900.
Standard equipment includes
leather, 19-inch alloys and a
power tailgate.
A 2.0-litre petrol Ti model,
with a 206kW/400Nm engine, is
$78,900.
The headline-stealing act here
is the thumping 2.9-litre bi-turbo
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
model. It’s priced at $149,900.
The same engine that powers
the brand’s fire-breathing Giulia
QV, the V6 churns out 375kW and
a whopping 600Nm — enough to
see 100km/h whip by the windows
in just 3.8 seconds.
Sure, the cabin materials
aren’t quite up to the soaring
standards of its mostly German
competition (including the BMW
X3, Audi Q5 and Porsche Macan)
and the on-board infotainment
system can feel a generation
behind its premium challengers
at times, too.
But point the Stelvio Q’s
shapely nose at anything
resembling a twisting road and
these drawbacks suddenly feel
like little more than tiny foibles.
That big bi-turbo engine is
the star attraction, sending a
constant flow of power to the
rear wheels. The Stelvio’s all-
wheel-drive system only directs
By Andrew Chesterton
through an eight-speed ZF
automatic gearbox, while active
torque vectoring (using dual-
clutch packs), adaptive dampers
and the ability to customise
the gearbox, acceleration and
steering at the turn of a dial
all add up to an engaging and
smile-inducing drive.
Stelvio sits on the same all-
new Giorgio platform as the
Giulia sedan and benefits from
extensive use of aluminium and
lightweight materials.
And that means, no matter
the engine, the Stelvio feels
light and lithe when driven
enthusiastically and offers what
might be the sharpest and most
direct steering ever seen in any
SUV to date.
Stelvio is on the small side
for a premium mid-size SUV,
though, measuring shorter nose-
to-tail than both the BMW X3
and Mercedes-Benz GLC. You’re
THINGS WE LIKE
 An undeniably sexy SUV
 A super-dynamic drive
 The best steering in any SUV
 Light, agile and well balanced
 That fantastic 2.9-litre V6 in the
Stelvio Q
 The 2.0-litre turbopetrol is pretty
good, too
THINGS YOU MIGHT NOT LIKE
 Interior quality not up to the best of
the Germans
 Alfa’s poor reliability record
doesn’t inspire confidence
 Multimedia technology a little off
the pace
 Not as spacious or practical as
bigger rivals
SPEX (Stelvio Q)
Made in Italy
2.9-litre V6 turbopetrol/eight-speed
automatic/all-wheel drive
375kW of power at
6500rpm/600Nm of torque from
2500-5500rpm
0-100km/h in 3.8 seconds (claimed)
7.5L/100km highway; 11.7L/100km
city; 98 octane premium; CO2
emissions are 210g/km
Warranty: Three years/150,000km
Standard: Eight airbags, stability
control, automatic emergency
braking, blind spot monitoring,
rear cross traffic alert, adaptive
cruise control, leather upholstery,
sports seats, 20-inch alloy wheels,
8.8-inch infotainment screen, navi-
gation, Bluetooth, voice control,
adaptive dampers, Brembo brakes.
Redbook future values: New
model, not yet established.

Value for money compare with ...

Overall Audi Q5, BMW X3, Jaguar F Pace,
Mercedes GLC, Porsche Macan

18 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

 ASTON MARTIN VANTAGE FROM $299,950
E ven Aston Martin admits that
for most of existence it has
made Russian dolls – one car
in several different sizes. But
all that changed with the 2017
DB11 grand tourer, the first
product of a range renewal plan,
and is confirmed by the second
newcomer, Vantage.
Vantage is the sportscar in
Aston’s new portfolio, and its
sole two-seater. It has been
repositioned with a price rise of
around $80,000, pitching against
the Audi R8 RWS, Porsche 911
GTS and Mercedes-AMG GT S –
the best sub-Ferrari performers
money can buy.
Vantage can hold its head up
in this crowd. It has nothing in
common with its predecessor
but shares a version of Aston’s
new generation underpinnings.
Like DB11, it uses electronic
architecture and a V8 engine
sourced from Daimler, maker
of Mercedes.
In design and driving character,
Vantage breaks the mould. Its look
is agile and athletic, with muscular
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
flanks and a low nose housing
fresh approaches to the brand’s
grille and headlights. To achieve
this, it loses Aston’s signature
uninterrupted bonnet “shut-lines”.
You sit immersed in a snug
leather cockpit, the steering
wheel a flattened ovoid. The
centre console is tightly laid
out with Aston’s familiar
transmission selector buttons,
aircon and other controls topped
by a screen with menus and
functions courtesy of Mercedes.
Vantage disguises these supplied
ingredients better than DB11.
It can be a lavish interior,
with myriad trim possibilities.
Aston’s inventive options
include “brogue-style” stitched
and punched leather. But the
cabin is let down by unavoidably
low-rent plastics for the
instrument cowls and vents.
Daimler’s 4.0-litre twin-turbo
V8 can be found in various states
of tune in most Mercedes-AMGs,
including the GT, a direct rival.
It feels at home here. There’s
the hardcore power delivery you
expect in an Aston along with
exemplary response. Vantage
blitzes to 100km/h in 3.7 seconds
accompanied by a visceral growl
and, when you lift and brake for
a corner, a spatter of exhaust
grenades. It accelerates quicker
and has a higher top speed –
314km/h - than all but the most
extreme AMG GT R.
Along with pace, Vantage has
the crisp reflexes of a proper
sports car. Its 1.5-plus tonnes
are balanced evenly between the
axles, adaptive dampers keep the
car pinned to the ground and an
electronic rear differential helps
power get to the road.
How it behaves depends on
the smoothness and precision
of driver inputs, and the controls
are a nice match for the task.
Vantage turns into a corner
without hesitation and the
steering is a highlight, pointing
the car neatly and then unwinding
evenly to let you feed in throttle.
Sitting low and right in the middle
of the car, you sense every
nuance of movement and grip.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 19
The sweetest sportscars
reward the driver regardless of
speed. Vantage is one of those.
It has character and charm and,
vitally for Aston, now looks and
drives quite differently from its
other cars.
By Philip King
THINGS WE LIKE
Responsive, characterful V8
Plenty of pace
Crisp, agile handling
Driver engagement
Modern Mercedes electronics
THINGS YOU MIGHT NOT LIKE
Fussy interior design
Cheap plastic vents and instrument
shroud
First Aston with a “nose cone”
Uneven hand-built quality
SPEX
Made in England
4.0-litre twin-turbocharged V8
petrol/eight-speed automatic/rear-
wheel drive
375kW of power at 6000rpm/685Nm
of torque from 2000-5000rpm
0-100km/h in 3.7 seconds [claimed]
8.0L/100km highway; 14.2L/100km
city; 98 octane; CO2 emissions are
236g/km
Warranty: Three years/unlimited km
Standard equipment: Four airbags,
stability control, blind-spot sensor,
keyless start, alarm, surround
cameras, parking assistance, LED
headlights, 20-inch alloys, sports
seats, partial leather and suede-
look trim, navigation, dual-zone air,
Bluetooth
Redbook future values: 3yr: 52%;
5yr: 40%
compare with ...
Audi R8, Mercedes AMG GT S,
Porsche 911GTS
ASTON MARTIN DB11 FROM $374,995
A ston Martin’s latest DB11
marks a new era for the
British car maker. This big GT
coupe, launched in 2017, is
a truly all-new car and long
overdue. It replaces the DB9,
which first went into production
way back in 2004.
The DB9’s platform, codename
VH, was the basis for almost
everything the company has
produced since. As VH grew
obsolete, the company couldn’t
find the money to design, engineer
and develop something new.
That problem was solved
when Aston Martin’s consortium
of owners agreed to finance
an ambitious and expensive
rescue. It includes not only
a new platform but also an
entirely new engine, extra
models (including the inevitable
SUV), increased production
capacity and, if everything goes
according to plan, much higher
sales. Time will tell …
As if to highlight that change
is in the air, the first of the new
STARS
Safety
Not yet rated
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
20 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
Aston Martin generation adopts
a different look. The DB11 is
a more sharply drawn and
decisively detailed shape than
the rounded and unadorned DB9.
There’s not really that much
space inside. While there’s
ample room for those in the
front seats, the pair of rear seats
is practically useless and the
boot is very small.
The DB11’s cabin fit-out aims to
awe with acres of craftsmanship
and a 12.3-inch TFT instrument
display. The leather is especially
impressive, but it’s hard not to
notice at the same time that the
switches, buttons, knobs and
stalks are the same as you’ll find
in a cheap Mercedes-Benz.
The explanation? Daimler,
Mercedes’ parent, owns a five
per cent share of Aston Martin
and has a deal to supply it with
selected components, including
some cabin hardware, electrical
systems and drivetrains.
The DB11 range opens with
the Mercedes AMG-sourced
375kW twin turbo 4.0-litre V8,
priced at $374,995 for the coupe
or $398,495 for the Volante
convertible.
It launches the coupe to
100km/h in 4.0 seconds.
An all-new twin-turbo 5.2-litre
V12 -- an Aston-developed
engine, not sourced from
Mercedes-AMG -- is adequately
awesome in the AMR coupe.
Which is exactly what customers
paying $428,000 expect.
There’s strong torque from
2000rpm and great power at
6500rpm, where the engine
emits a regal roar. Aston credibly
claims 3.9-seconds to 100km/h.
The V12 (and the V8) drives
the DB11’s rear wheels via a fine
eight-speed automatic transaxle.
The V12 automatically shuts down
half its cylinders under light loads
to keep fuel consumption on the
reasonable side of ridiculous.
As a GT, the DB11 should be
a serene big-trip kind of car.
And it is at lower speeds. Wind
noise grows annoying around
130km/h, which happens to be
the motorway speed limit in Italy,
where the car was launched.
With the chassis in GT setting,
ride comfort is plush. This is fine
on the autostrada, but to exploit
the car’s grip and handling,
switching to Sport is a must. Sport
Plus is too stiff for all but the
smoothest public roads.
It’s no Ferrari, in other words,
when it comes to handling. The
DB11 pushes the front end in
tight corners and squirms a
little when powering out. But
this new Brit is much less costly
than a V12-powered model from
Maranello, yet is equally capable
of turning heads.
By John Carey
THINGS WE LIKE
 New-look exterior design
 Mighty V12 engine
 Handling (in Sport)
 Interior decor
THINGS YOU MIGHT NOT LIKE
Cramped rear seats
Tiny boot
Mercedes-Benz bits in cabin
Floaty ride (in GT mode)
Not quite as taut or balanced as it
could be
SPEX (V12)
 Made in England
 5.2-litre twin-turbo V12 petrol/
eight-speed automatic/rear-wheel
drive
 447kW of power at 6500rpm/700Nm
of torque from 1500–5000rpm
 0–100km/h in 3.9 seconds (claimed)
 Fuel consumption: official figures
not yet available
 Warranty: three years/unlimited
kilometres
 Standard: Stability control, active
torque vectoring, adaptive dampers,
seven airbags, leather upholstery,
360 degree camera, alarm, dual
zone air, Bluetooth, eight-inch
infotainment screen, USB, digital
radio, six-piston front/four piston
rear calipers, 20-inch alloys with
255/40 front and 295/35 rear tyres
 Redbook future values: 3yr: 55%;
5yr: 42%
compare with ...
Bentley Continental GT, BMW
M6, Jaguar F-Type, Maserati GT,
Mercedes S63 Coupe, Porsche 911

M odern-day icons are rare,
but this is an accurate label
to attach to the Audi TT. Now
in its third generation with an
R8 supercar-style front end
and more chiselled lines, the
TT kicks off at $74,700 for the
169kW 2.0-litre turbopetrol
TFSI/six-speed manual with
front-wheel drive — just like
the VW Golf, with which it
shares familial DNA.
It costs $78,155 with the six-
speed dual-clutch S-Tronic
transmission, while the best-
selling quattro all-wheel drive
with S-Tronic combination will
set you back $81,155.
The popular S-line variant (from
$81,255) brings a surprisingly
subtle body kit, full LED
headlights, LED arrow-style rear
indicators, better audio, digital
radio, brilliant body-hugging
sports seats with pneumatic
adjustment and 19-inch alloys.
The TT Roadster, with quattro
and a folding soft top, costs
$84,655. S Line is $91,605.
The TTS quattro coupe, with
the 2.0 tuned for 210kW/380Nm,
is $101,855. The TTS roadster is
priced at $105,372.
STARS
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ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
While the 1998 original set
about establishing Audi as a
design leader and the second-gen
version from 2006 attempted to
infuse proper sports car dynamics,
today’s TT is all about enhancing
the experience from inside the car.
To that end, there’s more cabin
space than before. Surprisingly,
the TT fails to achieve a five-star
ANCAP crash test score.
Avante garde design is still
a central TT theme. The dash
features wing-like motifs with
incredibly exquisite detailing. The
turbine-look trio of air vents have
their electronic controls in their
centres while the instrument
binnacle is a massive screen with
3D-effect virtual dials, landscape
mapping and multimedia info
displays. It all sounds complicated,
but everything operates
effortlessly and intelligently.
The coupe’s rear seat is, as
usual, a kids-only affair, while
the 305-litre cargo capacity,
aided by folding rear backrests
and a sizeable tailgate, isn’t
great. But you don’t buy a TT to
carry people and gear.
Uncommonly fluid in its
power delivery, the 2.0 TFSI’s
AUDI TT FROM $74,700
169kW/370Nm 2.0-litre direct-
injection four-cylinder turbo
doesn’t initially seem all that
strong, but choosing Sport mode
in the Drive Select drivetrain
management system alters
throttle and dynamic responses
from Normal or efficiency-focused
Eco settings, for an emphatic
character metamorphosis.
Plant your foot and the TT’s
performance transitions from
refined to rorty with rapid
immediacy. Rolling acceleration
above 60km/h becomes
especially forceful, while even
the slowest version can hit
100km/h from standstill in just
six seconds on the way to a
250km/h top speed.
Aiding progress is a sweet
shifting manual, though most
buyers will ignore that for the
equally crisp, intuitive seven-
speed S-Tronic alternative.
Sharing the Volkswagen
Group’s vaunted MQB modular
architecture with the latest Golf
and A3 small cars, the front half
of the TT is aluminium-intensive,
as are the MacPherson strut
front and four-link independent
rear suspension systems,
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 21
befitting to the light-yet-strong
Audi’s athletic attitude.
The TT corners with hungry
intent yet remains stable and
solid on the road, especially in
quattro guise. Braking is superb.
The top-spec TT RS coupe and
roadster are priced at $137,240
and $141,240 respecively.
Boasting 294kW from its
2.5-litre five-cylinder turbopetrol
engine — a 44kW increase on the
previous model — the RS coupe
reaches 100km/h in just 3.7
seconds. That’s quicker than a
Porsche 911 Carrera S. It’s a high
performance bargain.
The TT range was due for an
update as we went to press.
A new seven-speed S-Tronic
transmission is among the
improvements, while a special
Competition variant is added to
the TTS.
By Byron Mathioudakis
THINGS WE LIKE
 Unique design
 Gorgeous cabin
 Stirring performance
 Sharp dynamics
THINGS YOU MIGHT NOT LIKE
Firm to hard ride depending on
wheel and tyre size
Near-useless rear seats
Expensive options
Four-star ANCAP rating and no
rear camera
VW’s ongoing reliability issues
and servicing costs
SPEX (2.0 TFSI quattro
S-Tronic coupe)
Made in Hungary
2.0-litre four-cylinder turbopetrol/
six-speed S-Tronic/all-wheel drive
169kW of power at
4500–6200rpm/370Nm of torque
from 1600–4300rpm
0–100km/h in 5.3 seconds (claimed)
Warranty: Three years/unlimited
kilometres
5.4L/100km highway; 8.3L/100km
city; 95 octane premium; CO2
emissions are 149g/km
Standard: Seven airbags, stability
control, automatic air, parking
sensors, navigation, leather/
Alcantara trim, 10GB music
storage, Bluetooth phone and audio
streaming, cruise control with
speed limiter, push-button start,
LED exterior lighting elements,
ambient interior lighting, 18-inch
alloys and tyre repair kit
Redbook future values: 3yr: 45%;
5yr: 31%
compare with ...
Nissan 370Z, BMW 2 Series,
Porsche Boxster, Cayman and 911
AUDI A1 FROM $27,600
I s the Audi A1 worth around
$10,000 more than its
Volkswagen Polo twin,
especially when Polo Mk6 is now
a generation ahead of the Audi,
with a newer, larger body?
The four-ringed marque’s
smallest four-door is never
going to win any value for
money awards — not when the
People’s Car version provides
essentially the same experience.
Yet there are a number of
reasons why the A1 shouldn’t be
so easily dismissed.
For starters, it shares
absolutely nothing that you can
actually see or touch with the
Polo. Indeed, as the still-fresh
styling suggests after almost
a decade on sale, the broad
shoulder stance, clean surfacing
and pleasing proportions make
the Audi a lasting piece of
industrial design.
As always, the interior is
a textbook study of classy
minimalism that has been aped by
more than a few rivals. The stand-
proud central screen, precision
switchgear, tactile touch points,
solid build quality and ultra-
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
22 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
clear dials highlight an on-brand
obsession to detail.
Front-seat cabin space is
perhaps better than the A1’s
diminutive length suggests due
to a wide range of cushion and
steering wheel adjustability,
backed by a thoughtfully
constructed driving position. The
(three-place) rear compartment
is fairly tight, unless the person
ahead is willing to compromise.
Boot space, too, is quite limited.
Five-door Sportback models
include the 1.0 TFSI from $27,600,
1.4 TFSI Sport from $29,500, the
$40,800 1.8 TFSI S line, and the
$50,400 S1 quattro. All are four-
cylinder turbopetrol powered.
One negative brand
characteristic is the fairly sparse
equipment roll call; while alloy
wheels, cruise control, rear
parking sensors, Bluetooth
connectivity and stop/start tech
are standard, sat-nav, a reverse
camera and fog lights cost extra
on the entry-level variant.
On the other hand, the latter’s
70kW/160Nm 1.0-litre three-
cylinder turbopetrol engine is an
absolute corker. Frugal yet fun,
it possesses a perky yet civilised
personality that is entirely
in keeping with this baby’s
upmarket aspirations. And
because there is less weight
over the nose, this A1’s steering
and handling has a verve, agility,
balance and suppleness that
really does give the Mini a run
for its money.
A seven-speed S-tronic dual-
clutch transmission ($1300)
brings this Audi’s automatic
starting point in at under $30,000.
Most buyers choose the ultra-
smooth 92kW/200Nm 1.4-litre
four-cylinder turbo, which benefits
from more kit (mainly automatic
air, sports seats, fog lights and
16-inch wheels) and also scores
Cylinder On Demand tech. It runs
on just two pots to conserve fuel
(and cut emissions) under light
throttle conditions. Clever.
This drivetrain combo, too,
is sweet and strong, providing
an unexpectedly energetic level
of performance with hardly
a fuel consumption penalty,
particularly when paired to the
S
delightful six-speed manual
gearbox in lieu of the at-times
laggy seven-speed S-tronic.
In fact, it makes the powerful
141kW/250Nm 1.8-litre S-tronic
version seem superfluous —
particularly as the accompanying
larger wheel package and sports
suspension undermines both
the ride comfort and refinement
on less-than-perfect roads.
Much better to stretch to the
170kW/370Nm S1 quattro,
whose lightning-quick pace and
formidable grip make it a truly
memorable thrill.
So while not every A1 variant
is equal, the tiniest Audi still
looks and drives like an Audi
should. For many buyers,
that’s obviously enough to
justify the circa $10,000
premium over a VW Polo.
The second generation A1,
which shares the new Polo
platform, is due in showrooms
by the end of 2019.
By Byron Mathioudakis
THINGS WE LIKE
 Elegant and timeless design
 Frugal and feisty 1.0 TFSI
 Strong and refined 1.4 TFSI
 High-quality interior
 Engaging, agile handling
THINGS YOU MIGHT NOT LIKE
Firm ride on larger wheel and
tyre packages
It’s a VW Polo with a $10,000
surcharge
No reverse camera as standard
Lack of rear-seat space for adults
Limited cargo capacity
SPEX (1.0 TFSI S-tronic)
Made in Belgium
1.0-litre three-cylinder petrol/
six-speed dual-clutch auto/front-
wheel drive
70kW of power at 5000rpm/160Nm
of torque from 1500–3500rpm
0–100km/h in 11.1 seconds (claimed)
3.8L/100km highway; 5.4L/100km
city; 95 octane premium; CO2
emissions are 102g/km
Warranty: Three years/unlimited
kilometres
Standard: Six airbags, stability
control, hill-start assist, rear
parking sensors, auto headlights,
rain-sensing wipers, Bluetooth
with audio streaming and voice
control, 6.5-inch infotainment
screen, 15-inch alloy wheels
Redbook future values: 3yr: 49%;
5yr: 35%
compare with ...
BMW 1 Series, Fiat 500, Mazda2,
Mini, Renault Clio, VW Polo
S AUDI A3 FROM $36,600
A udi’s current A3 range, like
its predecessors, shares
its architecture and most of its
componentry with parent brand
Volkswagen’s Golf.
Prices for the five-door A3
Sportback start at $36,600 for the
85kW 1.0-litre turbopetrol three-
cylinder/seven-speed automated
twin-clutch S-Tronic.
The 110kW 1.4-litre turbopetrol
four, with cylinder-on-
demand technology (COD) that
automatically shuts down two
cylinders under light loads to
save fuel, is $40,700.
The 140kW 2.0-litre
turbopetrol Sport is $46,800;
with Audi’s quattro all-wheel
drivetrain, it’s $50,400.
Sedans start at $42,300
for the 1.4-litre/seven-speed
S-Tronic; Sport variants, with
the same 2.0-litre front-wheel
drive and quattro drivetrains as
the Sportback, cost $48,400 and
$52,000 respectively.
Cabrios start at $49,800 for
the 1.4-litre turbopetrol COD.
STARS
Safety
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
The 2.0-litre turbopetrol
Sport models are $55,900 with
front-wheel drive and $59,500
with quattro.
S3 quattro variants, with a
213kW 2.0-litre turbopetrol
engine, start at $63,900 for the
Sportback, with a six-speed
manual or seven-speed S-Tronic.
The S3 sedan is $65,500 and the
cabriolet is $73,000.
The RS3 quattro hotrod, with
a 294kW/480Nm 2.5-litre five
cylinder turbo/seven-speed
S-Tronic, costs $84,240 (sedan)
or $80,240 (hatch).
The Audi cabin is a beautiful
and efficient design, with a
supportive, comfortable, part-
leather-upholstered driver’s seat,
the absolute minimum of buttons
and switches, a variety of high-
quality, subtly-patterned plastics
eschewing the usual clichéd
shiny stuff, and an obvious
emphasis on delighting the driver
at every touch.
Audi’s trick customisable
digital instruments are part of
a $2900 option package, as are
important safety features such
as automatic emergency braking
from highway speeds and blind
spot monitoring, which are part
of a $1500 Assistance package.
The back seat, though
relatively narrow, is spacious and
comfortable, with a deep, long
cushion. Boot space in the hatch
is also pretty good.
On a country road, the A3
handles beautifully, is untroubled
by a poor surface and very quiet.
The 110kW 1.4 turbo is
beautifully smooth and stronger
than its capacity suggests. Its
ability to run on two cylinders
sees it return great fuel
economy. It’s arguably the pick of
the A3 engine range.
The 2.0-litre turbopetrol with
either front-wheel or quattro
drivetrains really suits the sporty
flavour of this car, and the
standard Drive Select system
allows you to adjust the steering
or engine/transmission alone, or
together, across several settings.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 23
When you get to the S3/RS3,
you’re in serious performance
territory. RS3 hits the 100km/h
mark in just 4.1 seconds, and
can hold its own with BMW’s
M3, the Mercedes A45 AMG and
VW’s Golf R.
In all models, the S-Tronic
transmission has its usual
irksome foibles in town.
The occasional delay when
moving off from rest needs to
be fixed, because it’s potentially
hazardous when manoeuvring
or trying to quickly take
advantage of a gap in traffic.
S-Tronic has also given some
owners grief in previous models
and in the Golf, where it’s called
DSG but is the same transmission.
Otherwise, the A3 is a superb
machine, albeit one that comes
with a hefty price tag on Audi’s
four ring badge. Drive a Golf too
and see if the extra spend on the
Audi is worth it.
THINGS WE LIKE
 This and Golf are the best
hatchbacks on the market
 Beautiful, comfortable and
spacious cabin
 Great dynamics and a smooth ride
 Responsive, refined, fuel-efficient
engines
THINGS YOU MIGHT NOT LIKE
The big price premium over an
equivalent Golf
S-Tronic transmission has its
quirks and can be temperamental
Expensive to service
Reliability issues with VW Group
cars in general
Rear camera not standard
SPEX (1.4 COD S-Tronic)
Made in Germany
1.4-litre turbopetrol/seven-speed
S-Tronic/front-wheel drive
110kW of power at
5000rpm/250Nm of torque from
1500–3500rpm
0–100km/h in 8.2 seconds (claimed)
Warranty: Three years/unlimited
kilometres
4.4L/100km highway; 6.1L/100km
city; CO2 emissions are 117g/km
Standard: seven airbags, stability
control, 17-inch alloy wheels, tyre
pressure monitor, dual-zone air,
Bluetooth, voice control, front and
rear parking sensors, camera, low
speed collision mitigation, partial
leather seats
Redbook future values: 3yr: 50%;
5yr: 35%
compare with ...
Alfa Giulietta, BMW 1 Series,
Mercedes A Class, Peugeot 308,
Volvo V40, VW Golf
AUDI A4 FROM $56,100
A udi’s B9 A4 sedan range
opens with two front-wheel-
drive models. The 1.4TFSi
($56,100) runs the same 110kW
1.4-litre turbopetrol/seven-
speed dual-clutch S-Tronic
drivetrain used in the VW Golf.
The 140kW 2.0-litre turbopetrol
2.0 TFSi is $61,400 and the
Avant wagon is $64,400.
All-wheel drive is offered in
the 140kW 2.0-litre turbodiesel
2.0TDi quattro ($67,300).
Top of the range, and the
variant that has usually been
the pick of the A4s to drive, is
the 2.0-litre turbopetrol 2.0TFSi
quattro ($70,300, or $73,300
Avant), with 185kW of power.
Allroad models include the
2.0TDi quattro at $71,800 and the
2.0TFSi quattro at $74,800.
The S4 quattro sedan, with a
260kW 3.0-litre turbopetrol, is
$99,611; the Avant is $102,611.
The RS4 Avant arrives shortly,
with a 331kW 2.9-litre twin turbo
V6. As we went to press, pricing
hadn’t been released.
This A4 may look just like the
previous model, but there’s a
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
24 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
lot of brand-new technology in
this car, too.
When you begin to open
the driver’s door, you will be
warned of a car, or a cyclist,
approaching from the rear.
If you’re in danger of being
rear-ended by an errant texter,
the pre-sense system will pick
this up and the LED brake lights
will strobe frantically in an effort
to get their attention. Automatic
emergency braking, blind spot
warning and rear cross traffic
alert are also standard.
A $1900 Assistance Package
includes Turn Assist, which
will actually stop you executing
a right turn if it detects an
approaching vehicle from the
other direction at close range.
If you’re about to whack the
car in front and you grab a big
handful of steering lock to try to
dodge it, the collision avoidance
system will compute that you
need all the help you can get
to swerve and avoid, effectively
taking over the steering to give
you as much lock to lock as the
car has got.
Then there’s the virtual cockpit
($2100), the A4’s showroom
party trick. It replaces analogue
instruments with a 12.3-inch,
hi-res LCD monitor on which
you can call up a huge variety of
system functions, connectivity (via
Apple Car Play or Android Auto)
and other information, including
navigation in map or Google Earth/
Street View modes, plus speedo
and tacho dials in different sizes.
The voice control system is
so smart it’s scary. “Take me
to an Italian restaurant,” I said.
The nav came up with a list of
those nearby, asked me to say
the name or number of the one I
wanted, then began guidance.
The 1.4-litre engine has a trim
1450kg to shift, and it’s a strong,
smooth, frugal little whizzer that
does the job well until you want
S
a bit of extra urge on a hill, or to
overtake, when it runs out of puff.
The 140kW 2.0-litre turbopetrol
has no such problem.
The 2.0 TFSi quattro, with
185kW on tap, hits 100km/h in
a claimed 5.8 seconds, but the
2.0-litre’s muscular midrange
fades away to a pretty flat top
end. BMW’s 2.0-litre turbopetrol,
also with 185kW in the 330i,
is much more responsive and
energetic as redline approaches
and also makes nice noises for
a turbo. The Audi engine sounds
like a Dyson hand dryer.
Dynamics are competent but
disappointing and well short of
class benchmarks. You get tidy
handling, predictable, secure
roadholding and a comfortable,
quiet ride. Nothing more.
The 2.0-litre TFSi quattro
feels unbalanced in corners,
even with the optional adaptive
sport suspension.
Overall, the Audi A4 is a
disappointing, dull drive, overlaid
with pointy-end safety and
infotainment technology.
THINGS WE LIKE
 Quiet and comfortable
 Some great safety technology
 Interior space and quality
 Futuristic instrument panel
 Fuel-efficient engines
THINGS YOU MIGHT NOT LIKE
 Audi has run out of new design
ideas. Can you pick it from the
previous model?
 Mediocre dynamics
 Weak resale values
SPEX (2.0 TFSi quattro)
 Made in Germany
 2.0-litre four cylinder turbopetrol/
seven-speed automated manual/
all-wheel drive
 185kW of power at
5000–6000rpm/370Nm of torque
from 1600–4500rpm
 0–100km/h in 5.8 seconds (claimed)
 5.4L/100km highway; 7.9L/100km
city; 95 octane premium; CO2
emissions are 144g/km
 Warranty: Three years/unlimited
kilometres
 Standard: Eight airbags, stability
control, navigation, Bluetooth,
voice control, adaptive suspension,
leather, automatic parking,
automatic emergency braking,
blind spot warning, dual-zone air,
18-inch alloy wheels
 Redbook future values: 3yr: 45%;
5yr: 27%
compare with ...
Alfa Giulia, BMW 3 Series, Jaguar
XE, Lexus IS, Mercedes C Class
 S AUDI A5/S5 FROM $70,100
Other range-wide bugbears
include a fiddly transmission
lever, occasional rattles and the
invariable expensive desirable
options.
Five-door A5 and S5 Sportback
are available at the same
specification and prices as
the coupe, while the 2.0-litre
cabriolet costs $83,600 or
$95,300 with quattro. The S5
cabriolet is $117,940.
Audi’s A5 and S5 are
underrated cars that deserve
more attention than they get. If
you’re looking at Mercedes or
BMW, put one of these on your
test drive list as well.

By Byron Mathioudakis

S ince 2007, few cars have

been as seductive standing
still as the Audi A5 Coupe. Now,
in (some say too timidly) a
redesigned and re-engineered
second-generation guise, can it
captivate on the move, too?
Based on the medium-sized A4
range, the swoopy two-door three-
box four-seater grand tourer
grows ever so slightly, paying
palpable cabin space dividends.
It’s also lighter yet stronger,
promising raised driving dynamics
and refinement levels.
The least-expensive model is
the 2.0 TFSI S-Tronic, priced at
$70,100.
Far from being sparsely
equipped, it includes
autonomous emergency
braking, blind-spot monitoring,
parking sensors, a reverse
camera, satellite navigation,
adaptive LED headlights, digital
radio, electrically adjustable
front seats, leather upholstery,
three-zone climate control and
18-inch alloys. Also standard is
an electronic instrumentation
system Audi dubs “Virtual
Cockpit”, as well as a
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
mechanical arm that extends
the front seatbelts.
The $10K premium over the
equivalent A4 model already
seems justified.
The real clincher though might
just be the knockout interior,
with its almost sensual tactility,
exquisite detailing and rich
ambience. Cars costing twice as
much as this aren’t as beautiful
from the driver’s seat.
Speaking of which, with a
140kW/320Nm 2.0-litre four-
cylinder turbopetrol engine, driving
the front wheels via a seven-speed
dual-clutch transmission base
doesn’t mean slow, either.
Fast off the mark and nimble
through the gears, this powertrain
combo is a sweet-revving gem.
Eager (if slightly anaesthetised)
steering, balanced handling and
surefooted control reflect the
much-improved chassis featuring
all-new five-link suspension
starring underneath.
Stronger still is the
185kW/370Nm 2.0 TFSi quattro
from $81,700. Ambient cabin
lighting, extra tinsel and 19-
inch alloys might shine in the
showroom, but it is the extra
shove from the uprated four-
pot turbo that shines brightest,
turning what is already a willing
performer into a cracking point-
to-point hotshot, backed up by the
added traction of all-wheel drive.
Yet the real gun in the A5
Coupe artillery is the reborn S5,
lighting a fuse with a blazing
260kW/500Nm 3.0-litre V6
turbo that can hit 100km/h from
standstill in just 4.7 seconds,
a slick eight-speed torque-
converter auto, rear-biased AWD
for contained sideways fun and
blindingly effective brakes to help
harness all that oomph.
Talk about beauty and the beast!
Better still, compared to the
previous iteration, the price has
plummeted $17,000, putting
this Porsche Cayman-shading
slingshot more within (relative)
reach, from $104,400.
That price includes adaptive
dampers, which take the edge off
the slightly harsh ride in
cars wearing bigger wheels. They
don’t help tyre drone though.
THINGS WE LIKE
 Exquisitely designed and crafted
interior
 Strong, smooth engine performance
 Agile handling and assured
roadholding
 Striking coupe styling
 Generous standard specification
 The 465-litre boot is the largest in
its class
THINGS YOU MIGHT NOT LIKE
Firm ride on 19-inch (and up) alloys
with no adaptive dampers
Some cabin squeaks
Weak resale values
Some road/tyre noise intrusion
SPEX (A5 2.0 TFSI quattro)
Made in Germany
2.0-litre four-cylinder petrol turbo/
seven-speed dual-clutch S-Tronic/
all-wheel drive
185kW of power from
5000–6000rpm/370Nm of torque
from 1600–4500rpm
0–100km in 5.8 seconds (claimed)
5.3L/100km highway, 7.8L/100km
city; 95 octane; CO2 emissions are
149g/km
Warranty: Three years/unlimited
kilometres
Standard: Six airbags, stability
control, autonomous emergency
braking, blind-spot monitoring,
parking sensors, navigation, reverse
camera, adaptive LED headlights,
digital radio, electrically adjustable
front seats, tri-zone air, Virtual
Cockpit, multimedia touchscreen,
Apple CarPlay/Android Auto,
Bluetooth, wireless hotspot, music
storage, ambient lighting, leather
upholstery, front foglights, tyre-
pressure monitoring, 19-inch alloy
wheels, space-saver spare wheel
Redbook future values: 3yr: 46%;
5yr: 28%

Value for money

compare with ...
 BMW 4 Series, Infiniti Q60, Lexus
Overall RC, Mercedes-Benz C-Class Coupe,
 Porsche Cayman

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 25

AUDI RS5 FROM $157,700
T he RS5 sits at the top of
Audi’s A5 coupe line-up. In
typical Audi RS fashion, this car
goes softly, but carries a very
big stick.
Everything in this model is
new, including the 2.9-litre,
twin turbo V6, developed with
Porsche (where it’s also found
in the Panamera and new
Cayenne); VW’s rigid, lightweight
MLB platform architecture;
five-link suspension with
adaptive, adjustable dampers at
both ends and an eight-speed
automatic, mated to to Audi’s
signature quattro all wheel
drive system, with a mechanical
centre differential, and active
torque vectoring between the
rear wheels.
RS5 is available as a two door
coupe and a five door Sportback,
both priced at $157,700.
Sliding into the luxurious,
supportive, Nappa leather sports
driver’s seat, you face Audi’s
virtual cockpit, with configurable
digital instruments, including
specific RS displays for engine
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
26 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
power and torque, cornering
g-forces and a light that tells you
it’s time to change up, in manual
mode, because you’re about to
bang the rev limiter.
You sit deep in the RS, with lots
of seat and wheel adjustment.
The wheel itself is a lovely
lightweight, flat bottomed thing,
with shift paddles and an array
of controls; using these, and/
or voice control, you rarely have
to reach for the infotainment
controller on the centre console.
A larger body yields more rear
seat space, but with tall people
up front you still sit legs splayed,
on a comfortable, supportive
bench shaped for two. Headroom
is OK for those up to about
185cm. Boot space is generous.
Audi’s engine may lack the
theatrical shoutiness of its
rivals, but it’s a magnificent
device, very Porsche like in its
superb responsiveness at the
pedal – with zero turbolag in
Dynamic mode – and offering
unctuous, honeyed horsepower
right across the rev range.
Sure, the old RS5’s 4.2-litre,
naturally-aspirated V8 was a
glorious piece of nostalgia, but, in
the bottom half of the rev range
at least, it wouldn’t see which
way this one went.
Audi claims 0-100km/h in 3.9
seconds. Mercedes claims the
same for its C63 AMG S coupe;
BMW’s M4 Competition is 0.1
second slower.
Beyond its performance,
though, what really makes this
RS5 special is it’s superb agility,
poise and driver engagement
– three traits often lacking in
performance Audis, which too
often feel overweight, unbalanced
and dead in your hands.
Light, communicative steering
points with absolute precision and
the car responds in a completely
neutral manner.
Audi has deliberately
engineered a strong rear drive
bias into quattro for the RS,
S
and it shows in the absence of
understeer, and a willingness
to tighten its line, just bit, on the
throttle. Yet you also retain the
major advantage of quattro: you
can apply the go pedal as hard
as you like mid corner and the
car will just rocket out, with no
compromise between grip and
slip, as happens with its rear
wheel drive rivals.
Ride comfort, if not quite Gran
Turismo in compliance, is pretty
good considering the 275/30
tyres (at both ends) on 20 inch
wheels. Comfort mode is fine in
town; Dynamic mode is typically
fidgety and firm, with some
coarseness and tyre noise also
evident on country roads.
Audi has transformed the RS5
from a likeable but fairly brutal,
blunt instrument into a car of
delicate, lithe, yet immensely
powerful, authoritative character,
that’s a real pleasure to drive.
THINGS WE LIKE
 Grunt and power from the V6
 Superb interior design and quality
 Adaptive suspension offers great
handling plus ride comfort
 Road grip of Quattro
 Classy exterior design
THINGS YOU MIGHT NOT LIKE
 Ride lacks compliance at speed,
and tyre noise is excessive
 Automatic’s shift calibration needs
work
 Muted engine sound
SPEX
 Made in Germany
 2.9L twin turbopetrol V6/eight-
speed automatic/all-wheel drive
 331kW of power from
5700-6700rpm/600Nm of torque
from 1900-5000rpm
 0-100km/h in 3.9 seconds (claimed)
 7.2L/100km highway; 11.6L/100km
city; 98 octane premium; CO2
emissions are 199g/km
 Warranty: Three years/unlimited
kilometres
 Standard: Six airbags, stability
control, adaptive dampers, 20-
inch alloys, automatic emergency
braking, lane keeping, blind spot
monitoring, radar cruise, automatic
parking, leather/Alcantara
upholstery, sports front seats,
Virtual Cockpit digital instruments,
Bluetooth, navigation, digital radio,
voice control, Apple CarPlay, Android
Auto, sunroof, LED headlights
 Redbook future values: 3yr: 46%;
5yr: 30%
compare with ...
BMW M4, Lexus RC F, Mercedes-
AMG C63 S

J ust as the original R8 was
an engineering twin with
the Lamborghini Gallardo,
this second-generation model
shares its underpinnings with
the Lambo Huracán, including
its hybrid construction
(aluminium alloy/carbon fibre
reinforced polymer) space
frame, a V10 powerplant, seven-
speed dual-clutch gearbox,
double-wishbone suspension
and all-wheel-drive.
In an age of emissions-driven
engine downsizing, the Audi
flagship’s 5.2-litre naturally-
aspirated V10, mounted
longitudinally in the centre of
the car, is quite literally a
breath of fresh air. There are
no turbos or superchargers to
force induction here, just pure,
free-revving, atmo joy.
This R8 is still instantly
recognisable as a design
descendant of the model it
replaces. The wheelbase is
identical, although the new car is
marginally shorter overall, thanks
to 9mm taken out of the front
overhang. It’s also wider (+10mm),
lower (-12mm), and lighter (-40kg).
STARS
Safety
Not Tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
For now, the standard R8
V10, priced at $366,340 or
$387,840 for the Spyder, produces
397kW/540Nm; the R8 V10 Plus,
at $402,340 ($424,129 for the
Spyder), generates 449kW/560Nm.
That’s serious grunt in a car
weighing only 1555kg.
A rear-wheel drive R8 variant,
with the 397kW engine, costs
$299,129, though with production
limited to just 999 units
worldwide, in coupe and Spyder
body styles, Australia’s allocation
is probably sold out already.
Claimed 0–100km/h time for
the standard R8 is 3.5 seconds,
with the R8 V10 Plus shaving
three tenths off that.
On a German autobahn, the
Plus will have you blasting up to
its maximum speed of 330km/h
(if you dare). More than a match
for Porsche’s 911 Carrera. In
fact, it’s more in the supercar
911 Turbo S zone.
No surprise then that the drive
experience is simply sensational.
The combination of port (low revs)
and direct (high revs) injection,
plus variable cam and valve timing
optimises torque and power
AUDI R8 FROM $366,340
delivery across the rev range, and
each rapid-fire (paddle) change of
the S-Tronic shift-by-wire, dual-
clutch seven-speed ‘box delivers
another rush of acceleration as
the all-alloy unit howls furiously
towards its 8700rpm ceiling.
Audi claims the blended
chassis is 40 per cent stiffer,
using CFRP around the cockpit
and main bulkhead with
aluminium everywhere else.
The quattro all-wheel-drive
system uses a combination of
mechanical diff lock and electro-
hydraulic multi-plate clutch
to manage drive distribution
between the axles, and steering
is electro-mechanical.
Standard rubber is 19-inch
Pirelli P Zero (245/35 front and
295/35 rear).
Even under extreme
cornering pressure the R8
remains stable and composed,
with quick turn-in and modest,
easily controlled understeer at
the sky-high limit of adhesion.
Cockpit design is all about
the driver and a 12.3-inch
TFT instrument display can
be configured for multiple
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 27
arrangements, with media,
navigation and other functions
included. Very slick.
The standard multi-adjustable
seats are brilliant and the
grippy, leather-trimmed wheel,
complete with race car-style
satellite buttons is aligned
carefully with the main gauges
and peripheral switchgear.
The big V10 features COD
(Cylinder On Demand) tech which
drops one bank of cylinders at
low loads (alternating either
side to avoid catalytic converter
cooling), a coasting mode which
decouples the gearbox on zero
throttle downhill runs, and a
smooth stop-start function — all
contributing to a claimed 13 per
cent fuel economy improvement.
Who needs turbos?
By James Cleary
THINGS WE LIKE
 Berserk naturally-aspirated V10
 Brilliant sports seats
 Nice loud exhaust noises
 Track-fit dynamics
 Slick TFT instrument and
infotainment screen
THINGS YOU MIGHT NOT LIKE
Electromechanical steering could
do with more road feel
Trim around instrument binnacle
causes bad windscreen reflections
Getting in and out is an athletic
exercise
Rear wing on Plus is an
acquired taste
Not much cabin storage
SPEX (R8 V10)
 Made in Germany
 5.2-litre V10 petrol/seven-speed
automated manual/all-wheel drive
 397kW of power at 7800rpm/540Nm
of torque at 6500rpm
 0–100km/h in 3.5 seconds (claimed)
 8.4L/100km highway; 16.7L/100km
city, 98 octane; CO2 emissions are
272g/km
 Warranty: Three years/unlimited
kilometres
 Standard: Six airbags, stability
control, navigation with MMI
Touch, leather/Alcantara trim, LED
headlights with laser high beam,
19-inch alloys, TFT instruments,
Bluetooth, automatic parking.
R8 V10 plus adds Nappa leather
upholstery, fixed Carbon Fibre
Reinforced Polymer rear wing
 Redbook future values: 3yr: 51%;
5yr: 39%
compare with ...
Ferrari 488 GTB, Lamborghini
Huracán, McLaren 570S, Porsche
911 Turbo
AUDI Q2 FROM $41,950
T he Audi Q2 is one size
smaller than Audi’s already-
popular Q3, being engineered
on the VW Polo/Audi A1 small
car platform.
The Audi SUV isn’t cheap,
with a starting price of
$41,950 for the base Q2 1.4
TFSI. This model has a 110kW
turbocharged petrol four-
cylinder engine, driving the
front wheels via a seven-speed
double-clutch automatic.
It’s a great little engine,
with cylinder-on-demand
technology that automatically
and imperceptibly shuts down
two cylinders under light throttle
loads to save fuel. Consumption
is a claimed 5.2L/100km.
The 2.0 TFSi quattro with a
140kW 2.0-litre turbopetrol four,
seven-speed double-clutch auto
and Audi’s quattro all-wheel-drive
system, is priced at $49,400.
The Q2’s drivetrains mimic
the best-selling versions of the
Q3, so performance is similar,
but the smaller Audi is a much
more persuasive package.
“Polygonal Design” is the
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
28 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
name invented for the Q2’s
creased, chamfered exterior.
Compared to the blobby and
anonymous Q3 it has more
character and, to most eyes,
much greater visual appeal.
However, those good looks don’t
compromise the Q2’s practicality.
Although 20cm shorter than the
Q3 overall, the wheelbase of the
Q2 is only 5mm less.
So there’s little difference in
passenger compartment space.
What’s more, the Q2’s bigger and
better-shaped rear doors offer
easier access to the rear seats.
Where the Q2 does lose is in cargo
space; there’s around 50 litres
less room behind the rear seat.
The Q2 is one of the more
entertaining small SUVs to drive.
Audi’s engineers have given it
nice direct, electric-assisted
steering and it feels agile from
behind the wheel.
Both engines deliver strong
performance by class standards,
and the 2.0-litre turbopetrol
is respectably quick, reaching
100km/h in just 6.5 seconds.
Keen drivers will find the
front-drive 1.4 TFSI sometimes
scrabbles for grip accelerating
out of tighter corners.
Still, despite having a simpler
and cheaper twist-beam rear
suspension, it’s a very tidy, agile
drive by any standard.
And while the 2.0 TFSi’s
standard quattro system
enhances traction, the costly
multilink rear suspension that
comes with it doesn’t appreciably
improve handling. Tyre noise,
however, was a little more
obvious in the 1.4 TFSI.
The interior of the Q2 is typical
Audi, which means the best
quality in the business.
The Design (1.4 TFSI) and Sport
(2.0 TFSI) interior trim themes add
both colour and personalisation
options to an already very
impressive environment.
The Q2 doesn’t lack for tech.
Autonomous emergency braking
and a high-grade infotainment
system are standard.
S
Other advanced safety, driver-
aid and entertainment systems,
including Audi’s brilliant Virtual
Cockpit instrument display, Audi
Connect with Google search
functionality, radar cruise
control with automatic stop and
go and lane keeping, are mostly
listed as optional extras, and as
is usually the case with Audi, you
can easily empty your wallet on
the vast options list.
But even without costly
options, the Q2 is a strong
contender in an increasingly
crowded compact SUV field. As
it should, given the premium
prices being asked. Audi buyers
pay a premium for the badge.
It’s worth noting that VW will
have its own compact SUV in
production later in 2019, based on
the T-Roc concept and with much
of the same engineering as the
Q2, but at much cheaper prices.
You can get into VW’s Tiguan,
a larger and no less capable SUV
with lots of the same hardware
underneath, from $43,150.
By John Carey
THINGS WE LIKE
 Doesn’t look like a box
 Interior space, quality and technology
 Agile handling
 Base-model 1.4-litre turbopetrol
engine
THINGS YOU MIGHT NOT LIKE
 Expensive for a small SUV
 It’s VW Group engineering, so
potential reliability issues
 Tyre noise
 Options prices
SPEX (1.4 TFSi)
 Made in Germany
 1.4-litre four-cylinder
turbopetrol/ seven-speed S
Tronic/front-wheel drive
 110kW of power at 5000rpm/250Nm
of torque from 1500–3500rpm
 0–100km/h in 8.5 seconds (claimed)
 Warranty: Three years/unlimited
kilometres
 4.6L/100km highway; 6.3L/100km
city; 95 octane premium; CO2
emissions are 119g/km
 Standard: Stability control,
six airbags, Pre-Sense with
pedestrian detection, automatic
low-speed emergency braking,
MMI infotainment, Apple CarPlay
and Android Auto, navigation,
Bluetooth, voice control
 Redbook future values: 3yr: 56%;
5yr: 42%
compare with ...
BMW X2, Jaguar E-Pace, Mercedes
GLA, Toyota C-HR, Volvo XC40
S AUDI Q3 FROM $43,400
T he Audi Q3 range opens
with the 110kW 1.4-litre
turbopetrol TFSi, with a six-
speed twin-clutch S-Tronic
transmission and front-wheel
drive, priced at $43,400.
Quattro all-wheel-drive
models start with the 110kW
2.0-litre turbodiesel/seven-speed
S-Tronic TDi at $49,000.
The high-performance
2.0-litre turbodiesel Sport, with
135kW, is priced at $58,000.
The Q3’s 2.0-litre turbodiesel
engine is the successor to the
EA189 that got VW into such a
mess. It is not subject to any
legality issues.
The 132kW 2.0-litre turbopetrol
TFSi seven-speed S-Tronic
quattro is $53,400.
The 280kW 2.5-litre five-
cylinder turbopetrol RS Q3 tops
the range at $84,911. It takes on
the Mercedes AMG GLA45.
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
The numbers suggest that
you’re not that much better off
if you choose the more powerful
version of the 2.0-litre turbodiesel,
particularly in real-world
driving. It’s got a sizeable power
advantage but this is at pretty
high revs, where you rarely go in
a turbodiesel. Its 60Nm torque
advantage (380Nm vs 320Nm)
can be felt more readily in the
midrange, but the base engine
is impressively tractable. The
135kW engine develops a smooth,
sweet, free-revving nature from
3000–5000rpm and S-Tronic is
more responsive, though in Sport
mode it often holds a selected
lower gear for too long.
That said, having driven at
least 50 VW Group cars with the
six- and seven-speed dual-clutch
transmissions, each one seems
to have its own idiosyncrasies.
Call it character.
Ride comfort is fine on
standard 17-inch wheels. A
second test car, on optional 19s,
was terrible. The ride was lumpy
around town and occasionally
crashy and harsh, causing body
shake on particularly severe
bumps. The electric steering
offers no road feel, has a vague,
disconnected character and
is prone to constant, annoying
kickback on rough surfaces.
The dash features Audi’s MMI
media interface, here with the
optional navigation system and a
pop-up screen.
It’s not the fastest navigation
system in the world and you
can sometimes actually be past
your turn before an instruction
is given. Moving around the MMI
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 29
system with the rotary cursor
knob, which is located here in
a vertical position on the dash
rather than on the flat centre
console between the front seats,
is also quite counterintuitive.
The back seat has a firm, flat,
comfortable cushion that suits
child restraints.Two conventional
anchors can be found on the
seat back and two sets of Isofix
mounts are also provided.
Legroom is on the tight side but
most adults will be able to travel
comfortably. The Q3’s coupe-like
rear styling compromises boot
volume, so although the floor is
reasonably large, you can’t carry
that much stuff and in extended
mode it’s not flat.
The Q3 is expensive, especially
when you consider that the same
engineering DNA with a VW
Tiguan badge — and a larger,
next-generation platform and
body — can be had for less. The
next Q3, underpinned by this
architecture, is due towards the
end of the year.
THINGS WE LIKE
 Class-leading quality and a
beautifully assembled interior
 All four engines are excellent in
performance and economy
 High resale values
THINGS YOU MIGHT NOT LIKE
Expensive
Vague, remote-control steering
Steering kickback on rough roads
Too many expensive options
Hard ride on optional 19-inch wheels
High servicing costs and some
reliability issues
SPEX (2.0TDI quattro
S-Tronic)
Made in Spain
2.0-litre four-cylinder turbodiesel/
seven-speed automated manual/
all-wheel drive
135kW of power at 3500rpm/380Nm
of torque from 1800–3250rpm
0–100km/h in 7.9 seconds (claimed)
4.7L/100km highway; 6.5L/100km
city; CO2 emissions are 141g/km
Warranty: Three years/unlimited
kilometres
The 135kW 2.0TDi quattro includes
stability control, six airbags, 18-inch
alloy wheels, parking sensors,
rain-sensing wipers, automatic
headlights, roof rails, dual-zone
air, Bluetoooth with audio streaming,
fake and real leather upholstery
Redbook future values: 3yr: 54%;
5yr: 40%
compare with ...
BMW X1, Jaguar E Pace, Mercedes
GLA, Mini Countryman, VW Tiguan
AUDI Q5 FROM $66,700 S
air suspension, which allows
you to dial up an exceptionally
comfortable ride.
Gripes include the high cost
of desirable options, the lack
of manual gearbox availability,
no full-size spare and … that’s
about it.
So this latest Q5 is a fiercely
capable, car-like luxury medium
SUV that — with the right extras
— pushes class boundaries.
Don’t buy a BMW X3, Jaguar F
Pace, Mercedes GLC or Volvo
XC60 before driving this first.
If only Audi’s designers were as
bold as its visionary engineers.

T oday’s Audi Q5 might seem

barely changed since the
original in 2009, but there’s
Function is on equal footing with
form in the back seat too, with
ample room, shapely cushions and
decouples whichever axle isn’t
required to maximise efficiency.
Even greater economy is
By Byron Mathioudakis

exciting new stuff underneath its
almost the same skin.
Kicking off from $66,700 for
the 2.0-litre TDI diesel quattro
and $67,650 for the 2.0-litre
TFSI petrol quattro, the second-
generation Q5 features a
significantly lighter yet stronger
body than before, the adoption
of sophisticated five-link
independent suspension (with
optional air springs for a smooth,
supple ride — something the
previous Q5 struggled with) and
enough driver-assist safety to
make a Volvo engineer blush.
Clean surfaces, obsessive
quality, precision shutlines — all
are expected Audi hallmarks, yet
the Q5 ups the ante anyway with a
spacious and airy cabin boasting
designer textures, exquisite
materials, cocooning silence and
exceptional tactility.
Thankfully there is actual
depth behind the dazzle, as
revealed by supportive seating,
thoughtful ergonomics (once the
time is taken to learn the fiddly
steering-wheel controls), superb
ventilation and properly family-
friendly practicality.
STARS
Safety
Performance
Handling
individual climate controls.
However, the absence of
sliding/reclining rear backrests
is an oversight, though that’s
part of a $2500 Comfort pack
that also boosts the sumptuously
finished cargo area’s capacity by
60 litres to 610 litres.
Air-suspended models
introduce a ‘kneel down’ function
that drops the body for easier
loading. It also raises the body
for extra ground clearance when
the terrain requires it.
However, it is the Q5’s car-like
ability to traverse regular roads
that is most remarkable, starting
with the 185kW/370Nm 2.0-litre
four-cylinder turbo petrol Sport,
as tested, priced at $73,600.
Eager off the mark and hungry
for revs, this Teflon-smooth
powertrain is a pure and punchy
delight, defined by instant and
broad throttle responses.
Paired to a quick-shifting seven-
speed dual-clutch transmission,
it’s also frugal to boot, helped out
by stop/start as well as Audi’s
standard fuel-saving ‘quattro
ultra’ all-wheel-drive system; it
possible by opting for the
140kW/400Nm 2.0-litre four-pot
turbo-diesel, priced at $71,500,
that’s capable of 5.5L/100km.
A 210kW/620Nm 3.0-litre V6
turbodiesel, that launches the Q5
to 100km/h in just 5.8 seconds,
costs $84,700.
The flagship SQ5, due shortly,
runs a 255kW/700Nm 3.0-litre
V6 turbodiesel/mild hybrid
drivetrain that launches it to
100km/h in 5.1 seconds.
Q5 is one of the best-handling
SUVs on the road, delivering
controlled, agile dynamics
combined with rock-solid
roadholding. While more feel
would be welcome, the steering
remains beautifully alert. The
driver can alter its weighting via
the Drive Mode selector that also
adjusts the suspension’s dampers
to comfort or sport.
If you select a Sport-grade Q5,
with 20-inch wheels, adaptive
cruise, LED headlights, racier
seats and Audi’s showy digital
‘Virtual Cockpit’ instrumentation
among other goodies, it’s also
worth paying an extra $4000 for
THINGS WE LIKE
 Sporty, agile handling
4 Muscular performance with low
fuel consumption
4 Exceptional interior design and
presentation
 Luxury ride with air suspension
option
 Practical cargo area
THINGS YOU MIGHT NOT LIKE
Expensive options
Previous model had reliability issues
Firm ride without air suspension
Adjustable rear bench should be
standard
No full-sized spare
SPEX (2.0 TFSi)
Made in Mexico
2.0-litre four-cylinder turbopetrol/
seven-speed auto/all-wheel drive
185kW of power from
5000-600rpm/370Nm of torque from
1600-4500rpm
0-100km in 7.3 seconds (claimed)
6.4L/100km highway; 8.8L/100km
city; 95 octane premium; CO²
emissions are 167g/km; fuel tank
is 70 litres
Warranty: Three years/unlimited
kilometres
Max towing weight: 2400kg
Standard: Eight airbags, stability
control, AEB (Autonomous
Emergency Braking), cross traffic
assist, blind spot monitoring, rear
camera, parking sensors, Virtual
Cockpit, leather, navigation, three-
zone air, Apple CarPlay/Android
Auto, Bluetooth, voice control, WiFi
hotspot, digital radio, tyre-pressure
monitoring, adaptive dampers,
power tailgate, 18-inch alloy wheels,
collapsible space-saver spare
Redbook future values: 3yr: 56%;
5yr: 39%

Quality and reliability

Comfort and refinement compare with ...

Alfa Stelvio, BMW X3, Jaguar
Value for money
F-Pace, Land Rover Discovery
Overall Sport, Mercedes-Benz GLC, Range
Rover Velar, Volvo XC60

30 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

 S AUDI Q7 FROM $97,800
The centre row is split
35:30:35, with each section
individually adjustable fore and
aft, while the outboard sections
have a fold-and-flip feature
that makes getting to the rear
seats easier. Split 50:50, the
reasonably roomy third-row seat
is electrically operated, as is the
tailgate. All rear seats have Isofix
child restraint anchors.
The dash is elegant and
logical and the front seats are
supportive and comfortable.
A 360-degree helicopter
camera-view display on the
centre screen, Audi’s latest self-
parking system and warnings
for cross traffic when reversing
out of a parking space are just
some of the highlights of the Q7’s
standard equipment list.
However, the options list is
long and nothing on it is cheap.
This is nothing new, but this
the Q7 is impossible to ignore if
you’re shopping the seven-seater
luxury SUV class.

A udi’s second-generation Q7
is a huge improvement over
the first. That model’s whale-
like scale made it a daunting
vehicle to drive in the city and
its high weight meant it had the
handling agility of a humpback.
The 2019 Q7 is only slightly
shorter and a fraction narrower,
but Audi’s engineers found
ways to shed around 300kg
without affecting strength or
compromising occupant safety.
The Q7 is now among the
more pleasant large, premium
SUVs to drive. There’s little
steering feel, a trait common to
the breed, but the Audi copes
gracefully with corners, ride
comfort is very good and noise
levels are low. The Q7 — in this
guise at least — doesn’t pretend
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
to be a sportster and this is
to its credit. Audi’s engineers
offer the 3.0-litre V6 turbodiesel
with 160kW/500Nm, priced at
$97,800, or 200kW/600Nm,
priced at $106,900, and the
engine complies with the Euro 6
emissions standard. This means
the Q7 has a 12L tank for AdBlue
fluid, a urea solution.
A diesel/electric plug-in
hybrid, the Q7 e-tron, costs
$139,900. It uses a 190kW
3.0-litre V6 turbodiesel with
a 94kW electric motor and
17.3kWh lithium battery. It’s
claimed to be able to travel up to
56km on battery power alone.
If too much grunt is never
enough, the SQ7, at $161,900,
offers a 4.0-litre V8 twin
By John Carey
turbodiesel with 320kW of power
and a massive 900Nm of torque.
The 3.0-litre V6 turbodiesel is
hardly underdone, though.
It’s smooth, muscular and
quiet, a perfect blend of everyday
attributes for a big SUV.
Rapid acceleration and
remarkably low consumption
are similarly impressive and the
entire drivetrain, including the
eight-speed auto and updated
quattro all-wheel-drive system,
is quite classy engineering.
The Q7 now faces competition
from BMW’s new X7, the new
Mercedes GLE, which offers a
seven seat layout, the Range Rover
Sport and Volvo XC90, so if you’ve
got a tribe to carry you now have
much more choice than previously.
THINGS WE LIKE
 Seven seats standard
 Interior quality and versatility
 Strong, refined, frugal drivetrain
 New-found agility and poise
THINGS YOU MIGHT NOT LIKE
 It’s still a huge thing to manoeuvre
 Ho-hum exterior styling
 Painful options prices
 Potential reliability issues
SPEX (200kW version)
Made in Slovakia
3.0-litre V6 turbodiesel/eight-speed
automatic/all-wheel drive
200kW of power from
3250–4250rpm/600Nm of torque
from 1500–3000rpm
0–100km/h in 6.5 seconds (claimed)
Warranty: Three years/unlimited
kilometres
Max towing weight 3500kg
5.6L/100km highway; 6.4L/100km
city; CO2 emissions are 153g/km.
Fuel tank 75 litres.
Standard: Six airbags, stability
control, 19-inch alloy wheels, tyre
pressure indicator, 360-degree
top-view camera, automatic
parking, cross traffic alert, leather,
power tailgate, dual-zone air, drive
select, MMI infotainment with
Bluetooth, digital radio, smartphone
integration and navigation.
Redbook future values: 3yr: 55%;
5yr: 42%

Value for money

compare with ...
Overall BMW X7, Land Rover Discovery
Mercedes GLE, Volvo XC90

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 31

AUDI Q8 FROM $128,900
A udi’s five seater Q8 is based
on the seven-seater Q7,
but with a sleeker, sharper
profile, a coupe roofline, a few
dimensional adjustments and
whopper 21 inch alloy wheels to
give it a sportier stance.
The Q8 55TFSi quattro, priced
at $128,900, runs a 3.0-litre V6
turbopetrol engine with 250kW
of power and 500Nm of torque,
matched with an eight-speed
automatic and all wheel drive.
It’s a mild hybrid, with 48-volt
electrics, a lithium ion battery
and a starter motor that can also
give the engine a high voltage
boost of up to 6kW of power and
60Nm of torque, for five seconds,
when you plant the accelerator.
The engine is also switched
off and decoupled from the
transmission in “coasting” mode,
on a light throttle between 55-
160km/h, yielding fuel efficiency
gains on the highway.
A 210kW/620Nm 3.0-litre V6
turbodiesel Q8, badged as the
50TDi quattro, will be available in
mid 2019 at the same $128,900
price and specification.
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
32 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
Q8 gets Audi’s latest all digital
centre stack dash, with a 10.1 inch
touchscreen for infotainment,
plus an 8.3-inch screen below
it for vehicle settings, heating
and cooling. Both use a haptic
interface, which gives you subtle
feedback and a muted click when
you touch an icon, mimicking a
conventional switch. You have to
give the icons a serious poke —
sometimes two pokes — to get
a result, but at least they’re big,
clear and easy to hit.
Seating is luxurious, there’s
ample, adjustable legroom and
decent headroom in the back
stalls, while boot volume is around
15 per cent less than Q7 in five
seater mode, but still expansive.
Audi ups the safety tech ante
in a big way on Q8, which has 39
driver assistance systems to look
after you. A 3D virtual image of the
car on the infotainment screen can
be rotated through 360 degrees,
so you can see any obstacle
nearby before you begin to move,
while autonomous emergency
braking extends to stopping the
car if it detects you’re about to be
T-boned at an intersection.
Audi claims a seriously rapid
5.9 seconds for the 0-100km/h
sprint. Seat of the pants says
the Q8 isn’t that fast. The
3.0-litre V6 is certainly potent,
and beautifully smooth, but
peak torque doesn’t kick in until
a high 2900 rpm, so it’s not
particularly strong at low revs,
and the eight speed automatic
is very slow to respond when
you want a lower gear, even
in Dynamic mode, the most
aggressive of seven selectable
drivetrain settings.
Adaptive air suspension,
available only in the $11,000
Premium plus package, allows
you to tailor the ride/handling
compromise to suit the road,
the load and your speed. I didn’t
get to drive the standard steel-
sprung variant, but colleagues
who did reported that the ride
was much lumpier and harder
than the air sprung examples I
drove, which ironed out a rough
road with grace and authority.
Q8 isn’t a sports SUV, though.
It weighs 2265kg. Enough said.
However the Audi is stable at
speed, takes corners in a flat,
well-balanced manner with the
adjustable suspension turned
up to taut, and has powerful,
progressive brakes. A notable
dynamic demerit, common on
Audis, is imprecise, inconsistently-
weighted, uncommunicative
steering. I can’t say I noticed any
real benefit from optional rear
wheel steering, either.
Q8 offers high-end luxe, dazzling
tech and bombproof safety in a
slick stylish package, but as a drive
it’s competent rather than class
leading, and pricey too.
THINGS WE LIKE
 Beautiful design inside and out
 Spacious, comfortable interior
 Luxurious seats
 Dazzling high tech infotainment
 Security of quattro all-wheel drive
THINGS YOU MIGHT NOT LIKE
Doesn’t drive as good as it looks
Overpriced, especially compared
with Porsche Cayenne
Engine lacks low-down torque
Transmission slow to respond
Sharp ride on standard suspension
SPEX
Made in Slovakia
3.0-litre V6 turbopetrol/48-volt mild
hybrid/eight-speed automatic/all-
wheel drive
250kW of power at
5500rpm/500Nm of torque from
2900-5300rpm
0-100km/h in 5.9 seconds (claimed)
8.1L/100km highway; 11.1L/100km
city; 95 premium; CO2 emissions
are 210gkm; fuel tank 85 litres
Warranty: Three years/unlimited
km
Standard: Eight airbags, stability
control, autonomous emergency
braking, adaptive cruise, lane
keeping, rear-cross traffic alert,
power tailgate, 21-inch alloys, LED
headlights, three-zone air, head
up display, leather, heated and
ventilated front seats, navigation,
digital radio, Apple CarPlay and
Android Auto
Redbook future values: 3yr: 57%;
5yr: 44%
compare with ...
BMW X6, Mercedes GLE coupe,
Porsche Cayenne, Range Rover
Sport
 BENTLEY CONTINENTAL GT FROM $422,600
T he $422,600 price tag for
the first all-new Bentley
Continental GT in 15 years is just
the beginning.
If you want the James Bond-
style rotating touchscreen in
the dash, which at the press of a
button spins to reveal old-school
gauges or a blank piece of timber,
that’ll cost an extra $12,300.
Advanced safety features
that are standard on a new
Toyota Corolla are split into
two technology packs that cost
$10,300 or $16,200.
For the complete safety suite
buyers need to shell out $26,500
for both -- as much as the
aforementioned Corolla.
Bentley says buyers prefer to
have the choice of leather and
woodgrain at no extra charge
rather than advanced safety
tech as standard.
Then again, what else can
they say when the cheapest car
in sister brand Volkswagen’s
range, the $17,990 Polo hatch ,
has AEB standard?
Bentley’s view on safety
may be outdated but the rest of
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
 M850i
the car has a fresh approach.
The only carryover part is the
glovebox handle.
The all-aluminium body is
longer, wider and sleeker than
before.
There are 82 LEDs in each
headlight, the housings etched
with grooves inspired by crystal
glasses.
Under the stretched bonnet
is a revised version of the epic
6.0-litre twin-turbo W12 engine,
in effect two V6s mounted back-
to-back.
It’s paired to an eight-speed
twin-clutch auto and the all-
wheel-drive hardware sends power
primarily to the rear wheels.
The clean sheet of paper
has enabled Bentley to create a
slightly larger cabin, although the
back seat is still better suited to
suitcases rather than passengers.
The interior is a mix of
modern technology, with a
digital instrument display and
12-inch wide touchscreen, and
old school chrome, timber and
leather.
Each car has 2.8 km of thread
for more than 310,000 stitches
in the seats and trim. However
some chrome parts look like
metal but feel like plastic.
The new Continental GT
comes into its own, though, on
an open road.
The hand-assembled W12 has
phenomenal grunt and makes light
work of the car’s 2244kg mass.
Even though it’s heavier than
a Toyota HiLux the acceleration
is mind-bending, with a claimed
0 to 100km/h time of 3.7 seconds
in launch mode.
There’s some debate about
whether the switch to a twin-
clutch auto was the right move.
Big powerful engines
customarily work best with torque
converter autos but Bentley
changed to a twin-clutch, usually
paired to smaller engines, because
non-buyers apparently wanted a
more sporty transmission.
Bentley has done a fair job
of smoothing the shifts to make
it feel like a conventional auto
around town, but it does trip
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 33
up occasionally when braking
quickly or easing off the
accelerator after a short burst.
Adaptive air suspension is
standard. Comfort over bumps
on the standard 21-inch rims and
optional 22s is pretty good given
the low profile rubber.
The grip in corners is
profound and the brakes, among
the largest fitted to a production
car, are as impressive as the
acceleration.
The best way to describe
it: Rolls-Royce luxury meets
Porsche performance.
Minor complaints: the steering
can feel vague in comfort mode
and the exhaust is too quiet, even
in sport mode.
Most buyers may prefer to
travel incognito but I reckon there
will be plenty who want to make a
grand entrance. Or departure.
By Joshua Dowling
THINGS WE LIKE
 Astonishingly quick for a 2.2-tonne
car
 Ample grip and big brakes
 Comfortable over bumps despite
low profile rubber
 Absolutely luxurious interior
 Looks the business
THINGS YOU MIGHT NOT LIKE
Long list of expensive options,
including safety aids that ought to be
standard
Steering and transmission a bit so-
so in certain conditions
Emits enough CO2 to warm the
planet all by itself
Short warranty
SPEX
Made in England
6.0-litre twin turbopetrol W12/eight-
speed dual clutch/all-wheel drive
467kW of power from
5000-6000rpm/900Nm of torque
from 1350-4500rpm
0-100km/h in 3.7 seconds (claimed)
9.5L/100km highway; 16.7L/100km
city; 98 octane; CO2 emissions are
278gkm
Warranty: Three years/unlimited km
Standard: Six airbags, stability
control, blind spot monitoring, lane
departure alert, adaptive cruise,
camera, Bluetooth, navigation,
voice control, leather upholstery,
21-inch alloy wheels, keyless entry
and starting, automatic parking,
air suspension
Redbook future values: 3yr: 57%;
5yr: 44%
compare with ...
Mercedes-Benz S65 AMG coupe,
Porsche Panamera Turbo, BMW
BENTLEY BENTAYGA FROM $334,700
I f you need proof the world
has gone mad for SUVs, look
no further. Bentley’s Bentayga
is one of the most extreme and
expensive of the breed.
The Bentayga is based on the
Audi Q7, with Bentley acquired
by Germany’s Volkswagen-Audi
Group in 1998.
The range opens with the
404kW 4.0-litre twin turbopetrol
V8 Sport, at $334,700.
The 4.0-litre twin turbodiesel
V8, with 320kW of power and
900Nm of torque, costs $342,500.
The Q7 with the same drivetrain
costs less than half that.
Unique to Bentayga is a
447kW/900Nm, 6.0-litre twin
turbopetrol W12, priced at
$433,200.
A Breitling clock on the dash
costs an extra $8318. There is
already a digital clock in the car’s
instrument display. Bentley claims
Breitling can only build four of
these particular in-car clocks each
year. Maybe they’re still learning …
Other options include a $4557
picnic table and a $15,660 rear
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
 Range Rover Autobiography
34 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
seat entertainment system.
You can design your own colour
scheme for your Bentayga, with
exterior satin paint, in any colour
your like, adding just $70,991.
Radar cruise control is part of
a $17,222 “touring” pack, while
shag pile floor mats are $1081. A
cigarette lighter is $1283. It’s all
a bit ridiculous, really.
You can order your Bentayga
as a four- or five-seater. Either
way, you get the full London
gentleman’s club lounge
treatment with quilted leather
upholstery — the finest bull
hides, apparently, sourced only
from cool climates (no sweat
stains …), naturally tanned and
never overprinted.
It also includes 22-way
adjustable front seats with a six-
mode massage system, highly
polished metal on the dash,
centre console and doors, and
your choice of seven different
timber veneers.
The twin-turbo 6.0-litre W12
uses two V6s mounted back to
back in the shape of a W rather
than a V. Paired with an eight-
speed automatic transmission
and all-wheel drive, it’s one of
the key reasons Bentley can
move 2.4 tonnes rather quickly.
Bentayga has a claimed top
speed of 301km/h, making it the
world’s fastest SUV. For now …
We tested Bentley’s claimed
0 to 100km/h time of 4.1 seconds
and were gobsmacked when our
timing equipment flashed up with
4.2 seconds. That’s comparable
with the Porsche Cayenne Turbo S.
Funny thing is, the Bentayga
does not feel particularly fast.
Layers of sound-deadening make
the whole experience almost
hush quiet, and the smoothness
of the engine means the power
doesn’t build like a crescendo;
it’s instantaneous.
The next surprise that defies
the senses is the Bentayga’s
razor-sharp cornering ability
— for a 2.4-tonne SUV, that is.
The massive 22-inch wheels
wrapped in sticky Pirelli P Zero
tyres work wonders, as does the
well-sorted air suspension.
Downsides? There is still a
question mark about reliability on
any vehicle made by Volkswagen
which, in the end, this is.
Our test car, a pre-production
model, had an error warning
light for the suspension but we
were assured nothing was wrong
and it drove OK.
If it’s any consolation,
customers get free business-class
travel to their destination if the car
breaks down under warranty.
I went into the Bentley
Bentayga with low expectations
and came away dumbfounded
by its breadth of capability —
with the exception of actually
taking it off-road. It only has a
space-saver spare.
For all its merits, however,
you can’t rationalise such an
insane price. And as for the
options, well, if you have so
much money that the concept of
value is entirely meaningless,
go right ahead.
By Joshua Dowling
THINGS WE LIKE
 Agile handling for such a
huge beast
 Awesome acceleration
 Luxurious massage seats with
cooling and heating
THINGS YOU MIGHT NOT LIKE
 The price is absurd
 No full-size spare
 Stodgy, old-school design
 It’s a VW, so reliability could be iffy
SPEX (W12)
 Made in England
 6.0-litre twin turbopetrol W12/eight-
speed automatic/all-wheel drive
 447kW of power at 5250rpm/900Nm
of torque from 1250–4500rpm
 0–100km/h in 4.1 seconds (claimed)
 9.6L/100km highway; 19.0L/100km
city; 98 octane premium; CO2
emissions are 296g/km; fuel tank
85 litres
 Warranty: Three years/unlimited
kilometres
 Max towing weight 3500kg
 Standard: Stability control, six
airbags, blind spot monitoring,
21-inch alloys, heated and cooled
seats with massage function,
leather, sunroof, Bluetooth,
navigation, tri-zone air
 Redbook future values: 3yr: 55%;
5yr: 40%
compare with ...
Audi Q7, Porsche Cayenne Turbo,
 S BMW 1 SERIES FROM $38,990
B MW’S 1 Series is now the
only small hatchback in
the world that still uses rear-
wheel drive. If you regard front
wheel drive as suitable only for
shopping trolley hatchbacks,
well, you had better get in quick
because, come early 2020, this 1
Series will be replaced by a new
model with front and all-wheel
drivetrains.
BMW used to argue, forcefully,
that rear-wheel drive produces a
better-balanced car that has more
neutral handling characteristics
and steering that’s uncorrupted
by the engine’s torque interfering
with the front wheels, as is the
case on front-wheel-drive layouts.
However, BMW now makes
the front-wheel-drive Mini and
2 Series Active Tourer, the first
front-wheel drive to wear a BMW
badge. It’s gone strangely quiet
on the advantages of rear-wheel
drive, for obvious reasons.
STARS
Safety
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
 Class, VW Golf, Volvo V40
The major attractions of rear-
wheel drive are totally natural
steering, free of torque steer,
more even weight distribution
and the ability to use the throttle
more precisely to adjust the
car’s attitude in corners.
The 1 Series points into
and out of corners with
responsiveness and precision
you just don’t get when the
engine’s torque is trying
to turn the front wheels as
well. It’s also one of the most
delicately balanced, wonderfully
controllable cars on the road.
The range opens with the 100kW
1.5-litre three-cylinder turbopetrol
118i, which costs $38,990. BMW
has been doing sharp drive away
deals on this model recently.
The 165kW 2.0-litre turbopetrol
125i is priced at $49,990. As far
as bang for your bucks goes,
that’s excellent value.
An eight-speed automatic and
automatic stop/start are standard.
The 125i is great value for a
genuine performance BMW.
At $50,000, you get 165kW of
power — the same output once
delivered by BMW’s revered
3.0-litre naturally-aspirated
straight six — and a wonderfully
engaging experience that only
a well set up rear-wheel drive
vehicle can offer.
In a small, light hatch like
this, 165kW is more than enough
power to enjoy, and there’s none
of the nose heaviness of the
previous six-cylinder models.
The 125i also has the M
Sport package as standard.
This includes 18-inch alloys, M
sports suspension and brakes,
M Aerodynamics body kit, cloth/
Alcantara upholstery, full LED
headlights and an M leather
steering wheel.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 35
Inside, the One feels intimate
and driver focused, like a real
BMW. The dash features a wide,
fixed tablet-style screen with
audio, navigation and phone
menus accessed via the latest
iDrive6 system. A rear camera
is standard, but autonomous
emergency braking is absent.
There’s plenty of space and
adjustability in the front; rear
seat legroom, though, is tight.
It’s always going to be a
squeeze in a small rear driver’s
back stalls because you have a
driveshaft, diff and other bulky
bits under the floor. Boot space
is quite reasonable, though.
Runflat tyres are standard.
This means the ride can be
pretty sharp on poor surfaces,
as on other BMWs, so take a
decent test drive before you
sign up just to make sure you’re
happy with the car’s comfort
levels.
Otherwise, the One is a
beautiful car to drive and highly
recommended.
The new 1 Series, due in early
2020, will feature front and all-
wheel drivetrains, the latter
reserved for performance models
such as the M135i XDrive.
THINGS WE LIKE
 Superb balance and agility
 Precise steering
 Strong, frugal 2.0 turbodiesel
 Refined, efficient eight-speed auto
 Sport Line option is good value
THINGS YOU MIGHT NOT LIKE
Runflats don’t work in Australia
Tight back seat
Skinny safety spec, notably no AEB
SPEX (118i)
Made in Germany
1.5-litre, three-cylinder
turbopetrol/eight-speed automatic/
rear-wheel drive
100kW of power at 4400rpm/220Nm
of torque from 1250–4300rpm
0–100km/h in 8.7 seconds
4.6L/100km highway; 6.4L/100km
city; 95 octane premium; CO2
emissions are 122g/km
Warranty: Three years/unlimited
kilometres
Standard: Six airbags, stability
control, Bluetooth, rear camera,
cloth upholstery, 18-inch alloy
wheels, rear parking sensors,
dual-zone air, rain sensing wipers,
LED headlights
Redbook future values: 3yr: 49%;
5yr: 36%
compare with ...
Audi A3, Alfa Giulietta, Mercedes A
BMW M140i FROM $59,990
BMW’s M badge used to adorn
STARS only its elite performance cars,
Safety
such as the M3 and M5, but M
ANCAP also stands for Money and now
Performance BMW is cashing in on its badge
cachet. A second tier of M
Handling models, called M Performance,
now sits below the weapons-
Quality and reliability
grade hardware.
Comfort and refinement The M140i runs BMW’s
3.0-litre turbocharged straight
Value for money six, with 250kW and a mighty
500Nm of turbo-torque,
Overall
available from 1520rpm. The
M135i automatic, which costs
BMW M240i FROM $79,100
Priced from $77,629, the convertible is priced at $88,500.
M240i is the sole six-cylinder The M240i Coupe boasts the
2 Series model. The M240i latest version of BMW’s iconic
3.0-litre in-line turbocharged
six-cylinder engine, running the
STARS same 250kW/500Nm tune as in
Safety
the M140i.
Also in the spec is BMW’s
Not yet tested
Green Vehicle Guide effective Adaptive M suspension
system, which brings a more
Performance extreme range of adjustable
damper settings to improve both
Handling
handling and ride.
Although the 220i/230i
Quality and reliability
coupes are engaging steers,
Comfort and refinement the M Performance mods make
the M240i’s helm reactions
Value for money
 immediately faster from the
outset, turning in with the
Overall
 desired urgency promised by the
potent exhaust soundtrack.
36 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
the same as the six-speed
manual, smokes the 100km/h
dash in 4.6 seconds.
Gunmetal alloys, blue enamel
brake calipers, a rear diffuser
and dark window tinting complete
one very tough, stylish package.
The exquisite balance, agility
and poise of the four-cylinder 1
Series — BMW’s best handling
car — are not compromised by
the bigger, heavier engine.
The ride is surprisingly
comfortable, in part due to
the use of conventional tyres
instead of runflats.
The engine pulls hard from
idle then relentlessly piles on the
revs, accompanied by a luscious
soundtrack that urges you
towards the 7000rpm redline.
The M140i plays in a pretty
classy all-wheel-drive hot hatch
field that includes Ford’s Focus
RS, VW’s Golf R, Mercedes’ A45
AMG and Audi’s RS3.
The dynamic purity of rear-
wheel drive is a big attraction.
The best bit, however, is that you
get two extra doors, and $19,110
change compared with the M240i
coupe featured below.
However, it unfortunately
lacks the natural, progressive
feel of the more linear standard
arrangement. A mechanical
limited-slip differential splits drive
between the rear wheels.
The resulting grip available
is quite something, allowing the
M240i to carve through turns
with exceptional precision and
security. Finally, the ride quality
is more compliant than in the
lesser models — a function of the
Adaptive M suspension tune.
However, the M240i lacks the
sheer lightness of touch that
naturally elevates its incredibly
agile 220i sibling to the level
of greatness — and for some
drivers, the latter’s seat-of-the-
pants controllability makes it the
more involving experience. And
you’ll also save $20,000 if you buy
the M140i instead.
THINGS WE LIKE
 Potent, flexible in-line turbo six
 Chassis poise and grip
 Excellent brakes
 Pukka sports interior
 Relative civility and comfort
S
THINGS WE LIKE
 Great value
 A superb performance and
handling package
 Comfortable driver’s seat
THINGS YOU MIGHT NOT LIKE
Tight back seat space
Not much else to whinge about
SPEX
Made in Germany
3.0-litre straight six turbopetrol eight
-speed automatic/rear-wheel drive
250kW of power at 5500rpm/
500Nm of torque from 1520–
4500rpm
0–100km/h in 4.6 seconds (claimed)
5.8L/100km highway; 9.4L/100km
city; 98 octane; CO2 emissions are
163g/km
Warranty: Three years/unlimited
kilometres
Standard: Six airbags, stability control,
M Sport brakes, 18-inch alloy wheels,
high performance 225/40 (front) and
245/35 (rear) tyres, sports seats,
leather upholstery, M suspension, M
body kit, M steering wheel, bi-xenon
headlights, Bluetooth, voice control
Redbook future values: 3yr: 50%;
5yr: 35%
compare with ...
Mercedes AMG A45, VW Golf R
S
THINGS YOU MIGHT NOT LIKE
Why does it cost $19,100 more
than the M140i?
Not quite as agile or tactile as
lighter 220i
Inconsistent steering feel
You really want an M2, right?
SPEX
Made in Germany
3.0-litre six-cylinder turbopetrol/
eight-speed automatic/rear-
wheel drive
250kW of power at 5500rpm/
500Nm of torque at 1520–4500rpm
0–100km/h in 4.6 seconds (claimed)
5.8L/100km highway; 9.4L/100km
city; 95 octane premium; CO2
emissions are 163g/km
Warranty: Three years/unlimited
kilometres
Standard: Six airbags, stability
control, 18-inch alloy wheels,
leather, power adjustable and heated
M sports seats, M steering wheel,
navigation, Bluetooth with audio
streaming, smartphone internet
connectivity, adaptive headlights,
front and rear parking sensors
Redbook future values: 3yr: 45%;
5yr: 32%
compare with ...
Audi RS3, Mercedes-Benz A45/
CLA 45 AMG, VW Golf R
 BMW M2 FROM $99,900
absolutely glorious when you
need them most.
The cabin has a high-quality
feel. The M Sport seats are snug
and adjust every which way.
The faux carbon fibre weave in
the trim on the doors and dash
makes you want to run your
fingers over the texture. BMW’s
latest iDrive6 infotainment
system is standard.
If I were to be nit-picky, it
needs a bigger digital speed
display, the sun visors need to
extend to stop side glare on the
long doors, radar cruise control
would help take the grind out
of long trips and automatic
emergency braking works only
at low speeds.
If they’re the harshest
criticisms I can come up with, it’s
safe to say the BMW M2 is close
to performance car perfection.
Insert “future classic” cliché here.

B MW’s M division cars have

been somewhat hit and
miss in recent years — epic on
upholstery, 12 speaker Harman
Kardon audio and adaptive
headlights.
accelerator, transmission and
stability control responsiveness
can be adjusted to individual
By Joshua Dowling

a track, but not so enjoyable
in day-to-day driving,
where their overreliance on
electronics produces a remote,
uninvolving driving experience
amplified by artificially
weighted steering, constipated
twin-clutch gearboxes and
a frustrating inability to get
power to the ground.
Well, BMW has certainly seen
and remedied the errors of its
ways with the M2.
It starts at $99,900 for the six-
speed manual “M2 Competition
Pure” edition and $104,900 for the
fully loaded Competition. A seven-
speed twin clutch M-DCT gearbox
is a no cost option on both.
The $5000 premium also buys
electrically adjustable heated
seats, leather/Alcantara
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
The M2 is not exactly cheap
— it’s about $20,000 dearer than
the Audi RS3 and Mercedes A45
AMG — but it’s still the most
affordable model in the BMW M
range. And, quite possibly, also
the best. At last, here is an M
model in which you can access all
of its performance.
The M2 gets the twin
turbocharger version of the
S55 3.0-litre in-line six-cylinder
found in the M4, with 302kW and
550Nm of torque and a upgraded
chassis to match. The M2 engine
loses 29kW compared with the
M4, but torque is the same.
BMW claims a 0-100km/h time
of 4.2 seconds for both versions,
which is just 0.2 seconds slower
than the M4 Competition and
the same as Mercedes’ claim
for the A45 AMG. Steering,
preferences and accessed via
M1 or M2 buttons on the wheel.
Performance-car makers
talk breathlessly about weight
distribution even though they could
be telling us a pile of bunkum.
But the M2 is the first car in
which I could truly feel what they
were talking about. With a 50:50
split, it’s like a giant sled with a
lot of grip and a lot of power.
It gels superbly with the
precise steering.
Go too hot into a corner and
you can feel it start to run
wide long before you’re in any
serious trouble.
Back off the throttle just a
fraction and the nose tucks in
immediately without upsetting
the rear of the car. It’s beautiful.
The brakes are super-sensitive
in stop-start traffic, but they’re
THINGS WE LIKE
 You can use all the power
you have paid for
 Superb balance and mind-
boggling grip
 Precise steering
 Looks like a real M car
 The price is right
THINGS YOU MIGHT NOT LIKE
Digital speedo display is too small
Needs longer sun visors to block
side glare
No automatic emergency braking
or radar cruise control
SPEX (Pure DCT)
Made in Germany
3.0-litre six-cylinder turbopetrol/
seven-speed DCT/rear-wheel drive
302kW of power from
5250-7000rpm/550Nm of torque
from 2350–5200rpm
0–100km/h in 4.3 seconds (claimed)
9.2L/100km combined; 98 octane
premium; CO2 emissions are 209g/
km
Warranty: Three years/unlimited
kilometres
Standard: Six airbags, stability
control, Bluetooth with voice
control, navigation, digital
radio, rear camera, mechanical
limited slip differential, bi-xenon
headlights, leather upholstery,
19-inch alloys with 245/35 front
and 265/35 rear tyres, tyre
pressure monitoring, alarm
Redbook future values: 3yr:
50%; 5yr: 36%

Value for money

 compare with ...
Overall Audi RS3, Mercedes-Benz A45 AMG,
Porsche Cayman, VW Golf R

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 37

BMW 3 SERIES FROM $67,900
B MW 3 Series prices start
at $67,900 for the 320d,
which runs a 140kW/400Nm
2.0-litre twin-turbo diesel four,
matched with a standard eight-
speed automatic. Unlike Audi,
BMW obviously believes diesel
isn’t dead. Yet.
The 330i tested here is $70,900.
Up front is a 2.0-litre turbopetrol
with 190kW and 400Nm, sufficient
to launch its lithe 1433kg to
100km/h in a claimed 5.8 seconds.
Unusually for a premium
German car, the 330i shapes up as
a no-options required performance
drive straight out of the box.
Standard are an eight-speed
automatic with sportier shift
mapping, adaptive M suspension
with adjustable dampers and a
10mm lower ride height, M Sport
brakes and 19-inch M alloys,
shod with mixed size – 225/40
front;255/35 rear – Pirelli PZero
tyres. If you feel the need to spend
more money, tick the $2600 M
Sport locking rear diff option.
Adaptive, swivelling LED
headlights are also included.
It’s seriously deluxe in the 330i’s
cabin, with beautiful Vernasca
leather-upholstered, power-
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
 Mercedes C Class
38 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
adjustable sports seats, dark
rooflining, textured aluminium
trim, an all-digital, configurable
12.3 inch instrument panel, iDrive
7.0, head-up display, wireless
phone charging and smartphone-
activated locking and unlocking.
The ride harshness of previous
Threes on runflat tyres has been
banished. The new model’s
Comfort setting is exactly that,
with much improved absorbency
at low speeds. Sport works
well on the open road, with a
firmer though still exceptionally
compliant ride quality.
BMW owners will immediately
feel at home in the Three’s
signature twin cockpit, sporty
driving position and firm,
supportive seating. It’s the best
in the business.
Back seat passengers will be
happier with lots more legroom.
In this regard the new Three
feels almost a big as a Five
Series. At 480 litres, the boot is
large by class standards.
BMW still has no autonomous
emergency braking on the
base 320d. Unbelievable. It
is standard on the 330i (and
extends to detecting potential
T bones at intersections), along
with adaptive cruise, semi-
autonomous steering/lane
keeping and surround cameras.
The 330i is an immensely
capable, satisfying drive.
Most importantly, it talks to
you as a BMW sports sedan
should, with natural, unfiltered
feedback rather than digitally-
simulated sensations.
At all times the car responds
precisely and predictably to your
inputs. It feels light, tight and
easily controllable, even as its
dynamic limits – which far exceed
legal ones – are approached in
Sport and Sport+ modes, which
firm up the suspension and add
weight to the steering. If the
Pirellis let go mid-corner, you
have obviously made several
grave errors of judgement.
The steering in particular is
a highlight. Sharp, tactile and
intuitive, more than any other
aspect of the car it shows that
BMW has rediscovered the
Three’s driver-first focus.
With 400Nm of torque
available from 1550rpm,
the 2.0-litre turbo launches
strongly, with zero lag. An
urgent, muscular delivery
begins in the lower midrange
and builds in potency en route
to a sparkling 7000rpm. The
eight-speed shifts as quickly
as a dual clutch transmission,
with impeccable smoothness.
Paddles are standard.
In Eco and Comfort modes,
the 2.0-litre also returns great
fuel economy for such a powerful
engine. It will do fives on the
highway at a steady 100km/h and
single figures in town, assisted by
automatic stop/start.
The Ultimate Driving Machine
is back. BMW’s 330i is Car of
the Year material, and highly
recommended.
THINGS WE LIKE
 Great value
 Responsive, powerful, refined
2.0-litre turbo
 Great fuel economy
 Superb steering and handling
 Spacious, comfortable cabin
 No options required
THINGS YOU MIGHT NOT LIKE
Short warranty
No AEB on base model
Voice control gets it wrong too often
iDrive isn’t as intuitive as it was
Super fat steering wheel rim is a
bit silly
SPEX
Made in Germany
2.0-litre four cylinder turbopetrol/
eight-speed automatic/rear-wheel
drive
190kW of power from
5000-6500rpm/400Nm of torque
from 1550-4400rpm
0-100km/h in 5.8 seconds (claimed)
5.2L/100km highway; 7.7L/100km
city; 95 octane premium; CO2
emissions are 139gkm
Warranty: Three years/unlimited
km
Standard: Eight airbags, stability
control, AEB, adaptive cruise, lane
keeping, blind spot monitoring,
rear cross traffic alert, 360 degree
cameras, speed limit alert, leather
upholstery, sports seats, dual zone
air, navigation, Apple CarPlay, voice
control, wireless phone charging,
keyless entry and starting, adaptive
LED headlights.
Redbook future values: 3yr: 48%;
5yr: 35%
compare with ...
Alfa Romeo Guilia, Audi A4, Lexus IS,

B MW’s F32 4 Series replaced
the previous 3 Series coupe
and convertible models in 2014.
The 420i coupe, with a
135kW/270Nm 2.0-litre
turbopetrol four, kicks off the 4
series range at $72,300.
The mid-range 430i, at
$82,500, delivers 185kW/ 350Nm
from its 2.0-litre turbopetrol
four. The range-topping 440i
runs the familiar 240kW/450Nm
3.0-litre turbo straight six,
priced at $102,300.
The 4 Series convertible
range opens with the 420i at
$90,900. The 430i is $101,200
and the 440i is $121,200.
The 4 Series Gran Coupe, with
a four-door body, is available
in 420i specification at $70,900
430i and 440i are at the same
prices as the two door coupe.
The 4 Series runs an eight-
speed automatic as standard.
It is essentially a now
superseded F30 3 Series in two-
door coupe form, with a lower
wider stance. It’s that form that
STARS
Safety
Not yet tested
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
BMW 4 SERIES FROM $70,900
brings genuine sportiness and
on-road presence to the middle
order of BMW’s stable.
The handsome, powerful
profile of BMW’s mid-size coupe
never ages. Well, maybe just
a touch when parked next to
Audi’s gorgeous A5.
The cabin, though, is overdue
for renovation. It’s a traditional
twin cockpit layout with minimal
storage, a discordant mix of
rich and poor plastics, plus
plain analogue instruments,
supplemented by a head-up
display and the latest iDrive6
infotainment system.
BMW’s power adjustable,
leather-wrapped sports seat is
one of the most comfortable,
supportive driver pews in any
car at any price, and you can
adjust the driving position
exactly as you like it.
Surround cameras and sensors
make parking easy, while blind
spot and speed limit monitoring
are useful, especially in traffic. A
head-up display is also standard.
Back seat passengers
endure more sympathetic,
spacious accommodation than
some other coupes, though
those over 180cm will make
contact with the roof.
The 2.0-litre turbo is a sweet
engine, refined, frugal and
exceptionally tractable, with
strong pulling power from idle
and solid turbo shove through
the midrange.
That’s where it clocks off,
though. Top-end performance,
even in Sport mode, is a non-
event, and in a car like this –
which is engineered to cope with
300kW-plus in M4 guise – it feels
like needless poverty.
The extra $10,200 for the
184kW engine is a pretty stiff
surcharge, but it cuts the
coupe’s 0-100km/h sprint time
from a tardy 7.5 seconds to a
rapid 5.8 seconds, and having
sampled it in other BMWs it is
much more complementary to
the car’s overall capabilities,
which are impressive.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 39
Adaptive M suspension,
standard on the 4 Series, is BMW’s
premium dynamic package.
It compensates for the inherent
harshness of runflat tyres and
allows you to adjust ride comfort
to suit the road surface and your
preference, from supple to firm
yet still reasonably compliant.
The 420i’s modest power
never overwhelms the grip of the
255/35 19 Bridgestone Potenza
rear tyres, and with a relatively
light four cylinder engine up
front the car is beautifully poised,
responsive and agile in corners.
Adjustable electric steering is
overassisted in Comfort mode for
easy manoeuvring in town; on the
open road, Sport mode amplifies
precision, weighting and feedback
and is close to perfection.
Mercedes-Benz’s C-Class
coupe and Audi’s A5 coupe and
Sportback are its main rivals in
the showrooms.
With the new 3 Series sedan
now on sale, expect the spinoff
4 Series coupe and convertible
variants to begin arriving in local
showrooms in 2020.
THINGS WE LIKE
 Classy exterior styling
 Proper four-adult roominess
 Fantastic 440i powertrain
 Grand touring manners
THINGS YOU MIGHT NOT LIKE
Steering lacks clarity and directness
Weak resale values
Interior design is dating
SPEX (440i)
Made in Germany
3.0-litre straight-six turbopetrol/
eight-speed automatic/rear-
wheel drive
240kW of power at 5500rpm/450Nm
of torque from 1380–5000rpm
0–100km/h in 5.0 seconds (claimed)
5.5L/100km highway; 9.1L/100km
city; 95 octane premium; CO2
emissions are 159g/km
Warranty: Three years/unlimited
kilometres
Standard: Stability control, six
airbags, lane departure warning,
collision warning, automatic
emergency braking, blind spot
monitoring, leather, 19-inch
alloys, M Sport package, adaptive
M suspension, parking sensors,
camera, dual-zone air, head-up
display, Bluetooth, digital radio,
navigation, voice control, Sport or
Luxury line trim
Redbook future values: 3yr: 43%;
5yr: 28%
compare with ...
Audi A5, Lexus RC, Merc C-Class
BMW M3/M4 FROM $129,529
B MW’s iconic M3, now in its
fifth generation, is available
as a four-door sedan only, based
on the recently superseded F30
3 Series model for now. The M3
sedan lands in Oz starting from
$129,529 for the Pure. The M4
coupe commands a $10,000
premium.
The M3 Competition is
$146,529 and the CS is
$179,529; again, the M4 adds
$10,000 in both cases.
As the name implies, the
Competition is a hard-edged
performance upgrade to the Pure,
including more stiffly sprung
and firmly damped adaptive M
suspension. Twenty-inch forged,
polished alloys with wider rubber
(265/30 front, 285/30 rear) are
also fitted, with the Active M
Differential and traction control
recalibrated to complement the
car’s higher grip levels.
Firepower from the 3.0-litre
twin-turbo straight six is up
an inconsequential 14kW to
331kW, while peak torque stays
at 550Nm. A freer-breathing
exhaust adds “emotional
resonance to the driving
experience.” Cough.
STARS
Safety
Not yet tested
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
 compare with ...
Overall
40 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
High-gloss black Shadowline
trim adorns the body. Inside is a
pair of beautiful, lightweight,
shell-style M sports seats,
upholstered in silken leather,
and belts woven with blue,
purple and red M stripes.
The M4 CS engine is tweaked
for 338kW and 600Nm. CS also
features bespoke, suspension,
steering and differential
specification.
Adjustable everything is part of
the M deal, so you can fiddle with
the engine, transmission, steering,
suspension, traction and stability
control, either as integrated drive
modes or individually. Once the
novelty of dial-a-drive fades, you
simply program your two favourite
combinations into the M1 and M2
settings and activate them via
buttons on the wheel.
With all systems set to Sport+,
as you do, the M4 Competition,
tested here, is as devastatingly
rapid, capable and exhilarating as
its predecessors.
Its 3.0-litre force-fed six tees off
on torque from about 3500rpm,
then lifts again in urgency and
force at 5000, from where it
spins with a mean-ish though
surprisingly restrained warble to a
7300rpm redline. It’s an engine
that you don’t have to thrash to
drive quickly and enjoy because its
delivery is so broad and strong.
Despite the increased
“emotional resonance” it offers,
the Competition pipe, and the
engine itself, are a lot less vocal
and raucous than previous M3
powerplants. BMW claims 4.0
seconds for
the 0–100km/h sprint in the
M-DCT Competition model.
That’s just 0.1 second quicker
than the standard M4 and 0.1
second slower than the CS.
M-DCT can be abrupt in the
lower gears around town; in
go-fast mode it’s better, but
still nowhere near as smooth
or intuitive to your right foot as
Porsche’s PDK transmission.
Paddles let you take over. If
you’re caught in a gear too high
exiting a corner, it doesn’t really
matter — torque will forgive.
As with its predecessors, the
M4 Competition’s dynamics
are so taut and secure it’s
almost contemptuous of public
road speed limits. It points
into a corner with precise,
communicative, just right
weighted steering (in Sport; Sport
+ is too heavy), then stays flat and
neutral. Its bigger rear footprint
and the tightly controlled drive
afforded by the M Differential
allow the Competition to power
through the corner with sublime
control and launch out at a
ferocious pace. A lack of rear-
end grip and indisciplined body
control — criticisms levelled
at the standard M4 — are non-
issues on the Competition.
BMW’s M cars run conventional
tyres rather than runflats, too, so
the Competition’s ride, though
firm, doesn’t rattle your teeth
and Sport mode is reasonably
compliant at highway speeds.
Tyre roar is intrusive, however,
on coarse bitumen.
The M4 Competition goes up
against the Mercedes-AMG C63
S, Audi’s TT RS and the Porsche
Cayman S. All four are absolutely
brilliant cars. Take your pick.
The next M3/M4, based on the
new G20 3 Series, is due in 2020.
THINGS WE LIKE
 Ballistic engine
 Great value
 Scintillating dynamic package
 Superb “comfort” mode
touring manners
 Luxurious interior
THINGS YOU MIGHT NOT LIKE
Exhaust note lacks previous M3’s
hard edge
DCT transmission a touch slow
and abrupt at low-speed take-up
We’d love to see an M3 Touring
wagon please!
SPEX (M4 Competition)
Made in Germany
3.0-litre twin turbocharged six-
cylinder/seven-speed DCT/rear
wheel drive
331kW of power at 7000rpm/550Nm
of torque from 1850–5500rpm
0–100km/h in 4.0 seconds
6.9L/100km highway; 12.0L/100km
city; 98 octane premium; CO2
emissions are 204g/km
Warranty: Three years/unlimited
kilometres
Standard: Stability control,
six airbags, alarm, leather
upholstery, Connected Drive,
surround cameras, 20-inch
alloy wheels, leather upholstery,
carbon fibre trim, adaptive LED
headlights, head-up display, lane
change warning, metallic paint,
navigation, DAB+ radio
Redbook future values: 3yr: 48%;
5yr: 33%
Audi TT RS, Lexus RC F, Mercedes-
AMG C63 S, Porsche Cayman S
 S BMW 5 SERIES FROM $89,990
B MW’s seventh-generation
5 Series range opens
with the $89,990 520i, with a
135kW, 2.0-litre turbopetrol
four. At $94,900, the 520d
runs a 140kW/400Nm 2.0-litre
turbodiesel four, while the
$111,900 530i, tested here,
has a 185kW/350Nm 2.0-litre
turbopetrol four.
Six cylinder power starts
with the $122,300 530d, with a
195kW/620Nm 3.0-litre turbodiesel
straight six. The $142,300 540i
runs the latest version of BMW’s
signature engine, a 3.0-litre
turbopetrol straight six, with a
potent 250kW and 450Nm.
The 530e iPerformance, a
2.0-litre petrol-electric plug-in
hybrid that can travel up to 50km
on electricity alone, is $111,900.
Touring wagon variants
include the $94,900 520d and
the $111,900 530i.
Every model in the 5 Series
line-up comes standard with the
suite of radar- and camera-reliant
aids BMW calls Driving Assistant
Plus. Key features include active
cruise control and lane-keeping.
These deliver a level of semi-
autonomous driving much like
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
the equivalent systems included
under Mercedes’ Intelligent
Drive umbrella. The BMW’s
active cruise is fine, but its
lane-keeping can annoy with its
inconsistent ability to read road
markings, just like the E-Class.
Also standard in all Australian-
market 5 Series is a package of
parking aids, a head-up display
and BMW’s Connected Drive
bundle of online services, app
integration and more. Higher-
grade models add adaptive LED
headlights. It’s a broadly similar
list of latest-gen tech to that
offered by Mercedes.
The interior is roomy and
inviting. Beautifully made and
fragrantly luxurious, it’s also
quite user-friendly.
Instruments are now fully
digital on a 12.3 inch screen,
still mimicking a traditional
twin dial analogue layout and
with different information and
graphics depending upon the
drive mode selected.
There’s comfort to go with the
space, too, although the 5 Series’
rear seats don’t seem quite as
comfortable as the E-Class’s.
The BMW’s interior is also
impressively quiet and the 530L
boot is bigger than ever.
The 5 Series combines
a smooth ride with quite
outstanding handling. The
BMW’s electric-assisted
steering is excellent.
Every model except the base
520i/520d comes with standard
adaptive dampers, which allow
the driver to choose exceptionally
sharp handling, at some cost to
ride comfort, or alter the mix in a
more forgiving direction.
The 530i 2.0-litre’s delivery
is broad, smooth and strong,
except in Eco Pro mode, which is
sluggish and will give you a true
understanding of turbo lag.
Still, Eco Pro does what it says
and can return remarkably low
fuel consumption numbers for
a car of this size. Around town,
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 41
where automatic stop start helps
the cause, the 530i uses 8-10
litres per 100 kilometres. At a
steady 100km/h the 2.0-litre can
get close to five litres per 100
kilometres on the highway.
Sport mode puts you into an
entirely different machine. The
engine becomes much more
lively and responsive all the way
from idle to its 6700rpm redline,
as does the transmission, which
offers crisp, well-timed shifts if
you leave it to its own devices,
or similarly effective manual
operation if you use the paddles
on the wheel.
Overall, the new BMW 5 Series
regains class leadership from
Jaguar’s impressive XF and the
disappointing Mercedes E Class.
The 530i is a bargain, a superb
drive, and all the luxury car you
could ever need.
THINGS WE LIKE
 Classy interior ambience
 Instrument panel user-friendliness
 Sleek exterior design
 Adaptive suspension delivers
excellent dynamics and a comfort-
able ride
 Superb 3.0-litre petrol six
THINGS YOU MIGHT NOT LIKE
Like the E-Class, you wonder if
some of the tech is really neces-
sary or just a gimmick
Rear seat comfort isn’t great
Run-flat tyres
Weak resale values
SPEX (530i)
Made in Germany
2.0-litre turbopetrol four/eight-
speed automatic/rear-wheel drive
185kW of power from
5200–6500rpm/350Nm of torque
from 1450–4800rpm
0–100km/h in 6.2 seconds (claimed)
Warranty: Three years/unlimited
kilometres
5.5L/100km highway; 7.5L/100km
city; 95 octane premium; CO2
emissions are 141g/km
Standard: Six airbags, stability
control, adaptive suspension,
Driver Assistant Plus with radar
cruise, automatic emergency
braking and cross traffic warning,
head up display, Nappa leather
upholstery, automatic dual zone
air, digital instruments, Connected
Drive, iDrive6, 10.25 inch
infotainment touchscreen, navigation,
Bluetooth for two smartphones,
digital radio, 19-inch alloy wheels
Redbook future values: 3yr: 44%;
5yr: 30%
compare with ...
Audi A6, Jaguar XF, Mercedes
E-Class, Volvo S90
BMW X1 FROM $45,900 S
standard of the previous model,
particularly in the front-wheel-
drive versions. The taller body
rolls more, the steering is less
tactile and the front driver isn’t
quite as well balanced either.
The optional Dynamic Damper
Control system fitted to the test
car was very soft in Comfort mode
— perhaps too soft for comfort
on poor-quality country roads in
Australia. Selecting Sport brought
an improvement in discipline
and tautness while maintaining
excellent ride comfort.
If the lesser models in the new
X1 range are as good as the top-
spec xDrive 25i, this class is now a
very close call indeed. Drive this,
the Jaguar E Pace, Mercedes GLA,
Mini Countryman and Volvo XC40

T he second-generation
BMW X1 shares much of its
core technology, including its
much more comfortable, bright
and spacious interior than the
previous model did.
All engines are teamed
exclusively with an eight-speed
automatic.
before making your final decision.

basic structure, with the latest
versions of the Mini (a brand that
is owned by BMW) as well as
BMW’s 2 Series Active Tourer.
The range opens with the
sDrive 18i, at $45,900. sDrive18d
is $49,900, sDrive20i is $50,900
and the xDrive25i is $60,900.
Popular sDrive versions are
front-wheel drive instead of rear-
wheel drive. xDrive variants use
an all-wheel drivetrain.
So the latest X1 may be
technically heretical in the eyes
of long-term BMW loyalists,
but it’s likely that compact SUV
buyers will embrace it. The
advantages of the new direction
are plain to see, especially
inside the car.
Penned by young, Sydney-
born designer Calvin Luk,
the second-generation X1 is
better proportioned and with
the space-efficient crossways
engine/front-wheel-drive layout,
BMW’s smallest SUV now has a
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
As in the 2 Series Active Tourer,
the tall body means high seating
and ample headroom in all five
positions. Raising the seats has
also benefited legroom.
The standard 40:20:40
split bench in the rear is very
spacious, even for tall adults. At
the same time, the X1’s cargo
bay has a little more than 500
litres behind its second-row
seat, so the new BMW has
much more space than both
its main rivals, the Audi Q3 and
Mercedes-Benz GLA.
Power is provided by BMW’s
new family of modular engines.
The front-drive sDrive18i runs
a 100kW 1.5-litre three-cylinder
turbopetrol. The 18d and 20i have
110kW turbodiesel and 141kW
turbopetrol engines respectively,
while the all-wheel-drive
xDrive 25i gets 170kW 2.0-litre
turbopetrol power.
By John Carey
At the international launch of
the new X1 in Europe, there was
only one version relevant to the
Australian market, the xDrive 25i,
so that’s what we’ll focus on here.
Although a little grumbly at
low revs, the top-spec 2.0-litre
turbopetrol four is eager to please,
with a pleasantly raspy note when
pushed. At the top end, it doesn’t
quite feel like the full 170kW worth
but it is exceptionally frugal. The
eight-speed auto cooperates well
with the engine, shifting slickly
and at the right time.
The BMW’s handling in all-
wheel-drive models is pleasantly
predictable and the electric-
assist steering guides the X1 with
precision. Drive goes to the front
wheels, with the rears engaged
only when required.
Outright dynamic ability,
especially in tighter corners,
isn’t quite up to the very high
THINGS WE LIKE
 Nicely proportioned exterior design
 Heaps of interior space
 Good materials, fit and finish quality
 Secure, predictable handling
 Strong performance of 25i
THINGS YOU MIGHT NOT LIKE
 No more rear-wheel-drive option
 Less fun and profit on a winding
road
 Some work needed on optional
adjustable dampers
 Has lost some steering feel
SPEX (xDrive 25i)
Made in Germany
2.0-litre turbopetrol four-cylinder/
eight-speed automatic/all-wheel
drive
170kW of power at
5000–6000rpm/350Nm of torque
from 1250–4500rpm
0–100km/h in 6.5 seconds (claimed)
Weight 1615kg; max towing weight
2000kg (only 80kg max towball
download, though)
Warranty: Three years/unlimited
kilometres
5.8L/100km highway; 7.8L/100km
city; 95 octane premium;
CO2 emissions are 152g/km
Standard: Six airbags, stability
control, dual zone air, automatic
emergency braking, camera, rear
parking sensors, rain sensing
wipers, iDrive with 8.8-inch display,
navigation, Bluetooth and voice
activation, smartphone connectivity,
leather, head-up display, 18-inch
alloy wheels.
Redbook future values: 3yr: 55%;
5yr: 40%

Comfort and refinement

Value for money compare with ...

Audi Q3, Jaguar E Pace, Mini
Overall Countryman, Mercedes GLA, Range
Rover Evoque, Volvo XC40

42 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

 BMW X2 FROM $46,900
BMW’s four is among the most
refined in its class. Road noise
levels rise a lot on coarse-ship
bitumen and the rear-view
mirrors generate wind noise at
motorway speeds.
The X2’s firm, non-adjustable M
Sport suspension means it’s not
that pleasant to ride in on second-
rate roads. It can verge on harsh
over poorly aligned motorway slab
joins and feel restlessly busy on
uneven backroads.
So the X2’s design might
bullseye the stylistic comfort
zone of the young, urban and
affluent demographic BMW
aims to attract, but it’s a miss
when it comes to actual comfort
on the road. There is, of course,
a simple solution — just buy the
X1 instead.

By John Carey

M ore compact yet more

costly than the X1, on which
it’s based, BMW X2 prices start
at $46,900 for the sDrive 18i.
This front-wheel-drive X2 runs
a 103kW 1.5-litre turbopetrol
triple matched with a seven-
speed double-clutch automatic.
M Sport specifciation with this
drivetrain costs $49,500.
The front wheel drive s20i M
Sport, with a 141kW 2.0-litre
turbopetrol engine/seven-
speed double clutch drivetrain,
is $55,900. BMW’s M Sport X
equipment package, included as
standard, features contrasting
grey body side skirts, wheel arch
edges, grille and rear bumper
inserts, 19-inch wheels and a
more richly furnished interior.
It’s also standard on the all-
wheel-drive X2 xDrive 20d, with
a 140kW 2.0-litre turbodiesel
engine and an eight-speed
automatic, priced at $59,900.
At the top of the range, the
$68,900 M35i runs a 225kW
STARS
Safety
Euro NCAP
Performance
Handling
Quality and reliability
2.0-litre turbopetrol with the
eight-speed auto and all-wheel
drive, plus the serious M gear,
including suspension, brakes
and differential. It reaches
100km/h from rest in a claimed,
and very rapid, 4.9 seconds.
The X2 is certainly more
agile than BMW’s X1. It’s
lower and shorter (by 7cm
and 8cm respectively), with
firmer suspension and sharper
steering. Though it’s too tall
and heavy to really rival a hot
hatchback for handling, the X2
is certainly at the pointy end of
the premium compact SUV pack
for driver satisfaction.
Despite its more compact
dimensions, the X2 is roomy
enough inside. The three-place
rear seat, with its 40/20/40
split-folding backrest, has
sufficient head and knee
room for adults sitting in the
two outboard positions. The
470-litre cargo area behind it is
only 35 litres smaller than the
X1’s and usefully larger than
any popular small hatchback.
At least in high-grade M
Sport X trim, the X2 interior is
a pleasant environment. The
shapely front seats are firmly
supportive, the instruments
are models of simple clarity,
the infotainment system with
its luscious centre screen is
intuitive to navigate, and the
quality of materials is high.
But while there are plenty of
places to store small objects
inside the X2, there’s a shortage
of device recharging points.
Safety is also short-changed,
with no automatic emergency
braking or blind spot
monitoring. That’s ridiculous in
an SUV of this price.
Expect strong, frugal
performance from the X2’s
turbopetrol engines, though the
base 1.5 litre certainly won’t rip
your arms off.
Performance of the xDrive
20d, the only variant BMW
brought to the international
intro in Portugal, is also solid.
There’s some diesel noise
when the engine idles, but
THINGS WE LIKE
Handling, especially the precise
steering
Beautiful, efficient interior design
The exterior looks pretty sharp, too
Supportive front seats
Tractable, frugal engines
Well equipped
THINGS YOU MIGHT NOT LIKE
Overly firm ride
Higher prices than X1
Road and wind noise levels can be
excessive
No automatic emergency braking
standard
SPEX (sDrive 20i)
Made in Germany
2.0-litre four-cylinder turbopetrol/
seven-speed dual-clutch auto/
front-wheel drive
141kW of power at
5000rpm/280Nm of torque from
1350-4600rpm
0-100km/h in 7.7 seconds (claimed)
5.1L/100km highway; 7.2L/100km
city; premium unleaded; CO2
emissions are 134gkm
Warranty: Three years/unlimited
kilometres
Standard: Six airbags, stability
control, parking sensors, cruise
control, camera, lane departure
warning, collision warning, 6.5-inch
touchscreen, navigation, traffic and
speed limit information, M Sport
seats, suspension and steering
wheel, LED headlights, power
tailgate, 19-inch alloys.
Redbook future values: New
model, no history as yet

Comfort and refinement

Value for money

compare with ...
Audi Q3, BMW X1, Jaguar E-Pace,
Overall Mini Countryman, Mercedes GLA,
Range Rover Evoque, Volvo XC40

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 43

BMW X3 FROM $62,900
W ith the arrival of the
third-generation X3, BMW
once again has a competitive
player in the premium medium-
SUV class. The 2019 X3 has
a roomier and much more
attractive interior, plus better
ride comfort and handling.
The embrace of SUVs is a
global trend and competition for
the growing horde of customers
is intense. BMW knows its new
X3 has to be very good to stand
a chance against competitors
from Alfa, Audi, Jaguar, Lexus,
Mercedes-Benz, Range Rover
and Volvo.
The look of the X3 interior is
based on BMW’s still-fresh 5
Series. The SUV’s instrument
panel has a similarly classy layout
and houses the very impressive
iDrive 6 version of the company’s
infotainment system.
The X3 range opens at $62,900
with the sDrive 20i. It runs BMW’s
base 2.0-litre turboetrol four,
with 135kW of power, matched
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
44 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
with an eight-speed automatic
and rear-wheel drive. It averages
a claimed 7.4L/100km.
All-wheel drive variants open
with the the $66,900 X3 20d. It
has a 140kW 2.0-litre turbodiesel
four, claimed to average just
5.7L/100km. The $72,900 X3 30i
runs the 2.0-litre turbopetrol
four tuned for 185kW, which
returns 7.6L/100km, while the
$82,900 X3 30d has a 3.0-litre
turbodiesel in-line six from
BMW’s youngest engine family. It
averages a claimed 6.0L/100km.
The X3 M40i, priced at $99,900,
runs a 265kW 3.0-litre in-line
turbopetrol six and a stiffer
suspension.
Due by the end of 2019 are the
first full house M models in the
X3 range, the X3M and X4M.
Both are powered by the
same 3.0-litre straight six turbo,
tweaked for 353kW of power and
600Nm of torque.
Priced at around $150,000,
they go up against Porsche’s
Macan Turbo and Alfa’s Stelvio
Quadrifoglio.
BMW’s 2.0-litre turbodiesel
will chug around all day on a
feathered throttle in the higher
gears, returning 8-9L/100km in
town using Eco Pro mode and
as little as 5L/100km on the
highway. It makes the usual
gravelly diesel noises under
acceleration, but they’re very
faint and in cruise mode it’s as
silent as a petrol engine.
With 400Nm of torque, and
a respectable 140kW of power,
it pulls strongly across the
bottom end and midrange then,
surprisingly, kicks even harder
from 3000-4000rpm. Redline is
5500rpm, but you’ll never go there.
It’s actually quicker than the
2.0-litre turbopetrol X3, clocking
a rapid (by four cylinder oiler
standards) eight seconds for the
0-100km/h trip.
While the M40i is impressively
quick and agile for an SUV, its
rigid ride is sure to make it
uncomfortable on any road that’s
not perfectly smooth.
If you’re shopping this class,
it’s worth noting that you don’t
have to spend the $65,000-
$70,000 asked by BMW and other
luxury German brands to get
comparable, or better, ability,
size and specification.
Land Rover’s Discovery Sport
offers more SUV for the money
and can also, unlike the Germans,
do off-road adventuring as well.
You can get into the Skoda Kodiaq,
or VW’s loaded Tiguan Highline,
for $50,000-$55,000, while
Subaru’s outstanding Forester S
can be had for around $45,000.
By John Carey
THINGS WE LIKE
Sleek interior design
Generous rear seat room
Torquey, frugal engines
Quietness and comfort
Agile, engaging handling
THINGS YOU MIGHT NOT LIKE
Prices are getting up there
Long options lists
Stiff ride in M40i
Runflat tyres
SPEX (30i)
Made in the USA
2.0L four-cylinder turbopetrol/eight-
speed automatic/all-wheel drive
185kW of power at 5200rpm/350Nm
of torque from 1450-4800rpm
0-100km/h in 6.3 seconds (claimed)
7.6L/100km combined; 95 octane
premium; CO2 emissions are
174g/km
Warranty: Three years/unlimited
kilometres
Standard: Six airbags, stability
control, semi-autonomous Driving
Assistant Plus, head-up display,
surround view camera, rear
parking sensors, swivelling LED
headlights, 20-inch alloy wheels,
leather upholstery, sports front
seats, 10-inch infotainment screen,
navigation, Bluetooth, digital radio,
wireless phone charging, automatic
emergency services calling
Redbook future values: 3yr: 54%;
5yr: 42%
compare with ...
Alfa Stelvio, Audi Q5, Jaguar F
Pace, Mercedes GLC, Skoda
Kodiaq, VW Tiguan, Volvo XC60
 S BMW X5 FROM $112,990
B MW’s first X5, launched in
2000, immediately became
the benchmark against which
all other SUVs have since been
judged.
So the new fourth generation
X5, like its predecessors, refines
a proven formula rather than
reinventing it.
We’re testing the xDrive 30d,
the top selling variant with a
195kW/620Nm 3.0-litre straight
six turbodiesel, eight-speed
automatic and all-wheel drive,
priced at $112,990.
The xDrive 40i, with a
250kW/450Nm turbopetrol six, is
$115,990, while the M50d, with a
294kW/760Nm triple turbodiesel
3.0-litre six, is $149,900.
This model expanded in all
directions, notably in width and
wheelbase. It’s still a five seater,
with a third row option; a better bet
if you want seven spacious seats is
the extended wheelbase X7.
Serious effort has gone into
upgrading infotainment and
connectivity on this model,
in response to sophisticated
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
new interfaces from Audi
and Mercedes. Live Cockpit
Professional, as BMW calls it,
includes digital instruments,
the seventh iteration of iDrive, a
built-in SIM card that accesses
information and assistance
services (and automatically
downloads system updates),
smartphone integration via the
BMW Connected app and a new
head up display.
You can lock and unlock the car
simply by holding your smartphone
close to the external door handles.
When you place it in the phone
tray, you can start the engine.
I can’t tell you what the
ride is like in standard form
because our car’s adaptive air
suspension/21-inch alloy wheels/
low profile tyres package was
sourced entirely from the options
list. As tested, the ride varied
from plush in Comfort mode to
predictably terse though still
acceptably compliant in Sport.
Although X5’s dash is
beautifully designed and finished,
the new infotainment is still to be
thoroughly debugged and doesn’t
work as efficiently as it should.
Compared with Audi and
Mercedes, BMW’s digital
instruments lack the same level
of customisation, voice control is
erratic and at times nonsensical
in its response, gesture control is
haphazard (as it is on rivals) and
iDrive has become less intuitive.
Simple things like changing radio
bands and frequencies should
not be this complicated.
Relatively small dash vents also
struggle to flow enough cooling
air into the cabin on a 35-40
degree summer day, so you have
to wind up the fan speed to gale
force, which makes a lot of noise.
A plank-like rear bench
is spacious enough, but the
backrest is not adjustable
and tall passengers sit lightly
knees up. The boot, accessed
via a horizontally split, power
tailgate, is huge.
Active steering, stop and go
adaptive cruise, 360 degrees/
helicopter view camera
coverage and automatic
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 45
parking are included in a
comprehensive safety package.
It’s a toss up between X5 and
the Porsche Cayenne for best in
class dynamics. The BMW is a
tight, responsive wagon that can
be punted along a winding road
– sealed or dirt -- with complete
composure and control at
speeds that would confound
lesser SUVs. Serious off roading
is beyond its brief, though.
BMW’s 3.0-litre turbodiesel
six offers immediate throttle
response, serious grunt from
idle to redline, outstanding
refinement and close to four-
cylinder fuel efficiency --
6.5-8L/100km on the highway
and 9-11L/100km in town. The
eight speed automatic works
so smoothly and efficiently you
don’t even notice it.
Compare X5 with the new
Mercedes GLE and Porsche
Cayenne before you make a
decision. It’s a tough call.
THINGS WE LIKE
Superb turbodiesel engine
Dynamics that belie its size and
weight
Reasonably priced
Big cabin and boot
Well equipped and no options
required
THINGS YOU MIGHT NOT LIKE
Infotainment needs more work
Air conditioning doesn’t flow enough
cool air into the cabin on a hot day
Short warranty
Flat, unsupportive rear bench
Runflat tyres
SPEX
Made in the USA
3.0-litre turbodiesel six/eight-speed
automatic/all-wheel drive
195kW of power at 4000rpm/620Nm
of torque from 2000-2500rpm
0-100km/h in 6.5 seconds (claimed)
7.0L/100km highway; 7.6L/100km
city; CO2 emissions are 189gkm;
fuel tank 80 litres
Max towing weight 1900kg
Standard: Seven airbags, AEB,
adaptive cruise, 360 degree
cameras, adaptive LED headlights,
automatic high beams, 20-inch
alloys with runflat tyres (plus
a space saver spare), adaptive
suspension dampers, a sunroof,
power-operated, hands-free
tailgate, leather upholstery, power
adjustable sports seats.
Redbook future values: 3yr: 55%;
5yr: 45%
compare with ...
Mercedes GLE, Porsche Cayenne,
Range Rover Sport
CHEVROLET CAMARO 2SS FROM $86,990
learn to trust its responsiveness,
and not overdrive it, such fast
reflexes can feel overdone in a
car of this size and weight.
There’s little communication
at the wheel, though, and the car
does need to be pushed deep
into corners before the front end
begins to deliver feedback.
The Camaro is a very good
thing, but so is the Mustang,
and the bottom line here is that
Ford does the right hand drive
conversion as part of the deal
while HSV wants an extra $20,000
for it. Bargain? Not.
The top spec Camaro ZL1, with
a supercharged 6.2-litre V8 that’s
good for 480kW and 860Nm, goes
up against the likes of BMW’s M4
and the Mercedes C63 AMG. At
$159,900, it ain’t cheap either, but

U nlike the Ford Mustang,

which rolls off the US
production line with the steering
leather) dual zone air, Bose audio,
multi-coloured disco lighting,
sunroof, wireless phone charging
HSV doesn’t release
performance numbers. US tests
put Camaro in the low-mid four
at least it’s priced competitively
against its main rivals.

wheel already on the right
side of the car for Australia,
the Chevrolet Camaro is built
in left-hand-drive in the USA
and shipped to Holden Special
Vehicles in Melbourne where it
is stripped back to a bare shell.
HSV is converting seven or
eight Camaros per day in its
Clayton, Victoria factory. Chevy’s
6.2-litre naturally-aspirated
direct-injection LT1 V8 is
matched with a six-speed manual
or ten-speed automatic.
The General’s V8 produces
339kW of power – the same as
Mustang’s 5.0-litre – and 617Nm
of torque, a handy 61Nm more
than the Ford.
Fixed rate suspension, Brembo
brake calipers all round, a limited
slip differential and 20 inch alloys
with runflat tyres are also fitted.
A traditional dark man cave
cabin features heated and cooled
leather wrapped sports seats, a
heated steering wheel (also in
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
and GM’s MyLink infotainment.
You’re seated deep and
recumbent within Camaro in a
luxurious, supportive GT chair.
The side mirrors are right at eye
level, so their large housings,
plus the adjacent front pillars,
severely obstruct forward vision.
The conversion is a quality job
with a few quirks. Your left elbow
rests on hard plastic cupholders
– so you can’t really use them --
rather than the padded lid on the
centre console, which remains in
its original layout.
Camaro’s back seat is a good
place to carry people you don’t like.
There’s a reason they call these
things musclecars. That’s exactly
what you get: instant, brutal,
“What the @#$%” acceleration,
accompanied by the death or
glory roar of 1000 axe-wielding
barbarians on the charge.
seconds zone from 0-100km/h.
That’s line ball with Mustang,
which counters Camaro’s torque
advantage with an extra 1000
rpm up top.
Tour mode sees the V8 running
on four cylinders with a light
right foot, and at a constant
100km/h the Camaro can return
7-8L/100km. Use the accelerator
as intended, though, and you can
easily triple that.
It rides like a billycart, and
at about 1.7 tonnes it’s never
going to dissect corners with the
precision of a Porsche, but in its
handling characteristics Camaro
is certainly a harder-edged, less-
compromised sports machine
than the Mustang.
The Chevy gets away with razor
sharp steering because body
roll and understeer are almost
completely absent. Until you
THINGS WE LIKE
 Turns more heads than a Ferrari
 V8 has plenty of shove and loves
to rev
 Sounds good too
 You’d never know it wasn’t factory-
built right-hand-drive
 Great handling and steering for a
big coupe
THINGS YOU MIGHT NOT LIKE
Is it worth $20,000 more than a
Mustang? No
Noisy tyres on coarse surfaces
Suspension a bit busy on back
roads, even in comfort mode
Rear and over-shoulder visibility
not brilliant but that’s the price for
sleek looks
SPEX
Made in the USA; RHD conversion
in Australia
6.2-Litre V8/ten-speed automatic/
rear-wheel drive
339kW of power at 6000rpm/617Nm
of torque at 4400rpm
0-100km/h in 4.5 seconds
7.9L/100km highway; 17.5L/100km
city; 95 octane premium; CO2
emissions are 260gkm
Warranty: Three years/100,000km
Standard: Seven airbags, stability
control, blind spot monitoring, rear
cross traffic alert, lane departure
warning, Brembo brakes, adaptive
suspension, 20-inch alloys, runflat
tyres, heated and cooled front
seats, leather upholstery and
steering wheel, Bluetooth, Apple
CarPlay, Android Auto, wireless
charging, navigation, Bose audio
Redbook future values: 3yr: 53%;
5yr: 38%

Value for money

compare with ...
Overall Ford Mustang GT, Mercedes-AMG
C63, Nissan 370Z

46 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

P utting “Ferrari” beside
“ugly” just isn’t done.
So let’s not mention the
California, the car the lovely-
looking Portofino replaces
in Ferrari’s line-up. The
newcomer sticks with the same
2+2 seating, folding hardtop
and front-engine format, but
adds welcome elegance and
grace to the formula.
Despite the way it looked, the
California worked just as Italy’s
best-known and most-revered
car maker intended it should.
For 70 per cent of buyers, it was
their first-ever Maranello-made
car. Through its decade-long
production life, the California
served as the gateway drug to
full-blown Ferrari addiction.
Price was one of the reasons.
Even at $400,000 or so, it was
always by far the least costly
Ferrari. California customers,
Ferrari found, used their car
more frequently than owners of
the brand’s sportier models. They
appreciated its practicality, most
especially the pair of tiny rear
seats and its “sporty but socially
acceptable” exterior design.
With the Portofino, Ferrari’s
objectives were to deliver
a little more versatility and
STARS
Safety
Not tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
performance along with truly
coupe-like roof-up looks.
Wearing a $399,888 price tag,
it’s the same size as the California
yet Ferrari has engineered an
entirely new aluminium body
structure for the Portofino.
The engine is an upgraded
version of the 3.9-litre twin-
turbo V8 introduced in the final
version of the California. It spins
a little higher, to 7500rpm, and
delivers 441kW. That’s an extra
26kW. The rear-mounted seven-
speed double-clutch automatic
that’s the only transmission
option is carried over from the
Portofino’s predecessor.
Performance is brilliant,
as expected from anything
wearing a Ferrari badge. It rips
from rest to highly illegal in a
handful of seconds, aided by
snappy shifting by the superb
double clutch. But the V8 is also
surprisingly flexible and quite
happy to be driven sedately.
There’s just one problem: the
sound. The Portofino has bypass
valves in both its mufflers and
their operation is controlled by
software that can’t be overridden
by the driver. Too often they
open at low revs to emit a loud,
droning rasp. It’s not the kind of
noise a Ferrari should ever make.
Fortunately, the exhaust sounds
fine at higher revs.
Although the Portofino is
around 80kg lighter than the
California, according to Ferrari
engineers, it doesn’t feel
especially nimble. While grip
levels are high, this car doesn’t
have the steering precision or
handling finesse to create a truly
intimate sense of connection
between driver and machine.
Where the Portofino does
excel is ride comfort. Switching
the steering wheel manettino, a
Ferrari trademark, to Sport mode
from softer Comfort doesn’t
make the suspension stiff and
jiggly, but neither does it bring a
marked improvement in agility.
There’s a little more boot space
and rear-seat legroom in the
Portofino than the California, while
the all-new electric roof takes the
same time — 14 seconds — to
go up or down. Driving with the
roof retracted, there’s little air
buffeting to cause discomfort.
The bubble of calm in the topless
Portofino is impressive.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 47
Even more striking is the
completely new interior design,
which includes new infotainment
tech, though without Apple
CarPlay or Android Auto. The
craftsmanship is impeccable and
the materials have been picked
strictly from the A-list.
That said, the Portofino’s
remote driving character and
sometimes annoying exhaust
make it a B-grade Ferrari.
By John Carey
THINGS WE LIKE
 Smokin’ twin-turbo V8
 Slick seven-speed double-clutch
transmission
 Comfortable ride
 Lovely exterior
 Premium-quality interior
THINGS YOU MIGHT NOT LIKE
Breathy exhaust note at low revs
Disappointing handling
Tiny rear seats
SPEX
Made in Italy
3.9-litre V8 turbopetrol/seven-
speed twin-clutch/rear-wheel drive
441kW of power at 7500rpm/760Nm
of torque from 3000-5250rpm
0-100km/h in 3.5 seconds (claimed)
10.7L/100km combined; 98
premium; CO2 emissions are
245gkm
Warranty: Three years/unlimited km
Standard: Four airbags, stability
control, parking sensors, carbon-
ceramic brakes, tyre repair kit,
alarm, 20-inch alloy wheels,
adaptive suspension, 10.3-inch
touchscreen, navigation, Bluetooth,
digital radio, power-adjustable
front seats, leather upholstery.
Redbook future values: (California)
3yr: 59%; 5yr: 46%
compare with ...
Aston Martin DB11 Volante,
Mercedes-AMG GT Roadster,
Porsche 911 Turbo cabriolet
N o Ferrari road car can claim
a longer line of descent
than those with a high-revving
V12 engine up front that drives
the rear wheels. This was the
layout of the very first road
cars the company made in 1950
and the Ferrari-badged racers
produced from 1947.
The latest in the Ferrari V12
line is the 812 Superfast, priced
at $610,000. This is $80,000
less than the car it replaces,
the F12berlinetta. While the
two cars share the same basic
chassis structure, Ferrari has
done more than enough to
justify the new name.
The headline change is the
812 Superfast’s larger and more
powerful V12 engine.
Ferrari’s engineers increased
the piston stroke of the
F12berlinetta’s 6.3L with a new
crankshaft and made major
improvements to the intake and
fuel-injection systems. In its
new 6.5L capacity, the V12 wails
to 8900rpm and delivers 588kW
of power.
There are small improvements
to Ferrari’s speedy seven-speed
double-clutch transmission,
STARS
Safety
Not rated
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
48 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
too, and major changes to the
two-seater’s chassis. The 812
Superfast adopts both electric
assist for the steering and a
rear-wheel steering system. It
also has wider front tyres and
the latest versions of Ferrari’s
interlinked chassis and drivetrain
control software. The aim was
to improve on the F12’s already
hugely impressive handling.
Inside is an all-new
instrument panel that blends
decently up-to-date infotainment
tech with luscious leather
and glinting metal. The 812
Superfast’s exterior is equally
new. Ferrari’s aerodynamic
engineers insisted on a higher
tail than on the F12berlinetta,
for reasons of stability, and
fine-tuned the airflow around
and through the 812 Superfast’s
multi-pierced bodywork.
So extraordinary are this car’s
limits that the only sensible place
to push it is on a track. Handily,
Ferrari has one of its own, the
Fiorano Circuit, close by where the
812 Superfast is built in Maranello
in Italy’s Emilia-Romagna region.
Fiorano is a demanding little
circuit. Its mix of high-speed kinks
and tight curves is a real test of
steering, handling, brakes and
drivetrain. The Superfast’s speed
and agility, grip and stability are,
sometimes literally, breathtaking.
Ferrari’s superbly integrated,
brilliantly subtle electronic driver
aids make it easy and safe to use
everything the 812 Superfast has
to give. The company claims a
0-100km/h time of 2.9 seconds,
and it’s believable, as is its
claimed top speed of 340km/h.
Twist Ferrari’s trademark,
steering-wheel-mounted
Manettino switch from track-sharp
Race mode to street-suitable
Sport and the 812 Superfast
becomes a wonderful road car.
It’s almost 2m wide, though, so in
traffic it can be a bit fraught.
The seats and driving
position are excellent, visibility
is way better than from any
mid-engined supercar and
there’s usable room beneath
the tailgate for real luggage.
Acceleration remains crushingly
ferocious in Sport, but the 812
Superfast is truly docile to drive
at ordinary speeds on ordinary
roads. The ride is firm but not
bumpy and the transmission
shifts smoothly.
It’s the Ferrari’s breadth of
ability that makes it a truly great,
hugely desirable and addictively
enjoyable car. As it should be for
the money…
By John Carey
THINGS WE LIKE
 V12’s performance and sound
 Brilliant double-clutch
transmission
 Handling and ride comfort
 Improved interior
 Reduced price compared to the
F12berlinetta
THINGS YOU MIGHT NOT LIKE
Car’s width demands caution
Lower price still stratospheric
SPEX
Made in Italy
6.5L V12/seven-speed dual-clutch
automatic/rear-wheel drive
588kW of power at 8500rpm/718Nm
of torque at 7000rpm
0-100km/h in 2.9 seconds (claimed)
15L/100km combined; 98 octane
premium; CO2 emissions are 340g/
km
Warranty: Three years/unlimited
kilometres
Standard: Six airbags, stability
control, leather upholstery,
dual-zone air, parking sensors,
camera, LED headlights, 20-inch
alloy wheels, carbon ceramic
brakes, self-levelling suspension,
Bluetooth, navigation, voice control,
Apple CarPlay
Redbook future values: 3yr: 58%;
5yr: 44%
compare with ...
Bentley Continental GT Speed,
Lamborghini Aventador S
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FORD ECOSPORT FROM $22,790 S
department, transmitting lots of
noise and bumps through to the
occupants inside. Refinement
remains a low point.
For many small SUV buyers,
though, the real deal-breaker
may be the lack of Autonomous
Emergency Braking, highlighting
the EcoSport’s advancing
years. Furthermore, even the
Titanium with its leather trim,
sunroof, auto on/off headlights
and wipers, and blind-spot/rear
cross-traffic alerts, doesn’t offer
adaptive cruise control, heated
seats, automatic high beam or
even rear disc brakes.
Ultimately, then, only a super-
sharp deal could save the latest
EcoSport from total obscurity.
Which is probably what you should
expect next time it inevitably pops
up as an airport rental. Everywhere
else, Ford’s smallest SUV remains
completely outclassed.

F ord’s first major overhaul

of its compact EcoSport
brings substantial improvement,
of torque, so around town
acceleration is ample, with a
pleasing amount of response
Sufficient space for four adults,
heaps of storage, a lofty driving
position and easy entry/exit are
By Byron Mathioudakis

with more suitable powertrain
choices, a more contemporary
interior and higher standard
equipment levels. So low pricing
is no longer its sole drawcard.
The front-wheel-drive-only
range kicks off from a reasonable
$22,790 for the Ambiente, which
now includes a conventional
six-speed torque-converter auto
(the problematic Powershift dual-
clutch auto and all manuals have
been ditched), joining a reverse
camera, digital radio and Apple
CarPlay/Android Auto connectivity
— items many base rivals lack.
Under the cheapest EcoSport’s
bonnet is an all-new 1.5-litre
three-cylinder petrol engine —
a thrummy but willing worker
that punches well above its size
considering no turbocharger is
attached. It produces a healthy
90kW of power and 150Nm
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
on tap for the cut-and-thrust
of modern traffic conditions.
Only when overtaking out on the
open road or over inclines is that
fourth cylinder missed.
That’s where the mid-range
Trend (from $24,490) and Titanium
flagship (from $28,990) step in,
since both boast the smaller yet
gutsier 1.0-litre three-cylinder
turbo, delivering an impressive
92kW and 170Nm. Also mated to
a six-speed auto, this powertrain
provides usefully more mid-range
oomph for noticeably stronger
performance across the board.
Competitive fuel economy is
another bonus.
Previous EcoSport interiors were
among the industry’s drabbest
and most dated, but now Ford
fits a simple and smart-looking
dash offering excellent ventilation,
concise instrumentation and an
intuitive central touchscreen.
further plus-points.
However, the plastic textures
remain on the nose; the console
switchgear and air outlets
are set too-far down; and the
tailgate still swings open the
wrong way, forcing people onto
the road to access the (class-
competitive at 346 litres) load
area. Earlier versions of the
Series II models have a full-sized
spare wheel mounted on that
rear door (obscuring rear vision
somewhat); later vehicles switch
to a puncture-repair kit. Either
solution isn’t ideal.
Dynamically, the EcoSport
continues to underwhelm. While
well-weighted and accurate,
the steering departs from
Ford’s usually driver-focused
characteristics by feeling a little
too nervous at speed, while the
body leans too much. It’s neither
quiet nor settled in the suspension
THINGS WE LIKE
 Commanding driving position
 Spirited three-cylinder powertrains
 Voice-control multimedia system
known as Sync3
 Compact dimensions
 Low fuel consumption
THINGS YOU MIGHT NOT LIKE
 Lacking in safety features
 Cheapo plastics everywhere
 Unsettled and noisy ride
 Side-hinged tailgate swings open
the wrong way for Australia
 Top-heavy handling feel
 Weak resale values
SPEX (Trend)
 Made in India
 1.0-litre four-cylinder petrol turbo/
six-speed auto/front-wheel drive
 92kW of power at 6000rpm/170Nm
of torque from 1500-4500rpm
 0-100km in 11.6 seconds (claimed)
 5.6L/100km highway; 8.7L/100km
city; 95 octane premium; CO²
emissions are 153g/km
 Warranty: Five years/unlimited km
 The fuel tank holds 52 litres
 Standard: Seven airbags, stability
control, rear parking sensors,
navigation, reverse camera,
touchscreen, digital radio, Apple
CarPlay/Android Auto, Bluetooth,
leather-bound steering wheel, fog
lights, 16-inch alloy wheels and a
full-sized spare
 Redbook future values: 3yr: 40%;
5yr: 31%

Comfort and refinement

compare with ...
Value for money
 Holden Trax, Honda HR-V, Hyundai
Overall Kona, Mitsubishi ASX, Mazda CX-3,
 Toyota C-HR

50 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

S FORD FOCUS FROM $25,990
T he days of budget-priced
small hatchbacks may soon
be behind us.
Few brands can get a Toyota
Corolla-sized car close to the
$20,000 drive-away mark these
days, as each new model gains
more advanced safety tech.
The 2019 Ford Focus,
imported from Germany, joins
the growing list of cars that have
vacated the bargain basement.
There are initially four models
in the range: Trend, priced from
$25,990, ST-Line from $28,990, ST-
Line wagon from $30,990 and the
flagship Titanium from $34,490.
As Toyota has done with the
new Corolla, Ford has added
some styling flair to help the
pricing medicine go down.
There’s another reason Ford
has gone all out with the new
Focus: it’s an attempt to stem the
tide of buyers switching to SUVs.
To hedge its bets, in 2019 Ford
will add the high-riding Active
variant, based on the hatch. A
pretend SUV, it’ll be front-drive,
STARS
Safety
EuroNCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
as is the rest of the Focus range.
The 2019 Focus is wider,
lower and roomier than before,
while still able to fit in the same
size parking space.
The cabin has half as many
buttons as the previous model,
with a simpler and more practical
design. The automatic gear lever
has been replaced by a rotary
dial, similar to the one used by
Jaguar-Land Rover.
There’s a tablet-style
touchscreen in the middle of the
dash, similar to those found in
Audi, BMW and Mercedes cars.
Focus is powered by a 134kW
1.5-litre three-cylinder turbo
petrol motor, paired with an
eight-speed auto.
It’s no slingshot but
performance is on par with
other small cars.
However, there is a noticeable
vibration at idle and a thrum once
on the move. It’s a trait of three-
cylinder engines that Ford has
muted well, but you can still feel
it from the seat of your pants and
through your foot when pressing
the brake pedal.
This is just one of the
compromises for frugal engine
technology. The other is a
thirst for expensive 95-octane
premium unleaded fuel.
The eight-speed auto is
a smooth operator when
accelerating from rest.
It doesn’t drone like CVT
autos (such as the ones used
in the Toyota Corolla, Honda
Civic and Subaru Impreza) and
doesn’t hesitate from rest like
twin-clutch autos (such as those
used by Volkswagen, Skoda and
Renault).
However, some shifts can be a
little abrupt, such as when it skips
a couple of gears as you floor
the throttle to overtake or when
coming to a stop.
It’s a minor gripe which may be
addressed with a software update
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 51
at a later date.
Most impressive is the way
the new Focus hugs the road,
like a good German car should.
The broader footprint and well-
sorted suspension help it glide
over the pavement.
That said, the launch drive
was held on spectacularly
smooth surfaces that favoured
the car, so we’ll reserve
judgment on how well it might
handle decent bumps until a full
test on local roads.
Grip from the 17-inch
Continental tyres is superb,
although grip usually comes at the
expense of longevity, so putting
quality tyres on it could be costly.
Overall, though, it’s an
impressive effort and one likely to
put the Focus back near the top
of the small-car class -- if not in
sales then at least as one of the
benchmarks for driving enjoyment.
By Joshua Dowling
THINGS WE LIKE
 Looks sharp
 A genuine German hatch, like
the Golf
 Tractable, economical performance
 Great handling
 Well equipped with infotainment
and safety features
THINGS YOU MIGHT NOT LIKE
 Price is getting up there
 1.5-litre triple does vibrate a bit
 It also runs on 95 octane premium
 Focus resale values aren’t great
SPEX (Trend)
 Made in Germany
 1.5-litre turbopetrol three-cylinder/
eight-speed automatic/front-wheel
drive
 134kW of power at 6000rpm/240Nm
of torque at 1600rpm
 0-100km/h in 8.9 seconds
 4.9L/100km highway; 7.6L/100km
city; 95 octane premium; CO2
emissions are 133gkm
 Warranty: Five years/unlimited km
 Standard: Six airbags, stability
control, AEB, lane keeping, speed
limiter, 180 degree rear camera,
rear parking sensors, Automatic
headlights and wipers, SYNC3
infortinment, navigation, Bluetooth,
voice control, digital radio, Apple
CarPlay, Android Auto, 16-inch
alloys, leather wrapped steering
wheel
 Redbook future values; 3yr: 45%;
5yr: 27%
compare with ...
Holden Astra, Honda Civic,
Hyundai i30, Mazda3, Toyota
Corolla, Subaru Impreza, VW Golf
FORD ESCAPE FROM $28,990
F ord’s Escape range opens
with the 110kW 1.5-litre
turbopetrol/six-speed manual/
front-wheel-drive Ambiente,
priced at $28,990. The six-speed
auto is $30,490.
All-wheel-drive models
begin with the 134kW 1.5-litre
turbopetrol Ambiente, with a six-
speed automatic, at $33,490.
Trend specification opens
with the 110kW 1.5-litre/six-
speed auto/front-wheel-drive
variant at $33,490; the all-
wheel-drive variant is $36,490.
A 178kW 2.0-litre turbopetrol/
six-speed auto/all-wheel drive
ST-Line is $39,990, and a 132kW
2.0-litre turbodiesel/six-speed
dual-clutch automated manual
is $38,990.
Top-of-the-range Titanium is
available with the same 2.0-litre
drivetrains and is priced at
$45,480 and $48,340.
Escape brings a European
design and drive to a segment
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
 Forester, Skoda Karoq, VW Tiguan
52 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
dominated by Japanese and
Korean brands. It’s certainly
something different.
The fuel-efficient 1.5-litre
turbopetrol engine, in both 110kW
and 134kW tunes, produces
the same 240Nm of torque. Its
performance is entirely adequate
and fuel efficiency is excellent on
regular unleaded.
The base front-wheel-drive
model also has lightness on
its side, so at the entry-level
pricepoint it’s quite good value.
The 178kW 2.0-litre
turbopetrol engine has no
problems providing rapid,
responsive performance, albeit
with a serious thirst if you’re a
bit willing with your right foot.
With 400Nm available
from 2000rpm, the 2.0-litre
turbodiesel is a strong engine
across the lower end of the rev
range, smooth and quiet by four-
cylinder oiler standards.
The Escape is at the front end
of the class as far as dynamic
ability is concerned, especially
in tighter corners where balance
and body control are excellent.
The ride may be too firm and
sharp for some, especially on
Titanium’s 19-inch wheels and
low-profile tyres. The smaller
wheels/taller rubber on Trend
and Ambiente absorb bumps
better, but occupants can still be
jostled around on a rough road.
All models in the range feature
Ford’s SYNC3 infotainment
system with an eight-inch
touchscreen, navigation, a rear
camera, Apple CarPlay and
Android Auto, voice control,
digital radio, in-car connectivity
with voice control and automatic
000 contact in a crash via a
compatible, paired smartphone.
A camera is also standard.
You sit low, tightly wrapped in
a twin cockpit-style cabin. Some
S
will love this pseudo-sporty
driving position, others will feel it
compromises vision around the
car. Supportive, well-bolstered
driver’s seats on all models are
the most comfortable you’ll find
in a small SUV.
Automatic low-speed braking
is standard. An $800 option
pack adds adaptive cruise and
lane keeping to Trend, while ST
and Titanium also include blind
spot monitoring and rear cross
traffic alert.
Titanium’s power tailgate
(also an option on Trend) can
be opened and closed by simply
flicking your foot under the rear
bumper — handy when you’ve
got two-and-a-half armfuls of
kids and shopping.
The back seat is narrow and
shaped for two, with reasonable
legroom. The boot is small.
Escape is one of the more
engaging drives in this class. Its
safety credentials are excellent
and it’s also well priced.
As a drive, if not quite in space
or practicality, it’s now up there
with Mazda’s CX-5, VW’s Tiguan
and the Subaru Forester at the
front of this class.
THINGS WE LIKE
 One of the best-handling SUVs
 Comfortable, supportive driver’s seat
 Torquey, refined diesel
 2.0-litre turbopetrol goes hard
 Titanium is loaded
THINGS YOU MIGHT NOT LIKE
 Overly firm ride
 Dated, tizzy dash design
 Smallish boot and narrow back seat
SPEX (2.0-litre Trend)
 Made in Spain
 2.0-litre four-cylinder turbopetrol/
six-speed automatic/all-wheel drive
 178kW of power at 5500rpm/345Nm
of torque from 2000–4500rpm
 0–100km/h N/A
 7.1L/100km highway; 11.8L/100km
city: 95 octane premium; CO2

emissions are 204g/km
Warranty: Five years/unlimited km
 Standard: Seven airbags, stability
control, 18-inch alloys, SYNC3 in-
car connectivity with voice control,
Bluetooth, digital radio, navigation,
emergency 000 assistance, rear
camera, sports seats with leather
inserts, dual-zone air, automatic
headlights and wipers
 Redbook future values: (Trend)
3yr: 48%; 5yr: 32%
compare with ...
Kia Sportage, Mazda CX-5, Subaru

F ord gave Mustang a major
rework in 2018 and produced
the car it should have when it
launched the first factory right
hand drive model in 2015.
In response to the criticism
that the original model was too
stiff over bumps, Ford engineers
retuned the suspension and
fitted better shock absorbers.
Magnetically-controlled shock
absorbers, which improve comfort
even further, are a $2750 option.
On the V8, a switch to Michelin
Pilot Sport rubber from the
previous Pirelli P Zeros also aids
cushioning over bumps.
Welcome news to V8 fans,
Ford fitted a louder bi-modal
exhaust, which, at the press of a
button, transforms the Mustang
from hush quiet to 1970s
muscle-car loud.
The V8 also gained 33kW to
339kW, while the 2.3-litre’s
power is trimmed from 233kW
to 224kW.
The digital dash has four
display modes, from traditional
layouts to race-car-inspired
designs. The car itself also
has a choice of modes, from
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
FORD MUSTANG FROM $49,990
comfort and normal to sport and
track, which changes throttle
response, steering feel and the
stability control calibration.
Prices kick off at $49,990 for
the 2.3-litre Fastback six-speed
manual. The automatic adds $3000
and the auto convertible is $59,490.
The 5.0-litre GT Fastback
manual is $63,290, the auto is
$66,290 and the auto convertible
is $74,728.
Ford has obviously given
GT’s drivetrain electronics
a huge boost in processing
power, because the 10-speed
automatic works efficiently and
intuitively with the 5.0-litre V8.
Closely-spaced lower ratios
allow the V8 to mimic a turbo’s
bottom-end flexibility, and it
will pull 10th gear at 100km/h
ticking over at 1650rpm.
At the other end of the
tacho, from 5000rpm and up,
performance is explosive,
supremely responsive and
rocket quick – as in a claimed
4.3 seconds from 0-100km/h,
half a second quicker than the
previous model with the six-
speed auto. Seat of the pants
says that’s pretty accurate.
Under pressure in Sport+ mode,
the 10-speed picks gears with near
faultless timing and impressive
smoothness considering the
massive torque involved. Paddles
are also provided.
Pre-programmed drivetrain/
steering/suspension/exhaust
modes range from Normal to
Dragstrip, or you can mix and
match to make your own “My
Mode,” accessed via the pony
button on the steering wheel.
Fuel consumption is horrific,
of course, and you can empty
the 61 litre tank in under
300km. Expect 20L/100km or so
in town, and about half that on
the highway.
Mustang is still a big, heavy
(1784kg) car, but it now drives
with Germanic tautness rather
than the usual American sloth.
It points immediately and
accurately into a corner, assisted
by sharp, tactile steering and
wide (255/40) front rubber.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 53
The body stays flat and
well-balanced when changing
direction, it’s communicative
and controllable under power,
and six-piston front Brembo
brake calipers, on 380mm
discs, pull it up with authority.
You could have lots of fun with
this at a track.
The Mustang Bullitt is
priced at $73,688. With just
700 available, they’re probably
all spoken for by now -- no
wonder, with a 345kW version
of the 5.0-litre under the
bonnet, a six-speed manual
and, of course, a cue ball gear
lever knob, just like Steve’s
(McQueen, that is).
The Mustang GT is an
absolute bargain compared
with the locally-converted HSV
Chevrolet Camaro, which costs
$86,990. It has no other direct
V8 coupe rival.
THINGS WE LIKE
 Still great value
 The 10-speed auto turns the V8 into
a jet
 The suspension rework has worked
wonders
 The V8 finally sounds the business
 The digital dash brings the future to
a classic design
THINGS YOU MIGHT NOT LIKE
 Turning circle is huge
 Visibility not ideal in any direction
 2.3-litre still sounds like a vacuum
cleaner
 Ford could have done more to
improve the safety score for front
and rear occupants rather than just
adding external technology
SPEX (GT auto)
 Made in the USA
 5.0-litre V8 petrol/10-speed
automatic/rear-wheel drive
 339kW of power at 6500rpm/556Nm
of torque at 4250rpm
 0-100km/h in 4.3 seconds (claimed)
 9.0L/100km highway; 19.3L/100km
city; 98 premium; CO2 emissions
are 290g/km
 Warranty: Five years/unlimited km
 Standard: Six airbags, stability
control, autonomous emergency
braking, adaptive cruise, lane
keeping assist, leather upholstery,
heated and cooled front seats, LED
headlights with auto high beam,
SYNC3 infotainment with Bluetooth,
navigation, Apple CarPlay, Android
Auto, digital instruments, 19-inch
alloys
 Redbook future values: 3yr: 54%;
5yr: 38%
compare with ...
Chevrolet Camaro, Chrysler 300 SRT
FORD ENDURA FROM $44,990
F ord Australia would
prefer we didn’t call its
new five-seater Endura SUV
a Territory replacement.
Endura, says Ford Australia, is
a much more upmarket SUV, a
“premium offering” for those
who want something “special
and opulent”. Endura is well
equipped, spacious and very
comfortable, but it ain’t opulent.
A Bentley is opulent.
Endura Trend starts at $44,990,
mid-spec ST-Line is $53,990
and Titanium is $63,990. These
prices are for front-wheel drive;
all-wheel drive adds $4000. It’s
expensive compared with similar-
sized, diesel-powered, all-
wheel-drive seven-seater SUVs.
Hyundai’s Santa Fe Highlander,
for example, at $60,500, costs
about $7500 less than Endura
Titanium all-wheel drive, tested
here, and Mazda’s CX8 Asaki is
about $6500 cheaper.
All variants are powered by
a 2.0-litre turbodiesel that also
lives under the bonnet of the
Everest seven-seater and Ranger
Raptor double-cab one-tonner
4x4s, though with two turbos in
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
54 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
those applications and one here.
Endura’s 140kW of power and
400Nm of torque is a substantial
decrease on Everest/Ranger’s
157kW/500Nm, and an eight-speed
automatic is fitted instead of the
10-speed standard in both 4x4s.
That said, you’re hardly
slumming it in Titanium, which
has a luxurious, leather-
wrapped, heated and cooled
driver’s armchair. The ride is
deluxe too, even on Titanium’s
20-inch alloys. It’s smooth,
comfortable and quiet, assisted
by active noise cancellation,
which effectively mutes the
diesel to silence in cruise mode.
An austere dash is easy to
navigate and you’re well supplied
with covered storage, plus two
USBs and one 12-volt outlet.
Ford’s SYNC3 touch-screen
infotainment is fast and intuitive,
with stand-alone voice control
plus Android Auto/Apple CarPlay
connectivity and automatic
emergency services dialling (via
your phone) if you have a crash.
Longer than some seven-
seaters, Endura’s wheelbase yields
expansive rear-seat legroom.
You don’t get seven seats, but the
trade off is a cavernous boot, with
a power-operated, hands-free
tailgate on Titanium.
Trend and ST-Line have most
of the requisite crash protection
and driver-assist safety tech as
standard, apart from blind spot
monitoring and rear cross traffic
alert, which should be included
but are exclusive to Titanium.
MyKey allows you to program
functions such as disabling
incoming calls, restricting top
speed and audio volume, into a
specific key that you can then
give to the young, inexperienced
driver in your family.
Endura’s 2.0-litre/eight-
speed auto is one of the most
refined four-cylinder turbodiesel
drivetrains I’ve tested. It makes
easy work of shifting two tonnes,
using the absolute minimum of
revs required, though it doesn’t do
it in a hurry, even in Sport mode.
S
It’s fuel-efficient for a big, heavy
SUV, returning 6-7L/100km on the
highway and 9-11L/100km in town.
In everyday driving, Endura is
safe and secure. Torque vectoring
minimises understeer, but in tight
corners it’s a cumbersome beast
and handling can get a little loose
if you push it, especially when a
few bumps are involved, because
its suspension is tuned on the
comfort side of the ride/handling
compromise and is slightly
underdamped. It has no off-road
pretensions at all — there’s no
off-bitumen traction control mode
selection or hill descent control,
even with all-wheel drive.
Endura Titanium is a luxurious,
loaded, refined SUV, but top-spec
turbodiesel rivals from Mazda
and Hyundai also offer stronger
performance, better handling,
comparable equipment and seven
seats for a lot less money.
THINGS WE LIKE
 Tractable, refined, frugal
turbodiesel
 Very comfortable ride
 Vast rear seat and boot space
 Titanium is loaded
 Slick, efficient infotainment
THINGS YOU MIGHT NOT LIKE
 Overpriced against seven seaters
 Only Titanium gets full safety spec
 Can be a bit of a barge in tight
corners
 Could use a bit more grunt
 No off-road ability
SPEX (Titanium AWD)
 Made in Canada
 2.0-litre four-cylinder turbodiesel/
eight-speed auto/all-wheel drive
 140kW of power at
3500rpm/400Nm of torque from
2000-3000rpm
 0-100km/h N/A
 5.8L/100km highway; 8.3L/100km
city; CO2 emissions are 176gkm;
fuel tank 68 litres
 Max towing weight 2000kg
 Warranty: five years/unlimited km
 Standard: Seven airbags,
stability control, AEB, blind spot
monitoring, rear cross traffic
alert, speed sign recognition,
leather, heated and cooled front
seats, heated row-two seats,
navigation, smartphone mirroring,
voice control, full-length sunroof,
automatic parking, adaptive LED
headlights, power tailgate
 Redbook future values: 3yr: 45%;
5yr: 29%
compare with ...
Hyundai Santa Fe, Kia Sorento,
Mazda CX8, Skoda Kodiaq
 S HOLDEN ASTRA FROM $21,490
H olden’s Astra is actually two
different cars. The hatch is
sourced from Poland, although
it was designed and engineered
by Opel in Germany, before GM
sold Opel to the French PSA
Group in early 2017. The sedan
is a larger car, a Chevrolet
Cruze in its home market, the
US. Our version is built in Korea.
Astra hatch prices start at
$21,490 for the 110kW 1.4-litre
turbo R six-speed manual. A
six-speed auto adds $1000 to
all variants and R+ specification
adds $1250 to R.
The 147kW 1.6-litre turbo RS
manual is $27,240, the RS-V
manual is $30,740 and the RS-V
auto is $31,740.
The sedan, with the same
1.4-litre turbo drivetrain as the
base hatch, kicks off at $20,490
for the LS manual and $23,990
for the automatic, tested here.
LS+ is $22,740, LT is $25,790 and
LTZ is $29,790.
Sportwagon, with the auto as
standard, costs $25,740 in LS+
spec, and $29,940 for LT.
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
Astra sedan is actually a
pretty big car, with ample room
for tall adults in the back seat
and a spacious boot.
At base LS level, it’s not
exactly loaded. You hold a
plastic steering wheel and face
a simple, uncluttered dash
with monochrome analogue
instruments and just a few
sprinkles of fake chrome to relieve
the wall to wall grey plastics,
fabric upholstery and dash trim.
That said, it’s reasonably
attractive – let’s be generous
and call it the industrial chic
look – and the test car stayed
squeak and rattle free over 900
kilometres of testing.
Previous Astra models have
caused some owners grief.
Hopefully this one will be as
reliable as its Korean and
Japanese brand rivals.
A firm, flat driver’s seat,
with basic adjustments, is
comfortable on long journeys,
though if you like the backrest
upright you may find the
protruding head restraint
intrusive. Tall drivers enjoy
ample legroom and steering
wheel adjustability.
Infotainment includes a seven-
inch colour touchscreen, Android
Auto and Apple CarPlay, but its
processing power is limited so it
can be slow to respond.
You get six airbags, a camera
with moving guidelines and rear
parking sensors.
Rear seat belt indicators are
missing and you have to go to
higher model grades to get blind
spot monitoring, lane keeping,
auto headlights and front parking
sensors. Automatic emergency
braking (AEB) is not available.
Astra sedan aces its
rivals with the advantage of
turbopower, which gives its
1.4-litre engine much better
responsiveness at lower revs
than bigger, non-turbo engines.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 55
It doesn’t have to work as
hard, so it’s also smoother,
quieter and despite the absence
of auto stop/start returns good
fuel economy around town
– 7-8L/100km -- on regular
unleaded. That’s a bonus, as
turbos usually require premium.
It’s a seamless match with
the six-speed automatic, which
shifts smoothly and quickly
when you put your foot down,
tapping the engine’s strong,
willing delivery.
On the highway, it cruises
effortlessly, returning 5-6L/100km.
There’s little finesse to Astra’s
dynamics, but open road handling
is confident and secure, the
steering more tactile than most
rivals and Hankook tyres offer
reasonable grip.
It ain’t the Ritz, but Astra is an
honest, spacious, comfortable
sedan, with one of the best
drivetrains in the class. Holden
regularly advertises very
attractive drive away deals on the
sedan and the hatch.
THINGS WE LIKE
 Great value at drive away prices
 Stylish hatch body; spacious sedan
body
 1.6-litre models offer serious power
 1.4 litre is tractable and frugal
 Comfortable and refined
THINGS YOU MIGHT NOT LIKE
No AEB available on the sedan
GM cars can have
reliability issues
Weak resale values
SPEX (1.4 LS auto sedan)
Made in South Korea
1.4-litre turbopetrol/six-speed
automatic/front-wheel drive
110kW of power at 5000rpm/240kW
of torque from 2000–4000rpm
0–100km/h in 8.9 seconds (claimed)
4.8L/100km highway; 8.2L/100km
city; regular unleaded; CO2
emissions are 141g/km
Warranty: Five years/unlimited
kilometres
Standard: Six airbags, stability
control, 16-inch alloy wheels,
seven-inch touchscreen
infotainment, Bluetooth, USB
socket, Apple CarPlay and Android
Auto, rear camera with moving
guidelines, rear parking sensors,
ISOFIX and tether strap child
restraint anchors.
Redbook future values: 3yr: 42%;
5yr: 31%
compare with ...
Hyundai i30 and Elantra, Honda
Civic, Kia Cerato, Mazda3, Subaru
Impreza, Toyota Corolla, VW Golf
HOLDEN TRAX FROM $23,990
H olden’s Trax is a small SUV
based on the now defunct
Barina hatchback. It’s only
available as a front-wheel drive,
so think of it as an interesting
take on the compact hatch with
an SUV’s easy access and high,
comfortable seating position.
The base LS 1.8-litre, five-
speed manual is $23,990. The
1.4-litre turbopetrol six-speed
auto 1.4T LS is $26,490. LT 1.4T is
$28,890 and LTZ 1.4T is $30,490.
GM’s 103kW/175Nm 1.8-litre
four-cylinder petrol engine is
an ageing slugger but in this
application it’s OK, offering
reasonable mid-range pulling
power (assisted by quite short
gearing), reasonable fuel economy
on regular unleaded and greater
refinement than expected.
The 103kW/200Nm 1.4-litre
turbopetrol is a sweet little
engine, much more refined,
tractable and responsive than the
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall

56 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
1.8, but it’s also thirsty in town
and requires premium unleaded.
The six-speed automatic does
the job smoothly enough, with
a wider ratio spread for more
economical top-gear cruising.
Holden’s chassis engineers
have given the Trax the treatment
and for a short, tall box it handles
predictably and confidently, with
a secure feel on the road.
Body roll in corners is minimal
and quality Continental tyres are
sticky and quiet.
The ride is quite firm and on
the LTZ’s 18-inch alloys/55-
aspect ratio rubber it could
become a little harsh on rough
NSW and Queensland roads. The
16-inch alloys with 70-aspect
ratio tyres on the LS model offer
a far more comfortable and
absorbent combination.
The steering is feather light
and lifeless, with little on-centre
feel. Brakes are OK, though
the brake/clutch pedals in the
manual are very close together.
The interior has been given
an overhaul for 2017, with a
more attractive dash design,
improved infotainment and
higher quality materials.
There’s ample driving position
adjustability but the A pillars in
the Trax do block some of your
forward/side vision in corners,
especially right-handers.
Holden’s MyLink system has
a seven-inch touchscreen and
offers Siri Eyes Free mode for
compatible devices like the
iPhone, plus supported apps such
as Pandora and Stitcher.
Apple CarPlay and Android
Auto compatiblity are standard,
along with rear parking sensors
and a camera.
LS also includes a leather-
wrapped steering wheel.
LT adds a sunroof, push button
start, digital radio and 18-inch
S
alloys, while the top-spec LTZ
includes leather-faced seats,
heated at the front, rain sensing
wipers and a couple of driver
assist safety tecnologies that are
very useful, especially in traffic:
blind spot monitoring and rear
cross traffic alert.
The driver’s seat is supportive
and comfortable, as is the rear
bench, which has two Isofix
mounts plus conventional child-
restraint anchors.
The boot’s not huge — volume
with all seats in use is slightly
less than a Golf — but it’s
practical enough, with a 60/40
rear-seat extension and four
bag hooks.
A 240-volt electrical socket
with power supplied by an on-
board inverter is unique to this
class and allows you to power or
recharge items like a portable
fridge, cameras or laptops.
Trax is honest enough but
feeling its age and ambitously
priced against rivals such as
Honda’s HRV, the Kia Sportage,
Mazda CX-3, Toyota CH-R and the
Suzuki Vitara.
THINGS WE LIKE
 Big practicality in a small package
 Comfortable seats
 Reasonable performance and
fuel economy
 Tidy handling
 MyLink features and connectivity
THINGS YOU MIGHT NOT LIKE
Ride could be a bit rugged on
18-inch-wheel LTZ model
Front pillars block some vision
Remote-control steering
1.8 is old tech and the 1.4 turbo
likes a drink in town
SPEX (LS auto)
Made in South Korea
1.4-litre four-cylinder turbopetrol/
six-speed automatic/front-wheel
drive
103kW of power at 4900rpm/200Nm
of torque at 1850rpm
0–100km/h N/A
5.6L/100km highway; 9.1L/100km
city; 95 octane. CO2 emissions are
160g/km
Warranty: Five years/unlimited km
Standard: Six airbags, stability
control, hill start assist, 16-inch
alloy wheels, rear camera and
parking sensors, MyLink, Apple
CarPlay, Android Auto, Bluetooth,
leather-wrapped steering wheel
Redbook future values: 3yr: 46%;
5yr: 34%
compare with ...
Honda HRV, Kia Sportage, Mazda
CX-3, Suzuki Vitara, Toyota CH-R
 S HOLDEN EQUINOX FROM $27,990
use 10-13L/100km of premium in
town, where a wide-turning circle
is another annoyance. On the
highway, expect 7-8L/100km
As you would expect from
Holden, handling is safe, secure
and predictable on the open
road, with good control on rough
surfaces. It ain’t sporty, though.
Holden’s reliability record
isn’t great, either.
The lower-spec 1.5-litre
Equinox models look like
reasonable value, but the LTZ-V
is ridiculously overpriced. Its
packaging and equipment levels
are competitive but the drivetrain
needs work and it’s a style-free
zone. You can buy a lot better
elsewhere for similar money.

H olden’s five-seater mid-
size Equinox SUV starts at
$27,990 for the 127kW, 1.5-litre
turbopetrol, six-speed manual,
front-wheel drive LS; a six-
speed auto adds $2000.
The 100kW 1.6-litre
turbodiesel/six-speed
automatic/front-wheel drive LS+
is $35,990; LT is $39,990. The
all-wheel drive LTZ is $47,290;
LTZ-V is $49,290.
A 188kW 2.0-litre turbopetrol,
with a nine-speed automatic
and front-wheel drive, starts at
$36,990 for the LT. We’re testing
the top-of-the-range LTZ-V,
with selectable all-wheel drive.
It costs $46,290 plus on-road
costs. That’s more than 50 large
by the time you drive it home.
It had better be good, then.
Despite its generous
specification, Equinox LTZ’s cabin
feels like $25,000, not $50,000.
Fit and finish quality are OK, but
GM’s trademark sludge-grey
decor gives it a grim, low-rent
ambience compared with more
stylish, polished rivals.
STARS
Safety
Performance
Handling
Quality and reliability
You sit on a flat, reasonably
comfortable driver’s seat, with
clear vision in all directions.
The heated back seat has plenty
of legroom but the backrest is too
steeply angled in either of its two
positions.
Vents, two USBs, a 12-volt and
230-volt outlets are provided, so
kids will be happy.
A big boot is easily extended
using the 60/40 split-fold rear
seat backs.
Holden’s engineers (yes, it
still has some) have tweaked
the suspension for local roads,
so the ride, though firm on
19-inch wheels, is reasonably
compliant. Base models on
17-inch wheels would be more
comfortable in town.
Equinox LTZ-V has a vibrating
driver’s seat cushion that
gives your bum cheeks a tickle
whenever the forward collision
or rear cross traffic alerts are
activated. It’s effective, though
the forward collision alert throws
up so many false alarms you’ll
probably turn it off.
The 188kW engine is tractable
and refined on a light throttle
but when you put your foot
down, it’s got way too much
grunt — as in 353Nm of torque
— for the front-wheel drivetrain
to deal with, so it chirps the
tyres, the steering wheel tugs
hard in your hands and the car
veers from side to side.
The test car also had a serious
drivetrain shudder under hard
acceleration that would have
seen an owner take it back to the
dealer for attention.
The nine-speed transmission
dithers around when you want
the next gear (or two) in a hurry,
slurs its shifts under pressure,
won’t shift into top gear at
Australian speed limits and offers
no real benefit over a six-speed.
Despite automatic stop-start,
which you can’t turn off, it will
THINGS WE LIKE
Spacious interior
Well equipped
Tidy dynamics
A good kid carrier
Comprehensive safety spec
THINGS YOU MIGHT NOT LIKE
Cabin feels like $25,000, not $50,000
Excessive torque steer and
drivetrain shudder under
acceleration
Nine-speed auto is slow and
inefficient
False alarms from collision alert
Holden’s short warranty and less-
than-exemplary reliability record
Weak resale values
SPEX (LTZ-V)
Made in Mexico
2.0-litre four-cylinder turbopetrol/
nine-speed auto/selectable all-
wheel drive
188kW of power at 5500rpm/353Nm
of torque from 2500-4500rpm
0-100km/h N/A
7.0L/100km highway; 11.0L/100km
city; 95 octane premium; CO2
emissions are 196g/km; Fuel tank is
59 litres
Warranty: Five years/unlimited km
Max towing weight: 2000kg
Standard: Six airbags, stability
control, auto emergency braking,
blind spot monitoring, rear cross
traffic alert, trailer sway control,
rear camera, parking sensors,
heated and cooled, leather-faced,
power-adjustable front seats,
wireless phone charging, automatic
parallel and perpendicular parking,
LED headlights, Bose sound, a full-
length sunroof, remote engine start,
hands-free power tailgate and 19-
inch alloys
Redbook future values: 3yr: 39%;
5yr: 24%

Comfort and refinement

Value for money

compare with ...
Hyundai Tucson, Kia Sportage,
Overall Mazda CX5, Toyota RAV4, Skoda
Karoq, Subaru Forester, VW Tiguan

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 57

HOLDEN COMMODORE FROM $33,690
Z B Commodore prices kick off
at $33,690 for the 2.0-litre
turbopetrol LT Liftback and
$35,890 for the LT Sportwagon.
We tested the mid-spec RS
Sportwagon, priced at $39,490.
There’s also a 2.0-litre
turbodiesel, priced at $36,690 for
the LT Liftback and $38,890 for
the Sportwagon.
Calais Liftback 2.0-litre
turbopetrol is $40,990; Calais
2.0-litre turbodiesel is $43,990.
Both four-cylinder engines
drive the front wheels via a nine-
speed automatic.
RS, the pseudo-sporty four-
cylinder variant, features stylish
18-inch alloys and a body kit, plus
supportive, power-adjustable front
seats, a leather-wrapped steering
wheel and power tailgate with
hands-free foot swipe operation,
to the base LT’s spec: My Link
infotainment with a 7-inch screen,
Apple CarPlay and Android Auto,
semi-automatic perpendicular
and parallel parking, remote
starting, keyless entry, cruise,
rain-sensing wipers and
automatic headlights.
You get all the vital safety tech
in a Commodore. LT includes
autonomous emergency braking,
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
 Superb, VW Passat
58 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
effective lane-keeping assist,
distance indicator to the car in
front plus audible and visual
forward collision alerts. RS adds
blind spot monitoring and rear
cross traffic alert.
Servicing — for the first three
years at least — is cheap. It gets
more expensive from year four.
So running costs should be
low — apart from the 2.0-litre’s
preference for 95 octane
premium fuel — but according
to industry valuer Redbook, so
will resale values, never a strong
point for Commodore.
Redbook estimates the RS
Sportwagon pulling just 36 per
cent of its new price as a trade
in average condition after three
years/60,000km, and a worst in the
industry rate of 19 per cent after
five years/100,000km.
A Mazda6 Touring wagon pulls
36 per cent.
The RS sports driver’s seat
has a firm, extendable cushion,
supportive side bolstering and
is exceptionally comfortable for
tall drivers on a long journey. You
sit low, in quite a sporty position,
with plenty of room to move.
The test car was squeak
and rattle free, apart from
excessive wind noise around an
imperfectly sealed driver’s door.
Tyre noise on coarse country
bitumen was also excessive.
MyLink has limited
functionality in RS. Stand-alone
voice control, navigation, digital
radio, traffic updates and speed
limit information are not fitted.
Rear seat legroom is vast,
headroom is fine and the firm,
high bench will suit kids in
restraints. Vents and two USB
charge ports are provided.
A low, long boot floor is
easily extended with the 60/40
split-fold rear seat to a flat two
metres and even in five-seater
mode, you get greater load
capacity than in many SUVs.
The 2.0-litre’s 350Nm torque
peak kicks in at a high (by
turbo standards) 3000rpm.
This lack of bottom-end grunt
is effectively masked by tightly
packed lower transmission
ratios, so tractability and
responsiveness are reasonable.
ZB is not a sporty car. Although
the engine has 191kW of power
S
at 5500rpm, the top end is a non-
event. All you get is an anguished
whine and slurred shifts, almost
like a CVT transmission. No
paddles are fitted.
Despite automatic stop
start, the 2.0-litre can use up
to 14L/100km in city traffic.
Average consumption in
suburbia is 9-11L/100km.
On the highway, where
tall gearing keeps revs at an
absolute minimum, the RS
returns 6-7L/100km.
Holden’s local engineering
input into ZB’s dynamics and
the relatively light weight
of the four-cylinder models
(RS Sportwagon is a trim
1569kg) shows in its rock-solid
roadholding, confident, agile
handling, light, precise steering
and a firm, yet compliant and
comfortable ride.
It’s a lot more enjoyable
to drive at speed than any
comparably sized SUV.
THINGS WE LIKE
 A driver’s alternative to the SUV
 Looks much better, too
 Great handling and a comfortable
ride
 A-grade safety specification
 Comfortable driver’s seat
 Tractable, refined front-wheel
drivetrain
THINGS YOU MIGHT NOT LIKE
Pitiful resale values
Can be a bit thirsty in town and
drinks premium
Limited infotainment functionality
Top-end performance is a non event
A few quality niggles and reliability
is yet to be proven
SPEX
Made in Germany
2.0-litre four cylinder turbopetrol/
nine-speed automatic/front-wheel
drive
191kW of power at 5500rpm/350Nm
of torque at 3000-4000rpm
0-100km/h in 6.9 seconds
6.8L/100km highway; 9.9L/100km
city; 95 octane premium; CO2
emissions are 181gkm.
Warranty: Five years/unlimited km
Standard: Six airbags, stability
control, automatic emergency
braking, blind spot monitoring, rear
cross traffic alert, lane keeping,
camera, Apple CarPlay, Android
Auto, 18-inch alloys, automatic
parking, power tailgate, rain-
sensing wipers
Redbook future values: 3yr: 36%;
5yr: 19%
compare with ...
Ford Mondeo, Mazda6, Škoda
 S HOLDEN COMMODORE V6 FROM $40,790
T here was never going to be
a ZB Commodore V8, so it
was at Holden’s insistence that
the 3.6-litre V6, with all-wheel
drive, was included in the 2018
Insignia range as an Australia-
specific model, in the belief that
many Commodore customers
would demand stronger
performance than the 2.0-litre
turbopetrol and diesel four-
cylinder engines, offered with
front-wheel drive in other ZB
variants, could deliver.
Holden’s engineers — it still
retains about 100 to tweak
imports for local requirements
and conditions — were given
responsibility for the V6 drivetrain,
bespoke suspension that goes
with it and steering calibration.
Priced at $40,790 for the
Liftback — with a five-door
coupe-style body and roof-
hinged tailgate — RS is the base
sports-flavoured V6.
Its driver’s seat has a
firm, extendable cushion,
supportive side bolstering and is
exceptionally comfortable for tall
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
drivers on a long journey. You sit
low, in BMW-style sporty repose,
with plenty of room to move. Back
seat and boot space are generous.
The $46,990 RS-V gets
leather, navigation, wireless
phone charging and a head-up
display; and the $55,990 VX-R
performance hero includes
20-inch alloys, adaptive cruise
control, adjustable suspension,
Brembo front brakes and high-
tech LED matrix headlights.
RS-V is also available as a
wagon, at $49,190.
Calais V Liftback is $51,990.
Calais Tourer, pictured below, a
faux SUV with raised suspension,
starts at $45,990; Calais V Tourer
is $53,990. It includes 20-inch
alloys, a full length sunroof, BOSE
audio and leather upholstery, with
a massage driver’s seat.
The V6’s 235kW is serious
power — BMW’s 3.0-litre
turbopetrol straight six in the
540i produces 250kW — and the
smooth, sophisticated nine-speed
launches the RS to 100km/h in a
respectable 6.2 seconds.
The engine’s relatively peaky
torque delivery — 381Nm at a
high 5200rpm — is compensated
for by shift mapping that selects
the correct ratio without delay,
and it always feels responsive
and refined.
In today’s turbo times, it’s a
great pleasure to again drive
a potent, naturally aspirated
engine that delivers effort in
direct proportion to revs and the
movement of your right foot. The
V6 also makes a rich, throaty
warble as revs rise.
Gearing is the same as
the 2.0-litre four. Unlike that
engine, the V6 will actually
hold ninth at 100km/h, ticking
over at just 1250rpm, so fuel
consumption is comparable with
the four at 6-7L/100km. Both
engines have automatic stop/
start. The V6 is thirstier in town
(12-14L/100km compared with
four’s 9-11L/100km) but it runs
on regular unleaded, whereas the
four requires premium.
Drive goes to the front wheels
with up to 50 per cent dispatched
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 59
to the rears on demand. Holden’s
engineers have set a low-demand
threshold because in corners,
the RS feels quite neutral under
power, a characteristic amplified
by mechanical torque vectoring
on the rear axle.
ContiSport tyres (245/45 on
18-inch alloys) stick like the
proverbial, the suspension
provides disciplined body
control and the steering is
sharp, accurate and free
from torque-induced tugging.
Feedback from the front wheels
is muted, though.
ZB’s ride is less compliant than
its home-made predecessors,
especially around town. Comfort
improves on the open road, but
it’s still pretty firm.
This is a capable, refined,
enjoyable car at what should be
compelling prices, but terrible
resale values — just 19 per cent
after five years, the worst of
any car on the market — reflect
ZB’s struggle to find buyers and
doubts about the Commodore’s
long—term future.
THINGS WE LIKE
Potent, responsive, tuneful V6
Smooth, efficient nine-speed auto
Great handling
A lot of car for your money
Full-house safety specification
THINGS YOU MIGHT NOT LIKE
Worst resale values on the market
The ride can be a bit rugged
Limited infotainment functionality
A few quality niggles
SPEX
Made in Germany
3.6-litre V6 petrol/nine-speed auto/
all-wheel drive
235kW of power at 6800rpm/381Nm
of torque at 5200rpm
0-100km/h in 6.2 seconds
7.1L/100km highway; 12L/100km
city; 91 regular; CO2 emissions are
206gkm
Warranty: Five years/unlimited km
Standard: Six airbags, stability
control, autonomous emergency
braking, lane keeping, forward
collision alert, blind spot monitoring,
rear cross traffic alert, Apple
CarPlay and Android Auto, semi-
automatic perpendicular and
parallel parking, remote starting,
keyless entry, rain-sensing wipers,
automatic headlights
Redbook future values: 3yr: 36%;
5yr: 19%
compare with ...
Kia Stinger, Skoda Superb, Subaru
Liberty 3.6R, Toyota Camry V6, VW
Passat
HOLDEN ACADIA FROM $43,490
thirsty, though. At least it runs
on regular unleaded.
Having ample power on tap
means the front tyres can struggle
to find grip if you floor the throttle,
prompting the steering wheel to
wriggle in your hands. The Acadia
is not alone in this regard and you
soon adjust your driving style.
The 18-inch wheel and tyre
package on the LT and LTZ is the
most comfortable over bumps
and the steering is smooth and
accurate. However, the all-terrain
rubber doesn’t have quite as
much grip in tight bends as some
other similarly sized SUVs. The
flagship LTZ-V is better in corners
thanks to its road-biased 20-inch
wheels and low profile tyres, but
it’s a touch busier over bumps.
Overall, the Acadia is a
handsome, roomy, well-
equipped, sharply priced seven-
seater that’s also decent to drive.

I f you own a Ford Territory and

don’t know what to buy next,
it could be time to consider a
$43,490, $53,490 drive-away and
$63,490 respectively in front-
wheel-drive format. All-wheel
The large glass area gives the
Acadia excellent visibility in all
directions. There is ample storage
By Joshua Dowling

Holden. In the same way the
Territory once wowed the
locals, this bold box-shaped
seven-seater is Holden’s first
fair-dinkum attempt at a family
freighter that’s car-like to drive.
As you may have guessed from
the design, it comes from the
USA, where it is sold as a GMC
and competes with the Toyota
Kluger, Mazda CX-9 and Nissan
Pathfinder. The Acadia has more
cabin and cargo room than any
other vehicle in its class even
though its footprint and external
dimensions are slightly smaller
than the Mazda and Nissan.
Under the bonnet is the
biggest and most powerful
petrol engine in the class — a
3.6-litre V6 — matched to a
nine-speed auto. There are
three Acadia models — LT,
LTZ and LTZ-V — starting from
STARS
Safety
Not yet rated
Performance
Handling
Quality and reliability
drive adds $4000.
This sharp pricing means
Holden undercuts its main rivals
by between $1000 and $3000
despite being better equipped.
All models come with
autonomous emergency
braking, rear-view camera,
rear cross-traffic alert, blind
zone warning, lane keeping
assistance, forward crash alert
and a surprisingly effective
speed sign recognition camera.
Comfort and convenience
items include a sensor key
with push button start, built-
in navigation, Apple Car Play,
Android Auto, digital radio, and
three-zone air-conditioning.
A tow bar and seven-pin plug
are already fitted, tucked neatly
behind the rear bumper on all
models. Just add the neck and
tow ball. All grades have a space-
saver spare tyre stashed in the
rear cargo hold, however it’s a
chore to access.
in the centre console, glove box
and door pockets. Extendable sun
visors block side glare.
The middle row has a handy
slide-out storage tray under the
centre console, above which are
air-conditioning controls and two
USB ports — in addition to three
power sources up front and two
in the cargo hold. Legroom and
shoulder room in the middle row
are class-leading.
Access to the third row is
done by tilting and sliding
the second-row seat; there’s
enough room for an adult to
squeeze through. In the back
stalls, my 178cm frame fitted
reasonably comfortably.
The 3.6-litre V6 is perky by class
standards; 0 to 100km/h in 7.2
seconds as tested.
Even on gentle throttle the
Acadia wants to get up and go,
though it’s not over-sensitive.
Compared with a turbodiesel, or
four-cylinder turbopetrol, it is
THINGS WE LIKE
 Sharp price, well equipped
 Roomiest cabin and cargo hold in
the class
 Good connectivity and infotainment
 Perky V6
 Long list of safety tech
 Tow bar hitch standard (just add
neck and ball)
THINGS YOU MIGHT NOT LIKE
Interior is well put together but a
little plain
Petrol still thirstier than diesel in
most situations
Space-saver spare tyre not ideal
Steering wheel can wriggle under
hard acceleration
SPEX (LT)
Made in the USA
3.6-litre V6/nine-speed auto/front-
wheel drive
231kW of power at 6600rpm/367Nm
of torque at 5000rpm
0-100km/h in 7.2 seconds
6.9L/100km highway; 12.5L/100km
city; 91 octane; CO² emissions
209gkm
Warranty: Five years/unlimited km
Max towing weight 2000kg
Standard: Seven airbags, stability
control, autonomous emergency
braking, blind spot monitoring,
lane keeping assist, speed sign
recognition, rear cross traffic alert,
navigation, Apple CarPlay, Android
Auto, digital radio, three-zone air
Redbook future values: 3yr: 46%;
5yr: 27%

Comfort and refinement

Value for money

compare with ...
 Ford Everest, Kia Sorento, Hyundai
Overall Santa Fe, Mazda CX9, Nissan
 Pathfinder, Toyota Kluger

60 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

 S HONDA JAZZ FROM $14,990
K icking off from $14,990
for the VTi, the GK-series
Honda Jazz hatch brings fewer
variants, lower prices and —
bar one backward step — more
for your money.
For example, you’ll find a
reversing camera, emergency-
braking indicator flashes, hill-start
assist, LED lighting and 7-inch
touchscreen with integrated
Bluetooth phone/audio streaming
(at last) and ports for 12-volt/USB/
HDMI/MP4 connectivity.
That’s on top of six airbags,
stability control, cruise control,
reach- and tilt-adjustable
steering, trip computer, electric
windows, remote central locking,
air-conditioning and 15-inch
steel wheels. Note, however, that
drums now replace discs for the
rear brakes — a retrograde step
for usually reputable Honda.
Another $2000 will buy you
a CVT (continuously variable
transmission) in lieu of the
standard five-speed manual.
Next up is the CVT-only VTi-S
from $19,990, adding fog lights,
climate control, navigation,
better audio, alarm, fancier
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
 Ford Fiesta, Kia Rio, Mazda2,
Overall
 Volkswagen Polo
cloth, electric folding mirrors,
a leather-wrapped wheel, side
skirts and 16-inch alloys.
Topping the range with a price
tag of $22,990, the VTi-L includes
LED headlights, keyless entry
and start, leather, heated front
seats, centre armrest and rear
parking sensors.
One signature Jazz exclusive
dating back from 2002 remains —
the rear “Magic Seats” that fold
down low and flat into the cavity
usually reserved for the fuel tank
in other vehicles, allowing huge
floor-to-ceiling cargo space.
Plus, both rear cushions hinge
backwards against the backrest
to provide unparalleled cross-car
storage space as well.
The roomiest Jazz ever, aided
by a 30mm wheelbase stretch,
its tallness allows for easy entry,
while thin pillars and a vast
windscreen help vision all round.
The instruments are bright and
clear, ventilation is super effective
and there are more storage ideas
than in an IKEA catalogue. Is
there a more user-friendly city car
than the Jazz? Probably not.
The front seats, too, are fine
for room and comfort, while
the rear bench — though a
little short on thigh support —
provides extraordinarily spacious
accommodation for feet, legs,
knees and heads.
A large, easy-to-load cargo
area, low floor (with space-saver
spare below) and one-touch
Magic Seat folding mechanism
further underline the Honda’s
unique, class-leading practicality.
On the performance front, the
88kW/145Nm 1.5-litre single-
cam i-VTEC unit that has long
served the series is standard
across the range.
Ageing perhaps, but it is a
strong little unit, providing chirpy
off-the-line performance that
keeps on coming as speeds rise.
Mated to the responsive CVT,
the whole drivetrain feels smooth
and willing. It’s frugal on the
juice and runs fine on 91 octane
regular. A circa-60kg weight-loss
program certainly pays dividends.
On CVT models, an “Eco
Assist” function recalibrates the
electronics to prioritise efficiency,
while green-to-blue lighting is a
reminder to be a bit more feather-
footed with the throttle.
On the highway, the Jazz
cruises quietly and easily.
When you need to overtake, the
CVT transmission responds
immediately and smoothly.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 61
The electric power steering is
a light if rather feel-free device.
That said, there is a high degree
of handling and roadholding
finesse on offer, defined by a
flat and hunkered-down attitude
— a corollary of the lighter yet
stronger platform.
Furthermore, a concerted
effort to cut noise/vibration/
harshness pathways has resulted
in a solidly quiet operator, backed
up by a completely redesigned
MacPherson strut front and
torsion beam rear end.
The result is also a cushier ride
quality, though some road-rumble
intrusion remains evident.
Nevertheless, loss of rear
discs aside, the latest Jazz is the
best ever by some margin and
like its predecessors it works
particularly well in town. Given
that previous models have always
featured on the front row of the
class grid, it’s a car you should
certainly test drive before you
make a decision.
By Byron Mathioudakis
THINGS WE LIKE
 Brilliant rear-seat packaging
 Standard reversing camera
 Simple Bluetooth connectivity
 Fuel efficiency
 Parking ease
 Interior versatility
THINGS YOU MIGHT NOT LIKE
Rear brakes are now drums,
not discs
Overly light and feel-free steering
Fussier styling than before
Some hard cabin plastics
No digital speedo
SPEX (VTi CVT)
Made in Thailand
1.5-litre four-cylinder petrol/CVT
auto/front-wheel drive
88kW of power at 6600rpm, 145Nm
of torque at 4600rpm
0–100km/h N/A
5.0L/100km highway; 7.2L/100km
city; 91 octane regular; CO2
emissions are 138g/km
Warranty: Five years/unlimited
kilometres
Standard: Stability control, six
airbags, reversing camera,
Bluetooth phone/audio streaming,
USB port, hill-start assist, cruise
control, 15-inch steel wheels
Redbook future values: 3yr: 47%;
5yr: 37%
compare with ...
Renault Clio, Toyota Yaris,
HONDA HR-V FROM $24,990
H onda’s HRV, a compact
five-door SUV, combines
extraordinary interior
flexibility with a punchy
drivetrain and handsome
styling inside and out.
The base 1.8-litre petrol/
continuously variable automatic
(CVT) VTi model costs $24,990.
Then it’s the same drivetrain with
more fruit as you move up to the
VTi-S (from $27,990), followed by
the RS (from $31,990) and then
the VTi-LX at $34,590).
While the 1799cc single-cam
i-VTEC unit has seen dependable
service in the Civic for years,
its pairing with the latest-
generation CVT has given the 1.8
a fresh lease on life.
The HR-V is unexpectedly
perky off the line and will
maintain its eager acceleration
right up to the 6600rpm redline
(and a bit beyond).
The CVT, meanwhile, is quite
atypical in that it is not prone to
droning. In most driving situations,
it is as fast and responsive as the
best autos out there.
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
62 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
All in all, then, the HR-V offers
one of the livelier and more
refined drivetrain choices in its
ever-growing class.
If you approach a turn too fast,
the HRV will ultimately run wide
into understeer, of course, but
the bottom line is this compact
SUV’s dynamics are safe, secure
and more car-like than its high-
riding stance suggests.
Subaru’s XV and Toyota’s
C-HR are still the best handlers
in this class.
After the horror of discovering
that its Jazz sibling has devolved
into using drum rather than
disc rear brakes, the HR-V
boasts the latter, for precise and
incisive stopping power.
Honda’s engineers are also
proud of their crossover’s rigid yet
lightweight structure, which may
explain the agreeably supple ride
quality on the standard 16-inch
wheel and tyre package.
The larger 17-inch alternatives
do sacrifice some ride comfort
for better handling poise, while
they are also more susceptible
to transmitting road noise
inside the HR-V’s appealingly
presented cabin.
For an inexpensive entry-
level variant, the base VTi
looks and feels a step above
most of its equivalently priced
competitors, giving the HR-V a
real showroom edge.
Standard equipment includes
low-speed autonomous
emergency braking, but as with
the CRV Honda’s driver assist
safety tech is generally off the
pace. Lane departure warning is
available only on VTi-LX.
Being Jazz-derived, one of the
interior’s biggest strengths is
its feeling of space and airiness,
highlighted by the relatively
deep side windows (despite
the upsweep design) and high,
commanding seating positions.
The clean and uncluttered
dash is a very modern piece of kit,
dominated by a large central touch
screen containing a host of vehicle
settings, multimedia, Bluetooth
phone and rear-camera displays.
It is a very user-friendly example
of technology working with, rather
than against, the operator.
S 3
The rear seat has an
abundance of knee and
legroom (comparable to many
medium SUVs) combined with a
comfortably angled backrest.
The inclusion of Jazz-style
“Magic Seats” means the whole
split rear seat can nestle down
low, deep into the cavity where the
fuel tank lives in other vehicles,
allowing for an exceptionally large
extended cargo bay.
The cushion can also be tilted
upwards for transporting tall
narrow objects like a pair of
bikes (with their front wheels
removed of course).
Topping things off in the HR-
V’s tail is a large tailgate and
easy-to-load lip height.
In this compact SUV class,
the HRV is one of the front
runners along with Mazda’s CX-
3, Kia Sportage, Suzuki Vitara
and Toyota C-HR. Add it to your
test drive list.
By Byron Mathioudakis
THINGS WE LIKE
 Class-leading space efficiency
 Well equipped
 Strong and smooth performance
 Responsive steering and VTi’s
supple ride
THINGS YOU MIGHT NOT LIKE
 Front-wheel drive only
 Flimsy rear luggage cover
 Some engine noise intrusion at
speed
SPEX
 Made in Thailand
 1.8-litre four-cylinder petrol/CVT/
front-wheel drive
 105kW of power at 6500rpm/172Nm
of torque at 4300rpm
 0–100km/h N/A
 5.6L/100km highway; 8.5L/100km
city; 91 octane regular; CO2
emissions are 155g/km
 Warranty: Five years/unlimited km
 Fuel tank capacity 50 litres
 Maximum towing weight 800kg
 Standard: Six airbags, stability
control, low speed autonomuus
emergency braking, tyre pressure
monitoring, camera, Bluetooth audio
and phone streaming and 16-inch
alloy wheels. VTi-S includes lane
watch, LED headlights and 17-inch
alloys. VTi-LX includes leather trim,
sunroof, parking sensors and lane
departure warning.
 Redbook future values: 3yr:53%;
5yr: 44%
compare with ...
Ford EcoSport, Kia Sportage, Mazda
CX-3, Renault Captur, Subaru XV,
Suzuki Vitara, Toyota C-HR
 S HONDA CIVIC FROM $22,390
T his Civic is the 10th
generation since 1973 of
Honda’s signature model.
We’re testing the 1.8-litre
VTi-S sedan which, at $24,590,
sits one step above the base
1.8-litre VTi model, priced
at $22,390, and below three
1.5-litre turbo variants: the
$27,790 VTi-L, the sports-
flavoured $31,990 RS and the
$33,690 VTi-LX.
Civic hatch is available with
the same drivetrains at the
same prices for VTi and VTi-L,
$100 less for VTi-S and VTi-LX
and $300 more for RS.
Civic sedan has always been
one of the largest cars in its class
and this model almost qualifies
as a medium-sizer. Four adults
can spread out and relax in it.
There is a twin cockpit-style
front cabin, a driving position
adjustable for any physique and
luxurious front seats. There’s
also plenty of rear-seat legroom
and reasonable headroom
despite the raked, coupe-style
roofline. The wide, deep boot can
be extended with 60/40 split rear
seat backs.
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
 compare with ...
Overall
Materials, fit and finish on
Thai-built Hondas — that’s now
most of them, including Civic
— has often been sub-standard
compared with rivals from Japan
and South Korea. This Civic sees
a major lift in materials quality,
interior design and presentation,
now close to the VW Golf and
Mazda3 benchmarks.
Civic feels like a big unit from
the driver’s seat, so around town
you’re looking for more space
to work with than in some small
cars. Thin front pillars help with
clear forward vision, while a
reversing camera with movable
guidelines, wide-angle and top-
down view modes, plus parking
sensors at both ends, make
life easy in the shopping centre
demolition derby.
A simple, bright, all-digital
dash has your speed displayed
in huge numbers, handy in
our book ‘em ‘till they bleed
speed enforcement culture. The
infotainment touchscreen is
more convoluted than some in
its menu structure but responds
to the lightest finger pressure,
as does the swipe-style volume
control on the wheel. Apple
CarPlay and Android Auto are
standard, as is voice activation
but only with the phone functions.
VTi-S’ 1.8-litre four is matched
with a standard CVT transmission.
It flatters the engine’s humble
numbers by launching the car
smartly off the line and almost
compensating for its lack of low-
down pulling power, particularly
apparent in Eco mode.
Still, the 1.8 does the job
smoothly and honestly, with
the payoff being frugal fuel
consumption. I had no problem
recording single figures.
In cruise mode, where it’s
impressively refined, it can return
a diesel-like 5–6L/100km at a
steady 100km/h.
The softly suspended Civic has
sophisticated independent rear
suspension (rivals have a simple,
cheap torsion beam axle) and VTi-S
rolls on sensible 16-inch alloys
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 63
with 215/55 Hankook tyres. Around
town, the ride is supple and quiet.
It’s certainly no sports car,
but this suspension/wheel/tyre
setup translates nicely to the
highway, where the VTi-S sits
on the road with the poise,
comfort, refinement and authority
of a larger car, especially on
messy bitumen.
Civic VTi-S offers value,
space, comfort, refinement,
big-car confidence with small-
car fuel efficiency and — most
importantly — stylish design and
quality engineering.
The only major blot on its
copybook is the fact that driver
assist safety tech such as
autonomous emergency braking,
adaptive cruise and blind spot
monitoring, now standard on
rivals such as Mazda 3 and
Toyota Corolla, is included only
on VTi-L, RS and VTi-LX.
THINGS WE LIKE
 Looks sharp and well priced
 Spacious, comfortable cabin
 Smooth, quiet ride and secure
handling on rough roads
 Refined drivetrain and low fuel
consumption on regular unleaded
 Comfortable driving position and
supportive driver’s seat
 Clear, informative instruments and
touchscreen
THINGS YOU MIGHT NOT LIKE
A bit more grunt wouldn’t hurt
Driver-assist safety tech only
available on higher-spec models
Fit and finish not quite there yet
Short (every six months) service
intervals and warranty
SPEX (VTi-S)
Made in Thailand
1.8-litre four-cylinder petrol/CVT/
front-wheel drive
104kW of power at 6500rpm/174Nm
of torque at 4300rpm
0–100km/h N/A
5.0L/100km highway; 8.7L/100km
city; regular unleaded; CO2
emissions are 148g/km
Warranty: Five years/unlimited km
Standard: Six airbags, stability
control, 16-inch alloy wheels,
front and rear parking sensors,
rear camera, left-side blind spot
monitor, seven-inch touchscreen,
Bluetooth, two USB ports, HDMI
port, 12V socket, Apple CarPlay,
Android Auto, tyre pressure
warning, alarm, keyless entry and
start, leather-wrapped steering
wheel, space saver spare
Redbook future values: 3yr: 50%;
5yr: 36%
Holden Astra, Kia Cerato, Hyundai
Elantra, Mazda3, Toyota Corolla
HONDA CIVIC TYPE R FROM $51,990
T he Honda Civic Type R
finally returned to Australia
in 2017 after a five-year
absence. There’s one spec
only, priced at an ambitious
$51,990, and you can have any
transmission you like as long
as it’s a six-speed manual.
Under the bonnet, Honda has
introduced turbo power to the
Type R for the first time. The
numbers are respectable (228kW
and 400Nm) for a hot hatch but
they don’t tell the full story.
While most of Honda’s rivals
have more modern twin scroll,
or twin-turbo technology, the
Type R’s 2.0-litre four has
an old-school single-scroll
turbocharger attached to it.
That means not much happens
below 4000rpm, but then all
hell breaks loose at that point
and the chaos continues to the
7000rpm redline.
Honda did this intentionally
because, it says, it’s part of a
Type R’s DNA. That’s fine but as
far as real-world driving goes,
a little more flexibility in the
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
64 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
engine’s power delivery wouldn’t
have gone astray.
The Type R feels astonishingly
quick once the engine’s in “the
zone” but the numbers don’t
stack up to Honda’s claim.
Honda publishes a 0 to
100km/h time of 5.7 seconds.
Using satellite timing equipment,
launch control and Race mode,
the best we saw was a pair
of 6.2-second times in each
direction. And that was on a
perfect surface with good grip at
a race track in Germany.
Second gear runs out at a true
98km/h (versus 102km/h indicated
on the speedometer); the shift to
third then costs valuable fractions
of a second in the industry-
standard sprint to 100km/h.
Despite the hype, this makes
the Civic Type R slower than a
VW Golf GTI and Hyundai i30N —
both of which are a lot cheaper.
Indeed, the Honda is in the same
price bracket as the all-wheel-
drive VW Golf R (4.9 seconds on
our timing equipment) so bang
for your bucks it ain’t.
More impressive is the
stopping power: from 100km/h
to zero, the Type R pulled up in
an average of just 33.1m over
four emergency stops. This is
Porsche 911 territory.
Of course, hot hatches are
not all about straight-line
performance. The Type R is
incredibly precise and agile when
it comes to corners.
With the same magnetically
controlled suspension technology
used in Ferraris and Corvettes,
there are three driving modes:
Comfort, Sport and Race.
Sport is the sweet spot.
Despite running 20-inch rims
with super-low-profile tyres
(Continental 245/30s), the Civic
Type R is compliant over smooth
surfaces and moderate bumps,
but it starts to get uncomfortable
on bumpy pavement. There’s
only so much the superbly snug
sports seats can do to cosset you.
Rev-matching technology
makes every gear shift perfect
without having to “heel and toe”
like a race driver.
But the car still requires
concentration. You can feel the
steering wheel wriggle as the front
tyres scramble for grip, especially
in first and second gears, as the
mechanical limited-slip front
differential finds traction.
The steering can feel a touch
too sensitive at freeway speeds but
on a race track, it pays dividends.
In Race mode, the car’s reflexes
are amplified. The steering and
throttle inputs are sharper and
the stiffened suspension stands
up better in tight turns.
What the Honda Civic Type
R lacks in perfection and
performance, it makes up for
with personality. For many
buyers, that’s all that matters.
That $50K-plus pricetag hurts its
deal appeal, though.
By Joshua Dowling
THINGS WE LIKE
 Mental turbo performance from
4000rpm
 Rev matching makes downshifts
easy and smooth
 Incredible stopping power thanks
to grippy tyres and massive brakes
 Typically agile Honda handling
 Superb sports seats
THINGS YOU MIGHT NOT LIKE
 Old-school turbo lag
 Overpriced
 Not as quick as Honda says it is
 Rugged ride on bumpy roads
SPEX
 Made in England
 2.0L turbopetrol four/six-speed
manual/front-wheel drive
 228kW of power at 6500rpm/400Nm
of torque from 2500-4500rpm
 0-100km/h in 5.7 seconds (claimed)
 7.1L/100km highway; 11.7L/100km
city; 95 octane premium; CO2
emissions are 200g/km
 Warranty: Five years/unlimited
kilometres
 Standard: Six airbags, stability
control, radar cruise, forward
collision warning, automatic
emergency braking, lane keeping,
left lane camera, parking sensors,
rear camera, lap timer, Apple
CarPlay, Android Auto, Bluetooth,
Brembo brakes, adaptive dampers,
20-inch alloys.
 Redbook future values: 3yr: 51%;
5yr: 37%
compare with ...
VW Golf GTi/R, Hyundai i30N,
Renault Megane RS, Subaru WRX STi
 S HONDA ODYSSEY FROM $37,990
Honda’s Odyssey is priced floor is lower than usual, with an
from a sharp $37,610 for the extended wheelbase and wheels-
base VTi. The more generously at-each-corner stance. The result
equipped VTi-L is $47,590. is outstanding interior space, with
Brandishing van-like electric high-set, eight-person seating
sliding doors and a high roof for in the VTi or a seven-person
ultra-easy entry, the Odyssey’s arrangement in the plusher VTi-L.
The latter ditches a three-seat
second-row bench for a pair of
STARS very comfortable airline-style
reclinable chairs with armrests
Safety Quality and
and an ottoman. Uniquely, they
reliability
can slide sideways and back for
ANCAP
Green Vehicle Comfort and limousine levels of legroom.
Guide refinement Like the previous model,
Odyssey’s practicality as a kid
Performance Value for money
carrier is tarnished by the fact
Handling Overall that, in the continued absence
of ISOFIX restraint mounts,
child-restraint tether straps for
the VTi’s second-row seats are
anchored in the roof rather than
on the back of the seats. This
compromises third-row entry
and exit when restraints are
fitted, making life uncomfortable
for those seated in the third
row and requiring constant
adjustment of the straps. As a
parent, this silly arrangement
will drive you nuts.
The VTi-L’s restraint anchors
are on the back of the seats,
where they should be.
The 2.4-litre four-cylinder
petrol engine won’t rip your
arms off but it goes well enough.
Fuel consumption, on 91 octane,
is excellent for a boxy 1819kg
wagon. Sharp and responsive
steering complements the
Odyssey’s decent handling.
By Byron Mathioudakis
THINGS WE LIKE
 Proper space for seven/eight adults
 Refined, strong drivetrain
 Modern, appealing interior
 Sliding side doors
 Honda quality and bulletproof
reliability
THINGS YOU MIGHT NOT LIKE
Illogical and inconvenient row-two
child-restraint anchor location in VTi
Fiddly climate control adjustment
CVT flares under hard acceleration
Road noise and suspension thump
Low floor can result in doors
scraping gutters
SPEX (VTi)
Made in Japan
2.4-litre four-cylinder petrol/CVT
auto/front-wheel drive
129kW of power at 6200rpm/225Nm
of torque at 4000rpm
0–100km/h N/A
6.6L/100km highway; 9.4L/100km city;
91 octane; CO2 emissions are 178g/km
Warranty: Five years/unlimited km
Standard: Six airbags, stability
control, eight seats, 17-inch alloy
wheels, dual-zone air, Bluetooth.
VTi-L adds leather, heated and
electrically adjustable front seats,
sunroof, two-person second-row
seating, rear air, sunblinds, active
headlights, surround-view camera,
lane-departure and blind-spot
warnings with rear cross-traffic alert
Redbook future values: 3yr: 53%;
5yr: 39%
compare with ...
Hyundai iMax, Kia Carnival, Mazda
CX9, Toyota Kluger, VW Multivan

S HONDA ACCORD FROM $43,990

There’s another ashtray in each of THINGS YOU MIGHT NOT LIKE
the rear doors — so everybody can Overpriced
light up and have fun … Drivetrain is off the pace
Rear-seat space is fine for Awful steering
adults; the seat is comfortable Choppy ride on rough roads
Automated braking system
and the low windowsills add to the needs work
sense of space and light, so kids Three ashtrays and a lighter?
will be happy in the Honda. In 2017?
The boot is quite small, with
only a porthole to extend its SPEX (VTi-L)
Made in Thailand
capacity. A full-size spare on an 2.4-litre four-cylinder petrol/five-
alloy wheel is under the floor. speed automatic/front-wheel drive
The Accord is disappointing, 129kW of power at 6200rpm/225Nm
a lowest-common-denominator of torque at 4000rpm
0–100km/h in 9.2 seconds
car, built down to a price and poor
6.1L/100km highway; 11.6L/100km
Honda’s Accord range opens $43,990. The 206kW 3.5-litre V6/ value by class standards. city; 91 octane; CO2 emissions
with the 129kW 2.4-litre petrol/ six-speed automatic Accord V6L There are several much more are 192g/km
five-speed automatic Accord costs $52,590. capable, good-value alternatives Warranty: Five years/unlimited
VTi-L, as tested here, at The 2.4 is a dull engine to the Honda, notably Toyota’s kilometres
that shows its age in its lack Camry — especially the Camry Standard: Six airbags, stability
control, rear camera, 16-inch alloy
of sparkle, tractability and Hybrid — Ford’s underrated
STARS refinement. It’s also pretty thirsty Mondeo, the Skoda Superb,
wheels, Bluetooth; VTi-S adds Lane
Watch, parking sensors and 17-inch
in real-world driving, especially Subaru Liberty, VW Passat and alloys. VTi-L adds a sunroof, 18-
Safety Quality and
compared with the 2.5-litre engine Mazda’s beautifully-built 6. inch alloys, navigation and active
reliability
in the Mazda6. cornering headlights
ANCAP
Redbook future values: 3yr: 48%;
Green Vehicle Comfort and A simple, stylish, conservative 5yr: 35%
Guide refinement interior feels like $30,000 worth, THINGS WE LIKE
not $45,000.  Spacious cabin
Performance Value for money  Quality tyres
The Accord does have a once-  Honda reliability compare with ...
Handling Overall popular feature that you just don’t  Full-size spare Ford Mondeo, Mazda6, Subaru
get in many new cars these days:  Lane Watch system Liberty, Toyota Camry, VW Passat
an ashtray! It even has a lighter.

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 65

HONDA CRV FROM $28,690
H onda’S CR-V, the world’s
top-selling SUV, lost its way
for a while but is now back in
serious contention with the fifth
generation since 1997. Priced
from $28,290 for the Vi front-
drive auto, the latest version
has expanded its repertoire
with seven-seat availability
as part of a range that also
includes all-wheel drive but no
more diesel option.
Beneath the contemporary
styling is Honda’s latest ‘Earth
Dreams’ architecture — a
sophisticated low-centre-of-gravity
platform plus a four-cylinder
turbo petrol engine, multi-link
rear suspension and a clever fuel-
saving all-wheel-drive system that
cuts in and out only when required.
This CRV is pleasingly
spacious, easy to drive,
comfortable, quiet, powerful,
economical and agile. So it
shares many of the attributes of
its better competitors.
Let’s take the packaging.
This is a true five-seater with
heaps of space up front in all
directions. Cushy yet supportive
seats perched up high, superb
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
66 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
all-round vision, a nicely finished
dash featuring a huge central
touchscreen that’s simple to
operate, clear instrumentation,
ample ventilation and almost
endless storage all prove that
Honda has studied SUV buyers’
requirements intensively.
That’s confirmed in the back.
Rear legroom is exceptional, the
split backrests recline and there
are face-level air vents, while
two USB ports should sustain
attention-diverting electronics
for hours.
The two back seats in the
VTi-E and VTi-L are tight and
suitable for young kids only,
which is usual in this class. If
you want seven full-size seats,
you need a Mazda CX9.
A long, flat luggage area is
accessed on all but the base
variant by an electrically operated
tailgate. A full-sized alloy spare is
fitted to all variants.
The 1.5-litre four-cylinder
turbopetrol powering all models
(bar the base Vi, which has
a 2.0-litre petrol) provides a
respectable dose of acceleration
for quick and seamless
getaways, assisted by a smooth
and unexpectedly responsive
CVT continuously variable
transmission. It’s also pretty
frugal, at least according to the
official figures.
Handling is responsive and
predicatable thanks to quick
steering and very assured
roadholding. Honda’s engineers
seem to have dialled in just the
right amount of steering effort
and feedback.
And though there is an
underlying firmness to the ride,
with nothing like the cushiness of
the outstanding Forester, there’s
still sufficient suppleness to ably
deal with most road irregularities.
Quietness is another virtue.
The 1.5-litre VTi front-
wheel drive, priced from
$30,690, includes a 7.0-inch
touchscreen, reverse camera,
automatic air, keyless entry and
start with walkaway locking,
Apple CarPlay/Android Auto
connectivity and alloys.
VTi-S, from $33,290, adds
a power tailgate, navigation,
parking sensors and passenger-
side blind-spot monitoring — but
S
not driver’s side. The all-wheel-
drive VTi-S is $35,490.
Seven seaters start with
the VTI-E front wheel drive at
$34,490. VTi-L, with leather and
a sunroof is $38,990.
Honda’s full safety kit,
including autonomous
emergency braking, is only
available on VTi-S AWD and the
top spec VTi-LX AWD, priced
from $44,290, which is poor form
and gives the CRV markedly
inferior safety specification to
Mazda’s CX5, Subaru’s Forester,
Toyota RAV4 and the VW Tiguan.
The fifth-generation CR-V is
a roomy, practical, sophisticated
SUV. It’s secure and capable as
a drive, but if safety is a priority,
the Mazda, Subaru and VW are
better choices, with the Subaru
the clear class leader overall.
By Byron Mathioudakis
THINGS WE LIKE
 Strong, refined 1.5-litre turbo
 Sporty handling
 Spacious cargo area
 Powered tailgate
 Easy and logical control layout
 Long warranty
THINGS YOU MIGHT NOT LIKE
Way off the pace with safety features
In five-seater models the middle-
centre seatbelt is mounted on the
roof
Back seats in seven seaters are
suitable only for young kids
SPEX (VTi-S)
Made in Thailand
1.5-litre four-cylinder turbopetrol/
seven-speed automatic/front-
wheel drive
140kW of power at
5600rpm/240Nm of torque from
2000-5000rpm
0-100km in 9.9 seconds (claimed)
6.2L/100km highway; 9.2L/100km
city; 91 octane; CO² emissions are
166g/km. Fuel tank is 57 litres
Warranty: Five years/unlimited
kilometres
Max towing weight: 1000kg
Six airbags, stability control,
parking sensors, navigation,
camera, Lane Watch offside
camera, power tailgate, automatic
air, Apple CarPlay/Android Auto,
Bluetooth, auto on/off lights, walk-
away auto locking, AUX/USB port,
tyre-pressure monitoring, 18-inch
alloy wheels, full-size spare
Redbook future values: 3yr: 54%;
5yr: 43%
compare with ...
Mitsubishi Outlander, Mazda CX-5,
Nissan X-Trail, Subaru Forester,
Toyota RAV4, Volkswagen Tiguan
S HYUNDAI ACCENT FROM $15,490
Hyundai’s Accent is cleverly Prices start at $15,490 for the
designed to offer generous interior 103kW direct-injection 1.6-litre
space in a compact body and petrol Accent Sport hatch and
comes as a sedan or hatchback. sedan. A six-speed manual is
standard and a six-speed
auto adds $2000.
STARS The 1.6 is one of the most
powerful engines in this class,
Safety Quality and
ANCAP reliability so performance is strong. It can
Green Vehicle also return reasonable highway
Guide Comfort and fuel economy running on regular
Not available refinement unleaded, but it’s got a bit of a
Performance thirst in town and it’s not the
Handling
Value for money most refined device either.
Handling is vice-free given
Overall
the Accent’s purpose in life,
while the ride is comfortable
S HYUNDAI ELANTRA FROM $21,490
The current Hyundai Elantra auto is $25,990.
is almost as big the original 1978 Sport runs a 150kW 1.6-litre
Holden VB Commodore. Bumper turbopetrol engine, with six-
to bumper, it’s just 20cm shorter, speed manual or seven-speed
but the Hyundai has a bigger dual-clutch automated manual
cabin and boot. transmissions, priced at $28,990
Pricing kicks off at $21,490 for and $31,490 respectively.
the 2.0-litre petrol Elantra Go It also has independent rear
six-speed manual, and $23,790 suspension, rather than the
for the six-speed auto. Active basic torsion beam setup of the
other models. Sport Premium
specification adds $2500.
STARS The Elantra drives well. It’s
Safety Quality, reliability
superbly comfortable over bumps
and feels solid, stable and secure
ANCAP Comfort and in corners. Hyundai has been
Performance refinement adapting its cars to suit local
conditions for several years
Handling Value for money
now and the improvements are
Overall starting to yield dividends.
The seats are comfortable
front and rear and visibility all
and compliant. The driver
sits high on a saggy cushion,
with no steering-wheel reach
adjustment available.
Infotainment includes a 5-inch
touchscreen and Apple CarPlay.
Rear vision is partially blocked
by the rear-seat head restraints
and thick rear corners.
Rear-seat space is generous
and the boot is huge.
If you’re after a small
outside/big inside car to use as
your day-to-day city drive, the
Accent is worth a look.
Hyundai’s long warranty, low
running costs and grief-free
ownership reputation are bonuses.
Accent is the top-selling car
in this class, where the manual
hatch is regularly offered at
$15,990-$16,990 drive-away.
The Kia Rio, Mazda2, Honda
Jazz and VW Polo are more
sophisticated cars, but at
considerably higher prices.
THINGS WE LIKE
 Generous interior space for a
small car
 Works beautifully as a city runabout
 Most powerful engine in the class
around the car is clear.
The headlights on low and high
beam are superb.
A full-size spare also gives you
peace of mind if travelling big
distances in remote areas (and
convenience if you get a flat tyre
in the city). Most of the Elantra’s
rivals have skinny space savers.
Compare Elantra with the
Kia Cerato, Honda Civic, Toyota
Corolla, Holden Astra and
Subaru Impreza.
The Holden and Subaru’s
overall reliability record isn’t
as good as the others, and the
Civic is arguably the pick of them
overall. The Kia has a seven years
warranty.
You should never pay full retail
for any of these cars. All of them
are regularly offered at drive
away prices that will save you
thousands of dollars.
By Joshua Dowling
THINGS WE LIKE
 Roomy cabin and big boot with full-
size spare
 Smooth engine and transmission
 Excellent quality and reliability
 Full-size spare
 Good value for money
THINGS YOU MIGHT NOT LIKE
 No steering-wheel reach
adjustment
 1.6 can be a bit thirsty in town.
 Remote-control steering
 Restricted rear vision in hatch
SPEX (Sport manual)
 Made in South Korea
 1.6-litre four-cylinder petrol/six-
speed manual/front-wheel drive
 103kW of power at 6300rpm/167Nm
of torque at 4850rpm
 0–100km/h: N/A
 5.1L/100km highway; 9.2L/100km
city, 91 octane regular, CO2
emissions are 154g/km
 Warranty: Five years/unlimited
kilometres
 Standard: Six airbags, stability
control, 16-inch alloy wheels, Apple
CarPlay connectivity, Bluetooth
with audio streaming, USB, air-
conditioning, cruise control
 Redbook future values: 3yr: 45%;
5yr: 33%
compare with ...
Ford Fiesta, Honda Jazz/City, Kia
Rio, Mazda2, Toyota Yaris, VW Polo
 Comfortable over bumps and in
bends
 Excellent quality and reliability
 Long warranty
THINGS YOU MIGHT NOT LIKE
 Lacks auto-up driver’s power
window switch
 Interior design is a bit bland
 Better value at discount
drive-away prices
 Weak resale values
SPEX (Active auto)
 Made in South Korea
 2.0-litre four-cylinder petrol/six-
speed automatic/front-wheel drive
 112kW of power at 6200rpm/192Nm
of torque at 4000rpm
 0–100km/h N/A
 5.5L/100km highway;10.1L/100km
city; regular unleaded; CO2
emissions are 167g/km
 Warranty: Five years/unlimited
kilometres
 Standard: Six airbags, stability
control, touchscreen, rear camera
and sensors, Apple CarPlay,
Bluetooth, USB, 16-inch alloy
wheels, full-size alloy spare wheel
 Redbook future value: 3yr: 46%;
5yr: 34%
compare with ...
Holden Astra, Honda Civic, Mazda3
NEW CAR BUYER | 67
HYUNDAI I30 FROM $19,990 S
comfortable driver’s seat, albeit
with a fairly short cushion.
Rear seat legroom is a bit tight
for tall adults, and there are no
rear vents or backrest angle
adjustment, though the bench
itself is firm and comfortable.
Boot space is generous, but you
have to lift objects over a high lip
and put them into a deep well in
the floor. The extended floor has a
big step in it, too. Active has a full-
size spare on an alloy wheel; other
models have a space saver.
As with the Toyota Corolla, its
closest rival, Hyundai’s i30 offers
set-and-forget motoring, low
running costs and exceptional
quality at a reasonable price,
especially with attractive drive-
away discount deals on Go and

Y ou don’t mess around with a

winning formula, so Hyundai’s
third-generation i30 offers more
Premium ($35,490) grades.
A punchy 150kW 1.6-litre
turbopetrol powers the N Line
town, cruises smoothly and quietly
and has enough top-end power to
safely overtake. Eco, Normal and
Active models. What’s not to like
about that?

of the same: a strong value-for-
money proposition, excellent
quality and reliability backed up
by a generous warranty.
Its styling has become more
conservative, inside and out, to
more closely resemble its Kia
stablemate’s Euro hatch aesthetic.
Prices open at $19,990 for the
120kW 2.0-litre/six-speed manual
Go. That’s excluding on-road
costs, but Hyundai is renowned for
its aggressive drive-away deals,
so go to its website and check out
the current offers, which will save
you about $2500.
A six-speed auto adds $2300.
Active manual is $21,090; the
auto is $23,390.
Elite auto is $27,790 and
Premium is $32,790.
Go and Active are also
available with a 100kW 1.6-litre
turbodiesel, at $24,990 and
$26,090 respectively, matched
with a seven-speed dual-clutch
transmission. The diesel is also
available in Elite ($30,490) and
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
hatch, priced at $26,490. The
seven-speed transmission adds
$3000 and is standard on the
$34,990 SR Premium.
All models above Active include
a comprehensive suite of driver-
assist safety features: automatic
emergency braking, blind-spot
detection, rear-cross traffic alert,
lane keeping and radar cruise.
These are available as a $1750
option pack on Go and Active.
In other respects, though,
Active is very well equipped for a
base model, with an eight-inch
touchscreen, navigation, SUNA
traffic updates and speed-camera
alerts, Apple CarPlay/Android
Auto functionality, 16-inch alloys,
tyre pressure monitoring, a
camera and rear parking sensors.
Active’s 2.0-litre engine goes
well enough, though, like any
naturally aspirated four, it lacks
the midrange pulling power of
a turbo. Still, with the six-speed
auto, it gets off the line smartly,
has adequate performance in
Sport modes are provided, but no
automatic stop/start.
On test, the car used
6L/100km on the highway and
10–11L/100km in town, on
regular unleaded.
The suspension is tuned
on the firm side for good
control, bump absorption and
roadholding at speed, but with
sufficient compliance for a
reasonably comfortable ride in
town. The steering feels slightly
vague and disconnected on
centre, a typical Hyundai trait.
Switches and controls
work with precision and the
touchscreen has bright, hi-
resolution graphics.
Voice control works only
with the Android or CarPlay
apps on your USB-connected
smartphone, but the Bluetooth
connection is quick and reliable.
There’s ample driving-
position adjustment, clear vision
(assisted by the rear camera
with moving guidelines) and a
THINGS WE LIKE
 Excellent value when “drive away
no more to pay”
 Outstanding quality and reliability
 Long warranty
 High-grade infotainment
specification in base model
 Tidy handling and a comfortable
ride
 1.6-litre turbopetrol Active is the
pick of the range
THINGS YOU MIGHT NOT LIKE
 Unimaginative exterior styling
 Tightish back seat space with no
vents
 Deep boot with high load lip
 Remote-control steering
 2.0-litre engine lacks accessible
torque compared with a turbo
SPEX (Active auto)
 Made in South Korea
 2.0-litre four cylinder petrol/six-
speed automatic/front-wheel drive
 120kW of power at 6500rpm/203Nm
of torque at 4700rpm
 0–100km/h N/A
 5.9L/100km highway; 10.1L/100km
city; 91 octane; CO2 emissions are
173gkm
 Warranty: Five years/unlimited
kilometres
 Standard: Seven airbags, stability
control, automatic headlights,
16-inch alloy wheels, rear parking
sensors, camera, eight-inch
touchscreen, Bluetooth, Apple
CarPlay/Android Auto compatibility,
navigation with traffic updates and
speed camera alerts, tyre pressure
monitoring, cloth upholstery, full
size spare.
 Redbook future values: 3yr: 49%;
5yr: 36%

Value for money compare with ...

Overall Ford Focus, Mazda3, Subaru
Impreza, Toyota Corolla, VW Golf

68 | NEW CAR BUYER

 S HYUNDAI I30 N FROM $40,490
H yundai’s first crack at the
hot hatch class, the i30 N
was hyped to the max prior to its
arrival, a dangerous thing to do if
the walk don’t match the talk.
The first product of Hyundai’s
N performance division, the
i30 N is the creation of Albert
Biermann, former engineering
chief of BMW’s M operation.
At $40,490, i30 N is the best
value in the class, whichever
way you look at it. Its 2.0-litre
turbo four produces 202kW
of power and up to 378Nm of
torque on over-boost, so it has
the traditional hot hatch value
measure (bang for your buck)
well covered against rivals at the
$40K price point.
A Fastback variant, with a
longer, lower coupe style body,
costs $41,990. It features the
same drivetrain as the hatch, and
comparable standard equipment,
but the adaptive suspension has a
slightly more compliant tune that
will also be introduced on the
hatch by the end of 2019.
Hyundai’s warranty includes
coverage for non-competition
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
track days — bankable quality,
reliability and low servicing costs.
Specific performance N
hardware includes 19-inch alloys
with 235/35 Pirelli P Zeros, an
adjustable electromechanical
limited slip diff, multilink rear
end (the regular i30 has a torsion
beam), adjustable dampers
all round, larger brakes, extra
bracing and a sports exhaust.
Apart from a few discreet
N logos, blue stitching, dark
rooflining and a fat-rimmed
M-style steering wheel, the
cabin differs little from a
shopping trolley i30.
Our test car’s $3000 Luxury
Pack option includes heavily
bolstered, heated and power-
adjustable Recaro-lookalike front
seats, upholstered in suede and
leather, that offer great support
when cornering and all-day
comfort when cruising.
You can set engine
responsiveness, rev matching,
limited slip diff operation, exhaust
sound, damping, steering weight
and stability control intervention
to any combination you like
in Custom mode, using the
infotainment touchscreen. If it’s
all too hard, just tap the N mode
paddle for full-monty everything.
Daily drive modes include Eco
— which, of course, not many will
use — Normal and Sport.
The 2.0-litre is a touch lazy at
low revs but at 2000rpm, a full-
fat serve of solid turbo shove
arrives and continues unabated to
6250rpm. Sequential shift lights on
the instrument panel tell you when
it’s time to grab another gear.
With looser and longer throw
than the best Euro manuals
(there’s no automatic as yet),
Hyundai’s gearbox is acceptably
slick in action. Rev matching
works nicely if you’re no heel-
and-toe hero; downshifts are
accompanied by loud, menacing
staccato bursts of machine
gun-like fire from the exhaust,
guaranteed to get you a chat
with your friendly highway patrol
officer if they’re within earshot.
A mechanical limited slip
diff, together with the adhesive
Pirellis, ensures that even on full
throttle, the N gets clean, strong
drive out of corners.
It turns in quickly and
accurately, with a tight, flat
attitude, though the Hyundai
is also quite nose heavy, so
you work fairly hard on a tight,
winding road. The steering
itself is M-style meaty and
communicative; there’s inevitable
torque steer, too, but it’s not
excessive. Brakes — humble
twin-piston units all round — are
powerful and fade-free.
On forgiving suspension
settings, the ride is still firm
and considerably less absorbent
than the Golf. It’s tolerable over
long distances, but the more
compliant Fastback suspension
will be an improvement.
THINGS WE LIKE
 Great value
 Long warranty and low running
costs
 Punchy, tuneful 2.0 turbo
 One of the best-handling hot
hatches
 Loaded with serious performance
tech and engineering
 Works as an everyday drive, too
THINGS YOU MIGHT NOT LIKE
 Fairly basic driver-assist safety
specification
 Touchscreen is too far away and
has unresponsive icons
 Tight back-seat space
SPEX
 Made in the Czech Republic
 2.0-litre four cylinder turbopetrol/
six-speed manual/front-wheel drive
 202kW of power at 6000rpm
 353Nm of torque from 1450-
4700rpm
 0-100km/h in 6.2 seconds (claimed)
 6.4L/100km highway; 10.6L/100km
city; 95 premium; CO2 emissions
are 186gkm
 Warranty: Five years/unlimited km
 Standard: Seven airbags, stability
control, autonomous emergency
braking, lane keep assist, tyre
pressure monitoring, automatic
headlights, camera, rear parking
sensors, eight-inch touchscreen,
Bluetooth, digital radio, Apple
CarPlay, Android Auto, 19-inch
alloys, leather-wrapped steering
wheel.
 Redbook future values: 3yr: 48%;
5yr: 35%
compare with ...
Honda Type R, Renault Megane RS,
Subaru WRX, VW Golf GTi
NEW CAR BUYER | 69
HYUNDAI IONIQ FROM $33,990
E lectric drivetrain technology
has progressed to the point
where 200km and beyond is now
an achievable range, so if you
live in a capital city, an electric
car is certainly a viable option as
your daily driver.
Hyundai’s new Ioniq is a
three-model line-up that
includes a pure electric variant,
with a claimed range of up to
230km, and a Toyota Prius-style
petrol/electric hybrid, where
the electric motor improves the
efficiency of the petrol engine
rather than being able to shift
the car by itself.
Ioniq plug-in, tested here,
claims up to 63km on electricity
alone from its 8.9kWh lithium-ion
battery. In hybrid mode, where it
switches between 1.6-litre petrol
and battery power, sometimes
using both depending upon how
and where you’re driving, its
range can exceed 600km.
Priced from $40,990 in Elite
specification, or $45,490 for
the Premium, as tested, Ioniq
plug-in is $7000 more expensive
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
70 | NEW CAR BUYER
than the petrol/electric hybrid
and $3500 (Premium) to $4000
(Elite) cheaper than the pure
electric model.
Plug-in means exactly that.
You can charge Ioniq’s battery at
home, in about two hours using a
wall-mounted charger that costs
$1950 (including installation), or
by plugging the supplied lead into
a 10-amp household power point.
Using that method, I recharged
the test car’s battery from dead
flat to 100 per cent in three
hours, 50 minutes.
If you forget, or the battery runs
out of charge while you’re driving,
no problem. Ioniq automatically
goes into hybrid mode.
I got 40km on electricity alone,
but in optimum conditions — city
traffic, where frequent braking
puts charge back into the battery
— Hyundai’s claimed 63km is
possible. In hybrid mode, with
about 80 per cent highway
and 20 per cent around town
driving, the test car averaged
3.0-3.5L/100km. On the open
road you won’t get close to
Hyundai’s claimed 1.1L/100km.
The battery is warranted for
eight years/160,000km.
Refined and luxurious, Ioniq
has a comfortable ride, a
supportive driver’s seat and
hushed cabin in electric (EV)
mode. You hear only a faint
drone from the petrol engine at
highway speeds and virtually
no wind noise.
Rear seat space is fine for
most adults; the seat is firm
and comfortable and vents are
provided, but no connectivity.
All the must-have safety tech is
standard, though autonomous
emergency braking works only at
speeds up to 80km/h.
Performance, especially in EV
mode, is sedate but we’re not
in a hot rod here, are we? The
objective is efficiency, not tyre-
frying acceleration. It’s fine in
S
daily driving and when you need
a shove, the petrol engine kicks
in with reasonable enthusiasm,
assisted by a responsive six-
speed dual-clutch transmission.
You can select EV, Hybrid
or Sport mode, which extracts
maximum hybrid performance
and adds weight to the steering.
But “Sport?” Not even close.
Tight, solid and planted,
Ioniq’s dynamics are a highlight.
Locally tuned, independent
suspension (at both ends)
offers excellent control and
compliance, even on rough
roads. It’s heavy, but a low
centre of gravity means it
doesn’t feel ponderous. I’ve
driven plenty of “normal” cars
that are less capable and
enjoyable at speed.
Ioniq plug-in is a good thing. It
offers most of the advantages of
a pure electric car, without the
limitations, in a reasonably priced
package that’s comfortable,
enjoyable to drive and backed by
Hyundai’s best in the business
quality and reliability.
THINGS WE LIKE
 Combines the best of petrol and
electric drivetrains
 Spacious and comfortable
 Hyundai quality and reliability
 Safe and secure
THINGS YOU MIGHT NOT LIKE
 It’s not exactly excitement-plus
 The interior is pretty dull, too
 AEB works only up to 80km/h
 No spare, just a repair kit
 Resale values could be iffy
SPEX
 Made in South Korea
 1.6-litre petrol/electric hybrid/six-
speed dual-clutch automatic/front-
wheel drive
 104kW of power/240Nm of torque
(combined)
 1.1L/100km (claimed, combined);
regular unleaded; CO2 emissions
are 26gkm (combined)
 Warranty: Five years/unlimited km
 Standard: Seven airbags, stability
control, AEB, adaptive cruise, blind
spot monitoring, lane keeping, rear
cross traffic alert, Bluetooth, Apple
CarPlay, Android Auto, 16-inch alloy
wheels, dual-zone air, navigation.
Premium includes heated and
cooled, power adjustable, leather
upholstered front seats, a sunroof
and wireless phone charging
 Redbook future values: 3yr: 42%;
5yr: 30%
compare with ...
Nissan Leaf
S HYUNDAI KONA FROM $23,500
A n i30 hatch given the
compact SUV treatment,
Hyundai’s base-model Kona Go,
tested here, is $23,500.
You get a 2.0-litre petrol four
with 110kW of power and 180Nm of
torque, matched with a six-speed
automatic and front-wheel drive.
The i30 Active hatchback has a
more powerful version of the same
drivetrain, with 120kW and 203Nm.
Kona Active is $25,500, Elite is
$29,500 and Highlander is $35,500.
A more sophisticated,
frugal 1.6-litre direct-injection
turbopetrol engine, with 130kW
and 265Nm, is matched with
a seven-speed dual-clutch
transmission and all-wheel drive,
priced from $27,000 for the Go,
$29,000 for the Active, $33,000 for
Elite and $39,000 for Highlander.
If you plan to go off-road,
Kona’s extra 30mm of ground
clearance over the i30 will
be useful. If you don’t, it’s
irrelevant. The i30 also has a
full-size alloy spare; Kona gets a
steel space saver. Shouldn’t that
be the other way around?
Hyundai’s servicing is relatively
cheap, its reliability record is
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall

outstanding and you get a five-
year warranty.
Kona Active’s standard
equipment list includes a seven-
inch infotainment touchscreen,
Bluetooth, Apple CarPlay and
Android Auto compatibility. Voice
control works only with these apps.
Kona has 361 litres of boot
volume with all seats in use, and
1143 litres with the rear seat
backs folded forward.
The i30’s equivalent numbers
are 395 litres and 1301 litres. So
the hatch has more load space
than the SUV.
According to Hyundai’s
measurements, i30 also has
more rear-seat head room, more
front and rear-seat leg room,
and more front and rear-seat
shoulder room than Kona.
So apart from front-seat head
room, where Kona has more,
the hatchback also has greater
occupant space in every direction
than the SUV.
Tall drivers are slightly cramped
for leg room due to insufficient
steering wheel reach adjustment
and a shallow footwell.
There’s enough handy storage,
including a shelf for your phone,
a couple of 12-volt outlets, a USB
socket and a simple, efficient
control layout, but you do have to
reach for the touchscreen, which
is angled slightly towards the
passenger’s side.
Back-seat leg room is tight
and the low roof, shallow glass
and high window sills create a
confined, cave-like space, so little
kids might complain. No air vents,
seat-back storage pockets or 12-
volt/USB outlets are provided.
An extra $1500 in Go and
Active buys blind spot monitoring,
forward collision warning,
automatic emergency braking and
rear cross traffic alert. These are
standard on Elite and Highlander.
Kona Active’s detuned 2.0-litre
is sluggish below 3000rpm, and
around town you often have to
give the accelerator a serious
jab to get a downshift and decent
acceleration. It’s par for the
class, where naturally-aspirated
fours sacrifice tractability and
performance for economy. Sport
mode improves responsiveness,
but the transmission works
harder to keep the revs up, so
fuel economy suffers.
At speed, Kona feels tight and
solid. The suspension provides
secure roadholding, disciplined
body control and a comfortable,
quiet ride on rough bitumen. It
takes corners without wanting
to roll over and Nexus tyres are
reasonably sticky. Braking is
good and the steering, though
lacking feel, is precise and light
for easy manoeuvrability.
Kona Active is competitive
against its main rivals, but you
get a more spacious, practical,
well-equipped cabin, plus
stronger performance and
better handling, in an i30 Active
hatchback. You’ll also save more
than $2000. So where is the
argument for the Kona?
THINGS WE LIKE
 Hyundai quality and reliability
 Low running costs and a long
warranty
 Tidy handling and a comfortable ride
 Well-organised dash with plenty
of storage
 Full smartphone compatibility
THINGS YOU MIGHT NOT LIKE
 Poor value compared with an i30
Active hatchback
 Small boot
 Cramped driving position and tight
rear-seat leg room
 Auto emergency braking not
standard
 Space-saver spare
 Engine lacks torque
SPEX (2.0 ACTIVE)
 Made in South Korea
 2.0-litre four-cylinder petrol/six-
speed automatic/front-wheel drive
 110kW of power at 6200rpm/180Nm
of torque at 4500rpm
 0-100km/h N/A
 Warranty: Five years/unlimited
kilometres
 5.8L/100km highway; 9.7L/100km
city; regular unleaded; CO²
emissions are 169gkm
 Standard: Six airbags, stability
control, 16-inch alloy wheels,
camera with moving guidelines,
rear parking sensors, automatic
headlights, individual tyre pressure
monitoring, roof rails, leather-
wrapped steering wheel, cruise
control, Apple CarPlay, Android
Auto, Bluetooth
 Redbook future values: 3yr: 52%;
5yr: 43%
compare with ...
Honda HRV, Mazda CX3, Subaru XV,
Suzuki Vitara, Toyota C-HR
NEW CAR BUYER | 71
HYUNDAI TUCSON FROM $28,150 S
comfortable cushion and
adjustable backrest angle. Three
will fit, but the centre belt is
housed in the roof and fiddly to
use, and no vents are provided.
Three Australian standard and
two ISOFIX mounts are fitted.
The big boot has a low floor,
high-opening tailgate, 12-volt
outlet, bag hook, net and cargo
blind. It’s easily extended by folding
forward the 60/40 split-fold rear-
seat backs. A full-size spare on an
alloy wheel is under the floor.
Tucson is a well-made,
capable SUV that would be easy
to live with as a family wagon,
but compared with Mazda CX-5,
Subaru Forester and VW Tiguan
it misses out on important safety
features across the range,
doesn’t drive as nicely and, apart
from ActiveX, is overpriced.

H yundai’s Tucson mid-size

SUV range opens with
the 121kW/203Nm 2.0-litre
four-cylinder direct-injection
petrol/six-speed manual front-
wheel-drive Go, at $28,150.
Active X is $31,350. A six-
speed auto adds $2500.
Front-wheel drive Elite
automatic is $37,850.
All-wheel-drive petrol variants
kick off with the 130kW/265Nm
1.6-litre turbopetrol/seven-
speed dual-clutch-automated
manual Elite at $40,850. In
top-of-the-range Highlander
specification, it’s $46,500.
The 135kW/400Nm 2.0-litre
turbodiesel/eight-speed automatic
all-wheel-drive Go is $35,950.
Active X is $39,150, Elite is $43,150
and Highlander is $48,800.
Hyundai is pitching Tucson
ActiveX 2.0-litre petrol as
the value-for-money variant,
with 17-inch alloy wheels,
leather-faced seats, dynamic
parking guidelines on the rear
camera and a big touchscreen
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
infotainment system. Apple
CarPlay and Google Android
Auto compatibility are standard
across the range.
Hyundai’s five years/unlimited-
kilometres warranty is another
value-add on ActiveX.
Automatic emergency braking,
lane-departure warning and blind-
spot detection are packaged as a
$2200 option on Go and Active X
automatics. They are standard on
Elite and Highlander.
The 2.0-litre direct-injection
engine’s relatively low peak
torque figure is produced at a very
high 4700rpm, so performance
is leisurely, especially with a
full load of kids. Eco, Normal
and Sport modes give you the
option of trading off performance
for fuel economy via different
transmission shift points.
Hyundai’s local suspension-
tuning expertise, underpinned
by a strong, rigid body, delivers
great roadholding and control
on rough surfaces with a firm,
comfortable ride and precise
steering. Tucson ActiveX pushes
the front end and gets a bit
messy in tight corners — like
every other front-wheel-drive
SUV — while the brakes, though
powerful, are wooden in feel.
The stark, functional dash,
swathed in textured grey plastic,
features bright, illuminated
instruments, a clear, easy-to-
navigate, responsive touchscreen
and two 12-volt outlets.
There’s ample driving position
adjustability, unimpeded vision
all round, a comfortable driver’s
seat and plenty of storage.
It’s hardly a premium cabin
but it’s quiet and fit and finish
quality are fine. I’ve heard tinnier
sound systems in much more
expensive cars, too.
Tucson’s back seat has
reasonable legroom, a firm,
THINGS WE LIKE
 Plenty of space
 Well equipped
 Secure handling and comfortable
ride
 Easy to drive
 Excellent quality and reliability
plus a long warranty
THINGS YOU MIGHT NOT LIKE
 2.0-litre engine lacks torque
 Rivals at this price point have all-
wheel drive
 Cabin is a bit grey, plasticky and
downmarket
 Only the top-spec model gets the
high-tech safety gear
 No 12-volt outlet or vents in
back seat
SPEX (ActiveX automatic)
 Made in South Korea and the
Czech Republic
 2.0-litre four-cylinder petrol/six-
speed automatic/front-wheel drive
 121kW of power at 6200rpm/203Nm
of torque at 4700rpm
 0–100km/h N/A
 Warranty: Five years/unlimited
kilometres
 6.1L/100km highway; 11.0L/100km
city; regular unleaded, CO2
emissions are 185g/km.
Fuel tank: 62 litres
 Standard: Six airbags, stability
control, 17-inch alloy wheels, rear
camera and parking sensors,
automatic headlights, leather-
faced seats, 7-inch touchscreen
infotainment with Bluetooth and
Apple CarPlay, heated, folding side
mirrors, roof rails
 Redbook future values: 3yr: 54%;
5yr: 42%

Comfort and refinement

compare with ...
Value for money
Ford Escape, Kia Sportage, Mazda
Overall CX-5, Nissan X-Trail, Subaru
Forester, VW Tiguan

72 | NEW CAR BUYER

 S HYUNDAI SANTA FE FROM $43,000
T he Hyundai Santa Fe features
seven seats in all models.
The lineup opens with the
all-wheel-drive 138kW 2.4-litre
petrol/six-speed automatic
Active, at $43,000.
The 147kW 2.2-litre turbodiesel/
eight-speed automatic/all-wheel
drive Active is $46,000.
Elite 2.2 turbodiesel automatic is
$54,000 and Highlander is $60,500.
The 2.2 turbodiesel produces
hefty outputs for its size,
especially its impressive 440Nm
of torque from 1750–2750rpm.
The same engine is also used
in the Santa Fe’s twin under the
skin, the Kia Sorento. Its numbers
are superior to any Japanese
rival, including Toyota’s 2.8-litre
turbodiesel in the LandCruiser,
Prado and Fortuner.
The Hyundai pulls easily from
low revs, is exceptionally smooth
and strong in the midrange and
pulls hard across the top end to
well past 4500rpm.
Eco, Comfort, Sport and
Smart (adaptive) drivetrain
modes can be selected, and auto
stop/start is fitted.
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
 Nissan Pathfinder, Skoda Kodiaq
The eight-speed automatic
is a seamless fit with the
engine, and shifts are quick
and smooth. It can shuffle
between seventh and eighth at
100km/h, though, especially on
hills, where cruise control won’t
accurately hold a set speed.
Santa Fe packs some
sophisticated chassis
technology, including an all-
wheel drive system that varies
the torque split according to
drive mode and traction..
Dynamics are much improved
thanks to a stiffer body on this
model, plus local suspension
tuning that’s firmer than
previous models. Santa Fe is
controlled, secure and well-
balanced at highway speeds and
on poor road surfaces. The ride
is comfortable and compliant.
Santa Fe’s cabin is bright,
open, spacious and nicely
finished in quality plastics.
Infotainment includes
Apple CarPlay and Android
Auto compatibility across the
range. Elite and Highlander
have navigation and a larger
touchscreen.
A-grade safety tech is standard
across the Santa Fe range.
Hyundai’s Smart Sense
safety system includes radar/
camera cruise, forward collision
warning, automatic emergency
braking, automatic traffic
crawling, blind spot detection,
lane change assist and rear
cross-traffic alert. Automatic
reverse and parallel parking are
also standard on Highlander.
The middle row is wide enough
for three, split 60/40 and has
plenty of legroom.
Two individual row-three
seats are easily raised into
position, but rear-seat access
is difficult.
A new one touch mechanism
makes the kerbside row two
seat easy to fold, but the
resulting gap for access into the
rear seats is very narrow.
In five-seat mode the floor is
long, low and easy to load.
A full-size spare on an alloy
wheel is included.
The Santa Fe 2.2 turbodiesel
is one of the best seven-seater
SUVs on the market. Compare
with the Skoda Kodiaq, Mazda’s
CX-8/CX-9, the Kia Sorento and
VW’s Tiguan Allspace.
THINGS WE LIKE
 The 2.2 turbodiesel is one of the
best engines in this class
 A grade safety across the range
 Loaded with equipment
 Excellent quality
 Long warranty and high resale
values
THINGS YOU MIGHT NOT LIKE
 Difficult access to the back seats
 No stand alone voice control
SPEX (Elite auto)
 Made in South Korea
 2.2-litre four-cylinder
turbodiesel/eight-speed
automatic/all-wheel drive
 147kW of power at 3800rpm/440Nm
of torque from 1800–2500rpm
 0–100km/h N/A
 Warranty: Five years/unlimited
kilometres
 6.2L/100km highway; 9.9L/100km
city. CO2 emissions are 198g/km.
Fuel tank: 71 litres
 Max towing weight: 2000kg
 Standard: Stability control,
six airbags, autonomous
emergency braking, blind spot
monitoring, rear cross traffic alert,
adaptive cruise control,18-inch
alloys, Apple CarPlay, Android
Auto, navigation, leather, dual zone
air, rear window sunblinds, rear
camera, power tailgate
 Redbook future values: 3yr: 58%;
5yr: 43%
compare with ...
Kia Sorento, Mazda CX-8/CX-9,
NEW CAR BUYER | 73
INFINITI Q30 FROM $44,900
Infiniti’s Q30 hatch is a product and suspension tuning. Q30 is
of the Nissan (Infiniti’s parent) front-wheel drive and QX30 is
and Daimler joint venture. all-wheel drive.
It’s a Mercedes A-Class with The 155kW 2.0-litre turbopetrol
different sheetmetal, seats 2.0t Pure is $44,900 and the fully
loaded Sport Premium is $52,900.
All-wheel drive QX30 Sport
STARS is$56,900.
Safety Comfort and Q30 is a competent, well-
refinement made luxury hatch, but it does
Performance beg the question: why would you
Value for money buy a Mercedes-Benz with an
Handling
Overall
Infiniti badge?
Because that’s exactly what
Quality and
it is. Infiniti’s prices aren’t
reliability
significantly cheaper either and
despite its best efforts, Infiniti
remains a nothing brand here in
terms of recognition.
The Mercedes 155kW 2.0-litre
turbopetrol is a smooth, tractable,
responsive engine that works well
with the seven-speed automatic.
Ride and handling are fine, but a
Ford Focus or VW Golf are just as
capable and comfortable and will
cost you a lot less.
The dash is mostly Mercedes
A Class, right down to the
instruments and switches.
You get a luxurious driver’s
seat, reasonable back-seat
legroom and a big boot.
Annoyances include restricted
vision due to the thick rear pillars,
numb steering and some tyre and
wind noise. Surround cameras
and blind spot monitoring are only
fitted to Sport Premium models.
Badge-engineered cars are
usually unpersuasive. Infiniti Q30
is exactly that.
THINGS WE LIKE
 Distinctive sheetmetal
 Mercedes drivetrains
 Mercedes engineering
 Comfortable ride
 Excellent fit and finish quality
S
THINGS YOU MIGHT NOT LIKE
 Infiniti is a nothing brand in Australia
 It doesn’t have the cachet of a
Mercedes, even though that’s
what it is
 Overpriced compared with Mercedes
A-Class, BMW 1 Series and VW Golf
SPEX (2.0t Sport)
 Made in England
 2.0-litre four-cylinder turbopetrol/
seven-speed automatic/front-wheel
drive
 155kW of power at 5500rpm/350Nm
of torque from 1200–4000rpm
 0–100km/h in 7.3 seconds (claimed)
 5.3L/100km highway; 8.5L/100km
city; 95 octane premium; CO2
emissions are 147g/km
 Warranty: Four years/100,000km
 Standard: Seven airbags, stability
control, lane departure warning,
automatic emergency braking, rear-
parking sensors, camera, traffic sign
recognition, alarm, touch screen
infotainment, Bluetooth, voice
control, navigation, sports seats,
LED headlights, 19-inch alloy wheels
 Redbook future values: 3yr: 51%;
5yr: 36%
compare with ...
Alfa Giulietta, Audi A3, BMW 1
Series, Ford Focus, Mercedes
A-Class, Peugeot 308, VW Golf

INFINITI Q50 FROM $54,900 S

Infiniti’s Q50 range opens with wheel-drive 2.0t Pure at $54,900.
the Daimler-sourced 155kW/ The Q50 Hybrid runs a 3.5-litre
350Nm 2.0-litre turbopetrol/ V6 petrol/electric-motor parallel
seven-speed automatic/rear- hybrid drivetrain with combined
outputs of 268kW/546Nm.
It’s priced at $70,900 for the
STARS rear-wheel-drive Blue Sport
variant.
Safety Quality and
ANCAP reliability A seven-speed dual-clutch
Green Vehicle transmission is standard.
Guide Comfort and The performance Q50 models
refinement run a 3.0-litre V6, with a single
Performance
Value for money
turbo, 224kW of power and
Handling 400Nm of torque in the $58,900
Overall 3.0t Pure and the $64,900 Sport.
A twin turbo Red Sport version,
with 298kW, is priced at $74,900.
That’s serious bang for your
bucks indeed compared with the
German brands.
The Hybrid is no slouch either.
It gets up and goes with much
greater enthusiasm than its
Lexus IS hybrid rival.
Steer-by-wire is an acquired
taste but exceptionally precise
and direct. Adjustable adaptive
suspension is standard and the
Q50 handles very nicely, with a
genuine sporty edge.
The Q50 interior is
comfortable, conservative Japan
Inc, with luxurious front seating
and good adjustability for the
driving position. There’s ample
rear-seat legroom, too.
Top spec Red Sport includes
red highlight stitching and semi-
aniline quited leather seat facings.
Only Blue Sport and Red
Sport get automatic emergency
braking, blind spot and lane
departure warning.
THINGS WE LIKE
 Hybrid drives like a real sports sedan
 Steer-by-wire works
 Excellent value
 Well equipped
 Comfortable seats
 S Premium is loaded with safety tech
THINGS YOU MIGHT NOT LIKE
Run-flats compromise ride comfort
Small boot
Six-month service intervals on hybrid
Hybrid runs 98 octane premium
SPEX (Hybrid)
Made in Japan
3.5-litre V6 petrol/electric hybrid/
seven-speed dual-clutch automatic/
rear-wheel drive
268kW of power/546Nm of torque
0–100km/h in 5.1 seconds
5.4L/100km highway; 9.6L/100km
city; 98 octane premium; CO2
emissions are 159g/km
Warranty: Four years/100,000km
Standard: Six airbags, stability
control, leather-faced seats,
19-inch alloy wheels, sports
suspension, navigation, Bose sound,
Bluetooth with audio streaming
and smartphone connectivity, DAB
radio, paddle shifters, sunroof, tyre
pressure monitoring
Redbook future values: 3yr: 45%;
5yr: 31%
compare with ...
Audi A4, BMW 3 Series, Lexus IS

74 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE


J aguar’s F-Type two-
seater convertible starts
at $132,900 for the 221kW
2.0-litre four cylinder/
eight-speed automatic 2.0T.
Six-cylinder power starts at
$147,100 for the 250kW 3.0-litre
V6 supercharged/six-speed
manual. The eight-speed
automatic is $152,100.
The same V6, with 280kW, is
priced at $174,600/$179,600.
The F-Type R, with a 404kW
5.0-litre supercharged V8/eight-
speed auto and all-wheel drive is
$271,900. The SVR hot rod, tuned
for 423kW, is $316,300.
The F-Type Coupe is priced at
$114,200 for the 2.0t, $128,400
for the 250kW V6/six-speed
manual and $155,900 for the
280kW manual. The eight-speed
auto adds $5000 and the 280kW
AWD automatic is $176,700.
The R coupe is $253,200 and
the SVR is $297,600.
Jaguar’s Ingenium 2.0-litre
four-cylinder turbopetrol engine
produces 221kW and 400Nm and
the base F-Type hits 100km/h
in 5.7 seconds, so it’s a genuine
Porsche Boxster/Cayman rival.
STARS
Safety
Not Yet Tested
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
JAGUAR F-TYPE FROM $114,200
Jaguar never fails to deliver a
smokin’ engine and the 280kW
supercharged V6 is a beauty too.
Push the start button and it fires
with a triumphant Varooom!
On the move, it hauls
effortlessly and relentlessly to
the 6700rpm redline, though
without any significant extra top-
end kick, so you tend to short
shift at around 6000rpm.
Supercharger whine isn’t
intrusive, or perhaps it’s simply
out-louded by the amazing
assortment of crackles, pops and
chortles that emanate from the
open bypass valves in the exhaust.
The 5.0-litre V8 is more of the
same, just quicker, louder and
meaner. It launches the all-wheel
drive coupe to 100km/h in just 4.1
seconds; the 280kW V6 takes a
little longer at 5.1 seconds.
The SVR hotrod, with the V8
cranked up to 423kW, hits a top
speed of 322km/h and 0–100km/h
in just 3.7 seconds.
Switchable drivetrain/
suspension/steering modes
include Dynamic, Normal
and Rain/Ice/Snow, while the
transmission also features Drive,
Sport and manual modes, with
lever or paddle shifting.
You feel completely enveloped
by the F-Type, luxuriating
in supportive GT seats with
adjustable backrest bolsters.
The seating position in the
F-Type puts your backside close
to the rear wheels, so you get
superb feedback on grip, drive
and balance as you apply power.
You literally drive this car by the
seat of your pants.
The front end is much further
away and not quite as talkative,
but electromechanical power
steering is pin sharp, completely
intuitive and effortless.
That said, the F-Type can
initially feel unwieldy in tight
corners because although its
aluminium body is as rigid as
they come, it’s one of those
cars that seems larger than it
actually is — a smidge shorter
than a 911, but significantly
wider and about 300kg heavier.
As cornering speeds rise,
however, poise, agility and
balance improve and the
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 75
Jaguar’s ultimate dynamic
limits are extremely high,
assisted on all-wheel-drive
models by stiffer springs that
virtually eliminate body roll, at
the price of a pretty hard ride.
The Jaguar F-Type R hasn’t
had the attention of its Porsche,
Audi, BMW and Mercedes AMG
rivals, but on any road it’s every
bit as capable, boisterously brutal
in true Brit style and as beautiful
to drive as it is to behold.
THINGS WE LIKE
 Gorgeous styling
 Supercharged performance
 Exuberant exhaust noises
 Responsive steering
 Lots of grip
THINGS YOU MIGHT NOT LIKE
 Overpriced
 Useless boot in the convertible
 Dated, clumsy infotainment system
SPEX (280kW V6 convertible)
 Made in England
 3.0-litre V6 supercharged petrol/
eight-speed automatic/rear-
wheel drive
 280kW of power at 6500rpm/460Nm
of torque from 3500–5500rpm
 0–100km/h in 4.9 seconds (claimed)
 6.6L/100km highway; 12.0L/100km
city; 95 octane premium; CO2
emissions are 203g/km
 Warranty: Three years/unlimited
kilometres
 Standard: Four airbags, stability
control, leather upholstery, 19-
inch alloy wheels, sports seats
with leather facings, sports
steering wheel with shift paddles,
alarm, sports suspension with
adaptive dampers, bi-xenon
headlights, navigation. Type R adds
20-inch alloys
 Redbook future values: 3yr: 52%;
5yr: 40%
compare with ...
Audi TTRS, BMW M4, Mercedes AMG
GT S, Porsche Cayman, Boxster, 911
JAGUAR I-PACE FROM $123,814
J aguar aimed ambitiously high
with its new I-Pace mid-size
luxury SUV. “The target was to
create the best electric vehicle
on the planet,” says Jaguar
technical design director,
Wolfgang Ziebart. And that is
exactly what’s been done.
I-Pace matches the Tesla
Model X — its only direct
competitor until Audi’s e-tron
and the Mercedes EQC arrive
later in 2019 — for performance,
driving range and efficiency.
But I-Pace is better designed
and built than anything from the
audacious American company
adored by EV evangelists.
I-Pace is available in three
model grades — the $123,814 S,
$135,070 SE and $145,723 HSE.
A $159,700 First Edition is also
available for the first 12 months.
Options can easily add another
$20,000 or more to these prices.
The Jaguar’s chassis cradles
a large, flat 90kWh lithium-ion
battery pack beneath the floor.
This can store enough energy
for a driving range up to 480km,
STARS
Safety
Not yet rated
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
76 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
according to the new and more
realistic WLTP standard. Driving
aggressively will reduce this to
around 300km.
There’s an electric motor
for each axle, so the Jaguar is
all-wheel drive. The motors are
identical, so each contributes
equally to the vehicle’s combined
294kW and 696Nm power and
torque maxima.
Topping the EV tech is a mostly
aluminium hatchback body with
small front and rear overhangs.
Inside are five seats and a large
cargo compartment. The cabin’s
interior design is one of Jaguar’s
best. The instrument panel is
classy and there’s no shortage of
storage spaces or power outlets.
Rear seat legroom is large-car
abundant, head room sufficient.
Standard equipment in the
base S model is hardly $120K
worth, though. Fake leather, no
Apple CarPlay or Android Auto,
no digital radio, no blind spot
monitoring or adaptive cruise, no
power tailgate. You get more gear
in a $50,000 Mazda CX5.
Though the battery pack means
I-Pace weighs a hefty 2200kg or
so, performance is on the wild
side of exciting. Jaguar claims it
rips from 0-100km/h in just 4.8
seconds. Initial acceleration is
neck-straining strong.
Screen-selectable options
allow the I-Pace driver to
choose how it feels and sounds
to drive. “Creep” mode mimics
the way a conventional auto car
edges forward while idling if the
driver’s foot isn’t on the brake.
Regenerative braking can be set
High or Low.
With Creep disabled and
regenerative braking set to
High, the I-Pace can be driven
much of the time using only the
accelerator pedal.
The Jaguar steers and handles
with great grace, considering
its weight. Ride comfort, on

air-spring suspension (a $2000
option in Australia) is good. Noise
levels are impressively low,
especially with the EV soundtrack
function switched off.
I-Pace buyers get a three-
year subscription to the
Chargefox Network of public
chargers, but they’ll have to pay
extra $1500 or so for the 7kW
home or workplace AC wall-
box charger needed to make
the Jaguar a properly practical
proposition. It takes about 13
hours to charge the battery; a
10-amp household power point
would take days.
While Australia’s charging
network is still underdeveloped
compared to much of the rest
of the world, coverage is sure
to improve as more EVs hit the
market. Those prepared to make
the leap now, and with the budget
to afford an I-Pace, will find that
Jaguar has produced the most
convincing luxury EV to date.
By John Carey
THINGS WE LIKE
 Amazing acceleration
 Excellent handling
 Spacious, elegant cabin
 Adjustable drivetrain
characteristics
 Feels like the future is here already
 Three-year charging subscription
THINGS YOU MIGHT NOT LIKE
 Skinny standard equipment list and
too many expensive options
 Lack of fast charging infrastruc-
ture out of major cities can cause
range issues
 Paying $1500 extra for wall-box
home charger
 Long recharge times
SPEX (S)
 Made in England
 90kWh Li-ion battery/two electric
motors/epicyclic transmission/all-
wheel drive
 400kW of power/696Nm of torque
(combined system outputs)
 0-100km/h in 4.8 seconds (claimed)
 Warranty: Three years/unlimited
km; 8 years/160,000km on battery
 Standard: Six airbags, stability con-
trol, autonomous emergency brak-
ing, lane keeping assist, automated
parking, rear cross traffic alert,
18-inch alloy wheels, fake leather
upholstery, dual-zone air, 10-inch
infotainment touchscreen, naviga-
tion, Bluetooth, voice control.
 Redbook future values: 3yr: 50%;
5yr: 36%
compare with ...
Mercedes EQC, Tesla Model X
S JAGUAR E-PACE FROM $47,750
I t was only five years ago that
Jaguar decided it needed a
competitor in the premium
compact SUV segment, where
models including the Audi Q3,
BMW X1 and Range Rover Evoque
were boosting their brands’ sales.
Getting the E-Pace to market
as quickly as possible was
a priority for the latecomer,
according to vehicle line director,
Alan Volkaerts.
For this reason, it uses
technology already developed
for other models in the Jaguar
Land Rover portfolio.
D8 won’t mean anything to
potential customers, but inside
JLR it’s the codename for the
set of building blocks used to
make both the Range Rover
Evoque and newer Land Rover
Discovery Sport. The E-Pace is
built on the same foundations.
Jaguar was able to create a
version of D8 that’s a little larger
than Evoque but substantially
smaller than the Discovery
Sport yet the E-Pace inherited
their chassis components —
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
suspension, steering, brakes and
more — and body structure basics.
Volkaerts admits choosing the
pressed-steel D8 platform is the
chief reason E-Pace is hundreds
of kilos heavier than obvious
rivals. Speed to market was a
higher priority than low weight.
One obvious result is that the
hefty Jaguar uses more fuel than,
for example, equivalent versions
of the BMW X1.
But the E-Pace is the first
Jaguar powered entirely by JLR’s
latest Ingenium engines. These
turbocharged 2.0-litre petrol and
diesel fours were designed for
high power and low emissions.
There are five Ingeniums in
the new E-Pace. The two petrol-
burners punch out 183kW and
221kW — more than the class
average. The diesels deliver
110kW, 132kW and 177kW. All
come teamed with a nine-speed
automatic and all-wheel drive.
From here, it gets complicated.
E-Pace comes in plain and
R-Dynamic styles, the latter
adding sporty visuals for extra
cost. With five drivetrains, this
already totals 10 choices. But
each is also available in up to
four increasingly luxurious trim
grades: basic, S, SE and HSE.
The result is a huge price span,
from $47,750 for a basic E-Pace
with the 110kW diesel, up to
$82,339 for an R-Dynamic HSE
with the 221kW petrol engine.
SE grade, with the 183kW
turbopetrol, looks like a value
sweet spot at $61,950.
The interior, which draws
on the F-Type sports car for
inspiration, is more appealing
than other Jaguar sedans
and SUVs. Rear seat room is
sufficient for tall adults and the
cargo compartment is big.
Centrepiece of the good-
looking instrument panel is a
wide touch screen that’s easy to
use. There are plenty of points,
both 12-volt sockets and USBs, to
recharge devices on the move.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 77
While the steering of the
E-Pace is feel-free, the Jaguar is
agile for an SUV.
But its cornering pace comes
at a cost. Its firm suspension
jiggles and sometimes jolts on
rougher surfaces. Acceleration
from the most powerful petrol
and diesel engines — the only
versions Jaguar brought to the
international launch — is strong.
But the automatic sometimes
dithers over which of its many
gears to select.
Overall, the E-Pace is an
attractive premium compact
SUV, blending style with
practicality and driving pleasure.
That said, like most Jaguars,
it’s overpriced compared with
rivals, especially at the top end
of the range, and underdone
in some areas too, notably
infotainment. Volvo’s XC40 is
the standout buy in this class.
By John Carey
THINGS WE LIKE
 Willing, frugal engines
 Elegant interior design
 Sporty handling
 Big cargo compartment
 Reasonable rear seat space
THINGS YOU MIGHT NOT LIKE
 Firm suspension means the ride
isn’t supple
 Dithery automatic
 Too many expensive options
SPEX (P250 SE)
 Made in England
 2.0-litre four-cylinder turbopetrol/
nine-speed automatic/all-wheel
drive
 183kW of power at
5500rpm/365Nm of torque from
1200-4500rpm
 0-100km/h in 6.6 seconds (claimed)
 6.6L/100km highway; 9.5L/100km
city; 95 octane premium; CO2
emissions are 174gkm
 Warranty: Three years/unlimited
kilometres
 Standard: Six airbags, stability
control, automatic emergency
braking, lane keep assist, blind
spot monitoring, adaptive cruise,
360 degree cameras, 10-inch
touchscreen, Bluetooth, navigation,
voice control (phone and audio
only) leather upholstery, dual zone
air, LED headlights, 19-inch alloys,
power tailgate
 Redbook future values: 3yr: 51%;
5yr: 37%
compare with ...
Audi Q3, BMW X1, Mercedes GLA,
Mini Countryman, Range Rover
Evoque, Subaru XV, Volvo XC40
JAGUAR F-PACE FROM $76,410
J aguar’s F-Pace’s mostly
aluminium body draws on
the basic elements of Jaguar’s
XE and XF sedans. Size-wise,
the F-Pace is something of an
in-betweenie. It’s larger than a
BMW X3, for example, but not as
big as an X5.
It’s certainly spacious enough
to be a very useful family wagon.
The 650-litre cargo compartment
is a whopper and the rear seat,
which features a three-piece
folding backrest, is roomy.
F-Pace prices begin at
$76,410 for the 132kW 2.0-litre
turbodiesel four Prestige, with
rear-wheel drive. The 221kW
3.0-litre V6 turbodiesel all-
wheel drive range opens at
$90,345 for the Prestige.
Petrol models open with the
184kW 2.0-litre rear-wheel
drive Prestige, at $76,778. The
221kW, all-wheel drive variant
starts at $85,843.
The supercharged 280kW
3.0-litre V6 all-wheel drive is
priced at $107,823.
When compared to the smaller
but more expensive Porsche
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
78 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
Macan, a natural rival, Jaguar’s
first SUV looks priced for success.
Though bulkier than other
middleweight premium SUVs, the
F-Pace has been skilfully styled.
It’s a very good-looking SUV
indeed. At least from the outside.
Inside, the F-Pace is less
persuasive. The instrument
panel, which features a broad
landscape-oriented touchscreen
for its infotainment system, is
plain to look at and lacks the
visual quality provided by its
mostly German opposition. An
updated system, with a 10 inch
touchscreen, is due for 2019.
F-Pace’s party trick is
the optional Activity Key, a
waterproof wristband with an
integrated transponder that
allows you to leave your keys
securely in the vehicle when
you don’t want to take them
with you — if you’re going for a
swim or a surf, for example. The
transponder locks the vehicle
and temporarily disables the
key fob, so until you return it
can’t be started.
To drive, the F-Pace is among
the best in class. Suspension
set-up varies according to
model grade; softer for basic
Prestige and posh Portfolio,
firmer for the R-Sport and high-
power S variants.
All blend ride comfort and
handling agility with rare skill.
For the Australian market,
all F-Pace models come
standard with an eight-speed
automatic transmission.
Jaguar collaborated with sister
company Land Rover on the
AWD set-up and although its
drivetrain is high range only, the
F-Pace has a decent degree of
off-road ability, arguably more
than its German rivals.
The 3.0-litre supercharged V6
petrol engine is the same unit
used in the F-Type sports car and
XE and XF sedans.
It endows the F-Pace with
serious go forward. The 280kW
variant accelerates from
0–100km/h in just 5.5 seconds,
which is at the pointy end of the
SUV spectrum.
Many buyers will ignore the
heavy drinking petrol engines
and head straight for the more
efficient diesels, which are both
excellent. The V6 is smooth,
quiet and muscular.
While the four isn’t as suave,
it delivers perfectly adequate
performance, superior economy
and, because it weighs less,
slightly better handling.
The F-Pace has standard
autonomous emergency braking
and adaptive cruise control in all
equipment grades.
Jaguar is owned by the same
Indian conglomerate as Land
Rover, and the F-Pace is also
available with a Range Rover
badge in the shape of the Velar.
In this class, Porsche’s
Macan is far and away the best
drive, but it’s on the small side.
Volvo’s XC60 is the best family
wagon and good value too, as is
the Alfa Romeo Stelvio.
By John Carey
THINGS WE LIKE
 Comfortable ride and tidy handling
 Muscular, frugal turbodiesels
 Potent supercharged petrol V6
 Rear seat and cargo space
 Solid and well built
 Sharply priced, especially
Prestige variants
THINGS YOU MIGHT NOT LIKE
 Dull, plain dash styling
 Limited front-seat knee room
 High, hard rear seat centre position
 Supercharged petrol V6 is thirsty
SPEX (3.0d Prestige)
 Made in England
 3.0-litre V6 turbodiesel/eight-speed
automatic/all-wheel drive
 221kW of power at 4000rpm/700Nm
of torque at 2000rpm
 0–100km/h in 6.2 seconds (claimed)
 5.6L/100km highway; 6.9L/100km
city; CO2 emissions are 159g/km;
fuel tank is 66 litres
 Max towing weight 2400kg
 Warranty: Three years/unlimited
kilometres
 Standard: Six airbags, stability
control, 19-inch alloy wheels, partial
leather upholstery, Meridian audio,
eight-inch touch screen, parking
sensors, Bluetooth with voice control,
navigation, power tailgate, automatic
emergency braking, lane departure
warning, tyre pressure monitoring,
camera, space saver spare
 Redbook future values: 3yr: 57%;
5yr: 43%
compare with ...
Alfa Stelvio, Audi Q5, Mercedes
GLC, Porsche Macan, Volvo XC60

K ia’s Stinger, a big, sporty,
four-door coupe, opens
at $46,990 for the 220S, with
a 182kW 2.0-litre turbopetrol
four/eight-speed automatic and
rear-wheel drive.
Stinger 220Si is $52,990 and GT
Line is $55,990.
More serious performance lives
under the bonnet of the 330S,
priced at $49,990. Its 3.3-litre
twin turbo V6 generates 272kW
of power, put to the road via the
same drivetrain. The 330Si costs
$55,990, while the top of the range
GT, tested here, is $60,490.
Stinger is Kia’s first attempt
at a genuine GT performance
car, and it shares architecture
and mechanicals with the
Genesis G70, the first model
from Hyundai’s new luxury
brand, due here shortly.
Stinger’s handsome,
distinctive sheetmetal is in
marked contrast to its plain
interior, which has perhaps too
much in common with Kia’s
humble hatchbacks. GT is
loaded though, with luxurious
heated and cooled front seats,
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
KIA STINGER FROM $46,990
upholstered in Nappa leather,
plus a full suite of driver assist
safety features and worksburger
infotainment, with great sound.
Voice control works only when
you pair your smartphone via
Apple Carplay or Android Auto.
So if you don’t have one of these
apps, you have to do everything,
including making calls, using
the touchscreen.
The 3.3-litre turbo is a
superb engine, with outstanding
responsiveness and refinement.
When you lean on the accelerator
using launch control this thing
flies, clocking a claimed, and
believable, 4.9 seconds for the
0-100km/h sprint, accompanied
by a rich, mellow note.
It likes a drink in town, where
mid teens can be expected, but the
V6 also runs on regular unleaded
-- unusual for a high performance
turbo, where premium is an
almost universal requirement.
The eight-speed’s shifts are
crisp and smooth, and paddles
are provided as well.
GT runs a mechanical limited
slip diff, adaptive dampers
– which can be adjusted
independently at the front and the
rear -- plus 19-inch alloys with
255/35 rear tyres.
This package doesn’t work.
The back end struggles to put the
engine’s power – and its 510Nm
of torque – to the road and the car
can become quite snakey and tail-
happy under hard acceleration,
especially in corners.
However you adjust it, the
suspension fails to properly
control wheel or body movement,
and the entire rear axle/
suspension assembly is not as
rigidly mounted as it should be,
either, so the Stinger is also loose
and twitchy if you hit a few bumps.
Drive the Stinger moderately
hard and it’s a handful, even with
stability control trying to keep
things in order.
The ride is fussy and unsettled
on a typical country road, with lots
of tyre thump as well, so while the
badge says GT, the car itself falls a
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 79
long way short of that standard in
terms of comfort and compliance.
On the credit side, the steering
is intuitive and precise while
Brembo brakes are up to the task
of hauling a heavy (1780kg) car
safely to a stop.
Rear seat passengers
sit slightly knees up, with
reasonable headroom and
legroom but no footroom
under the front seats. Vents,
temperature adjustment, nets, 12
volt and USB ports are provided,
so it’s well set up for kids.
The coupe shape dictates a
small, shallow boot compared with
a conventional three-box sedan. GT
has a power operated tailgate.
Stinger GT is far from perfect,
and it won’t worry the Germans,
but it’s an impressive first effort.
The drivetrain is a beauty – now
all it needs is a suspension/tyre
package to do it justice.
THINGS WE LIKE
Refined, muscular V6 turbo
Smooth shifting eight speed auto
Rear wheel drive
Uses regular unleaded
Loaded with gear
Comfortable driver’s seat
Long warranty
THINGS YOU MIGHT NOT LIKE
Stability and grip compromised
under power
Loose and twitchy on bumps
Noisy, fussy ride
No stand alone voice control
Shallow boot
SPEX (GT)
Made in South Korea
3.3-litre twin turbo V6 petrol/eight-
speed auto/rear-wheel drive
272kW of power at
6000rpm/510Nm of torque from
1300-4500rpm
0-100km/h in 4.9 seconds (claimed)
7.5L/100km highway; 14.9L/100km
city; regular unleaded; CO2
emissions are 239gkm
Warranty: Seven years/unlimited
km
Standard: Stability control, seven
airbags, automatic emergency
braking, radar cruise, blind spot
monitoring, 360 degree cameras,
Nappa leather upholstery, heated
and cooled front seats, head-up
display, eight inch touchscreen,
digital radio, wireless phone
charging, Harman Kardon audio,
sunroof, LED headlights
Redbook future values: 3yr: 46%;
5yr: 33%
compare with ...
Holden ZB Commodore, Skoda
Superb, VW Passat 206 TSi R-Line

K ia is a brand heading in
the right direction, due to
ever-improving products and
that hard-to-resist seven years/
unlimited kilometres warranty.
Its fourth-generation Rio five-
door hatchback faces strong
competition, though. It has some
impressively solid credentials,
but also some less-than-
impressive failings.
While the industry-best warranty
brings an uncommon reassurance
to the ownership experience,
other obvious attractions include
a pleasant, European-influenced
design of the exterior and cabin.
Ignore the grille and it could be
mistaken for a baby Audi. Fit and
finish matches many Japanese and
European rivals.
Now sold only as a five-door
hatch, the latest Rio has matured
somewhat. It’s more spacious
and has the gender-neutral,
non-polarising looks and latest in
infotainment technology to attract
a younger buyer demographic.
The 1.4-litre four-cylinder
twin-cam ekes out just 73kW
of power and 133Nm of torque.
It is no rocket, especially when
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
80 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
combined with a four-speed
auto; most rivals have more
responsive, efficient six-speed or
CVT transmissions.
The range opens with the six-
speed manual base S, priced
at $16,990 plus on-road costs;
the four-speed auto is $17,490
drive away. Sport specification
costs $17,790 with the manual
and $20,090 with a six-speed
automatic.
You’ll find sharp drive away no
more to pay deals on Rio and its
main rivals, such as the Hyundai
Accent, Honda Jazz, Mazda2
and Toyota Yaris, from as low as
$15,990 with a
manual transmission.
Rio GT Line, with an
88kW/172Nm 1.0-litre turbo triple,
matched with a seven-speed dual-
clutch automatic, is $23,090.
The little Kia is well equipped.
Even the base model gets an
excellent, easy-to-use, colour
7.0-inch touchscreen with a
reversing camera, digital radio,
MP3-compatible music sourcing
and smartphone (Apple and
Android) mirroring. There’s also
two 12V power outlets in the
console and USB sockets for
front and rear passengers.
Sport adds 17-inch alloys and
cruise control.
There is clever use of space
with excellent storage within the
double-tier console, centre sliding-
lid bin, twin cup holders and door
holders for four bottles. A versatile
60/40 rear seat back arrangement
can increase cargo space from
an already handy 325 litres to 980
litres. A temporary steel spare is
under the floor.
Dark, Euro-look trims are a Kia
signature. The base S tested here
has quality embroidered seat
trims and the supportive driver’s
pew gets six-way adjustability.
Shoulder and head room is
comfortable in the rear, but knee
room is tight for adults.
Less convincing though is the
1.4-litre engine/four-speed auto
combination, which lets down
an otherwise fine and well-
engineered little car. The engine
and auto work OK on level
ground but lose enthusiasm on
hills or when you put your foot
down, reacting not with urge
but with a noticeable roar as the
revs mount and the auto lunges
for a lower gear. Fuel efficiency
isn’t great, either.
Tuned locally for the sporty
feel favoured by Australian
drivers, Kia’s boffins have struck
an admirable balance between
good road manners and a firm
yet compliant ride, even on less-
than-perfect road surfaces. The
steering, too, is a pleasant surprise
with its consistent road feel and
sensible level of power assistance
at town and country speeds.
An underdone drivetrain and
overambitious pricing are the
Rio’s weaknesses. However,
its many strengths, including
warranty, connectivity and safety,
may persuade buyers to consider
it. Sharp drive away deals are
another reason.
By Peter McKay
THINGS WE LIKE
 Styling inside and out has Euro
flavour
 Unmatched seven-year warranty
 Well-sorted ride, handling and
steering
 Generous array of useful features
 Solid and well built
THINGS YOU MIGHT NOT LIKE
1.4-litre is slow and gutless
Doesn’t work with a four-speed auto
Overpriced against competition
Real-world fuel economy isn’t great
SPEX (S)
Made in South Korea
1.4-litre four-cylinder petrol/four-
speed automatic/front-wheel drive
73kW of power at 6000rpm/133Nm
of torque from 4000rpm
0–100km/h in 13.9 seconds
(claimed)
5.0L/100km highway; 8.2L/100km
city; 91 octane; CO2 emissions are
145g/km
Warranty: Seven years/unlimited
kilometres
Standard: Six airbags, stability
control, cruise control, hill-start
assist, LED daytime lights, 15-inch
alloys, 7-inch touchscreen audio
with Bluetooth, navigation, Apple
CarPlay and Android Auto, USB
and 12V outlets front and rear,
automatic headlights, camera,
rear parking sensors, electric and
folding heated outside mirrors.
Redbook future values: 3yr: 45%;
5yr: 34%
compare with ...
Honda Jazz, Hyundai Accent,
Mazda2, Skoda Fabia, Toyota
Yaris, VW Polo
 S KIA CERATO FROM $19,990
Kia’s Cerato hatch range $20,990. A six-speed auto adds
opens with the 112kW/192Nm $2800.
2.0-litre petrol S, with a six- Sport, with the auto as standard,
speed manual, priced at is $25,790 and Sport+ is $28,840.
The 150kW/256Nm 1.6-litre
turbo/seven-speed dual clutch
STARS automatic GT i $32,990.
Safety ANCAP Quality, reliability
Cerato sedan is available in the
same models grades at the same
Green Vehicle Comfort and prices.
Guide refinement The 2.0-litre engine is a strong,
willing device that returns good
Performance Value for money
economy on regular unleaded, and
Handling Overall is a neat fit with the automatic.
Kia’s suspension is tailored for
our rough roads, so it’s pretty firm.
 KIA PICANTO FROM $14,190
Kia’s top selling Picanto Line, with a standard four-speed
starts at $14,190 with a 62kW auto, extra equipment and sporty
1.25-litre four cylinder/five-speed bling, is $17,290.
manual. X-Line is $16,190 and GT The auto adds $1600 to S and
X-Line.
Picanto GT, with a 74kW
STARS 1.0-litre turbo triple/five-speed
Safety Comfort and manual, is $17,990.
refinement The Picanto isn’t exactly loaded.
Performance It does, however, include everything
Handling
Value for money you need to be comfortable,
connected and content.
Overall
Quality, reliability Infotainment includes Apple
Car Play and Android Auto
compatibility, so you can do just
The Cerato is a classy,
comfortable piece inside, albeit
rather dark and understated
in its attempt to mimic a Euro.
Autonomous emergency braking,
lane keep assist, parking sensors
and full smartphone connectivity
are standard.
Fit and finish quality are pretty
good and the car is backed by
Kia’s seven-year/unlimited-
kilometres warranty, which is the
most generous on the market.
Back-seat space is average.
There’s more in Corolla, Lancer
or Civic. A big boot has a full-size
spare underneath.
If you’re after a small but
spacious sedan or hatch the
Cerato is certainly worth a drive.
Kia regularly advertises the
base S manual hatch and sedan
at $19,990 drive away, making
them among the cheapest cars
in this class. That’s a great deal,
because they are far from being
the worst.
THINGS WE LIKE
S is one of the cheapest drive away
deal in the class
about everything by voice with
your phone, including navigation,
on the seven-inch touchscreen.
Typical of the class, the back
seat has limited legroom and is
only wide enough for two. A deep
boot is the biggest in the class.
Automatic emergency braking
(to a stop from speeds up to
80km/h; partial from speeds
above 80km/h) is standard.
Picanto is the most affordable
car on the market with this
feature, which isn’t even
standard on the Mercedes A
Class or BMW 1 Series.
Picanto’s 1.25-litre naturally
aspirated four cylinder/four-
speed auto drivetrain does
the job OK around town, albeit
at a leisurely pace. The Kia
always feels confident and
secure, mainly because local
suspension tuning favours
control over comfort, so the ride
is pretty firm.
THINGS WE LIKE
 $15,690 drive away for the auto is a
great deal
 Market-leading warranty
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 81
Reasonable handling
Excellent quality and reliability
Longest warranty on the market
THINGS YOU MIGHT NOT LIKE
Ride isn’t supple
Weak resale values
Some engine vibration at high revs
Back-seat space isn’t huge
Three-way electric steering is
a gimmick
SPEX (S auto hatch)
Made in South Korea
2.0-litre four-cylinder petrol/six-
speed automatic/front-wheel drive
129kW of power at 6500rpm/209Nm
of torque at 4700rpm
0–100/h in 9.0 seconds (claimed)
5.4L/100km highway; 10.0L/100km
city; 91 octane regular; CO2
emissions are 169g/km
Warranty: Seven years/unlimited
kilometres
Standard: Six airbags, stability
control,AEB, lane keep assist, Apple
CarPlay, Android Auto, keyless
starting, camera, parking sensors,
16-inch steel wheels
Redbook future values: 3yr: 41%;
5yr: 28%
compare with ...
Holden Astra, Honda Civic, Hyundai
i30/Elantra, Mazda3, Toyota Corolla
 Smooth and quiet for a small car
 Automatic emergency braking
standard
 Infotainment is sorted too
THINGS YOU MIGHT NOT LIKE
Four star ANCAP
It’s slow
Low speed ride can be pretty lumpy
Expensive servicing
SPEX
Made in South Korea
1.25-litre four-cylinder petrol/four-
speed auto/front-wheel drive
62kW of power at 6000rpm/122Nm
of torque at 4000rpm
0–100/h N/A
4.6L/100km highway; 7.9L/100km
city; regular unleaded; CO2 emissions
are 134g/km
Warranty: Seven years/unlimited
kilometres
Standard: Six airbags, stability
control, auto emergency braking,
cruise, 14-inch steel wheels,
Bluetooth, camera, Apple Car Play,
Android Auto
Redbook future values: 3yr: 44%;
5yr: 28%
compare with ...
Honda Jazz, Hyundai Accent,
Mitsubishi Mirage, Suzuki Celerio,
Toyota Yaris, VW Polo

K ia’s third-generation
Carnival people mover
starts at $42,490 for the 206kW
3.3-litre V6 petrol/eight-speed
automatic S model. Si grade
is $47,990, SLi is $52,490 and
Platinum is $60,290.
The 147kW 2.2-litre four-
cylinder turbodiesel/six-speed
automatic is available in the
same model grades as above but
at a $2500 premium.
Carnival is a big, heavy wagon
with a long wheelbase and
ostensibly eight seats, so the
relatively high power and torque
outputs of both engines are well
suited to shifting a full load of
people and gear with ease.
The 2.2-litre turbodiesel,
with 440Nm of torque from just
1750rpm, is one of the best
around at any price and perfect
for this application.
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
82 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
It’s very smooth and quiet for a
diesel too, and works well with the
eight-speed auto.
You can fit seven passengers,
with each in an individual seat in
row two and a 60/40 split bench
in row three.
Access to both rows of rear
seats is via sliding doors, power
operated on SLi and Platinum,
which, in a people mover where
kids are piling in and out, are the
most safe and convenient option.
They are also great in confined
spaces such as garages and
shopping centre car parks.
The two outboard seats in
row two are fine for adults and
there’s ample legroom, which
can be adjusted as the seats
slide on tracks.
Access to row three is via a
simple, innovative slide-and-fold
operation on the two outboard
row-two seats. A similarly clever,
easy, one-handed lift and unfold
mechanism raises the row-
three seats from the boot floor.
Legroom is pretty good here, too.
All seats have adjustable back
rests. A separate air-conditioning
system with roof vents for rows
two and three is standard on all
grades bar the base S.
Everywhere you look, the
Carnival has features that work for
parents and kids. A convex mirror,
for example, allows you to keep an
eye on the mayhem behind.
Automatic emergency braking,
adpative cruise and lane
departure warning are standard.
Three USB ports and 12-volt
outlets are provided. Platinum
has row-two and -three
sunshades on the side windows.
There are storage compartments
galore as well.
S
Another major plus for the
Carnival is that with all seats
used you still have a big load
space — a deep well in the
rear floor. It’s big enough for
the shopping and school bags;
there are four bag hooks plus a
12-volt outlet.
The driver sits high in a
slightly under-padded chair,
facing a simple, functional
dash. Vision is fine around the
car; a camera and rear parking
sensors are standard -- handy,
because it is a beast to park in
tight spaces.
Handling is OK by people
mover standards, but Carnival
is a big wagon with soft
suspension so dynamic limits
are extremely low. The ride is
comfortable and quiet.
At the price, Carnival offers a
heck of a lot of people mover for
your money.
If it’s outright interior acreage
and seating capacity you want, the
Kia’s closest rivals are Honda’s
Odyssey, Hyundai’s eight-seater
iMax, VW’s seven-seater Multivan
and nine-seater Caravelle.
THINGS WE LIKE
 Excellent petrol and turbodiesel
engines
 Market-leading warranty
 Plenty of legroom in all rows
 Big load space with all seats in use
 Easy access to all seats
 Heaps of storage
THINGS YOU MIGHT NOT LIKE
3.3-litre V6 is thirsty
It’s a big thing to manoeuvre in
tight spaces
More comfortable for six than eight
SPEX (Si 2.2 CRDi)
Made in South Korea
2.2-litre four-cylinder turbodiesel/
eight-speed automatic/front-
wheel drive
147kW of power at 3800rpm/440Nm
of torque from 1750–2750rpm
0–100/h N/A
6.3L/100km highway; 9.9L/100km
city; CO2 emissions are 202g/km
Warranty: Seven years/unlimited
kilometres
Standard: Six airbags, stability
control, automatic emergency
braking, adaptive cruise, lane
departure warning, three-zone air,
Bluetooth, navigation, 17-inch alloy
wheels, power tailgate
Redbook future values: 3yr 54%;
5yr 42%
compare with ...
Honda Odyssey, Hyundai iMax, VW
Multivan and Caravelle
 S KIA SPORTAGE FROM $29,990
Seats in all variants offer good
support, helped by multiple
adjustments including power
lumbar in SLi and GT. Rear seats
are well shaped with handy knee
room and recline but the load
area is quite small. Kia provides a
full-size alloy spare.
The reliability and durability of
Kia vehicles is now among the
best in the business.
Kia’s industry-leading seven-
year warranty and seven-year
roadside assist are indicative of
the marque’s faith in its offerings
and helps justify fairly hefty
recommended price tags.
Seven-year capped-price
servicing is a further attraction
that adds value to the deal.
The smartly styled Sportage
should be on your test-drive list,
with Mazda’s CX-5, the Subaru

K ia’s Sportage SUV, which

shares architecture with
Hyundai’s Tucson and, size-
dismiss. It is relatively quiet and
pulls effortlessly from low in the
revs right through the mid- range.
and low-profile tyres) and
cornering poise. It turns into
corners accurately and feels
Forester and VW’s Tiguan.

wise, bridges the gap between
compact and medium wagons,
starts at $29,990 for the Si
front-wheel drive. This model
is powered by a 2.0-litre petrol
engine with a modest 114kW of
power and an even more modest
192Nm of torque.
The base drivetrain is also
offered in Si Premium, at $32,290
and SLi, priced at $36,790. A
2.0-litre turbodiesel (with 136kW
and 400Nm) with on-demand all-
wheel drive is available across
all grades at $35,390 for the Si,
$37,690 for Si Premium, $42,190
for the SLi and $47,690 for the GT
Line, while a 2.4-litre petrol (with
135kW and 237Nm) all-wheel
drivetrain is available only in the
top-end GT Line at $44,790.
A six-speed auto is standard
on petrol models; the diesel is
matched with an eight-speed.
The attraction of the 2.0-litre
turbodiesel is impossible to
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Buyers who rack up plenty of
kilometres will appreciate the
attractive fuel economy, officially
rated at 6.8L/100km, and good for
close to 7.0L/100km in mixed real-
world motoring. The 2.0 petrol
in the FWD versions is adquate
in everyday use and is flattered
by the six-speed auto. The 2.4
petrol is livelier but also lacks the
instant response of the diesel,
particularly when overtaking or
climbing. All engines cooperate
easily with the smooth, fast-acting
auto transmissions.
Driving aids extend to
autonomous emergency braking
and lane keep assist across the
range. However only GT gets
blind spot monitoring and rear
cross traffic alert.
Sportage’s Australianised
suspension tune manages an
agreeable blend of ride comfort
(even on the GT’s 19-inch wheels
agile, with minimal body roll and
no loss of poise or tyre grip.
An integrated Drive Mode
system has Eco, Normal and
Sport modes, each influencing
throttle and transmission
responses and steering
weighting. The brake pedal has
a handy amount of feel and
pulls up the Sportage without
undue body pitching.
Overall, the cabin suggests
quality and a touch of class,
especially in higher-spec
versions. The two-tone leather
is a grabber, the touchscreen
responds swiftly to inputs and
is easy to use and read. Apple
CarPlay and Android Auto are
standard. All grades above Si get
an eight-inch touchscreen, JBL
audio and navigation.
Thick windscreen pillars
and the high dash cowl slightly
impede forward vision.
THINGS WE LIKE
Excellent quality and industry-
leading warranty
Ride/handling compromise tuned
for Australian roads
Strong 2.0-litre turbodiesel
Classy, comfortable cabin
GT’s safety features
THINGS YOU MIGHT NOT LIKE
At the pricey end of the class
No navigation in Si
GT’s safety features should be
available on Si and SLi
Thick front pillars
SPEX (Si 2.0)
Made in South Korea
2.0-litre four-cylinder petrol/six-
speed automatic/front-wheel drive
114kW of power at 6200rpm/192Nm
of torque at 4000rpm
0–100km/h N/A
6.1L/100km highway; 10.9L/100km
city; regular unleaded; CO2 emissions
are 182g/km; fuel tank is 62 litres
Warranty: Seven years/unlimited
kilometres
Standard: Six airbags, stability
control, autonomous emergency
braking, lane keep assist, camera
with dynamic parking guidelines,
rear parking sensors, Bluetooth,
rain-sensing wipers, 17-inch
alloy wheels, alarm. SLi includes
18-inch alloys, navigation, front
parking sensors and leather. GT
includes wireless phone charging,
sunroof, power tailgate, blind
spot detection, automatic parking
Redbook future values: 3yr: 50%;
5yr: 39%

Comfort and refinement

Value for money

compare with ...
Ford Escape, Hyundai Tucson,
Overall Mazda CX-5, Nissan Qashqai,
Subaru Forester, VW Tiguan

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 83


K ia’s Sorento is comparable
in size with Toyota’s Kluger
and the Nissan Pathfinder, with
vast interior space for seven.
Petrol-powered models are
front-wheel drive. The range
opens with the 206kW 3.5-litre
V6/eight-speed automatic Si at
$42,990; Sport is $44,990, SLi is
$46,990 and GT-Line is $55,490.
Sorento’s 147kW 2.2-litre
turbodiesel is a superb engine,
as strong, frugal and refined.
It’s also matched with an eight-
speed automatic. The all-wheel
drivetrain includes a lockable
centre differential.
Prices start at $45,490 for the
Si, tested here. Sport is $48,490,
SLi is $50,490 and GT Line is
priced at $58,990.
Sorento’s 2.2-litre turbodiesel
can be hard to pick as a diesel
because it is so smooth and quiet.
It’s also frugal, returning
7–8L/100km on the highway and
10–11L/100km in town. Not bad
for a big, heavy seven-seater. Eco,
STARS
Safety
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
84 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
Normal and Sport modes adjust
the eight-speed’s shift points but it
never has to work the engine hard.
Kia’s local suspension tuning
program pays dividends here
in Sorento’s excellent ride/
handling compromise, tailor-
made for our poor roads.
It’s not pretending to be a sports
car so the emphasis is on comfort,
compliance and quietness, and in
this regard Sorento Si, which rolls
on 17-inch wheels with 235/65
tyres, is absolutely luxurious.
Handling is secure and
predictable. The electric steering
is pretty lifeless and imprecise.
Sorento’s claimed maximum
towing capacity is 2000kg. Its
maximum towball download,
though, is only 100kg, so most
caravans aren’t viable because
you’re effectively limited to a
1000kg trailer.
The driver faces a bulky, high
dash. Illuminated instruments
are clear and informative and
generous storage includes a
huge centre console box.
Eight-inch touchscreen
infotainment includes Apple
CarPlay and Android Auto, plus
Harman Kardon sound in SLI
and GT grades. Navigation,
a camera, seatbelt warning
chimes for all seats, parking
sensors and tyre pressure
monitoring are standard.
Safety features include lane
keeping assist and automatic
emergency braking; GT adds a
360 degree camera, blind spot
and rear cross traffic alert.
The base Si driver’s seat,
though, has a saggy and
uncomfortable cushion,
inadequate lumbar support and
imprecise manual adjustment.
Row two is a firm, supportive
60/40 split-fold bench on sliding
tracks so legroom is adjustable,
as are backrest angles. Air
vents, USB and 12-volt sockets
are provided, plus two Isofix
 S
and three Australian Standard
restraint anchor points.
Access to the two fold-up
rear seats is tight and via the
passenger’s side only. Legroom
is reasonable but the cushions
are almost on the floor. Still,
they’re OK for small kids and
there’s a vent plus adjustable
fan speed control on the right
side. Curtain airbags extend to
the rear seats.
With all seats in use, there’s
enough space in the Sorento for
a couple of school bags and a bit
of shopping. Five-seater mode
gives you a big space and you
can move house with the row two
seats folded forward.
Whether you call it an SUV or
a people mover, the Kia Sorento
Si 2.2 turbodiesel is an A-grade
family wagon and excellent value
for money, especially at regularly
advertised drive away prices. A
seven-years/unlimited kilometres
warranty — the best in the
business — is the icing on the deal.
THINGS WE LIKE
Good value
One of the best turbodiesels around
Spacious cabin
Comfortable ride and secure
handling
Market-leading warranty
THINGS YOU MIGHT NOT LIKE
Uncomfortable driver’s seat
Tight rear-seat access
Remote-control steering
Can tow only a light trailer
SPEX (Si CRD)
Made in South Korea
2.2-litre four-cylinder turbodiesel/
eight-speed automatic/all-wheel
drive
147kW of power at 3800rpm/441Nm
of torque from 1750-2750rpm
0–100km/h N/A
Warranty: Seven years/unlimited
kilometres
Max towing weight: 2000kg
6.1L/100km highway; 9.2L/100km
city; CO2 emissions are 190g/km;
fuel tank is 71 litres
Standard: Six airbags, stability
control, automatic emergency
braking, camera, navigation, tyre
pressure monitoring, parking
sensors, Bluetooth, 17-inch alloy
wheels, alarm, three 12-volt and
two USB sockets, full-size spare
Redbook future values: 3yr: 56%;
5yr: 40%
compare with ...
Hyundai Santa Fe, Mazda CX9,
Skoda Kodiaq, Toyota Kluger
 LAMBORGHINI AVENTADOR S FROM $789,809
L amborghini’s Aventador S
costs $789,809. Let’s just
call it a neat $1 million once you
tick the options boxes. Oh, and
let’s not forget the luxury car tax
component of almost $170,000.
Aventador Roadster is $825,914.
and Aventador SVJ is $949,640.
Launched in 2012 as the
flagship successor to the
Murciélago, production is
limited to 1000 cars per year,
largely because its carbon-fibre
composite monocoque, the car’s
core chassis/body structure, is
made in-house, a complex, time-
consuming operation.
In S form, Aventador’s 6.5-litre
naturally aspirated V12 engine
produces 544kW at 8400rpm.
It’s put to the road via a
seven-speed single clutch
automated manual gearbox and
all-wheel drive.
Weighing in at 1575kg,
Aventador S rockets to 100km/h
in 2.9 seconds and 300km/h in
24.2 seconds, on its way to a
350km/h top speed.
Aventador SVJ, tuned for
566kW of power, reaches
100km/h in 2.8 seconds.
Aventador’s single curved
silhouette from nose to tail
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
— a defining visual element
Lamborghini first used on the 1974
Countach — features a wider front
splitter to increase aerodynamic
downforce — assisted by a three-
position rear wing and higher-flow
rear diffuser — and direct more
cooling air to the standard carbon
ceramic brakes.
Sharper hydraulic steering
is supplemented by rear-
wheel steering for greater
agility in low-speed corners
and improved stability at high
speed. Lamborghini’s F1-style
pushrod suspension, with
adaptive dampers, has been
revised accordingly, and bespoke
Pirelli PZero tyres are fitted,
while the previous model’s three
driving modes — Strada (street),
Sport and Corsa (race) — are
supplemented by the appropriately
named Ego, which gives you an
extra 24 customisable drivetrain,
suspension and steering settings.
The Aventador is not an easy
car to drive.
First you have to get in, via its
vertically swinging doors, a task
that’s impossible to do with any
decorum for an average-sized,
reasonably well-padded bloke. As
for egress, the easiest way to do
it is to just open the door, fall out,
keep calm and carry on.
The customisable TFT
instruments are very cool, but the
driver’s seat isn’t as supportive
as a supercar’s should be,
there’s nowhere to put anything
and tall blokes might be a tight fit
under the low roof. This is not a
practical, spacious car.
I get half-a-dozen laps of
Phillip Island, enough to confirm
that the V12 is still the ne plus
ultra of atomic-grade, planet-
frying, naturally aspirated
powerplants. It’s a magnificent
piece of machinery, but when
you see 270km/h on the speedo
and realise the car is still
accelerating like a missile, it
does focus your attention on the
meaning of life.
The seven-speed
transmission’s shifts can be
harsh, unsettling and slow and
while the steering is eager and
precise, the Aventador rampages
around the track with little
finesse or grace. It feels big,
heavy and, at times, unbalanced
when changing direction. It also
works its tyres hard and as the
day wears on, the car gets twitchy
and snakey in faster corners.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 85
When the back end wants to
swap places with the front under
brakes at 260km/h on approach
to Turn One, I realise I’d rather
live than continue. Aventador is
spectacularly rapid in a straight
line and it will scare you silly
anytime you like, but there’s not
much else to it, really.
THINGS WE LIKE
 Mad, bad and beautiful
 12 cylinders of naturally aspirated
ferocity
 Groovy instruments and that red
engine-start button
 Sharp, intuitive steering
 Massive braking power
 Strong resale values
THINGS YOU MIGHT NOT LIKE
Feels unwieldy at speed in corners
and tyre grip can become tenuous
Big and heavy
Getting in and out is a chore
It’s not worth the money
The Huracán is almost half the
price but it’s a much better car
SPEX
Made in Italy
6.5-litre V12 petrol/seven-speed
automated manual/all-wheel drive
544kW of power at 8400rpm;
690Nm of torque at 5500rpm
0–100km/h in 2.9 seconds (claimed)
Warranty: Three years/unlimited
kilometres
11.6L/100km highway; 26.2L/100km
city; 98 octane premium; CO2
emissions are 394g/km
Standard: Four airbags, stability
control, carbon ceramic brakes,
TFT digital instruments, Apple
CarPlay, Bluetooth, navigation, 20-
inch front/21-inch rear alloy wheels
with 255/30 and 355/25 Pirelli
PZero tyres, leather upholstery,
tyre pressure monitoring.
Redbook future values: 3yr: 60%;
5yr: 49%
compare with ...
Ferrari 812 Superfast, Porsche
911 Turbo S
LEXUS LC 500 FROM $189,629
I n this turbocharged age, the
new Lexus LC 500 is a rare
beast. It has a big, naturally
aspirated 5.0-litre V8 that roars
and revs the old-fashioned
way. Most other manufacturers
these days are forced by
regulations to rely on smaller-
capacity, slower-spinning
turbo engines in performance
models, because they produce
similar performance with
lower emissions.
The LC 500’s powerplant
is possibly the only thing
that’s retro about this quick
and capable 2+2 coupe. It
features the world’s first mass-
production 10-speed automatic
transmission, for instance. This
isn’t a complete gimmick. The
Lexus V8 lacks the broad torque
band of a turbo, and more gears
mean more chances to use the
part of its rev range that’s best,
for power and efficiency.
Priced at $190,000, the Lexus
LC500 also comes standard
with an array of infotainment,
safety, driver-aid and car set-
up technologies that’s decently
competitive.
Luscious is the right word to
describe the cabin of the LC 500.
The flowing design of the leather-
STARS
Safety
Not yet rated
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
86 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
clad instrument panel is beautiful,
and the entire interior is precision-
crafted. But rear seat room is too
tight for adults and the boot is
also very small, even though the
car wears run-flat tyres and so
doesn’t carry a spare wheel.
From the outside, the LC 500 is
among the best-looking cars Lexus
has ever produced. The Lexus
spindle grille may be an acquired
taste, but otherwise the details and
decorations are hard to dislike.
The coupe’s overall proportions
are classically handsome.
The driving experience is
no let-down, either. The LC is
built on a new set of chassis
components intended to lift
Lexus’s reputation for behind-
the-wheel pleasure. This is an
area where the Japanese brand
has been often, in the past,
outgunned by its European rivals.
From the very first corner, you
can feel that Lexus engineers
have been learning. The coupe’s
precise and perfectly weighted
steering is very good indeed, and
the neat way it handles bends is
confidence-inspiring.
A Torsen limited slip
differential helps give it that
classical rear-wheel drive
controllability and attitude when
powering out of corners, though,
with 275 rear tyres, it’s a touch
underdone for rubber on the road
and, at almost two tonnes, it’s
also heavier than it should be.
Like most sporty luxury cars,
the LC offers its pilot a menu
of different driving flavours.
There’s some genuine spiciness
in here, too. This car is the
first Lexus to feature an active
exhaust system. Selecting the
sportiest mode not only firms
the suspension and makes
the engine and gearbox more
eagerly responsive, but also
flips open flapper valves in the
mufflers to let the V8’s big and
brassy voice be heard.
Yet the LC 500 is wonderfully
quiet and refined in the milder
driving modes appropriate for
everyday driving. It rides fairly
comfortably for a fast and
powerful coupe, too.
Lexus Australia execs expect
the LC 500 to outsell the hybrid
model launched alongside by
three or four to one. The LC
500h, at $189,629, combines a
3.5-litre V6 engine with a pair of
electric motors inside a 10-speed
automatic transmission.
While very quick for a hybrid,
the LC 500h lacks both the power
and charisma that makes the
LC 500 the most persuasive car
Lexus has produced in years. If
you’re thinking about a BMW 6
Series, Mercedes GT or Jaguar
F-Type coupe, give it a try.
By John Carey
THINGS WE LIKE
 Luscious, loaded interior
 Handsome exterior
 5.0 litres of naturally-aspirated
V8 love
 The best handling Lexus ever
 Outstanding quality, reliability and
customer service
THINGS YOU MIGHT NOT LIKE
 Useless rear seats
 Tiny cargo compartment
 Overweight and under-tyred
 Don’t bother with the hybrid
SPEX
Made in Japan
5.0-litre V8 petrol/10-speed
automatic/rear-wheel drive
351kW of power at 7100rpm/540Nm
of torque at 4800rpm
0–100km/h in 4.7 seconds
8.2L/100km highway; 17.6L/100km
city; 98 octane premium; CO2
emissions are 267gkm
Warranty: Four years/100,000
kilometres
Standard: Eight airbags, stability
control, radar cruise, lane keeping,
blind spot monitoring, rear cross
traffic alert, tyre pressure monitor-
ing, 21-inch alloy wheels, adaptive
dampers, glass roof, bi-LED
headlights, heated, cooled, leather
upholstered front seats, head-up
display, Bluetooth, navigation,
10.3-inch infotainment screen,
Levinson audio.
Redbook future values: 3yr: 43%;
5yr: 29%
compare with ...
BMW 6 Series, Jaguar F-Type,
Mercedes AMG E53 coupe
 S LEXUS IS FROM $59,340
T he Lexus IS sedan range
opens with the 180kW
2.0-litre turbopetrol four-
cylinder IS 300, available in
Luxury, F Sport and Sports
Luxury grades, priced at
$59,340, $66,820 and $77,380
respectively.
The 233kW 3.6-litre V6 IS 350
is available in the same
grades, priced at $65,101,
$72,880 and $83,500.
Hybrid power is also available
as an alternative to diesel with
the IS300h, priced at $61,890 for
the Luxury, $70,310 for F Sport
and $81,160 for Sports Luxury.
Two door coupe RC models
open with the RC300 Luxury at
$69,874. F Sport is $74,529.
RC350 Luxury is $69,874; F
Sport is $77,529.
The go fast RC F, with a 351kW
5.0-litre V8, is $134,129; the
Track Edition is $165,690.
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
 compare with ...
Overall

The Lexus petrol/electric
drivetrain, which uses a 2.5-litre
four-cylinder engine, develops
164kW, drives the IS to 100km/h
in a respectable, if hardly sporty,
8.5 seconds and averages fuel
consumption of 4.9L/100km.
I haven’t yet driven the IS 300
but I’d suggest that it is probably
the pick of the range because
the four’s lighter weight will
have a less detrimental effect
on the car’s handling than the
3.5-litre V6 in the IS350.
This engine has several
redeeming features, not the
least of which is a potent,
responsive and very tuneful top
end, characteristic of a naturally
aspirated six, and an eight-speed
automatic that, in day-to-day
driving, effectively compensates
for its lack of lower midrange
and bottom-end torque by
unobtrusively picking the right
gear most of the time.
It does get confused when
you want to exploit the IS’s
performance potential on a tight
road, though.
Lexus still does not properly
understand what Sport means,
and in this mode, or the sharper
Sport+, the shifts are too late and/
or too slow because of relatively
dimwitted programming.
BMW’s eight-speed auto and
Audi’s S-Tronic transmissions are
faster, smoother and much more
in sync with your intentions when
driving enthusiastically.
As with the previous IS, the car
feels secure and agile, however
it’s still nose-heavy.
Diving into a tight corner at
speed sees prodigious understeer
and intervention from the stability
control, in part also because the
Bridgestone Turanza tyres (on the
IS 350 F Sport test car) aren’t the
stickiest in the world.
The steering itself is precise, if
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 87
quite remote in feel, the ride (on
the F Sport’s low-profile tyres) is
slightly terse but tolerable, and
the brakes are up to the job.
In the F Sport you sit in a
luxurious, fully-bolstered sports
chair with sufficient travel to suit
anyone and good vision around
the car. The world’s grooviest
thin-film-transistor instruments
are clear and informative, but the
infotainment system is complex,
gimmicky and light years behind
the German equivalents. There’s
not a lot of oddment storage
close at hand either.
Legroom in the back seat is
comparable with a 3 Series.
Boot space is adequate, there’s
a 60/40 split-fold rear-seat
extension and a temporary spare.
The IS 350 F Sport has a
strong price attraction against
the likes of BMW’s 340i and the
Mercedes CLA45 AMG, both of
which cost around $90,000.
However, the bottom line here
is that, as a drive, the Lexus
remains a less than convincing
effort against its German rivals,
and Alfa Romeo’s Giulia.
THINGS WE LIKE
 Loaded and excellent value
 Rev-happy atmo six-power
 Outstanding quality, reliability
and customer service
 Luxurious driver’s seat
THINGS YOU MIGHT NOT LIKE
Eight-speed is slower than the
rest of the car
Thirsty
Understeer in tight corners
Limited storage
SPEX (IS 350 F Sport)
Made in Japan
3.5-litre V6 petrol/eight-speed
automatic/rear-wheel drive
233kW or power at 6400rpm/
378Nm of torque at 4800rpm
0–100km in 5.9 seconds (claimed)
7.4L/100km highway; 13.7L/100km
city; 95 octane premium; CO2
emissions are 225g/km
Warranty: Four years/100,000km
Standard: 10 airbags, stability
control, leather upholstery, 18-
inch alloy wheels with 225/40
(front) and 255/35 (rear) tyres,
leather upholstery, Bluetooth
with voice control, Mark Levinson
audio, DAB+, navigation with
SUNA traffic updates, reversing
camera, blind spot monitor
Redbook future values: 3yr: 43%;
5yr: 31%
Audi A4, Alfa Giulia, BMW 3 Series,
Mercedes C and CLA, Jaguar XE
LEXUS UX FROM $44,450
over moderate bumps. The fact
is, with regular rather than
runflat tyres, the base Luxury’s
standard 17-inch wheel/tyre
set-up is the best compromise if
comfort is your priority.
Still, the UX can be a
rewarding drive thanks to light
yet measured steering, sharp
handling and secure, controlled
and surefooted roadholding.
Suspension is via struts up front
and wishbones out back.
Overall, the littlest Lexus
crossover is a reasonable drive,
but remember, it is very grade-
dependent. Take a test drive in
Toyota’s C-HR, too. It’s from
the same family, but at much
lower prices because it’s got a
Toyota badge.

B ased on Toyota’s “New Global

Architecture” that also
underpins the closely related
and cabin trimmings, adaptive
dampers and “Active Sound
Control” for a fruitier exhaust note.
turbos, requiring plenty of revs on
the (digital) counter before speed
really picks up. The problem with
By Byron Mathioudakis

C-HR and Corolla, the Lexus UX
(for Urban Explorer) slots in
beneath the NX, though it’s really
less a pure SUV than a hatch-on-
stilts, Mercedes GLA-style.
Indeed, the Merc seems
to have informed the UX’s
positioning as well as
proportioning, starting from
$44,450. Even the base model
is generously equipped, with
navigation, a huge display screen,
digital radio, LED headlights,
powered steering column,
electric and heated front seats,
keyless entry/start and adaptive
cruise control with stop/go.
Next up is the $8550-extra
Sports Luxury, adding 18-inch
alloys with runflat tyres (so no
spare), leather, vented front
seat cushions, upgraded audio,
improved reverse camera and
jazzier trim.
Finally, the F Sport flagship for
just $450 more scores a body kit,
racier front seats, steering wheel
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
While the low-slung UX might
seem tight inside, the cabin is
deceptively roomy front and
rear, with supportive seating
for four (or five at a squeeze),
an excellent driving position,
modern, distinctive dash
layout, high-quality fittings and
pleasing attention to detail.
The instruments are multi-
configurable too — though Lexus’
touchpad controller can be
infuriatingly fiddly. Where space
is limited is behind the seats, due
to a pitifully shallow boot.
Two drivetrains are offered: the
front-wheel drive petrol UX200
and the petrol-electric hybrid
UX250h for $3500 more. The latter
can also be had in all-wheel-drive
Sport Luxury and F-Sport hybrid
grades for a $4500 premium.
I’d go hybrid every time as the
UX200’s 126kW/205Nm 2.0-litre
naturally aspirated four-cylinder
engine delivers pretty dull
performance in this age of rorty
that is it then sounds raucous
under even moderate acceleration,
sending unwelcome levels of
noise and vibration through to the
otherwise hushed interior.
Mated to a continuously
variable transmission featuring a
torque-converter first gear for a
more eager take-off feel, Lexus
has clearly tuned this unit for
economy rather than excitement.
In contrast, the UX250h —
which combines the 2.0-litre
engine with two electric motors
and a different type of CVT —
is livelier off the line, quicker
through the mid-range and
more economical to boot, while
providing an altogether sweeter
and quieter operation.
We’re also hesitant to
recommend the top-line F Sport
unless you only travel along
ultra-smooth roads, because —
despite trick adaptive damper
tech — the suspension can
become harsh and loud, even
THINGS WE LIKE
 Premium cabin
 Striking design
 UX250h’s performance, refinement
and economy
 Involving steering and handling
 Quality craftsmanship
THINGS YOU MIGHT NOT LIKE
Ride on F-Sport is too firm, too
noisy
Noisy, rowdy engine in UX200
No spare wheel on Sport Luxury
and F-Sport grades
Fiddly multimedia touchpad
Shallow boot
No Apple CarPlay/Android Auto
connectivity
The hybrids can’t tow
SPEX (UX250H LUXURY)
Made in Japan
2.0-litre four-cylinder petrol-elec-
tric hybrid/CVT/front-wheel drive
131kW of power (combined) at
6600rpm/188Nm of torque from
4400-5200rpm
0-100km in 8.5 seconds (claimed)
4.6L/100km highway; 4.3L/100km
city; 91 octane; CO2 emissions are
103g/km; fuel tank is 52 litres
Warranty: Four years/100,000km
Standard: Eight airbags, stability
control, AEB, adaptive cruise with
stop/go, lane keep assist, traffic
sign recognition, auto high beam,
blind-spot monitor, rear cross-traffic
alert, parking sensors, camera, tyre-
pressure monitoring, digital radio,
LED headlights, power-adjustable
steering column, powered and
heated front seats, leather, roof rails,
17-inch alloys, space-saver spare
Redbook future values: 3yr: 52%;
5yr: 40%
compare with ...
Audi Q2/Q3, BMW X1/X2, Jaguar
E-Pace, Mercedes GLA, Mini
Countryman, Toyota C-HR, Volvo XC40

88 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

3S
T he NX is Lexus’ smallest SUV
yet and like many modern
SUVs it targets urban buyers.
Entry models are front-wheel
drive rather than all-wheel
drive because, according to
research, many buyers really
don’t know or care which wheels
put the power to the road.
NX’s aggressive, exaggerated
proportions suggest an attempt
to appeal to younger buyers —
and there are pleasing details in
its lights and garnish — but the
result seems too tall for its width
and too big for its wheels.
In official sales charts, NX sits
in the compact SUV category
alongside the BMW X1, Audi Q3
and Mercedes GLA. However, at
4.6m long, it’s actually a whole
size larger and a more realistic
rival for the Audi Q5, BMW X3/X4,
Jaguar F-Pace, Mercedes GLC
and the Range Rover Evoque.
Pricing starts towards the
bottom of this pack at $54,800
for the front-wheel-drive NX200t
Luxury model and $60,800 for
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
F Sport. The AWD Luxury is
$59,300, F Sport is $65,300 and
Sports Luxury is $73,800.
The NX200t features Lexus’ first
turbocharged engine, a 2.0-litre
petrol four with a handy 175kW of
power and 350Nm of torque. It’s a
sprightly, willing device.
The Lexus NX300h, as tested
here, runs a hybrid driveline
comprising a 2.5-litre four-
cylinder engine supplemented by
an electric motor. It drives the
front wheels via a continuously
variable transmission (CVT) and
draws its power from nickel
hydride batteries.
NX300h opens at $57,300 for the
front-wheel-drive Luxury variant.
F Sport is $63,300. All-wheel-drive
versions start at $61,800. F Sport
is $67,800 and Sports Luxury is
$76,300. AWD adds another 50kW
electric motor at the rear axle. It
comes into play at launch, through
corners and in slippery conditions.
The complex software
controlling all this means power
(147kW) and torque (270Nm) are
LEXUS NX FROM $54,800
the same with or without the
rear motor. Zero to 100km/h
takes 9.2 seconds. That’s
leisurely by modern standards
and one reason is weight. The
NX300h is heavy compared to its
rivals at almost two tonnes. The
NX200t is around 100kg lighter
and more powerful.
The hybrid drivetrain sounds as
though it’s straining at times, too.
CVTs hold the most favourable
revs and adjust their internal
ratios. The result here is a loud,
unremitting note that doesn’t rise
and fall in the familiar way. It’s
far from luxurious.
Tall and top-heavy also sums
up the NX’s dynamics. Despite a
firmness to the suspension that’s
designed to counter body roll, it
handles like it looks. There’s little
here to reward a driver and this
is compounded by controls that
are distant and lack feedback.
The steering is slow and lifeless
while the brakes have the
uneven, wooden quality typical of
regenerative hybrid systems.The
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 89
interior presents as spacious,
comfortable, modern and
premium with stitched surfaces,
touch-sensitive switches and
up-to-the-minute options, such
as a wireless recharging pad for
phones. Fit and finish is always a
Lexus strongpoint.
However, most of what
looks like leather isn’t and
its rivals have better-quality
plastics. Chief among the cabin
drawbacks is a control screen
that can be hard to read and
even harder to navigate using a
touchpad to move a cursor. It’s
frustrating to use and inferior to
any of its rivals.
A slow power tailgate accesses
a high load floor with a temporary
spare underneath. Lexus claims
a load capacity of 475 litres but in
practical terms it looks a little
less accommodating.
As Lexus’ first attempt at a
compact SUV, the NX arrives late
and too underdone compared
with a long list of much more
accomplished European rivals.
By Phil King
THINGS WE LIKE
 Lexus quality and reliability
 Well equipped
 Comfortable seats
 Adequate cabin space
THINGS YOU MIGHT NOT LIKE
Transmission noise
Sluggish performance
Frustrating control system
Out-of-proportion design
Unrealistic fuel economy figure
High cargo floor
SPEX (NX300H)
Made in Japan
2.5-litre four-cylinder petrol/
electric hybrid/CVT/front- or all-
wheel drive
Combined system outputs: 147kW
of power and 270Nm of torque
0–100km/h in 9.2 seconds (claimed)
Max towing weight 1000kg
Warranty: Four years/100,000km
5.5–5.6L/100km highway;
5.8L/100km city; 91 octane
unleaded; CO2 emissions are
131–133g/km; fuel tank is 56 litres
Standard: Stability control, eight
airbags, navigation, camera, front
and rear parking sensors, power
tailgate, 18in alloys, dual USB,
DAB+, Bluetooth, tyre pressure
warning, leather-faced seats
Redbook future values: 3yr: 61%;
5yr: 48%
compare with ...
Audi Q5, BMW X3, Jaguar F-Pace,
Mercedes GLC, VW Tiguan
LEXUS RX FROM $74,251
T he Lexus RX range opens
with the 2.0-litre turbopetrol
four-cylinder/six-speed
automatic/front-wheel-drive
RX200t Luxury priced at
$74,251. F Sport is $86,551 and
Sports Luxury is $92,701.
The RX350, with a 221kW
3.5-litre V6 petrol/eight-speed
auto and all-wheel drive, costs
$81,050 in Luxury specification,
$93,350 for F Sport and $99,500
for Sports Luxury.
A long wheelbase seven-
seater RX350L Luxury is $84,329
and Sports Luxury is $101,129.
The V6’s power is reduced
slightly to 216kW in the seven
seater due to a different exhaust.
RX450h petrol/electric hybrid,
with a combined 230kW system
output from its 3.5-litre V6/twin
electric motor/Ni-MH battery/
CVT all-wheel drivetrain, is
available in the same three
model grades. starting at
$90,160 for the five- seater and
$93,440 for the seven- seater.
RX five-seater is a much
smaller wagon than its ostensible
(according to industry statistician
VFACTS) Q7/X5/GLE rivals. Its
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
90 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
wheelbase is actually shorter
than the Audi Q5, BMW X3 and
Mercedes GLC mid-sizers, all of
which are five seaters, like the
Lexus, with comparably-sized
cargo bays. These are RX’s
closest competitors, along with
the Jaguar F-Pace and the Land
Rover Discovery Sport.
An inevitable front runner
in industry benchmark owner
surveys — such as JD Powers in
the US — which measure initial
quality, long-term reliability
and owner satisfaction, Lexus
is also ranked the most reliable
automotive brand in the US by
Consumer Reports.
Even at base-model level, RX
is loaded. It includes 10-way
power adjustable, big bloke-
sized armchairs up front, heated,
cooled and with supple leather
facings. Rear-seat passengers sit
quite low and the 60/40 split seat
can be adjusted for legroom, of
which there’s plenty.
The tapered roof kills cargo-
bay volume and you can carry
more in most rivals.
You’re protected by a full-
house safety hand with 10
airbags, a rear camera and
audible proximity warning,
automatic emergency braking,
radar cruise, blind spot and rear
cross traffic alerts, lane keeping
and vehicle sway warning.
A mouse-style pad on
the centre console requires
the prehensile dexterity of
a neurosurgeon to operate.
It’s so fiddly that you have
to look closely at the screen
for extended periods just to
place the cursor in the correct
position, which is unsafe.
The 2.0-litre gets interested
when you put the boot in, but
this is a heavy (1890kg) front-
wheel-drive wagon and there’s
a touch of turbo lag, so it
takes a while to get going and
acceleration isn’t brisk.
Engine vibration under power,
especially in the initial stages of
acceleration in the lower gears, is
excessive. The force-fed 2.0-litre
isn’t particularly frugal either.
RX is safe and predictable but
ponderous in tighter corners, with
lots of body roll and twitchiness
on rough roads at speed. Electric
steering is lifeless and imprecise
while the brakes are powerful, if
rather touchy. Ride comfort, fine
in town, deteriorates as speeds
rise and the bitumen crumbles.
The Lexus RX200t would
certainly be an easy, set and
forget, grief-free SUV to own.
Compared with its European
rivals, though, the Lexus RX
range as a whole is expensive and
much less enjoyable and capable
as a drive, despite the fact that
its sporty styling makes strong
assertions to the contrary.
THINGS WE LIKE
 Lexus quality and reliability
 Lexus customer service
 Stylish cabin
 Well equipped
THINGS YOU MIGHT NOT LIKE
 Too expensive
Weak resale values
Silly infotainment control system
2.0t is a bit thirsty
SPEX (RX200t)
Made in Japan
2.0-litre four cylinder turbopetrol/
six-speed automatic/front-wheel
drive
175kW of power at 4800rpm/350Nm
of torque from 1650- 4000rpm
0–100km/h in 9.2 seconds
7.0L/100km highway; 10.0L/100km
city; 95 octane premium; CO2
emissions are 189g/km
Warranty: Four years/100,000km
Standard: Stability control, 10
airbags, leather, dual-zone air,
navigation, reversing camera,
digital radio, Bluetooth, alarm,
power-operated tailgate, 20-inch
alloy wheels, wireless phone
charging, LED headlights, auto-
matic emergency braking, lane
keeping,blind spot warning
Redbook future values: 3yr: 52%;
5yr: 39%
compare with ...
Audi Q5, BMW X3, Mazda CX9,
Mercedes GLC, Peugeot 5008
 MASERATI GHIBLI FROM $138,990
performance is not as strong as  Twin-turbo V6 petrol soundtrack
the supercar badge suggests.  It’s not German
Once the revs build, however,
THINGS YOU MIGHT NOT LIKE
the five metre-long sedan surges  Firm ride over rougher roads
forward with impressive intent  Twin-turbo V6’s thirst when pushed
(and a blistering mechanical  Overweight
soundtrack), building up speed  Some rattles evident in test car
with delicious ferocity, aided by  Pricey
seamless gear changes. SPEX (Ghibli S)
Ghibli’s handling poise and  Made in Italy
The Maserati Ghibli range 3.0-litre twin-turbo petrol V6s. precision are exemplary, backed  3.0-litre V6 twin-turbo petrol/eight-
opens with a 3.0-litre twin-turbo- The base petrol Ghibli, priced up by exceptional grip and speed automatic/rear-wheel drive
 321kW of power at 5500rpm/580Nm
diesel V6, producing 202kW of at $139,990, puts down 257kW superbly powerful brakes.
of torque from 2250- 4000rpm
power and 600Nm of torque, with at 5000rpm and 500Nm from The cabin is both spacious  0–100km/h in 4.9 seconds (claimed)
an eight-speed auto. It’s priced 1750rpm for a 0–100km/h run of and opulent, offering plenty of  7.1L/100km highway; 13.8L/100km
at $138,990. GrandSport and 5.6 seconds, before achieving an front-seat space, beautifully city; 98 octane premium; CO2
GranLusso are $159,990. impressive 263km/h. crafted materials, sensibly emissions are 223g/km
 Warranty: Three years/unlimited
Of much more interest to A number of upgrades executed ergonomics and
kilometres
traditionalists is the pair of (including different cam lobes, storage options aplenty.  Standard: Stability control, six airbags,
Ferrari-designed and -built ECU and fuel injectors) up the ante With German brands alarm, rear camera, 18-inch alloy
considerably in the $175,990 Ghibli becoming ubiquitous, the wheels, leather, automatic bi-xenon
S, resulting in 321kW at 5500rpm Maserati Ghibli appeals to headlights, sunroof, Bluetooth,
STARS and 580Nm from 4500rpm. buyers seeking something truly navigation, side and rear window
blinds, blind spot monitoring
Safety Quality, reliability
GranSport and GranLusso are unique. And, of course, Italian.  Redbook future values: 3yr: 47%;
Not yet tested $163,990; in S specification, the 5yr: 33%
Green Vehicle Comfort and price jumps to $184,990. By Byron Mathioudakis
Guide refinement Much of the Ghibli’s
Not yet rated
Performance Value for money
underpinnings are based on the THINGS WE LIKE compare with ...
bigger Quattroporte’s architecture.  Sensuous, muscular styling
 Mercedes-Benz E-Class, BMW 5/6
Handling Overall But, despite the part-aluminium  Chassis poise and control Series Gran Coupe, Audi A6/A7,
 body, the S weighs in at a hefty  Enjoyable steering feel Jaguar XF
1810kg, so its off-the-line

MASERATI QUATTROPORTE FROM $209,990

at $209,990. Do the words  Good fuel efficiency
“Maserati” and “diesel” sit well  Limo-like refinement
together? Hmm ...  Vast interior space
You can select Comfort or THINGS YOU MIGHT NOT LIKE
Sport mode for the dampers, Turbocharged V8s aren’t as
however on either setting the beautiful as atmo V8s
front end transmits far too much Slow-shifting auto
Limited front-end travel
road shock into the cabin.
On smooth bitumen, especially SPEX (GTS GranSport))
when a few sweeping corners Made in Italy
are involved, the Maserati excels, 3.8-litre twin-turbo V8 petrol/eight-
though electric steering has now speed automatic/rear-wheel drive
390kW of power at 6800rpm/650Nm
Maserati’s 2018 Quattroporte costs $239,990. GranLusso and replaced the previous model’s of torque from 2000–4000rpm
range features two twin- Gran Sport variants are also peerless hydraulic system. 0–100km/h in 4.7 seconds (claimed)
turbo petrol engines with an available in both models, at a The interior is a classic, 7.9L/100km highway; 15.6L/100km
eight-speed ZF automatic. $10,000-$35,990 premium. The conservative luxury sedan, city; 98 octane premium; CO2
The 3.0-litre V6 Quattroporte, 390kW/650Nm 3.8-litre V8 GTS with intuitive touchscreen emissions are 250g/km
Warranty: Three years/unlimited
with 257kW/500Nm, starts at GranLusso and GranSport are functionality plus a few graphics
kilometres
$214,990. With the same engine both $299,990. and switches borrowed from (say Standard: Stability control, six
producing 321kW/580Nm, the S With a full throttle overboost this very quietly) Jeep. airbags, 21-inch alloys, blind spot
function, the 3.8-litre turbo V8 GranLusso spec includes a monitoring, automatic emergency
can produce up to 710Nm. Zegna Edition interior with silk braking, surround cameras, bi-
STARS It’s as smooth, potent upholstery and timber trim. xenon headlights, heated front seats,
Bluetooth, Apple CarPlay, Android
Safety Quality, reliability and elastic as a jet, but the GranSport includes 21-inch alloys Auto, leather.
Not yet tested symphonic wail of the previous and sports seats. You can option Redbook future values: 3yr: 44%;
Green Vehicle Comfort and GTS’s Ferrari-sourced 4.7-litre the back seat to a two- or three- 5yr: 32%
Guide refinement V8 is gone, replaced by a bland person configuration.
Not yet rated turbo whoosh, a faint far-away
Performance Value for money
rumble under power and a polite THINGS WE LIKE compare with ...
Handling Overall blurt when you change gears.  Still looks Italian Audi A7/S7/RS7, Mercedes S-Class,
There’s also a 202kW/600Nm  Potent twin-turbo V8 performance Porsche Panamera
3.0-litre V6 turbodiesel, priced

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 91

MASERATI LEVANTE FROM $125,000
U ntil the Levante, no SUV
had ever worn the trident
badge of Maserati. But you would
never guess from the way this
weighty Italian drives. Equipped
as standard with air springs and
variable dampers, the Levante is
more agile on a curvy road than a
high-riding 2.2-tonne five-seater
has any right to be and, thanks
to a little help from Jeep, has
more off-road ability than any
customer is ever likely to exploit.
Maserati’s starting point for
development was the Ghibli
sedan, and the new SUV’s overall
length and wheelbase are almost
the same. Major changes for
the Levante include suspension
hardware designed to deliver
greater wheel travel, plus the
adoption of standard pneumatic
suspension that can hoist the
vehicle up to 40mm higher for
off-road work or lower it by up to
35mm for improved high-speed
stability and fuel efficiency.
Mindful of the brand’s reputation
for handling, Maserati’s engineers
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall

92 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
chose an aluminium-rich mix
for the Levante’s body and
suspension. While the Levante
isn’t light, its weight is at least in
the right places.
The company claims the
SUV has perfect 50:50 front-
to-rear weight distribution and
a lower centre of gravity than
any competitor. These physics-
friendly fundamentals are a firm
foundation for the Levante’s
driving dynamics.
The Levante tested here is
powered by the 202kW/600Nm
3.0-litre turbodiesel Maserati
buys from Italian diesel
specialists VM Motori.
Three models are available,
differing only in equipment. The
base Levante is $139,990 while
GranSport and GranLusso are
both priced at $159,990.
The VM Motori V6 is a very
good turbodiesel. It’s refined,
smooth and has oodles of
torque. But it does lack the
snappy responsiveness and
aural drama that are an integral
part of the Maserati brand
promise. It’s teamed with a
smooth, smart eight-speed
automatic transmission.
Levante petrol models run a
3.0-litre, twin-turbo petrol V6,
built by Ferrari.
In the base Levante, priced
at $125,000, it produces
257kW/500Nm. GranSport and
GranLusso are $144,990.
In Levante S, at $164,990,
it produces 316kW/580Nm of
torque, with the 0-100km/h trip
taking 5.2 seconds.
GranSport and GranLusso S
are both priced at $179,990.
The Levante’s exterior manages
to look sleek for an SUV without
going totally pseudo-coupe
like, say, BMW’s X6. But the big
Maserati, from some angles, does
look like a small hatchback that’s
been put on a photocopier and
blown up to 150 per cent.
The cabin is luxuriously Italian,
with a decently spacious rear
seat and a useful 680-litre cargo
compartment.
This is also the first Maserati
to come equipped with a suite
of infotainment and driver-aid
technologies to rival the Germans.
Levante Diesel’s $139,990
starting price is a reasonable
$10,000-or-so more than a Ghibli
with the same engine.
What isn’t so reasonable is
that Audi’s superb seven-seat Q7
3.0 TDI Quattro, with a 200kW V6
turbodiesel, costs about $35,000
less. In petrol territory, the new
Porsche Cayenne S, priced at
$154,700 with a 324kW 2.9-litre
twin turbo, is the best handling
big SUV you can buy. In corners,
Levante won’t see where it went.
Is a Maserati badge worth the
extra money? That’s your call.
By John Carey
THINGS WE LIKE
 Ride and handling on standard air
suspension
 Turbodiesel’s torque and refinement
 Classy interior design and fit-out
 Decent cargo space
THINGS YOU MIGHT NOT LIKE
 Looks a bit stodgy
 Only five seats
 Radar cruise, lane departure and
collision warning are options
 Porsche Cayenne and Audi Q7 are
equally competent and better value
SPEX
 Made in Italy
 3.0-litre V6 turbodiesel/eight-speed
automatic/all-wheel drive
 202kW of power at 4000rpm/600Nm
of torque from 2000-2600rpm
 0–100km/h in 6.9 seconds (claimed)
 6.6L/100km highway; 8.2L/100km
city; CO2 emissions are 189g/km;
fuel tank is 80 litres
 Max towing weight 2700kg
 Warranty: Three years/unlimited
kilometres
 Standard: Six airbags, stability
control, leather upholstery, power
tailgate, 8.4-inch touchscreen
infotainment, digital radio,
Bluetooth, navigation, dual zone
air, blind spot and rear cross traffic
alert, 19-inch alloys with 265/50
tyres
 Redbook future values: 3yr: 54%;
5yr: 40%
compare with ...
Audi Q7, BMW X5, Mercedes GLE,
Porsche Cayenne, Range Rover
Sport

M AZDA’S fourth-generation
MX-5 kicks off at just
$34,890 for the base model
1.5-litre/six-speed manual
Roadster. A six-speed auto
adds $2000.
The 2.0-litre GT manual is
$42,820; the auto is $44,820.
Stowing the lightweight roof
opens up an endless sky that
no sunroof can match. With
the side windows up, heater on
and the standard rear deflector
in place, alfresco cruising is
possible even on a cold night. At
speed, conversation requires no
raised voices, while lifting and
securing the manual top again is
no hardship. If it is for you, then
you may prefer the 2.0-litre RF
power operated folding hard roof
model, priced from $40,200, or
$46,900 in GT trim, again with
the auto adding $2000.
You lower yourself gently into
the MX5, and if you’re long of leg
there’s a bit of yoga involved to
get comfortably installed behind
the wheel. The seating position
is higher than most sports cars,
there’s no seat height adjustment
and no reach adjustment for the
STARS
Safety
(Euro NCAP)
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
MAZDA MX-5 FROM $34,890
wheel either, so you either fit the
MX5 or you don’t.
You’re snugly wrapped
in a traditional roadster
twin cockpit, facing a slim,
minimalist dash, classic satin
chrome-ringed analogue
instruments and spherical air
vents. Mazda’s easy to use
MZD Connect rotary controller/
cursor (plus touchscreen
functionality) infotainment
system includes navigation,
voice control that gets it right
most of the time and simple,
seamless Bluetooth.
It’s a tiny roadster, so there’s
precious little storage available
in the cabin and the 127 litre
boot requires a pack light
approach to touring.
Two USBs are provided, while a
camera, speed sign recognition,
low speed autonomous
emergency braking, blind spot
monitoring and rear cross traffic
alert are standard.
The RF’s roof goes up and
down in about 10 seconds. In
blue skies mode, it’s calm in the
cabin; there’s some wind noise
around the roof buttresses, but
not enough to require raised
voices. The driver’s seat headrest
has built in speakers – the next
best thing to headphones.
The Roadster’s 97kW/152Nm
1.5-litre twin-cam engine
(based on the Mazda2’s unit) is
one of the livelier non-turbos
we’ve experienced.
Armed with a lovely manual
shifter, it pulls both strongly
and sweetly off the line and revs
absolutely freely. Only when
needing to overtake quickly
does its lack of capacity require
restraint and caution.
The 135kW/205Nm 2.0-litre
engine perfectly demonstrates
the attractions of natural
aspiration: immediate and
proportionate responsiveness
to your right foot, a linear power
delivery that becomes eager and
willing as redline approaches,
and a rorty exhaust note.
It revs to 7500 and gets “on the
cam” in classic hot four fashion
from just below 4000rpm, so you
have plenty of revs to play with
and you can use them all. The
six-speed manual’s lever has a
precise, short throw action and
the clutch is light and progressive.
Mazda’s “driver and car as one”
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 93
rhetoric is true. You don’t so much
sit in this car as wear it. Through
a set of corners, you know
exactly where the front wheels
are pointed, via super sharp
steering and intense, uncorrupted
feedback from the road.
The MX5 is finely balanced, so
not only is it a delight to drive,
it’s also easy and unintimidating.
You don’t have to drive it fast
to enjoy it, either. Happiness
happens at any speed.
It isn’t a hard case sports car,
so when you point it into a tight
corner, it rolls momentarily
before settling into a neutral
track. Roadholding is superb
and even on the choppiest
bitumen it never flinches. It
should ride like a billycart,
but Mazda has engineered
reasonable compliance into the
suspension, so it’s comfortable
enough to do long distances.
The Germans could never
make a sports car this good
for the price because their
answer to almost every question
is “More.” Mazda’s less is
beautiful MX5 is Haiku poetry in
metal. An astounding machine.
THINGS WE LIKE
 Zingy, refined performance
 Light, tight body
 Superb dynamics
 Simple, effortless soft-top operation
 Compelling value for money
THINGS YOU MIGHT NOT LIKE
No glovebox, or any other useful
storage really.
Tyre repair kit; no spare wheel
Not overendowed with torque
SPEX (1.5 manual)
Made in Japan
1.5-litre four-cylinder petrol/six-
speed manual/rear-wheel drive
97kW of power at 7000rpm/152Nm
of torque from 4800rpm
0–100km/h in 8.3 seconds (claimed)
4.9L/100km highway; 7.9L/100km
city; 95 octane premium; CO2
emissions are 139g/km (Euro figures)
Warranty: Five years/unlimited
kilometres
Standard: Four airbags, stability
control, camera, low speed AEB,
blind spot monitoring, rear cross
traffic alert, auto headlights, cruise,
Bluetooth, leather wheel and
gear knob, LED headlights, tyre-
pressure monitoring, 16-inch alloys
Redbook future values: 3yr: 52%;
5yr: 39%
compare with ...
Abarth 124 Spider, BMW 220i
convertible, Mini convertible
MAZDA2 FROM $15,320
T his is the third generation of
Mazda’s popualr small car.
The Mazda2 hatch is offered
with a choice of two 1.5-litre/
four-cylinder naturally aspirated,
direct-injection petrol engines
across four spec levels: Neo,
Maxx, Genki and GT.
Pricing starts at a super-
aggressive $15,320 for the Neo
manual. Maxx is $18,080, Genki is
$21,140 and GT is $22,150. A six-
speed auto adds $2000.
Neo, Maxx and GT are also
available as a sedan, at the same
prices and specification.
All models are well equipped.
Neo gets low speed (from
speeds up to 30km/h) automatic
emergency braking, Bluetooth
and rear parking sensors, but
no reversing camera.
From Maxx grade up, auto
emergency braking in reverse is
standard. Genki and GT grades
add blind spot monitoring and rear
cross traffic alert, giving them the
the best standard equipment driver
assistance safety specification in
the small car class.
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
94 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
Both engines benefit from
Mazda’s Skyactiv engine-efficiency
technology, the standard (V-P5)
version producing 79kW/139Nm,
and the high-spec (F-P5)
delivering 81kW/141Nm.
The cabin features excellent
fit and finish quality, clean,
minimalist styling and a
sophisticated, high-tech feel.
Attention to detail befits a more
expensive car, from the precise,
tactile controls to clear, concise
instruments, a sporty, leather-
wrapped steering wheel and
retro-look spherical air vents.
While most Japanese and
Korean brands use touchscreen-
only infotainment, Mazda
adds the much safer, more
efficient rotary controller/
cursor interface favoured by
German makers. Moving across
and within menus is intuitive,
complemented by calling/email/
message Bluetooth functions,
voice control that works with
phone, audio and navigation, and
a head-up display that shows
speed, speed limits (with 100
percent accuracy on test) and
navigation prompts.
Back seat space is predictably
tight for tall passengers, but
four average sized adults will fit
comfortably in the Mazda. A huge
boot in the sedan – 440 litres,
compared with 250 in the hatch
– can be extended with the 60/40
split fold rear seat back.
Mazda’s 1.5-litre Skyactiv-G
engine/six-speed automatic
delivers best in class fuel
efficiency in town. Our car
averaged 6-7L/100km on regular
unleaded, complemented by an
unusual automatic stop/start
system that requires an additional
firm press on the brake, after you
come to a stop, to kill the engine.
You then need to give the
accelerator a similarly decisive
poke to get the plot rolling again,
because like other naturally-
aspirated petrol fours torque is in
short supply at low revs.
S
One of the quietest small cars
at highway speeds, the 2 cruises
effortlesly at 100km/h with the 1.5
ticking over at 2250rpm in sixth
gear, returning a super frugal
4-5L/100km. It makes easy work
of hills, again due to responsive,
sophisticated drivetrain software
that picks the right gear at the
right time and prevents hunting.
Open road dynamics are
sporty in flavour, with accurate,
reasonably talkative steering,
disciplined body control, great
front end grip and secure
roadholding. The ride is pretty
firm though, especially around
town at low speeds.
The Mazda2 is good value
because you get much more
than just a cheap shopping
trolley. It’s a premium quality,
well-equipped, precision-
engineered little machine with
best in class standard safety and
a big fun to drive factor.
Test drive it back to back with
VW’s Polo, the other front runner
in this class, plus the Skoda Fabia,
the Kia Rio and Honda Jazz.
THINGS WE LIKE
 Outstanding quality and reliability
 Great resale values
 Passenger and cargo space
 Stellar fuel efficiency
 Simple, classy dash layout
THINGS YOU MIGHT NOT LIKE
Not a lot of grunt in either engine
Rear headroom is just OK
SPEX (Maxx auto)
Made in Thailand
1.5-litre four-cylinder petrol/six-
speed automatic/front-wheel drive
81kW of power at 6000rpm/
141Nm of torque at 4000rpm
0–100km/h in 10.5 seconds
(estimated)
4.2L/100km highway; 6.1L/100km
city, 91 octane; CO2 emissions are
114g/km
Warranty: Five years/unlimited
kilometres
Standard: Neo includes stability
control, six airbags, auto emergency
braking, Bluetooth, rear parking
sensors, 15-inch steel wheels. Maxx
adds digital radio, camera, 15-inch
alloys, leather-trimmed steering
wheel/gear-shift/handbrake.
Genki and GT 16-inch alloys, front
fog lamps, rain-sensing wipers,
automatic air, seven-inch display
screen and navigation.
Redbook future values: 3yr: 57%;
5yr: 43%
compare with ...
Honda Jazz, Hyundai Accent, Kia
Rio, Toyota Yaris, VW Polo

N ow in its fourth iteration
since 2004, the Japanese-
built Mazda 3 hatch and sedan
series is nowadays a wholly
more upmarket proposition,
trespassing on the Volkswagen
Golf’s turf.
Pricing starts from $24,990
for the 114kW 2.0-litre Pure
six-speed manual. A six-speed
automatic adds $1000.
Safety is a highlight, with
blind-spot monitoring, forward
obstruction warning, lane
departure alert, lane-keep assist,
active cruise control with full
stop/go, rear cross-traffic alert,
traffic sign recognition and driver
attention warning. These come
on top of autonomous emergency
braking, tyre pressure monitoring
and seven airbags.
Add sophisticated infotainment
with Apple CarPlay/Android
Auto connectivity, digital radio
and navigation, plus digital
instrumentation, a head-up
display and rain-sensing wipers
to the usual spec of rear sensors,
reverse camera and 16-inch
alloys, and it’s clear that the base
model is hardly bare bones.
The Evolve, priced from
$26,690, boasts dual-zone air
(with rear face-level vents),
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
 Civic, Hyundai i30, Kia Cerato,
Overall
 Volkswagen Golf
higher-quality trim and rear
armrest, while the G20 Touring,
from $28,990, adds leather,
keyless entry and a powered
driver’s seat with memory.
The gutsier and better-
specified 139kW 2.5-litre model
range includes the $29,490
Evolve, the $33,490 GT (with
heated front seats, mirrors and
sterring wheel, Bose audio and
leather) and the flagship $36,990
Astina, with front cross-traffic
assist, adaptive LED headlights,
surround-view monitor, front
sensors, automatic acceleration
and braking in heavy traffic),
driver monitoring and sunroof.
The extra kit helps justify
premium pricing, but what
elevates the latest Three is its
presentation and noise/vibration
suppression, addressing a long
time bugbear with the model.
The dash oozes minimalistic
chic, with instruments
reminiscent of Porsche’s
best, switchgear feel to bother
Audi, ergonomics on a par
with VW and materials quality
a Mercedes owner might
admire – and all within a roomy,
comfortable and practical cabin.
MAZDA3 FROM $24,990
On the flipside, rear-seat entry/
exit access and poor rear vision
result from the sloping roof
and shallow glass, while cargo
capacity is less than most rivals
(but better than Corolla hatch).
While the Three’s naturally-
aspirated four-cylinder engines
are smoother and quieter than
before, both require a determined
right foot if they’re to feel as
powerful and perky as their lower-
displacement turbo rivals. Once in
the higher rev bands, the Mazdas
are indeed rapid, and are probably
travelling faster than expected
due to their far-more hushed
characteristics, but greater low-
end punch would be appreciated.
Mazda will add its new
Skyactiv-X engines to the Three
by the end of 2019. These are
the world’s first production
petrol engines with compression
ignition – a la diesel – and
Mazda claims they offer the
best performance and economy
characteristics of both fuels.
The chassis can certainly handle
more power, given the steering’s
balanced, fluid responses, allowing
for effortless, clean cornering.
Similarly, the (controversial) shift
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 95
from a multi-link independent rear
suspension system to a torsion
beam arrangement has not come
at the expense of either dynamic
control or ride comfort, retaining
the Three’s reputation as a real
driver’s car.
All up, then, the latest Three is
perhaps Mazda’s greatest small
car in generations, taking huge
strides forward as a dependable,
quiet achiever. It’s certainly worth
paying extra for, and a likeable
alternative to premium German
hatchbacks such as Audi’s A3
and the Mercedes A-Class. At the
mid-$20K pricepoint, test drive
the Three back to back with the
VW Golf and take your pick. Both
are exceptional cars.
By Byron Mathioudakis
THINGS WE LIKE
 Quiet, refined, stylish cabin
 Superb handling and roadholding
 Excellent build quality
 Well equipped
 Long list of standard safety
features
THINGS YOU MIGHT NOT LIKE
Sluggish bottom end and midrange
performance compared with turbo
rivals
Hatch’s small boot
Access to rear seat restricted by
sloping roofline
Rear legroom not as generous as
class best
Poor reversing vision
SPEX (Pure 2.0)
Made in Japan
2.0-litre four-cylinder petrol/six-
speed auto/front-wheel drive
114kW of power at 6000rpm/200Nm
of torque at 4000rpm
0-100km in 8.5 seconds (estimated)
5.3L/100km highway; 7.8L/100km
city; 91 octane; CO2 emissions: N/A
Warranty: Five years/unlimited
kilometres
Standard: Seven airbags, stability
control, AEB, adaptive cruise
control with stop/go, lane keep
assist, traffic sign recognition, auto
high beam, blind-spot monitor, rear
cross-traffic alert, rear parking
sensors, reverse camera, tyre-
inflation warning, dual-zone air,
navigation, digital instrumentation,
head-up display, digital radio, Apple
CarPlay/Android Auto, 18-inch
alloys and a space-saver spare
Redbook future values: 3yr: 53%;
5yr: 43%
compare with ...
Ford Focus, Holden Astra, Honda
Subaru Impreza, Toyota Corolla,
MAZDA6 FROM $33,490
M azda’s mid-size 6 is
available as a sedan and
wagon. Prices start at $33,490
for the 140kW/250Nm 2.5-litre
four-cylinder petrol/six-speed
automatic Sport sedan. The
Touring is $37,690. GT, with a
170kW/420Nm 2.5-litre engine,
is $44,990 and the top-of-the-
range Atenza is $48,690.
Wagon versions add $1300.
Mazda’s 140kW/450Nm
2.2-litre turbodiesel engine, also
with a six-speed auto, adds an
extra $3000 to Touring and $1100
to GT and Atenza.
Whereas most naturally
aspirated petrol fours just
don’t have the bottom-end and
midrange performance of their
turbocharged rivals, Mazda’s 2.5 is
sufficiently strong and responsive
across the rev range to work well
in town or on the highway and
returns great fuel economy.
The 6 is a pretty big unit,
though, so the 2.5-litre turbo’s
170kW of power – and a hefty
420Nm of torque -- are close
to Goldilocks numbers for its
layout and purpose.
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
96 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
A broad, muscular delivery,
accompanied by a lovely growly
note at the top end, doesn’t
induce excessive torque steer or
readily overcome front tyre grip
-- though it can do so in the wet,
where traction control is slow to
arrest wheelspin.
It’s a refined, efficient
drivetrain. The six-speed does
its thing without fuss; Sport
mode raises the revs and
paddles are also provided.
Unusually for a turbo,
the 2.5 runs on 91 octane.
It’s reasonably frugal on
the highway, returning
6.5-7.5L/100km, but around
town it can chew through up
to 13L/100km if you leadfoot
it. Mazda’s auto stop/start is
unobtrusive in operation.
Steering is quite slow,
especially on initial turn-in, and
you get little feedback from the
front wheels.
As with any large front driver,
pushing it in to tight corners
generates understeer, but at
speed the 6 feels light and agile,
with tighter body control and
roadholding than previously. It’s a
very easy, relaxing car in which to
cover long distances.
Mazda’s new heated, leather
driver’s seat is absolutely
luxurious, properly supportive
and good for a 1000km day.
Most of the driver assist safety
tech, which includes radar cruise,
allows you plenty of adjustment for
sensitivity and warning thresholds,
and the head-up display is
informative and easy to read. It
is activated every time you start
the car, so if you don’t want it on
you have to go to the infotainment
system and turn it off. Every time.
MZD Connect infotainment is
a fully embedded system, stand
alone navigation and voice,
but it lacks Apple CarPlay and
Android Auto. Voice gets it right
most of the time.
Ample storage includes two
centre console boxes and a
phone tray. Two USB and a 12
volt socket are also provided.
A spacious, comfortable rear
seat, with easy access via light,
wide-opening doors, has sufficient
headroom for occupants up to
about 185cm. Two USB slots and
vents are also provided.
Mazda has retuned the
suspension, primarily to improve
the 6’s doughy handling, but it
hasn’t sacrificed ride comfort. On
S
any surface, at any speed, the GT
is firm, compliant and quiet.
When you look at the total
offering here, in the context of
170kW of power up front, the
Mazda 6 GT now shapes up as
killer value, not only in its class
but also against base model Audi
A4, BMW 3 Series and Mercedes C
Class, each of which represents a
lot less car for a lot more money.
THINGS WE LIKE
 Made-in-Japan quality
 2.5 turbo is a just right fit
 Loaded with gear
 Comfortable driver’s seat
 Compliant ride and secure handling
THINGS YOU MIGHT NOT LIKE
If you don’t want the head up
display or auto stop start, you have
to disable them every time you
start the car
Smallish boot in the wagon
SPEX (GT)
Made in Japan
2.5-litre four-cylinder turbopetrol/
six-speed automatic/front-wheel
drive
170kW of power at 5000rpm/420Nm
of torque at 2000rpm
0–100km/h N/A
6.2L/100km highway; 10.1L/100km
city; 91 octane; CO2 emissions
are 192g/km
Warranty: Five years/unlimited
kilometres
Standard: Six airbags, stability
control, AEB, blind spot
monitoring, adaptive cruise, head
up display, Bluetooth, navigation,
voice control, digital radio, Bose
sound, heated seats, leather, dual
zone air, adaptive LED headlights,
19 inch alloy wheels
Redbook future values: 3yr: 50%;
5yr: 35%
compare with ...
Holden Commodore, Subaru
Liberty, Toyota Camry, VW Passat
 S MAZDA CX-3 FROM $22,260
T he CX-3 gives Mazda an
offering in the hotly contested
compact SUV segment.
With a choice of two
four-cylinder engines —
85kW/270Nm 1.8-litre
turbodiesel or 111kW/ 195Nm
2.0-litre naturally aspirated
petrol — the CX-3 is up against
more than 20 contenders
including Honda’s HRV,
Nissan’s Qashqai and the
Renault Captur.
Depending on spec, the CX-3
also offers the option of front- or
all-wheel drive (the latter being
a true rarity at this end of the
market), as well as the choice of
six-speed manual or six-speed
automatic transmissions.
There are four petrol powered
spec levels — base Neo Sport,
Maxx Sport, premium sTouring
and top-shelf Akari. Prices kick
off at $22,260 for the Neo Sport
front wheel drive manual; the
auto adds $2000 and the all
wheel drive option in Maxx Sport
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality, reliability
Comfort and refinement
Value for money
Overall
and STouring another $2000.
Diesels start at $28,600 for
the Maxx Sport front-wheel
drive auto, ranging up to
$39,900 for the top-spec Akari
diesel AWD automatic.
All models include a camera
and autonomous emergency
braking from low speeds. On
Maxx grade and up, blind-spot
monitoring and rear cross-traffic
alert are also standard.
Top spec Akari adds 360
degree camera coverage and
adaptive cruise control with stop
and go, which can automatically
control your progress in heavy
stop/start traffic.
Interior space is generous
by class standards, with more
than adequate rear leg and head
room for two full-size adults.
Three back there is tight in
the extreme, but the CX-3 is
unashamedly pitched at young
singles and pre-child couples, so
that rear-room-for-three issue
— and a relatively modest cargo
volume of 264 litres with rear
seats up, growing to 1174 litres
with the (60/40 split-fold) second
row folded — is bang on brief.
Mazda says special attention
has been paid to the interior
design, right down to the choice
of materials and finishes, to
deliver a clean, premium feel.
There’s no doubt that objective
has been achieved.
There is better-than-average
storage space around the cabin,
including clever oddment trays in
the front console, big bottle bins
in the doors (front and rear) plus
large seat pockets.
The seating position has been
designed to hit the sweet spot
between the commanding vision
of a traditional, high-riding SUV
and the impressive handling
dynamics of a hatch with a
lower centre of gravity.
The CX-3 design team has hit
the target: the car combines great
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 97
visibility with agile dynamics and a
firmly planted road feel.
Mazda’s naturally aspirated,
high-compression Skyactiv petrol
engines are certainly fuel efficient
but performance is not a strong
point and more grunt would
definitely be welcome, but the
payoff is excellent fuel efficiency
— on regular unleaded, too.
Driving several spec, engine
and drivetrain variants, we
were especially impressed by
the diesel’s refinement and
low noise levels but found
petrol AWD models to be the
pick of the bunch, with slightly
less weight over the front axle
delivering more nimble handling
and drive to the rear, resulting
in greater composure from the
chassis when cornering.
Keenly priced, beautifully
designed, thoroughly engineered
and dynamically excellent, the
CX-3 is one of the front runners
in compact SUVs. Test drive it
with Toyota’s C-HR, Honda’s
HRV, Subaru’s XV (the class
leader) and the Kia Sportage.
THINGS WE LIKE
 Outstanding quality
 Comfortable, stylish interior
 Outstanding fuel efficiency
 Excellent value for money
THINGS YOU MIGHT NOT LIKE
Both engines are a bit gutless
18-inch alloys on top-spec models
compromise ride comfort
No rear camera in base Neo
No rear-seat air vents
SPEX (2.0 Neo auto)
Made in Japan
2.0-litre four-cylinder petrol/six-
speed manual/front-wheel drive
110kW of power at 6000rpm and
195Nm of torque at 2800rpm
0–100km/h in 10.0 seconds (est.)
Warranty: Five years/unlimited
kilometres
Max towing weight: 1200kg
5.5L/100km highway; 7.7L/100km
city; 91 octane. CO2 emissions
are 146g/km; fuel tank is 48 litres
Standard: Six airbags, stability
control, low speed AEB, camera,
Bluetooth rear parking sensors,
16-inch steel wheels
Maxx adds 16-inch alloys, blind
spot monitoring, navigation, touch
screen. sTouring adds 18-inch
alloys while Akari includes leather
trim and a sunroof
Redbook future values: 3yr: 55%;
5yr: 44%
compare with ...
Honda HRV, Kia Sportage, Subaru
XV, Toyota CH-R, Suzuki Vitara
MAZDA CX-5 FROM $29,770 S
seat a happier, more comfortable
place for kids. Throw in deeper
windows, thinner pillars and a
lower-set dash, and the overall
ambience inside is now one of
more lightness and space, even
though dimensionally hardly
anything’s changed. CX-5 is
smaller than CRV, Forester and
RAV4, more comparable in size to
Hyundai’s Tucson, Ford’s Escape
and the VW Tiguan.
None of the previous version’s
surefooted roadholding qualities
have been compromised by the
refinement focus.
Overall, then, the 2019 CX-5
builds on its predecessors’
positives, to create one of the
most rounded and enjoyable

E volution is the name of the

game for Australia’s most
popular SUV.
Starting from $29,770, the
front-wheel drive Mazda CX-5
Maxx via with Subaru’s Forester
for safety honours in this class,
with autonomous emergency
braking front and rear as
standard, plus adaptive cruise,
rear cross-traffic alert, blind-spot
monitoring, lane keep assist,
LED headlights with automatic
high beam, reversing camera and
rear-parking sensors.
Some luxury SUVs at twice
the price don’t have this much
safety technology.
Maxx Sport from $34,870 is
also front-wheel drive. Touring
specification, from $39,470,
offers an all-wheel drivetrain,
as does GT, from $44,470, which
puts you into luxury equipment
territory with a powered
tailgate, sunroof, 19-inch alloys,
adaptive front headlights (that
“see” through corners), heated
and powered front seats with
driver’s-side memory, leather, a
Bose audio upgrade and a head-
up display.
STARS
Safety
Performance
Handling
Quality and reliability
Finally, the flagship Akera, from
$46,670, adds LED cabin lighting,
cooled front seats and a 360
degree camera.
Only the Maxx and Maxx Sport
are front-wheel drive, powered
by a 115kW/200Nm 2.0-litre four-
cylinder petrol engine, with either
six-speed manual (Maxx only) or
six-speed auto transmissions.
The 2.0-litre engine is a bit
gutless. It’s not especially quick
off the line, works pretty hard and
makes a bit of noise as a result of
frequently having to rely on lots of
revs to get a result.
It’s worth the extra $3000 in
Maxx and Maxx Sport for the
all-wheel drive, 140kW/252Nm
2.5-litre petrol drivetrain,
standard from Touring upwards.
From Maxx Sport up, another
$3000 buys a 140kW/450Nm
2.2-litre turbo-diesel, with a six-
speed auto and all-wheel drive.
GT and Akera all-wheel
drives are also available with
a 170kW/420Nm 2.5-litre
turbopetrol engine, priced at
$46,970 and $49,170.
Slick and refined, yet with
a sporty edge that suits the
Mazda’s character, the naturally-
aspirated 2.5 petrol engine brings
brisk acceleration across a broad
medium SUVs on the market.
Test drive it with the Tiguan,
Escape and Forester.
rev range, especially at higher
speeds, and returns impressive
fuel economy figures to boot.
It’s not as frugal as the punchy
diesel, however, which is also one
of the smoothest and quietest
of its type, while providing
exceptional turbo thrust once the
inevitable lag is overcome. Both
powertrains work harmoniously
with the standard automatic.
Mazda says the key priorities
during development of this
second-generation CX-5 were to
improve comfort and refinement
and, in both instances, the CX-5
has certainly benefitted.
Engine and road noise have
been quelled, addressing one of
the preceding model’s biggest
issues. More sound-deadening
material, superior door seals, extra
carpeting and better aerodynamics
have transformed the Mazda to
near-premium levels.
The rear backrests now recline
in two positions while from Maxx
Sport up, rear air vents and a
rear USB port make the back
THINGS WE LIKE
 Quieter, more comfortable interior
 Strong performance from 2.5 and
2.2 diesel
 Composed handling
 Quality and reliability
 High safety equipment
 Strong resale values
THINGS YOU MIGHT NOT LIKE
2.0-litre base engine lacks torque,
makes a lot of noise and auto can
be reluctant to kick down
Slow steering
No auxiliary digital speedo on
lower-spec models
SPEX (Maxx Sport 2.5 AWD)
Made in Japan
2.5-litre four-cylinder petrol/six-
speed automatic/all-wheel drive
140kW of power at 6000rpm/252Nm
of torque at 4000rpm
0–100km in 7.8 seconds (US model)
6.4L/100km highway, 9.5L/100km
city; 91 octane; CO2 emissions are
175g/km (approx)
Warranty: Five years/unlimited
kilometres
Standard: Six airbags, stability
control, traction control,
Autonomous Emergency Braking
front and rear, rear cross-traffic
alert, blind-spot monitoring, LED
headlights, camera, digital radio,
rear parking sensors, keyless start,
navigation, dual-zone air, Apple
CarPlay, Android Auto, Bluetooth,
auto on/off lights, rain-sensing
wipers, leather-wrapped steering
wheel, 17-inch alloy wheels, and a
temporary spare
Redbook future values: 3yr: 61%;
5yr: 51%

Comfort and refinement

Value for money

compare with ...
Ford Escape, Hyundai Tucson, Kia
Overall Sportage, Subaru Forester, Toyota
RAV4, Volkswagen Tiguan

98 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

 S MAZDA CX-8 FROM $43,410
M azda’s CX-8 SUV slots
between the mid-size CX-5
five-seater and family-sized
CX-9 seven-seater. There
are three model grades: base
Sport front-wheel drive from
$43,410, Sport all-wheel drive
from $47,410 and the flagship
Asaki that pole vaults $15,000
to $62,590.
Standard fare includes
autonomous emergency braking
(AEB), blind zone warning, rear-
cross traffic alert (and rear
AEB), a very effective speed-
sign recognition system and
built-in navigation.
Mazda’s infotainment — with
a large dial and buttons that
fall neatly within reach of your
hand in the centre console —
is one of the better systems
we’ve used, but does take a bit
of practice. Apple CarPlay and
Android Auto are standard.
Rear cargo space is generous
in the right configuration, though
there is only a space-saver spare
tyre under the boot floor. Both
Korean rivals have bigger boots
and full-size spare tyres.
STARS
Safety
Performance
Handling
Quality, reliability
Comfort and refinement
Value for money
Overall
The second-row seat tilts
and slides forward at the flick
of a lever to gain access to
the third row; it can also be
adjusted to give third-row
occupants extra knee room
once everyone’s on board.
All five seats in the back two
rows have top tether points for
child seats, but only the outer two
positions in the second-row seat
have Isofix mounts.
The cargo area has two
luggage hooks and a 12V socket
to power a small fridge on a
weekend getaway.
The rear has no air vents in
the third row but there are air-
conditioning controls and vents for
front- and second-row occupants.
The second-row seat has
two USB charging ports in the
centre armrest; up front there
are two USB ports in the centre
console and a 12V power point
hidden down near the front
passenger footwell.
Visibility all round is pretty
good; the top-grade Asaki gains a
360-degree camera, although the
display is small and the image at
night is grainy.
Mazda is one of the few brands
that doesn’t have convex mirrors
on both sides of the car; the
driver’s side has a 1:1 mirror
which restricts visibility and you
come to rely on the blind spot
monitor and head checks.
The 2.2-litre turbo diesel
matched to a six-speed auto
is the same unit in the CX-5.
It’s zippy enough (it does 0 to
100km/h in a pretty respectable
nine seconds), relatively refined
for a diesel and fairly economical.
After about 500km of mostly
freeway and some suburban
driving, we averaged between
7 and 7.2L/100km. It would use
more with mostly suburban use.
Lane-keeping assistance
tech on the flagship was too
aggressive, grabbing the wheel
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 99
so often that the car zig-zagged
within its lane like a pinball, so
I turned it off most of the time.
Low-profile Toyo Proxes tyres are
quite noisy, too. Tyre pressure
monitoring is standard.
Handling isn’t as sharp as
most other Mazdas; CX8 lacks
the crispness and responsiveness
of the CX-5 and CX-9, in part
due to the diesel donk’s heavier
weight over the nose.
In general, though, it’s a
comfortable, secure cruiser with
no serious vices.
CX8 is a worthwhile
proposition if you’re specifically
after a diesel seven-seat SUV.
To make sure it’s not too small
for your needs, though, have a
good look at the Hyundai Santa
Fe and Kia Sorento, and take
both for a test drive before you
sign on the dotted line.
By Joshua Dowling
THINGS WE LIKE
 Made-in-Japan quality and reliability
 Excellent interior fit and finish
 Long list of standard safety features
 Well equipped at the price
 Frugal, refined turbodiesel
THINGS YOU MIGHT NOT LIKE
Tyres can be noisy on coarse
surfaces
Grainy rear camera display at night
Driver’s-side mirror is not wide-
view
Three people in the middle row is
pretty squeezy
Space saver spare
SPEX (Sport AWD)
Made in Japan
2.2-litre four-cylinder turbodiesel/
six-speed automatic/all-wheel
drive
140kW of power at 4500rpm/450Nm
of torque at 2000rpm
0-100km/h in 9.6 seconds (claimed)
5.5L/100km highway; 6.9L/100km
city; CO2 emissions are 158gkm;
fuel tank is 74 litres
Max towing weight 2000kg
Warranty: Five years/unlimited km
Standard: Six airbags, stability
control, AEB, rear cross-traffic
alert, blind spot monitoring,
lane keep assist, speed sign
recognition, adaptive cruise,
navigation, Bluetooth, digital radio,
17-inch alloy wheels, keyless entry
and starting, LED headlights, rear
air conditioning
Redbook future values: 3yr: 56%;
5yr: 43%
compare with ...
Hyundai Santa Fe, Kia Sportage,
Peugeot 5008, Skoda Kodiaq, VW
Tiguan Allspace
MAZDA CX-9 FROM $45,920 S
— frugal for a wagon of this size,
weight and power. It also runs on
regular unleaded, an unexpected
bonus in a turbopetrol, most
of which require premium. It’s
quick, too, clocking 7.4 seconds
for the 0–100km/h sprint.
The CX-9 handles securely
and predictably on country roads
as long as you appreciate its
limitations and don’t take the
“Sport” spin literally. It’s a capable
tourer with a compliant, if not
quite supple ride on tall tyres and
18-inch alloys. Excessive tyre
noise, a problem on some other
Mazdas, isn’t an issue here.
Mazda’s 2.5-litre turbopetrol
delivers that elusive combination
of performance and economy in
a big SUV. CX-9 Sport also offers
blue-chip quality and big-dollar

M azda’s CX-9 range

starts at $45,920 for
the 170kW 2.5-litre four-
cylinder turbopetrol/six-speed
automatic/front-wheel-drive
Sport. CX9 Touring, with the
same drivetrain, is $52,460, GT
is $60,620 and Azami is $62,260.
All-wheel-drive adds $4000 to
each, except top spec Azami LE,
at $68,232, where it’s standard.
We’re testing the base-model
CX-9 Sport, and it’s obvious that
Mazda has thought about what
parents really want.
Safety is the obvious priority
and here the Mazda excels, with a
head-up display, adaptive cruise,
lane keep assist, a camera, low-
speed (below 30km/h) obstacle
detection/automatic emergency
braking that also works in
reverse (at driveway speeds of
2–8km/h), pedestrian detection,
rear cross traffic alert, blind spot
monitoring, full-length curtain
airbags and seat belt indicators
for all positions.
The spacious, comfortable
60/40-split middle seat slides
STARS
Safety
Performance
Handling
Quality, reliability
on either side to adjust legroom
or let kids into the back. It’s
elevated and with low window
sills kids can watch the world
pass by and be happy.
Mazda improved rear seat
access in mid 2017, making
the second row easier to slide
forward and creating a bigger
opening for kids to climb in.
A total of seven child restraint
anchors is fitted: five Australian
Standard tether strap points
and two Isofix mounting points
on the middle row.
The base CX-9 also has
practical, smart stuff that
makes life easy and comfortable
for everybody, such as tri-zone
air with independent controls
for the second row, back seats
that fold into the floor and
require no effort to raise or
lower, and a useful-sized boot
even with all seats in use.
Particularly impressive is the
quality of materials, fit and finish in
the CX-9’s cabin, which is superb
for a base model.Mazda’s 2.5-litre
four-cylinder turbopetrol/six-
safety features you won’t find in
most rivals at the price, and all in a
spacious and practical package.
speed auto drivetrain is tuned to
suit its load-lugging purpose, with
strong performance off the line,
easy pulling power at low revs and
turbodiesel-like torque, so there’s
never any need for you to thrash it.
In fact, it’s a bit too easy to
break traction at the front of the
CX-9 if you’re a bit vigorous on
the accelerator.
Traction control needs to
kick in earlier and operate with
greater finesse, especially in wet
or slippery conditions.
The CX-9 also suffers excessive
torque steer; where the wheel tugs
in your hands under acceleration,
the car won’t hold a straight line
and control is compromised. This
isn’t fun in wet conditions.
Mazda claims the CX-9 is the
most fuel-efficient seven-seater
petrol SUV in its class. I averaged
12–13L/100km in town, unladen
THINGS WE LIKE
 Refined, torquey, frugal engine
 Premium safety in base model
 Outstanding quality
 Easy-to-use infotainment
 Spacious, versatile, comfortable
cabin
THINGS YOU MIGHT NOT LIKE
Could be a handful in the wet
Traction control needs work
Excessive torque steer
Back-seat access requires effort
Expensive servicing
SPEX (base Sport)
Made in Japan
2.5-litre four-cylinder
turbopetrol/six-speed automatic/
front-wheel drive
170kW of power at 5000rpm/420Nm
of torque at 2000rpm
0–100km/h in 7.4 seconds
6.9L/100km highway;
11.0L/100km city; regular
unleaded; CO2 emissions are
197g/km; fuel tank is 72 litres
Max towing capacity 2000kg
Warranty: Five years/unlimited
kilometres
Standard: Six airbags, stability
control, 18-inch alloy wheels, tri-
zone air, Smart City Brake Support,
blind spot monitoring, rear cross
traffic alert, rear camera and
parking sensors, head up display
cloth upholstery, seven-inch
touchscreen, Bluetooth, internet
radio, navigation, voice control,
Apple CarPlay, Android Auto
Redbook future values: 3yr: 52%;
5yr: 37%

Comfort and refinement

Value for money

compare with ...
Hyundai Santa Fe, Kia Sorento,
Overall Nissan Pathfinder, Skoda Kodiaq,
Toyota Kluger, VW Tiguan Allspace

100 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE


T he 570GT is the flagship of
McLaren’s Sports Series,
the entry level of its three-tier
range. Priced at $415,000, it sits
above the less well-appointed
570S Coupe at $395,000 and
the 540C, the most affordable
McLaren at $350,000.
Visually and mechanically the
trio are almost identical, but “GT”
— Gran Turismo — gives the game
away: this is the most luxurious
car McLaren has built, designed
to be more practical for long-
distance touring and everyday use.
It differs from other McLarens
in one important respect: there’s
an additional 220-litre luggage
area behind the seats, accessed
by a glass lid. With an additional
150-litre compartment under the
bonnet, it makes 570GT a genuine
weekender. It also gives the car a
unique cabin line.
The doors pivot skywards in
the signature McLaren manner
but the sills are lower while the
seat and steering wheel power-
slide out of the way, so it’s easier
getting in and out. The cabin
is unlike anything else on the
market. The layout makes sense
but all the switchgear is unique.
Infotainment and navigation
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
 Huracán, Porsche 911 Turbo
MCLAREN 570GT FROM $415,000
functions are accessed via a
tablet-style touchscreen and
small cluster of buttons. It’s as
crisp graphically as an iPhone,
accepts swipe and tap commands
and works just as you expect.
Ahead, virtual dials reconfigure
into change-up lights when in
Sport or Track mode. There’s a
delightful wheel, daringly naked
of any buttons. The low driving
position feels just right and vision
is good by supercar standards.
The rear window distorts a little,
though, and luggage could block
the view altogether.
Sports Series models share
a carbon fibre chassis and
McLaren’s turbocharged 3.8-litre
V8 engine, which develops 419kW
here, driving power to the rear
wheels via a seven-speed dual-
clutch transmission.
Left in auto, it’s easy to live
with around town as the gearbox
slides seamlessly through
the ratios. Harnessing this
engine’s potential on a twisty
road means working it hard
into the mid-range and above. It
builds from 4000rpm and really
hits its stride at 5000rpm, with
maximum power at 7500rpm.
The turbos whoosh, the exhaust
sounds purposeful and the car
is suddenly determined to race
to the horizon.
At 3.4 seconds to 100km/h, the
570GT is slower off the mark
than many rivals but after that
it really gets a move on, hitting
200km/h in just 9.8s. In full
attack mode, paddle-shifters
thump through gears without a
pause in power delivery.
With modest mass of 1.4
tonnes and first-rate body
stiffness, the 570GT will skip
between corners and then hang
on tight, with little body roll. It
turns in with confidence and its
dynamic limits are multiples of
legal speeds, although it will
eventually understeer a little.
It’s hard to believe this is the
touring McLaren. The steering
feels light and, although
McLaren has slowed it a little
compared with other models,
still quick. Over rough tarmac
the wheel comes alive in your
hands, alerting the driver to grip
levels but also delivering some
unwanted kickback.
Other concessions to comfort
include softer-than-usual springs,
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 101
more sound deadening and special
Pirelli P Zero tyres designed to
reduce road noise. But McLaren’s
race DNA still dominates. Rubber
roar intrudes along with rumble
and thump, while occupants get
jolted around over rough tarmac.
The ride can be abrupt.
The 570GT may be McLaren’s
idea of a grand tourer, but to
most it will feel like a supercar
with luxury fittings.
By Phil King
THINGS WE LIKE
 Supercar performance
 Supercar handling
 Rich cabin ambience
 Weekend practicality
 Easy to drive around town
THINGS YOU MIGHT NOT LIKE
 Abrupt ride quality
 Intrusive tyre noise
 Engine sound a bit meek
 Rear window distorts vision
 Kickback through steering
SPEX
 Made in England
 3.8-litre twin-turbo V8 petrol/
seven-speed automated manual/
rear-wheel drive
 0–100km/h in 3.4 seconds (claimed)
 7.4L/100km highway; 16.5L/100km
city; 98 octane premium; CO2
emissions are 249g/km
 Warranty: Three years/unlimited

kilometres
Standard: Stability control, four
airbags, leather upholstery, sunroof,
TFT instruments, touchscreen
infotainment, navigation, Bluetooth,
dual-zone air, 12-speaker Bowers
and Wilkins audio, four-piston brake
calipers, 19-inch front/20-inch rear
wheels with Pirelli PZero tyres
 Redbook future values: 3yr: 55%;
5yr: 41%
compare with ...
Audi R8, Ferrari 488, Lamborghini
MCLAREN 720S FROM $489,900
M cLaren’s 720S coupe range
opens at $489,900. Luxury
specification is $515,080, as is
the Performance variant. The
Spider is $556,000.
It’s a relatively practical mid-
engined supercar. The luggage
compartment between its front
wheels has a capacity of 110L and
there’s also space for stuff on
the shelf behind its pair of seats.
The slimmed-down A-pillars of
its all-new carbon-fibre body
structure mean the view ahead is
good and its low-mounted engine
clears the way for a reasonable
look at what’s behind.
Not that there’s likely to be
anything to see back there if you
drive the 720S on a wide-open
throttle.
According to McLaren, the
twin-turbocharged 4.0-litre V8
in the 1.4-tonne 720S churns
out 530kW (or 720hp, the
number that gives the car its
name). This is the same as the
nearest equivalent in Ferrari’s
range, the new F8 Tributo,
which runs a 3.9-litre twin-
turbo V8. Like the McLaren,
the Ferrari has a seven-speed
STARS
Safety
Not rated
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
102 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
double-clutch transmission and
drives only its rear wheels.
The McLaren, again according
to its maker, is also fractionally
quicker. It takes only 2.8 seconds
to rocket from 0-100km/h,
compared to the Italian machine’s
claimed 2.9 seconds. As we went
to press, F8 Tributo prices hadn’t
yet been announced, but expect
around $500,000.
Why would anyone choose
to buy the 720S instead of a
488 GTB? After all, Ferrari is a
legendary name that inspires
awe and envy, while McLaren
is an outfit many will not know,
with a road car heritage that
goes back only to 1992 and the
amazing F1 supercar.
Part of the answer is the fact
that McLaren, as a brand, is more
exclusive than Ferrari. Measured
either by the annual production of
its factory outside London or by
Australian sales, it’s only half the
size of the legendary Italian brand
from Maranello. McLarens are
rarer and this can be a factor for
status-conscious supercar buyers.
McLaren also has a motor
sport pedigree, like Ferrari.
The company was founded by a
great driver from New Zealand,
Bruce McLaren, to design and
construct race cars. McLaren
was killed in a testing accident in
1970, but cars bearing his name
were dominant in Formula One
through much of the 1980s.
Maybe the all-round user-
friendliness of the 720S is a factor.
The ride comfort of the McLaren
on normal roads is remarkable,
with the suspension able to be
adjusted to Comfort, Normal or
Track modes. And even though it’s
easy to drive, the complex, wind-
tunnel-honed exterior of the 720S
doesn’t lack visual drama.
But, most important of all,
the McLaren also delivers on
a racetrack, the only place it’s
prudent to use all this car has
to give.
It weighs only 1283kg. The
acceleration is awesome, in the
true sense of this overused word.
And it never seems to run out.
Each tap of the paddle shifter to
go up a gear brings a shove-in-
the-back surge that loses little
intensity as speed rises. The
brakes are immensely and reliably
powerful, the electro-hydraulic
steering delightfully direct and full
of feel. Its cornering speeds almost
defy belief. This is a car that makes
speed seem easy and natural.
In short, the McLaren 720S is
a very fine supercar. It may even
be the best there is in its class —
reason enough to consider it.
By John Carey
THINGS WE LIKE
 Exclusivity
 Twin-turbo V8’s performance
 Racetrack-ready handling, brakes,
steering
 Public road ride comfort
 Reasonably practical and easy to
drive
THINGS YOU MIGHT NOT LIKE
Really thrilling… and really
expensive
It’s not a Ferrari
SPEX
Made in England
4.0L twin-turbopetrol V8/seven-
speed dual-clutch automatic/rear-
wheel drive
527kW of power at 7250rpm/770NM
of torque at 5500rpm
0-100km/h in 2.9 seconds
7.9L/100km highway; 15.8L/100km
city; 98 octane premium; CO2
emissions are 249g/km
Warranty: Three years/unlimited
kilometre
Standard: Four airbags, stability
control, 19-inch front/20-inch
rear alloys, parking sensors,
rear camera, carbon ceramic
brakes, digital instruments, LED
headlights, Bluetooth, navigation,
dual-zone air, leather upholstery
Redbook future values: 3yr: 59%;
5yr: 44%
compare with ...
Audi R8, Ferrari F8 Tributo,
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MERCEDES AMG GT FROM $261,130
T he GT is the second car
produced by Mercedes’
specialist performance
division after the 2010–2014
SLS supercar.
The range opens with the
$261,130 GT, with a 4.0-litre twin
turbo V8/seven-speed dual-clutch
drivetrain, producing 350kW of
power and 630Nm of torque.
The GT S, priced at $301,130
and tested here, ups these
numbers to 384kW and 650Nm.
The GT C, at $316,130, produces
410kW and 680Nm.
The GT R, at $351,130, is tuned
for 430kW and 700Nm.
Roadsters include GT at
$286,130 and GT C, at $341,130.
About 90 per cent of the
car’s space frame structure is
aluminium while magnesium
has been used for forward
components including the bonnet.
As in the SLS, the engine is
mounted as near to the centre
of the car as possible while
the gearbox — a seven-speed
dual-clutch unit — is at the rear
axle, with an electronic locking
STARS
Safety
Not yet tested
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
104 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
differential. The result is a
1570kg kerb weight for the S.
As well as being suitably
svelte, the GT also has
impeccable chassis credentials
with double-wishbone
suspension and a limited-slip
differential, while electronically
controlled dampers offer
comfort, sport, sport-plus and
race modes.
The S benefits from tighter
springs and dampers than the
standard GT and active engine
and transmission mounts,
similar to those used in some
Porsche 911 models.
The SLS was powered
by a naturally aspirated V8
displacing 6.2 litres, but AMG
has since downsized to meet
emissions targets and adopted
turbochargers to compensate for
smaller displacement.
The GT debuts the second
generation of these twin-turbo
units with its 4.0-litre V8. This is
now being rolled out across the
AMG line-up.
It delivers its power — the
S develops 384kW at 6250rpm
— in various states of urgency,
depending on the drivetrain
map you have selected. There’s
excellent traction off the line
and the throttle response
seems almost immediate.
The GT S is quick, blazing to
100km/h in 3.8 seconds — a
couple of tenths faster than a 911
for the same money. Its top speed
of 310km/h has a slight edge too.
The engine makes the right
noises, although it’s nowhere
near as loud or as raucous as the
old 6.2-litre atmo banger.
A switchable performance
exhaust means the driver can
turn up the volume.
The cabin feels every bit the
money and wraps the driver
snugly like a cockpit. You sit
low, enveloped by the car and
in tune with what the chassis is
doing. Unlike the 911, however,
there’s no rear seat.
Selecting D means an awkward
reach back for the nuggety
gearshift selector but even flat out
on a track you can leave it in auto.
Steering is super-light but
becomes meatier the more
aggressive the driving mode. The
car turns into corners intuitively
and feels inherently balanced
and composed over bumps.
Like the Porsche 911, the GT
is now spawning an entire family
of variants, including some with
even more firepower.
The new GT four door coupe
range, for example, opens with
the 320kW/520Nm 3.0-litre
electrically-boosted twin turbo
straight six GT53 4Matic+,
priced at $249,900.
The 63S 4Matic+ four door, with
the 4.0-litre twin turbo amped
up to 470kW and 900Nm, clips
the 0-100km/h ticket at just 3.2
seconds and costs $349,900.
As we went to press, the GT
was about to get a minor update,
mainly cosmetics, infotainment
and drivetrain electronics.
Mechanicals are unchanged.
By Phil King
THINGS WE LIKE
 Beautiful shape
 Light weight and sharp dynamics
 Spectacular performance
 It’s different to a 911
THINGS YOU MIGHT NOT LIKE
I miss that 6.2-litre AMG V8
Tight interior space and no
rear seat
Some controls hard to reach
Is it better than a 911? Debatable
SPEX (GT S)
Made in Germany
4.0-litre twin turbo V8 petrol/
seven-speed dual clutch
transmission/rear-wheel drive
384kW of power at 6250rpm/650Nm
of torque from 1750–4750rpm
0–100km/h in 3.8 seconds (claimed)
7.9L/100km highway; 12.3L/100km
city; 98 octane premium; CO2
emissions are 221g/km
Warranty: Three years/unlimited
kilometres
Standard: Eight airbags, stability
control, 19-inch (front) and 20-
inch (rear) alloy wheels, leather
upholstery, navigation, adaptive
headlights, Parktronic, automatic
emergency braking, reversing
camera, adaptive dampers,
Bluetooth with audio streaming,
tyre pressure monitor
Redbook future values: 3yr: 47%;
5yr: 34%
compare with ...
Jaguar F-Type R, McLaren 540C,
Nissan GTR, Porsche 911 Carrera S
 MERCEDES-BENZ A-CLASS FROM $42,300
M ercedes-Benz’s most
affordable car is, in some
ways, its most advanced. The
new A-Class is the brand’s first
model with MBUX: Mercedes-
Benz User Experience. What
this means is that the small,
front-drive hatch has a Siri-
smart assistant to go with its
iPhone-luscious screen display.
The range starts with the 100kW
1.3-litre turbo A180, priced at
$42,300. The 120kW A200, tested
here, is $47,200.
Moving up to 2.0-litre
turbopower, the 165kW A250 is
$48,800 with front-wheel drive and
$49,500 with all-wheel drive.
The A250 AMG is $54,800.
Once roused by saying “Hey
Mercedes”, MBUX can deduce that
if the driver says something such
as “I’m feeling cold”, then they
would like the cabin temperature
increased by a couple of degrees.
So that’s what it does.
Mercedes-Benz’s hope is
that the Artificial Intelligence-
powered prowess of MBUX
will foster a closer “emotional
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall

connection” between car and
driver. The technology has
obvious appeal for types who
find themselves identifying with
the character played by Joaquin
Phoenix in Her. But those with no
idea what that last sentence was
about may fail to see the point.
The A-Class already appeals to
younger, and presumably more
tech-savvy, types than the average
Mercedes-Benz buyer. So it
makes sense to introduce MBUX
in this model.
Though it sometimes fails
to make sense of what’s said,
MBUX more often makes good
on Mercedes-Benz’s promise
of being able to respond to
natural language. It’s much
better than any other automotive
voice-activation system and
even before it utters a single
synthetic syllable, the car’s
interior makes an impression.
The flat, widescreen display is
the focus point, with two 10.25-
inch screens behind a single
slim sheet of glass. Elegant,
hi-res graphics work with a
logical, intuitive menu structure
to make the A-Class very user-
friendly. Slim and symmetrical,
the bi-level dash is adorned with
lustrous turbine-look face-level
air vents and a minimalist array
of physical buttons.
This all new body has
grown in every direction while
shedding a little weight.
The new shape’s larger
windows and slimmer pillars
bring a welcome improvement
in all-round vision. Enlarged
rear doors make getting in and
out easier, but rear seat space
is still tight.
The new A-Class is quieter
and the ride is smoother. The
electric-assist steering is
remote, so the overall flavour
isn’t especially sporty.
The A200’s 120kW/250Nm
1.3-litre turbopetrol four was co-
developed with Renault, teamed
with a well-behaved seven-speed
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 105
double-clutch auto. It’s a willing
little gadget, smooth and strong
at low and medium rpm, and
exceptionally frugal.
Dynamics are agile and tidy,
but nothing special. Torsion
beam rear suspension is
standard -- an astonishingly
cheap engineering compromise
on a Mercedes Benz. Adaptive
damper/multi-link rear
suspension is a $3190 option.
If it’s a premium German hatch
you want, I’d suggest test driving
the A200 back to back with a
VW Golf Highline. You may well
decide, for good reason, that the
Golf is a better car. You’ll also
save almost $13,000.
The A200’s biggest problem is
its price, which isn’t matched by
its ability. VW’s Golf, Ford’s Focus
and the new Toyota Corolla might
lack the high tech vaudeville on
the dash, but on the road they are
just as good to drive, if not better.
The AMG A35 all-wheel drive
with the 2.0-litre turbo turned
up to 225kW, is due by the end of
this year as a sedan and hatch.
By John Carey
THINGS WE LIKE
 Sweet, frugal 1.3 turbo works well
with seven speed transmission
 New MBUX car tech
 High-tech instrument panel design
 Better driver vision
 More interior space
THINGS YOU MIGHT NOT LIKE
Lack of steering feel
Handles no better than a $25,000
hatchback
It’s too pricey
SPEX (A200)
Made in Germany, Hungary and
Finland
1.3-litre four-cylinder turbopetrol/
seven-speed twin-clutch/front-
wheel drive
120kW of power at 5500rpm/250Nm
of torque at 1620-4000rpm
0-100km/h in 8.0 seconds (claimed)
4.9L/100km highway; 7.2L/100km
city; 95 premium; CO2 emissions
are 130gkm
Warranty: Three years/unlimited km
Standard: Nine airbags, stability
control, automated emergency
braking, 10.25-inch touchscreen,
MBUX, Bluetooth, Apple CarPlay,
Android Auto, navigation, LED
headlights, 16-inch alloy wheels
Redbook future values: 3yr: 54%;
5yr: 43%
compare with ...
BMW 1 Series, Ford Focus, Mazda3,
Mini, Toyota Corolla, VW Golf
MERCEDES GLA-CLASS FROM $44,700
T he Mercedes GLA SUV range
starts at $44,700 for the
90kW 1.6-litre turbopetrol front-
wheel-drive GLA180. The 100kW
2.1-litre turbodiesel front-wheel-
drive GLA220d is $52,100. Opt
for the sportier performance and
all-wheel-drive grip of the 155kW
2.0-litre turbopetrol GLA250 and
the price rises to $61,800. The
280kW 2.0-litre turbopetrol all-
wheel-drive GLA45 AMG hotrod
costs $90,200.
The performance spread
ranges from sedate to
sensational. The diesel-powered
GLA220 reaches triple figures
in a claimed 7.7 seconds, so it’s
quicker than BMW’s X1 18d and
Audi’s Q3 2.0 TDI and, officially
at least, more frugal too.
The GLA250 clips the 0–100km/
h ticket in 7.1 seconds. It is an
impressive number put into
perspective by responsive idle to
redline real-world performance.
STARS
Safety
Euro NCAP
Green Vehicle Guide
Performance:
(GLA200);
(GLA250);
(GLA45)
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
106 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
The GLA45 AMG hits 100km/h
just 4.8 seconds after take-off
— the same claimed time as
the ferocious ML63 AMG — but
it is the always-there roll-on
acceleration and accompanying
snap and crackle from the
exhaust that marks this as one
of the most enjoyable, potent
performance SUVs around.
Transmission is a seven-
speed dual-clutch automatic
with standard Eco, Sports and
Manual modes. All-wheel-drive
(4Matic in Mercedes-speak)
models use an on-demand all-
wheel-drive system that drives
the front wheels in normal, dry
conditions and can transfer up
to 50 per cent of torque to the
rear wheels when required.
The GLA250 features an
off-road mode that adjusts
the throttle, gear changes and
traction/stability control
system for driving on loose
surfaces. It also has a “Downhill
Speed Regulation” switch to
manually set and control speed
when descending.
Comfort suspension in the non-
AMG models is as well modulated
as any Mercedes sedan, delivering
a great balance between ride
comfort and handling.
Stabiliser bars help contain,
though not eliminate, body
gyrations around corners
and the steering is typically
Mercedes — indirect just off
centre before transitioning into
immediate, precise response.
The lower, tauter GLA45 AMG
sports suspension absorbs
rather than absolves small road
irregularities.
It’s a welcome trade-off/
trait in a vehicle with this much
cornering capacity and operates
in concert with speed-sensitive
steering that transfers details
on road camber and condition
directly into your hands.
If you’ve seen inside a CLA
sedan, the GLA will hold no
surprises beyond the fact that the
S
sit-down-and-in seating position
in those cars is changed in favour
of a higher hip-point SUV-style
driving position, well-sculpted
seats and relatively spacious rear
legroom, making it a comfortable
cruiser for four adults.
Above the waistline the GLA
looks, feels and is finished like
a Benz, but the plastics on the
lower front fascia and between
the seats don’t exude the quality
look and feel found in more
prestigious Benz models, while
Mercedes’ infotainment system
lacks the functionality, clarity and
depth of BMW’s iDrive.
Open the powered tailgate
and the low, wide floor can hold
plenty of cargo. The rear seat
folds forward in a 60/40 split to
extend capacity further.
Drive the GLA back to back
with Volvo’s class-leading XC40,
BMW’s X1 and VW’s Tiguan. All
are more spacious; the VW is also
a bargain in comparison.
THINGS WE LIKE
 Taut, responsive chassis
 Outstanding turbopetrol engines
 Roomy, comfortable cabin
 Excellent ride/handling compromise
THINGS YOU MIGHT NOT LIKE
Diesel noise under acceleration
Some cheap interior plastics
Restricted rear vision
Dated infotainment system
SPEX (GLA250)
2.0-litre four-cylinder turbopetrol/
seven-speed automatic/all-
wheel drive
155kW of power at 5500rpm/350Nm
of torque from 1200–4000rpm.
0–100km/h in 7.1 seconds (claimed)
5.5L/100km highway; 8.2L/100km
city; 95 octane premium; CO2
emissions are 151g/km
Warranty: Three years/unlimited
kilometres
Standard: Nine airbags, stability
control, 18-inch alloy wheels, bi-
xenon headlamps, active parking
assist, Bluetooth, blind spot assist,
reversing camera and artificial
leather upholstery. GLA250
adds 19-inch wheels, directional
lighting and a sunroof. GLA45 AMG
adds sports seats and replaces
the steering column-mounted
transmission lever with a square-
topped shifter residing in its
rightful place in the centre console
Redbook future values: 3yr: 55%;
5yr: 42%.
compare with ...
BMW X1, Jaguar E Pace, Mini
Countryman, Toyota C-HR, VW
Tiguan, Volvo XC40
 S MERCEDES C-CLASS FROM $63,700
T he Mercedes W205 C
Class range opens with
the $63,700 C200 sedan, with
a 135kW/280Nm, 1.5-litre
turbopetrol/nine-speed
automatic, tested here. The
143kW/400Nm 2.0-litre
turbodiesel C220d is $65,200
and the 190kW/370Nm 2.0-litre
turbopetrol C300 is $71,800.
In AMG territory, the
287kW/520Nm 3.0-litre twin
turbo V6 C43 is $108,600 and
the big banger C63S, with a
375kW/700Nm 4.0-litre twin
turbo V8, is $160,900.
Each drivetrain is also available
in the Estate wagon, starting at
$66,200 for the C200 and topping
out at $163,400 for the C63S.
The base C200’s 1.5-litre
four-cylinder turbopetrol
engine produces the same
135kW of power as the 2.0-litre
turbo it replaced in mid 2018,
but 20Nm less torque (now
280Nm). It has also put on 40kg,
largely due to its new EQ Boost
mild hybrid drivetrain.
As a consequence, it’s half a
second slower from 0-100km/h,
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
 Series, Jaguar XE, Lexus IS
taking 7.7 seconds for the trip.
Fuel efficiency is the overriding
priority now, so performance
has suffered.
EQ Boost uses a 48-volt
network, with a lithium-ion
battery and a starter motor/
alternator assembly between the
engine and transmission.
When you put your foot down,
the alternator gets a surge of
electricity from the battery that
assists engine performance by up
to 10kW, and reduces turbo lag.
It’s automatically recharged by
regenerative braking, contributes
to smoother, quicker automatic
stop/start in traffic, and decouples
the engine at highway speeds,
allowing the C200 to “glide” on a
light or trailing throttle with the
engine switched off.
Pointy end technology
extends to the cabin, where
an all-digital dash includes
configurable instruments and
a big infotainment screen, with
gesture control via touchpads
on the steering wheel and
centre console, plus a manual
controller. Navigation, digital
radio and Apple CarPlay/Android
Auto are included, but the slick
new Siri-style MBUX voice control
in the new A Class is missing.
Mercedes fake cow upholstery
actually feels more luxe and
leathery than the real hide used
in some other brands.
It’s worth ticking the
adjustable suspension option
on a Benz because it delivers
a more compliant ride and
assured handling than the
standard setup, especially with
the W205’s runflat tyres. On the
C200, it’s money well spent.
You sit deep in the C Class, with
vast seat travel, but the driver’s
seat itself, though firm and
comfortable, offers little upper
body support when cornering.
Rear-seat legroom, maximised
by deeply concaved front seat
backs, allows tall passengers in
the W205 to enjoy more space than
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 107
in previous models. Autonomous
emergency braking operates up to
105km/h. Blind spot monitoring is
also standard; lane keeping and
adaptive cruise are optional.
The 1.5 gets the Benz
off the line with impressive
responsiveness and low-speed
tractability is excellent, so it works
particularly well around town.
On the open road, though, it does
feel lethargic in the midrange
compared with a 2.0-litre.
If you take the adaptive
suspension option, you also get
one of the best-handling cars on
the road. The rear-wheel-drive
C Class is traditional Benz at
its best: beautifully balanced,
as solid and tight as they come,
and a wonderfully engaging
drive, with uncorrupted, intuitive
steering, powerful, progressive
brakes and premium, staggered-
size Continental tyres.
The C200 is a sweet car, let
down by dull performance. If
you’re after a C Class, try the
C300 and you might agree that
it’s worth the extra $8000.
THINGS WE LIKE
 Superb handling and a
comfortable ride with adjustable
suspension option
 Stylish, high-tech cabin
 As safe as they come
 Great fuel efficiency on the highway
 Improved rear-seat legroom and
comfort
THINGS YOU MIGHT NOT LIKE
Sluggish on the open road
Weak resale values
Short warranty
SPEX
Made in South Africa
1.5-litre four-cylinder turbopetrol/
nine-speed automatic/rear-wheel
drive
135kW of power from
5800-6100rpm/280Nm of torque
from 3000-4000rpm
0-100km/h in 7.7 seconds (claimed)
5.2L/100km highway; 8.4L/100km
city; 95 octane premium; CO²
emissions are 145gkm
Warranty: Three years/unlimited km
Standard: Nine airbags,
stability control, AEB, blind spot
monitoring, automatic parking,
dual-zone air, LED headlights,
18-inch alloy wheels, Bluetooth,
navigation, digital radio, Apple
CarPlay, Android Auto
Redbook future values: 3yr: 44%;
5yr: 29%
compare with ...
Alfa Romeo Giulia, Audi A4, BMW 3
MERCEDES E-CLASS FROM $92,600 S
Still, fuel efficiency is
outstanding for a big, heavy car.
You’ll get 11–13L/100km in town
and 6–7L/100km on the highway.
This E-Class is lighter
and more agile than its
predecessors, but it can also
become nervous and uncertain
in choppy corners because the
suspension lacks control.
An E-Class used to glide over
rough Australian country roads
with regal grace. This one doesn’t.
The ride is supple on smooth
surfaces but becomes fussy
and harsh when driving on
ragged bitumen, so the adaptive
suspension option on the base
E200/E220 is worth taking.
In standard trim, BMW’s 5

T he W213 Mercedes E-Class

may well be the most
sophisticated, complicated piece
customisable instrument and
infotainment display that’s dazzling
in its clarity and sophistication.
sounds and you have to grasp
the wheel to reactivate the
system. If you don’t, the car
Series is a better car.

of rolling digital technology ever.
Great. But as a car, is it any good?
We’re in the base-model
135kW 2.0-litre turbopetrol
E200, priced at $92,600. The
E220d, with a 143kW 2.1-litre
turbodiesel, is $95,600 and the
E350d, with a 210kW 3.0-litre V6
turbodiesel, is $136,700 and E450
4Matic, with a 270kW 3.0-litre
twin-turbopetrol V6, is $144,800.
The faux SUV all-wheel drive
E220d All-Terrain is $111,200.
The E350e plug-in hybrid,
which can run for up to 30km
on battery power, is $133,400,
while the 320kW 3.0-litre twin
turbo, all-wheel drive AMG E53
4Matic is $168,200.
The 420kW 4.0-litre twin turbo
V8 AMG E 63 4Matic is $211,400
and the 450kW E 63 S is $240,900.
Coupe variants start at $97,900
for the E 220d and cabriolets
start at $125,300 for the E300.
The E Class cabin is dominated
by the beautiful widescreen dash,
two upright, hi-res LCD screens
bonded together to create a
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
A luxurious, heavily bolstered
driver’s seat has ample
adjustment for any physique.
Vinyl upholstery is still standard.
The back seat is similarly
spacious and shaped to
comfortably fit two big Germans.
Mercedes’ Drive Pilot semi-
autonomous technology debuts
in the E-Class, and while the true
driverless car is still decades
away, Drive Pilot is a brave start.
The car will automatically
slow down, speed up, or come
to a stop altogether to maintain
a safe separation between you
and the vehicles in front.
If you want to change lanes,
you hold the indicator wand for
a couple of seconds and if the
car decides it’s safe, it will steer
itself into the lane.
The E-Class will also self-
steer for a period of up to one
minute, at which point an alarm
assumes you’re unconscious
and will then automatically
coast to a stop in its lane and
switch on the hazard lights.
Drive Pilot uses cameras
and radar to guide the car, so
it needs clear road shoulder
and lane markings as reference
points. It works fine on major
arterial roads and freeways, but
it won’t negotiate roundabouts,
can steer only through long,
gentle curves and is uncertain
in the dark.
So you have to be just as vigilant
in the E-Class as you would be
when driving a normal car.
Mercedes’ long-stroke 2.0-litre
turbopetrol is refined, quiet and
has plenty of accessible, flexible
grunt on tap.
The nine-speed works in
Germany, but ninth gear isn’t
engaged until 120km/h-plus — so
it’s completely irrelevant here.
THINGS WE LIKE
 Widescreen dash makes every
other car’s look obsolete
 If it’s not the safest car in the world
I’d like to know what is
 Spacious cabin finished in high-
quality materials
 Comfortable seats
 Fuel-efficient 2.0-litre turbopetrol
 Agile handling and a supple ride on
smooth bitumen
THINGS YOU MIGHT NOT LIKE
Suspension lacks control and
the ride deteriorates on rough
country roads
Drive Pilot isn’t perfect, does a
few weird things and can’t be
relied upon
Complex, slow infotainment system
No spare
Short warranty
Plastic upholstery
SPEX (E200)
Made in Germany
2.0-litre four-cylinder turbopetrol/
nine-speed automatic/rear-wheel
drive
135kW of power at 5500rpm/300Nm
of torque from 1200–4000rpm
0–100km/h in 7.7 seconds (claimed)
5.3L/100km highway; 8.2L/100km
city; 95 octane premium; CO2
emissions are 144g/km
Warranty: Three years/unlimited
kilometres
Standard: Nine airbags, stability
control, Drive Pilot, Active Brake
Assist, Evasive Steering Assist,
Pre-Safe, 360 degree cameras,
automatic parking, Apple and
Android smartphone connectivity,
digital radio, voice control, 18-inch
alloy wheels, dual-zone air, Artico
vinyl upholstery
Redbook future values: 3yr: 46%;
5yr: 33%

Value for money compare with ...

Overall Audi A6, BMW 5 Series, Jaguar XF,
Lexus GS, Volvo S90

108 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE


T he third-generation Mini
(since 2000) showcases a
fuel-efficient engine family
developed by owner BMW.
The Cooper runs BMW’s
1.5-litre three-cylinder
turbocharged engine with 100kW
of power and 220Nm of torque.
A 141kW/300Nm 2.0-litre
four-cylinder turbopetrol
powers the Cooper S and, with
170kW/320Nm, the John Cooper
Works hotrod.
The Mini Cooper range starts at
$30,250 for the three door manual.
The Cooper S is $40,700.
Gearboxes are six-speed manual
and optional ($2500-$2700) seven
speed dual clutch with paddle
shifters. You get more boot and
rear seat space in the longer,
taller Mini five-door, which adds
$1250 to Cooper and Cooper S
prices. The John Cooper Works
is $50,400; with an eight-speed
automatic, it’s $53,350.
Cooper convertible starts at
$41,400. Cooper S is $48,700
and the John Cooper Works is
$58,400.
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall

The convertible gets a power-
operated electric soft-top with a
sliding function as well.
The star engine is the Cooper’s
1.5-litre turbopetrol triple. It’s
flexible, frugal, refined and
particularly strong through the
mid-range. The seven speed DCT
transmission works smoothly and
efficiently with the engine.
Mini makes much of its “go
kart handling”, but the same
Cooper five door model, tested
in 2015 with optional adaptive
suspension and stickier
Continental tyres, walked the Mini
walk much more convincingly.
The current model, tested
with less adhesive Hankook
tyres and standard suspension,
pushed its front end harder in
corners, exhibited more body
roll and lacked the clarity of
feedback and steering precision
of its predecessor. Mini used
to be one of the best handling
small cars. Not now.
A mid 2019 update rectified
Mini’s appalling lack of driver
MINI FROM $30,250
assist safety tech, but it’s still
underdone. Many cars around the
$25K pricepoint now have more
comprehensive specification.
Mini has a camera-based
forward collision alert and low
speed autonomous emergency
braking. Lane keep assist and
blind spot monitoring are still
missing.
Infotainment is BMW’s iDrive,
with digital radio, navigation,
traffic information, voice control
and Apple CarPlay.
The Mini Connected app lets
you play besties with your car by
phone if you’re in boring company.
Mini’s interior still has a
wow factor like no other, if
only because it’s so different to
everything else, with a complete
indifference to ergonomic
efficiency and logical thought.
The driver’s seat could
use angle adjustment for the
flat cushion, but is otherwise
supportive, and tall drivers
aren’t cramped for legroom.
Back seat passengers do it
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 109
tough, though, and boot space
is also tight.
That won’t dissuade buyers
of the Mini. Despite its many
idiosyncrasies and compromises,
reliability issues and ambitious
pricing, it inspires great affection
in some. And a comparable
degree of loathing in others.
THINGS WE LIKE
 A retro design that works
 21st-century engines with strong
performance and outstanding
efficiency, plus a refined DCT
 Surprisingly comfortable ride
THINGS YOU MIGHT NOT LIKE
Minimal driver assist safety tech
Space-saver spare or aerosol
can – useless
Dash layout still a dog’s breakfast
Overpriced
Squeaks, rattles and other
potential sources of grief
SPEX (Cooper)
1.5-litre three-cylinder
turbopetrol/seven-speed DCT/
front-wheel drive
100kW of power from
4500–6500rpm/220Nm of torque
from 1480–4200rpm
0–100km/h in 8.1 seconds (claimed)
4.9L/100km highway; 6.3L/100km
city/95 octane premium/CO2
emissions are 123g/km
Warranty: Three years/unlimited
kilometres
Standard: Six airbags, stability
control, electronic differential
lock, Bluetooth, smartphone
connectivity, navigation, 16-inch
alloy wheels, rear camera
Redbook future values: 3yr 52%;
5yr: 40%
compare with ...
Audi A1, BMW 1/2 Series, Fiat 500,
Renault Clio, VW Polo
MINI COUNTRYMAN FROM $42,200
M ini’s SUV range, powered
by BMW drivetrains,
opens with the 1.5-litre three-
cylinder turbopetrol/six-speed
automatic/front-wheel-drive
Countryman, priced at $42,200.
The 2.0-litre turbodiesel/eight-
speed automatic/front-wheel-
drive Cooper D is $46,200, the
2.0-litre turbopetrol/eight-speed
auto Cooper S is $49,200, and
the 2.0-litre turbodiesel/eight-
speed automatic/all-wheel-drive
Cooper SD is $54,200.
The all-wheel drive John
Cooper Works model, the
performance variant with a 170kW
2.0-litre turbopetrol engine, costs
$59,900 with a six-speed manual
or an eight-speed automatic.
Self-appointed experts gave
the original Countryman a hostile
reception when it was launched
in 2010. Too big to wear a Mini
badge, they huffed. Too long. Too
many doors. Customers couldn’t
have cared less. The Countryman
at times has accounted for
more than 20 per cent of Mini’s
Australian sales.
The Countryman was the first
family-size Mini. It won new
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
110 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
customers and retained owners
who otherwise would have had
to desert the brand during their
breeding years.
With Countryman II, Mini’s
aim is simple: more of the same.
Despite the growth spurt, the five-
door’s overall proportions are very
similar. Inside, the changes are
more obvious. The 40/20/40 split
rear seat is spacious. Larger rear
doors make accessing it easier,
too. And the cargo compartment
has grown by 100 litres to a quite
useful 450 litres.
While extra space adds to the
new Countryman’s practical
appeal and makes it much
more viable as a family wagon,
Mini’s distinctive interior design
themes remain.
The huge circular housing in
the centre of the dash and the
switchgear mimic features from
original Minis of the ’50s and
’60s, for example. It’s not a look
that will please everyone, and the
layout isn’t as user-friendly as
some non-retro competitors.
Adaptive cruise and automatic
emergency braking, with
pedestrian detection, are
standard, as is navigation,
Bluetooth, digital radio, stylish
cloth/leather upholstery and
sports front seats.
Countryman’s technical
essentials are familiar. Mini
is owned by the BMW Group,
and the SUV’s engines,
transmissions, all-wheel-drive
system, suspension, steering,
brakes and more are shared with
small models from the Bavarian
brand. It’s most closely related to
the X1 and is manufactured in the
same factory in the Netherlands.
BMW’s charming 100kW
1.5-litre turbopetrol triple,
working with a six-speed
automatic, powers the basic
front-drive Cooper Countryman.
Stepping up to the Cooper S
grade buys a more powerful
141kW 2.0-litre turbopetrol four
and an eight-speed automatic.
Mini’s All4 all-wheel-drive is
available only in the Cooper SD.
Both have the same 2.0-litre
turbo diesel four, but it’s tuned
for extra power (140kW, up from
110kW) in the case of the SD. The
S
eight-speed auto is standard in
both. ALL4 is also available in the
John Cooper Works model.
The smooth and quiet turbo-
petrol four of the Cooper S is a
perky performer. In slimy mud
Mini’s All4 system is effective.
And, from behind the wheel, the
Countryman is more agile than
the average small SUV. Firm
suspension will do that (and
it’s Mini’s established style),
but also means ride comfort
suffers. Bumps in the road are
too often clearly felt.
The Countryman is expensive
for its size, and you should also
be aware of Mini’s less than
exemplary quality and
reliability record.
That said, its increased size
makes the new Countryman a
much more practical, comfortable
SUV, while, as always with Mini,
it’s a fun thing to drive.
By John Carey
THINGS WE LIKE
Roominess and practicality
Strong, fuel-efficient suite of
BMW engines
Tidy, engaging handling
Effective all-wheel-drive system
THINGS YOU MIGHT NOT LIKE
Try-hard retro design, especially
inside
Firm ride
Pricey for a small SUV
Minis can be temperamental
SPEX (Cooper S)
Made in the Netherlands
2.0-litre four-cylinder turbopetrol/
eight-speed automatic/front-wheel
drive
141kW of power from
5000–6000rpm/280Nm of torque
from 1350–4600rpm
0–100km/h in 7.4 seconds
5.4L/100km highway; 7.6L/100km
city; 95 octane premium; CO2
emissions are 141g/km
Fuel tank 51 litres
Warranty: Three years/unlimited
kilometres
Standard: Six airbags, stability
control, parking sensors,
automatic parking, camera, radar
cruise, forward collision warning,
automatic emergency braking,
power tailgate, swivelling LED
headlights, Bluetooth, navigation,
digital radio, voice control, 18-inch
alloy wheels
Redbook future values: 3yr: 52%;
5yr: 39%
compare with ...
Audi Q2, BMW X1, Jaguar E Pace,
Mazda CX3, Mercedes GLA, Subaru
XV, Toyota C-HR
S MITSUBISHI ASX FROM $23,490
HRV, Toyota C-HR or Subaru XV. Long warranty and bulletproof
The firm driver’s seat is small reliability
and unsupportive for larger folk. Easy to drive and park in town
Rear-seat legroom is on par with THINGS YOU MIGHT NOT LIKE
a similarly sized hatchback. It’s pretty dull inside
There’s not a lot of boot space Performance, refinement and
either, but the rear seat backs dynamics are only average
flip down for an extended floor of Seats aren’t particularly
comfortable or supportive
nearly 1.6 metres. Safety spec is off the pace
Base ES models include 18-
inch alloy wheels, seven-inch SPEX (ES CVT)
touch screen audio, digital Made in Japan
radio, a reversing camera and 2.0-litre four-cylinder petrol/CVT/
front-wheel drive
Bluetooth with voice control. 110kW of power at 6000rpm/197Nm
Mitsubishi’s ASX (it stands variable automatic (CVT) A safety pack, with collision of torque at 4200rpm
for Active Smart Crossover) transmission, it’s $25,490. The and lane departure warning and 0–100km/h: N/A
base 2.0-litre petrol/five-speed LS, with CVT, is $27,990 and the auto highbeam adds $1500 to 6.4L/100km highway; 9.5L/100km city;
manual front-wheel-drive ES Exceed is $30,990. ES CVT petrol and is standard 91 octane regular; CO2 emissions are
176g/km.
is $23,490. With a continuously Mitsubishi dropped the 2.2-litre on Exceed, which also gets blind Warranty: Five years/100,000km
turbodiesel, and all-wheel spot monitoring, lane change Standard: Seven airbags, stability
drivetrains, for 2019. assist and rear cross traffic alert, control, rear camera, cruise control,
STARS ASX is based on the Outlander. but Honda’s HRV, Mazda’s CX3, automatic air, 7-inch touchscreen,
However, its body is shorter and Toyota’s CH-R and Subaru’s XV Bluetooth, digital radio
Safety Quality and and 18-inch alloy wheels
reliability interior space is tighter. have more comprehensive safety Redbook future values: 3yr: 50%;
ANCAP The ASX is light, but the and are superior overall. Price is 5yr: 37%
Green Vehicle Comfort and 2.0-litre petrol/CVT drivetrain what sells the ASX.
Guide refinement is pretty dull and unrefined
compared with newer rivals. THINGS WE LIKE
Performance Value for money
The ASX can feel a touch Cheap drive away deals compare with ...
Handling Overall harsh and loose at times. Its Well equipped at the price too Mazda CX3, Honda HRV, Nissan
dynamics are not as composed Easy-to-use dash and control layout Qashqai, Subaru XV, Toyota C HR
or as comfortable as a Honda

S MITSUBISHI LANCER FROM $19,500

Mitsubishi’s Lancer sedan Start money ($19,500) buys the
range uses a 113kW 2.0-litre ES Sport. A CVT transmission
four with a standard five-speed adds $1500. LS CVT is $23,500.
manual as the base drivetrain. GSR sedan and Sportback, with
a 125kW 2.4-litre engine, are
both $22,500, with an extra
STARS $1500 for CVT.
Safety Quality and
The Lancer’s cabin looks
15 years old but it’s spacious and
reliability
ANCAP comfortable, if heavy on cheap
Green Vehicle Comfort and plastics. Everything is where
Guide refinement it should be, there’s plenty of
handy storage and it’s well
Performance Value for money
 screwed together, free of chirps,
Handling Overall rattles and squeaks.
 The steering wheel is height
adjustable but inexplicably there
is no reach adjustment provided.
The long travel driver’s seat is
comfortable, as is the back seat,
which has plenty of legroom.
The sedan’s big boot can be
extended with the 60/40 split-fold
rear seat back and has a space-
saver under the floor.
Boot space in the Sportback
is severely compromised by the
sloping rear roofline. There’s
no lip over which you have to lift
stuff, though, and the 60/40 seat
backs can be lowered.
The 2.0-litre is quite peaky in
its delivery but this is effectively
overcome by the CVT, which
keeps it pinned at 3000rpm-plus
when you put your foot down.
Mitsubishi has been
aggressive on Lancer pricing
with special editions also
offered at drive-away prices.
If you’re after quality,
affordable family transport, and
one of the biggest cabins in this
class, the ES Sport and LS are
still competitive.
However, the Lancer does feel
agricultural and tired. That’s
because it is one of the oldest
cars in the class.
THINGS WE LIKE
 Cheap and well equipped
 Long warranty
 Plenty of space
 2.0-litre/CVT delivers
reasonable performance
THINGS YOU MIGHT NOT LIKE
Drives like an old car. Because it is
Thirsty
Handles like a barge
Tight boot in Sportback
SPEX (ES Sport)
Made in Japan
2.0-litre, four-cylinder petrol/
five-speed manual/CVT/front-
wheel drive
113kW of power at 6000rpm/198Nm
of torque at 4250rpm
0–100km/h in 9.5 seconds
Warranty: Five years/100,000km
6.4L/100km highway; 11.3L/100km
city; 91 octane. CO2 emissions
are 196g/km
Standard: Seven airbags, stability
control,16-inch alloy wheels,
Bluetooth with audio streaming
and voice control, automatic air
Redbook future values: 3yr: 52%;
5yr: 39%
compare with ...
Kia Cerato, Holden Astra, Honda
Civic, Mazda3, Toyota Corolla

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 111

MITSUBISHI ECLIPSE CROSS FROM $29,990
T he Eclipse Cross slots into
Mitsubishi’s SUV portfolio
between the compact ASX and
midsize Outlander.
A three-model range, powered
by a 1.5-litre turbo/continuously
variable transmission (CVT),
opens with the front-wheel drive
ES at $29,990. LS is $31,990.
We’re testing the mid-spec
Exceed, at $36,000; it’s also
available with all-wheel drive,
at $38,500.
Exceed specification covers
most of what a family needs and
wants in a wagon; it also adds
bonus luxe, such as a double-
sized sunroof, heated, leather-
faced, power-adjustable front
seats and dual-zone air.
Fake carbon and high-
gloss black plastic, framed by
sweeping silver trim, adorn a
twin cockpit-style dash with
conventional instruments.
Eclipse is made in Japan, so fit
and finish are excellent.
Infotainment includes a
seven-inch touchscreen, plus a
touchpad on the centre console.
Once you get the hang of how far
and hard to swipe, the touchpad
works well, so you don’t often
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
112 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
have to reach for the screen.
Apple CarPlay and Android Auto
connectivity, plus digital radio,
are also standard, but there’s
no navigation — you need to use
your phone for that.
Rugged in town, the ride jolts on
sharp bumps and concrete joins,
which generate excessive thump
and bump. It improves at highway
speeds, but the oversprung Eclipse
lacks the compliance and comfort
expected in a family wagon.
You perch on a flat, short
cushion, with good upper-body
support from a properly contoured,
well-bolstered backrest. The wheel
could use more reach adjustment
to accommodate long legs.
A strut in the middle of
the tailgate window doesn’t
seriously impede vision; big side
mirrors, parking sensors and
360/180-degree, plus kerbside,
camera views allow you to
clearly see what’s happening all
around the car.
A firm, supportive rear bench
has 200mm of travel, plus
adjustable backrest angle, so
legroom is generous, though
the tapered roofline will test
headroom for tall passengers.
The absence of vents, and
a clumsy middle seatbelt
configuration, reduces Eclipse’s
kid-carrier appeal; on the credit
side, access is easy and kids will
like the high seating position.
The designer-driven coupe-
style rear end looks sharp, but
seriously compromises boot
space. Most rivals have more. In
60/40 split-fold extended mode,
the floor isn’t flat, either.
Exceed ticks all the safety
boxes, with automatic emergency
braking, adaptive cruise, lane
departure warning, blind spot
monitoring and rear cross traffic
alert all standard.
The 1.5-litre turbo is laggy
at low revs and, from rest, the
go pedal needs a serious poke
to get a response, especially in
Eco mode. Once the CVT wakes
up and engages meaningfully
with the engine, midrange
performance is strong and the
pedal is more responsive. It
cruises easily and quietly on the
highway, returning 7-8L/100km
on regular unleaded, which isn’t
spectacularly frugal.
S
Around town, despite the
absence of auto stop/start,
you can achieve single figures,
though in Normal mode — where
respectable performance lies
— consumption can increase to
10-12L/100km.
The CVT also has paddles, which
mimic an eight-speed automatic.
Sloppy handling is
characterised by exaggerated
body roll in corners, deep, early
understeer and less-than-
disciplined roadholding, typical
of oversprung/underdamped
suspension. The steering itself
is rubbery and vague, while the
brakes are only adequate.
Eclipse doesn’t drive as good
as it looks. It’s got the family-
friendly feature list, infotainment
and blue chip safety, but on the
road it feels like yesterday’s SUV
compared with Mazda’s CX-5,
VW’s Tiguan, Subaru Forester
and the Ford Escape.
THINGS WE LIKE
Loaded with safety features
Generous occupant space
Long warranty
Turbo runs on regular unleaded
Made-in-Japan quality
THINGS YOU MIGHT NOT LIKE
Turbolag and CVT make for sluggish
response from rest
A bit thirsty
Feels like a barge in corners
Harsh ride
Infotainment voice control can be hit
and miss
Small boot
SPEX
Made in Japan
1.5-litre four-cylinder turbopetrol/
CVT/front-wheel drive
110kW of power at 5500rpm/250Nm
of torque from 2000-3500rpm
0-100km/h N/A
6.2L/100km highway; 9.2L/100km
city; regular unleaded; CO2
emissions are 165gkm. Fuel tank is
63 litres
Warranty: Five years/100,000km
Standard: Seven airbags, stability
control, automatic emergency
braking, blind spot monitoring, rear
cross traffic alert, lane departure
warning, surround cameras, parking
sensors, seven-inch touchscreen,
Bluetooth, voice control, digital
radio, Apple CarPlay, Android Auto,
leather-faced heated front seats, dual
sunroof, 18-inch alloys.
Redbook future values: 3yr: 45%; 5yr:
31%
compare with ...
Holden Equinox, Ford Escape,
Hyundai Tucson, Mazda CX-5,
Subaru Forester, VW Tiguan
S 3 MITSUBISHI OUTLANDER FROM $28,290
T he base front-wheel-drive
2.0-litre petrol/five-speed
manual Outlander ES five-
seater is $29,290, while a
continuously variable automatic
(CVT) transmission and two
extra seats adds $2000.
The all-wheel-drive 2.4-litre
petrol CVT ES seven-seater is
$33,790. Each of these models
is also available with a Safety
Pack, comprising automatic
emergency braking, lane-
departure warning, radar cruise
and automatic high beam. It
adds $1500–$2500. It’s standard
on the $36,290 LS 2.4 and the
2.2-litre turbodiesel AWD six-
speed automatic seven-seater
LS, priced at $39,790.
Exceed seven-seaters cost
$42,290 (2.4/CVT) and $45,790
(2.2/six-speed auto) respectively.
The CVT transmission tries
as hard as it can to flatter the
2.4-litre petrol engine but it’s a
struggle at times. In normal drive
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
mode the Outlander is sluggish
off the line and slow to reach
your chosen speed.
CVTs can be efficient and
responsive — but not this one.
You get a lot of noise and too
little action compared with a
conventional automatic.
If you are fully loaded with kids
and gear, you’ll probably wish
you had bought the diesel, which
I haven’t driven. At the relatively
modest $3500 premium, I’d
suggest it’s money well spent.
If you’re happy enough with
five seats, a five-speed manual
and front-wheel drive, the base
model Outlander LS works well
enough around town.
It is very bare bones, though,
and there are more blanks on the
dash than actual switches and
controls, just to remind you that
this really is the poverty pack.
The Outlander PHEV plug-
in petrol/electric hybrid has a
lithium-ion battery that gives the
car an electric-only range of up to
55 kilometres, travelling at up to
60km/h. It uses an electric drive
motor at each end of the vehicle.
Its 2.0-litre petrol engine can
operate as a generator or as part
of the drivetrain, giving a range of
up to 880 kilometres.
It’s priced at $45,990 for ES,
$47,490 withthe safety pack, or
$53,990 for Exceed.
We managed about 30
kilometres in pure EV mode with
the air-con on before the battery
became depleted.
Switching to Series Hybrid
mode, which uses the petrol
engine to replenish the battery
pack, for a similar distance
again was enough to almost fully
recharge it.
So the PHEV is certainly
viable as a day-to-day drive. If
your commute or daily drive is
relatively short, or a series of
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 113
short trips, you can probably just
plug it in each night and forget
about petrol. However, the petrol
engine is there in case you need it.
The Outlander is resolutely
anti-sport but it’s light, so
although it’s pretty big by
class standards it doesn’t feel
cumbersome. The steering itself
is over-assisted and imprecise.
The seven-seater is roomy and
versatile with a sliding row-two
seat, easy access to row three
and seats that can safely and
comfortably accommodate kids.
There’s nothing seriously
wrong with the Outlander but
it sits well back in the very
competitive mid-size SUV field.
Outlander PHEV is, for the
moment, in a class of its own.
In five-seater wagons,
Subaru’s Forester, VW’s Tiguan,
Mazda’s CX-5 and the Kia
Sportage are the leaders. As far
as seven-seaters go you get a
more accomplished, polished
wagon for similar money in a Kia
Sorento or a Hyundai Santa Fe.
THINGS WE LIKE
Space-efficient seven-seater
Safe and solid
Five-year warranty
A versatile kid carrier
Acceptable handling and
roadholding
THINGS YOU MIGHT NOT LIKE
Sluggish performance, amplified by
inefficient CVT transmission
Handling is OK but Forester,
Sportage and Santa Fe are much
better
Over-assisted, vague steering
Seven-seater models are way
overpriced compared with Hyundai
Santa Fe and Kia Sorento
SPEX (LS AWD)
Made in Japan
2.4-litre four-cylinder petrol/CVT/
all-wheel drive
124kW of power at 6000rpm and
220Nm of torque at 4200rpm
0–100km/h N/A
6.2L/100km highway; 9.7L/100km
city; regular unleaded; CO2
emissions are 174g/km
Standard: Stability control, seven
airbags, 18-inch alloy wheels,
Bluetooth, reverse-parking sensors,
camera and an alarm. XLS adds
tinted glass, touchscreen audio,
navigation and dual-zone air
Warranty: Five years/100,000km
Redbook future values: 3yr: 48%;
5yr: 33%
compare with ...
Hyundai Santa Fe, Kia Sorento,
Nissan X-Trail, Subaru Forester
NISSAN LEAF FROM $49,990 S
with moving object detection,
adaptive cruise, autonomous
emergency braking, blind spot
monitoring and lane keeping.
The edgier exterior design of
the new Leaf aims for broader
appeal than the dumpy design of
the original, and succeeds. But
the interior, though spacious,
easy to use, and well equipped (at
least in top-grade Tekna form)
fails to create a perception of
elevated quality.
Still, the new Nissan Leaf is a
big improvement. It should tempt
anyone seriously considering a
switch to plug-in power. Nissan
recently announced plans to
produce an e-Plus version with
a 60kWh battery for increased
driving range and a more powerful
motor. Though sure to be more
costly, this will be an even more
seductive EV.

N issan is turning over a new

Leaf. The second generation
of the world’s best-selling
range. According to the new and
more realistic WLTP energy-
consumption test, the Nissan’s
single-speed transmission.
Acceleration is prompt and
peppy. It’s completely smooth
By John Carey

electric car is now available in
Australia. With sharper looks,
stronger performance and,
most important of all, increased
driving range, the popular plug-
in hatchback is selling better
than ever around the world.
In Norway, for example, the
Nissan has been topping the
nation’s new-car sales charts
since going on sale there in
February 2018.
After spending quality time
with a new Leaf in and around
Oslo, is that it’s a pretty
persuasive EV. The new model
has a 40kWh lithium-ion battery
pack beneath the floor of its
cabin, an increase of 10kWh over
the 2012 original.
This is enough for a reliable
real-world 200-plus km driving
STARS
Safety
(EuroNCAP)
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
driving range is 270 km. Careful,
efficiency-minded drivers should
get close to this figure.
Beneath the flip up cover
in the Nissan’s nose are two
plugs. One is for charging
the battery using a 6.6kW AC
wallbox. This will take 7 hours
30 minutes to fully recharge
a completely empty new Leaf
battery. The other plug is for
connecting with 50kW DC fast
chargers. These can 80 percent
recharge an empty Leaf battery
in around 40 minutes. They’re
common in Norway, almost
unknown in Australia.
New Leaf’s battery powers
a 110kW electric motor, 30kW
more than the old model. It drives
the front wheels through a simple
and silent, too.
The Nissan’s driver-selectable
e-Pedal mode increases
the strength of the car’s
regenerative electric braking, so
that releasing the accelerator
will bring the Leaf to a smooth
halt. It makes driving in stop-
start city traffic very easy.
On motorways and country
roads the Leaf steers neatly,
handles tidily and isn’t too
bothered by bumps.
Inside is ample room for four
adults. A large centre tunnel
limits the usefulness of the
rear-seat’s middle position. The
cargo compartment, around 400
litres, is large.
Safety features includes
360 degree camera coverage
THINGS WE LIKE
Smooth and quiet
Peppy performance
Interior space
Driving range
You’ll never have to go to a servo
again
THINGS YOU MIGHT NOT LIKE
Interior materials, fit and finish
quality isn’t great
More costly than fossil-fuel
equivalents
Lack of fast DC fast-charging in
Australia (for now)
250km or so is still a pretty limited
range
SPEX
Made in Japan
40kWh lithium ion battery/electric
motor/single speed transmission/
front wheel drive
110kW of power from
3283-9795rpm/320Nm of torque
from 0-3283rpm
0-100km/h in 7.9 seconds (claimed)
Electricity consumption: 206Wh/
km; CO2 emissions: zero, if
charged from renewable power
Warranty: Five years/unlimited km
Standard: Six airbags, stability
control, lane keep assist,
autonomous emergency braking,
blind spot monitoring, rear
cross traffic alert, automatic
headlights, 7-inch infotainment
screen, Bluetooth, navigation,
voice control, digital radio, Apple
CarPlay, Android Auto.
Redbook future values: New
model, not yet established

Value for money


Overall compare with ...
 Hyundai Ioniq, Hyundai Kona Electric

114 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

 NISSAN 370Z FROM $50,490
you can attack a tight bend like THINGS WE LIKE
a hero, with the right quota of  Japanese musclecar vibe
revs guaranteed.  Smokin’ performance
If you’re timid, the Z feels a bit  Flat, sharp handling
 Excellent value for money
like a tractor. Get stuck into it
and it becomes more athletic and THINGS YOU MIGHT NOT LIKE
graceful. The steering is superbly Going deaf
weighted and accurate at speed Hard ride
but the brakes, though powerful Trying to work out how to plug
in your music player
when you lean on the pedal, lack Lack of driving position adjustment
feel and initial bite.
Nissan axed 370Z prices by 363Nm at 5200rpm, matched The ride is hard but not SPEX (manual Coupe)
$7000 in mid-2017, so although with a six-speed manual at harsh and the suspension Made in Japan
3.7-litre V6 petrol/six-speed
it’s one of the oldest sports cars $50,490 or a seven-speed does absorb a nasty surface
manual/rear-wheel drive
on the market, dating from 2009, automatic priced at $52,990. reasonably efficiently, although 245kW of power at 7000rpm;
it’s now a bargain, especially the The Roadster costs cross braces at both ends don’t 363Nm of torque at 5200rpm
base model coupe. $61,990/$64,490 respectively. entirely eliminate body flex. Tyre 0–100km/h in 5.3 seconds (claimed)
The 3.7-litre V6 VQ engine A Nismo coupe, with noise from the Yokohamas is 7.8L/100km highway; 15.2L/100km
delivers 245kW at 7000rpm and 253kW/371Nm, stiffer suspension, city; 95 octane premium; CO2
excruciatingly loud.
emissions are 249g/km
upgraded brakes and Recaro The GT-style seat has good Warranty: Five years/unlimited
seats, is $61,490/$63,990. upper body support but the
STARS The 370 reaches 100km/h in cushion is too short. If you’re
kilometres
Standard: Six airbags, stability
just 5.4 seconds, which is still taller than 180cm you’ll also control, Bluetooth, 19-inch alloy
Safety Quality and
competitive in performance car want some more travel. wheels, navigation, heated seats,
Not yet tested reliability
cloth/leather upholstery
Green Vehicle territory. The price cuts put the 370Z into Redbook future values: 3yr: 46%;
Guide Comfort and The 370 is Japan’s version of Golf R/Focus RS/Honda Civic Type 5yr:30%
refinement a musclecar and there’s nothing R hot hatch territory. As a mean,
Performance
Value for money refined about it. The heavy hairy, old school rear-wheel drive
Handling  manual gearbox has an auto performance coupe, the Nissan’s compare with ...
Overall blipping action when you shift got a lot of appeal. Its closest rival, Ford Focus RS, Honda Civic Type R,
 down a gear. It really works, in character and performance, is Subaru WRX STi, VW Golf R
so even if you have two left feet Subaru’s WRX STi.

NISSAN GT-R FROM $189,000

of the front-heavy leadenness of THINGS YOU MIGHT NOT LIKE
some all-wheel drivers.  Lawyer’s bills
Its centre of gravity feels to be  Not having a licence
about 5cm above the bitumen.  The attention
Nissan also offers the Track  No spare
Edition, at $227,000, with some SPEX
pukka NISMO race engineering  Made in Japan
bits, including a suspension  3.8-litre twin turbo V6/six-speed
package, adhesive bonding on automated manual/all-wheel drive
 419kW of power at 6800rpm/632Nm
the body which improves rigidity,
of torque from 3300–5800rpm
six-spoke forged aluminium  0–100km/h in 2.7 seconds (claimed)
20-inch RAYS wheels and flared  8.8L/100km highway; 16.9L/100km
Nissan’s GT-R will show its supercar context, because the front guards to accommodate city; 98 octane premium; CO2
pipes to a Porsche 911 Turbo, GT-R is certainly one of those. the upgraded wheel/suspension emissions are 278g/km
 Warranty: Five years/unlimited km
a Ferrari 488 or a Lamborghini Its 3.8-litre twin-turbo V6 package. A carbon fibre rear  Standard: Six airbags, stability
Huracán — and you also get engine produces 419kW of power spoiler, Recaro seats and black control, leather/fake suede
$200,000–$300,000 change. at 6800rpm and 632Nm of torque leather are also included in the upholstery, heated front seats,
The GT-R costs $189,000. from 3300–5800rpm. Track Edition.. dual-zone automatic air, eight-inch
That’s an absolute bargain in the Drive goes to all wheels with The NISMO coupe, at $299,000, touchscreen infotainment, Bluetooth
a rear bias and the suspension is a track fit flyer, with 441kW connectivity, Bose sound, 40GB hard
disc drive, USB port, navigation,
features adjustable dampers. of power. It hits the 100km/h
STARS There’s a moment of delay mark in a claimed 2.7 seconds,
reversing camera, tyre pressure
monitoring, six-piston Brembo front
Safety Quality and
from idle as boost pressure 0.2 seconds qucker than the brakes, 20-inch alloy wheels
increases, then the Nissan leaps Lamborghini Aventador S.  Redbook future values: 3yr: 59%;
Not yet tested reliability
forward, accelerating violently 5yr: 49%
Green Vehicle
Guide Comfort and through short second and third THINGS WE LIKE
refinement gears, driven by an unstoppable  0–100km/h in RIGHT NOW!
Performance
rush of torque which can break  An absolute bargain
Value for money
Handling rear-wheel grip in third.  Mind-blowing performance
 Incredible grip and traction
compare with ...
Overall It’s a big beastie but it also Ferrari 488, Lamborghini Huracán,
 Electronics don’t dominate the drive
feels lighter than its 1.75 tonnes Mercedes AMG GTS, Porsche 911 GT3
and finely balanced, with none

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 115

NISSAN X-TRAIL FROM $29,490
T he base Nissan X-Trail ST, at
$29,490, is front-wheel drive
(dubbed 2WD) and uses a 106kW
2.0-litre four-cylinder petrol
engine with a six-speed manual.
The $31,490 ST gains the
gutsy 126kW 2.5-litre unit
that has served the series
since its 2001 inception,
with a continuously variable
transmission (CVT, or Xtronic in
Nissan-speak) a combination
that also powers the rest of the
petrol engined X-Trail range..
An all-wheel-drive (AWD) ST
is $33,490, while the mid-spec
ST-L Xtronic 2WD is $37,400.
AWD bumps that to $39,400.
Finally there’s the flagship
$45,040 Ti Xtronic AWD.
Seven-seater choices are
limited to the ST Xtronic 2WD at
$33,090 and the $39,000 ST-L.
The 130kW/380Nm 2.0-litre
turbodiesel X-Trail range opens
with the AWD TS X Tronic at
$36,390. The TL is $48,040.
Since the vast majority of sales
are for the 2.5-litre Xtronic, that’s
the one we’re concentrating on.
Proven for over a dozen years
as a robust and reliable engine
in the two previous X-Trails, this
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall

116 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
126kW/226Nm four-cylinder
petrol unit still manages to deliver
competitive performance and
sufficient refinement — most of the
time. Much is owed to the Xtronic
CVT, which combines extraordinary
smoothness with the appreciably
rapid acceleration response you’d
expect of a conventional torque-
converter automatic.
While precious little steering
feedback means you won’t
mistake the X-Trail for a BMW,
the helm imparts a sense of
weight, linearity and control.
At higher speeds, the chassis
feels agile yet planted, especially
driving through sweeping bends.
When the turns get tighter,
though, there’s no escaping the
X-Trail’s high centre of gravity,
with lots of body lean and plenty
of extra steering effort required.
Strong brakes are a bonus, as is
the supple ride on the standard
17-inch wheel and tyre package.
However, the Ti’s 19-inch setup
— though more surefooted —
makes the X-Trail feel a tad too
firm over some bumps, while they
can transfer quite a bit more road
noise inside the cabin.
The cabin also features
efficient ventilation, VW-style
clear instrumentation (with a
digital auxiliary speedo at last,
as well as a comprehensive
trip-computer display), plenty
of storage options and simple,
intuitive controls that help with
finding a perfect driving position.
Automatic emergency braking
is standard, as is forward
collision warning. S
TL specification adds rear
cross traffic alert, while Ti/TL add
radar cruise, lane keeping and
blind spot monitoring.
The elevated and comfortable
rear seat, which works for
people of all ages and sizes.
Not only does each of the
40:20:40 backrests recline by
a few degrees, they also slide
forward individually as desired
— great for parents who need
to be within arm’s reach of their
children sitting behind.
The rear seat features a pair
of ISOFIX seat anchors, backed
up by backrest-sited child-seat
tether hooks.
Access to the third row
(where fitted) in seven-seater
models is easy, however the
50:50 split-fold bench is strictly
for smaller kids only.
In five-seaters, the large boot
features a “Divide-‘N-Hide”
configurable multi-level
S
arrangement; with a pair of
luggage dividers, it allows for
varying ways to store different
things without them touching or
falling over.
A plastic-lined wet storage
area is beneath the carpeted
cargo-area floor. The Ti has a
power tailgate.
The previous X-Trail was one
of the most versatile, family-
friendly wagons around.
There are better five-seaters
out there now, notably the VW
Tiguan and Subaru Forester,
but if you’re after a seven-
seater at a rock-bottom price,
add the X-Trail to your test-
drive list, along with
Mitsubishi’s Outlander.
By Byron Mathioudakis
THINGS WE LIKE
 CVT’s responsiveness and efficiency
 Reverse camera standard
 Spacious, refined cabin
 Seven-seat availability
 Class-leading rear-seat and
load-area versatility
THINGS YOU MIGHT NOT LIKE
No manual transmission with the
bigger 2.5 engine
Firm ride on Ti’s 18-inch wheel/
tyre package
Foot-operated park brake is a
1950s throwback
Some road-noise intrusion
Steering could still use more
feedback and feel
SPEX (ST AWD)
Made in Japan
2.5L four-cylinder petrol/CVT/
all-wheel drive
126kW of power at 6000rpm/226Nm
of torque at 4400rpm
0–100km/h in N/A
6.6L/100km highway; 11.3L/
100km city; 91 octane; CO2
emissions are 192g/km
Warranty: Five years/unlimited km
Standard: Six airbags, stability
control, hill start assist, rear
camera, Bluetooth phone and
audio streaming, USB connectivity,
17-inch alloy wheels. ST-L adds
navigation, digital radio, surround-
view monitor, leather, heated front
seats, dual-zone air, roof rails and
rear tinted glass. Ti adds lane-
departure warning, blind-spot
monitoring, power tailgate, sunroof
and 19-inch alloys
Redbook future values: 3yr: 54%;
5yr: 40%
compare with ...
Hyundai Santa Fe, Kia Sorento,
Mitsubishi Outlander, Subaru
Forester, Skoda Kodiaq, Toyota RAV4,
VW Tiguan
 S NISSAN QASHQAI FROM $27,490
J ust why Nissan chose to name
its small SUV after a group
of nomadic tribes from Iran is
anybody’s guess. The Qashqai
traditionally use donkeys to get
around. Presumably that’s not
the connection Nissan was trying
to make…
All models run a naturally-
aspirated 2.0-litre petrol engine,
with a humble 106kW of power
and 200Nm of torque, put to
the road via six-speed manual
or continuously variable (CVT)
transmissions.
Qashqai has no off road
pretensions, so the entire range
is front wheel drive.
Pricing opens at $27,490 for
the base ST manual and runs to
$37,990 for the bells and whistles
Ti CVT; we’re testing the mid-
spec ST-L CVT, at $33,290.
In addition to ST’s keyless
entry and starting, fast glass on
all windows (with opening and
closing via the remote as well)
and parking sensors, ST-L adds
18-inch-alloys, heated, folding
side mirrors, roof rails, a seven-
inch touchscreen, navigation,
digital radio and heated, power
adjustable front seats with
cloth/leather facings.
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall

You’re short-changed on
equipment at this price, with no
auto headlights, rain-sensing
wipers or dual zone air. Apple
CarPlay/Android Auto smartphone
connectivity and stand alone voice
control are also absent, so all
infotainment functions must be
manually selected and operated.
Autonomous emergency braking
and lane departure warning are
standard; ST-L adds surround
cameras, including 360 degrees
overhead view and rear object
detection. Blind spot monitoring,
rear cross traffic alert and lane
keeping should also be included at
the price, but are available only on
more expensive variants.
Fit, finish and materials
quality are excellent, and sound
quality from the standard audio
is pretty good too.
You’re coccooned in a stylish,
sporty, twin cockpit layout,
though seated quite high.
ST-L’s driver’s seat is firm
and supportive and the driving
position is adjustable for all
physiques. Rear seat legroom is
sufficient for most adults, and
it’s easy to get in and out, but no
vents are provided.
Nissan claims that bumps are
smoothed out by the selective
application of braking and
engine torque to the relevant
wheels, a technology it calls
“Intelligent Ride Control.”
That’s not the reality. The
suspension is too stiff, the front
end in particular jolts the body
on bumps and potholes, and
the ride in town is often harsh.
Compliance improves with speed,
but Qashqai’s suspension tune
is too punishing for its people
moving role -- pointlessly so
given its limited abilities.
Nissan has been doing CVTs for
a long time and it shows in the way
the transmission hooks up crisply
and efficiently on a light throttle,
so responsiveness from rest and
low speeds is surprisingly brisk,
making Qashqai a good thing in
the daily traffic grind.
There’s no auto stop/start,
so fuel consumption, though
typically 10-11L/100km, can
reach 12.5L/100km in traffic.
When you want big grunt and
go, well, it ain’t there, though
the transmission tries hard
to find it by switching to faux
conventional auto mode, with
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 117
stepped shifts. In cruise mode
at 100km/h, Qashqai is quiet and
frugal, returning 6-6.5L/100km,
on regular unleaded.
Although Qashqai feels sorta
kinda sporty, notably in the
suspension’s firmness, it doesn’t
inspire confidence at speed.
Roadholding on choppy surfaces,
especially at the front, feels
tenuous at times.
The electric steering has two
adjustable settings: numb and
completely dead.
Nissan claims “Active Return
Control” adds to steering
precision, and “Intelligent
Trace Control” provides “more
confidence and dynamic feel
without interfering with the
driving experience.”
Are we really supposed to
take this nonsense seriously?
The Qashqai is stylish
and spacious, but, it’s also
a strangely dysfunctional
combination of modest
performance, mediocre
dynamics and a punishing ride,
with a standard equipment list
that’s skinny at the price.
THINGS WE LIKE
Sleek exterior styling
Classy, inviting interior too
Good reliability and reasonable
running costs
Comfortable seats and good rear
seat and boot space
THINGS YOU MIGHT NOT LIKE
Overpriced
Petrol engine needs more oomph
Short warranty
Hard ride
Dead steering
SPEX (ST-L)
Made in England
2.0-litre four-cylinder petrol/six-
speed CVT/front-wheel drive
106kW of power at 6000rpm/200Nm
of torque at 4400rpm
0–100km/h N/A
6.0L/100km highway; 10.7L/100km
city; 91 octane; CO2 emissions are
178g/km
Warranty: Five years/unlimited
kilometres
Standard: Stability control, six
airbags, surround cameras,
automatic emergency braking,
lane departure warning,
Bluetooth, navigation, 18-inch
alloys, heated front seats
Redbook future values: 3yr: 48%;
5yr: 37%
compare with ...
Ford Escape, Hyundai Kona, Honda
HRV, Kia Sportage, Mazda CX-3,
Subaru XV, Toyota C-HR, VW Tiguan
NISSAN PATHFINDER FROM $43,390 S
comfortable; however, the seat
is quite narrow so two will fit
more comfortably than three and
adults sit knees-up with adequate
but not particularly generous
legroom, even when the seat is
pushed right back to the limit
of its adjustment. The backrest
angle is adjustable, too.
Either side of the row-two seat
folds and slides in one easy action
to provide unobstructed access
to the two individual row-three
seats, which fold up out of the
boot floor.
Adults will have to squat — but
by back stalls standards these are
actually relatively spacious.
Pathfinder’s load capacity
is generous but the spare is a
space-saver. If you’re taller than
180cm, you’ll also whack your
head on the open tailgate.

T he base Pathfinder ST front-
wheel drive is $43,390, ST+
is $44,590, ST-L is $54,890
and Ti is $62,890. All-wheel
drive variants are $46,890,
$48,090, $58,390 and $66,390
respectively.
A 3.5-litre V6 petrol/
CVT (continuously variable
automatic transmission)
drivetrain is standard.
Like its closest rivals, the
Toyota Kluger and Mazda
CX-9, the Pathfinder offers no
turbodiesel option.
Instead there’s a hybrid, in
keeping with the Pathfinder’s
American market brief. A 2.5-litre
supercharged petrol four is
mated to a small electric motor
and CVT transmission.
Combined outputs are 188kW
and 330Nm, with a claimed
fuel consumption average of
8.6L/100km for the base front-
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
wheel-drive ST, which costs
$46,390. The all-wheel-drive
ST-L is $61,390 and Ti is $69,390.
The 3.5-litre V6 was
overhauled in 2017, with a new
direct injection system. We
haven’t driven this update, so
hopefully it will prove to be
more refined and fuel efficient
than the previous version, which
was hoarse, sluggish and very
thirsty. It will need to work
better with the CVT transmission
too, which in the previous model
wasted too many revs and
was slow to respond when you
wanted decent acceleration.
The CVT transmission has
caused problems for many
owners, so beware.
Pathfinder’s suspension is
tuned for American tastes, so
ride comfort and refinement
are outstanding but you get no
feedback at all from the over-
assisted, imprecise steering and
in tight corners the Pathfinder
is a barge. That said, on rough
country roads the Nissan feels
securely planted and safe. It’s
also as quiet as a luxury wagon.
Pathfinder is one of the biggest
wagons in the class.
The driver in Ti sits in a
leather-faced, heated and cooled
seat that’s long in the cushion,
very comfortable and supportive,
though a few tall drivers will
want more seat travel. All
models have three-zone aircon
with vents for all rows.
Autonomous emergency
braking, blind spot monitoring,
adaptive cruise and rear cross
traffic alert are standard in
all grades. ST+ adds surround
camera coverage and
navigation, while ST-L adds
adaptive LED headlights.
The 60/40 split middle row is
THINGS WE LIKE
Spacious, practical, versatile interior
Comfortable, quiet ride on any
surface
Well built and finished
Ti is loaded with gear
Roomy row-three stalls with
easy access
THINGS YOU MIGHT NOT LIKE
ST-L and Ti are far too expensive
Petrol V6 plus big wagon equals
deep thirst
CVT isn’t particularly efficient
Mediocre dynamics
No off-road ability
SPEX (Ti AWD)
Made in the USA
3.5-litre V6 petrol/CVT/front- or
all-wheel drive
202kW of power at 6400rpm/340Nm
of torque at 4800rpm
0–100km/h N/A
10.1L/100km combined average;
91 octane. CO2 emissions N/A
Max towing weight 2700kg
Warranty: Five years/100,000 km
Pathfinder ST includes seven
airbags, stability control, AEB,
blind spot monitoring, rear cross
traffic alert, adptive cruise, 18-
inch alloys, tri-zone air, tyre
pressure monitoring, automatic
headlights
ST+ adds surround cameras and
navigation; ST-L adds heated front
seats, leather seat facings and
trim, front and rear sunroofs
Ti adds heated and cooled front
seats, a power tailgate, 20-inch
alloy wheels, row two DVD screens
Redbook future values: 3yr: 51%;
5yr: 37%

Comfort and refinement

Value for money compare with ...

Kia Sorento, Hyundai Santa Fe,
Overall Mazda CX-9, Skoda Kodiaq, Toyota
Kluger, VW Tiguan Allspace

118 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

S PEUGEOT 308 FROM $26,990
P riced from $26,990, the
second-generation 308
shares nothing with what’s
come before as a result of
an all-new architecture that
was unashamedly inspired by
Volkswagen’s Golf.
Shedding some 140kg, the
new 308 is slightly shorter than
before, but roomier inside thanks
to a sizeable wheelbase stretch.
Like the little 208, it features
Peugeot’s controversial high-
instrumentation/low-steering-
wheel driving position.
Designed to raise safety and
lower fatigue by cutting eye
movement between the road
and speedo, some drivers will
find that with the steering
wheel and seat positioned to
their liking, their view of the
instrument panel is partially
obscured. Check that the driving
position works for you if you’re
looking at a 308.
Peugeot claims a sizeable uplift
in quality, including four million
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall

kilometres of testing and 15,000
hours of endurance testing.
Space, seat comfort and ease of
access are further 308 highlights.
On the downside, the thick
pillars can obscure vision, the
tachometer’s needle swings
the wrong way, the single cup
holder is useless and there are
no rear-seat air vents.
There is no seven-seater
configuration for the (longer
wheelbase) 308 Touring, which
boasts 625 litres of cargo space.
The range opens with a 96kW/
230Nm 1.2-litre three-cylinder
turbopetrol e-THP unit in Active
specification, paired with a six-
speed automatic.
Quiet, revvy and surprisingly
eager, it provides abundant off-
the-line acceleration and then has
no problem maintaining a rapid
pace. Its frugal fuel consumption,
albeit on premium unleaded, is
also quite remarkable.
The same drivetrain powers
the $31,990 Allure.
Peugeot’s BlueHDi 2.0-litre
four-cylinder turbocharged
engine is available in two tunes:
110kW/370Nm, as used in Allure
specification from $35,990 with
a standard six-speed automatic.
Allure Touring turbodiesel, with
the same drivetrain, costs $37,990.
The 308 GTi270 is aimed
straight at the VW Golf GTi.
It runs a 200kW/330Nm
1.6-litre four cylinder turbopetrol
engine and is priced at $45,990.
There’s no auto option, just a
six-speed manual.
Peugeot always does a punchy
yet frugal diesel, with even the
low-power engine bringing
spirited acceleration once the
tacho heads towards 2000rpm,
while averaging 4.1L/100km at
the same time.
All engines make the most
of an excellent chassis, with its
properly weighted and nicely
responsive electric power
steering, sharp handling and
superbly controlled roadholding.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 119
The suspension (struts up
front, a torsion beam out back)
still provides a smooth and
supple ride, with a level of noise
damping that puts it up amongst
the leaders in the class.
VW’s Golf is still the benchmark
car in this class. However,
Peugeot is back in the race and
the latest 308 should certainly
now be on your test drive list.
Its main problem is the fact that
it’s so unrealistically priced against
any of its rivals, especially the Golf.
You can get into a base model
Golf for about $25,000 drive-away.
The same goes for a Ford Focus,
or a Mazda3, so the 308’s $26,990
plus on-roads starting price is
ambitious. Each of these rivals
also has a more powerful engine.
When you step up to the
GTi270, it’s a more competitive
deal against the $46,190 Golf GTi
with a seven-speed DSG.
By Byron Mathioudakis
THINGS WE LIKE
 Elegant, spacious design
 Great 1.2-litre turbopetrol engine
 Excellent handling and roadholding
 Brilliant interior presentation
 Stylish Touring wagon option
THINGS YOU MIGHT NOT LIKE
Peugeots can be troublesome
Instrument panel can be partially
obscured by steering wheel
Overpriced
Weak resale values
SPEX (308 Active)
Made in France
1.2-litre three-cylinder turbopetrol/
six-speed automatic/front-wheel
drive
96kW of power at 5500rpm/230Nm
of torque at 1750rpm
0–100km/h in 9.1 seconds (claimed)
4.4L/100km highway; 6.5L/100km
city, 95 octane premium; CO2
emissions are 119g/km
Warranty: Three years/100,000km
Standard: Six airbags, stability
control, autonomous emergency
braking, Bluetooth, Apple CarPlay,
Android Auto, navigation, camera,
16-inch alloys, rear parking
sensors, automatic air. Allure
includes LED lights, front parking
sensors, blind spot monitor,
adaptive cruise, automatic parking,
17-inch wheels and a glass roof.
GT includes 18-inch alloys, sports
suspension and paddle shifters.
Redbook future values: 3yr: 38%;
5yr: 24%
compare with ...
Ford Focus, Holden Astra, Mazda3,
Toyota Corolla, Volkswagen Golf
PEUGEOT 3008 FROM $37,490
P eugeot claims the current
3008 “has moved itself
above” mainstream SUV rivals
such as VW’s Tiguan, Mazda CX5,
Subaru’s Forester and Honda’s
CRV, but they’re dreaming.
Start money — $37,490 for the
base Active — is about $5000 over
the odds for this class, as is the
$40,990 ask for the Allure and the
$44,990 sticker on the GT Line
variant tested here.
The 3008 is front-wheel-drive
only, whereas rivals at this price
offer all-wheel drivetrains.
Peugeot’s “Grip Control”
system, complete with a Land
Rover-style rotary dial on the
centre console with Normal, Snow,
Mud and Sand modes, is nothing
more than adjustable traction
control on the front wheels and a
set of faux all-terrain tyres. Mud
and sand? Please, don’t go there.
All models get Peugeot’s
i-Cockpit, comprising a 12.3-inch
digital instrument panel, a chunky
little F1-look leather-wrapped
steering wheel and a hi-res eight-
inch touchscreen atop the dash.
Mirrorlink, Apple CarPlay and
Android Auto, wireless charging for
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
120 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
compatible phones, digital radio
and voice control are included,
with main menus accessed via a
row of piano key-style switches
below the touchscreen.
It’s all very techno-wow,
beautiful to look at and
reasonably intuitive to use.
However, AM reception is weak,
voice control is hit and miss,
and the navigation system won’t
accept voice destination entry
in Australia. When I tried, it
offered to take me to 11 Regent
Street, London, instead.
Peugeot has short-changed
the Active and Allure models by
omitting lane keeping, adaptive
cruise, automatic emergency
braking and blind spot
monitoring. They are included
on GT Line, along with automatic
high beam and 360-degree
cameras, plus range-wide lane
departure warning, distance
alert, parking sensors and
speed limit recognition.
Froufrou French car touches
include “Relax” and “Boost”
modes in a “Multi-Sensory
Ambience” system, with
adjustable mood lighting —
the blue is very Paris by night
— and a fragrance dispenser
in the glovebox that pumps
sickly perfume into the cabin to
disguise the acrid pong of stale
cigarette smoke.
The heavily-bolstered, firm
driver’s seat has only basic
manual adjustments.
You look over the wheel at
the instrument panel and for
an unobstructed view of the
digital dials you must position
the wheel quite low and the seat
high. It feels weird at first, but
the elevated instruments are
directly in your line of sight, like
a head-up display, so as a safety
feature it works.
In the back, a low, firm bench,
high window sills and tinted glass
mean kids will feel like they’re
sitting in a cave. Leg room is
adequate for most adults.
Softly-sprung, the 3008 offers
a quiet, supple ride in town
and on the highway. On rough
country roads, it can be fussy
and unsettled.
In tight corners the 3008 feels
loose and unwieldy, with excessive
body roll exacerbated by steering
S
that’s either over-assisted in
Normal mode, or heavy and
numb in Sport mode. Basic
torsion beam rear suspension
can struggle for control on rough
roads and the brakes, though
powerful, are overly sensitive and
difficult to modulate.
The 3008’s 121kW 1.6-litre
turbopetrol four is refined and
tractable but lethargic, especially
below 3000rpm. Sport mode
improves responsiveness.
The six-speed auto has a
chunky, pistol grip lever with a
heavy action.
On the move it operates
unobtrusively, though occasionally
slowly, and the test car’s
transmission would sometimes
judder when put into Park. Shift
paddles are standard.
The top-spec 3008 GT, at
$51,490, runs a 133kW/400Nm
2.0-litre turbodiesel.
THINGS WE LIKE
 It’s French, so it looks beautiful
and it’s different
 GT Line is loaded with
infotainment, convenience and
safety spec
 Comfortable driver’s seat
 Smooth and quiet
 Digital instruments
THINGS YOU MIGHT NOT LIKE
Front-wheel drive at all-wheel-
drive prices
Lower spec models miss out on
safety tech
Loose handling on rough roads
Sluggish performance
Peugeot reliability can be iffy
SPEX (GT Line)
Made in France
1.6-litre turbopetrol four/six-speed
automatic/front-wheel drive
121kW of power at 6000rpm/240Nm
of torque at 1400rpm
0-100km/h in 9.9 seconds (claimed)
5.3L/100km highway; 9.8L/100km
city; 95 octane premium; CO²
emissions are 156gkm
Fuel tank 53 litres
Warranty: Three years/100,000km
Standard: Six airbags, stability
control, lane keeping, blind spot
monitoring, radar cruise, automatic
emergency braking, 360-degree
cameras, LED headlights, 18-inch
alloy wheels, Bluetooth, navigation,
digital radio, Apple CarPlay,
Android Auto, 12.3-inch digital
instruments, automatic parking
Redbook future values: 3yr: 45%;
5yr: 30%
compare with ...
Ford Escape, Honda CRV, Kia
Sportage, Mazda CX5, Subaru
Forester, VW Tiguan
S PEUGEOT 5008 FROM $44,490
combination, which also makes
you feel the bumps more than
you do in the petrol-powered
variants on 18s.
Peugeot’s signature small
steering wheel is an advantage
in tight city streets but can feel
too direct on a winding back
road, especially given the size
and weight of the car.
It will feel good on a test drive
around the block, but try to find
a stretch of freeway and/or a
winding road to make sure you
can live with the directness of the
small steering wheel.
The Peugeot 5008 deserves a
look but, while you’re daring to
be different, be sure to sample
a Mazda CX-8/CX-9, Škoda
Kodiaq or Hyundai Santa Fe, all
of which have sharper prices and

M ost car reviewers head for

the driver’s seat when a
new model arrives.
As a parent, this is about as
exciting as cars get. And you’ve
not even left the showroom.
There are three models in the
range and a choice of two engines.
Allure, priced at $44,490,
more competitive running costs.

With the seven-seat Peugeot
5008, however, you’re best to start
your test drive at the tailgate.
You might be wowed by the
dealer opening the rear hatch with
a deft swing of their foot near a
sensor hidden under the bumper.
Each of the back two seats
can be removed in about 15
seconds, creating a large, deep
load area or, if you play with the
Meccano-like plastic support
planks, a flat cargo space with a
cubby underneath.
Adding to its flexibility, each of
the three seats in the second row
can slide forward or back, or be
folded flat individually, enabling
you to find the right balance
between carrying kids and cargo.
The final flourish: each of the
three seats in the second row
also has ISOFIX child restraint
mounting points, making it
one of the few SUVs that can
fit three child restraint seats
across one row.
STARS
Safety
Euro NCAP
Performance
Handling
Quality and reliability
Comfort and refinement
The widescreen digital dash
will keep parents and kids
amused as they switch between
screens; it’s best to practise
toggling through the menus
before you join the traffic, though.
The central touchscreen
looks great but, to be frank,
it’s an ergonomic disaster.
Whoever designed and tested
this system did so while they
were sitting at a desk, not trying
to operate a motor vehicle.
Most touchscreen tasks take
several annoying steps, so you
must take your eyes off the road
for far too long.
A 360-degree camera is
standard on all models, but
Peugeot has cut corners by fitting
either low-quality cameras or
low-quality screens — or both —
because the picture is not very
good, especially at night.
By Joshua Dowling
and GT, at $48,490, are both
powered by a 1.6-litre turbo
four-cylinder petrol engine.
The flagship GT-Line, at
$54,490, comes with a 2.0-litre
turbodiesel. All three are
matched to a six-speed auto
that drives the front wheels.
“Terrain response” software
that aims to give the 5008 some
modest off-road ability is a
$200 option on what is already a
premium-priced car.
For now, you can’t mix and
match model grades; however,
the petrol variants are the sweet
spots in the range given they’re
significantly cheaper than the
diesel and relatively efficient.
The diesel really only makes
sense for those doing a lot of
highway driving. Perversely,
though, it’s matched to a
noisier 19-inch wheel and tyre
THINGS WE LIKE
Spacious, versatile cabin
An A-grade kid carrier
Punchy, efficient engines
Strong safety credentials
Clever removable rear seats
THINGS YOU MIGHT NOT LIKE
It’s expensive
Peugeot’s reliability record isn’t
great
Weak resale values
Central touchscreen is difficult to
navigate
Some interior and exterior trim
on test cars didn’t align
No spare tyre in the diesel
SPEX (Allure)
Made in France
1.6-litre four-cylinder turbopetrol/
six-speed automatic/front-wheel
drive
121kW of power at 6000rpm/240Nm
of torque at 1400rpm
0-100km/h in 10.5 seconds (claimed)
5.3L/100km highway; 9.8L/100km
city; premium unleaded; CO2
emissions are 156g/km; fuel tank is
56 litres
Warranty: Five years/unlimited
kilometres
Standard: Six airbags, stability
control, automatic emergency
braking, adaptive cruise, lane
departure warning, 360-degree
camera, parking sensors,
automatic parking, dual-zone air,
rear window sunblinds, Bluetooth,
digital radio, wireless smartphone
charging, navigation, 18-inch alloys
Redbook future values: 3yr: 40%;
5yr: 27%

Value for money compare with ...

Overall Hyundai Santa Fe, Mazda CX-9,
Škoda Kodiaq, VW Tiguan Allspace

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 121

PORSCHE PANAMERA FROM $216,900
T he idea, the name and
the Porsche badge are all
that the second generation
Panamera shares with the
2009 original. So says Gernot
Döllner, the executive in charge
of the Panamera.
“When it comes to styling, the
Panamera has made some great
strides forward,” Döllner says.
“It more resembles the 911,”
he says. Good thing, too.
There are quite a few other
points of similarity between
Porsche’s rear-engined sports
car and its big, front-engined,
five-door limo.
Now with a trim and taut
behind, the Panamera is an
attractive, if unusual, shape.
Porsche cites big luxury sedans
like the BMW 7 Series and
Mercedes-Benz S-Class as the
Panamera’s natural prey, but it’s
a very different beast.
This is also obvious from
behind the wheel. Porsche
engineers developed an all-new
three-chamber air suspension
STARS
Safety
Not rated
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
122 | AUSTRALIAN NEW CAR&SUV BUYER’S GUIDE
system for the new Panamera
and believe their car comes close
to matching the superbly serene
ride of the S-Class.
The Porsche’s ride in the
cushiest mode, ‘Normal’, isn’t
bad. But it is still some way short
of magically silken smoothness.
On the other hand, in its
‘Sport’ and ‘Sport Plus’ driving
modes, the Panamera is
remarkably agile and
entertaining to drive quickly —
especially the top-of-the-range
Panamera Turbo, powered by an
all-new twin-turbo 4.0-litre V8
with 404kW of power.
Though smaller than the
engine in the previous
Panamera Turbo, the new donk
is more powerful and delivers a
quicker 0–100km/h sprint —
now just 3.8 seconds.
The $388,100 Turbo features
Porsche’s eight-speed double-
clutch transmission and all-
wheel drive.
The Panamera range opens
with the 243kW 3.0-litre V6
turbopetrol, at $216,900 with rear-
wheel drive or $227,300 for the
Panamera 4, with all-wheel drive.
Other variants with all-wheel
drive include the 340kW
E-Hybrid, at $249,900 and the
$313,500 4S, with an all-new
324kW 2.9-litre twin-turbo V6.
The 388kW 4.0-litre twin turbo
V8 GTS is $364,100.
A new Sport Turismo variant,
with a pseudo wagon style body,
is also available, with prices
starting at $234,600 for the
Sport Turismo 4. The 4S is
$320,800, the GTS is $371,400,
the 4E is $257,200, the Turbo is
$394,300 and the Turbo S
E-Hybrid is $469,500.
At the international launch of
the new Panamera in southern
Germany, the eight-speed
gearboxes of the Turbo and 4S
Diesel driven would sometimes
shift jerkily at low speed.
Wind noise levels at German
autobahn cruising speeds were
also higher than expected.
Inside, the new Panamera
blends luxury and modernity. A
big hi-res touchscreen dominates
the centre of the beautifully made
dash, and Porsche’s traditional
central tachometer is flanked by
a pair of equally impressive
auxiliary info screens.
While the Porsche lacks some
of the high-tech driver-aid
systems of its Mercedes S-Class
competitor, it’s hard to fault the
design, material and assembly
quality of its cabin.
With a slightly longer wheelbase
than before, the interior gains
some much-needed acreage,
especially in the back seat.
Four 193cm-tall adults will fit,
ever-precise Porsche claims, and
the cargo compartment has also
grown by around 50 litres.
Now good looking on the
outside as well as beautiful on the
inside, the second generation
Porsche Panamera is a more
attractive alternative than ever to
the straight-laced sedan flagships
from BMW and Mercedes-Benz.
By John Carey
THINGS WE LIKE
 Lusciously luxurious interior
 911-like exterior style
 Superb handling, grip
 You’re not wanting for
performance, especially the Turbo
model’s new V8
 Stronger resale values than rivals
THINGS YOU MIGHT NOT LIKE
Ride quality isn’t as supple as it
should be
High-speed wind noise
Gearshifts not always smooth
Lacks some driver-aid safety tech
SPEX (Panamera Turbo)
Made in Germany
4.0-litre twin-turbo V8 petrol/eight-
speed PDK/all-wheel drive
404kW of power at 5750rpm/770Nm
of torque from 1960-4500rpm
0–100km/h in 3.8 seconds (claimed)
7.3L/100km highway; 12.9L/100km
city; 98 octane premium; CO2
emissions are 214g/km
Warranty: Three years/unlimited
kilometres
Standard: Eight airbags, stability
control, Sports Chrono, four-zone
air, leather upholstery, 12.3-
inch touchscreen infotainment,
navigation, voice control, Apple
CarPlay and Android Auto, power
tailgate, 21-inch alloy wheels,
adaptive LED matrix headlights
Redbook future values: 3yr: 54%;
5yr: 39%
compare with ...
Audi A7/A8, BMW 7 Series,
Maserati Quattroporte, Mercedes
S-Class
 PORSCHE 718 BOXSTER FROM $117,700
P orsche’s 718 Boxster,
launched in 2016, ushered
in the greatest changes in the
model’s history.
The 718 moniker is used by
Porsche to tie the car to the
famous four-cylinder 718 racers
of the late 1950s–early 1960s.
Porsche was nervous that the
new Boxster and its Cayman
coupe sibling would meet a less-
than-glowing reception due to
the change from the much-loved
naturally aspirated six-cylinder
engines to turbocharged four-
cylinder power, so it
resurrected the 718 badge to
demonstrate that the four-
cylinder Boxster and Cayman
are genuine performance,
pedigreed Porsches.
It’s a change that Porsche
would probably have preferred
not to make, but ever more
restrictive EU emissions
regulations forced its hand.
Boxster 718, priced at
$117,700, runs a 220kW 2.0-litre
four-cylinder turbo engine.
Boxster S, at $147,900, has a
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
257kW 2.5-litre engine. These
outputs are 26kW greater than
the previous six-cylinder engines.
A six-speed manual is standard
and a seven-speed PDK adds
$1860 to the base model and
$4990 to the S.
GTS specification ups outputs
to 269kW/420Nm. GTS manual is
$175,500; PDK is $181,480.
The 2.5-litre engine in the
Boxster S has its pros and cons
compared with the old 3.4-litre
naturally-aspirated six.
It’s a much more tractable
engine in the lower midrange,
producing a massive 420Nm
of torque from just 1900rpm.
It pulls hard and handsome
from 2000–7200rpm so you’re
typically running a gear, or two,
higher. It’s also a lot quieter in
cruise mode, making it a much
more relaxing, pleasant touring
car. On the highway, it can
return under 7.0L/100km.
And at the top end, pedal to
the metal, it really flies, clocking
a claimed 4.2 seconds for the
0–100km/h trip in the PDK
versions tested — 0.6 seconds
quicker than the previous model.
Downsides? Porsche has
tried to make its force-fed four
sound like a big engine with a
deep, angry, growly note at low
revs, but it just sounds fake and
overdone. It changes at high revs
to a loud pneumatic hissing noise
that’s also pretty awful compared
with the howling, mechanical
hymn of the six. And it just
doesn’t have that immediate,
proportionate response to the
pedal that a naturally aspirated
performance engine does.
There’s annoying vibration just
off idle, and PDK is less refined
and more hesitant than it used to
be. This is particularly noticeable
in traffic, where throttle response
and gear selection are less
smooth and seamless than
previously. It improves if you use
Sport mode, where PDK isn’t
as fixated on getting to seventh
gear as quickly as possible to
minimise fuel consumption.
In other respects, the 718
is a good thing made better.
AUSTRALIAN NEW CAR&SUV BUYER’S GUIDE | 123
On a tight, winding road, the
new Boxster is superb, with
even sharper steering and
sportier dynamics. Four-piston
front brakes lifted from the
911 further improve stopping
power while optional PASM
adaptive suspension ($2710)
permits a reasonably compliant,
comfortable ride.
The interior features Porsche’s
usual comfortable, supportive
seat, a swish new infotainment
system with a larger touchscreen
and voice control, a wheel-
mounted switch for drivetrain/
suspension adjustment (with a
button that primes the engine with
revs for 20 seconds in anticipation
of your need to overtake)
and useful-sized storage
compartments at either end.
The numbers say that the
2.5-litre four-cylinder turbo 718
Boxster S is a better car, but the
previous model’s 3.4-litre atmo
six is sorely missed.
THINGS WE LIKE
 Brilliant dynamics
 Comfortable ride on PASM
 Quiet in cruise mode
 Wide spread of usable performance
 Good fuel efficiency
 Reasonable storage for
a convertible
THINGS YOU MIGHT NOT LIKE
 Makes ugly noises
 Jerky and hesitant drivetrain
in traffic
 Vibration off idle
 Lacks the responsiveness of a
naturally aspirated engine
 Voice control doesn’t speak
Australian
 $1090 for Apple CarPlay? Gouge.
SPEX (S WITH PDK)
Made in Germany
2.5-litre four-cylinder turbopetrol/
seven-speed PDK/rear-wheel drive
257kW of power at 6500rpm;
420Nm of torque from 1900–
4500rpm
6.0L/100km highway; 9.5L/100km
city; 98 octane premium; CO2
emissions are 167g/km
Warranty: Three years/unlimited
kilometres
Standard: Stability control, four
airbags, leather upholstery, alarm,
parking sensors, Bluetooth, digital
radio, voice control, navigation,
heated, power adjustable seats,
19-inch alloys
Redbook future values: 3yr: 54%;
5yr: 38%
compare with ...
Audi TT RS, BMW M240i, Mercedes
SLC43 AMG
PORSCHE CAYMAN FROM $114,900
T he Porsche 718 Cayman
repeated the success of its
predecessors by scooping World
Performance Car of the Year in
2017, marking a trio of wins since
it became the hardtop companion
to the Boxster in 2005.
As before, it’s thoroughly
deserved and comes despite —
or perhaps because of — new
drivelines that change the car’s
character, with the previous
2.7-litre and 3.4-litre six-cylinder
naturally aspirated engines
replaced by turbocharged boxer
four-cylinders of 2.0-litres and
2.5-litres.
The new units share DNA with
the turbo 3.0-litre sixes now in the
911 and bring both more power
(18kW for each) and efficiency
gains of up to 13 per cent.
The Cayman’s previous slight
power advantage over the Boxster
disappears with the 718 and
the coupe becomes the entry
model for the first time, with the
220kW 2.0-litre and six-speed
manual for $114,900. No-one
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
124 | AUSTRALIAN NEW CAR&SUV BUYER’S GUIDE
who enjoys three-pedal driving
will be disappointed with this
delightful manual, although the
seven-speed dual-clutch PDK
transmission delivers quicker
acceleration and, thanks to its
better fuel economy (and hence
lower luxury car tax), becomes a
bargain option on the base car,
adding just $1860. As before,
this automatic is one of the best
around, complementing the driver
with seemingly intuitive shifts.
The 257kW 2.5 in the Cayman S
starts at $145,100 for the manual
with the auto adding $4990.
It has a more sophisticated
turbocharger, twin tailpipes,
thicker front brakes and 19-inch
alloys instead of 18s.
GTS specification raises
power to 269kW and torque
to 420Nm. GTS manual is
$172,700; PDK is $178,680.
With these engines, Cayman
steps up in performance with
all bar the base 2.0-litre manual
capable of sub-5.0 second sprints
to 100km/h. The S with PDK
and the Sports Chrono optional
performance pack ($4990)
hits the ton in just 4.2 seconds
— quicker than the previous
Cayman GT4 track-focused halo
variant and as fast as a 911
costing at least $60k more.
They feel quick, too, with
forced induction moving the
torque peaks thousands of
revs lower, to just 1900rpm.
That makes Cayman relaxed
around town, with easy-going
driveability and blisteringly
responsive when you demand
everything from it. The throttle
delay typical of turbo units has
been dialled back to almost zip.
Porsche has reworked the
chassis for the 718 to minimise
pitch and roll and the result is
a car that feels rock solid on
the road and capable of intense
cornering speeds. Its damping
and composure is first rate and
feeds straight into unmatched
seat-of-the-pants engagement
for the driver. Few cars are as
easy to drive fast and yet still
rewarding. It turns in sweetly
and hangs on with balance
and precision. Optional active
suspension ($2710) lowers the
car 10mm and makes it even
more effective while improving
already impressive ride quality.
As with the Boxster, a big
lift in cabin presentation as
well as better equipment
levels help its case. One slight
advantage of the Cayman is
additional luggage space inside.
Downsides include the lack of
a wiper for the rear glass and a
thrummy quality to the engine
sound when cruising. Some will
miss the creamy swirl of the
six-cylinder units, too.
The fours are different, but
as lively and vocal in their own
ways. With the 718, Cayman
reinforces its claim to being the
benchmark driver’s coupe.
By Phil King
THINGS WE LIKE
 World Performance Car of the Year
2017
 Accelerates as fast as a 911
 Top drawer handling from balanced
chassis
 Strong resale values
 Much-improved cabin
THINGS YOU MIGHT NOT LIKE
 No six-cylinder option available
 No spare tyre
 Options quickly bump the price
 Thrummy engine noise when
cruising
 No rear wiper
SPEX (2.5S PDK)
Made in Germany
2.5-litre horizontally-opposed four-
cylinder turbopetrol/seven-speed
dual-clutch automatic/rear-wheel
drive
257kW of power at 6500rpm/420Nm
of torque from 1900–4500rpm
0–100km/h in 4.4 seconds (claimed)
6.1 L/100km highway; 9.6L/100km
city; 98 octane premium; CO2
emissions are 169g/km
Warranty: Three years/unlimited km
Standard: Four airbags, stability
control, 19-inch alloys, bi-xenon
headlights, power sports seats,
partial leather upholstery and trim,
parking sensors, tyre pressure
monitoring, touch control screen
with navigation, Bluetooth and
digital radio
Redbook future values: 3yr: 54%;
5yr: 38%
compare with ...
Audi TT RS, BMW M2
 PORSCHE 911 CARRERA S FROM $265,000
E ight generations since its
introduction in 1964, and
seven years after the biggest
step-change for the planet’s
most iconic sportscar, the
new 992 series takes the 911
even further down the road of
luxurious grand touring and
away from its raw, racy origins.
Available first in S spec as
either Coupe, priced from
$265,000, or Cabriolet, from
$286,500, 992 naturally ups the
ante on performance with more
powerful and torquey versions
of the 3.0-litre six-cylinder
which introduced turbocharging
(to the chagrin of many 911
faithful) in 2016.
With an additional 22kW/30Nm,
all Carrera S variants now
achieve sub-4.0 second times to
100km/h.
Mixed-size wheels for the first
time (20-inch on fronts, 21-inch
on rears) help put power down in
rear-drive cars although all-wheel
drive variants, priced at $281,100
for the Coupe and $302,600 for the
Cabriolet, still have the edge off-
the-line. The dual-clutch gearbox
gains a ratio (now eight) with
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
maximum speed of more than
300km/h achieved in sixth.
The glorious tunes made
by naturally-aspirated 911
engines have been lost with
turbocharging, but this unit does
mean business and sounds fine
when you ask for its best.
Thanks to the extra drag and
weight of the roof, Cabriolets are
marginally slower than Coupes
but there’s plenty of responsive
pace, the gearbox is telepathic,
and control weights precise. The
steering remains a highlight even
in the electrically-assisted era.
Active suspension is part of the
deal and although chassis balance
is not a given with this rear-engine
layout, it has been programmed
into the car. There’s no sense of
pendulous weight behind the rear
axle. Every body movement is
finely damped and calibrated.
So it points predictably and
somehow retains the pleasing
nuances you expect in a 911 –
albeit under a blanket of civility.
The ambience is now luxury
cruiser rather than sportscar.
The whole cabin benefits from
a substantial rise in design flair
over the previous 991, with a
glossy and technical flavour like
the Panamera.
It’s quiet inside, the seats are
excellent and ride quality very
good, partly thanks to extra body
rigidity. Even the Cabriolet feels
extremely solid while its new roof
is a masterclass in fabric origami.
It does compromise rear vision
and add weight (70kg) compared
to the Coupe but even roof down
you’ll be almost as snug thanks to
a power-operated wind deflector.
The exterior revises lights and
other details, and all 911s get the
wide-haunch shape which used
to be reserved for all-wheel drive
variants.
Porsche says the bonnet is
inspired by 1970s G Series 911s,
but in every other respect this is
a very different car. Some purists
might not like it, but the new
range of turbocharged 911s are
just as devastating and delightful
on the right piece of road as their
illustrious predecessors.
AUSTRALIAN NEW CAR&SUV BUYER’S GUIDE | 125
Base Carrera, GTS, Targa
and hot rod GT versions will
follow as Porsche rolls out the
rest of the 992 line over the next
couple of years.
By Phil King
THINGS WE LIKE
 Smooth, responsive flat six
 Excellent traction
 Nuanced, engaging handling
 Upgraded cabin materials
 Great resale values
THINGS YOU MIGHT NOT LIKE
Rawness of earlier 911s now long
gone
Retractable door handles tricky
Cabriolet’s rear “hump” spoils its
lines
Adaptive cruise is optional
SPEX (S Coupe)
Made in Germany
3.0-litre twin-turbocharged flat-six/
eight-speed dual clutch automatic/
rear or all-wheel drive
331kW of power at
6500rpm/530Nm of torque from
2300-5000rpm
0-100km/h in 3.6 seconds [4S
Coupe] to 3.9s [S Cabriolet]
7.2L/100km highway; 13.4L/100km
city; 98 octane premium; CO2
emissions are 216g/km (Coupe)
Warranty: Three years/unlimited km
Standard: Four airbags, stability
control, alarm, autonomous
emergency braking, parking
assistance, parking sensors,
lane change assist, blind spot
monitoring, LED head and tail-
lights, heated seats, leather trim,
DAB, Apple CarPlay connectivity
Redbook future values: 3yr: 66%;
5yr: 59%
compare with ...
Aston Martin Vantage, Ferrari
Portofino, Jaguar F-Type,
Lamborghini Huracan EVO,
McLaren 570
PORSCHE MACAN FROM $81,400
P orsche’s Macan range opens
with the 185kW/370Nm
2.0-litre turbopetrol base model
at $81,400. The 260kW/480Nm
3.0-litre V6 twin-turbopetrol
Macan S is $97,500, the
265kW/500Nm tuned GTS is
$113,300 and the 294kW/550Nm
3.6-litre twin- turbo Macan
Turbo is $133,100.
A Performance Package Turbo,
tuned for 324kW/600Nm, is
priced at $146,600.
All variants are fitted with
Porsche’s exceptionally slick-
shifting seven-speed dual-clutch
PDK transmission, permanent
all-wheel drive and Off-Road
electronic drive modes.
In the aftermath of Dieselgate,
Porsche has become a no diesel
outfit, so the previous Macan
3.0-litre V6 turbodiesel has been
dropped from the range for 2019.
The Macan is more expensive
than Audi’s Q5 (with which it
shares around 30 per cent of
its components), BMW’s X3 or
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Green Vehicle Guide
Performance
Handling
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Comfort and refinement
Value for money
Overall
126 | AUSTRALIAN NEW CAR&SUV BUYER’S GUIDE
the Range Rover Evoque. But
even a cursory glance at its
specifications suggests that
Porsche offers segment-leading
performance, levels of standard
of equipment and (generally
pricey) option choices.
Porsche’s self-penned
“sports car of the (mid-sized)
SUV segment” claim is backed
up by healthy numbers. For the
0–100km/h sprint, they are 5.1
seconds (S) and a scintillating
4.6 seconds (Turbo) when
equipped with the optional
Sport Chrono pack, with launch
control and more aggressive
drivetrain mapping.
The PDK transmissions
perform beautifully and are
intuitively mated to any of the
available engines.
The Turbo certainly feels very
quick, but the margin of pace
between the all-alloy petrol
V6s isn’t as wide as one might
expect. Both versions are easily
capable of antisocial public road
velocity with little provocation,
and a pace few owners might
harness on a regular basis.
Dynamically, nothing will
hang on to the Macan Turbo’s
tyre tracks when the bitumen
begins to twist and turn. A closer
handling match-up would be
Macan S against Audi SQ5. Both
share a similar pricepoint and
familial DNA. However the Macan
feels nothing like an Audi and
everything like a Porsche.
There are really no
dynamic lowlights. The steering
— a real Porsche specialty — is
inspired. Grip? Incredible in
Turbo, robust in either S, though
there comes a point, well beyond
where most owners will dare,
that Macan’s hefty mass —
1880–1925kg, depending on the
variant — overcomes its manic
roadholding and superb poise.
Braking? Porsche does some
of the best in the biz. And while
six-piston monobloc front
anchors might seem excessive
S
for a family-moving device, the
power of such engineering is duly
noticed at a quick clip.
But does it work as an SUV?
Ride comfort-wise, absolutely.
Macan strikes an impressive
ride/handling balance.
Inside, all the key Porsche
hallmarks are included: an
excellent seating position, the
stacked centre console switches,
centrally located tachometer,
polished alloy and soft-touch
surfaces in all the right places.
There’s nothing built-to-price
about the touchy-feely experience,
though infotainment and driver
assist safety tech are off the pace,
as is usual for Porsche.
Porsche clearly favoured form
— namely the exterior shape and
proportions of Macan — over
functional boot space, but the
boot is still quite useable by its
segment’s standards.
Macan is in a class of its own
as a sports SUV. Others are
similarly fast but none, to date,
has handled as well as this.
THINGS WE LIKE
 Proper Porsche vibe
 Class-leading performance
 Superb ride/handling balance
 Great resale values
 Classy interior
THINGS YOU MIGHT NOT LIKE
 Pricey, but you get what you pay for
 Dated, clunky infotainment
 Lacking a comprehensive driver
assist safety specification
 The usual expensive Porsche options
SPEX (Macan S)
Made in Germany
3.0-litre V6 turbo/seven-speed
PDK/ all-wheel drive
260kW of power from
5400-6400rpm/480Nm of torque
from 1360–4800rpm
0–100km/h in 5.3 seconds
8.5L/100km highway; 11.7L/100km
city; 98 octane premium; CO2
emissions are 223g/km.
Warranty: Three years/unlimited
kilometres
Standard: Eight airbags, stability
control, automatic air-conditioning,
front and rear parking sensors,
reversing camera, rain-sensing
wipers, roof rails, alarm, navigation,
20-inch alloys, tinted rear windows,
leather, USB input, 40GB hard disc
storage, bi-xenon headlights, tyre
pressure monitoring, power tailgate
Redbook future values: 3yr: 62%;
5yr: 49%
compare with ...
Alfa Stelvio, Audi Q5, BMW X3/X4,
Jaguar F-Pace, Mercedes GLC
 PORSCHE CAYENNE FROM $115,900
marginally quicker than the
original Cayenne Turbo V8.
Equipped with “three
chamber” air suspension
standard, the Cayenne S and
Turbo iron out bumps better
than the base model.
The flagship Turbo is mind-
bogglingly quick: faster than
Porsche’s claim of 3.9 seconds
in the 0 to 100km/h dash. We
repeatedly stopped the clocks
in just 3.8 seconds — in both
directions on the same stretch of
tarmac to account for changes
in the road and weather — using
precision timing equipment.
The best number was actually
3.78 seconds — astounding for a
2.2-tonne SUV.

By Joshua Dowling

P orsche’s Cayenne — the

third generation, launched
in mid-2018 — starts at
$115,900. The base model runs
a 250kW 3.0-litre turbopetrol
V6, with an eight-speed auto
and permanent all-wheel drive,
in high range only.
A plug-in hybrid Cayenne,
priced at $135,600, is intended to
appeal to cashed-up fuel-misers.
The Cayenne S, from $154,700,
is powered by a 324kW 2.9-litre
twin-turbo V6 petrol engine,
shared with the Panamera sedan.
The flagship Cayenne Turbo,
priced from $239,000, runs
a twin-turbo 4.0-litre V8 with
404kW of power, also available in
the Panamera.
The Cayenne Coupe, with a
swoopier rear roofline, arrives in
early 2020.
It’s available with the 250kW
3.0-litre V6, at $128,400, and the
404kW 4.0-litre V8, at $254,000.
Only partial automatic
emergency braking is standard
on Cayenne, although it can
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Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
detect pedestrians and cyclists.
Radar cruise control and a more
advanced AEB system that will
bring the vehicle to a complete
stop is a $3790 option.
Lane keeping assistance that
steers the car within marked
lines is a $1390 option.
Notable safety omissions
include rear cross-traffic alert
and camera-based speed sign
recognition.
Considering radar cruise control
and lane keeping assistance are
standard on a $26,000 Kia Cerato
sedan and rear cross traffic alert
is fitted to most newly introduced
SUVs priced from less than
$50,000, it’s a bit rich for these
features not to be standard on a
$116,000 Porsche.
Wireless phone charging
is also conspicuous by its
absence. Apple CarPlay, digital
radio and navigation can be
accessed via the high-resolution
12.3-inch touchscreen, but
Android Auto is not available.
A new sliding and tilting back
seat has increased both boot
space and rear legroom, but for
now there’s no prospect of a
seven-seat version.
The base Cayenne V6 with
standard suspension and
optional 21-inch wheels and
low-profile tyres is a touch
jittery and noisy on back roads.
It would be quieter and more
comfortable on the standard 19-
inch wheel and tyre package.
That said, it steers with
incredible precision and the
body barely leans in corners.
It also has enough oomph to
warrant the Porsche badge.
Able to complete 0 to 100km/h
dash in just 6.1 seconds (on our
timing equipment, 0.1 better than
Porsche’s claim), it’s faster than
most hot hatches.
Surprisingly, the single-
turbo V6 kicks in at lower revs
than the twin-turbo V6 in the
Cayenne S, giving it slightly better
responsiveness when overtaking.
The Cayenne S lacks aural
character but with an as-tested
acceleration time of 5.1 seconds
(0.2 slower than claimed), it’s
THINGS WE LIKE
 Impressive performance across all
models
 Upmarket interior
 Roomy cabin and boot
 Sharp handling and precise
steering for a big SUV
 High resale values
THINGS YOU MIGHT NOT LIKE
 Suspension a bit jittery on back
roads when equipped with larger
wheels and low-profile tyres
 Missing a long list of tech and
safety features standard on SUVs
that cost less than $50,000
 Price is up there, even by luxury
standards
SPEX (S)
Made in Slovakia
2.9-litre twin-turbo V6 petrol/eight-
speed automatic/all-wheel drive
324kW of power at 5700-6600rpm;
550Nm of torque from 1800-
5500rpm
0-100km/h in 5.2 seconds (claimed)
8.4L/100km highway;
11.8L/100km city; 98 octane
premium; CO2 emissions are
213gkm; fuel tank is 90 litres
Max towing weight: 3500kg
Warranty: Three years/unlimited
km
Standard: Ten airbags, stability
control, partial automatic
emergency braking, blind spot
monitoring, parking sensors,
360-degree camera, tyre pressure
monitoring, 20-inch alloys, turning
LED headlights, Bluetooth, Apple
CarPlay, navigation, voice control,
digital radio, 4 x USB sockets,
heated front seats, partial leather
upholstery, power tailgate
Redbook future values: 3yr: 62%;
5yr: 47%

Value for money

compare with ...
Overall Audi Q8, BMW X5, Maserati
Levante, Mercedes GLE

AUSTRALIAN NEW CAR&SUV BUYER’S GUIDE | 127

RENAULT MEGANE RS FROM $44,990
T he fight in the dog, it’s
said, counts for more than
the dog in the fight. While the
engine under the bonnet of the
new Renault Megane RS 280 is
smaller than before, it’s a very
fighty four…
Its central exhaust pipes bark
when the RS’s double-clutch
transmission snaps to a higher
gear as the tachometer needle
swings towards the red zone.
The upshift drops engine
revs into the best part of the
turbocharged 1.8-litre engine’s
boost zone. Then the rush of
acceleration resumes.
Strong performance is a
hot-hatch must-have. Power and
torque maxima of 205kW and
390Nm put the Megane RS
among the leaders of the
$40,000-$50,000 hot-hatch pack.
There’s smoothness to go
with the Renault Sport engine’s
strength. Induction noise is
artificially enhanced, but it’s
subtly done and sounds natural.
The engine is polite at low revs
and the full-strength turbo thrust
that arrives at around 2500rpm
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Value for money

Overall
128 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
flows unabated all the way to the
7000rpm cut-out.
The Megane RS 280 Sport
with a six-speed manual costs
$44,990. The six-speed double
clutch version is $47,490. A Cup
Chassis package, with stiffer
suspension, upgraded Brembo
brakes, 19-inch black alloys and
a Torsen mechanical limited slip
diff, add $1490.
While the engine is exactly
what brand fans will expect from
Renault Sport, everything else
about the new Megane RS is
a departure from the formula
that earned the badge a stellar
reputation in Australia, its third-
biggest global market.
There are five doors instead
of three and, for the first time,
the option of a double-clutch
automatic transmission.
Although these changes are
certain to greatly broaden the
Megane RS’s appeal, they don’t
diminish its street cred.
Renault Sport executives
insisted on being able to make
changes to the exterior of the
basic Megane to create the
RS, so it wears different, wider
bodywork. The increases, 60mm
over the front wheels and 45mm
at the rear axle, add muscle to
the shape. Specific bumpers,
big wheels, wide rubber and
slightly lower suspension further
enhance the effect.
More important alterations,
from a driver’s perspective, are
hidden. The new RS has its own
version of the 4Control electric
rear-steer system featured
in the less powerful and less
expensive Megane GT.
The Megane RS has specially
developed shock absorbers, too.
They feature inbuilt hydraulic
bump stops, a technology
borrowed from rally cars.
These, together with Renault
Sport’s small but expert
alterations to front suspension
geometry, make the Megane
RS an exceptionally agile and
comfortable hot hatch. The
suspension absorbs the baddest
of bumps without audible
complaint, yet rails around
S
corners. Responses to even small
steering inputs are brilliantly
prompt and precise, thanks in part
to the car’s rear-steer technology.
Another bonus of 4Control is
a decently tight turning circle.
Brembo brakes are standard.
Flaws are few. There’s wind
noise at motorway speeds and
tyre noise rises significantly on
coarse chip surfaces.
The double-clutch version
occasionally dithers over which
gear to pick and its column-
mounted shift paddles are too
short to be truly useful. Rear
seat room isn’t best in class. And
though the interior features fine
sports front seats, a leather- and
Alcantara-wrapped steering
wheel, and other decorative
touches, it lacks the glamour of
the exterior.
A more costly Trophy version,
with a fraction more power, is
expected later in 2019.
By John Carey
THINGS WE LIKE
 Renault Sport always does a great
hot hatch
 Muscular performance
 One of the best handlers in the
class
 Smooth, precise manual gearbox
THINGS YOU MIGHT NOT LIKE
B-grade interior quality
Double-clutch gearbox can dither
Wind and tyre noise levels can be
high
Pricey
SPEX
Made in Spain
1.8-litre turbopetrol four-cylinder/
six-speed manual/front-wheel
drive
205kW of power at 6000rpm/390Nm
of torque from 2400-4800rpm
0-100km/h in 5.8 seconds (claimed)
6.2L/100km highway; 9.5L/100km
city; 98 premium; CO2 emissions
are 168gkm
Warranty: Five years/unlimited km
Standard: Six airbags, stability
control, sports seats, 18-inch
alloys, LED headlights, head-up
display, adaptive cruise control,
autonomous emergency braking,
blind spot monitoring, camera,
hands-free parking, 8.7-inch
touchscreen, Bluetooth, digital
radio, Bose audio
Redbook future values: 3yr: 47%;
5yr: 32%
compare with ...
Alfa Romeo Giulietta, Honda Civic
Type R, Hyundai i30N, Subaru WRX,
VW Golf GTi
 RENAULT KOLEOS FROM $30,990
engage keener enthusiasts.
There is no joy at all to be had
with this car’s handling.
Worse still, the suspension
and 18-inch alloy wheels combo
is just too bumpy and loud on
anything other than smooth
roads; again, this is at odds with
the brand’s usual supple ride.
Ultimately, then, the MkII
Koleos is a mixed bag: proven
mechanicals clothed in an
attractive, spacious body, but
with sub-par performance, ride
and refinement. VW’s Tiguan
and the Ford Escape are much
better — and 100 per cent
genuine — Euro SUVs.

By Byron Mathioudakis

F rench car maker Renault

is vying for the hearts
and wallets of SUV-obsessed
Australia with the stylish,
spacious, keenly priced second-
generation Koleos.
Kicking things off is the Life
4x2 (for front-wheel drive) from
$30,990, with all the usual gear
like a reverse camera, rear
parking sensors, Bluetooth
phone and audio streaming, as
well as unexpected items such as
automatic air, automatic on/off
headlights and wipers and tyre-
pressure monitoring.
Next up is the Zen (yes, they’re
serious ...) CVT 4x2 from $35,490,
with vinyl upholstery, heated
front seats (electric adjustability
for the driver), keyless entry/
start, walk-away self-locking,
navigation and 18-inch alloys.
Intens 4x2 at $43,990 and
Intens 4x4, from $44,990, include
a driver-assistance package
consisting of Lane Departure,
Blind Spot and Forward Collision
warnings, as well as Autonomous
Emergency Braking.
A 2.0-litre turbodiesel 4x4 was
recently added to the range,
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Safety
Performance
Handling
Quality and reliability
also in Intens specification,
priced at $47,990.
Rivals such as the Mazda
CX-5, VW Tiguan, Ford Escape
and Subaru Forester offer
superior safety specification,
especially at base-model level.
The latest Koleos is one of
the most spacious SUVs in its
class, offering comfy high-set
seating — ground clearance is a
lofty 213mm, affording excellent
all-round views — and impressive
rear-seat legroom.
Modern, clear instruments,
ample ventilation, heaps of
storage, and a sizeable luggage
area (from 458 litres to 1690
litres with the back seats folded)
further press home the Renault’s
family-friendly nature.
Except for the initially confusing
touchscreen interface and
indicator stalk placed on the left
side, there is nothing here to scare
away new-to-Renault prospectors.
Conversely, there is nothing
French beyond the badge, since
the Koleos is basically a reboxed
Nissan X-Trail made in South
Korea. So if you’re a happy Clio
or Megane owner desiring the
European SUV experience (as
offered by the VW Tiguan and
Ford Kuga) you might be a little
bit disappointed.
Petrol versions are powered
by a 126kW/226Nm 2.5-litre
four-cylinder petrol engine used
in the Nissan X-Trail for yonks.
In fact, along with the Nissan
Qashqai, they share the same
basic architecture — down to
the sophisticated multi-link
rear suspension.
Driven in bestselling Zen
4x2 guise, the Koleos is an
easy, simple and unassuming
performer. The CVT automatic
is tuned to make the most of the
Japanese powertrain, providing
lively off-the-line performance and
a steady stream of acceleration
response as required.
Press harder on the throttle,
though, and the 2.5 becomes
noticeably vocal, and yet there
isn’t the expected amount of
power available at speed. And
while the steering is light enough
to make parking easy, it lacks
sufficient weight and feel to ever
THINGS WE LIKE
Striking design
Roomy interior
Generous warranty
Very easy to drive
Comfortable seats
THINGS YOU MIGHT NOT LIKE
Sluggish performance
Weak resale values
Firm ride on 18-inch wheels
Light and lifeless steering
Complicated central screen
functionality
No high-tech driver assist safety
tech availability on base model
SPEX (Zen 4x2)
Made in South Korea
2.5-litre four-cylinder petrol/CVT/
front-wheel drive
126kW of power at 6000rpm/226Nm
of torque at 4400rpm
0–100km in 9.5 seconds (claimed)
6.7L/100km highway, 10.4L/100km
city; 91 octane; CO2 emissions are
188g/km
Warranty: Five years/unlimited
kilometres
Fuel tank is 60 litres
Max towing capacity 2000kg
Standard: Six airbags, stability
control, cruise control with speed
limiter, Hill Start Assist, camera,
rear parking sensors, automatic
air, automatic headlights,
rain-sensing wipers, 7.0-inch
multimedia screen, Bluetooth
phone and audio streaming, AUX
ports, two USB ports, leather-
wrapped steering wheel, fog
lights, LED daytime running lights,
17-inch alloys, tyre-pressure
monitoring, full-size spare wheel
Warranty: Five years/unlimited
kilometres
Redbook future values: 3yr: 46%;
5yr: 30%

Comfort and refinement

Value for money

compare with ...
Honda CRV, Nissan XTrail, Skoda
Overall Karoq, Subaru Forester, Toyota
RAV4, Volkswagen Tiguan

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 129

SKODA SUPERB FROM $41,190
V olkswagen’s Czech brand
Skoda has struggled to
gain acceptance in Australia
despite having a presence here
for more than 10 years.
Although Skoda cars
generally offer more metal
for the money — and similar
if not identical technology
to Volkswagen — its growth
has been stunted by strong
competition from quality
Japanese badges and price
pressure from parent brand VW.
To address the vexed issue of
uncertain resale values, Skoda
has established a guaranteed
buyback scheme, but neither the
company nor any of the dealers
we contacted could give us an
estimate, let alone an exact
price, of what it may be worth at
trade-in time.
One Skoda dealer joked
that the buyback price might
be “guaranteed”, but the only
price they can truly guarantee
is a rock bottom trade-in value.
So the usual praise for Skoda
cars continues to come with the
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EuroNCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
130 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
usual caveats: haggle hard on
the way in because you may be
disappointed with what you’re
offered for it at resale time.
If the Superb is any indication,
though, Skoda will eventually
succeed. If the exact same car
had a VW badge, resale would
be a non-issue.
The starchly creased flanks
do well to disguise the massive
proportions of the Skoda wagon.
Its cargo area is bigger than
a Commodore’s and there’s
more back seat legroom than a
Holden Caprice limousine.
The high-quality cabin layout
could also be mistaken for a VW
with its simple yet functional
design, large storage pockets
and (my favourite quirk) the
plastic ticket holder tab on the
windscreen (borrowed from Volvo).
There are four models in
the Skoda Superb range, each
available with sedan and wagon
body styles, with the latter
carrying a $1700 premium.
The 162 (as in kilowatts of
power) TSi sedan, with a 2.0-litre
turbopetrol and front-wheel
drive, is great value at $41,190,
as is the wagon at $42,890.
The flagship 206TSi 2.0-litre
turbopetrol sedan, with all-
wheel drive, is $52,290. The
wagon is priced at $53,990.
Sportline trim adds $5000.
A six-speed automated manual
DSG transmission is standard.
We tested the top-of-the-range
206TSi wagon, the most popular
model initially.
Standard equipment includes
radar cruise control, a sensor
key, rear-view camera with
turning lines, Apple CarPlay,
navigation, a chilled centre
console and paddle shifters
on the sports steering wheel.
Automatic emergency braking is
also standard, as are nine airbags
and a five-star safety rating.
Other safety items such as lane
keeping, blind spot warning and
rear cross traffic alert are also
standard across the Superb range.
Sportline adds adaptive
dampers, premium Canton
audio, automatic parking, power
adjustable front seat and
heated rear seats.
S
The 206kW engine is the same
unit used in the Golf R hot hatch,
where it launches the car to
100km/h in 5.0 seconds. In the
heavier Skoda wagon, it’s 5.8
seconds, but that’s still plenty
quick for a big family freighter,
even though seat of the pants
says it may be a touch optimistic.
Acceleration is smooth and
the overall Skoda experience is
quiet and refined.
The adaptive suspension
is best left in normal mode,
where the ride is much more
compliant than in Sport, while
handling is responsive and
secure for such a big wagon
If you’re looking for maximum
space and equipment for your
money in an alternative to a
large SUV, the Skoda Superb is
certainly worth a test drive. The
base 162TSi in particular is great
value for money.
By Joshua Dowling
THINGS WE LIKE
A lot of car for the money
Refined, fuel-efficient engines
Excellent dynamics
Well equipped and safe
Sharp pricing
THINGS YOU MIGHT NOT LIKE
Weak resale values
Skoda says it has a guaranteed buy-
back program, but no dealers will
quote a figure
VW Group quality and reliability
issues
Sharp ride over bumps
SPEX (206TSi)
Made in the Czech Republic
2.0-litre four-cylinder turbopetrol/
six-speed DSG/all-wheel drive
206kW of power at 6500rpm/350Nm
of torque from 1700–5600rpm
0–100km/h in 5.8 seconds (claimed)
6.2L/100km highway; 8.9L/100km
city; 95 octane premium unleaded;
CO2 emissions are 169g/km
Warranty: Five years/unlimited
kilometres
Standard: Stability control, nine
airbags, tyre pressure monitoring,
rain-sensing wipers, paddle shifters,
eight-inch touchscreen infotainment,
Apple CarPlay, Android Auto,
navigation, Bluetooth, voice control,
radar cruise, automatic emergency
braking, rear camera, tri-zone air,
heated front seats, parking sensors,
19-inch alloy wheels, Alcantara/
leather upholstery
Redbook future values: 3yr: 43%;
5yr: 27%
compare with ...
Holden Commodore, Mazda 6,
Subaru Outback, VW Passat
 S SKODA KAROQ FROM $29,990
engaging from rest as it does in
the VW Golf and Polo; in bumper-
to-bumper traffic, it can also
dither around in the lower gears
with the occasional abrupt shift.
Karoq handles safely and
securely, but it doesn’t feel quite
as solid or comfortable at speed
as the Tiguan, or Mazda’s CX5.
Rough roads induce a little
body flex and the ride on optional
18-inch wheels is lumpy and
fussy. Tactile, precise steering,
complemented by light weight and
firm suspension, makes Karoq
quite an agile, enjoyable little SUV.
Again, though, Tiguan feels
just a smidgin tighter and more
finessed overall.
That said, Karoq is a nicely
priced kid carrier, with stronger
performance than the asthmatic

C zech brand Skoda’s Karoq

mid-size SUV shares its
structure, and most hardware,
with parent company VW’s
Tiguan, but there are significant
differences as well.
Karoq, which replaces the
Yeti, is priced at $32,290 for
the 1.5-litre turbopetrol four-
cylinder/seven-speed DSG/front-
wheel-drive 110TSI.
Now that VW’s entry level
1.4-litre turbo 110TSi Tiguan
five seater is no longer available
-- though it may be reintroduced
later in 2019 -- Karoq is the
cheapest entry point to the VW
compact SUV family.
Tiguan pricing opens at
$43,150 for the 2.0-litre
turbopetrol 132TSi Comfortline.
The Karoq’s 1.5-litre produces
110kW of power and 250Nm of
torque — and features partial
cylinder deactivation under light
loads, plus auto stop/start, to
save fuel. Low friction internals
and higher injection pressure
further improve efficiency.
Seven ratios and a relatively
STARS
Safety
Performance
Handling
Quality and reliability
light 1353kg mass gives the Skoda
rapid acceleration -- 8.6 seconds
from rest to 100km/h is at the
pointy end of this class.
Inside, Karoq is more spacious
than it looks. Like any VW, it
comfortably accommodates a tall
driver, with generous adjustability
for the seat and steering wheel.
The back seat is where the
Karoq differs. Split 40/20/40,
each section can be tumble
folded, or easily unclipped from
the floor and removed, so you
can have a two-, three-, four- or
five-seat layout, as you prefer.
Legroom is adjusted in a
60/40 split and is fine for adults.
Backrest angles are also
individually adjustable.
Available load space ranges
from 479 litres with all seats in
use and maximum rear legroom,
up to a small van-like 1810 litres
with all seats removed.
Other neat touches that justify
Skoda’s “Simply Clever” brand
slogan include lots of handy
storage, tablet holders, vents
and a 12-volt socket for the back
seat, an umbrella under the front
passenger seat and, in the boot,
three nets, an LED torch, 12-
atmo fours in most rivals, class-
leading safety at the price and a
genius interior.
volt outlet, four adjustable bag
hooks (on tracks), an adjustable,
Velcro-backed panel for securing
smaller objects and a double-
sided floor mat.
Seven airbags, autonomous
emergency braking, rear
obstacle detection and braking,
adaptive cruise and fatigue alert
are standard, so Karoq isn’t far
off Mazda’s CX5 and Subaru’s
Forester for safety spec at the
circa $30K price point, though the
Mazda and Subaru do offer more.
Karoq has several quite pricey
options packs that combine
safety technology and frilly stuff,
a pretty cynical approach that
forces you to pay more for safety
tech than you should.
The 1.5 is a smooth, torquey,
willing little engine, with stronger
performance and better low-
down pulling power than its
naturally aspirated rivals.
The seven-speed, though, has
the same slight hesitation in
THINGS WE LIKE
 Good value
 A great kid carrier, with a versatile,
practical interior
 Punchy, economical 1.5-litre
engine
 Long warranty
 Agile, enjoyable handling
THINGS YOU MIGHT NOT LIKE
Ride is a bit lumpy on rough roads
Cynical packaging of safety tech
with bling at high prices
Seven-speed DSG isn’t particularly
smooth or responsive in traffic
VW Tiguan is a little more polished
and poised
SPEX (DSG)
Made in the Czech Republic
1.5-litre turbopetrol four-cylinder/
seven-speed DSG/front-wheel
drive
110kW of power at 5000rpm/250Nm
of torque from 1500-3500rpm
0-100km/h in 8.6 seconds
5.2L/100km highway; 7.0L/100km
city; 95 octane premium; CO2
emissions are 133gkm; fuel tank is
50 litres
Warranty: Five years/unlimited km
Max towing weight: 1500kg
Standard: Seven airbags, stability
control, AEB, adaptive cruise, rear
obstacle detection and braking,
eight-inch touchscreen, Bluetooth,
Apple CarPlay/Android Auto
connectivity, USB and SD slots, 17-
inch alloys, dual-zone air, keyless
entry and starting
Redbook future values: 3yr: 53%;
5yr: 37%

Comfort and refinement

compare with ...
Value for money
Ford Escape, Hyundai Tucson,
Overall Mazda CX5, Mitsubishi Eclipse,
Peugeot 3008, VW Tiguan

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 131

SKODA KODIAQ FROM $44,190 S
than spectacular, its 2.0-litre
turbopetrol engine is tuned to
operate almost like a diesel, with
deceptively strong shove available
from low revs, using a light right
foot. It works efficiently with the
seven-speed transmission.
With a weight advantage of
at least 200kg, plus all-wheel
drive, precise steering and quality
Pirelli tyres, Kodiaq feels much
more agile, well balanced and
car-like than larger seven-seater
SUVs. It will also tackle a dirt
road with confidence.
If you don’t need six or seven
seats every day, but just want to
carry a couple of extra kids from
time to time, the Skoda Kodiaq
could be the Goldilocks family
wagon you’re looking for.

S koda’s Kodiaq SUV is named

after the largest carnivorous
mammal on earth, the Kodiak
bear, but as far as seven seaters
go it’s light, manoeuvrable and
compact. More like a koala.
The 132 (as in kilowatts of
power) TSi 2.0-litre turbopetrol,
tested here, is priced at $44,190.
When you’re carrying kids
around, you want a wagon that
makes life easy and stress-free.
The Kodiaq does just that with
a power-operated rear tailgate,
keyless entry and starting, a
big boot that can be extended
to almost 2m long with the
60/40-split middle seats folded
flat, rear-window sunblinds,
parking sensors, a rear camera
with moving guidelines,
electric safety locks for the back
doors, and seat belt indicators
for all positions.
You can never have too much
storage, either, and Kodiaq
has compartments all over the
place, including two gloveboxes
(one chilled) and a drawer under
the driver’s seat.
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Then there’s the genius stuff,
which you don’t know you want
until you’ve got it.
How about an umbrella and
a small rubbish bag holder in
each front-door pocket, plastic
protectors that pop out from
the edge of each door when it’s
opened, preventing dings to
adjacent cars, an LED torch in
the boot, and two tablet holders
for rear-seat passengers?
Infotainment includes a big,
bright eight-inch touchscreen,
Apple CarPlay and Android
Auto, navigation, voice control
that works, a USB port and two
SD card slots.
You sit high, with clear vision
in all directions, in a firm,
comfortable seat.
The elevated middle row has
adjustable legroom on each side
and adjustable backrests too.
Kids won’t feel entombed and
there’s plenty of space for adults.
Two back seats fold up from the
floor. They’re fine for young kids,
but very tight for teens and adults.
Folding and sliding the middle
seat forward for access requires
two hands and a bit of effort.
Sportline specification, with
20-inch alloys, Velvet Red paint,
Alcantara leather sports seats and
shift paddles, adds $4000.
Our test car was fitted with the
$2600 Tech Pack option, which
includes adaptive suspension.
On Comfort and Normal
modes, the ride is supple,
controlled and quiet.
Speaking of options, if you want
the full safety worksburger, you
need to tick the $4900 Luxury
Pack box, which includes the Tech
Pack. That’s ridiculous.
It adds blind-spot monitoring,
surround and bird’s-eye-view
cameras, lane keeping and rear
cross traffic alert to the standard
safety kit, which includes radar
cruise, nine airbags and automatic
emergency braking, though only
from below 30km/h.
Kodiaq is one of the best
drives in the class. Although
performance is solid rather
THINGS WE LIKE
 Seven seats in a light, compact SUV
 Loaded with intelligent, family-
friendly design
 Strong and safe
 Agile, confident handling and a
comfortable ride
 Works well on a dirt road
 Refined, tractable performance
 Good value and long warranty
THINGS YOU MIGHT NOT LIKE
 The back seats aren’t exactly
spacious
 VW Group cars can be
temperamental
 Expensive servicing
SPEX (132TSi)
 Made in the Czech Republic
 2.0-litre four-cylinder turbopetrol/
seven-speed automated manual/
all-wheel drive
 132kW of power from
3900-6000rpm/320Nm of torque
from 1400-3950rpm
 0-100km/h in 8.2 seconds (claimed)
 6.6L/100km highway; 9.3L/100km
city; 95 octane premium; CO²
emissions are 176gkm. Fuel tank is
60 litres
 Warranty: Five years/unlimited
kilometres
 Max towing weight 2000kg (80kg
towball download)
 Standard: Nine airbags, stability
control, automatic emergency
braking, radar cruise, seven
seats, camera, parking sensors,
tyre pressure monitoring, Apple
CarPlay, Android Auto, Bluetooth,
voice control, navigation, leather/
Alcantara seat facings, power
tailgate, side-window blinds, dual-
zone air, 19-inch alloys
 Redbook future values: 3yr: 56%;
5yr: 41%

Value for money

compare with ...
Hyundai Santa Fe, Kia Sorento,
Overall Mazda CX9, Peugeot 5008, Toyota
Kluger, VW Tiguan Allspace

132 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

 S SKODA OCTAVIA FROM $23,890
smooth and quiet turbo four THINGS YOU MIGHT NOT LIKE
feels remarkably lively. Sport Jittery ride on big-wheeled
110TSi sedan is $31,490. non-IRS models
Genuinely sporty RS models VW reliability issues
include the 2.0-litre turbopetrol Rear cushion too low for taller
passengers
RS180 (as in kW) TSi from Weak resale values
$39,990 and the RS245 hotrod,
which starts at $45,490. SPEX (110TSI DSG)
It’s got the same drivetrain as Made in Czech Republic
1.4-litre four-cylinder turbopetrol/
RS180, plus adaptive dampers
seven-speed dual-clutch DSG/
and a flasher cabin. front-wheel drive
If you have one or two kids, the 110kW of power at 6000rpm/250Nm
Skoda Octavia, is a value-focused, of torque from 1500–3500rpm
safe and practical family car. 0–100km/h in 8.2s (claimed)
4.6L/100km highway; 6.3L/100km
All models get radar cruise,
city; 95 octane premium; CO2
automatic emergency braking, emissions are 121g/km
Skoda Octavia prices start at platform, with a 46mm longer and a multi view rear camera Warranty: Five years/unlimited
$23,890 for the 110TSi sedan. wheelbase, the Octavia also system, plus dual-zone air and kilometres
Based on Golf VII’s modular runs Golf drivetrains and voice control infotainmant. Standard: Seven airbags, stability
other mechanicals. Octavia is Resale values are weaker than control, 17-inch alloys,
full-size spare, automatic
available as a sedan or wagon, equivalent VW Golf models and
STARS the latter carrying a $1500 other rivals such as the Mazda3.
emergency braking, dual zone air,
multiple view rear camera, radar
Safety Quality and
premium in all model grades. cruise, Bluetooth, Apple CarPlay,
The 110TSI’s 1.4-litre By Byron Mathioudakis Android Auto, voice control, rear
reliability
turbopetrol engine produces parking sensors
ANCAP
Redbook future values: 3yr: 49%;
Green Vehicle Comfort and a handy 110kW of power and THINGS WE LIKE 5yr 32%
Guide refinement 250Nm of torque. Whether  Spacious cabin
paired to the light six-speed  Super-efficient VW drivetrains
Performance Value for money
manual or fast but occasionally  Outstanding safety
 Wagon practicality
compare with ...
Handling Overall erratic seven-speed DSG dual- Holden Astra, Hyundai Elantra,
 Confident handling
clutch automatic (a $2500 Mazda3, Subaru Impreza
option), this outstandingly

S SUBARU BRZ FROM $34,520

instrument panel and 6.2 inch  It’s a Subaru, so it’s well made and
infotainment touchscreen. it won’t break
On the road, we are talking  Strong resale values
 Comfortable driver’s seat and
extremely subtle points of
driving position
difference here between two
superb handing pieces of THINGS YOU MIGHT NOT LIKE
machinery. Engine is weak in the bottom half of
What transcends any differences the rev range, and also feels strained
at the top end
between the BRZ and 86, and It would be even better with a set
defines both, are those svelte of premium performance tyres
1282kg–1304kg numbers in the Prefers 98 octane
spex box, a circa 80kg increase
The 2.0-litre boxer BRZ costs overhauled in 2017 and now over the original model, mainly SPEX (manual)
Made in Japan
$34,520 (manual) and $36,280 for produces 152kW of power due to extra equipment and some 2.0-litre four-cylinder petrol/six-
the auto. It’s a twin under the skin when matched with a six-speed extra body reinforcement. speed manual/rear-wheel drive
with the Toyota 86. manual, or 147kW with the Light weight, rear wheel drive 152kW of power at 7000rpm/
Subaru’s 2.0-litre horizontally- optional six-speed automatic. and a 55:45 front/rear weight 212Nm of torque at 6400–6800rpm
opposed, naturally aspirated In the manual variant, this 5kW distribution, is the purist’s idea of 0–100km/h in 7.4 seconds
6.4L/100km highway; 10.4L/
four-cylinder was significantly power increase plus a lower final a perfect sports car recipe. 100km city; 98 octane; CO2
drive ratio improved its 0–100km/ A TS variant, priced at emissions are 194g/km
h acceleration by 0.2 seconds. $40,434/$42,434, further sharpens Warranty: Three years/100,000km
STARS However compared with any the car’s dynamics, adding Sachs Standard: Seven airbags, stability
comparably sized turbo engine, dampers, STi springs, Brembo control, limited slip diff, 17-inch
Safety Quality and alloys, Bluetooth, Data Dot security,
ANCAP reliability the Subaru 2.0-litre is weak in the brakes and 18-inch alloys with dual-zone air, aluminium pedals
Green Vehicle bottom half of the rev range. Michelin Pilot Sport 4 tyres. and scuff plates
Guide Comfort and It also received the same 2017 What it needs now is the WRX’s Redbook future values: 3yr: 52%;
refinement facelift as the 86, with a restyled 197kW 2.0-litre turbo engine. 5yr: 40%
Performance
front end plus LED headlights,
Value for money
Handling taillights, and new 17-inch alloys. THINGS WE LIKE
Overall Inside the BRZ you will find  One of the best-handling cars compare with ...
more premium materials, a on the road, at any price Mazda MX5 RF, Toyota 86 GTS
sporty new steering wheel, a new

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 133

SUBARU IMPREZA FROM $23,080
S ubaru’s Impreza, available
as a hatch or sedan, opens
at $23,080 for the 2.0i hatch.
The 2.0iL is $25,180, the
Premium is $26,980 and the
2.0iS, tested here, is $29,960.
Sedans are $200 cheaper.
You have only to drive the
Impreza for five minutes to realise
that in the sophistication, strength
and quality of its body and chassis
engineering, it’s at the front of the
class with the VW Golf.
However, the dash is fussy and
uncoordinated, with weird angles,
random bulges and complex
curves all competing with each
other. It’s trying for an edgy,
techno-luxury effect, similar to
Lexus, but it’s trying too hard.
It’s a difficult, distracting dash
to navigate, too, with three display
screens (including an infotainment
system touchscreen), each with
its own set of controls. Whatever
information, menu or function you
want is certainly there. Finding it
is the hard part.
Subaru’s voice control doesn’t
understand simple commands and
on the test car was all but useless.
Tall adults can travel
comfortably in the back
seat, albeit without air vents.
Boot space isn’t particularly
generous in the hatch.
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall

134 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
You sit high, in a well-bolstered,
heated, leather armchair, with
plenty of adjustability.
Vision is clear around the car,
assisted to the rear by a camera
with movable guidelines, blind-
spot monitoring and rear cross
traffic alert, part of the Vision
Assist radar-based package
standard on 2.0i S.
Subaru’s Eyesight system
uses twin cameras to read
the road ahead and includes
automatic emergency braking,
adaptive cruise, pre-collision
management and a long list
of other active safety tech. No
other car in the class has such
a comprehensive suite of driver-
assist safety features.
Impreza’s naturally aspirated
2.0-litre engine, matched with a
standard CVT transmission, does
the job but only just. Even by the
humble standards of this class,
the Subaru is gutless.
CVT gets it off the line well
enough, but the engine then
dies, so you have to apply more
right boot to keep the plot
rolling, and at times you wonder
if the acceleration you want is
ever going to arrive. CVT doesn’t
help the cause either, being far
too slow to respond.
The fact that you have to work
the accelerator also means that
Impreza is fairly thirsty in traffic.
Even with auto stop/start, the
test car recorded 9-11L/100km,
on regular unleaded.
Overtaking isn’t what you
would call brisk, though, and
cruise control also takes aeons
to resume your set speed after an
interruption. You can use the shift
paddles to access a seven “ratio”
shift map, but here the CVT is a
slow learner, too.
Impreza’s ride/handling
compromise is a highlight.
It feels almost like a French
car in the way its suspension
(independent at both ends) glides
over poor surfaces, delivering a
smooth, supple, quiet ride while
maintaining disciplined control
and secure road holding.
It’s not a sporty drive, but
Impreza can string a series of
corners together in style, aided by
light, precise steering, a low centre
of gravity and all-wheel drive.
The Impreza is a good thing let
down by a mediocre drivetrain.
The engine just doesn’t have
S
enough torque, while the CVT
is inefficient and unresponsive,
largely because it has precious
little performance to work with.
THINGS WE LIKE
 Sharp pricing and well equipped
 Spacious, comfortable cabin
 Class-leading safety specification,
especially driver-assist tech
 Light, strong and well-balanced,
with precise steering, agile,
responsive handling and a smooth,
quiet ride
 High resale values
THINGS YOU MIGHT NOT LIKE
Below 4000rpm, the engine has got
nothing
Sluggish acceleration from any
speed
Thirsty in town
Dim-witted, unresponsive CVT
Too many screens and too many
different ways to use them
Voice control usually doesn’t work
Small boot
SPEX (2.0i S hatch)
Made in Japan
2.0-litre, horizontally opposed four-
cylinder petrol/CVT/all-wheel drive
115kW of power at 6000rpm/196Nm
of torque at 4000rpm
0-100km/h in 10.1 seconds (claimed)
6.1L/100km highway; 9.1L/100km
city; 91 octane; CO2 emissions are
163gkm
Warranty: Five years/unlimited
kilometres
Standard: Seven airbags, stability
control, all-wheel drive, Eyesight
and Vision Assist safety systems,
Data Dot identification, leather-
faced seat upholstery, dual
zone air, sunroof, keyless entry,
18-inch alloys, swivelling LED
headlights, eight-inch touchscreen,
navigation, Bluetooth, voice
control, Apple CarPlay, Android
Auto compatibility, tyre pressure
monitoring, temporary spare
Redbook future values: 3yr: 55%;
5yr: 42%
compare with ...
Ford Focus, Honda Civic, Hyundai
i30, Mazda3, Toyota Corolla, VW Golf
 S SUBARU LEVORG FROM $36,440
and control layout. The small
touchscreen is distracting and
dangerous to use while driving
and voice control has very limited
comprehension of English.
A low rear bench is
underpadded. Legroom is
adequate and a 40/20/40 split
fold backrest is useful, but
no vents are provided and the
centre sash belt spools out of
the roof, so it’s fiddly to use.
Levorg’s boot offers 67 litres
greater volume than the Forester
(in five seater mode) and the low,
wide easy to load floor can be
extended at the flick of a switch
(on either side of the boot opening)
to give you a flat, 1.8 metres.
Although the Levorg is one of
the sportiest wagons around, it’s
also a very liveable daily driver.
That said, like all Subarus it

S ubaru is pitching Levorg at

“SUV Rejectors”. Although
they’re a pretty rare breed
these days, if any sedan-based
family freighter is going to
tempt a few buyers away from
mid-size SUVs, it’s this one.
What we have here is basically
a WRX from the rear axle
forward, with a wagon-style boot.
The 125kW 1.6-litre turbo-
powered base model GT, which
we’re testing, is priced at $36,440.
That’s about $7000 cheaper
than the previous starting price
for Levorg, which launched in
2016 with just one all-wheel
drivetrain – a 197kW 2.0-litre
turbopetrol/continuously
variable automatic (CVT), as
used the the WRX.
This continues in two Levorg
variants: the 2.0 GT-S, at $49,590,
and a new range-topper 2.0 STi
Sport, at $52,440.
Both are pukka performance
wagons, with Bilstein suspension
– revised to improve body
control and ride comfort on our
STARS
Safety
Performance
Handling
Quality and reliability
bumpy roads – and other sporty
accoutrements that could almost
justify a WRX badge on the
tailgate.
A 1.6-litre GT Premium
variant is $43,340.
The WRX engine is exceptionally
smooth and it delivers effortless
shove when you ask.
Subaru claims 0–100km/h
in 6.6 seconds, which is pretty
right. Most SUVs won’t see
which way you went.
The 1.6-litre GT is a different
drive altogether. It produces a
lot less power and is tuned for
everyday flexibility, economy,
refinement and comfort. Zero to
100km/h takes 8.9 seconds.
It shines in everyday driving
and long distance work, with
strong, tractable performance
across most of the rev range,
exceptional refinement and
reasonable fuel economy:
10-11L/100km in town and
6-7L/100km on the highway.
Intelligent mode maximises
fuel efficiency at the expense of
responsiveness. The 1.6 feels more
energetic in Sport mode and the
requires expensive and frequent
servicing, while reliability can
also be an issue with the brand.
CVT kicks into action much more
quickly, though compared with a
conventional automatic there is
still a delay, especially when you
plant the accelerator. It responds
much better to a gentle squeeze.
GT’s smaller wheels, taller
tyres and softer suspension than
other variants contribute to a
comfortable, quiet ride, but the
suspension is underdamped, so
body control isn’t as disciplined
as it should be. The brakes will
also fade under hard use.
As long as you don’t try to drive
it like a WRX, though, the GT sits
securely on the road and flows
nicely through corners, with a
low centre of gravity, accurate,
intuitive steering and loads of
grip, thanks to quality rubber and
all-wheel drive.
I’ll spare you my usual
detailed rant about Subaru’s
confusing, uncoordinated dash
THINGS WE LIKE
Good value
Smooth tractable turbo engines
really work with the CVT
Easy to drive, fun and forgiving
All-wheel-drive grip
Loaded with safety features
Spacious and versatile
THINGS YOU MIGHT NOT LIKE
Front end can get flustered on
rough roads
GT is also underbraked
Oversensitive lane-departure and
collision warnings
Too many display screens
Expensive and frequent servicing
SPEX (GT)
Made in Japan
1.6-litre four-cylinder turbopetrol/
CVT/all-wheel drive
125kW of power at
4800-5600rpm/250Nm of torque
from 1800–4800rpm
0–100km/h in 8.9 seconds (claimed)
6.5L/100km highway; 8.8L/100km
city; 95 octane premium; CO2
emissions are 169g/km
Warranty: Five years/unlimited
kilometres
Standard: Seven airbags, stability
control, radar cruise, automatic
emergency braking, lane keeping,
Bluetooth, voice control, dual zone
air, 16-inch alloy wheels, swivelling
LED headlights, cloth upholstery,
Data Dot identification, space-
saver spare
Redbook future values: 3yr: 46%;
5yr: 31%

Comfort and refinement

Value for money compare with ...

Overall BMW X1, Mercedes GLA, Skoda
 Octavia, VW Golf Alltrack

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 135

SUBARU WRX FROM $39,690
I n 1994, Subaru came from
the clouds with a compact,
all-wheel-drive, turbocharged
sedan, boasting (for its time)
explosive acceleration (0–100km/
h in 6.5 seconds) and brilliant,
almost idiot-proof dynamics.
At the time, roadtesters
everywhere said the Impreza WRX
was the performance bargain of a
lifetime. Yet the fourth-generation
WRX, now minus the Impreza
moniker, costs $39,690. That’s
$400 less than the original model.
For the base $39,690 six-
speed manual sedan, the CVT
transmission is a $3000 option. For
an extra $6400-$6600, Premium
variants add a sunroof; leather;
power adjustable, heated driver’s
seat; push-button start; navigation
and Harman Kardon audio.
WRX STi, with a 221kW/407Nm
2.5-litre turbopetrol/six-speed
manual, costs $51,640, or
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
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Comfort and refinement
Value for money
 compare with ...
Overall
 Renault Megane RS, VW Golf GTi
136 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
$56,390 for the Premium. STi
Spec R is $58,140.
The base WRX runs a
197kW/350Nm, 2.0-litre direct-
injection turbo four, horizontally
opposed in the Subaru manner.
Outputs are up marginally on
the 2.5-litre unit it replaced in
late 2013, but thanks in part to an
extra 179kg of kerb weight, the
current WRX is seven-tenths of a
second slower from 0–100
km/h (6.0 seconds vs 5.3 seconds
for its predecessor).
The 2018 update included more
fade resistant brake pads and a
suspension recalibration, with
stiffer springs, thicker anti-roll
bars and firmer bushings.
There was also a sharper front
end for 2018, swivelling LED
headlights and LED foglights,
rain sensing wipers, plus a 5.9-
inch information display screen.
Automatic WRX variants are also
fitted with Subaru’s twin camera-
based Eytesight safety system,
with adaptive cruise control and
automatic emergency braking.
WRX Premium adds Vision Assist,
with blind spot monitoring, a front
passenger side camera and rear
cross traffic alert.
On the road, feel from the
quick, electrically assisted
steering is great, but there’s also
some rack shake and kickback in
rough corners.
The stiff chassis delivers
composure and control in
cornering, while the WRX’s
signature rush of turbo power
is there in abundance.
It’s an old school power
delivery, but Rex buyers love the
drama such a torquey burst of
acceleration brings.
The AWD system, with active
torque vectoring, provides sure-
footed drive out of tight corners
and the standard 245/40 18
Dunlop SportMaxx RT rubber
grips hard. A firm ride comes
with the WRX territory but the
S
dynamic-response versus ride-
comfort balance in this car is
impressive, and it’s much more
comfortable than the STi.
The WRX has always been a fine
handler up to about seven tenths,
at which point, when presented
with a series of tight corners, it
lurched into excessive body roll
and deep, severe understeer.
The latter is still apparent in the
current model but it occurs at
eight-tenths now.
The brakes hold up better under
hard use, but the STi’s Brembo
brake package, with six piston
calipers up front, should be fitted
to the base WRX as well.
Despite its imperfections and
age, the Rex remains brilliant
value for money.
It’s about $6000 cheaper
than VW’s 180kW 2.0-litre turbo
Golf GTi and more than $15,000
cheaper than the Golf R, which
produces 213kW. So when it
comes to bang for your bucks,
Rex’s closest rival is Hyundai’s
excellent i30 N, priced at $40,490.
By James Cleary
THINGS WE LIKE
 Tight, solid body
 Great value for money
 An easy and forgiving car to drive
quickly
 Strong resale values
 That wonderful Rex turbo rush
THINGS YOU MIGHT NOT LIKE
Clunky manual transmission shift
Pronounced turbo lag
Brakes still fade under pressure
Uncoordinated dash and control
layout
SPEX (WRX)
Made in Japan
2.0-litre horizontally opposed four-
cylinder turbopetrol/six-speed
manual/all-wheel drive
197kW of power at 5600rpm/350Nm
of torque at 2400–5200rpm
0–100km/h in 6.0 seconds (claimed)
7.2L/100km highway; 12.7L/100km
city: 95 octane premium; CO2
emissions are 213g/km
Warranty: Five years/unlimited
kilometres
Standard: Seven airbags, stability
control, Eyesight (in CVT equipped
models only), rear camera, hill
start assist, Bluetooth, USB, dual
zone automatic air, 18-inch alloy
wheels, Data Dot identification,
Redbook future values: 3yr: 57%;
5yr: 43%
Honda Civic Type R, Hyundai i30N,
 S SUBARU LIBERTY FROM $30,590
A ustralian buyers are bailing
out of sedans en masse,
moving into larger SUVs if kids
are part of the buying decision,
or downsizing to a hatch or
small SUV if they’re not.
The exception is Mercedes’
all-conquering C-Class, which
now outsells every other mid-size
sedan bar the Toyota Camry.
Subaru’s sixth-generation
Liberty starts at $30,590 for
the 2.5-litre four-cylinder
petrol/continuously variable
transmission (CVT) base model.
The 2.5i CVT Premium, with
more fruit (including leather,
sunroof and navigation) is $37,090
and the 3.6-litre six-cylinder
petrol/CVT Liberty 3.6R is $43,590.
Like its predecessors, this
Liberty comes with a blue-chip
safety CV, including ISOFIX
child-restraint anchors, seven
airbags, a reversing camera and
Subaru’s Eyesight system as
standard. Eyesight uses cameras
STARS
Safety
ANCAP
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Value for money
Overall
to read the road and the traffic.
It incorporates a “vehicle in
front” brake light alert function,
plus automatic emergency
braking from 50km/h or less,
lane keeping and adaptive (or
conventional) cruise control.
Subaru adds Vision Assist
to Premium and 3.6R, which
includes blind-spot monitoring,
lane-change assist, adaptive,
swivelling headlights, side and
front view monitors and rear
cross-traffic alert.
You perch on a plush pew that’s
adjustable for height and angle.
Tall drivers enjoy generous space
and driving position adjustability.
It doesn’t impinge on rear seat
passengers, who can stretch
out and relax on a high, firm,
supportive bench. Low window
sills and light-toned rooflining
add to the cabin’s spacious, bright
feel, so kids will be happy too.
Subaru’s stylish, formal
dash, illuminated analogue
instruments and touch screen
infotainment are easy to read
and navigate. Voice control works
most of the time and extends to
reading emails and messages.
Ride comfort is fine in
most situations, save for the
occasional whack when the front
end cops a big hit.
The 2.5-litre/CVT drivetrain
has been overhauled for
2018, the aim being improved
responsiveness and fuel
efficiency. In manual mode, the
CVT now offers seven gears
rather than six, and the overall
ratio spread is wider.
Around town, the CVT responds
smoothly and promptly when
you give the pedal a prod, and
effectively masks the 2.5’s lack
of accessible torque, but when
strong, sustained acceleration is
required at highway speeds the
transmission wastes revs, like a
slipping clutch, and the car bogs
down unless you select Sport
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 137
or Manual shift modes, where
it operates like a conventional
seven speed automatic.
Liberty was also once a
class front runner in handling,
particularly with its permanent
all-wheel drivetrain, but newer
rivals have now caught up.
Roll in corners is minimal
but on rough country roads at
speed the front end feels mushy
and poorly controlled, regularly
running out of travel on broken
surfaces, diving under brakes
and bouncing on undulations.
Overassisted steering is
vague on centre, lifeless and
imprecise in corners.
In the Nineties and Noughties,
Liberty was one of the best
handling cars on the road.
Today, its decidedly untaut
dynamics are nothing special
compared with rivals such as
Toytoa’s Camry.
Liberty is a no-risk, good value
deal, but it’s time for Subaru
to pension off the sluggish,
inefficient 2.5-litre/CVT drivetrain,
tighten up the handling and put a
bit of joy back into the car. It was
once a great drive. It’s not now.
THINGS WE LIKE
 Blue-chip safety
 All-wheel drive
 Good value and loaded
 Made in Japan quality
THINGS YOU MIGHT NOT LIKE
Servicing is expensive
Sluggish under full acceleration
Underdamped front suspension
and overassisted, imprecise
steering
SPEX (2.5 Premium)
Made in Japan
2.5-litre horizontally opposed four-
cylinder petrol/CVT/all-wheel drive
129kW of power at 5800rpm/
235Nm of torque at 4000rpm
0–100km/h in 9.6 seconds (claimed)
6.2L/100km highway; 9.1L/100km
city; 91 octane; CO2 emissions
are 166g/km
Warranty: Five years/unlimited
kilometres
Standard: Stability control,
seven airbags, Eyesight, Vision
Assist, Bluetooth with audio
streaming, navigation, leather,
Harman Kardon audio, sunroof,
Data Dot security, 18-inch alloys,
full-size spare
Redbook future values: 3yr: 46%;
5yr: 31%
compare with ...
Holden Commodore, Mazda6, Skoda
Superb, Toyota Camry, VW Passat
SUBARU XV FROM $28,490 S
you on track.
XVs dynamics are arguably
best in class, even with the
Impreza’s body raised by 90mm
to deliver 220mm of ground
clearance, sufficient to allow
confident, easy progress on
pretty rugged bush tracks.
Again, XV’s ability here is hard
to beat, with its X-Mode off-
road system offering adjustable
traction control and accelerator
sensitivity for steep climbs,
loose or slippery surfaces,
plus effective automatic speed
control that takes the terror out
of steep descents.
If you want big SUV comfort,
safety, refinement and equipment
in a compact wagon, with the
ability to go adventuring with
confidence, Subaru’s Impreza
20i S is the pick of the compact
class. If you plan to stick to the

S ubaru’s XV is the only compact

SUV with all-wheel drive as
standard, so it’s as capable and
XV rides as comfortably and
quietly as many larger wagons
thanks to well-controlled,
these safety features in the
$26,990 base model, whereas the
base XV 2.0i has none.
bitumen, test drive the Mazda
CX3 and Toyota C-HR as well.

confident on a dirt road as it is
on the bitumen. XV prices start
at $28,490 for the 2.0i. The 2.0i-L
is $30,860 and the Premium is
$32,670. The top-spec XV 2.0i S,
tested here, is $35,780.
Up front, the heated,
leather-upholstered driver’s
seat is properly bolstered and
supportive, the driving position
can be adjusted to suit anybody
and vision is clear around the car.
Subaru persists in using
three screens to display the
same infotainment and vehicle
information that other car makers
manage with one or two, so as a
layout the XV’s dash is far from
user-friendly and at times difficult
and distracting to operate.
That said, fit, finish and
materials quality is excellent and
the S gets comprehensive touch-
screen infotainment. There’s no
digital radio, though.
STARS
Safety
Performance
Handling
Quality and reliability
compliant, long-travel
suspension and sensibly tall tyres
on 18-inch wheels.
A firm, supportive back seat
has plenty of legroom, but no
adjustable backrest, air vents or
12-volt outlet. The boot is small.
As the flagship model, XV
S gets Subaru’s Eyesight
camera-based system with
cruise control that keeps you
a safe distance from the car
in front, automatic emergency
braking and the ability to help
you stay in your lane if you get
distracted.
It’s supplemented with radar/
sonar-based Vision Assist,
which adds automatic braking
in reverse if it detects an object
or person behind the car, plus
rear-cross traffic alert and blind
spot monitoring.
Toyota’s C-HR has most of
XV has the same drivetrain
as Impreza, with fractionally
shorter final drive gearing, but
it’s still a sedate performer.
That said, its rivals are no
rockets either, and like them
XV is designed to work best in
everyday driving at moderate
revs with a light right foot.
That it does, in a smooth,
refined manner, with the bonus
of a modest thirst on regular
unleaded, but its continuously
variable automatic — which works
like a normal auto but without
individual gears — can take quite
a while to convert your desire for
speed into the real thing, so the
shift paddles, which dial up more
revs in a hurry, can be useful.
All-wheel drive adds extra grip
and security in the wet and the
inside wheels are automatically
braked in corners to help keep
THINGS WE LIKE
 The only compact SUV with all-
wheel drive as standard
 Safe and solid
 Refined and comfortable
 Agile, enjoyable handling
 Good value across the range
THINGS YOU MIGHT NOT LIKE
Tiny boot
Expensive servicing and short
warranty
It ain’t quick
Subarus can be temperamental
Complex, inefficient control layout
Space saver spare
SPEX (2.0i S)
2.0-litre four-cylinder/CVT/all-
wheel drive
115kW of power at 6000rpm/196Nm
of torque at 4000rpm
0-100km/h N/A
6.0L/100km highway; 8.8L/100km
city; 91 octane; CO² emissions are
159gkm; fuel tank is 63 litres
Max towing weight: 1400kg
Warranty: Five years/unlimited
kilometres
Standard: Seven airbags, stability
control, camera, tyre-pressure
monitoring, Bluetooth, Apple
CarPlay, Android Auto, voice
control, 2 x 12 volt and 3 x USB
outlets, navigation, heated
front seats, leather, Data Dots
identification, Eyesight, Vision
Assist, 18-inch alloys, sunroof
Redbook future values: 3yr: 58%;
5yr: 45%

Comfort and refinement

Value for money

compare with ...
 Audi Q2, Honda HRV, Hyundai Kona,
Overall Mazda CX3, Mitsubishi ASX, Suzuki
 Vitara, Toyota C-HR

138 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

 S SUBARU FORESTER FROM $33,840
S ubaru’s fifth generation
Forester is the biggest yet
and a genuine family-sized SUV.
The four-model range kicks
off at $33,840 for the 2.5i. The
2.5iL is $35,890, the Premium
is $38,890 and the 2.5iS is
$41,940. All are powered by a
136kW/239Nm 2.5-litre four-
cylinder petrol engine, in Subaru’s
signature boxer layout, with a CVT
transmission and all-wheel drive.
The headline tech -- a hidden
infrared LED camera in the
dashboard that monitors eye
movement and beeps when the
driver isn’t watching the road or
is glancing at their phone -- is
standard on 2.5iL and above.
It’s so effective it ought to be
compulsory in every new vehicle.
On Premium and 2.5iS the same
tiny camera uses facial recognition
technology to match the position
of the seats, side mirrors and air-
conditioning settings for up to five
individual drivers.
All new Foresters also come
with forward-facing twin cameras
that can detect cars, cyclists
and pedestrians and slam on the
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
 Ford Escape, Honda CRV, Hyundai
Overall
 VW Tiguan
brakes if the driver isn’t paying
attention. It can avoid a collision
up to about 50km/h and mitigates
crashes above that speed.
This “Eyesight” tech also
knows when the car in front has
moved ahead in traffic. If you’re
distracted, it beeps at you to get
a wriggle on.
Other advanced safety aids
-- optional on most rivals --
such as blind zone warning,
rear cross-traffic alert and tyre
pressure monitors are standard
on all grades.
Rear automatic emergency
braking and a 360-degree camera
are standard on 2.5iL and above.
Apple Car Play, Android Auto
and digital radio are standard
on all grades.
However, the 2.5i and 2.5iL
only get a 6.5-inch touchscreen
-- small by current standards
-- whereas Premium and 2.5iS
have 8-inch touchscreens and
navigation.
There are more power points
than there are seats: USB and
12V sockets under the dash,
12V outlets in the centre
console and cargo hold and, in
a first for Forester, two USB
ports for second-row seats,
above the air vents.
From behind the wheel the
Subaru has unrestricted, clear
vision in all directions, a rarity
as cars get sleeker designs with
thicker front pillars.
It’s also roomy for a car with a
relatively compact footprint.
Headroom and legroom in the
front and back are enormous;
the boot is so wide it can
accommodate a large golf bag
across ways rather than at an
angle A full-size spare is under
the boot floor.
The dash is the same as the
XV and Impreza, a mix of high
quality soft-touch materials up
top and hard plastics below the
cabin’s ‘waistline’. Small sun
visors now have extenders to
block side glare.
Although not the punchiest
engine in the class, the 2.5-litre
four-cylinder has adequate
performance, delivered in a
refined, responsive manner,
largely thanks to a new
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 139
continuously variable automatic
(CVT) transmission. Fuel
consumption is reasonable, and
91 octane is recommended.
Cornering grip is good due
to sticky Bridgestone tyres and
permanent all-wheel-drive.
The suspension is a bit busy on
backroads -- on both the 17-
and 18-inch wheels -- but the
supple tyres takes much of the
edge off the bumps.
Brake performance is ok,
though it’s worth noting the two
cheaper models get smaller
front discs to fit behind the 17-
inch wheels. Models equipped
with 18-inch wheels have more
stopping power.
Overall, though, the
2019 Forester is a polished,
sophisticated package in a class
full of pretenders and faux-
wheel-drives.
By Joshua Dowling
THINGS WE LIKE
 Spacious, stylish, comfortable
cabin
 Class leading safety specification
 CVT extracts reasonable perfor-
mance from the 2.5
 All wheel drive gives it more off
bitumen ability than most SUVs
 Tidy handling and a comfortable
ride
 High resale values
THINGS YOU MIGHT NOT LIKE
 Expensive servicing
 Small infotainment screen on 2.5i
and 2.5iL
 Slightly underdamped suspension
SPEX (2.5i)
Made in Japan
2.5-litre four cylinder petrol/CVT/
all-wheel drive
136kW of power at
5800rpm/239Nm of torque at
4400rpm
0-100km/h in 9.1 seconds
(claimed)
6.3L/100km highway; 9.3L/100km
city; 91 octane; CO2 emissions are
168gkm
Warranty: Five years/unlimited km
Standard: Seven airbags, stability
control, AEB, Eyesight, adaptive
cruise, blind spot monitoring,
6.5-inch infotainment screen, Ap-
ple CarPlay, Android Auto, digital
radio, Bluetooth, dual zone air, 17-
inch alloys, Data Dot identification
Redbook future values: 3yr: 56%;
5yr: 44%
compare with ...
Tucson, Mazda CX5, Toyota RAV4,
SUBARU OUTBACK FROM $36,590
S ubaru’s 2019 Outback 2.5i
petrol is $36,590 and the
turbodiesel 2.0D is $39,190.
Premium 2.5i, which we’re
testing here, is $43,090;
Premium 2.0D is $46,090.
Subaru’s 3.6-litre six-cylinder
engine is fitted to Outback 3.6R,
priced at $49,590.
Premium’s formidable safety
specification includes the twin-
camera-based Eyesight system
(adaptive cruise, autonomous
emergency braking) and radar-
based Vision Assist (blind spot
monitoring, rear cross traffic
alert), further strengthened for
2018 with higher-resolution
front cameras, faster image
processing, LED headlights that
turn in response to steering
inputs and have automatic beam
and brightness adjustment,
front- and side-view cameras
and lane keeping.
Nothing else at the price offers
Outback Premium’s level of
driver-assist safety tech.
Subaru’s infotainment features
an eight-inch touchscreen that’s
also mounted high on the dash,
so it’s easy to reach and to read.
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
140 | AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
Big, responsive icons get you
around the various menus.
Apple CarPlay/Android Auto
connectivity is included, as
is TomTom navigation and
voice control that works —
most of the time — across all
infotainment functions and will
read text messages.
Premium also includes power-
adjustable, heated, leather-
wrapped front seats, a sunroof,
heated, folding side mirrors and
a power tailgate.
You sit on rather than in
Premium’s generously padded,
super-sized driver’s seat so,
while it’s comfortable enough,
upper body support is minimal.
Being perched so high relative
to the dash creates the
impression that the Outback is
bigger than it really is.
The flat rear bench, also
elevated, has ample legroom
and is also well suited for kids,
although the centre belt spools
out of the roof. Two USB charge
ports and vents are also fitted.
A relatively small boot is
easily extended to a longer, flat
floor; power operation, a couple
of bag hooks and integrated load
cover are useful.
Outback’s ride is supple and
quiet on all surfaces, assisted
by big, baggy Bridgestone
Dueler tyres.
Subaru claimed to have
sharpened up the CVT’s
responsiveness in 2018 and, if you
use the paddles, you now have
seven gears rather than six but,
although the drivetrain is smooth
and quiet, and performance is
adequate, the 2.5 now feels rather
weak and sluggish compared to
most of its rivals.
On the highway, expect
7-8L/100km; in town, assisted by
auto stop/start (which kicks in with
a clunk), you’ll do 9-12L/100km on
regular unleaded.
Outback’s handling has also
come back to the pack — or,
more correctly, the pack has
caught up.
The suspension now feels
underdamped so on bumpy
surfaces, it can get a little twitchy
and the body isn’t tightly tied
down. Lifeless steering and
brakes that lack power also
mean that the Subaru is no
S
longer a class-leading drive.
X-Mode — a simulated low
range — plus a useful 213mm of
ground clearance and a full-size
spare give Outback greater off-
bitumen adventuring potential
than most SUVs.
Outback still represents a
lot of SUV for relatively modest
money, but the Premium model
now has a bunch of keenly priced
competitors on its tail, so it’s
no longer the standout family
freighter it once was.
The Škoda Kodiaq and Mazda’s
CX9 are direct price/size rivals
that also give you the bonus of a
couple of extra fold-up kid seats
in the boot, as do Hyundai’s Santa
Fe and the Kia Sorento.
Holden is also having a crack
at this market with its Calais
V6 Tourer, priced at a pretty
sharp $45,990. Ford’s Endura
2.0 turbodiesel is in the mix, too,
starting at $44,490.
THINGS WE LIKE
 Arguably the safest family wagon
you can buy at this sort of money
 Strong resale values
 Comfortable, quiet ride
 Works well on a dirt road
 Runs on regular unleaded
 Well-equipped
THINGS YOU MIGHT NOT LIKE
 Performance isn’t exactly inspiring
 Neither is handling or braking
 Relatively small boot
 Rivals have seven seats at the
same price
 Expensive servicing
SPEX
Made in Japan
2.5-litre four cylinder petrol/CVT/
all-wheel drive
129kW of power at 5800rpm/235Nm
of torque at 4000rpm
0-100km/h in 10.2 seconds (claimed)
6.2L/100km highway; 9.1L/100km
city; 91 regular; CO2 emissions are
166gkm
Warranty: Five years/unlimited km
Standard: Seven airbags, stabil-
ity control, automatic emergency
braking, blind spot monitoring, lane
keeping, rear cross traffic alert,
adaptive cruise, surround cameras,
LED headlights, leather uphol-
stery, heated front seats, power
tailgate, sunroof, Data Dot security,
Bluetooth, Apple CarPlay, Android
Auto, two rear USBs, voice control,
navigation, 18-inch alloy wheels
Redbook future values: 3yr: 56%;
5yr: 41%
compare with ...
Ford Endura, Holden Calais Tourer,
Hyundai Santa Fe, Mazda CX9,
Peugeot 5008, Škoda Kodiaq
S SUZUKI SWIFT FROM $15,990
S uzuki Swift prices start
at $15,990 for the base
1.2-litre/five-speed manual GL.
A CVT transmission adds $2000.
Swift Sport, with a 1.4 litre
turbo/six-speed manual, is
$25,490; a six-speed auto also
adds $2000.
The mid-spec GLX Turbo
tested here, with a 1.0-litre
three-cylinder turbocharged
engine and a six-speed
automatic, is $22,990.
Ouch. That’s a big ask for
a small car. You can get into
a next-size-up base-model
Hyundai i30 or Toyota Corolla for
that sort of money.
It won’t be as well-equipped
as the Suzuki, though, which
has seven-inch touchscreen
infotainment with navigation,
voice control, an SD card
slot, USB, Apple CarPlay and
Android Auto connectivity.
Voice control works reasonably
well for simple phone and audio
manoeuvres but when I asked to
enter a navigation address, it told
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall

me that wasn’t possible in this
country. So you need to stop and
do it manually on the screen.
Simple instrumentation
in a cute, retro-sporty-look
dash doesn’t include a digital
speedo. Covered storage is
limited to the glovebox.
In GLX, you get a contoured,
flat-bottom, leather- wrapped
steering wheel and gearshift
paddles. Material, fit and finish
quality is excellent, as expected
from one of the few small cars
still made in Japan.
While low rooflines and coupe-
style profiles are the current
design fashion, Suzuki has kept
the traditional box-on-wheels
hatch shape for the new Swift so
when you hop in, the high roof and
upright windscreen give the cabin
a lovely sense of space and light.
You sit high, with clear vision
in all directions. Tall drivers can
get comfortable and the seat is
properly supportive.
Back-seat legroom is more
generous than the knees-up
squeeze common to this class and
four adults can travel comfortably.
The boot has a deep well and an
extended stepped floor via the
60/40 split-fold rear seat.
You feel the car fidgeting on
rough city streets because the
suspension is quite firm, but
only big whacks jolt the cabin.
On the open road, the Suzuki is
reasonably comfortable, though
choppy bitumen can cause some
body and steering shake.
Safety specification in GLX
includes a rear camera, forward
collision warning, automatic
emergency braking (from speeds
up to 100km/h), speed limiter,
radar cruise, lane departure
warning and weaving alert that
will buzz you if it thinks you’re not
in compete control of the car.
Collision warning is
oversensitive in town, but radar
cruise works well in freeway
traffic and will hold a set speed.
Swift has a sporty, enjoyable
character and decent handling,
with strong grip, sharpish though
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 141
slightly vague steering and
powerful brakes.
Suzuki’s one-litre, three-
cylinder turbopetrol engine has
strong numbers for this class,
surprising pulling power at low
revs, a bit of a flat spot in the
midrange and plenty of zip up
top. It’s quiet in cruise mode;
under power, it makes pleasantly
gruff and growly noises. The
expected three-cylinder engine
vibration is well-suppressed.
It doesn’t really matter how
or where you drive, you’ll get
5-6L/100km, on premium
unleaded.
The six-speed automatic heads
straight for the high gears in Drive,
which is fine, but Manual mode
changes up too early and down too
late, when it decides — so it’s not
really Manual mode at all.
Although it’s comparably priced,
Swift GLX isn’t quite as polished as
the class-leading Mazda2 GT and
VW Polo Comfortline.
THINGS WE LIKE
 Fun to drive, with zippy
performance and sporty handling
 Strong safety credentials
 Loaded with standard equipment
 Spacious, comfortable cabin
THINGS YOU MIGHT NOT LIKE
Expensive, short warranty and very
high servicing costs
No voice control for navigation
Manual mode isn’t manual at all
Ride can get a bit fidgety on rough
roads
Runs on premium
SPEX
Made in Japan
1.0-litre three-cylinder turbopetrol/
six-speed automatic/front-wheel
drive
82kW of power at 5500rpm/160Nm
of torque from 1500-4000rpm
0-100km/h N/A
4.3L/100km highway; 6.6L/100km
city; 95 premium; CO2 emissions
are 119gkm
Warranty: Three years/100,000km
Standard: Six airbags, stability
control, rear camera, forward
collision warning, automatic
emergency braking, speed
limiter, adaptive cruise, lane
departure warning and weaving
alert, Bluetooth, navigation, voice
control, Apple CarPlay, Android
Auto, leather-wrapped wheel, 16-
inch alloys
Redbook future values: 3yr: 53%;
5yr: 38%
compare with ...
Hyundai Accent, Kia Rio, Mazda2,
Škoda Fabia, Toyota Yaris, VW Polo
SUZUKI VITARA FROM $22,490
S uzuki’s Vitara Series II is a
simple, affordable SUV that
works nicely as transport for
a young family. Think of it as a
spacious, practical alternative to
a small hatch such as a Toyota
Corolla and you get the idea.
Speaking of which, prices
start at just $22,490 for the
Vitara RT-S, with a 1.6-litre
petrol four, six-speed manual
and front-wheel drive. A six-
speed automatic (tested here)
adds $2000. At this price you get
plenty of standard equipment,
including navigation, automatic
air, 17-inch alloy wheels,
Bluetooth and seven airbags.
Vitara S Turbo, with a 103kW
1.4-litre turbopetrol/six-speed
automatic, is $29,990 with
front- wheel drive or $33,990
with all-wheel drive.
The base 1.6 produces
pretty humble power and
torque numbers, and overall
performance is leisurely. But
the Vitara is as light as a small
hatch (1075kg) and the six-speed
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Overall
142 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
automatic suits the engine’s long
stroke characteristics, so in the
daily driving context the Suzuki’s
performance is adequate.
Shift paddles on the wheel
allow you to control gearshift
timing, which can be useful on
long climbs to prevent hunting
between ratios. Fuel efficiency is
outstanding and the 1.6 runs on
regular unleaded. The 1.6 is also
acceptably smooth and quiet.
The Vitara’s suspension is
fairly soft, so ride comfort is
excellent on most surfaces.
Handling is benign and secure
with no nasty surprises to speak
of. In tight corners the Suzuki can
feel a bit top heavy.
The steering is perhaps a
touch too direct for a tall, short-
wheelbase wagon and is also
imprecise in the straight-ahead
position at freeway speeds. The
brakes are powerful, if rather on
or off in light applications.
The front-wheel-drive RT-S has
no off-road pretensions at all. The
all-wheel-drive S has switchable
modes for different surfaces, a
locking centre diff and hill descent
control. But with only 185mm of
clearance, well-made dirt roads
are about as far off the bitumen as
you would want to go.
Inside, the Suzuki is stylish,
well finished and practical. The
driver sits on a firm, comfortable
seat with little lateral support and
faces a simple, functional dash,
the highlight of which is a bright,
well-organised touchscreen
infotainment system that’s a snap
to use and includes a camera,
voice recognition, Bluetooth,
Apple CarPlay and Google Android
Auto.There’s no covered storage
apart from the glovebox.
Only the turbo models get
autonomous emergency braking,
adaptive cruise, blind spot
monitoring and rear cross traffic
alert. They should be standard in
all model grades.
The back seat is great for kids,
who sit high on a flat, firm bench
with easy access via wide-opening
doors. Legroom is adequate for
most adults. The big load area
(375 litres) is accessed via a light,
roof-hinged tailgate and the low
floor is very easy to load. It can
be extended by folding either side
of the 60/40-split rear seat back.
There’s a hard load cover, extra
storage and a temporary spare
under the floor, a 12-volt outlet
and a handy bag hook.
Overall quality is fine and the
Vitara feels tight and solid. The
only jarring note is doors that
close with a tinny clang rather
than a reassuring thunk.
Servicing is required every six
months or 10,000km, which will
be inconvenient and expensive
compared with the 12 months
and 15,000–20,000km intervals
now mandated for most cars.
It’s a pity that you’re short-
changed on safety in the base
model, otherwise it would be one
of the better value small SUVs.
THINGS WE LIKE
 Great value for money
 Excellent fuel economy on
regular unleaded
 Comfortable ride
 Spacious, practical interior
 Well equipped
THINGS YOU MIGHT NOT LIKE
 Leisurely acceleration
 No driver assist safety tech in base
model
 Short service intervals
 Vague steering at straight
ahead position
SPEX (auto)
Made in Hungary
1.6-litre four-cylinder petrol/six-
speed automatic/front-wheel drive
86kW of power at 6000rpm/156Nm
of torque at 4400rpm
0–100km/h in 12.5 seconds (claimed)
5.1L/100km highway; 7.5L/100km
city; regular unleaded; CO2
emissions are 139g/km
Fuel tank capacity is 47 litres
Max towing weight 1200kg
Standard: Stability control, seven
airbags, 17-inch alloy wheels,
navigation, Bluetooth, Apple
CarPlay, Google Android Auto,
voice activation, camera, USB
Redbook future values: 3yr: 52%;
5yr: 40%
compare with ...
Honda HRV, Hyundai Kona,
Mitsubishi ASX, Nissan Qashqai,
Subaru XV, Toyota C-HR

A merican car company
Tesla, headed by PayPal
inventor and billionaire Elon
Musk, believes there is a more
sustainable way to transport four
people in performance, luxury
and style with the striking — and
completely electric — Model S.
A low-slung four-door sedan
with a tapered coupe roofline and
large liftback, the Californian-built
sports express is pitched as a
green alternative to the Maserati
Quattroporte, BMW Gran Coupe,
Porsche Panamera and their ilk.
From $146,175, the base Tesla
Long Range can travel up to
632km and can hit 100km/h in just
4.3 seconds, Tesla claims.
It runs two motors at 193kW
apiece and 660Nm of torque
spread over both axles.
In the flagship Performance.,
priced at $159,140, a reduced
613km range is compensated
for by its upgraded 193kW-
front and 375kW-rear motors,
with torque totalling 967Nm.
Upshot? 2.7 seconds to 100km/h
in full power mode, aptly named
Ludicrous, making this one
STARS
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ANCAP
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Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
TESLA MODEL S FROM $146,175
of the fastest-accelerating
production cars on the planet.
Tesla is rolling out free fast-
charging Supercharger outlets,
with Sydney-Melbourne and
Sydney-Brisbane routes now
covered at several locations.
Be aware though that at
highway speeds Tesla’s claimed
ranges are greatly reduced to a
more realistic 300km-400km, and
recharging at a Supercharger
outlet can take up to an hour.
Cabin packaging is on the cosy
side considering the S’ large
footprint, not helped by small
apertures and a low roofline that
can snag taller scalps. Once inside
(via the ingenious protruding door
handles) there is ample space for
four adults to spread out.
The sheer theatre of the
centralised 17-inch touchscreen
dominates, operating like an
oversized tablet and responsible
for virtually everything pertaining
to the Tesla’s functionality.
Tesla has joined Mercedes
in being an early adopter of
semi-autonomous driving
technology. The Model S can in
some situations steer and change
lanes by itself, and you can even
park it using your smartphone to
manoeuvre it into (or out of) the
space from outside the car.
That said, it can be pretty
erratic and unpredictable in
self-drive mode, despite Tesla’s
claims to the contrary.
Tesla’s claim, for example,
that its cars “have the hardware
needed for full self-driving
capability” is disingenuous,
because sophisticated software
-- that doesn’t yet exist -- will
ultimately do the driving.
Small seats, poor storage,
marginal rear vision and
tiny sunvisors are also
disappointments. The driving
experience, though, is a revelation.
Select Drive and gasp at the
sheer force of acceleration and
revel at the speed as it spirals
star-wards with blurring ferocity.
After momentary tail jiggling, the
S settles immediately, sticking to
the road with magnetic obsession
and staying unflappable even
when hurled hurriedly into
corners. Though crying out for
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 143
more steering feedback, the
expertly tuned chassis delivers
unbelievable grip for a hunkered-
down attitude reminiscent of
a Scalextric race car. The ride
quality and noise suppression are
up with the best luxury limousines.
And that is the underlying strength
of the Model S.
Its underlying weakness is
that the claimed ranges are
hypothetical, and in the real world
are likely to be much shorter.
Range is affected by temperature,
terrain and speed, so it will be
different on every drive you take.
And if you run out of juice, life gets
extremely complicated.
Uncertainty about Tesla’s
viability is also a consideration
when you’re spending this amount
of money. Elon Musk is an EV
pioneer, no doubt, but his car
company seems to lurch from one
crisis to another.
By Byron Mathioudakis
THINGS WE LIKE
 Stunning performance
 An utterly quiet and refined
grand tourer
 Space-age interior
 Limpet-like roadholding
 Zero tailpipe emissions
THINGS YOU MIGHT NOT LIKE
Overpriced
Small door openings and a low roof
hinder cabin access
Seats suitable for small people only
Cabin storage is limited
Claimed ranges and battery
recharge times are optimistic and
if the battery goes flat you have a
major problem.
SPEX (Long Range)
Made in the USA
Two three-phase AC electric
motors/100kWh lithium-ion battery/
single-reduction gear/all-wheel drive
193kW of power/660Nm of torque
0–100km/h in 4.3 seconds (claimed)
Warranty: Eight years/160,000km
Standard: Six airbags, stability
control, Autopilot, rear camera,
lane-departure warning, parking
sensors, Bi-Xenon headlights,
daytime running lights, heated/
electric front seats, climate
control air-conditioning, 17-
inch touchscreen, Bluetooth
with wireless hotspot, voice
recognition, 19-inch alloy wheels
Redbook future values: 3yr: 55%;
5yr: 40%
compare with ...
Audi A7 Sportback, BMW Hybrid
740e, Maserati Quattroporte,
Porsche Panamera 4E-Hybrid
TESLA MODEL X FROM $154,356
T esla’s Model X starts at
$154,356 for the Long
Range. The Performance,
tested here, is $166,920.
Model X is a big, heavy
(2497kg), electric SUV with
its styling signature a pair of
vertically hinged rear doors —
“Falcon Wing” doors in Tesla-
speak. Five seats are standard;
two rear seats add $4300.
An aluminium frame holds the
liquid-cooled lithium-ion battery
pack — a 100kW/h unit — with
an electric motor at each end
providing all-wheel drive via a
single-speed reduction gear.
Suspension is conventional
double wishbone front/multilink
rear, with air springs permitting
an adjustable ride height.
“Autopilot”, Tesla’s latest
semi-autonomous driving
system, is a $4300 option.
It’s a waste of money. As for
“Full Self-Driving Capability”,
which costs an extra $7100,
Tesla’s disclaimer states that
“functionality is dependent
upon extensive software
validation and regulatory
approval, which may vary widely
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Performance
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144 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
by jurisdiction”. In other words,
it doesn’t even exist yet. So how
can they charge you for it?
Around town, especially in
traffic, Autopilot’s Autosteer
function is erratic, unreliable and
occasionally scary.
The test car would not stay in
its lane or negotiate corners in a
predictable, safe manner.
On the highway, Autosteer
activation was often blocked
because the road markings,
barriers and other reference
points used by its cameras, radar
and ultrasonic sensors were
insufficient or indistinct, or the
road was partly in shadow.
In full-power “Ludicrous”
mode, the Model X is claimed
to hit 100km/h from rest in an
entirely believable 3.0 seconds,
comparable with a Ferrari 488.
Even in normal mode, acceleration
is immediate and effortless. And
how’s the serenity? Sublime.
Model X is a taut, agile handler
that will keep a Porsche Cayenne
honest, and it rides smoothly and
comfortably, but there’s some
body flex on bumpy roads, it’s
underbraked and, off-road, a
Range Rover will leave it in the
dust. Tesla claims that Model X’s
100kW/h battery provides “542
kilometres of range”.
In any electric vehicle, range
is dependent on several factors,
particularly how you drive and
ambient temperature.
In ideal autumn weather I
never got close to 542km. On
several long distance highway
drives, the test car’s maximum
achievable range was nearer
to 350km, and a recharge took
40-50 minutes at one of Tesla’s
supercharger stations.
On a 10-amp household power
point, it took 48 hours.
“Zero Emissions. Zero
Compromises” motoring is
the Model X deal, according to
Tesla. The zero emissions claim
only flies if you recharge from
renewable sources.
The Green Vehicle Guide lists
the Model X’s “fuel lifecycle”
CO² emissions as 203 grams per
kilometre — almost three times
the tailpipe emissions generated
by BMW’s X5 40e petrol/electric
hybrid — if the electricity it uses is
generated by burning fossil fuels.
“Model X is the SUV
uncompromised,” proclaims
Tesla. On the evidence of the test
car’s misaligned panels, wide
panel gaps, poorly fitted seals
and trim, and general lack of
attention to detail in fit and finish,
I would argue that the Model X is
seriously compromised.
In fact, by current standards,
it’s not even production-ready. It
drives beautifully, but too much
of Model X’s reality does not
correlate with Tesla’s spin.
Jaguar’s I-Pace is a much
better choice. Audi and Mercedes
also have new electric-powered
SUVs due for launch this year.
Save money and grief and buy one
of those instead.
THINGS WE LIKE
 Truly amazing performance
 One of the best ride/handling
compromises in large SUVs
 Spacious and comfortable
 Incredibly quiet
 Zero emissions motoring if you
recharged from renewable sources
THINGS YOU MIGHT NOT LIKE
 Substandard build quality
 Excessive body flex
 Limited recharging capability
outside capital cities
 Self-driving technology doesn’t work
 Touchscreen is distracting and
inefficient
 Overpriced
 Weak brakes
SPEX
 Made in the USA
 Twin synchronous AC electric
motors/100kW/h lithium-ion
battery pack/single-speed
automatic/all-wheel drive
 397kW of power/967Nm of torque
 0-100km/h in 3.1 seconds (claimed)
 226Wh/km; fuel lifecycle CO²
emissions are 212g/km
 Warranty: Four years/80,000km
 Max. towing weight 2250kg
 Standard: Eight airbags, stability
control, blind spot monitoring,
forward collision warning and
mitigation, lane departure warning,
tyre pressure monitoring, front
and rear cameras, 20-inch alloy
wheels, air suspension, LED
headlights, Bluetooth, navigation,
voice control, touchscreen
infotainment, dual-zone air, heated
front seats, power tailgate
 Redbook future values: 3yr: 58%;
5yr: 43%
compare with ...
Jaguar I-Pace
S TOYOTA YARIS FROM $15,390
T oyota’s Yaris is getting
fairly long in the tooth now
but it still offers value and, for
many people, the compelling
reassurance of the Toyota badge
is reason enough to put their
money down on one.
The base 63kW 1.3-litre five-
speed manual Ascent five-door
hatch is $15,390. An 80kW
1.5-litre petrol four powers the
mid-level SX and top-spec ZR
hatchbacks, priced at $18,080 and
$22,570 respectively. The four-
speed auto adds $1530 to Ascent
and SX and is standard on ZR.
I’ve driven the 1.5-litre and
1.3-litre Yaris and the smaller
engine is fine for scooting around
town, where it returns very low
fuel consumption figures on
regular unleaded.
The 1.5 feels dated and
unresponsive compared with
newer engines in the class
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Overall

(notably the Kia Rio’s 1.6 and the
VW Polo’s 1.2 turbo), especially
with only four ratios in the
automatic. It does the job but
with no joy or enthusiasm.
A six-speed auto would help
its cause immensely. Toyota
has made the accelerator overly
sensitive, probably to compensate
for the 1.5’s lack of verve, and this
can be annoying in traffic.
The four-speed has yawning
gaps between ratios and an
irrational, irritating tendency
to kick down to third gear from
fourth when you touch the
brake. When you want decent
acceleration from fourth it lurches
down to second, where you get
lots of noise and not much else.
Handling is vice-free and the
Yaris sits on the road with good
composure for a small car.
Toyota claims to have further
improved the Yaris’ dynamics
and ride on the current
model, with a stiffer body and
recalibrated suspension.
The electric power steering,
though, is calibrated for easy
parking in shopping centres. On
the road, at any speed, it’s vague
and overassisted.
Ride comfort is very good for
a small car, as are the brakes.
Toyota has also given the
current Yaris an interior makeover,
adding equipment and redesigning
the cabin along Corolla lines.
All models now have a
reversing camera, cruise control
and touchscreen infotainment.
ZR includes navigation, the
Toyota Link connectivity system
via your mobile phone and voice
control for Bluetooth.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 145
Automatic emergency braking,
lane departure warning and
automatic high beam are
standard on ZR hatch and a $650
option on Ascent and SX hatch.
The comfortable, supportive
driver’s seat has plenty of travel,
but wheel-reach adjustment is
limited so tall drivers will still
be a bit cramped. The upper belt
anchorages are not adjustable.
The back seat is spacious and
comfortable by class standards,
with easy access.
The boot offers usable
space, with a removable divider
allowing you to use it as a split-
level arrangement.
Toyota offers fixed-price
servicing on Yaris, at $130 a time
for the first six services over
three years, and because it’s a
Toyota I can almost guarantee
nothing will ever go wrong with it.
Although most of its rivals,
notably the Kia Rio, Mazda2,
Suzuki Swift and Volkswagen
Polo, are newer and better cars
to drive, the Toyota Yaris still
makes a powerful case if you
just want simple, safe, no-grief,
low-cost transport.
THINGS WE LIKE
 Bulletproof Toyota engineering
 Spacious, comfortable interior
 Cheap to run, with fixed-price
servicing and strong resale values
 Reasonable dynamics and good
ride comfort
 Safe and solid
THINGS YOU MIGHT NOT LIKE
Engine feels a bit old
So does the four-speed auto
Minimal covered storage
Auto kickdown when you touch the
brakes is annoying in traffic
SPEX (SX auto)
Made in Japan
1.5-litre four-cylinder petrol/four-
speed auto/front-wheel drive
80kW of power at 6000rpm/141Nm
of torque at 4200rpm
0–100km/h: N/A
5.3L/100km highway; 7.9L/100km
city; 91 octane regular; CO2
emissions are 147g/km
Warranty: Five years/unlimited km
Standard: Seven airbags, stability
control, touchscreen audio,
Bluetooth with audio streaming,
reversing camera, cruise control
15-inch alloy wheels
Redbook future values: 3yr: 48%;
5yr: 37%
compare with ...
Honda Jazz, Hyundai Accent, Kia
Rio, Mazda2, Suzuki Swift, VW Polo
TOYOTA COROLLA FROM $22,870
T he new 12th-generation
Corolla hatch starts at
$22,870 for the 2.0-litre
petrol Ascent Sport six-speed
manual. A continuously variable
automatic (CVT) adds $1500 and
is standard in SX ($26,870) and
ZR, at $30,370.
A hybrid CVT drivetrain option,
which also adds $1500, is
available in each model grade.
The Corolla sedan, last updated
in 2017, continues with the
1.8-litre petrol engine. Prices start
at $23,490 for the 1.8 CVT Ascent.
The hybrid’s 1.8-litre petrol
engine/twin electric motor
generator/nickel metal hydride
battery powertrain in the new
Corolla hatch is based on the
Prius.
In city traffic, expect the
hybrid to use about half the fuel
— about 4-5L/100km — of the
conventionally-powered 2.0-litre/
CVT Corolla. On the highway,
though, where the hybrid’s
engine is running all the time, it
loses its advantage. Our test car
drank 5.5L/100km at 100km/h in
Eco mode, whereas the 2.0-litre
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
 Ford Focus, Holden Astra, Honda
Overall
 Impreza, VW Golf
146 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
petrol model was actually more
frugal, using 4.5-5.0L/100km at a
constant 100km/h.
Corolla hybrid’s CO² emissions
of 97 grams per kilometre are
by far the lowest in its class. At
$175 a time Corolla also has the
cheapest servicing in the class.
As the base model, Ascent
Sport gets a plastic steering
wheel, tinny audio and just one
each USB and 12-volt sockets.
Corolla’s infotainment features a
high-mounted 8-inch touchscreen,
voice control that works for all
functions and seamless Bluetooth
with email and SMS. Navigation
with live traffic alerts adds $1000.
A supportive, well-bolstered
driver’s seat, complemented by
ample driving position adjustment
and an exceptionally quiet,
controlled, compliant ride make
this Corolla the most comfortable
to date. Tyre noise can intrude on
coarse bitumen, though.
Adult rear-seat passengers
continue to suffer restricted
legroom and tight access.
Minimal storage and no vents or
device connectors make the back
stalls a grim space, too, while the
boot is tiny for a car of this size.
Decent safety specification,
long overdue in Corolla, is now
up with the class leaders at
this price point. Autonomous
emergency braking works across
the full speed range and includes
pedestrian and cyclist detection.
Adaptive cruise features
effective lane keeping, including
Mercedes-style lane centring that
can be hit and miss depending
on ambient light and the clarity
of road markings. Speed sign
monitoring and automatic high
beams are also standard.
Corolla’s 2.0-litre petrol
engine is a strong performer,
with more power — 125kW
— than most rivals, so it’s
pretty quick. Its relative lack of
bottom-end torque is effectively
masked by the responsive, well-
calibrated CVT, which hooks up
quickly and pins the revs where
you want them.
S
Toyota has been doing
mainstream hybrids for longer
than anybody else, and it shows
in Corolla’s beautifully refined,
efficient, seamless operation,
accompanied by a strong, smooth,
turbo-style shove as high-voltage
torque kicks in. Overtaking is
quick and effortless.
In this class, everybody strives
to emulate the Golf’s sublime
ride/handling compromise.
Corolla now comes pretty close.
Independent rear suspension
is standard. This Corolla hatch
is agile, responsive, planted and,
yes, almost sporty, would you
believe, with a noticeably tighter
body and light, precise steering.
Corolla offers proven, efficient
engineering, paired with
sophisticated safety technology, in
an affordable package that’s now
a more engaging drive, too. Tight
back seat and boot space may
make it hard to live with, though.
THINGS WE LIKE
 Punchy, frugal, refined petrol and
hybrid drivetrains
 Excellent ride/handling
compromise
 Strong safety specification
 Stylish, reliable and well built
 Cheap servicing
 Comfortable driver’s seat
and efficient, comprehensive
infotainment
THINGS YOU MIGHT NOT LIKE
Tiny boot
Tight back-seat space
Short warranty
Tyre noise
SPEX (2.0 Ascent Sport CVT)
Made in Japan
2.0-litre four-cylinder petrol/CVT/
front-wheel drive
125kW of power at
6600rpm/200Nm of torque from
4400-4800rpm
0-100km/h N/A
5.1L/100km highway; 7.5L/100km
city; regular unleaded; CO²
emissions are 139gkm
Warranty: Five years/unlimited km
Standard: Seven airbags, stability
control, AEB, adaptive cruise, lane
keeping, speed sign monitoring,
camera, automatic high beams,
dual-zone air, automatic LED
headlights, keyless entry and
starting, heated side mirrors,
Bluetooth with sms and email,
voice control, 16-inch alloy wheels
Redbook future values: 3yr: 54%;
5yr: 41%
compare with ...
Civic, Hyundai i30, Mazda3, Subaru
 S 3
 TOYOTA PRIUS FROM $36,590
power to give you a range of 50km  Well equipped with active
or more and can be charged via safety features
a domestic power point so you  Cheap servicing at $140 a time
don’t have to visit a servo at all THINGS YOU MIGHT NOT LIKE
unless you’re heading out of town. The price is difficult to justify against
Hyundai’s Ioniq plug-in hybrid, Camry Hybrid and Corolla Hybrid
priced at $40,990, can travel about Minimal range on battery power
65 km on electricity alone. White trim in i-Tech looks awful
The clumsy foot-operated
A plug-in Prius hybrid has been parking brake
available overseas for several
years but Toyota Australia hasn’t SPEX
yet offered it here. Made in Japan
Still, the Prius’ drivetrain 1.8-litre four-cylinder petrol/
electric motor generator/Ni-MH
does the job nicely with decent battery/CVT/front-wheel-drive
performance, great refinement series/parallel hybrid
and seamless operation. Combined system output 90kW
Toyota’s fourth-generation four-cylinder petrol/electric motor On test, over 1200km our i-Tech 0–100km/h: N/A
Prius opens at $36,590. It’s then generator/Ni-MH battery/CVT model averaged 4–5L/100km on 3.5L/100km highway; 3.4L/100km
city; regular unleaded; CO2
a considerable jump to the i-Tech transmission drivetrain. the highway and in the city. emissions are 80g/km
model at $44,050. Both are As with previous models, What it really needs is a plug- Warranty: Five years/unlimited km
powered by the same 1.8-litre the 2017 Prius uses the engine in drivetrain with a high capacity Standard: Seven airbags, stability
and electric motor, operating lithium ion battery that can store control, pre-collision, radar cruise,
together most of the time, to enough power to drive you to lane departure warning, automatic
STARS drive the front wheels and charge work and back. high beam, navigation wireless
phone charging, 15-inch alloy
Safety Comfort and
the battery. Its range on battery wheels, seven-inch touchscreen,
Not Yet Tested refinement power alone is only a kilometre THINGS WE LIKE LED headlights
Performance or so, and then only at speeds  A more capable, enjoyable drive than Redbook future values: 3yr: 45%;
Value for money below about 35km/h. its predecessors 5yr: 36%
Handling So the Prius is pretty old tech  Spacious, safe, quiet and comfortable
Overall  Outstanding quality and reliability
Quality, reliability
by 2019 hybrid standards, where
 Low fuel consumption on regular compare with ...
newer, higher-capacity lithium unleaded, especially in the city Hyundai Ioniq, Toyota Camry
ion batteries can store enough

3 TOYOTA PRIUS C FROM $24,040

Like most small cars, the THINGS YOU MIGHT NOT LIKE
Prius C’s dynamics are relatively Cabin plastics and upholstery are
mediocre but it’s a safe, secure not exactly premium
handler in most driving conditions. Ride can be harsh
You can keep yourself amused Brakes lack feel and progression
for hours playing Eco-games on SPEX
the dash-mounted display screen. Made in Japan
The car will score your driving 1.5-litre/electric/battery series/
style on a leadfoot to planet- parallel hybrid/planetary
transmission/front-wheel drive
friendly 0–100 scale.
74kW of power at 4800rpm/
You can also enter the price 111Nm of torque at 4000rpm
of fuel and the car will then (1.5-litre engine); 45kW/169Nm
work out how much money (electric motor)
Unlike the Americans and affordable hybrids in Australia. A you’ve saved on each drive if you 0–100km/h: N/A
3.8L/100km highway; 3.7L/100km
Japanese, Australians modified version of the 2004 Prius use the low-power, super-frugal
city; regular unleaded; CO2
are yet to be persuaded by sedan’s 1.5-litre petrol/electric Eco drive mode. So the Prius C emissions are 90g/km
hybrid technology. hybrid drivetrain does the honours is designed to be fun as well as Warranty: Five years/unlimited km
At $24,040, Prius C and the in the Prius C. fuel efficient. (eight years on battery)
$26,540 i-Tech are the most Like the bigger Prius, the C Most importantly, though, it Standard: Stability control, six
leverages its hybrid technology to puts hybrid technology and its airbags, 15-inch steel wheels,
Bluetooth, voice control, keyless
maximum effect in traffic, where undoubted benefits within the
STARS the engine is often switched off. reach of many more people.
entry and starting, automatic
air, 6.1-inch touchscreen audio,
The C can be driven for up to navigation, Toyota Link, USB port,
Safety Quality and
two kilometres, at speeds up to cruise control. i-Tech adds alloy
reliability THINGS WE LIKE wheels, navigation and tinted glass
ANCAP 40km/h, on battery power alone.  Unbeatable fuel efficiency in
Redbook future values: 3yr: 52%;
Green Vehicle Comfort and The electric motor delivers a the city
5yr: 41%
Guide refinement decent surge of torque, which  Low emissions
helps the cause on hills and  Toyota quality, reliability and
Performance Value for money durability
 when you need a burst of  Reasonable cabin and boot
Handling Overall acceleration. The C cruises space, plus a real spare compare with ...
 through the traffic very quietly,  Smooth, refined drivetrain Honda Jazz, Renault Clio, VW Polo
smoothly and economically.

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 147

TOYOTA CAMRY FROM $27,790
T he eighth-generation Camry
is imported from Japan. The
2019 range includes carry-over
2.5-litre four-cylinder/six-speed
automatic and new 3.5-litre
V6 petrol/eight-speed auto
drivetrains, plus a more efficient
petrol/electric hybrid system,
which we’re testing here.
The base 2.5-litre petrol Camry
Ascent is $27,790; the base
Camry V6 SX is $37,390 and SL
with all the fruit is $44,090.
Camry Hybrid prices start at
$30,090 for the Ascent, a $2300
premium over the equivalent
2.5-litre petrol model. Ascent
Sport, our test car, is the value
sweet spot at $32,090, while the
top-spec SL is $41,090.
Camry Hybrid Ascent Sport is
astounding value at $32,090. You
won’t find another sedan (or SUV)
of comparable size at that price,
let alone one with a powerful,
efficient hybrid drivetrain, five-
star safety, dual-zone air, eight-
inch infotainment touchscreen,
voice control, navigation, parking
sensors at both ends, a camera
with movable guidelines, keyless
entry and starting, a power-
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
 VW Passat
148 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
adjustable driver’s seat and auto-
levelling LED headlights.
Add bulletproof reliability and
low service costs — $975 over
five years/75,000km — and the
Camry ownership proposition
looks as grief-free and financially
astute as they come.
A supple, quiet ride, the silent
operation of the hybrid drivetrain
in cruise mode and a driving
position that can be tailored for
people of all sizes make the Camry
Hybrid an exceptionally relaxing,
enjoyable long-distance machine.
The driver’s seat cushion could
use more supportive padding,
though, and while infotainment
includes digital radio, voice
control that works (and extends
to reading emails and messages),
accurate speed camera alerts
and real-time traffic information,
the touch screen graphics are
dull and icons can occasionally
be unresponsive. Toyota
still refuses to connect your
smartphone via Apple CarPlay or
Android Auto, too.
Rear seat legroom is vast, it’s
a pleasant place to travel and
vents, front seat pockets and
door bins are provided. Boot
space is the same 525 litres as
the Ascent Sport petrol variant.
Seven airbags, adaptive
cruise control, automatic
emergency braking, lane
departure warning/lane keeping
and automatic high beam are
standard on Ascent Sport; SL
adds blind spot monitoring and
rear cross traffic alert.
Camry’s front-wheel hybrid
drivetrain includes a 2.5-litre
petrol engine, CVT transmission,
two electric motors and a
nickel-metal hydride battery.
Performance is excellent, with an
immediate, strong surge of high-
voltage torque from rest and an
effortless midrange, similar to a
turbodiesel. The hybrid system is
completely smooth and seamless
in operation.
The uglier the traffic, the
prettier the fuel numbers (on
regular unleaded) look. I got
S
3.5-4.0L/100km in heavy traffic;
low to mid fours are average in
town, while high fours/low fives
can be expected on the highway.
Camry Hybrid is built for
comfort, not for speed. Driven
to that brief, it handles with
reasonable confidence and poise.
It’s nose heavy and a tad nautical
in tight corners, but it also carries
its weight close to the road, so
it’s securely planted at speed
on rough surfaces. The brakes,
which combine mechanical and
regenerative functions in the
hybrid, remain a weak point.
They’re grabby and difficult to
modulate at low speeds – a pain
in the neck in heavy traffic.
If you prefer a big sedan to an
SUV, you’ve got up to $40,000 to
spend and you want maximum fuel
efficiency, Camry Hybrid should be
right at the top of your test drive
list. Its value is unbeatable.
THINGS WE LIKE
 The best-value large sedan in
Australia
 Best-in-the-business quality,
durability and reliability
 Frugal, refined drivetrain
 Comfortable ride
 Loaded with safety features
 Low running costs
THINGS YOU MIGHT NOT LIKE
Doesn’t do Apple CarPlay or
Android Auto connectivity
Wooden brakes
A bit of a boat in corners
Driver’s seat could be more
supportive
SPEX
Made in Japan
2.5-litre petrol/electric hybrid/CVT/
front-wheel drive
131kW of power at
5700rpm/221Nm of torque from
3600-5200rpm
4.2L/100km highway; 4.7L/100km
city; 95 octane premium; CO2
emissions are 96gkm
Warranty: Five years/unlimited km
Standard: Seven airbags, stability
control, adaptive cruise control,
automatic emergency braking, lane
departure warning/lane keeping,
automatic high beam, 17-inch
alloys, dual-zone air, voice control,
navigation, parking sensors,
camera with movable guidelines,
keyless entry and starting, auto-
levelling LED headlights
Redbook future values: 3yr: 45%;
5yr: 32%
compare with ...
Holden ZB Commodore, Ford
Mondeo, Mazda6, Subaru Liberty,
S TOYOTA 86 FROM $31,440
T he 86 GT kicks off at
$31,440, which, for a car
like this, is ridiculously cheap.
The GTS costs $36,640.
It’s worth the extra ask. You
get 17-inch alloys with 215/45
tyres, rather than the GT’s
shopping trolley 205/55 16s, plus
bigger brakes, with ventilated
discs at both ends.
Extra kit on the GTS also
includes HID headlights, LED
running lights, bits of cow on
the seats, groovy red stitching,
steering wheel audio controls,
slicker instruments, dual-zone
air and aluminium pedals.
A six-speed manual is
standard; a six-speed auto, with
paddles, adds $2300. It includes
a Torsen limited slip differential,
like the manual versions.
Premium Sachs sports
dampers, Brembo brakes and
anthracite coloured 17-inch
STARS
Safety
ANCAP
Green Vehicle Guide
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
 compare with ...
Overall
 Cooper S, Subaru BRZ
alloys are available as a $2900
option on GT and $2200 on GTS.
The 86 works because it nails
the basic, essential elements of
what makes a car great to drive.
Except for performance.
The 2.0-litre naturally
aspirated 86’s 152kW (in the
manual; the auto model’s output
is 147kW) is unremarkable.
Its torque quota — 212Nm
from 6400–6800rpm — is
almost pathetically weak
and peaky for a car with
performance pretensions.
As the torque numbers
indicate, this is a highly strung,
naturally aspirated four-
cylinder petrol engine.
The 2.0-litre begins to climb
into the zone at about 4000,
then, flattered by short gearing
in the precise, snickety-snick
box, spins hard through to the
7400rpm redline, sounding a
whole lot meaner and angrier
than it actually is.
Time hasn’t been kind to the
engine. Compared with the
flexible, punchy turbo fours
found in most hot hatches
these days, it lacks torque and
feels pretty gutless. It’s not
particularly smooth, either.
The 86 weighs just 1239kg.
That’s more than 100kg lighter
than the Volkswagen Golf GTi.
Its centre of gravity seems to
be half a metre below ground.
When you point it into a
corner, with razor-sharp,
highly communicative steering,
it responds with the grace
and agility of a bird changing
direction mid-flight.
The brakes are fine and the
ride is surprisingly compliant.
The badge says GT and while
the 86 is certainly an authentic
sports piece, it can also do GT
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 149
business, such as long distance
drives, in style and comfort.
You sit deep within the 86’s
elegant, minimalist cabin, wrapped
in a snug, supportive seat.
Those things that you touch —
the steering wheel, gear lever,
wands, handles and controls —
use quality materials. The rest
doesn’t matter.
Toyota’s tiny, fiddly
touchscreen audio includes
Bluetooth with audio streaming,
voice recognition and a rear
camera, but there’s no Apple
CarPlay or Android Auto
smartphone functionality.
There are no steering wheel
controls in the base model.
This is spun as “enhancing
the purity of the driving
experience”, which I guess it
does, but the reality is probably
that the project managers
spent all their money on the
engineering and ran out of cash
when it came to the frills.
That’s no problem. You get so
involved in driving this car that
you don’t want distractions.
THINGS WE LIKE
 One of the best handling cars on
the road, at any price
 It’s a Toyota, so it’s well made,
cheap to run and it won’t break
 Comfortable driver’s seat and
driving position
 Can’t argue with the price
THINGS YOU MIGHT NOT LIKE
It would be even better with a set
of premium performance tyres
Prefers 98 octane
Engine lacks torque
SPEX (GTS manual)
Made in Japan
2.0-litre four-cylinder petrol/six-
speed manual/rear-wheel drive
152kW of power at 7000rpm/212Nm
of torque from 6400–6800rpm
0–100km/h in 7.6 seconds
6.4L/100km highway; 10.4L/100km
city; 98 octane; CO2 emissions are
181g/km
Warranty: Five years/unlimited km
Standard: Seven airbags,
stability control, limited slip
diff, 17-inch alloys, Bluetooth
with voice recognition, touch-
screen navigation, auto-levelling
headlights, leather/Alcantara
upholstery, heated front seats,
dual-zone air, reversing camera,
aluminium pedals and scuff plates
Redbook future values: 3yr: 55%;
5yr: 42%
Hyundai i30N, Mazda MX5 RF, Mini
TOYOTA C-HR FROM $26,990
T oyota came late to the
compact SUV party, a growing
and eclectic class where many
contenders are basically just
high-riding hatchbacks. You could
say that about the C-HR, an all-
new design from Toyota which is
designed to get the brand noticed
by style-conscious millennials.
It’s a bold-looking machine
by Toyota’s usual conservative
standards, and C-HR breaks new
ground under the bonnet, too,
introducing a new 1.2-litre four-
cylinder turbopetrol engine to a
class where naturally aspirated
1.6-2.0-litre engines dominate.
The range kicks off at $26,990
for the front-wheel drive,
six-speed manual C-HR. A
continuously variable automatic
(CVT) transmission adds $2000,
while all-wheel drive adds
another $2000.
Equipment levels are
exceptionally generous by
Toyota’s usual tight standards.
Navigation, 17-inch alloys and
dual-zone air are included, but it’s
in the area of high-tech, driver-
assist safety features where you
get outstanding value in the C-HR.
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
150 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
Radar cruise, automatic
emergency braking, lane
departure alert with steering
assist, blind spot monitoring,
rear cross traffic alert, parking
sensors at both ends and a
camera are all standard. Some
$50,000 SUVs still don’t offer this
level of safety specification.
Koba variants, available with
the CVT only, are $33,290 with
front-wheel drive and $35,290
with all-wheel drive. Koba
adds keyless entry and start,
LED headlights, 18-inch alloys,
heated, leather-faced seats and
extra bling.
There’s plenty of room up
front in a twin cockpit layout,
with the driver’s half of the
asymmetric dash a wraparound
shape that puts all of the
controls within easy reach.
It’s a stylish layout, with
plenty of storage, a beautiful
leather-wrapped steering wheel,
comfortable, supportive seat,
made-in-Japan quality and
responsive voice control for the
infotainment system — which is
just as well because the small
touch screen icons are difficult to
hit on the move.
Rear-seat legroom is fine for
adults, but the C-HR’s coupe
shape, with small windows and
high sills in the back, creates a
cave-like space, so kids won’t be
able to see out. It also restricts
boot volume and rear vision,
though the blind spot monitor
compensates for this.
The naturally aspirated
engines that dominate this class
lack responsiveness and pulling
power at low and midrange
revs. Toyota’s refined, tractable
1.2-litre turbo has plenty of both,
and it’s an excellent engine for
day-to-day driving, with ample
zip around town and easy, quiet
cruising on the highway. It works
nicely with the CVT transmission,
which responds quickly and
accurately to the accelerator.
Outright acceleration, though,
is pretty sedate because the 1.2
runs out of puff at the top end.
Eco, Normal and Sport
drivetrain modes can be selected,
S
while the CVT can also imitate a
seven-speed automatic if you use
the lever to change gears.
It’s a turbo, which means
premium unleaded, but you
won’t use very much of it. Most of
C-HR’s rivals use regular.
A tight body, low centre of
gravity, sophisticated independent
suspension at both ends and
quality tyres gives the C-HR
sporty-ish, well-controlled
dynamics, particularly the
all-wheel-drive versions. The
suspension tune is suited to
European tastes, which means
a firm ride overall, but with good
bump absorption capability, and
C-HR is a comfortable, quiet,
long-distance drive.
As a practical kid carrier, C-HR
doesn’t work, but it’s still a class
front runner, along with the
Honda HRV, Suzuki Vitara, Mazda
CX3 and Subaru XV.
THINGS WE LIKE
 Great quality and sharp design
 Responsive, tractable 1.2/CVT
 Agile, enjoyable handling
 Comfortable seats
 Best in class safety specification
 Cheap servicing: $975 over five years
THINGS YOU MIGHT NOT LIKE
Runs on premium unleaded and it
ain’t quick
Kids probably won’t be happy in the
back seat
Small boot
Touch screen difficult to operate
Restricted rear vision
SPEX (AWD)
Made in Japan
1.2-litre four-cylinder turbopetrol/
CVT/all-wheel drive
85kW of power at 5200rpm/185Nm
of torque from 1500-4000rpm
0-100km/h N/A
5.6L/100km highway; 8.0L/100km
city; premium unleaded; CO²
emissions are 148gkm
Warranty: Five years/unlimited km.
Standard: Seven airbags, stability
control, radar cruise (on CVT
models), automatic emergency
braking, lane departure alert
with steering assist, blind spot
monitoring, parking sensors,
camera, 6.1-inch touch screen
infotainment, Bluetooth, Toyota
Link, voice control navigation,
dual-zone air, 17-inch alloys, rain-
sensing wipers
Redbook future values: 3yr: 53%;
5yr: 41%
compare with ...
Honda HRV, Hyundai Kona, Mazda
CX3, Subaru XV, Suzuki Vitara

T oyota’s RAV4 was one of the
pioneers of the “soft-roader”
genre, arriving in the mid-1990s
before Australians adopted the
American term “SUV”.
This fifth generation — the first
completely new model since 2013
— has grown in size to keep pace
with our changing taste in cars.
The previous model was one of
the largest SUVs in its class; this
one is even more suitable as a
family freighter.
Australian prices had not been
announced as we went to press.
Go to carsales.com.au for drive
away prices on the new range.
The 2019 RAV4 is available
with a choice of 127kW/207Nm
2.0-litre petrol/CVT/front-wheel
drive and 152kW/243Nm 2.5-litre
petrol/eight-speed automatic/
all-wheel drivetrains.
For the first time in Australia,
a 155kW 2.5-litre hybrid option
is also available, with a CVT and
front or all-wheel drivetrains.
RAV4 hybrid works the same
as it does in the Prius, Camry
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
and Corolla hybrids – smoothly,
quietly and with strong, flexible
performance. There’s no need
to plug it in. The onboard hybrid
battery pack automatically
recharges when you apply the
brakes or drive downhill.
It stores enough energy to
give the electric motor the
power to move the car from
rest up to, say, 40kmh when the
petrol engine takes over. Initial
acceleration is the thirstiest part
of commuter driving.
As always, though, its
remarkably low fuel consumption
numbers are a guide only, based
on laboratory tests.
In our experience you can
expect to use a couple of litres
per 100km more in everyday, real
world driving.
Standard safety tech is
comprehensive and includes
adaptive cruise control with
autonomous emergency
TOYOTA RAV4
braking, speed sign recognition,
blind spot monitoring,
automatic high beam and rear
cross-traffic alert.
The interior is a big
improvement, with better quality
materials on the dash and doors,
and the rubber-rimmed audio
and air-conditioning dials have a
more upmarket feel.
Pleasingly, the touchscreen
that controls infotainment
also has knobs for quicker and
easier use.
The centre console is
massive, though the door
pockets are relatively slim.
Sun visors have an extendable
sleeve to block side glare.
RAV4 is underpinned by
Toyota’s all-new platform, or
base structure, that has delivered
significant improvements to the
dynamics of the new Corolla.
However, the RAV I tested left
me underwhelmed rather than
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 151
wowed. In a top spec hybrid
with low profile tyres road noise
was louder than rivals such as
Subaru’s Forester and Honda’s
CRV and the ride over bumps was
less than comfortable.
It was floaty and then loud
once it encountered freeway
expansion joins. Given the mixed
reviews my impression could
be unique to the variant and the
roads I drove. Be sure to take it
on a decent test drive, preferably
on roads you travel on every day
or near your home.
Where the Toyota does excel,
however, are ownership costs
and resale value, especially now
that the RAV4 comes with a five-
year warranty and has 12 month
service intervals.
If you have your heart set on the
new RAV4 I wouldn’t discourage
you. But to me it’s less of a slam
dunk than its rivals — and other
new generation Toyotas.
Subaru’s Forester remains
the standout SUV in this very
competitive class.
By Joshua Dowling
THINGS WE LIKE
 Looks good
 Roomy interior
 Better quality cabin materials
 Longer service intervals than
previous Toyotas.
 Option of hybrid power
THINGS YOU MIGHT NOT LIKE
Tyre noise at freeway speeds on
certain models.
Floaty suspension that can also be
harsh over certain bumps.
SPEX
Made in Japan
2.5-litre four-cylinder petrol/six-
speed auto/all-wheel drive
132kW of power at 6000rpm/233Nm
of torque at 4100rpm
0–100km/h N/A
6.8L/100km highway; 11.4L/100km
city; CO2 emissions are 198g/km
Warranty: Five years/unlimited km
Standard: Seven airbags, stability
control, 18-inch alloy wheels,
camera, rain-sensing wipers,
Bluetooth, dual-zone air, power
tailgate, sunroof, lane departure
warning, blind spot monitor,
automatic emergency braking, radar
cruise, lane keeping and departure
warning, rear cross-traffic alert
Redbook future values: 3yr: 58%;
5yr: 44%
compare with ...
Honda CRV, Hyundai Tucson,
Mitsubishi Outlander, Nissan
X-Trail, Subaru Forester, VW Tiguan
TOYOTA KLUGER FROM $44,850
T he Toyota Kluger dominates
its seven-seater SUV
segment with a combination
of pricing, packaging,
performance, ease of operation
and long-term peace of mind.
It isn’t difficult to imagine the
Series II version continuing to
do so. It’s more of the same.
Priced from $44,850, the
entry GX, which accounts for the
lion’s share of sales, includes
seven airbags, stability and
traction control with hill-start
assist, autonomous emergency
braking, lane departure
alert, adaptive cruise control,
automatic high beam, a reverse
camera, rear parking sensors,
a central touchscreen featuring
Bluetooth-activated connected
mobility known as Toyota Link,
phone and audio streaming,
front fog lights, privacy glass,
and 18-inch alloy wheels.
Stepping up to the $54,950 GXL
nets you blind spot monitoring,
rear cross traffic alert, a
larger central screen, satellite
navigation, digital radio, a powered
tailgate with separate flip-up
glass, three-zone climate control,
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
152 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
keyless entry and start, a powered
driver’s seat, heated front seats,
leather upholstery, and roof rails.
The $65,519 Grande,
meanwhile, earns its flagship
status with a bird’s-eye-view
monitor to help manoeuvrability,
front parking sensors, auto high
beam (that senses traffic ahead
before dipping down so as not
to dazzle other drivers), sunroof,
ventilated front seats, driver’s seat
memory settings, heated exterior
mirrors with puddle lights,
second-row window blinds, a rear
entertainment screen, Blu-ray
player and 19-inch alloys.
Few other SUVs offer an interior
as functional as the Kluger’s,
and not just because of its sheer
spaciousness, excellent driving
position, clear instrument dials,
logical switchgear, superb
ventilation, and seemingly endless
storage compartments.
All seats are easy to access,
vision out is largely unimpeded,
rear-most occupants have
ceiling-mounted ventilation,
and the dash has a shelf for
electronics to sit securely on
while being charged. Thoughtful.
Another strength is the
creamy, quiet powertrain, adding
to the cabin’s refinement.
Behind that brutish bonnet
is a 218kW/350Nm 3.5-litre
direct-injection V6, sending
power to either the front, or all
four, wheels via an eight-speed
automatic transmission.
The all-wheel drivetrain adds
$4000 to GX and GXL, while in
Grande it’s an extra $3727.
Responsive yet pleasingly
civilised, the Toyota steps off
the line fairly smartly for a two-
tonne-plus SUV, providing more
than ample performance across
most driving situations.
It also boasts a satisfyingly
muscular exhaust note doing so.
Yet, despite its significant
girth and heft, the Kluger feels
comparatively light and agile for
its size, zipping in and around
tight spaces with remarkable
deftness and control.
Toyota says it spent two
years tuning the handling and
ride for Australian conditions,
and it shows.
S
However, keener drivers
might desire a bit more steering
feedback, while everybody else
might notice the suspension’s
propensity to feel a bit busy
and unsettled over all but the
smoothest surfaces. More
compliance would be welcome.
Still, being based on Toyota’s
North American-market Avalon
sedan, the Kluger is car-like in
its overall characteristics.
Perhaps this model’s biggest
disappointment is the fact that
Toyota Australia chose not to take
the consumption and emissions-
reducing stop/start system offered
elsewhere, so the V6 petrol
engine’s fuel efficiency isn’t a good
as it could be.
That said, it is easy to see
why the Kluger has been such a
family favourite over the years.
It’s spacious, comfortable, safe,
well-made and bulletproof.
When you add the powerful V6
and low running costs, its appeal
only gets stronger.
By Byron Mathioudakis
THINGS WE LIKE
 Spacious, versatile interior
 Easy seat access
 Sweet, punchy V6 performance
 Toyota’s renowned reliability
 Refined and comfortable
THINGS YOU MIGHT NOT LIKE
V6 petrol engine’s comparative thirst
Jittery ride
Foot-operated park brake
Short warranty
SPEX (GX Front-wheel drive)
Made in the USA
3.5-litre V6 petrol/eight-speed
automatic/front-wheel drive
218kW of power at 6600rpm/350Nm
of torque at 4700rpm
0–100km in 8.1 seconds (claimed)
7.2L/100km highway; 12.4L/100km
city; 95 octane; CO2 emissions are
212g/km
Warranty: Five years/unlimited km
The fuel tank holds 72 litres.
Maximum towing capacity is 2000kg
Seven airbags, stability control,
autonomous emergency braking,
adpative cruise control, Hill Start
Assist, camera, rear parking
sensors, touchscreen, Bluetooth,
Toyota Link, LED daytime running
lights, tinted glass, 18-inch alloys
and a full-sized spare wheel
Redbook future values: 3yr: 54%;
5yr: 39%
compare with ...
Ford Everest, Hyundai Santa Fe,
Kia Sorento, Mazda CX-9, Nissan
Pathfinder, Skoda Kodiaq
 S VOLKSWAGEN POLO FROM $18,790
high gears and kicks down
immediately when required,
acceleration is extremely strong
and, apart from the cute three-
cylinder growl under power, the
triple is also quiet and smooth.
On the highway, Polo cruises
silently and effortlessly, using
4.5-5.0L/100km; in town, expect
6-7L/100km, on premium.
Handling is unremarkable but
confident and secure.
The steering is quite numb
and surprisingly indirect for
a small car, while the brakes,
though powerful, have a
slightly wooden pedal feel, a
consequence of Polo’s standard
regenerative braking function.
Polo Mk6 is still one of the
better small cars, but it now has

T he sixth-generation VW Polo
starts at $18,790 for the
70TSi — as in 70kW of power —
1.0-litre, three-cylinder turbo,
five-speed manual Trendline.
The seven-speed twin-clutch DSG
transmission variant is $21,290.
We’re testing the 85TSi — the
same engine, with 85kW of
power — Comfortline, with a
seven-speed, twin-clutch DSG
transmission, priced at $22,790.
It’s also available with a six-
speed manual, at $20,290.
The sixth Polo is much longer
than its predecessors, so two
adults can now travel in the
back seat without having to visit
the chiropractor afterwards
and boot volume is 351 litres
— a six-pack short of the class-
leading Honda Jazz.
You face a beautiful leather-
wrapped steering wheel and
VW’s typical businesslike dash,
with brightly lit analogue dials. A
digital speedo is useful; less so is
air con with central vents located
so low on the dash they blow air
at your stomach, or up your nose,
rather than at your face.
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
The lightly bolstered driver’s
seat is sized for big Germans
and has plenty of travel, as does
the wheel. Vision is clear around
the car, assisted by 360-degree
proximity sensors and a camera.
Our test car also has the Driver
Assistance option with adaptive
cruise, blind spot monitoring,
rear cross traffic alert and
automatic parking.
Packaged at a reasonable
$1400, it complements Polo’s
standard automatic emergency
braking with pedestrian detection,
fatigue alert and tyre pressure
monitoring and gives the VW the
strongest safety credentials in the
class.
Ride comfort is good for a small
car. The suspension can get a
little flustered on choppy surfaces,
but that’s common of the class.
Automatic stop/start, DSG’s
usual momentary delay in
engaging plus excessive turbo
lag can conspire to make moving
off from rest a slow business.
It can quickly become tedious
and, at times, fraught in traffic,
especially when you’re trying to
take advantage of a gap and you
want immediate go-forward.
to argue class leadership with the
Mazda2. Test drive both, because
they are very different cars.
Your right foot has to apply
precisely the right amount of
pressure — too little and nothing
happens for long enough for
the people behind you to get
antsy or for the the gap to close;
too much and the car lunges
inelegantly forward, chirping the
front tyres as the engine’s torque
arrives in a rush.
You get used to it – or maybe
you don’t – but the Mazda’s
naturally aspirated 1.5-litre/six-
speed automatic is a smoother,
more responsive drivetrain in
heavy traffic.
You put your foot down and
the car moves straight away,
at a rate that’s exponential to
pedal pressure. That’s how it’s
supposed to be.
It’s also worth noting that this
Polo Comfortline is a fraction
slower and thirstier than its
1.2-litre 81TSi predecessor.
That said, once you’re rolling,
the DSG goes straight for the
THINGS WE LIKE
 Comfortable, spacious and well-
equipped
 Frugal, refined, punchy drivetrain
 Confident handling and a
comfortable ride
 Best-in-class safety with optional
Driver Assistance package
 Full-size spare
 Intuitive infotainment
 Strong resale values
THINGS YOU MIGHT NOT LIKE
Delayed response when moving off
from rest
No voice control or navigation
Vague, imprecise steering
Tinny audio
Air con vent placement
Short warranty and pricey servicing
SPEX
Made in South Africa
1.0-litre three-cylinder turbopetrol/
seven-speed DSG/front-wheel drive
85kW of power at
5000-5500rpm/200Nm of torque
from 2000-3500rpm
0-100km/h in 9.5 seconds (claimed)
4.4L/100km highway; 5.8L/100km
city; 95 octane premium; CO2
emissions are 112gkm
Warranty: Five years/unlimited km
Standard: Six airbags, stability
control, automated emergency
braking, fatigue detection, tyre
pressure monitoring, 8-inch
touchscreen, Bluetooth, Apple
CarPlay, Android Auto, two USBs,
camera, 15-inch alloys, automatic
headlights and wipers, leather
steering wheel
Redbook future values: 3yr: 52%;
5yr: 40%

Value for money compare with ...

Overall Honda Jazz, Hyundai Accent, Kia Rio,
Mazda2, Škoda Fabia, Suzuki Swift

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 153

VOLKSWAGEN POLO GTI FROM $31,990
H OT hatches are growing up.
Not only are they getting
bigger, they’re becoming more
refined. The 2019 VW Polo GTI
is as big as a 10-year-old Golf
and shares much of the latest
tech with its bigger brother. The
price has risen accordingly, now
starting from $31,990.
VW has installed the decade-
old 2.0-litre turbopetrol from
previous Golf GTI models, at a
time when rivals are switching to
smaller engines. The numbers
— 147kW of power and 320Nm
of torque — are a lot of mumbo
for a small car. However, the
claimed 0-100km/h time is the
same as the previous model —
6.7 seconds — because the new
GTi’s bump in size and power has
come with an increase in weight.
Lovers of manual transmissions
will lament the fact that it comes
solely with a six-speed twin-clutch
auto. The manual may return at a
later date.
The cabin has a large matt-
red panel across the dash, LED
STARS
Safety
Not yet tested
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
 Renault Clio RS200
154 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
mood lighting, and the Golf GTI’s
flat-bottomed leather sports
steering wheel. The signature
tartan-fabric sports seats can
be replaced by faux-suede
premium pews, and the analogue
instrument cluster can be
replaced by a digital widescreen.
It’s bundled with premium
Beats audio for $1900 and
the seats are packaged with
a sunroof, 18-inch alloys, and
LED headlights for $3900.
Autonomous emergency
braking is standard but more
advanced safety tech, including
radar cruise control, blind zone
warning, rear cross-traffic alert
and front and rear sensors, are
$1400 extra. Tick all the options
and you’re north of $40,000 by
the time you’re in the traffic.
It may lack a manual gearbox
option, but the auto is faster
through the gears because
there’s minimal interruption to
power delivery when shifting
ratios. It’s also handy when
changing gears mid-corner.
However, in stop-start traffic
there is a pause in the gearbox
between releasing the brake
pedal and forward motion, a trait
of twin-clutch autos.
The exhilarating acceleration
once on the move is now
accompanied by a rorty growl
from the engine and exhaust
that delights the senses. The
loudness of the engine can be
changed at the press of a button
thanks to a rather convincing
sound synthesiser.
The stiffness of the suspension
can be switched between Sport
and Normal settings. Individual
mode gives you the best of
both worlds: selecting a soft
suspension set-up but with
sharper throttle and steering.
A little extra weight hasn’t
hurt the Polo GTi; the previous
model was a little too light on
its feet and could feel like it was
bobbing over the road. The new
one feels glued to it.
The standard wheel/tyre
package is 17-inch alloys wrapped
in 215/45 Michelins. With this
combination, the suspension
is incredibly compliant, yet in
corners grip is profound.
On optional 18-inch wheels with
low-profile Bridgestone rubber
the suspension is a touch busier
— and the tyres a bit noisier —
but even in Sport mode it’s not
unbearable. If you prefer slightly
sharper reflexes, opt for the 18s.
If you’re going to spend most
of the time on bumpy pavement,
the 17s are the better choice as
they still have ample grip but
provide more comfort.
The 2019 Polo GTi might be
pricey for a small car, but as a
beautifully sorted performance
package it’s worth every cent.
By Joshua Dowling
THINGS WE LIKE
 The best drive in the small hot
hatch class
 Big power and torque for a
small car
 Superb handling and a
comfortable ride
 Makes a great sound
 Comfortable driver’s seat
THINGS YOU MIGHT NOT LIKE
Safety options should be standard
at the price
No manual option
Short warranty
VW reliability can be an issue
Expensive servicing
SPEX
Made in South Africa
2.0-litre turbopetrol four-cylinder/
six-speed DSG/front-wheel drive
147kW of power from
4390-6000rpm/320Nm of torque
from 1450-4390rpm
0-100km/h in 6.7 seconds (claimed)
5.1L/100km highway; 7.9L/100km
city; 95 octane premium; CO²
emissions are 140gkm
Warranty: Five years/unlimited km
Standard: Six airbags, stability
control, AEB, camera, adaptive
suspension, tyre pressure
monitoring, keyless entry and
starting, Bluetooth, voice control,
Apple CarPlay, Android Auto, eight-
inch touchscreen, dual-zone air
Redbook future values: 3yr: 52%;
5yr: 40%
compare with ...
Ford Fiesta ST, Peugeot 208GTi,
 S VOLKSWAGEN GOLF FROM $25,290
A Golf sits on the road with
the same assurance, comfort
and rock-solid security as a big
German luxo-bomber.
Yet it’s also agile, responsive
and fun to drive. No other hatch
can match its all-round ability.
The $2500 R Line’s optional
sports suspension and steering,
plus sticky Bridgestone tyres on
18-inch alloys, further sharpens
Golf’s handling at the expense of
a less compliant ride, so its value
is questionable.
Golf remains the benchmark
small car. Sure, issues remain
about reliability and servicing
isn’t cheap but, in other respects,
it’s still a front runner, along with
the Toyota Corolla and the new
Mazda3. The new Mk8 Golf should

A n all-new Mk8 Golf is due

by the end of 2019, but the
current Mk7.5 model is still the
manual; Premium with six-
speed DSG is $39,990.
You’re positioned quite deep
emergency braking, multi-
collision braking — which
automatically applies the brakes
be better again.

pick of the small hatchbacks,
especially with drive away
runout deals on the base
Trendline model.
List prices start at $25,290 for
the 110kW 1.4-litre turbopetrol/
six-speed manual 110TSI Trendline
hatch; with a seven-speed DSG
transmission, it’s $27,790.
VW has been advertising
Trendline manual at $25,990
drive away, and Trendline DSG at
$28,490 driveaway.
Trendline wagon, with DSG, is
$29,290.
Comfortline hatch is $30,190;
the wagon is $31,690. Highline
hatch, tested here, is $36,490; the
wagon is $37,990.
VW’s 110kW 2.0-litre
turbodiesel, formerly available
in the 110TDI Highline hatch,
has been discontinued.
The Golf Alltrack 132TSI, a
wagon with higher clearance
and all-wheel drive, runs a
132kW, 1.8-litre turbopetrol
at $35,750 with the six-speed
STARS
Safety
Performance
Handling
Quality and reliability
in a Golf. Highline’s heavily
bolstered, leather-wrapped,
power-adjustable, heated GT-
style seat is plusher than the
usual firm German chair and
good for a 1000km day.
Inherited from Audi and
Lamborghini, the optional ($2300)
digital dash replicates the standard
analogue dials and complements
the predictive touchscreen
infotainment system by allowing
you to configure the instruments to
suit your information preferences.
You can use steering wheel
controls or voice to access
nearly all infotainment systems
and functions, including phone,
audio and navigation; the current
operating status for these,
including navigation, can also be
displayed between the instruments.
A $1500 Driver Assistance
safety package includes radar
cruise, blind spot monitoring,
lane keeping, automatic parking
and rear cross traffic alert. It
should be standard. All Golfs
get seven airbags, automatic
after a collision to minimise the
effect of a subsequent impact —
and a rear camera.
Golf’s back seat, while
comfortable enough, is on the
tight side for legroom, especially
if those up front are tall. There’s
not much foot room, either, which
makes getting in and out more
inelegant than it should be.
Boot space is reasonable,
extendable and it’s easy to load
gear onto a very low floor. A
space-saver spare is standard.
Golf’s 1.4-litre turbopetrol
is a refined, responsive, frugal
engine that delivers deceptively
strong performance.
Most of the time it’s in perfect
sync with the DSG transmission,
except for a characteristic
momentary delay in engaging from
rest, or when you put your foot
down at low revs in a high gear.
Unobtrusive automatic stop/
start and Eco drivetrain mode will
return single-figure fuel numbers
in town; on the open road, you’ll
get 5-6L/100km, on premium.
THINGS WE LIKE
 The real German car deal at a
bargain price
 Refined, punchy, frugal engines
 Assured, enjoyable dynamics and a
comfortable ride
 Exceptionally safe and solid
 High-tech digital instruments and
infotainment
THINGS YOU MIGHT NOT LIKE
DSG transmission delay when
moving off from rest
VW reliability can be patchy
Servicing is also expensive
Tightish rear-seat legroom
Safety tech pack should be standard
SPEX (110TSI Highline)
Made in Germany
1.4L turbopetrol four/seven-speed
DSG/front-wheel drive
110kW of power at
5000rpm/250Nm of torque from
1500-3500rpm
0-100km/h in 8.2 seconds (claimed)
4.8L/100km highway; 6.6L/100km
city; 95 octane premium; CO2
emissions are 128g/km
Warranty: Five years/unlimited
kilometres
Standard: Seven airbags, stability
control, automatic emergency
braking, camera, parking sensors,
dual-zone air, 17-inch alloy
wheels, leather upholstery, heated,
power-adjustable front seats,
keyless entry and starting, LED
headlights, sunroof, eight-inch
glass touchscreen, Bluetooth,
Apple CarPlay, Android Auto, WiFi
hotspot, navigation, USB and two
SD card slots.
Redbook future values: 3yr: 46%;
5yr: 31%

Comfort and refinement

Value for money

compare with ...
Ford Focus, Hyundai i30, Holden
Overall Astra, Mazda3, Peugeot 308, Subaru
Impreza, Toyota Corolla

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 155

VOLKSWAGEN GOLF GTI/R FROM $46,190 S
Continental tyres on 19-inch
wheels aren’t suited to Aussie
back roads. Bumps that appear
harmless can create an almighty
thump through the front end. The
sweet spot is the regular GTI on
18-inch Bridgestone rubber —
proving it doesn’t cost a fortune
to get into one of the best driver’s
cars on the market.
But is GTi still the best
hot hatch at the mid $40K
pricepoint? Debatable. It’s
certainly the easiest to live with
as a daily drive, with a luxurious
cabin and the most comfortable
ride. Hyundai’s i30N is sportier,
nearly $5000 cheaper, more
powerful and arguably better
dynamically, while the new
Renault Megane RS is a good
thing too. Drive all three and

V W has taken the Golf GTi

back to a one model only
proposition for 2019. The
making it the same drivetrain as
the Audi S3.
VW claims this has trimmed
hatch as soon as you floor the
accelerator.
The grip from the tyres, the
make your own call.

three-door hatch is no longer
offered and neither is Original
specification. And, in a move
that may cost sales to rivals, the
2019 GTi is not available with
a six-speed manual. Neither
is Golf R. DSG is is the only
transmission you can have.
As the man from VW told us:
“Manuals are as dead as flares.”
The GTI five-door costs $46,190.
That’s $8700 more than start
money for the now discontinued
2018 Original three-door.
All-wheel-drive Golf R starts
at $57,190 -- $9700 more than it
cost in 2018.
Golf R wagon costs $59,190.
The 2.0-litre turbopetrol engine
in the GTI produces 180kW of
power and 370Nm of torque.
That’s 11kW and 20Nm more
than the 2018 GTi.
The all-wheel-drive Golf R
produces 213kW/380Nm and its
twin-clutch DSG transmission
has seven gears rather than six,
STARS
Safety
Performance
Handling
Quality and reliability
R’s 0 to 100km/h time from
4.9 to 4.8 seconds but, for
the record, the best we could
manage using satellite timing
equipment was to match the
previous model’s 4.9-second
time. It’s still astonishingly
quick for a hatchback.
Golf R is also loaded, with
leather, 19-inch alloys and
premium infotainment.
Upgrades to the GTi for 2019
include an electro-mechanical
front differential lock, ventilated
front and rear discs, digital
instruments and comprehensive
driver assist safety tech: low
speed autonomous emergency
braking, adaptive cruise and
blind spot monitoring.
Golf GTI is easy and relaxing
to drive when you’re not in a
hurry. Some might even accuse
it of being boring. But that’s the
genius of it.
Its personality changes
seamlessly into a serious hot
By Joshua Dowling
accuracy from the steering,
the responsive feel from the
brakes and the supportive sports
seats make you feel in constant
contact with the road.
It’s remarkable that after
more than 40 years of hot hatch
production, few rivals can match
the Golf GTI’s bandwidth of ability.
No-one does the one-size-fits-
all hot hatch like Volkswagen.
Downsides? The suspension
can get a bit busy on even minor
bumps, but it’s never bone-jarring.
Golf R’s constant all-wheel-drive
grip means there’s much less
drama — and much more control
— when powering out of corners.
Some folks will
understandably lament the
absence of a manual gearbox,
but the DSG is faster and more
enjoyable, plus you can change
gears mid corner without lifting
a hand off the wheel.
There is one caveat, however.
Golf R’s super-low-profile
THINGS WE LIKE
 Brilliant all-rounder
 A-grade safety kit
 The GTI is comfortable and well-
equipped
 Transforms seamlessly into a
performance car when you floor
the throttle
 Excellent value for money
THINGS YOU MIGHT NOT LIKE
Reliability has improved on the Golf
but it’s still a work in progress
Service costs are high
Golf R’s ride can be harsh on
country roads
SPEX (GTI DSG)
Made in Germany
2.0L four-cylinder turbopetrol/
seven-speed DSG/front-wheel
drive
180kW of power from
5000-6200rpm/370Nm of torque
from 1600-4300rpm
0-100km/h in 6.2 seconds (claimed)
5.4L/100km highway; 8.4L/100km
city; 95 octane premium; CO2
emissions are 102g/km
Warranty: Five years/unlimited
kilometres
Standard: Seven airbags, stability
control, adaptive suspension,
18-inch alloy wheels, automatic
emergency braking, rear camera,
parking sensors, cloth upholstery,
sports seats, navigation, keyless
entry and starting, 8-inch
touchscreen, Bluetooth, App
Connect, swivelling LED headlights
Redbook future values: 3yr: 48%;
5yr: 33%

Comfort and refinement

Value for money

compare with ...
 Hyundai i30N, Honda Civic Type
Overall R, Peugeot 308 270GTi, Renault
 Megane RS, Subaru WRX/ STI

156 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

S VOLKSWAGEN ARTEON FROM $67,490
performance is its insistence on
98 RON premium unleaded.
Despite riding on 19-inch
wheels, comfort is pretty good
on most surfaces, although
there’s a bit of a jolt on
expansion joins and other ruts
in the road, even with the help of
adaptive suspension dampers.
It’s also a touch noisier than
we were expecting; the engine
drone is more noticeable than
it is in other luxury cars. These
observations aside, Arteon is a
statement in style and luxury, a
serene machine with the heart
of a hot hatch.
Test drive it back to back with
the Holden, Subaru, Toyota and,
especially, the Škoda and decide
for yourself if VW’s hefty price

T he Volkswagen Arteon’s
$67,490 ask is dearer
than the starting prices for
is standard, as is radar cruise
control with stop-and-go traffic
jam assistance.
There are seatbelts for five
occupants but adults who would
rather not rub shoulders might
premium is justified.

an Audi A4, BMW 3 Series and
Mercedes C-Class.
It’s also a lot more expensive
than its direct rivals, including
the Holden Calais V ($51,990),
Subaru’s Liberty 3.6R ($43,140),
Toyota Camry SL ($43,990)
and Škoda Superb 206TSi,
which shares much of Arteon’s
structural and mechanical DNA,
including its engine and all-wheel
drivetrain, and costs $57,290 in
Sportline specification.
VW has thrown everything but
the steak knives onto Arteon’s
standard feature list, including
a large, high-resolution central
touchscreen with gesture control,
a speed readout reflected
onto the windscreen, digital
widescreen instrument display
(borrowed from top-end Audis),
a power tailgate, Apple CarPlay,
Android Auto and navigation.
Automatic emergency braking
— with pedestrian detection
at suburban speeds and crash
mitigation at freeway speeds —
STARS
Safety
Performance
Handling
Quality and reliability
LED intelligent headlights
mask their high beams towards
oncoming traffic. Blind zone
warning alerts you of cars or
motorcycles in adjacent lanes.
Rear cross traffic alert, a
360-degree camera and front
and rear parking sensors — that
will activate the brakes if they
detect an obstacle — take the
hassle out of parking such a long
and sleek sedan.
There’s also automatic lane
keeping and lane wander alert
to keep you on the straight and
narrow.
Should the worst happen,
there is a total of nine airbags to
protect occupants.
Inside, the cabin has an
upmarket and futuristic look,
although the roofline is so low
that taller drivers may bump
their head when getting in. Once
inside, however, there’s plenty of
room to stretch your legs, with
ample adjustment up front and
plenty of room in the rear.
By Joshua Dowling
prefer this as a four-seater.
VW excels at cabin
ergonomics and the Arteon is
another fine example, except for
the lack of a volume dial on the
massive touchscreen. Relying
on a volume tab on the steering
wheel — or the touchscreen
with gesture control — is not
ideal. An old-fashioned volume
knob on the dash would be
quicker and easier to use when
on the move.
The boot is massive, larger than
anything else in the class, thanks
in part to the hatchback design.
There’s even a full-size spare in
the boot — because there is so
much room to store one.
There is only one engine in the
range: VW’s high-performance
2.0-litre turbo four-cylinder with
206kW of power and 350Nm
of torque, as used in the Golf
R and Škoda Superb, matched
to a seven-speed twin-clutch
auto and all-wheel drive. The
only downside to its strong
THINGS WE LIKE
 Stunning design inside and out
 Loaded with equipment
 Digital instrument panel
 Roomy cabin and massive boot
 Strong engine performance
 Tight, tidy handling
 Full-size spare
THINGS YOU MIGHT NOT LIKE
Insists on 98 premium unleaded
Tall drivers may bang their head on
the low roof when getting in
Expensive
Not quite the cone of silence in the
cabin
SPECS
Made in Germany
2.0-litre four-cylinder turbopetrol/
seven-speed twin-clutch
automatic/all-wheel drive
206kW of power from
5700-6500rpm/350Nm of torque
from 1800-5600rpm
0-100km/h in 5.6 seconds (claimed)
6.3L/100km highway; 9.4L/100km
city; 98 premium; CO2 emissions
are 170gkm
Warranty: Five years/unlimited km
Standard: Nine airbags, stability
control, 19-inch alloys, head-up
display, autonomous emergency
braking, blind spot monitoring, rear
cross traffic alert, adaptive cruise
control, adaptive LED headlights,
automatic parking, lane keeping,
9.2-inch touchscreen, Apple
CarPlay, Android Auto, navigation,
heated seats, Nappa leather
upholstery, power tailgate
Redbook future values: 3yr: 52%;
5yr: 37%

Comfort and refinement

Value for money

compare with ...
 Holden Calais V, Subaru Liberty
Overall 3.6R, Škoda Superb 206TSi, Toyota
 Camry SL

AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 157

VOLKSWAGEN TIGUAN FROM $43,150 S
gets. A relatively light 1735kg,
continuously variable all-wheel
drive, disciplined body control,
accurate, well-weighted steering
and strong brakes give the
Allspace more agile, responsive
handling than most five seaters.
You would no doubt be familiar
with the baggage that the VW
brand carries, and will for
some time. The reliability of its
vehicles is inconsistent, while
governments and regulators
around the world are hauling
VW through the courts over
its deceptive conduct in the
Dieselgate emissions scandal..
The extent to which these
issues affect VW’s brand
credibility is up to you to decide,
because you are the customer
VW wants. The Tiguan, though, is

V olkswagen’s has temporarily

reduced the number of
variants in the five seater
Tiguan range, as it needs to get
all models approved in Europe
under a new emissions testing
regime called WLTP.
So the base model 110TSi
1.4-litre turbopetrol, and the
110TDi and 140TDi 2.0-litre
turbodiesels are not avilable
at present. VW says the 110TSi
will return, but the fate of the
diesels is still to be decided. We
suspect they are done for, given
VW’s recent difficulties with
emissions regulations.
Tiguan five seater now starts
at $43,150 for the 132TSi 2.0-litre
turbopetrol DSG Comfortline, with
a seven-speed DSG transmission
and all-wheel drive.
The 162TSi Highline, with a
162kW 2.0-litre turbopetrol, is
$50,150.
A seven-seater Tiguan
Allspace, with a 109mm extended
wheelbase, is priced from $44,650
for the 132TSi Comfortline, rising
to $51,650 for the 162TSi Highline.
STARS
Safety
EuroNCAP
Performance
Handling
Quality and reliability
The driver sits in a typically
firm, comfortable chair, facing
a dash similar to the Golf, with
VW’s typically clean, efficient
layout, albeit with a few quirks.
Access to all seats is easy via
wide opening doors.
The rear seat is comfortable
and spacious, with an adjustable
backrest angle plus 180mm of
fore-aft adjustment.
In the five-seater, VW claims
a class leading 1655 litres of
boot space with the 40/20/40
split rear seat folded forward
in extended mode, easily done
via remote levers in the cargo
bay. With all seats in use, the
615-litre load space is generous
and the low floor convenient,
as is hands-free opening and
closing for the tailgate.
You can also program its
opening height.
VW correctly calls Allspace
a “5+2”, because the two fold
up rear seats are suitable only
for young kids – or very short
trips – and access is tight. The
larger section of row two is on the
kerbside, so it takes some muscle
to fold and slide it to let kids in
an undeniably formidable effort
that vies for best in class status
with the Subaru Forester.
and out of the back stalls.
Tiguan is the benchmark drive
in the mid-size SUV class.
Dynamics are outstanding, with
excellent control, security and
roadholding on rough surfaces.
All-wheel-drive models
have an extended electronic
differential lock on both axles,
which helps the Tiguan get
around corners with great
poise and improves traction on
unsealed roads.
The ride is a touch lumpy and
fussy, but big hits are absorbed
with ease.
VW’s 132kW 2.0-litre engine
is getting on, as evidenced
by noticeable turbolag
when moving off from rest,
accompanied by the usual
momentary hesitancy from the
DSG transmission. Once rolling,
it’s a tractable, refined engine.
Allspace’s handling is as
good as a seven-seater SUV
THINGS WE LIKE
 Smooth, quiet frugal engines
 Roomy cabin and boot
 Excellent fit and finish inside
 Secure and comfortable on the
open road
 Class-leading safety
THINGS YOU MIGHT NOT LIKE
It’s expensive
DSG transmission has its quirks
Space-saver spare
Question marks remain on long-
term reliability
SPEX (132TSi Trendline DSG)
Made in Germany
2.0-litre four-cylinder turbopetrol/
seven-speed DSG/all-wheel drive
132kW of power from
3900–6000rpm/320Nm of torque
from 1500–3940rpm
0–100km/h in 7.7 seconds (claimed)
6.5L/100km highway; 9.2L/100km
city; 95 octane premium; CO2
emissions are 173g/km; fuel tank
is 60 litres
Warranty: Five years/unlimited
kilometres
Standard: seven airbags, stability
control, low speed automatic
emergency braking, lane departure
warning, rear camera with
multi angle views and dynamics
guidelines, 18-inch alloy wheels,
tyre pressure monitoring, eight-
inch touchscreen, Bluetooth,
app-based USB smartphone
connectivity, automatic headlights,
automatic parking
Redbook future values: 3yr: 51%;
5yr: 35%

Comfort and refinement

compare with ...
Value for money
 Ford Escape, Honda CRV, Mazda
Overall CX-5, Skoda Kodiaq, Subaru
 Forester, Toyota RAV4

158 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE

S VOLKSWAGEN PASSAT FROM $37,790
I n Australia, the medium-size
sedan class is dominated
by the Toyota Camry, but in
Europe the VW Passat is king.
In fact, it’s more fundamental
to VW than the Golf, being the
company’s oldest brand and its
most successful model, with 22
million sold all over the world.
The eighth-generation Passat,
launched in 2015, moved
upmarket, inside and out.
The cabin has a quality feel,
with soft-touch materials on
the dash and doors, aluminium
highlights and comfortable,
almost luxurious, seats.
It’s bigger than previously, too,
so the Passat now works better
than ever as a family freighter,
with the wagon also being a
much more viable alternative to
the ubiquitous SUV.
It’s loaded to the hilt with
the latest tech, including
nine airbags (as many as the
Mercedes C-Class), three-zone
air-conditioning, touchscreen
navigation and App Connect,
which includes Apple CarPlay that
transforms the centre display into
a mirror image of your iPhone’s
homescreen, and Android Auto.
STARS
Safety
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money

Overall
 Superb, Subaru Liberty
The range starts with the
132TSI ($37,790) then steps up to
the 132TSI Comfortline ($43,790).
A wagon bodystyle adds $2000.
The high-performance 206TSi
R-Line packs Golf R’s 206kW
2.0-litre turbopetrol with a six-
speed DSG and all-wheel drive. It’s
priced at $62,290 for the wagon,
which looks like great value.
The 132TSI models are
powered by a 1.8-litre
turbocharged four-cylinder
petrol engine (with 132kW of
power, hence the designation,
and 250Nm of torque) matched
to a seven-speed dual-clutch
automatic transmission.
The 132TSI isn’t quick, but
it barely raises a sweat as it
moves the Passat smoothly and
quietly, and the transmission
works predictably well.
The tyres on our test car were
a touch noisy on certain types of
coarse-chip roads but, otherwise,
the Passat is hush quiet.
Visibility is excellent thanks
to the large window area and
cameras that take much of the
guesswork out of parking.
There’s a welcome surprise
in the boot: in an era of space-
saver spares and next-to-
useless tyre inflator kits, the
Passat comes equipped with a
full-size alloy spare.
Standard equipment includes
three zone air, 17-inch alloy
wheels, VW App Connect with
Apple CarPlay and Android
Auto, navigation and a 6.5-inch
touchscreen.
Comfortline adds Vienna
leather upholstery and eight-
inch infotainment touchscreen.
R-Line adds sports seats,
Nappa leather upholstery with
fake carbon side bolsters,
sports suspesnion and 19-inch
alloy wheels.
In the base 132TSi, a driver
assistance package, priced at
$1500, adds adaptive cruise
control, autonomous emergency
braking from speeds up to
80km/h, lane departure warning,
blind spot monotoring and rear
cross traffic alert.
In the Comfortline, a $3500
optional Luxury package
includes swivelling LED
headlights, a panoramic glass
sunroof, disco interior lighting
and automatic parking.
Our only notable reservation
about the Passat is the continued
question mark over VW reliability.
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 159
There is no doubt quality has
improved in recent years, but I
would still be reluctant to own
one, especially outside the three-
year factory warranty period.
By Joshua Dowling
THINGS WE LIKE
 Looks smart, inside and out
 Petrol engine is a smooth,
frugal operator
 Nine airbags standard
 Family-sized cabin
 Loaded with technology
 Full-size spare on an alloy wheel
THINGS YOU MIGHT NOT LIKE
Automatic emergency braking and
radar cruise not standard
Test car had a creak somewhere in
the cabin every time we hit a bump
or turned into a driveway
Reliability is still a live issue at VW
SPECS (132TSi)
Made in Germany
1.8-litre four cylinder turbopetrol/
seven-speed automated manual/
front-wheel drive
132kW of power from 5100–
6200rpm/ 250Nm of torque from
1250–5000rpm
0–100km/h in 7.9 seconds
5.2L/100km highway; 7.3L/100km
city; 95 octane premium; CO2
emissions are 136g/km
Warranty: Five years/unlimited
kilometres
Standard: Nine airbags, stability
control, App Connect, Bluetooth,
navigation, tri-zone air, rear-view
camera with dynamic guiding
lines, front and rear parking
sensors, full-size spare, 17-inch
alloy wheels
Redbook future values: 3yr: 46%;
5yr: 31%
compare with ...
Ford Mondeo, Holden Commodore,
Mazda6, Toyota Camry, Skoda
VOLVO XC40 FROM $44,990
V olvo’s XC40, the 2018 Wheels
Car of the Year, takes the
fight up to well-credentialled
competition including Audi’s Q3,
BMW’s X1/X2, Jaguar’s E-Pace
and the Mercedes GLA.
Two-litre turbopetrol engines
are matched with an eight-
speed automatic. Prices start at
$44,990 for the 140kW/300Nm
T4 Momentum, with front -wheel
drive. T4 Inscription, with all-
wheel drive, is $50,990.
T5 R-Design is $55,990. It runs
all-wheel dive, and two turbos
that lift power to 185kW and
torque to 350Nm.
R-Design includes firm,
supportive heated sports seats
upholstered in leather and suede,
plus dark interior decor with
beautifully intricate Nordic styling
touches, including a concave
aluminium matrix in the dash,
illuminated at night by LEDs.
External R-Design details
include a contrasting black roof,
black grille, groovy 20-inch
“Diamond Cut” alloy wheels and
“Hammer of Thor” bending
LED headlights.
Millennial-native infotainment
includes a nine-inch, hi-
STARS
Safety Not yet tested, but
guaranteed
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
160 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
res portrait-style swipe
and touchscreen, with full
smartphone app connectivity,
navigation, digital radio and
voice, supplemented with quality
Harman Kardon sound.
It’s close at hand, fast and
logical, but adjusting the air-con
would be safer and quicker with
an old-fashioned dial, Bluetooth
doesn’t extend to emails or
messages and you will occasionally
vent at the voice control.
It’s a Volvo, so superb comfort
is a given, with the only potential
issue being interference from
protruding head restraints.
Rear seat legroom is generous,
though the bench is quite low to
gain headroom, so kids may feel
entombed.
There’s oddment storage
everywhere and a sizeable
boot with a clever fold-up floor
that creates two separate
compartments.
The ride, especially in town,
is surprisingly compliant
and comfortable, given the
aggressive wheel/tyre (245/45 20)
combination and non-adjustable
sports chassis. At speed, the
suspension absorbs imperfect
surfaces without fuss.
A detailed run-through of XC40’s
safety tech would take the entire
page. Basically, it’s got everything,
including semi-autonomous
steering that, says Volvo, can
point you back to the straight
and narrow if you’re about to run
off the road and autonomous
emergency braking (AEB) that
also works if you’re about to turn
across an oncoming car or enter
an intersection and get T-boned.
Volvo’s XC60, V90 and S90 are
the only cars in the world with
perfect scores in Euro NCAP’s
AEB tests. The XC40 hasn’t yet
been tested, but it uses the
same technology.
Muscular and responsive, with
slightly diesel-ish vocals, Volvo’s
2.0-litre engine launches the
XC40 to 100km/h in a respectably
rapid 6.4 seconds.
It works co-operatively with the
eight-speed, although shift quality
and timing are less refined than
the German-brand drivetrains.
Selecting D or R at rest requires
two flicks of the lever for some
strange reason, and the auto/stop
start kicks in with a lurch when
you release the brake.
S
Four drive modes include Eco,
Comfort, Dynamic and Off-Road
— but I wouldn’t go there in this.
Expect 6-6.5L/100km on the
highway and 10-12L/100km in
town.
While the XC40 is relatively
heavy by class standards, its finely
controlled suspension, all-wheel
drive, light, precise steering (in
Comfort mode; Dynamic is too
heavy), great brakes and Pirelli
P Zero tyres make it, if not quite
as agile and well-balanced as
an A-grade hatchback, at least
capable enough to enjoy along a
winding road, where it never feels
less than 100 per cent planted.
The XC40 offers elegant,
expressive design, an interior
that’s as good as it gets for
comfort, practicality and quality,
world’s best safety and a tight,
tidy drive. Try it before you sign
up for a German-brand SUV.
THINGS WE LIKE
 Beautiful Scandinavian design
 Spacious, comfortable, practical
cabin
 Powerful, responsive 2.0-litre
 World’s best safety credentials
 Enjoyable handling and comfortable
ride
THINGS YOU MIGHT NOT LIKE
Very expensive servicing
Eight-speed auto has a few quirks
Touchscreen is pretty but some
operations are complex
SPEX (T5 R-Design Launch
Edition)
Made in Belgium
2.0-litre four-cylinder turbopetrol/
eight-speed automatic/all-wheel
drive
185kW of power at 5500rpm/350Nm
of torque from 1800-4800rpm
0-100km/h in 6.4 seconds (claimed)
6.4L/100km highway; 10.0L/100km
city; 95 octane premium; CO2
emissions are 176kgm. Fuel tank is
54 litres
Max towing capacity 2100kg
Warranty: Three years/unlimited km
Standard: Seven airbags, stability
control, AEB, adaptive cruise with
Pilot Assist, blind spot monitoring,
rear cross traffic alert, 360-degree
cameras, head-up display,
automatic parking, Bluetooth,
Android Auto/Apple CarPlay, digital
radio, navigation, leather/suede
upholstery, heated sports seats, 20-
inch alloys, sunroof, power tailgate.
Redbook future values: 3yr: 51%;
5yr: 34%
compare with ...
Audi Q3, BMW X1/X2, Jaguar E
Pace, Mercedes GLA, Range Rover
Evoque
S 
V olvo’s second-generation
XC60 adds some
sophisticated Scandinavian style
to the traditional Volvo virtues
of safety and sensibleness. It’s a
good thing, too, having taken out
the Wheels magazine Car of the
Year award for 2017.
This all-new model brings
increases in spaciousness,
efficiency and safety. These are all
baked into what Volvo’s designers
and engineers call SPA, shorthand
for Scalable Product Architecture.
What this acronym means in
material terms is a strong core
structure, modern four-cylinder
petrol and diesel engines (all with
at least one turbocharger) and a
good automatic transmission, plus
high-grade suspension, brake,
steering and electrical systems.
The new XC60 is larger than
the model it replaces. While
extra distance between the axles
brings better rear-seat legroom
than before, the 505-litre cargo
bay isn’t especially big.
The XC60 introduces three
new active safety systems to
STARS
Safety
(EuroNCAP)
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
VOLVO XC60 FROM $61,990
incrementally increase the
life-preserving powers Volvo
engineered into the SPA’s
electronic network of sensors
and computers.
Steer Assist can help you
swerve safely to avoid a low
speed impact, while Oncoming
Lane Mitigation can steer
you back into your lane of an
oncoming vehicle is detected.
Decked out in high-grade
Inscription specification, the
XC60’s interior is a beautiful,
elegant place.
There’s a warmer, simpler
feel to the ambience than in the
Volvo’s rivals from Germany.
Still, the XC60 does feature an
equally powerful arsenal of
infotainment and driver-assist
tech, much of it controlled via
the large, portrait-oriented
touch screen in the centre of the
attractive instrument panel. This
reduces button clutter to the bare
Scandinavian minimum.
The front seats are perfectly
positioned and comfortably
supportive, while the three-place
second row delivers the kind
of flipping and folding flexibility
essential in an SUV.
The XC60 range opens with
the 140kW 2.0-litre turbodiesel
D4, matched with an eight-speed
automatic and all-wheel drive,
priced from $61,990.
The T5, with a 187kW 2.0-litre
turbopetrol, starts at $64,990.
The T8, a plug-in hybrid all-
wheel drive that combines a
235kW 2.0-litre petrol engine with
an electric motor and lithium-ion
battery that offers up to 45km of
range on electricity alone, tops
the line-up at $92,990.
The T6, at $78,990, runs the
same engine as the T8, minus
the electric assistance and with
a conventional mechanical all-
wheel-drive system.
It’s the D5, priced at $75,990
with a 173kW 2.0-litre turbodiesel
AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE | 161
engine and all-wheel drive, that
Volvo expects to be the most
popular pick in the Australian line-
up. This engine features clever
turbo-lag reduction tech called
Power Pulse, which uses puffs of
compressed air from a small tank
to get the turbo working sooner.
The XC60 D5 in top-spec
Inscription trim, like all the
cars available for test at the
international presentation in Spain,
was equipped with the plush air
suspension system, an option on
most models in Australia.
It’s a pleasant SUV to drive.
Volvo doesn’t aim for the same
kind of pseudo-sporty driving
feel as some of the Germans,
and is the better for it.
Handling is neat and tidy
and the turbodiesel engine
delivers better-than-adequate
performance without fuss. But it’s
always obvious that there’s a four-
cylinder engine under the bonnet,
and this soundtrack may not align
with everyone’s idea of a premium
SUV driving experience.
By John Carey
THINGS WE LIKE
 Gorgeous interior in high-grade
models
 Exterior style
 Volvo’s safety features
 Comfortable suspension
 Strong, frugal T8 plug-in drivetrain
THINGS YOU MIGHT NOT LIKE
Four-cylinder turbodiesel is pretty
noisy
Very expensive servicing
The Germans are sportier handlers
SPEX (D5)
Made in Sweden
2.0-litre four-cylinder turbodiesel/
eight-speed automatic/all-wheel
drive
173kW of power at 4000rpm/480Nm
of torque from 1750-2250rpm
0-100km/h in 7.2 seconds (claimed)
5.2L/100m highway; 6.4L/100km
city; CO² emissions are 144gkm; fuel
tank is 71 litres
Warranty: Three years/unlimited
kilometres
Standard: Seven airbags, stability
control, automatic emergency
braking, steering assist, Bluetooth,
Apple CarPlay, Android Auto,
navigation, leather, 21-inch alloys,
four zone air, power tailgate
Redbook future values: 3yr: 52%;
5yr: 36%
compare with ...
Audi Q5, BMW X3, Jaguar F-Pace,
Land Rover Discovery Sport,
Mercedes GLC, Range Rover Velar
VOLVO XC90 FROM $93,900
T he XC90 is one of the biggest
things out of Sweden since
ABBA. This almost five-metre-
long and more than two-metre-
wide seven-seater is the first
flagship SUV from Volvo since it
was bought by Chinese company
Geely in 2010. It showcases the
company’s new style, engines
and safety technologies.
The range opens at $93,900 for
the D5 in Momentum trim grade.
The higher Inscription and
sporty-look R-Design grades
cost $99,900 and $101,900
respectively, while choosing T6
petrol power adds another $3000.
Both engines are transverse-
mounted 2.0-litre fours and
Volvo has no plans to offer any
engine with a greater number of
cylinders. Such is life in the new
world of low-emission motoring.
So while you can have a
2.0-litre or nothing, there
is a choice between D5 and
T6 drivetrains from Volvo’s
new low-consumption, Euro
6b rated Drive-E family. The
first is a 165kW and 470Nm
STARS
Safety
ANCAP
Performance
Handling
Quality and reliability
Comfort and refinement
Value for money
Overall
162 |AUSTRALIAN NEW CAR & SUV BUYER’S GUIDE
twin-turbocharged diesel, the
second a 236kW and 400Nm
supercharged and turbocharged
petrol-burner. Both are
teamed with an eight-speed
automatic. The petrol/electric
hybrid T8, with average claimed
consumption of 2.1L/100km,
is priced at $122,900, in
Inscription spec and $124,900
as the R-Design.
The interior is this Volvo’s
greatest strength. It’s a pleasant
environment for driver and
passengers alike.
A huge 12.3-inch portrait-
oriented screen is the focus of
attention in an instrument panel
remarkable for its beautifully
clean design, premium materials
and absence of button clutter.
The 40/20/40 split-folding
second-row seat is broad and
comfortable and features both a
fore-and-aft slider and a built-in
child booster in the centre position.
Further rearward, the foldaway
third-row seats are suitable for
adults up to about 170cm tall and
are also easy to climb into.
There’s enough space for
schoolbags and shopping with
all seats occupied; with the
third-row seats stowed, cargo
capacity becomes vast.
Sensibly, the Swedes haven’t
attempted to make their heavy
SUV a sporty vehicle to drive.
The steering delivers little
feel for the road and there’s a
fair amount of body roll when
cornering.
Still, the XC90 can be placed
accurately into a corner and
doesn’t grow flustered when driven
on a winding road at a decent clip.
It’s calm, confident and capable
enough for its size and weight.
Air suspension is an option but
as is usually the case, it doesn’t
deliver a super-smooth ride at low
speeds, lacking compliance as it
compresses.
Most buyers will likely find the
standard “Touring” setup does a
good enough job — and it does.
Although the new XC90 is
lighter than the old one, kerb
weights are a hefty 2100kg
and up. Still, neither engine
S
struggles. The D5 is a very fine
diesel; smooth, reasonably quiet
and nicely responsive. The twin-
turbocharged T6 petrol four brings
a noticeable jump in performance
but its growly eagerness isn’t as
sweet a match with the XC90’s
laid-back character.
The XC90 introduces two
new Volvo-developed safety
technologies. The first is a
collision avoidance system that
prevents it being driven across the
path of an oncoming car.
The second innovation is
a group of seat, seatbelt and
airbag deployment features
designed to reduce injuries in a
run-off-the-road crash.
Stylish, roomy, safe, well-
priced and pleasant to drive, the
big Volvo works because, unlike
its rivals, it doesn’t try to be a
sports car. It’s brief is comfort,
luxury, space and safety. It fits
that brief very convincingly.
By John Carey
THINGS WE LIKE
 Beautiful interior
 A true seven-seater
 Fuel-efficient engines
 Sensible ride/handling compromise
 Super safety credentials
 Well priced and loaded
THINGS YOU MIGHT NOT LIKE
Unappealing four-cylinder noises
It’s overweight
Feel-free steering
SPEX (D5 MOMENTUM)
Made in Sweden
2.0-litre four-cylinder twin
turbodiesel/eight-speed automatic/
all-wheel drive
165kW of power at 4250rpm/470Nm
of torque from 1750–2500rpm
0–100km/h in 7.8 seconds (claimed)
5.6L/100km highway; 6.3L/100km
city; CO2 emissions are 152g/km
Warranty: Three years/unlimited
kilometres
Fuel tank capacity: 71 litres
Maximum towing weight: 2700kg
Standard: Seven airbags, stability
control, 19-inch alloy wheels, child
seat boosters, leather, four-zone air,
lane departure warning, automatic
emergency braking with pedestrian
avoidance, radar cruise, 360-degree
cameras, automatic reverse parking,
parking sensors, hill descent
control, automatic headlights
with automatic high beam, power
tailgate, Bluetooth, navigation
Redbook future values: 3yr: 53%;
5yr: 35%
compare with ...
Audi Q7, BMW X7, Mercedes GLS
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