A U S T R A L I A ’ S C A R M A G A Z I N E

King g R-SPEC
& ZL1

of theHill!
DEC BLOWN ’STANG & CAMARO CREATE
MAYHEM ON THE MOUNTAIN!
2019
ŊȈȇɒȐȌ
NZ $11.50

The oversize US trucks set to

TRAMPLE HILUX AND RANGE
 The all-new
Hyundai Veloster.
Live loud.

Introducing the all-new Veloster. Featuring Apple CarPlay™1 & Android™ Auto2, Head-Up
Display3, wireless smartphone charging3, sporty interior detailing, 1.6L turbocharged engine4
and a hidden 3rd door. The loud car with a hidden secret.

hyundai.com/au/en/veloster

1. Apple CarPlay™ functionality requires software update. Apple CarPlay™ requires iPhone 5® or subsequent model (lightning cable) in order to operate. Apple® and iPhone® are registered trademarks of Apple Inc.
2. Android™ Auto requires a device with Android 5.0 operating system or subsequent version, and USB cable in order to operate. Android is a trademark of Google Inc. 3. Head-Up Display & wireless smartphone
charging only available on the Turbo Premium variants. 4. 1.6L Turbocharged engine only available on the Turbo and the Turbo Premium variants.
 Beautiful.
Brilliant.
Logical.

The all-new Audi Q3.

A triple threat.

Arriving soon.
The all-new Audi Q3 is a premium SUV that’s punching above its weight.
It’s style-conscious, tech-smart and designed to adapt to you.
With bold styling, an intuitive 10.1 inch touchscreen and clever
rear-seat configurations, the new Q3 has three-times the appeal.

Audi Vorsprung durch Technik

M U S T A N G
12 whichcar.com.au/wheels
 Contents DEC
NEXT ISSUE ON SALE
5

FIRST DRIVES 3 0 D AY S / O V E R R U N F E AT U R E S / T E S T S


  
HYUNDAI VELOSTER
Lopsided Korean esoterica now comes
with extra helping of adequacy

LEXUS RX
It started out as a facelift. Industrious
Lexus got a bit carried away

LAMBORGHINI HURACAN EVO
Sant’Agata’s most polished performer
for the first time here in Australia, on
our second-greatest race circuit

VOLKSWAGEN T-CROSS
You! Yes, you, niche prospect! VW now
has a tiny SUV riding on a Polo platform
that you will be unable to resist

VOLKSWAGEN T-ROC
Europeans love the T-Roc even more
than they love smoking in public. We
check whether Aussies will take to it too
 
MERCEDES-BENZ A250
Plug-in hybrid tech for Merc’s A-lister
 
AUDI Q3
We never really took to the old Q3. It
had shortcomings. Herre’s Ingolstadt’s
impressive remedial prroject

YANK TANKS
The RAM 1500, the Chevy Silverado
and the new surge of US heavy
ordnance. Get ’em before the Donald
brings ’em home

MUSTANG RALLY
Hold your horses! Local assembly
of Ford’s blown Mustang R-Spec is
bringing car production jobs back to Oz

COTY 2020
The times they are a-changing. Check
in here to discover why our revamped
COTY 2020 will be like no other

MODERN CLASSIC
Odd moustache, fancy peaked hat, a
tiger and a Lamborghini LM002 – just
your regular dictator starter pack

TECH: LAMBO’S SUPERCAPACITOR
Dan Gardner explains why the
Lamborghini Sian FKP37 has more
than just a giant camera flash inside it
KING OF THE HILL: FORD MUSTANG
R-SPEC vs HSV CAMARO ZL1
A megawatt of supercharged mumbo
as we get Ford and Chevy’s heaviest
hitters up on the mountain at Bathurst

PORSCHE TAYCAN DRIVE
Inwood cracks into some serious kays
in Porsche’s elektrisch Meisterwerk

KAY HART PROFILE
Her dad was the boss of the All Blacks
but we won’t hold that against Ford
Australia’s President and CEO

CITROEN C3 AIRCROSS vs
SKODA KAROQ
Boutique bijou SUVs eyeball each
other coquettishly

BENTLEY TO THE BATTLEFIELDS
Mel Nichols on a great marque born
of unimaginable adversit

TOYOTA RAV4 MAZDA CX-5
HYUNDAI TUCSON
Entry mid-size SUVs head-to-he

 
KIA SELTOS
Cheap, not particularly nast Aussie
buyers tend to love thaat formula and Kia’s
about to cash in with its baby SUV

Hyundai Veloster: meet

the ultimate childlo
BEST OF THE RE


ED’S LETTER O  O O O
CAREY 
O  TWIN TEST Hyunndai Venue vs Mazda CX-3
 OUR GARA


 RETRO 1954 Me


@wheelsaustralia 13
THE NEW F-PACE SVR

SORRY TO APPEAR
AGGRESSIVE.

The new F-PACE SVR, created by Jaguar Special Vehicle Operations. 5.0L V8 550PS
Supercharged engine. 680Nm torque. 0-100km/h in 4.1 seconds. Turn your attitude up.
jaguar.com.au
 FROM THE EDITOR
“DISCOUNT HSV FOR A MOMENT AND WHAT DOES
HOLDEN HAVE TO COMPETE WITH? IF BLUE v RED ISN’T
DEAD, THEN THE PARADIGM HAS CERTAINLY SHIFTED”
GOD IT WAS a good Bathurst 1000. One for the ages. A titanic
seven-hour tussle full of intrigue, close racing, crushing crashes,
controversy, and daring passes. And don’t get me started on the
final 30 minutes. It was so exciting that my stepfather, who is
an unusually calm and quiet man, suddenly leapt from the sofa
and proceeded to shout and punch the air while bouncing on the
balls of his feet.
And being Bathurst, half the fun is what happens off the track.
I grew up a stone’s throw from The Mountain and my enduring
memories of the wild and dusty camp sites that hug the circuit
are of shining seas of crushed beer cans, of crude and unsavoury
behaviour, and of a fierce, tribal rivalry. The line might have
been invisible, but it was omnipresent: you were either Red or
you were Blue.
Boy did it mean a lot to us then. We didn’t just argue about it
in the schoolyard, and later in the pub, but we wore the colours
with pride, and we idolised our drivers. To us, Peter Brock and
Dick Johnson were Holden v Ford. And when Craig Lowndes
decided to ditch his Commodore for a green-eyed Falcon, we all
went a little mad. “We actually got a death threat,” Lowndes
told the ABC, years later. “We had a bodyguard that travelled
with us for the first six months.”
Anyway, the point is it meant something. It mattered. Now,
though, I worry that the passion has fizzle
ed. As I
watched this year’s Bathurst 1000 and stared as
chopper cam completed yet another daredevil swoop
over the top of The Mountain, all I could think
t was:
has the Blue v Red rivalry run its course? Is the
whole Holden v Ford thing … dead?
The pictures on the box made a pretty y
convincing argument that no, it hasn’t, and
no, it isn’t, though I couldn’t shake the
feeling that, despite the fans’ obvious annd
undiminished passion for the race, the tw wo-
tribes thing felt somehow half-hearted; that the intensity was a
ghost of what it once was.
This is relatively easy to explain. This year’s Great Race was
the first time the grid has been totally void of locally made metal
(there were still some Falcons running around in 2018), and if
you’re a Holden fan, the potency has had even longer to dissipate.
More than Ford, Holden felt uniquely Australian, which has made
the transition to imported cars harder to swallow. The Camaro,
which is expertly fettled by HSV, offers some solace, but it’s
expensive and isn’t racing. The same will apply to the incoming
Chevy Corvette.
It’s been an easier switch for Ford fans. Without as much
emotional baggage to contend with, the move from Falcon to
Mustang has felt fairly natural. Plus, Ford is pounding Holden in
the exciting road-car stakes. It has the Raptor, incoming Fiesta
and Focus STs (plus the cracking Focus RS), rumours of an even
hotter ute are rampant, and this month’s cover star, the Mustang
R-Spec, has even rekindled some local manufacturing knowhow
and restarted the Campbellfield production line. Discount HSV for
a moment and what does Holden have to compete with? If Blue v
Red isn’t dead, then the paradigm has certainly shifted. And Blue
is kicking Red’s ass…
There are small and passionate pockets that will disagree, of
course, and they’ll likelly threaten to nail my traitorous skin
to the nearest flagpolle. Cameron Kirby met many of these
diehards when he became the first journalist in the country
to spend some qua ality time with the Mustang R-Spec
during the thickk of this year’s race (full story p58).
Though I’d wag ger that despite their obvious passion
and love of raacing, they’re either clinging to the past
or are blissffully unaware of the ground shifting
beneath th heir feet. Even if the rivalry burns just
as fierce in their eyes, will their kids feel the
same way? I doubt it.
@wheelsaustralia 15
 
days
DECEMBER 2019

America:
Truck yea
AUSTRALIA IS SET TO BECOME THE NEW
FRONTIER FOR US-BUILT LARGE DUAL-CABS,
BRINGING BOTH BIG GRUNT AND JOBS TO OU
UR
BELEAGUERED MOTOR INDUSTRY

16 whichcar.com.au/wheels
 EMEM ER WHEN
American pick-up
trucks were considered
nothing but oversized
oddities in Australia?
These lumbering giants
loomed large on roads clogged with
comparatively tiny car-based utes, and
had usually been converted to right-
hand drive in the kind of questionable
backyard labs that wouldn’t look out of
place on Breaking Bad.
No longer. Any vacuum left by
locally built workhorses has been
comprehensively filled (and then
some) by American-built pick-ups,
with trailblazers from Ram and
Chevrolet now set to be joined
by a stream of new and gigantic
metal – all with names so macho
they’d get Rambo excited – from
Nissan, Toyota and Ford.
These jumbo dual-cabs
haven’t just grown a market
segment, but uncovered a
whole new one, somehow
revitalising Australian
automotive manufacturing
along the way.
Cars aren’t made here any
more, sure. At least not from
scratch. But someone has to convert
these vehicles from American-spec
left-hookers to right-hand drive, with
the Victorian facility responsible for
Ram and HSV now home to more than
160 Australian workers. That number
is growing all the time, too, with the
factory introducing 24-hour shifts to
meet a backlog of almost 500 orders.
The point is that big utes suddenly
mean big business, and this bubbling
pool of buyers hasn’t gone unnoticed
by other manufacturers, with as many
These jumbo dual-cabs haven’t
just grown a market segment, but
uncovered a whole new one
as four new players either studying, or
in the process of introducing, their own
large dual-cabs in Australia.
And while they might all look a
little different, and wear a different
badge, they all subscribe to an identical
formula: huge engine, huge dimensions,
a huge thirst for petrol, and enough
under-foot grunt to shift tectonic plates.
Nissan is one brand with its eye on
the pick-up prize, with plans to launch
the just-updated Titan in Australia “as
soon as possible”. While local executives
have been pushing for a factory-
delivered right-hand-drive large ute,
that window is understood to be closing,
if it’s not already shut, and so a Ram-
style conversion program is currently
being investigated.
And given Nissan has just dipped
a sizeable toe into those localisation
waters, with the launch of the Premcar-
tuned Navara Warrior, it’s something that
will happen sooner rather than later.
“There are really two options for
us. The first is that the factory would
produce right-hand-drive vehicles for
our market, but that’s not the case
at the moment,” Nissan Australia
boss Stephen Lester tells Wheels.
“The second is that we work on local
conversion and homologation.
“And if we can make Titan happen,
it will more than likely happen with
conversion. We’re already down the
@wheelsaustralia 17
 
days
DECEMBER 2019
A WHEELS INSIGHT

path of finding who can do that for us,
and we’re working as fast as possible,
because I’ve said before that I’d like
the Titan here ASAP. Right now we’re
working with Premcar on the Warrior.
So if right-hand drive can’t happen we
can look to conversion, provided the
truck market is still growing.”
One company that knows plenty
the smaller 1500 dual-cab, wh hich is
selling like a towering slab off American
hotcakes. The brand had sold d almost
2000 units to the end of September,
with more than 80 percent off those sales
represented by the V8-powered 1500.
If you think that would be a sore
point for HSV – which has so o far been
limited to converting the bigger utes,

Toyota US have made no secrett of

just how keen they are to see the
next-generation Tundra go globalal
about local conversion is HSV, given
Holden’s traditional tuning arm now
has nothing in the way of homegrown
product to work with. Instead, engineers
there are already hard at work moving
the steering wheel of the comparatively
slow-selling Camaro and bigger
Silverado pick-ups, the 2500 and 3500.
Yet in the same facility – though
under a different company name and
on a separate production line – Ram
engineers have struck gold converting
despite a smaller Chevrolet Silverado
1500 being offered in the USA – you’d
be exactly right.
But while it’s yet to be officially
confirmed, it’s a problem they’ll soon
be solving. Wheels understands that
the brand will next turn its attention to
the Silverado 1500 – in fact, the team’s
engineers have already made research
trips to the States – with HSV keen to
hit buyers where they’re shopping.
We know, too, that Toyota is desperate
Max capacity
If large lumps set your heart racing, feast your eyes on the
7.3-litre V8 Ford’s cramming into the engine bays of its
F-250 and F-350 trucks. The pushrod/overhead-valve unit
cranks out 320kW and 644Nm. While this capacity might
seem like flipping the bird to fuel economy, Ford insists the
beefy powerplant was created with frugality in mind, the
pushrod two-valve design enabling the engine,mated to a
10-speed automatic ‘box, to produce peak power at low
revs. Sadly, it’s not an option for the F-150.

18 whichcar.com.au/wheels

to fill what might be the only gap in its
bulging Australian product portfolio,
and could well be one of only two
manufacturers to introduce its large
dual-cab entrant – the giant Tundra – as
a right-hand-drive vehicle direct from
that car’s US manufacturing facility.
While technically still “under study”
by Toyota’s Australian arm, its US
cousins have made no secret of just how
keen they are to see the next-generation
Tundra, due around 2021, go global,
with the brand’s entire dual-cab family
to be built on a new and international-
friendly platform.
“We’re working on our next-
generation Tundra, and I can’t wait to
show it to you,” says Toyota’s North
American group vice-president and
general manager, Jack Hollis. “I would
love to see that car go global. We have
a great relationship with Australia – the
company there does fantastic work.”
And finally there’s Ford, producer
of not just the best-selling dual-cab in
America, but the most popular vehicle
on the planet, the F-Series pick-up.
IN
FOCUS
That, too, is ready for an update –
expected to arrive next year – and key
among the changes will be the capacity Thinking big
for it to be manufactured in both left- The arrival of the Silverado 1500 will increase
and right-hand drive, with executives Chevrolet’s footprint in Australia, while Ford,
holding up the global success of the Nissan and Toyota also want a piece of the
Mustang as its case in point. large dual-cab pie.
For its part, Ford in Australia says
the Mustang’s success “blew our minds
away”, and should the F-150 be offered CHEVROLET
with its steering on the right, then it
SILVERADO
would “absolutely bring one in”.
“If customers go that way, we’d 1500
absolutely bring one in. We’ve had
full-size pick-ups here before, when
they were available in right-hand
Engine 6.2-litre V8
drive,” says Ford Australia’s marketing
Outputs 313kW/623Nm
manager, Danni Winter.
Load capacity/Towing 1021kg/4218kg
“We always research before we
Likelihood for Oz All but confirmed.
bring a product in. We did that
Expect in 2020
with Mustang, and even though we
researched it, it still blew our minds
away, how much we were able to grow
the sports segment overall.”
The American invasion, then, has only
just begun.
FORD
A NDR EW CH E STE R TO N F-150
Engine 5.0-litre V8
Outputs 295kW/542Nm
Load capacity/Towing 1483kg/5261kg
Likelihood for Oz 50:50. Next-gen due
in 2020
NISSAN
TITAN
Engine 5.6-litre V8
Outputs 298kW/560Nm
Load capacity/Towing 875kg/4381kg
Likelihood for Oz All but confirmed.
Expect in 2020
TOYOTA
TUNDRA
Engine 5.7-litre V8
Outputs 284kW/544Nm
a
Load capacity/Towi ng 784kg/4626kg
Likelihood for Oz 50:50. Next-gen due
in 2020/21
@wheelsaustralia 19
 
ays
DECEMBER 2019
Built
True Blue
THANKS TO THE SUPERCHARGED
MUSTANG R-SPEC, AUSSIE HANDS
ARE ONCE AGAIN ON THE TOOLS AT
FORD’S VICTORIAN FACTORY
C
ARS WEARING the Blue
Oval are again being built
in Australia. Well, kind of.
No, it’s not the full mass
production that once
created such a singular
and cherished automotive culture,
but Aussie workers are being tasked
with assembling supercharged V8
Mustangs in a secret building at Ford’s
Campbellfield facility.
The small-scale production line has
been reignited to pump out the new
R-Spec Mustang, which you can read all
about in our feature on p58.
There are subtle technicalities
involved when describing who builds the
cars (see sidebar, right), but the simple
version is that Herrod Performance
employees are responsible for the
assembly at a Ford-owned facility, with
Ford Australia selling the 522kW/827Nm
vehicles through its dealer network.
20 whichcar.com.au/wheels
IN
FOCUS
Only one other company has been
able to ink a similar deal: Shelby.
“This is the biggest challenge of my
career,” Herrod Performance owner Rob
Herrod told Wheels at Mount Panorama
following the car’s launch.
Production of customer cars will begin
in January, and will run until June.
While the facility is not a full production
line per se, there are obvious similarities Blue Oval,, fair
to how Ford Performance built the XR8
and XR6 Sprints.
and square
Herrod is leasing the space from Ford Technically the R-Specs are not official Ford products,
Australia, and when it’s running at full with the blown ‘Stangs built under Second Stage
capacity, he expects the new facility will Vehicle Manufacturer status, an accreditation Herrod
be producing at least six R-Specs a day. Performance has held since 2016. However, every
Final staffing numbers haven’t been R-Spec is built to Ford’s exacting OEM standards, with
locked down; however Herrod told the local Special Vehicles unit completing a thorough
Wheels that between 30 and 40 new testing and homologation process. This has given
employees will make up the assembly- Ford Australia the confidence to sell the performance
line staff, up from the six full-time hero through its dealerships with a full five-year
employees Herrod Performance factory warranty, albeit it with shorter service
currently has on its books. intervals of every six months or 10,000km.

The exact numbers remain uncertain
as Herrod is still finalising the
production process, with the
assistance of the minds at Premcar. This
Imported production of the car as each example
parts, sure, moves through a series of ‘slow builds’.
but lovingly It’s not just the build process that
bolted into
needs to be finalised. As you read this,
the Mustang’s
engine bay Herrod is in the US helping organise the
by Aussie “logistical nightmare” of getting every
hands part involved in production ready to be
shipped to Australia.
It’s expected that each R-Spec will be
assembled over two weeks, traversing six
stations at the hands of eight people.
Each R-Spec starts life as a fully-built
Mustang GT manual that is then placed
on a hoist to have the new exhaust
and suspension components fitted. The
supercharger is then installed with all
four wheels back on solid ground.
Ford wouldn’t be drawn on what
was next for the facility once R-Spec
involves generating the ‘build book’ – production ends in mid-2020, but Wheels
essentially the assembly manual – for understands there is scope for future
the R-Spec, documenting every nut, projects in a similar vein to R-Spec.
bolt and process that goes into the CAM ER O N KI R BY
@wheelsaustralia 21
 
days
DECEMBER 2019

Car of the
Year 2020:
new rules
HOW WHEELS IS MAKING CAR OF THE
YEAR, THE AUSTRALIAN MOTORING
INDUSTRY’S MOST COVETED AWARD,
TOUGHER BUT FAIRER

I
F IT AIN’T BROKE, don’t fix it.
That’s been the mantra behind
Wheels Car of the Year for some
time. The award process did a
good job of sieving a diverse
bunch of contenders down to
one excellent vehicle, so why change
things? Because cars are changing, the
way buyers shortlist cars has changed,
and because it’s COTY’s responsibility to
help drive change, not merely react to it.
So what’s different for 2020? A big
one is the transparency of the judging
process. We reiterate the five criteria
that the cars are judged against every
is going to be open to scrutiny, helping
you to better understand how a vehicle
progresses – or otherwise – through the
entire competition.
In order to make that process ever
more objective, data gathering will play
an even bigger part. We are collecting
more information on the cars this year
than any other to improve our decision
making and further boost the award’s
reputation for objectivity. Each car will
be independently tested for wet/dry/dirt
braking, 0-100km/h performance, and
cabin noise at 80km/h.
In previous years, the push has
been for inclusivity. This year breaks
that tradition. A bigger competition
isn’t necessarily a better one if it
compromises on quality. Therefore, only
cars with a genuine shot of winning the
trophy have been invited. This has meant
that cars that have performed poorly in
comparison tests get the chop, helping
reduce the number of cars from 60 to 35.
More time spent with a more select crop
of cars results in a better verdict for you.
As well as making the judging process
less opaque, we’re also moving to make

As well as making the judging process

year. Function, Technology, Value, Safety
and Efficiency become a mantra for
every juror. What we haven’t done to
date is publish the scores that each car less opaque, we’re also moving to make it
achieves against those five pillars. That
changes this year. Every judge’s decision
fairer, especially where value is concerned

22 whichcar.com.au/wheels

SPOT
LIGHT
That’s infotainment!
Connectivity is increasingly becoming a key buying
criterion. This year we’ll run each vehicle’s infotainment
system through a standardised test during the judging
walk-arounds, scoring them on factors such as functionality,
design and quality.
it fairer, especially where value is
concerned. In a bid to maintain a certain
attainability and relevance, the value
criterion was primarily concerned with
affordability. Many excellent cars were
thus excluded merely on the basis that
they carried a larger price tag. That’s
no longer the case. From now on, a
broader judgment on whether the price
reflects the vehicle’s qualities will help
inform the value decision. That doesn’t
mean that COTY becomes a luxury-car
shootout. We’ll still score the cars on
metrics such as warranty and servicing,
resale and running costs.
The process ought to reward genuinely
special cars and not just default to a
bland level of competence across the
board. That’s why we’ve also added an
‘X-factor’ rating in the functionality
category, to recognise those cars that are
elevated above their peers in terms of
ownership experience.
Car of the Year is a process that’s
been refined over more than half a
century. But refined is the word. It needs
to constantly evolve to retain its pre-
eminence. A light tune-up for 2020 feels
about right.
AN DY ENR I GHT
@wheelsaustralia 23
 
days

ELL THAT SUCKS

son has pulled the plug on his electric car project.
m-cleaner magnate had committed $4.6bn
ct, employing 500 people at its Hullavington
e UK. In an email to staff, Dyson confirmed that
un it
tive project had ru its course. H
He said thatt th
id th the
engineering team “has
ey have
a fantastic car; the
ous in their approaach
ning faithful to our
s. However, though we
ry hard throughoout the
t process, we simmply
r see a way to maake it
y viable.”

mber, instantly
becoming the top-selling electric car in the country.
Not only did it outsell the combined Australian
electric car market by more than 6 to 1, but
September deliveries of the Model 3 totalled
more than the previous two years’ deliveries
of Tesla’s Models S and X combined.

WARRIOR FROM BAG

JOBLESS
GLESS TO

CASTE
RETURN
SUPRA (AGAIN)
Has Nissan built its own cut-price version of the Ford
Ra er R tor? The Navara N-Trek Warrior features beefier
suspension, bigger wheels and tyres, a steel front bumper and
a host of other refinements. The dual-rate coil springs which
are softer than standard come with progressive bump stops
and heftier shock absorbers, with la er dam ni rods for
firmer control both on- and off-road. The Premcar-develo d
Warrior is likely to lob at around $65,000.

The Supra’s got to go back to the shop again. On the other side
of the Pacific, cars are being recalled to BMW dealers over
a rev
versing camera issue. This follows a minor recall for the
Suprra over a weld in the seatbelt mount last month. “This recall
only affects North America with approximately 3800 vehicles
involved, with roughly 3500 of those vehicles in the United
States
es. This does not affect any Australian-delivered
Australian delivered vehicles,”
ve
said a ota Australia okesman.

“I’m not ere to e the

Mad
Max? most liked person”
Max Verstappen answers criticism th t his driv ng
sometimes crosses the line between haard and dirty

24 whichcar.com.au/wheels
 British style. Famous badge.
~
from
$
22 990 $
to 27 990
driveaway
*

Premium finishes 359 litres of boot space 8 inch touch screen

Test drive today. mgmotor.com.au

*$27,990 is the driveaway price for MG ZS Essence MY19 model (as shown) including metallic Paint (RRP $500). ~$22,990 is the driveaway price for MG ZS Excite MY19 model (with no added options). *~Available at participating
MG dealers. Ends 25/12/19. While stocks last. Not available to fleet, government or rental buyers, or with other offers. ^7 year factory warranty & !7 year roadside assistance T&C’s at www.mgmotor.com.au/warranty. Not available
to fleet, gov’t, rental, hire car or chauffeur buyers. MG Motor Australia reserve the right to change or extend these offers.
 
days
DECEMBER 2019

IncomingTHE E E L HE DI G OUR Y

DUE
MAR

AUDI
UDI Q3 SPORTBACK
It’s yet another SUV-cum-coupe design,
but this one looks good. Three variants are
coming down under, the first of which will be
the 35 TFSI, which gains a boosted 1.4-litre
four-cylinder with 110kW/250Nm. Expect the
range to start at around the $50,000 mark.

DUE
Q1

FORD FOCUS ST
Ford’s undercard to the next-gen RS means
business. The ST will arrive in Oz with a

DUE
FORD FIESTA ST $44,690 sticker, but you’ll get a tricky front
diff and a 206kW/420Nm 2.3-litre turbo
All good things come to those who wait... Ford ditched the mundane Fiestas
Q1 in favour of the 147kW/290Nm ST, and it’s priced at $31,990. We’ll only
four. The fast front-driver can be had with a
six-speed manual or a seven-speed auto.
get the five-door version of the three-pot hot hatch, but it’ll be loaded with
goodies like the Performance Pack and ‘ST3’ grade interior as standard.

N E W A R R I VA L S

DECEMBER
Audi TT
Mini Clubman JCW
Nissan Navara N-Trek Warrior
Volkswagen Amarok update
Volkswagen Passat

Q1 2020
Audi Q3 Sportback; A6 Allroad
Ferrari F8 Tributo
Ford Mustang; Fiesta ST; Focus ST
Mitsubishi Pajero Sport

DUE SKODA KODIAQ RS Nissan Qashqai

Q1 Performance, diesel and SUV aren’t always happy bedfellows but Porsche Cayman GT4
Skoda’s Kodiaq RS is a diesel seven-seat SUV Nurburgring record Skoda Superb; Kodiaq RS
holder. Its 176kW/500Nm twin-turbo oiler sips fuel at 6.4L/100km,
putting an element of green into the Green Hell. Yours for $65,990. Volkswagen T-Cross; T-Roc

26 whichcar.com.au/wheels
TheMarket
e
HOLDEN’S HOLDING ON... JUST
EDITOR
Alex Inwood
HIGHLIGHTS Low pricing and a T O TA L S A L E S DEPUTY EDITOR
favourable public image is doing Andy Enright
wonders at Mitsubishi, with the Japanese
marque landing three models in the top
10 rankings (Triton, ASX and Outlander).
88,181 ART DIRECTOR
Felipe Ubilla
PRODUCTION MANAGER
SEPTEMBER 2019 Alan Baxter
Interestingly, Toyota’s Supra almost SENIOR JOURNALIST
Ash Westerman
claimed the honours in the sports car MODEL SALES RANK SALES
(AUG ’19) (SEPT ’18) STAFF JOURNALISTS
over $80K segment at its first attempt 1 Toyota Hilux 3364 1 4338 Cameron Kirby . Trent Giunco
with 232 sales, pipped by the Mercedes- 2 Ford Ranger 3116 2 3228
3 Mitsubishi Triton 3001 8 1857 STAFF PHOTOGRAPHERS Ellen Dewar .
Benz C-Class Coupe/Convertible (248). Nathan Jacobs . Alastair Brook
4 Hyundai i30 2447 4 2508
CONTRIBUTORS John Carey .
5 Mitsubishi ASX 2419 10 2138
LOWLIGHTS Holden’s slide down the 6 Mazda CX-5 2355 7 1506
Andrew Chesterton . Stephen Corby .
Toby Hagon . Byron Mathioudakis . Peter Robinson .
rankings continues. Not only is the 7 Toyota Corolla 2219 3 2917 Michael Stahl . Daniel Gardner . Tony O’Kane
venerable Aussie marque almost out of 8 Kia Cerato 2022 11 1574 VIDEO MANAGER Elle Tosolini

the top 20, it recorded its worst monthly 9 Nissan X-Trail 1769 9 1908
10 Mitsu’ Outlander 1731 15 1404 COMMERCIAL CONTENT DIRECTOR
sales in its 71-year history. With 2863 Matt Rice (02) 9263 9706
11 Toyota RAV4 1716 5 1611
cars sold in September, all three top- 12 Mazda 3 1696 6 1842
BRAND SALES MANAGER
Liam Quirk (02) 9282 8348
selling dual-cabs sold more individually 13 Hyundai Tucson 1488 12 1415 NSW AGENCY SALES
than the entire Red Lion range. The 14 Subaru Forester 1374 16 1470 Max Kolomiiets (02) 8275 6486
15 Nissan Qashqai 1350 18 1144 VIC AGENCY SALES
market, too, continued its declining
16 Isuzu D-Max 1346 18 1446 Adrian Christian (03) 9567 4320
trend with its 18th consecutive fall. In 17 Toyota Prado 1338 13 1518 BRAND SALES MANAGER AND
terms of raw numbers, 6530 fewer 18 Mazda CX-3 1317 22 1214 VIC/SA AGENCY SALES
Adrian Smith 0408 337 004
vehicles were sold in September 2019 19 Hyundai Kona 1254 26 1513
QLD ADVERTISING
compared with the same month in 2018. 20 Holden Colorado 1216 14 1318
Todd Anderson 0409 630 733
SA ADVERTISING
Nick Lenthall (08) 8212 6256
WA ADVERTISING
Emily Thompson 0408 516 176
ADVERTISING PRODUCTION
Aden Simpson

Winning
MARKETING ENQUIRIES
Rachel Nixon (03) 9567 4190
SYNDICATION ENQUIRIES

Premium upswing Email: syndication@bauer-media.com.au

SUBSCRIPTION & SALES ENQUIRIES
Mercedes-Benz enjoyed a stellar mon nth Web: wheels.magshop.com.au .
with its C-Class finding 636 drivewayys Email: magshop@magshop.com.au
Phone: 136 116 – 8am to 6pm (EST) Monday to Friday.
in September. That’s a massive 78.7% %
Mail: Magshop, GPO Box 5252 Sydney NSW 2000
increase against the same month
in 2018. It smashed the premium
OPERATIONS AND FINANCE MANAGER
competition, more than doubling BMW W
Cain Murphy
3 Series sales (294). Even cheaper CIRCULATION MANAGER
rivals like the impressive Mazda 6 Stuart Jones
couldn’t get anywhere near it (193). CREATIVE CONSULTANT
Glen Smith
BRAND CONTENT DIRECTOR
Simon Telford
GENERAL MANAGER, PUBLISHING
Terry King
CEO, BAUER MEDIA GROUP

Tanking Brendon Hill

Mighty Corolla losing favour?

The Toyota Corolla’s time at the head
of the pack seems to be over. Dropping
to seventh on the top 10 list with 2219 Published by Bauer Trader Media, part of the Bauer Media Group,
(-24%) sales, the popular Corolla was ABN 18 053 273 546, 54-58 Park Street, Sydney, NSW 2000.
© 2018. The trademark WHEELS is the property of Bauer
outsold by the Hyundai i30 (2447) and Consumer Media Limited and is used under licence.
has the Kia Cerato close behind in ninth All rights reserved. ISSN: 0043-4779.
Printed by Ovato, 31-35 Heathcote Road, Moorebank,
(2022). The Mazda 3’s slide down the NSW 2170. (02) 9828 1350
rankings is continuing, too, with a 7.9%
drop to 1696 sales and 12th place.

@wheelsaustralia 27
 Y O U R S AY

Inbox
GO AHEAD, TELL US WHAT YOU REALLY THINK
But please, keep it tight (no more than 200 words) and do include your suburb if via email: wheels@wheelsmag.com.au
You can also have your say on Facebook (search for Wheels Australia), Instagram or Twitter

LETTER OF THE MONTH

EXCELLENT GRAPHIC DESIGN, INTERESTING

READING AND GREAT CUTAWAY DRAWINGS

WIN!

WHEELS MAGAZINE invisible science of aerodynamics. The plastic

BETTER BY DESIGN
I HAVE A letterbox with a clear window in it so
I can check if I have mail from a distance. Last
week I could see, as I approached it, the latest
issue of Wheels with the Design Issue graphics
on the cover.
Having a passion for mechanical and styling
design, I couldn’t wait to get it out of the
letterbox and read it. Brilliant. I had given up
on English Motor Sport because the graphic
art was terrible. I had given up on F1 Racing
because it read like the Lewis Hamilton fan
club magazine, and I had given up on Racecar
Engineering because it focused mainly on the
Batman’s bathtubs of Formula 1 cars are now
quite boring.
Wheels has excellent graphic designers,
interesting reading and – most important to me
– great cutaway drawings of technical parts of
LETTER OF THE
MONTH PRIZE the car. More of these, please.
May your letterbox be the Wheels car magazine; the best darn car
source of more unbridled
magazine in the world.
joy from Wheels, David.
The next 12 issues David Parr, Young, NSW
are on us! That’s a great big-up, David, thank you. We’re
pleased our Design Issue has been so well
received by loyal readers like you. Guest editor
Ian Callum shone an amazing light on this
fascinating area – more than we could squeeze
into the mag. Check out our full interview with
him on the Wheels website – Ed

28 whichcar.com.au/wheels
IT ALL ADDS UP…
MUCH AS I fully agree with Tom
Bartholomew (and Ed’s response) in
November’s Inbox, about how nice utes
are as family transport, a salient point is
often understated when considering their
popularity. Lease one and novate it to yo
employer (pay for it with pre-tax dolla
accept the risk of the ATO asking q
about it being ‘for work’ and they attr
zero FBT. This provides a saving (paid for
all other magnanimous taxpayers, mind) of
some 40 percent of one’s motoring costs.
Oh, and at the end of the lease, any
trade-in value over the lease residual can
be put in one’s back pocket or used to
discount a new one. Cool, eh? All this may
answer the question as to why they are so
very popular. Either that or we are a nation of
tradies, desperately needing to buy 15,000
new utes each month.
Brian Wood, via email
Interesting point, Brian, though we’ll
leave the finer points of tax law to the
beancounters – Ed
GOAT ALERT
AS A COMPULSIVE Wheels reader for over
50 years, I occasionally write a letter to the
editor when things start to get my goat. I seek
your indulgence to make a few comments.
I find it astonishing that two trucks are
the top-selling ‘cars’ in this country. What
happened? When I was in my 20s and 30s,
horsepower was the name of the game. V8
Holdens, Fords and Valiant ruled. It seems
there is nobody out there interested in
driver’s cars.
After what seems a lifetime, the new
Supra finally arrives with the help of BMW.
What a truly ugly car. A mishmash of lines
and creases, all in the wrong places. The
nose resembles the front of a ’90s Mercedes
Formula 1 car. The rear is just plain ugly. An
opportunity wasted.
And why can’t the Japanese get behind
turbocharging in their small cars? These dull
cars with dull engines need some get up
and go. The rest of the world offers turbo
engines and yet the Japanese refuse to get
with the program.
Peter Steele, Brisbane
Glad you got that lot off your chest,
Peter – though progress (or lack of) is
in the eye of the beholder – Ed
FOCUS
ON THE
ROAD!
O GET IT
FOAMED AND
FAR FROM HOME
I WOULD AGREE totally that due to foam
sealant not being reliable, every volume-
selling car should at least have a space-saver
(Wheels, November 2019). It’s good to know
you have some home rubber on board. For
my 2014 VF I optioned for a full-size spare.
Definitely I’m all for revising the Australian
Design Rules! Make it happen.
Frank Scholz, Emu Plains, NSW
Thanks, Frank. It only takes woeful
mobile phone service to expose the
shortcomings of foam sealant – Ed
A TRUE VEHICLE
FOR CHANGE
SOMEONE WILL ask me in 10 years when I
thought it happened, and I will be able to trace
it back to the October edition of Wheels, when
it struck me that the day had finally come. You
see, I’d wanted a Porsche 911 since I was four.
There’s magic in that formula, and 34 years later,
my desire had not diminished – at least, not
until the Taycan came along and finally made it
okay to want something with four doors and no
combustion occurring.
Sure, a Tesla had some quirky appeal, and
it is brutally fast, but something was wrong. I
could never pinpoint what. It will never matter,
because whatever was wrong has been fixed
by Porsche, and I think the real drivers will finally
Time to chill Instagram user @adrianfallace_photography
shared this sweet shot of his Ford Focus ST
with us, and we have to agree with his caption
“NOTHING BEATS THE OPEN (left). Tag @wheelsaustralia in your shots and
ROAD, SUN AND YOUR BEST we might feature you here in the future.
MATE TO HANG OUT WITH”
oncede that this is the future and there
something for us. Hope is not lost, and
me engineers do ‘get it’. I was never quite
nvinced either. Until now.
Graeme Armstrong,
Leeming, WA
Glad to be of service, Graeme. For
more electric dreams, check out our
Taycan feature drive on page 66 – Ed
OMETHING
FOR EVERYONE
AY I SUPPORT the words of Bryan
eppard (Wheels, November 2019). I am, like
most of your readers, interested in the exotic,
but it is the $20,000-$40,000 car that we buy,
and it is the design and marketing of these that
make up our primary interest. It is for these cars
that we buy Wheels.
David Dight, Seaton, SA
Wheels serves a broad church, David.
We hope there’s a lot to like in our
pages, whatever your taste in cars – Ed
FINES SYSTEM FLIES
UNDER THE RADAR
IT HAS BEEN obvious for some time that
police are on a quota, as you reported (Wheels,
October 2019). But more serious is my belief
that many of their devices are inaccurate or
unreliable. For example, some years ago a
radar operator wanted to write me a speeding
ticket. I challenged him to demonstrate the
accuracy of his equipment. He aimed at a
stationary car some distance away and got a
reading of 32km/h! (He continued to use this
gear after I left.)
Another time my GPS chimed, indicating I
was approaching a speed camera. I saw it in
the distance, checked my speed, but still got
an infringement notice in the mail.
You may be aware of the National
Measurement Institute, whose responsibilities
include checking the accuracy and reliability
of instruments used in commerce and the
law. I would be concerned if my petrol station
operator checked his fuel meters – but no,
the AMI does this periodically. Why is police
equipment not dealt with in the same way?
Peter East, Urangan, Qld
We feel your pain, Peter. It’s a vexed
issue, and one on which we’d welcome
more input from anyone in the know – Ed
@wheelsaustralia 29
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 ANONYMOUS TIP
Carey
“I STRUCK UP A CONVERSATION … HERE WAS
SOMEONE WHO COULD ANSWER A QUESTION
THAT HAD BEEN BUGGING ME”
REASONS TO say nice things about Ryanair don’t come along
very often. Europe’s biggest-by-far budget airline isn’t an
especially pleasant way to travel, and I speak from extensive
experience in this matter. But the Irish outfit recently helped
make me better informed.
When the Australian media’s two-day turn in Porsche’s 19-day
and 6000km-plus European road trip to launch the Taycan came
to an end, all the others had to head to Berlin’s Tegel airport to
begin the long, multi-stage journey home.
I was instead flying from the German capital to my home
airport of Bergamo Orio al Serio, outside Milan. Ryanair
happened to be the only airline jetting nonstop between the
two cities, making them my preferred option. But their limited
schedule meant overnighting in Berlin and catching a flight early
next morning.
That’s how I ended up in a restaurant on Chausseestrasse,
sharing a table with the incoming group of Middle East and South
African media. Travel fatigued, they all headed early to bed. That
meant having only the fresh set of Porsche engineers, who had
also flown into Berlin that day, as company for a nightcap at the
eatery’s well-stocked bar.
It’s usually worth chatting with Porsche people, so I struck up a
conversation. One was a high-voltage battery and charging expert.
Before moving to Porsche six years ago, he’d spent
time with Mercedes-Benz working on hydrogen
fuel-cell electric cars. Here was someone
who could answer a question that had been
bugging me. Lunch stops during the Taycan
drive had been visits to service stations
equipped with the latest-generation
350kW DC fast-chargers being rolled
out by Munich-based Ionity. This company is a joint venture
launched by BMW, Mercedes-Benz parent Daimler, Ford and the
VW Group, of which Porsche is a part. They will soon be joined by
Hyundai and Kia.
The rate at which the Taycan’s 93kWh lithium-ion battery can
be topped up varies according to factors including its internal
temperature and SOC (state of charge). In the most favourable
conditions the pack will take on charge at a rate of 270kW, way
higher than any other European-made EV and better than even
the latest versions of Tesla’s Supercharger.
So what, I wanted to know, stops the Taycan from sucking the
full 350kW? The expert answer is that maximum charge-rate
limits are determined by battery design. Cells optimised for high
energy density and therefore maximum range, my Porsche pal
explained, have restricted ability – for reasons both chemical and
physical – to absorb really high-power charge rates.
So while high-energy-density batteries will drive an EV further
on a full charge, its driver must spend more time waiting at a DC
fast-charger when making long journeys. And our obliging battery
expert has seen first-hand evidence that this is already a gripe
with EV early adopters who are also long-distance drivers.
He believes high DC fast-charge rates will become a greater
priority for Porsche EV customers than the full-charge driving
range. Other brands, he adds, are beginning to
think the same way.
More topics were discussed as his beer and
my grappa gradually disappeared, but the
one question I neglected to ask was my
Porsche man’s name. That’s why I can
thank only Ryanair for adding to my
store of EV knowledge.
@wheelsaustralia 31
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 M O S S AT T H E M O U N TA I N
Robbo “I HAD A BALL, BOY,” MOSS TELLS ME. “WE ALL STOP TOO
EARLY. I MADE A MISTAKE; I SHOULD NEVER HAVE RETIRED”
BATHURST 1976 is better remembered for the racing comeback
by Jack Brabham and Stirling Moss than Bobby Morris and John
Fitzpatrick’s victory. The build-up to the return to motor racing
by Australia’s first world champion and the English legend Moss
– surely the greatest driver never to win a World Championship –
whipped the international press into a frenzy. For once Brock and
Moffat were relegated to minor roles.
In perhaps the greatest anticlimax in Australian motorsport, the
dream team’s race effectively came to a violent, shattering end
when, on the starting grid, Brabham realised the gearbox on their
Torana L34 was jammed. As the leading cars streamed away up
the mountain Brabham was left sitting in the middle of the track
before, whack, he was hit from behind by a Triumph Dolomite
Sprint. Bathurst, it seemed, had come to an end for both cars before
it had started. Moss sat disbelieving on the pit counter with Betty
Brabham, his face wearing the despairing look of a man who’d lost
everything. Or maybe not.
When news first leaked out that Gabriel Szatmary of Chequered
Flag magazine had lured Moss to Australia for the race, who
wanted only Brabham as his co-driver, I knew their comeback was
perfect material for a Wheels feature. Moss had not raced since his
terrible accident at Goodwood, England, in 1962, which had forced
retirement. Brabham retired at the end of the 1970 F1 season when,
with a little luck, he might have won a fourth world title.
Sceptics greeted the news with laughter and claimed it was a
publicity stunt. When it became clear that the two heroes really
were going to the Mountain, enthusiasts
divided into two camps: some worried
that the Golden Boy of the 1950s would
tarnish his reputation, others believed
the Moss/Brabham team were potential
winners. Either way, photographer
Warwick Kent and I decided to spend
race day shadowing the two drivers.
After missing out on Johnny Harvey’s
race-winning Torana, another L34
Torana was found, but preparation only began three weeks before
the race. Moss spent time at Oran Park learning the car and, more
importantly, the modern tyres. Accustomed to skinny treaded tyres
that allowed his F1 cars to be thrown around, Stirling had trouble
finding the limits of the slicks’ adhesion.
“On the slow corners, I have the courage,” Moss said, candidly.
“But my threshold of fear is much lower than it was.”
So to Bathurst, a circuit he compared to Sicily’s Targa Florio. “It’s
like a poem, I don’t try to learn the whole thing at one time, I learn
it line by line.”
Brabham eventually put the L34 10th on the grid. Then came the
dramatic hit.
“I can’t wait 15 years for the next time,” Moss told me, fighting
back the tears. “I’m too old. It took me 15 years to do this.”
As Jack and Betty hurried to their caravan, I asked if he would
try again. Brabham snarled, “I wouldn’t have a clue.”
“Jack,” said Betty in the understatement of the day, “is pretty
upset.” Then word drifted back that the team believed the car
could be repaired to re-join the race. Sure enough, three hours
later, pressure off, Brabham went out. Thirteen laps later it was
Stirling’s turn. Eventually Moss was into a competitive groove, but
after 22 laps the V8 dropped a valve.
“I had a ball, boy,” he told me, eyes sparkling. “We all stop too
early. I made a mistake; I should never have retired.”
It’s a moment of utter euphoria. Moss spent much of the rest of
the day signing autographs and being photographed, still a legend.
A few weeks after Wheels, December
1976 appeared, I received a letter from
Moss thanking me for writing such “a
sympathetic, understanding” story on
the race. “I really don’t know whether I
shall ever do the event again…”
Moss did return to racing, but not at
Bathurst. In 1980 and 1981 he raced in
the British Touring Car Championship
and later drove in Historic events.
@wheelsaustralia 33
 Powerful performance and
superior handling for luxury vehicles

BE ONE WITH IT
Be one with your tyres, and the road will be one with you.

Follow us on Facebook
www.facebook.com/hankook.au
www.hankooktire.com/au
MODERN CLASSICS, PEOPLE, TECHNOLOGY, CAR CULTURE

@wheelsaustralia 35
 Overrun

MODERN CLASSIC

LAMBORGHINI

LM002 WHAT WAS IN THE WATER AT SANT’AGATA WHEN

LAMBORGHINI PUT A COUNTACH V12 IN A TRUCK?
P H O T O S A L A S TA I R B R O O K

Model Lamborghini LM002

Engine 5167cc V12, dohc, 48v
Max power 313kW @ 5400rpm
Max torque 461Nm @ 5200rpm
Transmission 5-speed manual
Weight 2700kg
0-100km/h 7.2sec
Economy 42L/100km
Price from $500,000 (now)

36 whichcar.com.au/wheels
G
ENERAL GADDAFI loved his. Pablo Escobar’s was used
to trundle around his backyard zoo. Uday Hussein’s
was, like its registered keeper, extensively remodelled
by the US military. You don’t have to be a poster
child for the Levenson psychopathy scale to own a
Lamborghini LM002, but it’s not a purchase that’s
always rooted in stone-cold rationality.
Other owners have included Mike Tyson (hired a tax attorney for his
rape trial), the Sultan of Brunei (assembled 7000 exotic cars and left
most to rot ), Tina Turner (chose homeopathy over medicine, got kidney
failure), Sylvester Stallone (thought smuggling drugs through Sydney
Airport was a smart idea), and Keke Rosberg (had a moustache).
It’s no great surprise that the LM002 attracts some extreme types.
It’s that sort of vehicle. Fittingly, its genesis came during the mid to late
’70s, Lamborghini’s most basket-case period. Just nine years after it built
its first road car, Ferruccio Lamborghini sold 51 percent of the company
to Swiss financier Georges-Henri Rossetti for $600,000 and, in 1974,
divested the remaining 49 percent to Rossetti’s colleague René Leimer,
retiring to the shores of Lake Trasimeno to tend his vines.
It’s hard to overstate the hole Lamborghini was in. It was a genuine
catalogue of woe. The company tried to launch the Countach the year
after the 1973 oil crisis broke. Neither the Countach nor the Silhouette
V8 could be officially exported to the US in those early days. A contract
to build the M1 for BMW was cancelled on April 20, 1978 when it
was clear that Lamborghini was about to declare bankruptcy. The
Bologna courts acquired the business later that year and would retain
administration until 1980.
Enter Jean-Claude and Patrick Mimran, the third set of Swiss courtiers.
These sugar-cane magnates were exactly the sort of eccentric fit the
company needed. Jean-Claude was the self-styled ‘Sugar King of Africa’
while creative Patrick reached his artistic zenith with the world’s tallest
giraffe sculpture. Most importantly, they had a seemingly bottomless
fund of francs and ideas on how to revitalise the moribund manufacturer.
Under their management, the 4.8-litre Countach LP500S was
approved for sale in the US, as was the successful Jalpa V8. The Bizzarrini
V12 was teased out to 5.2 litres and given a multivalve head for the 1984
Countach LP5000 QV, but it was the 1986 LM002 that was perhaps
their biggest left-fielder.
Lamborghini’s first tentative foray into this market came about as a
partnership with the US contractor Mobility Technical International (MTI).
In 1974, the American military was looking for a new high-mobility combat
DATA
SET
LM002 IN EXISTENCE.
LIVES AT SANT’AGATA
RIGHT-HAND DRIVE
ONE
169L
SHOCKS KILLED
IN 1996 PARIS
DAKAR DNF
24
FUEL TANK WHICH COSTS
$280 TO FILL
THE GO
OOD
Sheer presence; mechanical
durability; V12 sounndtrack;
well suited to Australian conditions;
value’s only going one way
vehicle and MTI had a plan. The plan appeared to amount to copying
the 1969 FMC XR311. This wasn’t a particularly successful military vehicle,
failing to secure meaningful export orders and enjoying a production run
of 20. Nevertheless, the template of a tubular steel chassis, rear-mounted
Chrysler V8, three-speed TorqueFlite gearbox and a clever anti-puncture
system proved attractive to MTI. With the benefit of hindsight, perhaps an
Italian supercar manufacturer heading for receivership wasn’t the sagest
choice of partners to manufacture what would be known as the Cheetah,
and when it was unveiled at the 1977 Geneva Show, it seemed to attract
more legal threats from FMC than it did solid orders.
Lamborghini and MTI parted company with the only surviving
Cheetah being retained by its designer Rodney Pharis who later sold
it to Teledyne Continental, the people who brought you the Patton
tank. Once the Mimran brothers had taken the reins, engineering
development boss Giulio Alfieri pulled the Cheetah project out of
mothballs and set to work refining the design. The LM001, of which one
sole example was built, retained the rear engine but gained a roof. The
handling was, like the Cheetah, notably wayward and it was clear that in
order to succeed, a radical rethink was required.
The putative solution appeared at the 1982 Geneva Show. The
second Lamborghini Militaria vehicle, the LMA002 (‘A’ for anteriore,
because the engine was now in front) featured Bizzarrini’s V12
powerplant wrapped in brutalist sheetmetal. Its gestation was
nevertheless lengthy, Lamborghini courting military orders with demo
vehicles displayed with gun mounts at the rear. An order of between
500 and 1000 vehicles from Saudi Arabia looked to have been secured,
only to fall through at a late stage in negotiations. Phil Scott reported
on the prototype for Wheels in September 1982, opining that here
was a 4WD that “may just have given a new lease of life to the Bull of
Sant’Agata.” Sounds familiar.
Rather than chase Middle Eastern military orders, the company
decided that Middle Eastern playboys might be a more lucrative
business demographic to pursue. The production LM002 was unveiled
at the 1986 Brussels Show, now powered by the 48-valve Countach QV
lump. Rather than a stripped-out, utilitarian interior for four troops, it was
now swathed in leather, and was fitted with tinted electric windows, air-
conditioning and a roof-mounted stereo. Run-flat Pirelli Scorpion tyres
were one of the few conceptual carryovers from the original Cheetah.
The odd thing about the LM002 is that from an utterly catastrophic
development cycle came a genuinely noteworthy production car. Sure,
only 328 ever found owners, and the Venn diagram of customers had
LLA12298
RUSSIAN MOVIE
1986-1992
CHASSIS NO. OF
BLOWN UP FOR
1990 LM002
BRIGADA 2
PRODUCTION SPAN AT A
RATE OF ONE CAR PER WEEK
THE BAD
Massive turning circle; certain spares
are hugely expensive; tyres hard to
come by; shocking fuel thirst; not
that quick by today’s standards
@wheelsaustralia 37
 Overrun

MODERN CLASSIC

WHO
OWNS
ONE?
JEFF G – MELBOURNE
“This LM002 American was originally delivered
“The previous owner
into Newport Beach USA then ended up in a
in Mexico had a pet
private collection in Southern Mexico . It was,
with some difficulty, shipped back to the US and
LAMBORGHINI tiger, which made
then on to Australia. It’s the only LM002 known
of in Oz, and when replacement tyres are needed,
you need to wait for Pirelli to make a batch. Fuel
usage is not worth discussing but a 2700kg SUV
that does 0-100 in 7.2 seconds and makes this
LM002 photographing
and inspecting the
much noise raises massive smiles.”
vehicle intense”
38 whichcar.com.au/wheels
 Uday Hussein’s LM002 came to an unfortunate
end on July 18, 2004 on a US army base near
FAST Baquba, Iraq. A group of American soldiers, not
FACTS realising the rarity of the Lamborghini, used it as a
test vehicle to model the effects of a car bomb on a
concrete barrier. Much of the LM was vaporised.

quite an overlap between ‘owns pet tigers’ and ‘owns an LM002’, but the
LM002 is such an event that its many idiosyncrasies are easy to overlook.
You’ll seat more people in a Clio than in the four-seat LM. While it’s truly
vast on the outside, its 2000mm width meaning that you need to be very
careful to avoid a protracted reversing out scenario, the cabin is snug due
to a giant transmission tunnel. I had the chance to drive one in 2001 and
the abiding memory is the fact that it feels cumbersome unless you really
take charge and give the thing a good punt. The clutch requires a good
kick and the steering seems to have a vague familiarity with the front tyres.
The huge wheel’s set at a bus-like angle of repose and is heavily power-
assisted. Should you want to lock the freewheeling front hubs for off-road
use, none of the constellation of fleshy buttons on the dash will do it. You
get out and operate them manually. The high/low-range lever and locking
rear diff can be operated without getting your sneakers muddy.
The V12 sounds magnificent, all carb-fed goodness and induction
roar, but you never feel inclined to zing it to the redline as you would a
Countach. The six Webers unleash a torrent of premium unleaded and the
weighty, slow gearshift won’t have you blipping up and down through
the ’box. Driving one hard on sealed surfaces can also chew through the
standard 345-section Pirelli Scorpions, and replacements aren’t cheap. The
turning circle is also truly hilarious.
It’s always an event, though. Most people have never seen one in the
metal but a surprising number know exactly what it is and will give it the
thumbs up. Perhaps because it is such a giant, profligate thing they see
you driving it as an act of altruism, spreading the love at enormous personal
sacrifice. Perhaps it’s the comical political incorrectness of the Lamborghini
that can’t help but paint a smile on people’s faces.
Before the LM002 appeared, however, Lamborghini had been up a
couple of design dead ends. In 1983, in an attempt to democratise the
concept somewhat, Lamborghini fitted a 3.6-litre turbo-diesel built by
VM Motori. Unsurprisingly, in the battle of 112kW versus 2700kg, weight
won and the LM003 never made production. In 1984, Lamborghini
experimented with the LM004, a demented lunge in the opposite
direction, with even more luxury features and a 7257cc V12 that had been
designed by Paolo Stanzani for powerboat racing, and which gave a
claimed 313kW at 5400rpm. One prototype was built before Lamborghini
settled on the lighter and more reliable Countach V12.
One often overlooked footnote in the LM002’s history is that it was
Lamborghini’s first factory race car. Former F1 driver Henri Pescarolo first
floated the idea of a rally raid version of the LM to the Mimrans, ostensibly
to win the Paris Dakar rally. In 1986 the factory built a 441kW stripped-out
desert racer, complete with a 600-litre fuel tank, but the LM002 Rally’s
career proved ill-starred, recording a 100 percent DNF record.
The LM002’s final flourish came with 48 cars produced for the United
States market, simply badged as the LM/American, an example of which
you see pictured here. These fuel-injected cars are the best of the LM
line but not the rarest. A seven-seat LM wagon was created in 1986
for the Sultan of Brunei and subsequently owned by BMW boss Bernd
Pischetsrieder. Every LM002 is, in its own way, a one-off, and its legacy
endures today, finally making good on its quest to deliver financial
security to Lamborghini.
The LM002 represented the zeitgeist of pure ’80s excess better than any
other Lamborghini. It made very little sense at the time and the whole project
represented an exercise in throwing good money after bad. Nevertheless,
its role in legitimising future SUV production at Sant’Agata is invaluable. The
new Urus has a precedent; a bloodline. How do you put a price on that?
ANDY E NR I GHT

@wheelsaustralia 39
 Overrun

EXPLAINED

LAMBORGHINI SIAN
SUPERCAPACITOR
THIS SANT’AGATA BULL REALLY DOES CHARGE

1
Not surprisingly, Lamborghini’s foray into electrification is
unconventional in the extreme. Rather than following its rivals down
the battery-electric path, the Italian supercar maker’s first hybrid uses
a supercapacitor to store electrical energy which is fed to a small
electric motor.
Compared to even the most advanced batteries, supercapacitors
DONE IN A FLASH
The flash of a camera is a very visual
representation of a conventional capacitor
discharging a large amount of power in just
milliseconds. The Sian, however, is equipped
with a supercapacitor, which multiplies the
thump sent to its motor for serious performance.

2
both charge and release their energy much faster and can tolerate
many more charge and discharge cycles without degradation.
For the Sian, a 25kW motor is built into the gearbox to provide FLAT OUT
either an e-boost to the 577kW 6.5-litre V12, or power the hyper The downside to capacitors of any size is poor
coupe purely on electricity during low-speed manoeuvring. prolonged power storage, as the electricity
contained within dissipates relatively quickly over
With such fast charging, the Sian doesn’t need to be plugged in to
time. Park your Sian for a week and there’ll be
top up its supercapacitor. Instead, the full charge is achieved through no pure EV power left when you come back.
regenerative braking each time the brake pedal is pressed, which

3
also improves fuel consumption by recovering energy that would
otherwise be wasted by conventional brakes.
The other key advantage to the capacitor approach is weight. With
rapid power flow rates, the system can be much smaller while still
delivering the punch of a large battery. As a result, the capacitor and
motor add just 34kg to the overall weight, but top up the total power
output to 602kW.
DA NI EL G A R D NE R
TOLD YOU SO
With low-voltage supercapacitor technology already
in operation in the Aventador, and a partnership with
MIT to design a supercapacitor system for the pure
electric Terzo Millennio concept, it was only a matter
of time before Lamborghini rolled out a full-fat
production capacitor vehicle. Expect more to come.

40 whichcar.com.au/wheels
 Overrun

BR
RABHAM – THE UNTOLD
STORY OF FORMULA ONE
Think you know everything about one of F1’s most
lauded figures? Think again. In this first book-length
biography of Sir Jack Brabham, authors Tony Davis and
Akos Armont not only catalogue the legendary driver’s
FAST
achievements, but delve deep into his far more secretive
READ
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it has taken more than 300 pages to finally unravel the
enigma that was ‘Black Jack’. $39.99
KINGS OF THE ROAD – 50 CARS
THAT DROVE AUSTRALIA
If you’re
you re keen to expand your knowledge of the most iconic,
iconic
influential and significant Aussie cars, then you’ll love
this. There’s everything from the legendary champions
from Ford and Holden, as well as lesser known gems you
may never even have heard of. This compendium of 50
great Australian machines is a fascinating look back at the
storied history of dinky-di Aussie hardware, co-authored
by two long-time Wheels contributors. $49.99

WAT C H E S

THE ONE KERALA TRANCE JUNGHANS FORCE HUBLOT BIG BANG

There are 10 types of people in this
world – those who understand binary
and those who don’t. By the time you
have deciphered the time from this
LED watch, you’ll undoubtedly be late,
but letting your peers know that you
understand binary is more important
than being punctual. $370
MEGA SOLAR
For the tech fanatic or just the criminally
lazy, this subtle timepiece from esteemed
German manufacturer Junghans not only
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with the tiresome chore of moving, it’ll
also listen into a radio frequency so
you never need to set it. $1650
MECA-10 ‘NICKY JAM’
HIGH JEWELLERY
Perhaps it’s the Latino singer’s signature
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movement, or the 307 baguette diamonds
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this extraordinary watch. $475,000

@wheelsaustralia 41
 FIRST

Dr ves
THE NEW METAL THAT MATTERS, TRIALLED AND TESTED

42 whichcar.com.au/wheels
 HYUNDAI VELOSTER
DOOR PLAY
CREATES ODD
ONE OUT
J
UST BECAUSE you can do
something doesn’t mean
that you necessarily should.
This life lesson has served
me well, especially when it
comes to chancing that oyster
starter despite being several hundred
kilometres inland.
It’s not a lesson that Hyundai has
embraced, however, when you look at
the latest iteration of the Veloster…
er… four-door hatch, I guess you’d call it.
The car you gaze upon now represents
the only right-hand-drive iteration of
FIRST
AUSSIE
DRIVE
the second-generation 2+1 Veloster
anywhere in the world.
Talk about an outlier.
The first-gen Veloster lobbed into
an unsuspecting market in early 2012,
giving Hyundai something that it sorely
la
acked at the time: a hatchback with
a
at least vaguely sporting pretensions.
Its tally of 19,000 sales added useful
in
ncremental volume to a brand on the
u
up, and it set itself apart from rivals like
th
he Toyota 86 with things like cool (but
quite impractical) matte paint jobs.
It faded away in 2018, outmoded
by Hyundai’s focus on its fledgling N
and N-Line business. Against the odds,
though, the Veloster is back.
Three variants are offered. Hyundai’s
staid but solid 2.0-litre Atkinson MPi
2.0-litre four-cylinder petrol engine can
be teamed with a six-speed manual or
six-speed (torque-converter) automatic
(a $2300 uptick) in the entry-level
Veloster, which starts at $29,490. The
mid-grade Turbo and top-spec Turbo
Premium come with Hyundai’s GDi
turbo-fed 1.6-litre four-potter, backed
by a six-speed manual ($35,490 in
Turbo or $38,990 in Turbo Premium) or
a seven-speed dual-clutch ($38,490 for
the Turbo). Price for a top-spec Turbo
Premium is $10 shy of $42,000.
There’s no tricky diff to manage the
outputs – 110kW and 180Nm for the
2.0-litre and 150kW and 265Nm for
the 1.6 – to the front wheels, though
Hyundai has incorporated mild torque
vectoring control. Suspension is fixed
Terrific chassis; stock PLUS
Michelins; doing its part to save
the manual
all around across all grades, though the
Veloster (by dint of its life as an N car in
the US) scores a multi-link rear end to
complement the MacPherson front end.
It shares the same track (1549mm
front and 1563mm rear) and wheelbase
(2650mm) as the i30 N-Line, even
though it’s 105mm shorter and 54mm
lower. Crucially, it’s a full 86kg lighter
when comparing the DCT Turbo and
the similarly equipped i30 N-Line; that’s
what losing a door gets you.
Speaking of doors, Veloster 2.0 mimics
the first-gen car by running two doors
down the passenger side and a single
long door on the driver’s side. Hyundai
claims to have enlarged the rear door
aperture by 58mm and moved the
roofline bend back by 450mm to provide
more space… but sadly, it hasn’t worked.
The roofline curves over the door
frame in such an intrusive manner that it
requires yoga-like flexibility to fold into
the space, and then fitting into the seat
is only possible with a lot of cooperation
from the front passenger.
Add in headroom that’s up to 50mm
lower than that in the front (and more
than 60mm lower than that in the rear of
an i30), and it’s tight back there.
Its 303 litres of luggage space is still
86 litres more than a Toyota Corolla
Ascent can manage, and it’s just five
litres shy of a Mazda 3’s best.
The front is more accommodating.
The loss of 27mm of headroom (a more
substantial 58mm if a sunroof is fitted)
is offset by seats that are 5mm lower,
MINUS Almost unusable back seat;
some corners cut inside; not far
enough away from stablemates
@wheelsaustralia 43
Drives

With a chassis locally

tuned towards a
sporty demeanour,
the Veloster is a
surprisingly engaging
tool on the right road

Model Hyundai Veloster Turbo

Engine 1591cc 4cyl, dohc, 16v, turbo
Max power 150kW @ 6000rpm
Max torque 265Nm @ 1500-4500rpm
Transmission 7-speed dual-clutch
Weight 1350kg
0-100km/h 7.1sec (claimed)
Economy 6.9L/100km
Price $38,490
On sale Now
44 whichcar.com.au/wheels
and the rest of the space is a familiar
one to anyone who’s peeked in a modern
Hyundai, with clear graphics, a decent
multimedia set-up and well-positioned
and proportioned controls. However, it
doesn’t take long to spot areas where
dollars have been shaved. There’s a
manual handbrake for all gearbox
types, for example, no rear vents and a
disappointing amount of hard plastics in
key areas like the tops of the door cards.
Autonomous emergency braking, lane-
keep assist and smartphone mirroring is
standard across all three grades, while
the Turbo ups the ante with better AEB,
blindspot and rear cross-traffic warning,
LED headlights and tail-lights, nicer
cloth/pleather seats and digital radio.
Plump for the Turbo Premium and
you’ll get bespoke 18-inch alloys, leather,
a big sunroof and heated/vented seats.
Our pick? The $35,490 Turbo is nicely
appointed and you don’t get the weight
and space intrusion of the huge glass
roof. But don’t look at the price of an
automatic i30 N-Line Premium too
closely, lest you see it’s $500 cheaper…
Hyundai’s decision to keep manuals
across the range is welcome, but the
base-price Veloster’s moonshot gearing
isn’t a good fit with the Atkinson cycle
engine’s listless power curve. Sure, it’s
The
Rival
KIA CERATO GT
G the same time as Veloster launched
$32,990
Veloster’s
2+1 door
gamble
adds a point
of difference
to the hatch
landscape
economical with a claimed 7.0L/100km
on the combined cycle, but entertaining?
No. If you opt for the seven-speed DSG
version, it’s a mite less thirsty, if only by
a tenth of a litre.
The mid-grade Turbo livens things
up quite considerably, though. With
a chassis that’s locally tuned with an
eye towards a sporty demeanour, it’s
a surprisingly keen and engaging tool
on the right road. It turns in crisply,
with a generous amount of front-end
grip on offer. The compliant rear end,
meanwhile, keeps the Veloster well
settled and gripped up, and a big tick,
too, for the standard Michelin Pilot Sport
tyres, though they won’t be especially
cheap to replace.
If timing is everything, the arrival of
Kia’s Cerato GT turbo hatch around
down n under could be very bad timing
for thhe funky-doored fellow Korean.
The range-topping GT undercuts
The ride quality around town is firm
but not brittle, with the Veloster’s stiff
platform allowing the suspension to
do its work to soak up the worst of our
urban jungle without falling in a heap.
The first-gen Veloster didn’t have to
argue its case so strongly in a lacklustre
field back in 2012. Now, though,
the warmish hatch segment is more
accomplished, and good – okay, different
– looks just aren’t enough anymore.
Hyundai reckons the Veloster scores
well with women and with SUV-
encumbered families looking for a
second set of wheels, but boy, it would
be a tough sell sitting in a showroom
next to an i30.
TI M R O BS ON
the Veloster Turbo we drove by a
hefty $5500, matches it for power
and torque, and puts in a marginally
quicker claimed sprint to 100km/h
of 6.9sec compared to the Turbo’s
7.1sec. And it has more doors.
@wheelsaustralia 45
 FIRST
Drives AUSSIE
DRIVE
LEXUS RX RANGE
MORE THAN
A NIP/TUCK
J
UST AS facelifts can come i
differing
diff i levels
l l off invasiveness
i i
and successful outcomes for
people, so it is for cars. Here, in
the case of the Lexus RX, it’s
actually selling it short to even
call this update of the fourth generation
a facelift. Yes, the bumpers and lights
are new, so it qualifies on that level,
but there have also been significant
body stiffening measures introduced,
allowing a comprehensive retuning
of the suspension set-up, and a raft of
comfort and safety upgrades to see it
through the next phase of its life span.
What hasn’t changed are the three
powertrains offered. Biggest take-
up so far has been for the 2.0-litre
turbo four, which accounts for around
Model Lexus RX450hL Sports Luxury
Engine 3456cc V6 (90°), dohc, 24v + electric motors
Max power 230kW @ 6000rpm
Max torque 335Nm @ 4600rpm
Transmission CVT
Weight 2275kg
0-100km/h 8.0sec (claimed)
Economy 6.0L/100km
Price $111,070
On sale Now
46 whichcar.com.au/wheels
half of all sales. We didn’t drive that
variant at the recent launch, instead
being limited to the atmo V6 and
hybrid V6. The former feels a bit
old school in this world of boosted
torque curves, needing revs to really
show enthusiasm, and delivering a
und that, while cultured, doesn’t
co
ompletely fit with the overall
mbience and positioning of the RX.
The hybrid is way more preferable,
ith its electric assist making
celeration from trundling speeds
fe
eel far more effortless and refined. It’s
t, however, a completely seamless
tegration of motor and petrol power,
ith an occasional, small, subdued
Improved dynamics; efficiency of hybrid;
more equipment means better value
clunk in off/on throttle situations
revealing the mechanical complexity
going on underneath.
The real transformation for the RX
is the chassis tune. By adding 36 extra
spot welds and 4.2 metres of adhesive to
the body construction, Lexus engineers
have improved rigidity enough to
allow softer springs for improved ride
comfort, while the diameter of the
anti-roll bars has been increased for
better body control. The outcome is
a luxo SUV that has lost much of the
heaving and wallowing that afflicted
the outgoing model. There’s still not a
whole lot here for keen drivers, but it
is an improvement, and driven with a
measure of restraint, perfectly fine for
its family hauler role.
Inside, that annoying trackpad thing
persists, but you can mostly avoid it
by interacting directly with the new
12.3-inch touchscreen and embrace
the inclusion, finally, of wireless Apple
CarPlay and Android Auto.
As for pricing, the RX300 Luxury has
been trimmed by $1600 to open the
range at $71,920. But it’s the availability
of the RX as a seven-seater V6 hybrid
from under $95K that gives this Lexus a
USP over its Euro competition.
AS H WEST ER MA N
PLUS MINUS Being built upon an old platform means
it’s still not the sharpest tool

LAMBORGHINI HURACAN EVO
EVOLUTION OF
THE SPECIES
B
ACK IN 2014, the Huracan
was $98K cheaper than
a Ferrari 458 Italia and
24kW more powerful.
In other words, it was a
bargain. Fast-forward five
years and the $459,441 Lambo is only
$25K less than a $484,888 F8 Tributo
and is 60kW down on grunt. So it now
needs to work a lot harder in order to
earn a recommendation.
Then you drive it and realise that it
might just mark the pinnacle of normally
aspirated supercar capability. That in
itself will be enough for some.
The revised aero package works and
works well. In the old Huracan, you’d
need to be very careful when trail-
braking into corners at high speed. The
Evo feels a good deal more planted when
you take liberties with it.
Traction out of corners was never
a Huracan shortcoming, and the
Evo’s mechanical limited-slip diff and
MagneRide active dampers help ensure
all of those 600 Newton metres are put
to effective use. Four-wheel steering
now features, while torque deployment is
managed by LDVI (Lamborghini Dynamic
Vehicle Integration), a hugely powerful
processor that monitors and marshals the
vital signs of the car’s dynamics.
FIRST
AUSSIE
DRIVE
On track, this gives the Huracan an
agile, all-of-a-piece feel when turning
in to sharper corners without the off-
putting transitional phase of many four-
wheel-steer set-ups. What it doesn’t do is
endow the steering with a whole lot of
feel. Compared to a McLaren 600LT, the
Huracan’s electrically assisted helm feels
distinctly taciturn. Loading the car up
with lateral-G doesn’t offer the detailed
feedback that a hydraulic steering
system offers, but it’s nevertheless easy
to feel where the limits reside and,
unlike its predecessor, the Evo responds
playfully if you want to tuck the nose in
and swing the tail wide by a few degrees.
When you do break the Huracan Evo’s
adhesion, you will need quick hands. The
electronics can’t totally disguise the fact
that this is a wide, short-wheelbase car
with stiff tyre sidewalls. Without a fully
customisable drive mode, you’re not able
to separate the damper settings from the
drivetrain settings.
Any notional shortcomings of steering
or ride are offset to some degree by the
soundtrack. That Hungarian-built V10
was always an angry, urgent-sounding
thing, but the new exhaust on the Evo
makes it sound even more aggressive.
The engine is that of the ball-tearing
Huracan Performante, trick titanium
Model Lamborghini Huracan Evo
Engine 5204cc V10 (90°), dohc, 40v
Max power 470kW @ 8000rpm
Max torque 600Nm @ 6500rpm
Transmission 7-speed dual-clutch
Weight 1422kg
0-100km/h 2.9sec (claimed)
Economy 13.7L/100km
Price $459,441
On sale Now
valves and all. Aided by all-wheel-drive
Incredible grip and gumball 305/30 ZR20 P-Zero
composure;
Corsas, the Evo rips to 100km/h in 2.9sec
atmo V10
soundtrack; and to 200km/h in 9.0sec. That’s quick. A
clever drive Tesla Model 3 Performance would take
modes 14.1sec. A Porsche 911 GT2 RS (8.0sec)
or a McLaren 720S (7.1sec) demonstrate
the advantages of turbocharged grunt
PLUS but neither sings like the Huracan Evo
as it ramps into its demented lunge from
MINUS 5500rpm to the 8500rpm redline.
Where the Huracan Evo excels is in
dragging a resolutely analogue formula
Interior
overdone; into the here and now. We could well be
becoming a driving the last great atmo Lamborghini
little dated; sports car. If that is indeed the case, the
steering not Huracan Evo is a fitting send-off.
the purest
ANDY E NR I GHT
@wheelsaustralia 47
Drives
VOLKWAGEN T-CROSS
POLO-BASED
Model Volkswagen T-Cross
Engine 999cc 3cyl, dohc, 12v, turbo
Max power 85kW @ 5500rpm
Max torque 200Nm @ 2000-3500rpm
Transmission 7-speed dual-clutch
Weight 1270kg
0-100km/h 10.2sec (claimed)
Economy 4.9L/100km
Price Under $30,000 (estimated)
On sale March 2020
C
ONCEPTUALLY,
Volkswagen’s little T-Cross
crossover bridges the gap
between the Polo and
Golf, and the Tiguan SUV.
It’s due in Australia in
March 2020, with a price starting “under
$30,000”, says VW. Two models will be
offered initially, both powered by the
1.0-litre turbo-petrol triple we tested
here. Each variant will be front-drive,
and come with a seven-speed DSG.
At 4108mm in length, the T-Cross is
54mm longer than the Polo (whose A0
platform it shares) and rides on a roughly
similar 2551mm wheelbase. The T-Cross
48 whichcar.com.au/wheels
FIRST
OVERSEAS
DRIVE
is 138mm higher overall, some of which nobody’s idea of fast, but neither does
manifests as extra headroom inside and it feel overly lacking in most real-world
a little as ground clearance, to make situations, thanks to the torque delivery.
it easier to get in and out. Ride height Overall, the VW T-Cross does
is 33mm higher. The T-Cross is 126mm everything you’d expect of a compact
shorter and 37mm narrower than its crossover, and it does so with typical
T-Roc sibling reviewed opposite. Volkswagen aplomb. It’ll need to be
The driving position is typically closer to $26,000 – or a touch more than
Volkswagen; there’s plenty of seat a Mazda CX-3 Maxx Sport in FWD guise
height adjustment, and the steering – to be truly competitive in this hotly
wheel tilts and telescopes. Headroom contested space.
is good in both rows for anybody up to GLENN BUT LE R
6ft 4in, and rear legroom also more than
adequate for human beanpoles. The
rear seatbench can slide forward up to
140mm to liberate more boot space, but
this impacts rear legroom. The 455L boot
is another T-Cross advantage over the
VW Golf (380L), expanding to 1281 litres
with the 60/40 seats folded.
As for how the T-Cross handles…
pretty much like you’d expect a taller,
slightly heavier Polo to drive. The
engine and transmission work together
smoothly – mostly, although the DSG can
be jerky when engaging from standstill
and at parking speeds. The steering and
pedals are light and linear, which makes
the T-Cross easy to manoeuvre, and agile
around town. Familiar Not as
interior funky
In terms of performance, there’s no and driving PLUS looking as
escaping the fact that the T-Cross’s turbo style; T-Roc; no
triple is small; it produces 85kW and practical; rear vents
easy on the MINUS in test
200Nm, which VW claims is good for
juice model
0-100km/h in around 10.2 seconds. That’s
 FIRST
OVERSEAS
DRIVE
VOLKSWAGEN T-ROC
HATCH IS ONE
FOR THE AGES
HERE the
VW T-Cross is
Volkswagen’s more
practical small SUV,
the T-Roc is the
emotive one, using
its extroverted styling and Golf-derived
driving dynamics to woo potential buyers
both younger and not so young.
Unlike its Polo-based sibling, the T-Roc
is based on the bigger Golf platform, so,
you could consider it a sportier T-Cross,
or a Golf SUV… It’s both, and also very
much a model in its own right.
Volkswagen Australia has confirmed
a three-model T-Roc range is due in
Australia from early Q2: Style, Sport
and the R-Line we tested here.
Power comes from a detuned version
of the VW Golf GTI’s engine, producing
140kW and 320Nm. The drivetrain is
completed by a seven-speed dual-clutch
gearbox and 4Motion all-wheel drive.
The T-Roc’s wheelbase is 30mm shorter
than the five-door Golf’s, but in overall
length the T-Roc is just 24mm shorter.
Its 1573mm height is 121mm taller than
the Golf. This has been done mainly for
easier access. The T-Roc is 126mm longer
and 37mm wider than the T-Cross.
The R-Line’s cabin has more design
flair in the choice of materials and
colours than the T-Cross. It also has
higher levels of technology and
equipment, as you’d expect of what could
be a $50K car on-road. We’re told the
range will kick off in the mid-$30,000s.
From the first drive, the T-Roc’s more
dynamic character compared to the
T-Cross is evident. It surprised me how
much fun this car is to drive. Sure, it
doesn’t deliver the Golf’s balance and
poise, but it’s not out of its depth on a
winding country road. This is a livelier
drive, and feels lower and more planted
than its roof height would suggest.
It’s quick on its feet and agile thanks
partly to light steering and a responsive
drivetrain that combine to impart
genuine enthusiasm for corners.
The turbo-petrol drivetrain is not
short on real-world performance – VW
Fun to drive; good ride; energetic;
PLUS
well specced
Model Volkswagen T T-Roc
Roc R
R-Line
Line
Engine 1985cc 4cyl, dohc, 16v, turbo
Max power 140kW @ 4180-6000rpm
Max torque 300Nm @ 1500-4180rpm
Transmission 7-speed dual-clutch
Weight 1495kg
0-100km/h 7.2sec (claimed)
Economy 6.8L/100km
Price $45,000 (estimated)
On sale April 2020
claims 0-100km/h in a sharpish 7.2sec –
and there’s plenty of torque across the
rev range. And, despite wearing 19-inch
wheels, the R-Line test car’s ride quality
was supple yet composed, striking a good
balance between comfort and grip.
The T-Roc’s rear seat-base lacks the
140mm slide functionality of the T-Cross
which frees up boot space, and has a
smaller boot – 392 litres compared to
455L (and, for the record, 380L in the
Golf) because the T-Roc’s all-wheel-drive
hardware eats into the boot.
After a day behind the wheel of both
back-to-back, it’s clear VW has done a
good job positioning these two small,
high-riding hatchbacks to minimise
buyer overlap, not just by price. Each
has its strengths, but those wanting more
verve from their daily drive will be much
better off going with the T-Roc.
GLENN BUTLER
Dual-clutch transmission stumbles
MINUS
at parking speeds
@wheelsaustralia 49

Drives
MERCEDES-BENZ A250e
BABY BENZ
JOINS THE
SOCKET SET
A
S A DIMINUTIVE status
piece from the Three
Pointed Star, the A-Class
packs all the right punches
for its intended audience.
And now Mercedes is
adding electric power to its arsenal.
Instead of going pure EV, Mercedes
has chosen a plug-in hybrid approach for
the A-Class. This sees a 15.6kWh battery
pack supplying power to an electric
motor driving the front wheels.
Official WLTP figures claim that the
hatch is good for up to 68km on the
battery alone, while the sedan takes
you a kilometre further due to its more
slippery drag coefficient. Combined
consumption is 1.4-1.5L/100km for the
hatch (1.4L for sedan).
The 1.3-litre four-cylinder turbo is
mated to an eight-speed dual-clutch
50 whichcar.com.au/wheels
FIRST
OVERSEAS
DRIVE
transmission, and, when the petrol
Multiple drive engine and electric motor combine, the
options;
strong
A250e produces 160kW and 450Nm.
performance; Pulling power jumps 100Nm over the
normality of A250, helping the hybrid version to
form factor 100km/h in 6.6 seconds – hot-hatch turf.
Within the MBUX intelligent voice
control system, the hybrid gains an EQ
PLUS menu which has an almost inexhaustible
series of functions to help you track
MINUS economy and eco-friendliness.
The 150kg battery pack doesn’t
hinder space in the rear, while a front-
Limited
range; end exhaust has been designed to aid
could use positioning of the hybrid hardware.
AWD; niche The 68km range means it’s feasible to
interest in rely on the electric motor and battery
Australia
for city commuting. In EV mode, where
the 118kW/250Nm four-pot remains
dormant, there is a swell of instant
torque, although the combustion engine
Model Mercedes-Benz
Mercedes Benz A250e
Engine 1332cc 4cyl, dohc, 16v, turbo
Electric motor Permanent magnet
synchronous
Power 160kW (combined)
Torque 450Nm (combined)
Transmission 8-speed dual-clutch
Weight 1646kg
0-100km/h 6.6sec (claimed)
Economy 1.4L/100km
Price $60,000 (estimated)
On sale Q1 2020
does join the fray above 140km/h. The
transition to the combustion engine is
relatively seamless, but in Sport mode
both powerplants combine for brisk
performance. Given the 450Nm torque
figure, 4MATIC all-wheel drive would
be preferable, but you can’t get it in the
A250e. With substantial Newtons and
eco-focused rubber it’s easy to chirp the
front tyres, even in dry conditions.
Ride quality is largely unchanged from
the A250. A full dynamic assessment will
have to wait for a drive on Aussie soil.
Pricing for Australia is yet to be
announced, but estimates place it in the
$60,000 ballpark, with a predicted arrival
in the first quarter of 2020. The A250e
plug-in hybrid is something of a bridging
solution, but for many, that’s ideal. A
qualified thumbs up, then.
TRE NT G I UNCO
UNLOCK TRUE ENGINE PERFORMANCE

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titanium and how it benefits lubricant technology. The enhanced understanding has been applied to the very latest industry and OEM
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world. Recent testing proves how Castrol EDGE with Fluid TITANIUM Technology transforms to be stronger under pressure and reduces
performance-robbing friction to unlock the true performance of an engine.

TRANSFORMS UNDER PRESSURE

Compressed under intense pressure, the oil was studied using x-rays emitted from electrons
travelling at almost the speed of light.

This showed that Castrol EDGE with Fluid TITANIUM Technology physically transforms its
structure under pressure to keep metal apart. When the pressure subsides, the oil reverts to its
free-flowing state.

Stronger under pressure

Using pioneering ultrasound techniques developed by a leading university, the stiffness of oil
between contact points on the valvetrain were compared.

Tests showed that Castrol EDGE with Fluid TITANIUM Technology was stiffer at the point of
contact, when compared to the same oil without Fluid TITANIUM – proving the oil is stronger
under pressure.

REDUCES PERFORMANCE-ROBBING FRICTION

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Products tested representing 75% of 2017 sales volume.

www.castrol.com.au/edge
 FIRST
Drives AUSSIE
DRIVE

AUDI Q3 35 TFSI

SECOND ATTEMPT
HITS THE SPOT

Model Audi Q3 35 TFSI for adults in the back; a bit tight for
Engine 1395cc 4cyl, dohc, 16v, turbo
o
Max powerr 110kW @ 5000rpm m luggage space, and had a lumpy and
Max torque 250Nm @ 1500-3500rpm often restless ride on Aussie roads. All
Transmission 6-speed dual-clutch of which have been addressed with
Weight 1470kg
0-100km/h 9.3sec (claimed) the second-gen model, which launches
Economy 7.2L/100km initially with two equipment levels and
Price $46,400
just one powertrain: a 1.4-litre turbo-
On sale Now
petrol four powering the front wheels.
But first to packaging, as this is
central to making the Q3 viable
Up front, the seats are a little short
on under-thigh support, and if you
want electric adjustment, you’ll need
to pony up for the Comfort package
($2600) which also adds a host of other
desirable equipment. But the driving
position is flawless, the standard Improved
inclusion of the Virtual Cockpit dash packaging;
cohesive
display is a winner, and the integration
dynamics;
of the 10.25-inch touchscreen is interior

W
E CAN thank Audi’s
sub-compact Q2
SUV for allowing
this second-
generation Q3 to
mature into a far
more spacious, useful and appealing
offering than its predecessor.
Not that the original Q3 struggled; it
was consistently a segment sales leader
since its inception in 2012, and sold
over 19,000 units in Australia over that
seven-year period. But it was cramped
for young families. The stretch in
wheelbase (up 77mm) has brought a
rear seat that happily accommodates
adult legs even when the front seats
are set well back, and increases luggage
space to a minimum of 530 litres, up a
hefty 70 litres. The rear bench can be
moved fore-/aft by 150mm to free up
more boot space when only small kids
occupy the back, and the backrest tilts
in seven stages, while also split-folding
40:20:40. Fully folded, rear cargo space
becomes a generous 1525 litres.
beautifully executed. It all drips with presentation
that lush Audi feel-good factor.
Even the small engine doesn’t really
PLUS
detract from the driving experience,
given its healthy torque and rev-happy
character. Okay, it’s a bit frenetic when MINUS
really wrung out to max revs, but
mostly quite adequate for even press- Lack of shift
on driving, and perfectly agreeable for paddles;
general duties, especially now the dual- tyre noise on
clutch transmission is so well calibrated. coarse-chip;
could go a
It’s a shame there are no paddles in this seventh ratio
range-opening spec, but the gearbox’s

52 whichcar.com.au/wheels
wh s

ability to interpret your intentions
means it’s not an issue in anything
less than attack mode.
Likewise the front-drive layout. The
vast majority of buyers won’t miss an
all-wheel-drive system; those who do
think they need it can wait for the
bigger-engined 45 TFSI Quattro due in
the second quarter of 2020. As is, this
35 TFSI gets its modest mumbo down
pretty cleanly, and overall performance
is more sprightly than the 0-100km/h
figure of 9.3sec suggests.
It even rides with reasonable
compliance, especially on the standard
18-inch wheel and tyre package. Things
get a little more terse on the 19s that
are part of the richly specced Launch
Edition ($6350 over the $46,400 basic
car for additional equipment that
would tally to over $10,000 if added
separately) but adaptive dampers (not
fitted to our test cars) are available for
$2000 and would likely help the ride/
handing balance.
The steering, meanwhile, loses
nothing for not being offered with the
various weightings that come with the
optional Drive Select set-up. It’s typical
Audi in that there’s little actual road
feel, but it is consistently weighted,
and nicely direct. Overall, there’s an
alertness to the Q3’s responses and a
generally engaging, mostly cohesive
vibe to its on-road behaviour.
So all pretty positive, then? Sure; the
only potential fly in the Q3 ointment
is a Swedish one, in the form of our
reigning COTY, the Volvo XC40. It’s
slightly larger, has similar standard
equipment, a more powerful 2.0-litre
turbo engine, eight forward ratios, and,
in T4 Momentum spec, only $500 more
expensive than the entry-level Q3.
Problem for Audi? Unlikely.
AS H W EST ER MA N
+
the
facelifts
Was it worth all the effort?
NISSAN PATROL
WHAT’S NEW?
Now with added, er, boomerang-ality! True –
the new LED headlights are shaped like that
Aboriginal throwing weapon, while smartphone
mirroring, AEB and trim upgrades feature.
HAS IT WORKED?
There’s also a raft of improvements to NVH,
and the cooling system for hot climates like
ours, so it gets a boomerang-shaped tick.
HYUNDAI IONIQ EV
WHAT’S NEW?
A more powerful 100kW/295Nm electric
motor (up from 88kW), while the on-board
charging system is now rated at 7.2kWh
compared to the outgoing model’s 6.6kWh.
HAS IT WORKED?
You bet: thanks to the larger 38.3kWh lithium
polymer battery (up from 28kWh), range is
boosted to 293km on the WLTP cycle, up from
the previous model’s stated 230km range.
MG ZS
WHAT’S NEW?
A new 1.3-litre turbo four replaces the atmo
1.5, and a new six-speed auto consigns the
four-speeder to the bin. Useful improvements
to lighting, safety, and trim, too.
HAS IT WORKED?
The new engine makes 93kW/230Nm,
a decent jump over the current 1.5’s
84kW/150Nm, so we’re optimistic this
budget SUV will be less underwhelming.
@wheelsaustralia 53
 FIRST
Drives AUSSIE
DRIVE

to suit the local predilection for floaty

KIA SELTOS comfort. Like most Kia models, the
Seltos’s suspension has been tuned

MORE THAN
for Australian conditions, and the
opportunity to drive Australia’s newest

MERE SEOUL
SUV through the Sunshine Coast
hinterland suggests Kia Australia’s

PROVIDER
AN THE all-new Kia Seltos
take on the cut-throat small
SUV segment and become
the Korean brand’s biggest
seller in Australia?
Yes it can. But it won’t.
In a frustrating twist for Kia Australia,
which has waited so long to plug this
substantial gap in its line-up, Seltos
imports will be limited to just 650 per
month, with Kia’s Gwangju plant having
to satisfy strong US demand. A shame, as
the Seltos should attract broad appeal,
not least because of its driveability.
When we first drove Kia’s box-fresh
Seltos small SUV in its homeland
(Wheels, September ’19), we gave it a
tentative thumbs-up pending how it
performed in Australian conditions. The
Korean version rode on soft suspension
engineering team has nailed it.
Kia Australia has applied a range of
measures to tighten its underpinnings,
including bespoke components such as
strengthened rear arms for both the
torsion-beam axle on the FWD versions
and the AWD’s multi-link suspension.
Power steering torque settings were
tweaked to assist with holding a line on
sharp bends and for more authoritative
self-centring when the road straightens.
Driving the slippery top-spec 1.6-litre
turbo, AWD GT-Line between Gympie
and Noosa was a surprisingly delightful
experience, with firm but direct steering,
remarkably little bodyroll and four-paw
traction combining to fool the Seltos into
thinking it’s a hatchback. It’s comfy, too,
with the suspension largely untroubled
by road imperfections except for the odd
jarring through 18-inch rims shod with
sporty 235/45 Kuhmo Ecsta tyres. Ride
quality is superior on the front-drivers,
particularly the entry-level S with
its cushy 205/16 R16 rubber.
Cabin scores The Seltos’s 130kW/265Nm 1.6-litre
highly for turbo and 110kW/180Nm 2.0-litre
intuitive Atkinson cycle powertrains are similar
ease of
to those in its Hyundai Kona cousin,
operation and
equipment though the latter ditches the six-speed
levels in all torque converter transmission for a
four grades Kia-first CVT. Despite the characteristic
rev-droning on a wide-open throttle, it
provides quite a smooth drive.
Priced between $25,990 and $41,990
driveaway, the local Seltos range has
four spec grades: S, Sport, Sport+ and
GT-Line. S and Sport are 2.0-litre front-
wheel drive only, while Sport+ offers
both drivetrains. The 1.6-litre turbo

54 whichcar.com.au/wheels
 +

AWD is the only option in the GT-Line

range-topper.
While Kia has made driveability a key
Seltos selling point, it hasn’t overlooked Coming
important small-SUV essentials such as
infotainment, styling and active safety. attractions
A sleek new dashboard layout is
dominated by a cinematic 10.25-inch
The new metal we’re driving next issue
floating infotainment screen with Apple
CarPlay/Android Auto in all but the S.
It’s one of the more practical
crossovers, too, with a 2630mm wheelbase
that helps provide a generous 965mm of
rear legroom. The S boot is a class-leading
498 litres, thanks to a space-saver spare
wheel, while the rest of the range, with
full-size spares, make do with 433 litres –
still more than most rivals.
This is a well-packaged SUV with CHEVROLET CORVETTE
lots of showroom appeal. Hyundai’s Eighth gen of this legendary US nameplate is a landmark, not least
Kona averages around 1100 monthly because of its (now) mid-engined layout and the fact it’s built as a
sales, so expect the Seltos’s 650 monthly
allocation to go fast.
1 factory right-hooker destined for Holden showrooms. We’ll be out
to uncover whether locating the engine behind the driver brings
DAV I D BO N I CCI tangible dynamic benefits over the C7, if it’s really as fast as the
2.9sec 0-100km/h claim suggests, and how well the extreme driver-
centric interior design works in the real world. Expect a yee-hah.

Dynamics; Turbo on
infotainment PLUS higher-spec
and active variants
safety; likes a drink;
interior styling MINUS production
limits

AUDI A1
All-new second generation of Audi’s entry-level hatch gains
maturity and sophistication, without losing the ‘cranky toddler’
2 exterior design elements of the original. The longer wheelbase
means it’s roomier, a Virtual Cockpit display becomes available, and
the must-have personalisation packs have proliferated. But will it
deliver dynamic depth and nail the fun-to-drive brief?

Model Kia Seltos S

Engine 1969cc 4cyl, dohc, 16v
Max power 110kW @ 6200rm
Max torque 180Nm @ 4500rpm
Transmission CVT
Weight 1355kg
0-100km/h 9.6sec (claimed)
Fuel consumption 6.8L/100km
Price $25,990
On sale Now
MERCEDES-BENZ GLC
We’ll drive two variants of Merc’s updated mid-size SUV, but
it’s the new GLC 300 that’s of most significance. It’s a new
3 model grade that effectively replaces the 250, and brings a
190kW/370Nm punch from its high-output 2.0-litre turbo-
petrol four. And for aesthetes who also value ride comfort,
you’ll be able to spec this model with AMG-Line styling, but
retain the more supple, less sporting chassis set-up.

@wheelsaustralia 55
Drives

THIS MONTH’S NEWCOMER TAKES ON THE CLASS BENCHMARK

SPECS

Hyundai Venue Active Model Mazda CX-3 Maxx Sport AWD

1591cc 4cyl, dohc, 16v Motor 1998cc 4cyl, dohc, 16v
90kW @ 6300rpm Max power 110kW @ 6000rpm
151Nm @ 4850rpm Max torque 195Nm @ 2800rpm
6-speed automatic Transmission 6-speed automatic
1225kg Weight 1360kg
11.4sec (claimed) 0-100km/h 9.0sec (claimed)
7.2L/100km Economy 6.3L/100km
$23,490 Price $29,490
Now On sale Now

56 whichcar.com.au/wheels
 HYUNDAI V
VENUE
ENUE MAZDA
ZDA CX
CX-3
3

Equipment and value

Hyundai offers three FWD variants (Go, Active and Elite), with prices starting at
$19,990 and topping out at $25,490. We’re driving the mid-spec Active, which
is $23,490 when optioned with the $2000 auto. In a big tick for the price point,
all Venues come with AEB, high-beam assist and lane-keeping assist as standard.
The Elite adds aesthetic upgrades like 17-inch alloys and a ‘funky’ two-tone colour
option. Hyundai is offering a seven-year warranty over the usual five. 22/25
Four model grades are available (Neo Sport, Maxx Sport, sTouring and Akari).
Prices kick off at $23,990 and rise to a lofty $40,490. Unlike the Venue, the
CX-3 can be had with all-wheel drive (the Venue has three traction modes).
Blindspot monitoring and sat-nav are standard on the Maxx Sport AWD tested,
while both cars have tilt and reach adjustment for the steering wheel. The CX-3
is covered by a five-year, unlimited-kilometre warranty. 18/25

Space and comfort

With a sub-$20K starting price, corners have clearly been cut inside yet the
Venue’s cheap and cheerful nature delivers, with a clean design highlighted by
the 8.0-inch touchscreen for the infotainment. Hard plastics abound, but the
fit and finish is generally solid. Headroom is generous thanks to the tall body.
Outward vision is refreshingly abundant and the 355L boot is big for a small
SUV. Rear legroom is tightish and there are no rear air vents. 18/25
Yes, the CX-3 is the more expensive, but it looks and feels it in design and
material quality. The only area in which the Mazda is let down compared to
the Hyundai is its older MZD Connect infotainment system and 7.0-inch (non
touchscreen) display. While the Mazda has a tad more rear legroom, it feels
more hemmed in with its lower roofline and slot rear windows. The AWD CX-3
has a significantly smaller boot at 264L, and it too lacks rear air vents. 19/25

Ride and handling

Thanks to an Aussie-specific suspension tune (MacPherson struts front, torsion
beam rear), the Venue’s ride quality is comfortable and composed. The chunky
sidewalls of the 15-inch alloys no doubt help (and return little road noise).
Dynamically the Venue’s a bit of a surprise packet, although you’re never going
overly fast as the six-speed auto hunts for grunt the 1.6-litre engine doesn’t
have. The steering is engaging and NVH levels well suppressed. 17/25
The CX-3 has the edge in overall agility with its lower centre of gravity providing
a distinct advantage in regards to pitch and roll. It also uses MacPherson struts
up front and a torsion beam rear-end, but Mazda has gone for a slightly firmer
set-up with a greater emphasis on dynamics. The steering is sharp and nicely
weighted, while the six-speed auto ties in well with the 2.0-litre engine. Tyre roar
from the 16-inch hoops and NVH levels are on par with the Venue. 20/25

Performance and economy

The naturally aspirated 1.6-litre four-cylinder is the Venue’s weakest link. It’s not
the seemingly meagre outputs of 90kW/151Nm (the Active weighs 1225kg),
because the tiny SUV shifts along well enough at commuter speeds. No, it’s
the coarse nature of the engine under provocation that is off-putting. And it’s
slow – 0-100km/h in 11.4 seconds slow. It’s also less fuel efficient than the CX-3 at
7.2L/100km. A small-capacity turbo engine would work a treat here. 13/25
The benefits of the Mazda’s almost half-a-litre advantage over the Hyundai are
particularly clear when overtaking. That’s not to say the 110kW/195Nm 2.0-litre
four-pot is a cracker, because it isn’t. And given it also develops its power high in
the rev range, it too can sound and act strained. Overall, the CX-3’s engine feels
less stressed, mainly due to its extra torque, and it isn’t as frenzied when asked to
perform. At 6.3L/100km, it’s also more fuel efficient. 17/25

70 THE 74
/100 VERDICT /100

CX-3 arrives at a happy place

There’s an honesty about the Hyundai Venue that you have to admire – it does exactly what it says on the packet. In pure metal for money, it stacks up
very well here. However, the Mazda CX-3 endears itself more as an ownership proposition with solidity and class. Yes, it comes with a premium price
in this shootout by a $6000 margin, but the Mazda would still have won if the requested $25,990 Neo Sport FWD had been the variant on test. Is it
heart over head? Not quite. The Venue’s positive attributes extend further than just being cheap, but it’s outclassed by a fancier establishment...

@wheelsaustralia 57
FEATURE

58 whichcar.com.au/wheels
IN THE HALL OF THE

mountain
kings
FORD LAUNCHED THE MEGA HOME- GROWN
R-SPEC MUSTANG AT BATHURST, SO WE CRASHED THE
PARTY IN A CAMARO ZL1

WORDS CAMERON K IRBY PHOTOS CRIS TIAN BRUNELLI

@wheelsaustralia 59
FEATURE / KINGS OF THE HILL

Want to pull an instant crowd

at the Bathurst 1000? Sneak a
couple of V8 heroes through a
gate at Skyline during the race

60 whichcar.com.au/wheels
 5 :47PM, SATURDAY October 12. It’s the day before the
It was at the Bathurst 1000 a year
ago that Rob Herrod (above left) got
the green light from Ford Australia to
create the R-Spec Mustang
More power than Scott
McLaughlin’s race car, and better
looking, the supercharged R-Spec
is a beast we can’t wait to unleash
Bathurst 1000, and the entire Mount Panorama circuit is
subdued with a tense silence.
The peace is shattered by a feral, mechanical howl. It’s
Scott McLaughlin at the wheel of his DJR Team Penske
Ford Mustang, its 485kW 5.0-litre naturally aspirated
race engine screaming like a bombing siren as it’s put to work for
the most important solitary lap of the year, tearing down the pit
straight with furious intent.
There’s a crackle as the 26-year-old Kiwi bangs down a couple of
gears, before propelling himself up the mountain.
The silence returns.
It’s only broken when McLaughlin reappears, precisely 2:03.3783
minutes later. He’s just completed the quickest lap by a Supercar in
Mount Panorama history, and the team erupts into
suitably joyous celebrations.
Sitting still and silent just behind the pit garage
is a bright green Ford Mustang road car, at the
head of the line of numerous other Mustangs. A
quick glance would have you fooled that there
isn’t anything particularly important about this
car, but let your eyes linger and telltale signs
begin to coalesce into the realisation that this is
something much more significant.
It might be the Ford Performance wheels that
first catch your eye, or the matte black decals that
give a knowing wink to the old Boss models from
the halcyon days of muscle cars. Perhaps you’ll
first be drawn to the GT350-esque rear wing, or
the slightly more hunkered-down stance.
What you are gazing at is the 2020 Ford
Mustang R-Spec, and it’s incredibly exciting for
a number of reasons, the main ones being its
race-car-shaming 522kW/827Nm outputs, and the
fact that it’s assembled at Ford’s Broadmeadows
facilities, near where the mighty Falcon was
being built just three years ago. Yes, you read
that right: the Blue Oval is back to making cars
in Australia.
Here at Wheels, we don’t like to let a good
opportunity go begging, so we decided to
crash this momentous occasion with none
other than General Motors’ very own 477kW
American invader, the Chevrolet Camaro ZL1,
re-engineered and sold in Australia by Holden
Special Vehicles.
Our unceremonious arrival at Mount Panorama
in a GM product at the exact moment Ford Australia is beating
its chest with pride might be frowned upon by more sensitive PR
minders, but Ford Australia welcomes us with open arms, fully
aware of what both cars represent – the return of Aussie jobs to the
performance-car sector.
Together, the R-Spec and ZL1 represent close to a megawatt of
Australian-fettled supercharged V8 muscle, and what better place
to gauge public perception of the pair than Mount Panorama during
the biggest motorsport weekend of the year.
Unfortunately for you, dear reader, internal politics at Ford have
kept us out of the driver’s seat of the R-Spec for now. The model
you see on these pages is a pre-production version, and built from a
MY19 Mustang, whereas all R-Specs will eventually be based on the
MY20 update. The upshot of this is that the car is chaperoned at all
times by a Blue Oval employee. We’ll bring you a full first drive as
soon as we can pry the keys from Ford Australia.
@wheelsaustralia 61

FEATURE / KINGS OF THE HILL
ROB HERROD is a physically imposing man from a distance.
Standing six foot tall, with a shaved head and broad shoulders, he
cuts a daunting figure.
But today, he has a beaming smile, his chest filled with pride,
and he happily stops to take selfies with the Blue Oval faithful.
“We’ve been working on this project for pretty much two years
now,” Rob tells us. Long associated with fettling Ford products,
he has become the linchpin in the R-Spec project thanks to his
close relationship with Ford Performance in the US and Ford
Australia locally.
As the largest official distributor of Ford Performance products
in the southern hemisphere, Herrod Performance was given
the nod to assemble the R-Spec, and ensure that it complied
with all ADR regulations. What Rob has created is an absolute
performance bargain. Priced at $99,980, the R-Spec offers 183kW
and 271Nm of extra grunt over the regular Mustang GT for an
additional $37,990 – not bad value for money.
So what do you get for your cash?
A Ford Performance supercharger is key to the extra power.
Roush supplies the Eaton R2650 TVS unit that sits atop the third-
generation 5.0-litre Coyote V8. The 2.65-litre unit produces 12psi
of boost when spun up to 18,000rpm. For comparison, the ZL1’s
477kW/881Nm LT4 6.2-litre V8 is topped by a 1.7-litre Eaton
R1740 TVS supercharger which generates 9psi of boost when
spinning at 20,000rpm.
Also in the Ford Performance kit is a new lower intake manifold
with integrated air-to-liquid intercooler, 87mm electronic throttle
bodies, a redesigned air inlet system, and larger fuel rails. The
exhaust is also all new from the catalytic converter back, and
built by Borla to Herrod’s specifications, with Ford Performance
tips. Because a Ford Performance kit is used, all validation and
testing needed to ensure the R-Spec met strict OEM standards was
completed in the US.
You won’t be able to buy an automatic R-Spec, as all 500 units
are fitted with the six-speed manual. Ford claims the gearbox
itself didn’t require any modifications to handle all the extra
grunt thanks to the MY18 Mustang’s transmission upgrades,
62 whichcar.com.au/wheels
Rob Herrod at the wheel for the
drivers’ parade, curbing the urge
to unleash 522 blown kilowatts
which include stronger halfshafts, a twin-plate clutch, and a dual
mass flywheel from the Shelby GT350. At each corner are Ford
Performance wheels half an inch wider front and rear (9.5 and
10 inches respectively). Rubber retains previous widths of
255mm front and 275mm rear.
The suspension has been tweaked, with the ride dropping by
20mm; spring rates stiffened by 20 percent; and MagneRide
dampers recalibrated for the new settings. Larger diameter
anti-roll bars (up 5mm at the front; 3mm at the rear) round
out the chassis upgrades.
Visually the R-Spec can be identified by the inserts on the front
bumper intakes, unique decals, and GT350-style rear wing. The
gurney flap you see in the photos was added to give Dick Johnson,
or ‘Uncle Dick’ as Rob’s son Chris Herrod calls him, some extra
stability during demonstration laps where he nudged 290km/h
down Conrod Straight. Stickier Michelin Cup 2 rubber is fitted for
the same reason, although the production version will wear the
same Michelin Pilot Sport 4 S tyres as a standard Mustang GT.
Herrod Performance is toying with offering an optional
‘Track Pack’ that would include both of the aforementioned
modifications, along with extra cooling for the powertrain. This
would placate buyers worried by the overheating issues that have
plagued automatic Mustang GTs that endure track action.
While this is a new addition to Ford showrooms, the R-Spec
badge itself isn’t. FPV sold a GT R-Spec in 2012, and it remains
the quickest-accelerating Ford tested by Wheels, with a 4.52-second
sprint to 100km/h. With no official acceleration claims coming from
Ford, this will be the benchmark figure for the Mustang R-Spec to
beat, along with toppling the quickest Aussie-built car, the HSV
GTS-R W1, which managed 4.5 seconds.
All up, the R-Spec denotes an exciting new future for both Ford
the company in Australia, and the blue-blooded army that have
stayed faithful since local production ended. The ZL1 does the
same thing for those in The General’s army.
PESSIMISTIC DETRACTORS of both of these cars will point out
that they aren’t actually manufactured in Australia – and sure,
Even the medical team
couldn’t resist a gander as
we blocked off pit lane for an
early-morning shoot

@wheelsaustralia 63

Rob Herrod’s joy when #17
won The Great Race was
probably only matched by
Scotty Mac himself
FEATURE / KINGS OF THE HILL
Above: not exactly the kind
of drag/strip action the
R-Spec is built for...
they aren’t built and engineered from a clean slate on Aussie shores
like the Falcon and Commodore – but that’s a negative slant on
what should excite any local car enthusiast. These are distinctly
Australianised models. The Camaro is only sold as a right-hand-
drive model in a single market – ours – and that is all thanks to the
engineering prowess of HSV. Similarly, Ford now sells a 5.0-litre
supercharged ’Stang from the factory in only one country: Australia.
It’s something not lost on the rabid fans who reside at the top of
Mount Panorama for the Bathurst 1000 every October.
“It’s bloody fantastic that Aussie jobs go into these things,”
enthuses one punter.
The public reaction is unmistakeable for both vehicles, with
racing fans all over The Mountain thrilled at their mere presence.
We push our luck and sneak the cars through a gate into the crowd
at McPhillamy Park, causing an instant disruption to foot traffic.
The two cars are swamped by a crowd of onlookers who pepper us
with questions. People pose for photos, and eagerly pore over the
exterior details. Requests to pop the bonnet are quickly followed
with calls to “give it a rev”. Ford Special Vehicles
senior engineer Nathan Medbury happily obliges,
taking the R-Spec to redline much to the glee
of onlookers, while the 4000rpm soft cut of the
automatic ZL1 that we have brought along earns
itself a bit of uncharitable ridicule.
Being Bathurst, there are numerous questions
about when the Camaro will join the Supercars
championship. The short answer is Walkinshaw
doesn’t want to ruin the silhouette of its
performance hero like Ford did with the Mustang,
and has called for the front roll-hoop regulation
to be changed to accommodate a lower roofline,
meaning a Camaro Supercar won’t happen until
2021 at the earliest.
Surprisingly, almost no-one mentions the price
difference between the pair (it’s $60,000, if you were
wondering). It’s mooted at one camp that most Ford
and Holden fans couldn’t afford either of the cars
anyway, and even if they could, the price wouldn’t
matter. It’s a heart-over-head decision.
While neither car is torched to a crisp, and we
survive a late-night excursion without having
beer cans thrown, it’s clear that Red vs Blue tribal
lines still exist at Mount Panorama. Verbal heckles
are spat with venom as we cross the path of less
agnostic camps, while one fan wearing a Ford shirt is quickly
labelled a traitor by his mates for admiring the looks of the Camaro.
There are some less partisan onlookers, but they’re few and far
between. The general consensus when prodded is that the R-Spec is
the more impressive performance car, with its superior power and
racing heritage, but it’s the Camaro that cuts a more intimidating
and visually alluring figure.
A DAY after Scott McLaughlin sent the record books into a tailspin
with his quickest-ever lap, he crosses the line to finish lap 161 of the
Bathurst 1000 at the head of the pack. This is his, and the Mustang’s,
first victory at the toughest race in Australian motorsport.
Walking down the pit lane amid the stampeding crowd is Rob
Herrod. He holds a poster that reads MUSTANG WINS BATHURST.
His eyes fill with tears as emotions swell to crescendo at the end of
a tense race.
If Ford was looking for a fairytale launch for its R-Spec at the
unforgiving Mount Panorama, this was it. As the race weekend
concluded, it was estimated roughly half of the car’s 500-unit
allocation was accounted for with pre-orders.
Who said ‘win on Sunday, sell on Monday’ was dead?
 SPECS

rd M ng pec Model HSV Camaro ZL1

Engin 5038c 8 ( °), h ,s rcharger Engin 6162cc V8 (90°), ohv, 16v, supercharger
Max werr W 0rp Max powerr 477kW @ 6400rpm
q e 82 N 450 m Max torqu 881Nm @ 3600rpm
ansm
nsmi ion ed ual Transmission 6-speed manual
nsions (L/W/H/W-B) Dimensions (L/W/H/W-B)
6 272 4780/1900/1350/2810mm
eight 6 g imate) Kerb weight 1761kg
m/h 4 5s estimated) 0-100km/h 4.8sec (estimated)
Eco myy 16 m (estimated) Economy 15.6L/100km
Pric 9,9 Price $159,990
On sale Noww On sale Now

The R-Spec and ZL1 represent near enough

a megawatt of Australian-assembled
supercharged V8 muscle

@wheelsaustralia 65
 FEATURE DRIVE / PORSCHE TAYCAN

66
whichcar.com.au/wheels
Seeking
a soul,
mate
PORSCHE’S DEBUT EV HAS ASTONISHING PERFORMANCE
AND TOWERING TECHNICAL CAPABILITY, BUT CAN IT
REALLY EMBODY THE SPIRIT OF STUTTGART?

WORDS ALE X INWOOD

@wheelsaustralia 67
FEATURE DRIVE / PORSCHE TAYCAN

FOOT
LOOSE

The Taycan’s brakes offer serious stopping

Somebody power, but in normal driving you’ll have little
need for them. Pressing the brake pedal can
stop me! send 265kW of recuperative energy back
into the battery, so most braking events won’t
require the hardware (420mm carbon ceramic
THE SYSTEM WHERE PEDAL front discs with 10-pot calipers, 410mm back
discs with four-pots on the Turbo S). Push deep
RARELY MEETS METAL into the brake pedal to engage the hydraulic
system, however, and the crossover point from
regen to hardware is smooth and effective.

68 whichcar.com.au/wheels
A
UTOBAHN, 180 clicks south of Berlin. Rain
spatters the windscreen as you patiently negotiate
the melange of trucks, white vans and hustling
BMW wagons. Then, as if by some invisible signal,
the fast lane clears and the road straightens.
Flatten it. The Porsche explodes forwards, but
not in the way you’re used to. There’s no kickdown from the
gearbox, no flare of revs, no howl from a collection of pistons,
valves and plugs. There’s only silence, save for some wind rustle
and the rising roar from the 21-inch Goodyears. Just silence, and
crushing, unrelenting, seemingly unstoppable acceleration.
Ferocious and sudden turns of speed have long been the EV
shtick, yet beyond the tonne, combustion cars mostly hold the
upper hand. But this is different. Where other EVs start to run
out of puff, the Porsche Taycan seems to be only clearing its
throat. 160km/h passes in the time it takes to loosen your grip
on the steering wheel. Keep it pinned. 200km/h disappears in
a matter of seconds as you apply a micron of lock to adjust for
a sudden crosswind. Some context? If a McLaren F1 was in the
next lane and accelerating hard, you’d be neck and neck.
The official VMAX is 260km/h but so rapid is our
accumulation of speed that the Taycan’s speedometer rushes
past that number with disdain. Only the sudden appearance of a
van turning into the top lane seems capable of slowing Porsche’s
EV as you get hard on the brakes at 270km/h.
Loosen your grip; take stock. Breathe.
That the Taycan relishes high-speed running, and feels as
rock solid as any other Porsche product at extreme velocity, is
a welcome discovery, though, truth be told, this isn’t why we’ve
flown to Germany. Nor is it why you’re reading. No, we’re here to
learn something deeper. To answer the question printed on the
cover of our November issue: “Has Porsche created an EV with
soul?” For that’s the promise that sets the Taycan apart, isn’t it?
The sense that this is finally an EV that draws a line in the sand.
That it’s different. That it’s an EV for drivers.
Windier roads and some more seat time are needed to answer
that properly, but first, some background. Last month’s Taycan
technical deep dive shone a comprehensive light on how Porsche
has moved the EV game on technically. The condensed version,
however, stands thus: built on an all-new platform, on an all-new
production line with all-new body and paint shops, the Taycan
utilises the now ubiquitous skateboard layout, built around
a 93kWh battery pack. A ‘permanently excited’ synchronous
electric motor on each axle provides all-wheel-drive capability
and rapid torque vectoring (a cheaper, rear-drive version will
arrive in 2021), but the big news is the use of an 800-volt
electrical architecture.
For now, Porsche is alone here (other EVs use 400V) and is
bullish in spruiking its benefits. Greater voltage allows for a
lower current, which boosts recharging times (Porsche claims
that with the right charger and a warm battery, a 5-80 percent
recharge takes 22.5 minutes) and provides the ability to use a
thinner wiring loom which can be packaged more easily and
weighs 4kg less. Lower current also means there’s less heat in
the battery, electric motors and other core components; a crucial
Does it feel like a proper Porsche? Absolutely.
Is it a reassuring, polished, and powerful glimpse into
the future of the performance car? Undoubtedly
factor in delivering consistent and repeatable performance,
which is a weakness in key EV rivals. Porsche isn’t shy in
pointing this out. “Every Porsche is track ready, and we are
track ready with this Porsche in particular,” I’m told by Dr Ingo
Albers, the man in charge of the Taycan’s chassis. “Mostly it will
be the driver that is the limit, not the car. After doing 25 launch
control starts you are tired, I promise.”
Two model variants were available to drive at launch: the
$300,000 Turbo, which packs 460kW/850Nm (and up to 500kW on
overboost when launch control is engaged), a 0-100km/h sprint
of 3.2sec and a WLTP range of 450km, providing you drive with
a light touch. Our usage hovered between 20-24kWh/100km,
suggesting a real-world range of around 390km.
It’s the more aggressive, and more expensive, Turbo S that
we drive first, however. Tipped to cost $350,000 when it arrives
locally at the end of 2020, it too deploys 460kW in regular
driving, though an additional pulse inverter on the front axle
means its overboost outputs leap to 550kW/1050Nm. Range
drops to 412km, though performance numbers tumble too. Here,
0-100km/h takes 2.8secs. “And our figures are from a standing
start,” adds Ingo, the subtext referring to Tesla’s ‘one foot
rollout’ technique for recording performance times.
Drop into the driver’s seat and pause for a moment.
You approach the Taycan wary that it will deliver an alien
experience, but slip inside and it instantly feels familiar. The
driving position is low, natural and very 911. The steering wheel
is lifted straight from the 911, and all of the key controls and
functions fall naturally to hand. Only the radically different
dash architecture, headlined by a curved 16.9-inch instrument
cluster and a multitude of other touch and haptic screens,
requires some recalibration.
Toggle the stubby, dash-mounted gear selector into Drive
(another common 911 part), twist the drive select manettino into
Sport Plus and find a quiet, straight road. Squeeze the brake
to come to a stop and hold, mash the throttle, then relinquish
the anchors. What follows is more carnival ride than motoring
experience. The initial leap forward is violent, though in greasy
conditions there’s a momentary pause as individual wheels slip
and search for grip and the four-wheel-drive system (which is five
times faster than any other Porsche) reacts to apportion torque.
Is the ‘cheaper’ Turbo noticeably less frantic? Yes, though both
are monstrously rapid, with more shove and faster responses
than any Porsche I’ve ever driven. Porsche’s data shows that in
the first 2.5sec of a launch, the Taycan covers the same distance
as the 918 Spyder hypercar, which should see you decimate all
comers in the race away from the traffic lights.
Calm things down and the Taycan is effortlessly unflappable.
Again, there’s a familiarity to the controls. The steering (2.5 turns
lock-to-lock) is nicely judged and naturally weighted, throttle
tip-in is smooth, and it feels more agile in heavy traffic than a
Panamera, its closest sibling in terms of size. Less natural is the
coasting function. EVs have conditioned our brains to expect
heavy recuperation when you lift off the gas. You won’t be ‘one-
pedal driving’ in the Taycan, however. Roll out of the throttle and
it’ll maintain a constant speed which, initially at least, almost
FEATURE DRIVE / PORSCHE TAYCAN
feels as though the car is increasing its speed. You can boost the
level of recuperation though three settings, though get used to the
default setting and it quickly becomes preferable to heavy regen.
Turbos run 20-inch alloys shod with Michelin rubber
(245/45R20 up front, 285/40R20 out back), while the Turbo S
gains larger 21-inch Goodyear Eagles (265/35R21, 305/30R21).
Ride quality on standard three-chamber air suspension and
adaptive dampers is excellent in both cars, as is cabin refinement
and materials quality. This is a wonderfully serene, comfortable
and effortless car to drive in traffic, and it’s practical too. The
boot is fractionally smaller than a VW Golf’s (366L) and the two
rear seats are roomy enough for adults.
It’s not perfect, however. Rear headroom for tall passengers is
compromised (counter-intuitively, cars fitted with the optional
panoramic glass room actually have more headroom than
those with a steel roof), and while there’s ample toe room and
sufficient kneeroom thanks to a lengthy 2900mm wheelbase and
scalloped front pews, the rear bench could do with more under-
thigh support. I’m also not sold on the plethora of screens in the
front of the cabin. The curved instrument cluster is a triumph,
with sharp graphics and intuitive touch pads on either edge
for the lights, traction control and suspension settings, but the
10.9-inch screen on the lower section of the centre console is
less convincing. Unlike the other touchscreens, this responds via
haptic feedback and is something of a fingerprint magnet.
If three screens aren’t enough, you can option a fourth for the
passenger, but it doesn’t offer any functionality the passenger
can’t access by simply moving their hand two inches to the left.
Our test cars also displayed some strange technical glitches,
with the passenger display and central screen frequently freezing
and rebooting, though Porsche said this has been corrected.
Find a winding road and your focus hardens. It’s wet, the
ambient temperature hovering around 5°C, and the twisty sections
70 whichcar.com.au/wheels
Mamba green metallic paint
conceals primarily aluminium
sheetmetal over a high-tensile
steel skeleton. Carbonfibre
was rejected on cost grounds
on our road loop are so narrow that they’re virtually a single lane
at the apex. Not ideal for a circa-500kW performance car that
weighs 2.3 tonnes… yet the Taycan simply demolishes the route.
Rear-wheel steering is standard, as is Porsche’s full armada
of chassis control systems, including torque vectoring, an
electronically controlled limited-slip diff and active anti-roll bars,
the latter taken directly from Panamera and Cayenne.
Body control is vicelike, with any lateral movement so small
as to be virtually imperceptible at sane speeds. While grip levels
are high, there’s enough communication through the seat of your
pants to telegraph when you’re near the limits of adhesion. Ignore
those signals, however, and there’s real fun to be had on corner
exit. Be judicious with your throttle inputs and the Taycan’s ability
to slingshot out of a corner is almost peerless, though get greedy
with your right hoof and it can feel nicely rear-driven too. Sport
and Sport Plus loosen the electronic nanny to give hints of yaw
and, should you be feeling confident, ESC off really means OFF.
Unusually for an EV, the Taycan has a two-speed gearbox on the
rear axle. In Sport and Sport Plus, first gear is used for maximum
acceleration while second kicks in at around 70-80km/h. It’s a
strange sensation to feel, and to hear, a gearshift in an electric car,
but despite the occasional clunk and minor jerk as you approach
intersections, it enhances the experience. Downchanges can be
accompanied by a flare of revs, which feels nicely old school.
So the Taycan is fun, engaging, and has a strong sense of
Porsche DNA shot through its dynamics. Does it feel like a
proper Porsche? Absolutely. Is it a reassuring, polished, and
powerful glimpse into the future of the performance car?
Undoubtedly. But is it the equal of, or an improvement on,
the level of connection and engagement offered by the existing
crop of performance cars? Perhaps that’s an unrealistic
expectation, but this initial drive suggests that might be
the only measure on which the Taycan falls short.
Optional vandal-proof
motorised charging flap
glides into body and then
upwards. It’s also been tested
for its anti-finger trapping
and ice-breaking abilities

SPECS

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PROFILE / KAY HART

The
Hart
of Ford
UNCERTAINTY. THE DEATH OF CAR MAKING.
SALES IN DECLINE. WHAT’S NEXT FOR FORD
IN AUSTRALIA? WE MET WITH CEO
KAY HART TO ASK HER JUST THAT

W O R D S B R U C E N E W T O N P H O T O S A L A S TA I R R I T C H I E

72 whichcar.com.au/wheels
S
T HELIERS BAY is one of those affluent waterside suburbs
you might find in Sydney, Melbourne, San Francisco or
Barcelona. In this case it’s Auckland in New Zealand. The
coffee shops are doing a roaring Sunday-morning trade,
the joggers are out in force, as are the dog walkers and a
multitude of cyclists.
Picking her way through the throng in a white Mustang convertible
V8, it’s top appropriately dropped on this sunny morning, is Kay Hart,
the president and CEO of Ford Australia-New Zealand.
Soon she’ll be driving the hour south to Pukekohe Motorsport Park
to watch the Supercars racing version of the Mustang GT Fastback in
action. But right now she’s squeezed some time in for a photo shoot and
a talk with Wheels in the area where she grew up.
“I love it here,” she says. “The sea, the culture, the environment, the
people and just the general vibe.”
Hart’s own vibe is happy and upbeat. She has a deep, frequent
chuckle, a big smile and a remnant trace of a Kiwi ‘fush and chups’
accent. People who know her well insist she’s not only smart as hell,
but genuine with it. Hart has heart.
She also has a strong constitution. She’d been in South Africa on a
dealer trip prior to Pukekohe – pit-stopping at Ford’s Melbourne HQ
briefly on the way through – then after NZ it was back to South Africa
for a wedding, Melbourne, then Sydney for the launch of the Mustang
R-Spec and on to Bathurst to witness Scott McLaughlin and Alex
Premat’s victory in an epic 1000km battle.

@wheelsaustralia 73
 “The international travel is not so typical in such a short space of
time, but I do try to get out within Australia as often as possible to
visit dealers and customers,” she says when we catch up at Mount
Panorama to complete the interview started on a beachside park
bench at St Heliers.
Hart is a rarity in being the female boss of a car company in
Australia. She’s also the first local Ford leader in a decade to be
operating in anything like clean air. Her predecessor, Graeme
Whickman, closed the Campbellfield and Geelong manufacturing
plants; his predecessor, Bob Graziano, announced they were closing.
Before him, Marin Burela’s reign was dogged by questions of local
manufacturing survival. Hart, who took over the job 16 months
ago, has the chance to go beyond all that. But not, she explains, by
starting all over again. “One of the most important things [when she
started] was to provide the team with stability in terms of direction
and strategy and exactly what we are doing as a team,” Hart says.
That meant reinforcing the key tenets of modern Ford, which is now
one of 60-odd brands vying for oxygen in the Australian market,
not one of three manufacturers who, along with Holden and Toyota,
were once distinct from the rest.
So the customer comes first and the relationship with the
dealer network has to be as strong as possible. That’s all the more
important in a new-vehicle retailing environment that is in steady
decline in Australia. Overall, according to VFACTS, sales are down
7.9 percent year-on-year. Ford’s decline is among the more resilient
of the majors at 8.2 percent. But it’s still a decline.
“It’s very clear the industry we are operating in at the moment
PROFILE / KAY HART
is a tough one,” Hart says. “It’s obviously well down year-on-year
and is continuing to decline. So it’s making sure we have the right
strategy within the operating environment, which has become a lot
tougher. ‘Customer first’ continues to be our key point. It doesn’t
matter, big industry or small industry, that ‘customer first’ is still
key to us.”
So what does that mean? Well, in product terms look at the
R-Spec and Ranger Wildtrak X limited editions. A supercharged
factory-backed Mustang has been a missing opportunity for years
and the X sits atop the dual-cab range, where buyer interest
seems insatiable. Hart says these are two examples of how Ford
is changing to more rapidly and specifically respond to customer
demands in the post-manufacturing era. “That’s the fundamental
shift from a Ford standpoint in terms of what we are trying to do in
the market and how our strategy is playing here.”
Hart is impressively good at staying on message. It’s not a
surprise, car company executives are very well trained in this sort of
stuff these days, and Hart is clearly a good learner. But her steady
rise up the Ford ladder over the past 21 years suggests she has more
talents than simply delivering positive soundbites. For years she has
been identified internally as a star on the rise.
Her involvement with Ford and the car industry began almost
by accident. A bachelor of business, management and marketing
at Auckland University of Technology, she exploited her father’s
extensive contacts in business to organise a month-long internship.
It could have been an insurance company, a furniture company, or a
fast-food retailer, but it ended up being Ford of New Zealand.
To be fair, there was a pretty strong likelihood it would be at the
Blue Oval. That’s because her father, John Hart, was coach of the All
Blacks rugby union team. And Ford was, and still is, a major sponsor.
Watching Hart from a distance at the Pukekohe
and Bathurst Supercars races, there’s no doubt
she’s comfortable in her skin
74 whichcar.com.au/wheels
“I got absolutely hooked, loved it!” Hart recalls of her Ford
internship. “I had so much fun and I loved the passion. The passion
for the brand and the industry as a whole, it got me hooked.
“So I got called up about a month after my internship finished
– not even a month, I don’t think – and I got put onto the [Ford]
graduate program. And so then I never looked back.”
Eight years at Ford NZ topped out as national sales manager.
Then, for nearly two years it was marketing vice-president of Ford
Thailand. After that came more than four years in Shanghai as Asia
Pacific and Africa field operations and dealer development director.
She became managing director of Ford Group Philippines in 2013
and moved to global headquarters in Dearborn, USA in 2016, first
in a marketing role then to work on Team Edison, the global battery
electrical vehicle operation. She returned down under in July 2018.
So why such a traveller? “I think the opportunities given to me by
Ford, and I love travel,” Hart responds. “I love change, I love culture
and I love learning, so to me, travel with all the different jobs [that
I’ve held at Ford] has given me the opportunity to do all of that, and
I’ve loved it.”
Hart doesn’t throw up the shutters entirely, but she’s definitely
a private person. So when the subject turns to her father, still a
nationally known figure in NZ, and her upbringing, she’s not so
much taciturn as truncated. The smile’s still there but the details
are limited. John Hart’s tenure as coach ended when the All Blacks
didn’t win the 1999 Rugby World Cup. It was a wretched time for
him. At a horse race soon after he resigned he was booed and spat
upon and beer was thrown over a horse he owned.
“It was a tough year,” she says quietly. But she rejects the
suggestion she hit the road with her job to escape the public bubble
her father lived in, or she protects her privacy for the same reason.
“I think for me, Dad being in the public has provided a lot of
positives,” she counters. “There have been negatives, but they have
all been learning things. It didn’t shape what I wanted to do in
terms of getting away from the public, but I think it shaped who
I am from what I learned growing up. I value my privacy and I
value my time with family and friends. But I am not actively hiding
anything or keeping to myself. I do value it, and I think I have a
very clear role between home and work.”
Watching Hart from a distance at the Pukekohe and Bathurst
Supercars races there’s no doubt she is comfortable in her skin. She
interacts easily with whoever it might be; McLaughlin, billionaire
team owner Roger Penske, a fan seeking an autograph. It might not
be a rugby stadium, but it’s a sporting venue and it’s in her blood.
No question she’s been tested by the Mustang’s turbulent, albeit
dominant, arrival in local motorsport in 2019. Parity fights, pit-lane
politicking and a fair degree of dissatisfaction emanating from world
HQ as things threatened to go pear-shaped, prompted her to express
dismay with the situation in a media interview. “We have been
disappointed with some of the discussions that have happened, no
doubt,” she said in April at the height of the controversy.
Not fire and brimstone exactly, but Ford is a conservative
 Above: Kay Hart (right)
with dad John when
he retired as All Blacks
coach. Below left:
with DJR Penske team
owner Roger Penske
on the grid before
the start of this year’s
Bathurst 1000

CAT
CALL

Who’ll ride with ‘lone Ranger’?

UTE A KEY BUT FORD IS NO ONE-TRICK PONY, SAYS HART
Up to the end of September 2019, around 31,000 of the 48,600 vehicles sold by Ford in
Australia were Ranger utes. Hart takes that win, and plays down the negatives of the reliance.
“Are there other opportunities we would like to take more advantage of? Yes, we are always
looking for that, but that doesn’t negate any of the success of Ranger and the continued
focus on that,” she says, and she’s clearly relieved the new Ford-VW alliance hasn’t robbed
Ford’s Australian-based technical and design centres of next-gen Ranger and Everest SUV
development. “The powertrain work has moved from Australia to the USA; that’s a transition
that was made earlier this year, but all the top-hat work on this next generation is done here by
the Australian team. That’s a huge pridepoint for us.”
The new Escape SUV arrives in 2020 and Hart confirms the smaller Puma SUV is under
investigation for here too. Meanwhile, the local prospects for the struggling Mondeo mid-sizer
look bleak: “It’s tough to bring in a vehicle that does such small volume,” says Hart.
 Hart is described as inclusive yet decisive in
business by those who deal with her
PROFILE / KAY HART
company that hates discussing any of its issues in public, so the
action of speaking out carried even more weight than the words
themselves. It’s no surprise Supercars has not tried to slow the
Mustang any further since then…
“Yes, challenging times, tough times, frustrating times
throughout the year,” Hart admits. “But mostly successful. That’s
what we want to remember this year for, not the challenges, but
for the success.” Of course, neatly played. Spin that message
back to the positive, as Hart so often does.
Away from public interactions with pesky journalists, Hart
is described as inclusive yet decisive in business by those who
deal with her. She’s less acerbic and divisive than Whickman –
who she names as a mentor – and certainly more charismatic
than the dour Graziano. The constant smile can be deceptive,
though. Hart’s eyes can narrow and sharpen when something’s
concerning her, even while the smile stays fixed in place.
There have been critical moments in each of Hart’s
assignments that have helped her develop into the auto
executive she is now. In Thailand, she learned how to do
business in a foreign language; from Shanghai, she oversaw
the rapid roll-out of dealer networks in China and India; in the
Philippines, she realised she loved running the show. In the
USA, though, she finally really connected with driving.
“Living in Asia for so long, I didn’t do a lot of driving,” she
recalls. “I didn’t drive in the Philippines, Thailand or China.
But in Michigan, because I could drive, I drove a lot. I went to
the [Michigan] upper peninsula and it was amazing. I loved
it. My first vehicle up there was the Explorer, then I got into
the Expedition – big to bigger – then a Mustang convertible,
and that got me hooked on the convertible and my first car in
Melbourne was back to the convertible.”
Her next company car is the Raptor, the wild off-road-
focused version of the Aussie-developed Ranger ute. “Given
the team we have in Australia and the pride we have in Ranger
and hanging out with those guys and learning about the
vehicle and then getting the opportunity [for them] to take me
through the real details and engineering of it, I can’t wait [to
76 whichcar.com.au/wheels
Feel the serenity: Kay
Hart presents a calm front
amid turbulent times for
the Australian car industry
drive it]. “We are going to go to the proving ground and really
test out the vehicle.”
Hart says she has never experienced any negatives at Ford
because of her gender, but she acknowledges that not every
woman across the industry has been treated with fairness.
With Dannie Winter the marketing director at Ford Australia,
the company has a strong female public-facing outlook, as she
and Hart are the two executives who talk to the media most
often. In an industry where males dominate senior management
positions, does a female perspective deliver an advantage?
“I don’t want to say that as a woman you do things differently,
but I think it helps. Having a diverse workforce is so critically
important across all levels of the organisation in terms of doing
things differently and understanding and connecting with
your customer base, which is society in general. So to me, it’s
important to have a diverse workforce no matter at what level.”
Hart sips her takeaway coffee and looks out across St Heliers
Bay towards Rangitoto Island. It’s a gorgeous view. Behind us, the
Mustang is idling and her PR minder is signalling it’s time to go.
“I never thought I would be away for this long,” Hart muses.
“I didn’t expect to be away from home forever. But I love what I
do. It’s important to me as an individual. I need to have fun and
enjoy what I do – be it personal life or work life. So right now, I
am enjoying it. I have a great passion for Ford and the industry.”
And then Hart smiles, chuckles and moves on.
 Premium Ultra High Performance Tyre

Touring Performance Tyre

www.laufenn.com/au

jaxtyres.com.au
COMPARISON / SMALL SUVS

78 whichcar.com.au/wheels
 BETWEEN

KAROQ AND A

HARD PLACE
BATTLING CITROEN JOINS THE BOOMING BABY SUV BUNCH,
BUT IS IT CZECH MATE FOR THE NEW C3 AIRCROSS?

W O R D S B Y R O N M AT H I O U D A K I S P H O T O S A L A S TA I R B R O O K

@wheelsaustralia 79
 3D-effect
rear lights
migrated from
the C-Aircross
concept car

Tall stance, but C3

falls short on storage

Perfect for darting through traffic or clean starts

on steep hills, the Citroen is a lusty little livewire
COMPARISON / SMALL SUVS

TOUCHY Material difference

FEELY CONTENDERS CUT FROM A DIFFERENT CLOTH

1. CITROEN C3 AIRCROSS 2. SKODA KAROQ

Skinny, stylised interior looks funky, with comfy seating, cool
7.0-inch touchscreen functionality and plenty of kit, but hard
plastics, poor storage and drab back seat area disappoint.
Manual (T-bar) handbrake a welcome throwback but betrays
ageing PF2 platform underneath. At 410 litres with fake floor
removed, the cargo area is deceptively deep. The spare is a
space-saver. Ground clearance is 175mm.
Airy and spacious, the Karoq’s longer, lower and wider cabin
is inviting, with a superbly presented dash, seating for larger
people, a premium ambience and thoughtful details like front
passenger seat height adjustment, rear-seat tablet holders,
sliding cargo cover, rail-mounted carry hooks, umbrella and
torch. Spare is a space-saver. Luggage capacity is 479L (a
huge 1810L with back seats out). Ground clearance is 172mm.

80 whichcar.com.au/wheels
W
HAT DOES Citroen have to do to catch
a break in Australia? Famous as an
early pioneer of front-drive, monocoque
construction, aerodynamics, and
hydropneumatics for superior suspension,
steering and braking, the brand has been
present here for most of its 100-year history – and in this
magazine since August 1953 (only our third issue). Additionally,
assembled in Melbourne for a time, the DS’s beauty has proven
transcendental and tough alike, inspiring the Concorde while
conquering rallies – including 1968’s gruelling London to Sydney
marathon (until it crashed near the finish line). Yet Aussies
choose to ignore such illustrious and inclusive heritage and
instead treat Citroens with uncertainty and even suspicion. Just
last year, it managed only 494 sales, against Mercedes’ 40,000
and 217,000 Toyotas.
Maybe the box-fresh C3 Aircross will break through.
Based on the pretty C3 supermini, it is distinctive but not
divisive, thrusting the Spanish-built bijou crossover into a
happening segment for the first time … that is, if you ignore
the Mitsubishi ASX-derived C4 Aircross of 2012 (which almost
everybody did).
Priced from a steep $32,990, the Aircross resides between
the $20-something-K mainstream ASXs and $45K-plus
premium Volvo XC40s of this world, but it comes loaded with
gear like AEB, blindspot monitoring (BSM), lane-departure
warning (LDW), Apple CarPlay/Android Auto, aerial-view
camera, auto on/off lights and wipers, climate control, DAB+
digital radio, keyless entry/start, a head-up display (HUD),
sat-nav, self-parking and a Qi wireless phone charger. Fancy
paint with some flamboyant detailing – as per our example –
is the only option.
Here’s another, and at $700 less to boot: Skoda’s Karoq 110TSI
with dual-clutch transmission (DSG), from $32,290. Visually less
peculiar than the likeable, ironically Citroen-esque Yeti it usurps,
the smartly coiffured Czech adopts the Golf 8’s MQB architecture,
though ditches the rear multi-link of its predecessor for a torsion
beam (matching the Aircross).
Where the standard Karoq cannot match its French foe is in a
menagerie of acronym-addled gadgets (namely BSM, LDW, GPS,
QI, HUD, DAB+ and auto parking), though the base instead boasts
adaptive cruise and auto high beam. Note ours heaves with $9K’s
worth of loot, equalling the Citroen’s haul (bar HUD) while adding
LED lights, (vinyl-ish) leather, heated front seats (powered for
the driver), a larger 9.2-inch touchscreen, upgraded audio, digital
instrumentation, 18-inch alloys and more. Grand total? $41,590.
For fairness, we’re overlooking most of these extras.
Still, there’s no ignoring the Skoda’s more expansive cabin. An
outstretched hand span longer and a matchbox wider, size-wise
the visibly lower Karoq resides in a real sweet spot, being roomy
enough for smaller families yet compact enough for tight-spot
scenarios. Dimensionally, think 2000’s Subaru Forester.
Furthermore, the Karoq’s dash presentation would do
Volkswagen’s posher marques proud, defined by a textured,
layered simplicity that’s invitingly functional. Along with room
for five, key highlights include a fine driving position, effective
ventilation, supportive seating, bountiful storage and abundant
vision. This Skoda serves to please.
We also brought along an actual basic Karoq for a reality
check … and guess what? While not as opulent as our bling box,
the fabric trim feels softer and warmer, the standard analogue
dials are crisper, and, even in touchscreens, eight inches is still
larger than average. We’d forgo most of the options.
Plus, no SUV offers the immense versatility of the trick
VarioFlex rear seat trio that individually slide and recline as
required. They’re easy to remove too, unlike the fixed (for Oz
only, to comply with our vexing design rules) Citroen’s. Sure,
each is heavy to lift, but all that exertion results in a nifty two-
seater van configuration. Enter Sandman, 2020-style.
In contrast, the Aircross’s cabin is noticeably narrower and
somewhat toylike, though there’s plenty to drink in and enjoy.
Yes, the Citroen is slightly more hemmed-in inside, though
canny cab-forward packaging, that lofty ceiling and deep glass
conspire to provide a sense of light and space, in a way that the
similarly mini Mazda CX-3 cannot. Minimalist in layout, the
fascia is cohesive, the touchscreen improves with familiarisation,
the seats feel instantly sumptuous and the satellite-pod
instrumentation is chic.
But there’s no overlooking acres of hard, shiny plastics, a near-
useless glovebox, paltry single cupholder, scattered switchgear
(try finding the ‘Sport’ button quickly) and vision-hindering
windscreen pillars. And while the rear comfortably seats two,
@wheelsaustralia 81
COMPARISON / SMALL SUVS

The Karoq resides in a sweet spot: roomy enough for

smaller families, compact enough for tight-spot scenarios

HANDY
ADVICE

Kamiq relief
If you can still find a $29,990 Karoq 110TSI manual, buy one – it’s a
bargain. We expect Skoda will push the model line upmarket to make space
for the smaller, VW Polo-based Kamiq next year, which will be a true small
(but spacious) SUV in the mould of the CX-3. Three-cylinder turbo-petrol
engines are likely. Skoda’s winning SUV ways are certainly gathering pace…

For an ‘urban’ SUV, Karoq actually

delivers its best on the open road

82 whichcar.com.au/wheels
 SPECS
the back lacks flair, face-level vents, a centre armrest,
cupholders and adequate storage. The boot, too, is miles
smaller. Advantage, Karoq. KAROQ SOLID
That said, the Citroen claws back ground in two areas
important to many compact SUV-buying urbanites: low-
speed driveability and ride comfort. The former first.
Under the Aircross’s snub bonnet is a thrummy and
throaty 1.2-litre three-pot turbo triple, driving the front No. No.
wheels via a Toyota-supplied six-speed torque-converter
auto – a pairing that’s proved remarkably robust in
many PSA models.
Though 81kW and 205Nm are ho-hum outputs, a
trifling 1203kg – some 200kg shy of the Skoda – boosts
the power-to-weight ratio, for snappy off-the-line
SKODA KAROQ
Q 110TSI CITROEN C3 AIRCROSS SHINE
C
acceleration and punchy mid-range throttle response.
$32,290 /Tested $41,590*
90* $32
$32,990
990 /T
/Tested
t d $33,580*
$33 580*
Perfect for darting through traffic or clean starts on
Drivetrain
steep hills. Vocal but never intrusive, the Citroen’s a
Engine in-line 4cyl, dohc, 16v, turbo in-line 3cyl, dohc, 12v, turbo
lusty little livewire. Layout front engine (east-west), front drive front engine (east-west), front drive
The opposite applies to the Karoq, which shines out on Capacity 1498cc 1190cc
the open road. Armed with a 110kW/250Nm 1.5-litre four- Power 110kW @ 5000-6000rpm 81kW @ 5500rpm
cylinder turbo and seven-speed DSG combo, the 110TSI Torque 250Nm @ 1500-3500rpm 205Nm @ 1500rpm
front-driver majors in providing a broader bandwidth Trans. 7-speed dual-clutch 6-speed automatic
of performance with maximum efficiency, minimum Chassis
fuss and welcome refinement. The upshot can be less- Body steel, 5 doors, 5 seats steel, 5 doors, 5 seats
than-smooth progress in heavy traffic or when crawling L/W/H/W–B 4382/1841/1603/2638mm 4154/1756/1637/2604mm
Track (F/R) 1572/1537mm 1513/1491mm
over inclines, as the DSG can feel laggy and even jerky.
Weight 1393kg 1203kg
Frustrating for drivers desiring instant oomph. Boot 479 litres 410 litres
Inevitably this means the Skoda trails the terrier-like Fuel 95 octane/59 litres 95 octane/45 litres
Citroen up to 50km/h, but the 110TSI’s deeper lungs Economy 8.7L/100km (test average) 8.4L/100km (test average)
reel it in beyond that, by 1.4 seconds at 100km/h and Suspension
Front: struts, A-arms, coil springs, Front: struts, A-arms, coil springs,
a yawning 4.9s past 140. And though the Aircross pulls anti-roll bar anti-roll bar
Rear: torsion beam, coil springs Rear: torsion beam, coil springs
briskly between 80 and 120, it cannot catch the strident
Karoq. Size matters here. Additionally, the Skoda proved Steering electric rack and pinion electric rack and pinion
only 0.3L/100km thirstier overall. Impressive. Turn circle 10.2m (2.7 turns lock-to-lock) 10.8m (3.0 turns lock-to-lock)
Front brakes ventilated discs (312mm) ventilated discs (266mm)
Still, the Citroen keeps up in bends, thanks to quick
Rear brakes solid discs (272mm) solid discs (249mm)
steering and a planted, predictable chassis that soaks Tyres Bridgestone Turanza T001 Bridgestone Turanza T001
up the bumps with far more aplomb than a lightly laden
Tyre size 215/50R18 92W 215/50R17 91H
Karoq. But, again, as speeds rise, the situation reverses,
with the Aircross’s handling feeling a tad nervous Safety
blasting over zig-zag roads, often requiring two bites at ANCAP rating  (Aus) Not yet tested
the helm to maintain a chosen line. There’s also more Performance
body movement and less rebound control. Power-to-weight: 79kW per tonne Power-to-weight: 67kW per tonne
The 110TSI, meanwhile, glides on through such stuff Redline/cut-out: 6200/6400rpm Redline/cut-out: 5500/6000rpm
with reassuring fluid finesse, its steering weighting up Speed at indicated 100km/h: 96 Speed at indicated 100km/h: 98
agreeably for a more controlled connection between car Standing-start acceleration Standing-start acceleration
0-20km/h: 0.9sec 0-20km/h: 1.1sec
and driver. The Golf DNA is obvious here. Additionally
0-40km/h: 2.7sec 0-40km/h: 2.5sec
– and even on bigger 18s – a loaded Karoq settles down 0-60km/h: 4.3sec 0-60km/h: 4.5sec
and soaks up rougher surfaces almost as well as the 0-80km/h: 6.3sec 0-80km/h: 6.9sec
plush Citroen, minus the lean. 0-100km/h: 9.0sec 0-100km/h: 10.4sec
Ultimately, the Karoq is a more refined and grown- 0-120km/h: 12.7sec 0-120km/h: 15.1sec
0-140km/h: 17.8sec 0-140km/h: 22.7sec
up experience, eschewing the Yeti’s quirky nature for
0-400m: 16.9sec @ 136.5km/h 0-400m: 17.4sec @ 126.9km/h
formidable all-round competence that’s as polished as
Rolling acceleration Rolling acceleration
it is practical. 80-120km/h: 6.3sec 80-120km/h: 8.0sec
The slick powertrain and firm suspension are much Braking distance Braking distance
more harmonious away from the rigours of cut-and-thrust 100km/h-0: 40.7m 100km/h-0: 40.8m
commuting, but then that’s where the charming C3 Verdict 8.0/10 7.0/10
Aircross soars, lacking for little and giving much more Track: Heathcote raceway, cold, damp. Temp: 10ºC. Track: Heathcote raceway, cool, damp. Temp: 10ºC.
Driver: Byron Mathioudakis. Driver: Byron Mathioudakis
than its diminutive numbers suggest. Warranty: 5yr/unlimited km. Warranty: 5yr/unlimited km
Service interval: 12 months/15,000km. Glass’s Service interval: 12 months/15,000km. Glass’s 3-year
So, while the Skoda is palpably more complete, the 3-year resale: 46%. AAMI Insurance: $1017 resale: 54%. AAMI Insurance: $1157
French car nails the city SUV brief with characteristic, * Metallic paint ($700), Premium, Tech and Travel * Metallic/Special paint ($590)
charismatic chutzpah. We cannot imagine consumers Packs – includes 9.2”, sat-nav, gesture control,
leather, adaptive LED headlights, Lane Assist,
finally flocking to dealerships, but it deserves to be Blindspot Detection, power tailgate, electric driver
seat + memory, auto park assist, premium audio,
that elusive thing after a century here – a successful 18” alloys, heated front seats, Traffic Jam Assist,
auto foldable mirrors, Drive Mode, DAB+, wireless
Citroen in Australia. charging: ($7900); Virtual Cockpit ($700)

@wheelsaustralia 83
 FEATURE / BENTLEY CONTINENTAL

84
whichcar.com.au/wheels
 Bentley
to the
battlefields
FOUNDED IN THE SHADOW OF THE GREAT WAR, BENTLEY
SHARES AN UNBREAKABLE BOND WITH THIS TRAGIC ERA.
WE PAY A FITTING TRIBUTE TO THE FALLEN WITH A UNIQUE
MOTORING JOURNEY INTO THE PAST

WORDS MEL NICHOLS PHOTOS JOHN MASON

@wheelsaustralia 85
FEATURE / BENTLEY CONTINENTAL

The now-tranquil village of

Heilly, north-east of Amiens,
one of many areas in which
the AIF saw action

British Mark V tanks played

a significant role in turning
the tide of the war

86 whichcar.com.au/wheels
 HE D1 IN NORTHERN France is one of those
perfect roads. It lopes across the plains above the
River Somme, at the heart of the WWI battlefields.
It’s open, inviting, and flows to the horizon with
just a few kinks that won’t impede your progress. If
you’re in a fast car like the Bentley Continental GT
Convertible, you can let it rip here.
But then, heading east towards Bray-sur-Somme, you crest a
rise and an imposing, grey stone cenotaph bearing a Rising Sun
emblem looms beside the road. If you’re Australian, it will stop
you in your tracks.
It commemorates the First Australian Imperial Force’s Third
Division. It is one of the emotive memorials that honour the
Diggers who so distinguished themselves in France between 1916
and 1918. As you drive this country – and it is pleasant country to
drive, now – they’re constant reminders of the enormity of what
happened here and, most especially, of the Australians’ crucial
role in the battles that led to Germany’s defeat.
Photo boards around the pillar’s base tell you why the Third
Division chose this spot for the memorial to its 6220 men killed
and more than 24,000 wounded on the Western Front. The city
of Amiens, a crucial transport hub 24 kilometres west, was a key
target in the Germans’ massive 1918 Spring Offensive. Capturing
it would grab the Allies’ vital supply base and split the British
Empire armies and incoming Americans from the French.
As battered British battalions were shoved back, Australian
divisions – with many of the troops crammed into cattle trucks –
were rushed down from Belgium to plug the gap. On March 28,
the Third Division dug in here, on the heights above the Somme
No further attempt to break the Australian line
here was ever made. To the Third Division, this
was the place for their memorial
The Australian
Corps Memorial
at Le Hamel
at Sailly-le-Sec. Two days later the Germans attacked. And were
stopped. One of the display boards tells the story:
Three times that day, waves of German infantry tried to come
up the valleys and slopes east of the Third Division memorial. Each
time they were beaten back with heavy losses caused by intense
rifle, machine-gun and artillery fire. No further attempt to break the
Australian line here was ever made. To the Third Division, this was
the place for their memorial.
As you gaze around now, the farmland looks much the same as
it had been then: unfenced fields rippling with ripening wheat
and barley; woods ranged like dark green caterpillars on the
horizons; the tip of a village church steeple pricking the skyline;
gentle slopes falling to the meandering Somme two kilometres
south; and the folds dropping to its sister river, the Ancre,
2.5 kilometres north. But every hectare, in every direction, holds
a story. Over the slope to the south-west, Sydney-born carpenter
Sgt Cedric Popkin of the Fourth Australian Machine Gun
Battalion fired the burst that’s believed to have done for Baron
Manfred von Richthofen and brought the Red Baron down in a
field beside the D1 a little way back…
Dipping into a book as good as ANZACS on the Western Front
brings to life the tragedy and heroism etched into this soil. It’s
a masterful guide, written for the Australian War Memorial by
Peter Pedersen with Chris Roberts, that divides the Aussies’ and
Kiwis’ Western Front battles into 28 chapters with maps and
itineraries that show you how to drive and walk the battlefields.
Gliding quietly on in the Bentley along the thin roads across
the high fields, I follow their map to a railway embankment
in the village of Dernancourt. It’s an ordinary-looking bank
@wheelsaustralia 87
 between the trainline and a farm track. But to a Tasmanian like
me, it’s momentous. Here, on March 28, 1918, the 47th Battalion’s
Sergeant Stanley McDougall, a 27-year-old blacksmith from
Recherche Bay, south of Hobart, stopped a German breakthrough.
He killed seven Germans with his rifle and bayonet and many
more with an enemy machine-gun he snatched and fired from the
hip. He ran out of ammo, seized a bayonet and killed another four
before grabbing a Lewis gun and killing still more. His daring
saved many comrades and captured 33 prisoners. He won the
Victoria Cross, and eight days later the Military Medal for another
fearless Lewis onslaught. His VC was one of the 53 awarded to
Australian soldiers on the Western Front (of 64 in WWI).
It’s easy to get to the Somme from major centres like Paris,
Brussels or Amsterdam – and particularly London. Going there
in a Continental GTC seemed apt. Bentley was born out of the
Great War. Captain Walter Owen Bentley started his car company
in 1919, 70 days after the armistice and fresh from designing the
notably reliable BR1 and BR2 nine-cylinder radial engines for
the Sopwith Camel and other aircraft. While visiting a squadron
in France he was strafed by von Richthofen and had to leap into
a canal where, neck-deep, he met Nobby Clarke whom he later
hired as his chief mechanic.
FEATURE / BENTLEY CONTINENTAL
We pass under the Channel on the 35-minute Eurotunnel train,
and from Calais are at the battlefields in an hour and a half’s easy
autoroute motoring. You’d expect a car of the GTC’s price and
mind-boggling specification to excel at ‘motoring’, but the new
GTC goes way beyond that. It drives. Its extraordinary refinement,
best expressed in an impeccable ride and hush, top up or down, is
obvious from the outset. But as we start driving the loops around
the battlefields that my WWI historian friend Rich Hughes and I
had planned, I learn how sublimely that ride is mixed with sharp
handling and imperious cornering ability.
Feed in searing acceleration – 0-160km/h in 8.0 seconds – and
you have an opulent four-seat convertible with the pace of a
supercar. All that weight – 2865kg gross in a car 4850mm long –
doesn’t impede the performance that the 5950cc twin-turbo W12
petrol engine is keen to deliver. It switches in an instant from
easing along on six cylinders in deactivation mode to delivering
all 12’s 467kW and 900Nm. That thrusts the car from 0-100km/h
in 3.8 seconds, near-enough 911 and Mercedes-AMG S63
Cabriolet territory. And a swanky convertible this heavy that will
do 333km/h? Something to contemplate.
But as we follow the network of flowing main roads and
narrow lanes between historic sites, and the GTC chews up
kilometres of the very ground that armies fought over metre by
metre, what surprises and delights me most is the way it stays
amazingly flat in corners while still delivering its consummate
ride. It’s reassuring for passengers and driver alike. Extravagant
it might be but ponderous it isn’t. It’s lithe, confidence-inspiring
and, apart from its coupe sister, I can’t recall anything with this
combination of silence, ride quality, lack of roll, precise handling,
and grip.
The ride quality – even on the optional front 275/35 and
rear 315/30 ZR22 bespoke Pirelli P Zeros on our car – stems
from Bentley’s new continuous damping control system which
As we roam the pretty country of the Somme, roof-
down in 30-degree heat, we’re awed by the number
of cemeteries visible from almost every road
88 whichcar.com.au/wheels
constantly measures the wheels’ velocity and distance from the
body and fiddles the air in the 60 percent bigger three-chamber
springs. All the while, a 48-volt roll-control system tweaks
actuators on the multi-link suspension’s active anti-roll bars. That’s
what kills bodyroll and keeps the tyres upright to deliver the turn-
the-wheel-and-it-goes-there handling. But there’s another factor:
Pirelli engineers spent 1000 hours alongside Bentley’s, evaluating
six batches of tyres at a time in seven development stages, to find
the optimum grip, response, comfort, quietness and durability.
While the GTC is fast, svelte, impeccably mannered and
luxurious, this third-generation model is also beautiful. It is
longer, and moving its front wheels 135mm further forward let
the designers drop the engine to draw a lower, more sultry body
with divine lines. It’s a pleasure to look at the light playing along
those creases running from its front guards onto the doors, and
along the haunches. When the roof goes up, in 19 seconds, it’s
surprisingly slim and harmonious, too – and drops cabin noise
3dB to the level of the previous Continental coupe.
All the sumptuousness and technology of its hand-made cabin
wouldn’t matter if the driving position were flawed. But it too is
perfect. The seats adjust 20 ways – there’s an optional massage
facility – and include warmers that waft hot air around your neck,
pleasant on an evening drive. The rear buckets cosset too, but
there’s not quite enough legroom for adults for long distances.
The 235-litre boot, better than before because the roof folds more
compactly, will serve two adults and children with small bags.
And, with a 90-litre tank, how pleasing it is to see the fuel display
saying the range is 850km (in reality closer to 660km if you push
on; I logged 13.5L/100km). If, as part of the $141,835 worth of
options on our $606,435 First Edition and Centenary spec GTC,
you’d included the $17,296 2200W 18-speaker Naim audio system,
I think you’d be pleased. It’s as serene as the rest of the car.
One thing occasionally disrupts the GTC’s dignity. As it slows
for traffic lights, for example, the ZF eight-speed dual-clutch
transmission picks up first gear with a bit of a jolt. Developing
a gearbox to be ever-smooth with such torque is a big ask, and
Bentley admits improvements are due. It says distance helps: the
ECU is constantly learning and adapting to improve shift quality.
As we roam the pretty country of the Somme, roof-down in
30-degree heat, we’re awed by the number of cemeteries visible
from almost every road. Each headstone tells its own story; Aussies
alongside Kiwis, Brits, Canadians and French, often interspersed
with Germans. As tour guide Michael McKernan wrote in The Age:
“It still clutches at us, the Great War; it can still summon powerful
emotions. Why, travellers ask, did those in charge keep doing this
to decent young Australians? Five thousand five hundred lost at
Fromelles; 27,000 seven weeks later by the end of Pozières and
Mouquet Farm. Too much death, too much terrible injury and
suffering. Why?” All told, 46,000 died on the Western Front.
I find some cheer in starting to understand how the war
changed in 1918 when, with the Australian divisions at the
forefront, the British Empire forces gained an efficiency,
capability and technology that stopped the Germans’ last
offensive, and in the final 100 days beat them in battle after
battle until they capitulated. I think about the start of that
King George V knights
Lt-Gen John Monash
at Bertangles

Outside the gates of the

Chateau
e de Bertangles,
Monash’s war HQ

Left: Warlincourt Halte

British Cemetery. Below:
Diggers at Le Hamel

@wheelsaustralia 89
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FEATURE / BENTLEY CONTINENTAL

Date with destination

A PERSONAL QUEST TO REMEMBER
I’d long wanted to visit the Somme battlefields. My great uncle George Nichols,
from Bothwell, Tasmania, was there with the 38th Field Artillery Battery, my wife’s
grandfather Bert Sainty, from Gordon, NSW, was a signaller with the Fourth Battalion
MAP and my friend Peter Robinson’s grandfather Frank Robinson, from Box Hill, Victoria,
MISSION fought with the Third Pioneer Battalion.
I had a particular reason to go this June. I’d recently discovered that a WWI compass
I own had belonged to a 21-year-old British Army captain called Edward Astley. It was
with him when he was killed by a German shell on June 1, 1918. I wanted to take the
compass, and a little map that he’d hand-drawn and tucked into its case, to his grave in
Warlincourt Halte British Cemetery near Arras on the anniversary of his death.
In the same Commonwealth War Graves Commission cemetery lies 2nd Lt Frank
Beechey, 30, from Lincolnshire, England. He was one of five brothers killed in the war.

90 whichcar.com.au/wheels
turnaround as I stand beneath the flags at the Australian Corps
Memorial on the ridge above Le Hamel. The Battle of Hamel,
fought on July 4, 1918, was over in just 93 minutes with all
its objectives gained. It was a triumph for Australian Corps
commander Lieutenant General John Monash and became the
template for the Allied attacks that won the war. With painstaking
planning, Monash specified unprecedented cooperation between
infantry, machine-guns, artillery, tanks, aircraft and signals. Two
innovations played a major role: the powerful new Mark V tank,
and dropping ammunition from aircraft to forward troops. It was the
first time Americans fought alongside Australians too, the start of a
century-long alliance.
Peter FitzSimons’ fast-paced book Monash’s Masterpiece: The
Battle of Le Hamel and the 93 Minutes that Changed the World tells
the story, including the incredible tales of how Private Henry
Dalziel of Irvinebank, Queensland, and Lance Corporal Thomas
Axford of Coolgardie, Western Australia, won VCs.
We drive a little way west to the main Aussie shrine, the
Australian National Memorial near Villers-Bretonneux, site of
another crucial AIF victory. Spectacular twin white stone pavilions
sit either side of the entrance to the cemetery that fans up the
slope to the great tower and wall of remembrance. Last year, the
$100m Sir John Monash Centre museum and multimedia centre
opened there to tell the AIF’s story in France.
Finally, to pay homage to Monash, we drive 23km west to Château
de Bertangles, just north of Amiens, where he planned the battles of
Hamel and Amiens. We peer through the grand gates and imagine
the front lawn of his HQ packed with captured German guns, past
which King George V walked on August 12, 1918 when he came to
knight Monash on the château’s steps – the first time in 200 years a
British king had knighted a commander in the field. He was in no
doubt about Monash’s worth. Sir John’s impeccable campaigns are
still closely studied in Australian and American military colleges.
Former Governor-General Sir Peter Cosgrove is among those calling
for Bertangles’ significance to be more widely celebrated.
Pear trench at Le Hamel
It’s an hour and a half back to our hotel north-east at Arras. On
the quiet side roads of a Sunday evening, I dial the GTC from the
well-judged ‘Bentley’ drive mode to ‘Sport’. The suspension stiffens
without diminishing the composure. The active four-wheel-drive
system shifts 83 rather than the usual 62 percent of the torque to
the rear wheels so that when I ask the silken W12 for big dollops
out of corners the car feels tauter and more tail-driven but never
gets out of line. The steering isn’t very involving but its accuracy
and consistency are enough. The transmission works faster and
its changes are as instant as they are seamless, giving me as much
speed as each bit of road can handle. Blasting into the bends, I’d
initially worried about all that weight, but the vented iron discs –
420mm at the front and 380mm rear, with 28 pistons across their
four calipers – do the job. On the over-run, the tailpipes’ basso
profundo wafts up over the tail but is no more intrusive than the
warble at the loftier end of the rev range on the way up. So it is as
fast and inspiring a drive as it is unruffled.
Over a drink in the great square at Arras, where buildings still
show pockmarks from German shelling, I think about something a
Dutch boat skipper had said earlier in the day. We were parked by
the River Somme for a picnic lunch and he was mooring his boat
nearby. “That’s a wonderful car,” he called. “But it’s not British, is it?”
I doubt that he appreciated how much of the Bentley’s design,
engineering and development – and not just its hand-crafted
manufacture – is done at Crewe; or that while it shares its MSB
platform with Porsche’s Panamera, Bentley’s requisites were present
from the start. That included engineering for a drop-top, which is
why the body is uncommonly rigid and the roof takes so little space.
It seems to me that Volkswagen’s money has married the profound
abilities of two nations capable of great achievement as well as
great destruction to produce something magnificent.
Bentley says the GTC represents all it knows about creating
the world’s definitive grand tourers. A few days on the road will
leave you in little doubt that, in its centenary year, its collective
knowledge is unsurpassed.
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@wheelsaustralia 91
 COMPARISON / MID-SIZE SUVS

92
whichcar.com.au/wheels
 HANG THE
EXPENSE
IT’S BACK TO BARE-KNUCKLE BASICS AS THE REBORN TOYOTA
RAV4 TAKES ON THE HIGH-FLYING MAZDA CX-5 AND HYUNDAI
TUCSON IN THEIR RAWEST, MOST AFFORDABLE FORMS

W O R D S B Y R O N M AT H I O U D A K I S PHOTOS CRISTIAN BRUNELLI

@wheelsaustralia 93
 O
NE OF THE more memorable recurring features
in this magazine’s long and illustrious history was
the ‘King of the Hill’ series, started in the late
1970s, pitting a desirable-spec Holden against the
Ford Falcon equivalent.
As made clear in editor Peter Robinson’s
opening paragraph back in the January 1978 original, the
comparison helped ascertain whose model range was better,
down to the bread-and-butter HZ Kingswood SL and XC
Falcon 500 that made up the bulk of Australia’s two top sellers’
volumes. The GTS and GXL V8s as tested representing them
respectively were simply their makers’ best feet forward.
Readers loved it. It also sold many magazines.
The world has changed unrecognisably since, of course, with
big sedans all but dead and the local heroes gone, replaced
in the hearts and minds of Aussie consumers with SUVs. The
juggernaut started with the pioneering Toyota RAV4’s debut in
1994. Now everybody’s at it, and demand is showing no signs of
letting up.
Welcome, then, to King of the Hills – or Heights, Vales,
Meadows, Lakes, Creeks or whatever suburbia suffix applies.
Instead of V8s, we’ve assembled a trio of family-friendly,
lifestyle-enhancing medium SUVs, and in their most modest,
affordable and relevant specification at that – base front-drive
COMPARISON / MID-SIZE SUVS
autos. Scoff all you will, traditionalists, because even with just
two naturally aspirated litres and half the cylinder count, one
managed an HZ GTS 5.0L-matching 400-metre time of 16.8s,
while consuming only one-third of the fuel. But we’re getting
ahead of ourselves…
Newest, and therefore motivator, for this contest is the RAV4
– the fifth generation in a frankly unremarkable lineage given
the earliest model’s significance. Launched in May, the all-new
50 series brandishes the company’s wider, lower and stronger
TNGA platform, along with Jeep-like styling cues.
94 whichcar.com.au/wheels
This is the second time we’ve run RAV4 through the
comparison mill. Earlier this year, the flagship Cruiser Hybrid
all-wheel drive edged out the Subaru Forester 2.5i-S, while
showing its Mazda CX-5, Volkswagen Tiguan and Hyundai
Tucson equivalents a clean set of tracks (Wheels, June 2019).
The thing is, in our experience, the less money spent on
a medium SUV, the more mediocre it is. Bereft of sparking
any joy, they’re like everyday reminders that you should have
studied harder back at school. So, how does the cheapest RAV4
stack up? Our fridge-white GX 2WD auto arrived with zero
options, which means $32,640 (before on-road costs), yet brings
autonomous emergency braking (AEB), lane-keep assist, seven
airbags (including for driver’s knee), reverse camera, rear
sensors, auto headlights/wipers, Apple CarPlay/Android Auto
(early-build models without it are eligible for a free dealer
retrofit) and 17-inch alloys.
Just $240 more buys you entry into Australia’s best-selling
SUV, the CX-5. Launched in early 2017, the second-gen KF
redesign addresses most of the noise/vibration/harshness and
rear-seat packaging issues of the hyper-popular 2012-original,
without compromising the winning formula of athletic
premium-economy family travel.
The $32,880 Maxx 2WD auto wasn’t available, leaving us with
the $3210-dearer Maxx Sport upgrade you see here, so please
ignore the latter’s climate control, rear-seat armrest and vents,
sat-nav, remote rear-seat releases and darkened alloys because
the Maxx misses out on these – along with the knee airbag,
speed-sign recognition and front sensors found in the RAV4.
Over the latter, however, the slickly styled CX-5 gains a leather
wheel and is the sole SUV present with a front passenger-seat
height adjuster, push-button start, 40/20/40 (instead of 60/40)
split-fold backrests, reverse-gear AEB and fuel-saving/emissions-
cutting stop/start at idle. Sophisticated stuff.
Last up is the TL Tucson, surfacing in 2015 and facelifted mid
 You can throw a blanket over early
acceleration figures for the three,
before RAV4 hits its sweet spot

In contrast to the Toyota, the Mazda and

Hyundai are palpably less wagon-oid, so
seem almost half a class more compact

Transmission vamp!
As with the related Corolla, Toyota’s innovative new CVT tech uses a fixed
SLICK & launch gear that emulates a regular torque-converter gearbox, for snappy
QUICK responses, before seamlessly switching to the steel belt pulley system central
to the CVT’s smooth efficiency between 10km/h and 60km/h. The low gear is
re-engaged if you floor the throttle under 40km/h. There are also Eco, Normal
and Sport modes – though the latter promises more than it delivers.

@wheelsaustralia 95
 last year with a remodelled front, revised dash, uprated safety and
– since July’s TL4 update – standardised driver-assist tech including
AEB. The old Go’s gone, returning the Active as the range opener,
from $31,790. Still a handsome design, the Hyundai basically aligns
itself with the CX-5 Maxx spec-wise (though adds alloys and roof
rails), but is alone here without the blindspot monitoring, rear
cross-traffic alert, adaptive cruise control, auto high beam, digital
radio, electric folding mirrors, tyre-pressure monitors and one-
touch power window convenience the other pair proffer. In terms of
standard kit, it’s an edge to Toyota.
The story is similar when assessing interior packaging, with
clear space between the RAV4 and its rivals, and not just because
of the former’s growth spurt over the narrow old version. For the
record, the wheelbase isn’t even the longest of the trio. No, the
big difference is down to getting the basics right – comfort, utility,
quality and ease. From entry/egress, driving position, seat support,
ventilation and vision to unexpectedly high equipment levels, the
wide, airy GX pretty much lacks for nothing. Our only worry is the
missing front passenger-seat height adjuster, which might see taller
scalps scrape ceilings. Otherwise, it’s clear the RAV4 has been
expertly engineered from the inside out.
In contrast, the other two are palpably less wagon-oid, so seem
almost half a class more compact, with shallower glass resulting in
a more hemmed-in feel for back-seat passengers, though neither is
COMPARISON / MID-SIZED SUVS

space deficient in actual terms.

Going for a lower-slung and sportier vibe, the CX-5’s seating
and dash are the most car-like, aided by an Audi-style wide central
console bisecting the front occupants. Adding to that Euro feel is
the group’s only ‘i-Drive’-style controller for the (small and dated)
multimedia system, firmly comfy cushions and sufficient storage. But
the bulky dash is now showing its age, rear vision trails the Toyota’s,
the back cushion is flattest and there’s marginally less kneeroom. As
with all three, the CX-5’s backrests recline, though only the Mazda’s
is divided into three, not two, bringing unique versatility.
Almost as spacious as the RAV4 and offering cushy seating
all-round, okay vision and heaps of places for odds and ends, the
Tucson nonetheless is now looking tired, with a dating dash layout
and the lowest-rent materials culminating in the most downmarket
ambience on test. The Tucson is also the loudest for road noise, and
like the base CX-5, forgoes rear air vents too. Boo.
While the Hyundai offers impressive rear legroom, it doesn’t
come at the cost of cargo capacity, beating the Mazda by a small
bit, though – again – most observers wouldn’t notice the difference.
A RAV4 owner, however, would.
Speaking of boots, or more to the point, booting it, performance
is one area where most base-model mid-sized SUVs have (literally)
lagged behind their more salubrious larger-engined variants, and
it’s easy to see why. Slotting a 2.0-litre atmo donk from a hatch into
a larger, bulkier wagon means it has to work, drink and whine that
much harder than a 2.5L.
That said, the CX-5’s 1998cc unit is one of the more pleasant of the
breed, since it yearns to rev, isn’t strained visiting the 6700rpm cut-
out and feels livelier and more reactive to driver inputs on the move
than the numbers suggest. To that end, the chosen ratio can be held
from bumping off the limiter in manual mode (with the preferred
upshift-down/downshift-up motion), while selecting ‘Sport’ extends
the revs in each gear before auto change-up for more oomph. So, it’s
odd that the slowest SUV on test also seems the sportiest.
Against the stopwatch, while the 122kW/205Nm 2.0-litre/six- Despite their differences, our
speed auto-equipped Hyundai is a hair’s breadth quicker than the contenders all hail from mid-size
Mazda, that’s still disappointing given the former’s loftier outputs SUV line-ups that rank consistently
and fewer kilos. In fact, the Active never seems as strong as the among Australia’s top 20 sellers
Maxx Sport behind the wheel, even though the 1999cc ‘Nu’ unit is
noticeably noisier (and coarser) and thus more dramatic at higher

96 whichcar.com.au/wheels
 INNER
GLOW
Happy mediums
MID-SIZERS IN A COMFORTABLE PLACE

1. HYUNDAI TUCSON 2. MAZDA CX-5 3. TOYOTA RAV4

Like a jumped-up i30, the updated
Active’s dash is big on familiarity,
simplicity, functionality and user
friendliness. Cabin is spacious and comfy
to boot, with the trio’s most reclinable
rear backrest, though the ambience
is the least inviting, and not helped by
the lack of air vents and too much road
noise. Group’s only manual handbrake
underlines Tucson’s dynamic focus. Boot
is a surprising 488L. The spare is full-
sized. Ground clearance is 172mm.
Low-slung, sporty and cosiest of the
three, yet amply spacious, even the base
Maxx seems the most upmarket inside
(Maxx Sport pictured), with beautiful
dials, racy wheel and most tactile trim.
Seats impress, but dated multimedia
and no digital speedo nor rear vents are
oversights. Doors open wide for best
entry/egress, with massive mirrors.
Cargo blind is brilliantly effective, and
cargo capacity is 442L. Space-saver
spare. Ground clearance is 185mm.
Airier RAV4 is thoughtfully designed
around peoples’ needs, while sleek
dash melds minimalism with ergonomic
smarts. Sole SUV here with rear armrest
and air vents, while equipment levels
are the most generous. Space, storage,
seating, vision and refinement also test
best but wind noise, no front passenger-
seat height adjuster, plastic wheel and
vague heater indicator level may annoy.
Spare is a space-saver, cargo capacity is
580L and ground clearance is 195mm.

@wheelsaustralia 97
 SPECS

SOMETHING TO RAV ABOUT

No. No.

TOYOTA RAV4 GX X-5

MAZDA CX 5 MAXX SPORT HYUNDAI TUCSON ACTIVE
$32,640/Tested $32,640 $36,090/Tested $36,090* $31,790/Tested $32,385*
Drivetrain
Engine in-line 4cyl, dohc, 16v in-line 4cyl, dohc, 16v in-line 4cyl, dohc, 16v
Layout front engine (east-west); front drive front engine (east-west); front drive front engine (east-west); front drive
Capacity 1987cc 1998cc 1999cc
Power 127kW @ 6600rpm 115kW @ 6000rpm 122kW @ 6200rpm
Torque 203Nm @ 4800rpm 200Nm @ 4000rpm 205Nm @ 4000rpm
Trans. CVT 6-speed automatic 6-speed automatic
Chassis
Body steel, 5 doors, 5 seats steel, 5 doors, 5 seats steel, 5 doors, 5 seats
L/W/H/W–B 4600/1855/1685/2690mm 4550/1840/1675/2700mm 4480/1850/1665/2670mm
COMPARISON / MID-SIZE SUVS

Track (F/R) 1605/1625mm 1595/1595mm 1608/1620mm

Weight 1550kg 1559kg 1490kg
Boot 580 litres 442 litres 488 litres
Fuel/tank 91 octane/55 litres 91 octane/56 litres 91 octane/62 litres
Economy 8.2L/100km (test average) 10.0L/100km (test average) 10.0L/100km (test average)
Suspension
Front: struts, coil springs, anti-roll bar Front: struts, A-arms, anti-roll bar Front: struts, A-arms, anti-roll bar
Rear: double A-arms, coil springs, Rear: multi-link, coil springs, Rear: multi-link, coil springs,
anti-roll bar anti-roll bar anti-roll bar FAST
FACT
Steering electric rack and pinion electric rack and pinion electric rack and pinion
Turn circle 11.0m (2.7 turns lock-to-lock) 11.0m (2.7 turns lock-to-lock) 11.0m (2.6 turns lock-to-lock)
Front brakes ventilated discs (305mm) ventilated discs (297mm) ventilated discs (305mm)
Rear brakes discs (281mm) discs (303mm) discs (302mm)
Tyres Bridgestone Alenza 001 Yokohama Geolander G98 Hankook Kinergy GT
Tyre size 225/65R17 102H 225/65R17 102H 225/60R17 99H

Safety
ANCAP rating ***** (Aus) ***** (Aus) ***** (Aus)
Performance R t off
Rest
Power-to-weight: 82kW per tonne
Redline/cut-out: 6700/6700rpm
Power-to-weight: 74kW per tonne
Redline/cut-out: 6500/6700rpm
Power-to-weight: 82kW per tonne
Redline/cut-out: 6500/6500rpm the best
Speed at indicated 100km/h: 98
Standing-start acceleration
Speed at indicated 100km/h: 98
Standing-start acceleration
Speed at indicated 100km/h: 96
Standing-start acceleration (sellers)
0-20km/h: 1.1sec 0-20km/h: 1.3sec 0-20km/h: 1.2sec
0-40km/h: 2.7sec 0-40km/h: 2.8sec 0-40km/h: 2.8sec As for the other top
0-60km/h: 4.4sec 0-60km/h: 4.8sec 0-60km/h: 4.6sec sellers in this segment,
0-80km/h: 6.7sec 0-80km/h: 7.2sec 0-80km/h: 7.0sec we decided against
0-100km/h: 9.4sec 0-100km/h: 10.3sec 0-100km/h: 10.2sec including the excellent
0-120km/h: 13.0sec 0-120km/h: 14.2sec 0-120km/h: 14.1sec Forester 2.5i for being
0-140km/h: 17.7sec 0-140km/h: 20.5sec 0-140km/h: 19.7sec AWD-only. The Mitsubishi
0-400m: 16.8sec @ 135.5km/h 0-400m: 17.4sec @ 137.7km/h 0-400m: 17.3sec @ 133.3km/h Outlander ES, Nissan
Rolling acceleration Rolling acceleration Rolling acceleration X-Trail ST and Kia
80-120km/h: 6.1sec 80-120km/h: 7.0sec 80-120km/h: 7.1sec Sportage S are ageing,
Braking distance Braking distance Braking distance and Honda’s CR-V VTi
100km/h-0: 35.9m 100km/h-0: 36.4m 100km/h-0: 35.9m lags in safety (still no
Verdict 9.0/10 7.5/10 6.5/10 AEB); of our preferred
Euros, Peugeot’s 3008
Track: Heathcote raceway, mild, cool. Temp: 11ºC Track: Heathcote raceway, mild, dry. Temp: 11ºC Track: Heathcote raceway, mild, cool. Temp: 10ºC
Driver: Byron Mathioudakis Driver: Byron Mathioudakis Driver: Byron Mathioudakis Active is too pricey, VW’s
Warranty: 5yr/unlimited km Warranty: 5yr/unlimited km Warranty: 5yr/unlimited km. Service interval: base Tiguan 110TSI
Service interval: 12 months/10,000km Service interval: 12 months/10,000km 12 months/10,000km
Glass’s 3-year resale: 52% Glass’s 3-year resale: 58% Glass’s 3-year resale: 50% remained unavailable due
AAMI Insurance: $1188 AAMI Insurance: $982 AAMI Insurance: $866
to Worldwide Harmonised
* Maxx 2WD auto variant starts from $32,880 * Metallic paint ($595) Light Vehicle Test
Procedure delays at time
of planning, and Ford’s
Escape Ambiente is in
runout ahead of 2020’s
ground-up redesign.

98 whichcar.com.au/wheels
 The RAV4 turns CVT preconceptions and
prejudices on their presumptious heads
revs than either of its Japanese rivals. Indeed, the only important
increment where the CX-5 actually beats the Tucson is between
80 and 120km/h, and by only 0.1sec. Its greater urge is an illusion.
Clouding matters is the Hyundai’s indecisive transmission
calibration, meaning it can hunt erratically between ratios at
even a whiff of an incline or a touch of the throttle. At such
times, when the CX-5 is crooning the Tucson is crowing. For
powertrains so close on paper, their characters are very different
out in the real world.
Personality is what we didn’t expect from the Toyota, not with a
boring continuously variable transmission (CVT) that’s normally
to excitement what Greta Thunberg is to climate-change deniers.
However, the RAV4 shakes things up with a new torque-converter
low-range gear. Combined with the so-called Dynamic Force
127kW/203Nm 1987cc heart, it turns CVT preconceptions and
prejudices on their presumptuous heads.
Armed with 10 stepped ‘ratios’, the ‘Direct Shift’ CVT makes
the most of the muscular, rev-happy 2.0L for comparatively
strong, sustained thrust across a broad bandwidth of revs –
especially above 4000rpm. The resulting kick sees the Toyota
nearly a whole second quicker to 100 and 3.0sec ahead at 140. It’s
as if a much beefier engine beats behind that bluff grille.
But here’s the rub. Factor in just 8.2L/100km against the
others’ 10L/100km, and it’s obvious that the RAV4 no longer
punishes the punter for choosing the least pricey option. Sure,
its snarly engine note isn’t as melodic as the Mazda’s, and
inevitably there’s still some CVT-related droning when stomping
the pedal, but the GX’s sparkling, effervescent powertrain is
nothing shy of revelatory.
The Dynamic Force label could also apply to the Toyota’s, er,
dynamics too, though the GX’s steering isn’t quite as sharp or
tactile as the Tucson’s terrifically linear tiller. Hyundai’s local
engineering crew has helped bestow handling that’s more on
the sportier spectrum than you might expect from a humdrum
SUV, yet still with a high degree of predictability. Plus, keen
drivers can turn the wick up for a little scrappy fun – without
fear of overcooking things. Inevitably, the flipside is a firmer and
regularly unsettled ride over rougher roads. And lots of road roar.
Considering the CX-5’s eager powertrain, its steering becomes
too light and remote at speed. As noted in earlier comparos,
when hoofing along, its front and rear ends seem out of sync,
sometimes necessitating constant corrections through a corner,
sapping driver confidence. Roadholding and grip levels do
remain contained, though, while the Mazda’s suspension ushers
in a suppler and more sophisticated ride quality across a wider
arc of operating conditions than the Tucson’s. As we’re assessing
family hacks here, calm comfort outweighs the Hyundai’s higher
athletic thresholds.
Does this mean a clean sweep for the Toyota? If you value fluid,
cohesive handling, unflappable roadholding and a controlled
absorbent ride, then yes, for the RAV4 balances all three with
towering assurance. We found ourselves driving the same
stretches of winding switchbacks at significantly higher speeds
than in either of its rivals, thanks to a chassis that reacts and
responds to the driver as well as the prevailing conditions safely
and predictably. Alongside the Tucson, the GX’s steering is less
feelsome and direct, but as an overall dynamic package, we can’t
see how even the most enthusiastic driver wouldn’t come away
satisfied. Mums and dads should love it.
After the cruddy old version, could we really be talking about
a base RAV4? Consistent cohesion are the keys to the latest GX
2WD’s resounding victory, conquering in all departments with
an ambition and scope hitherto foreign to any previous Toyota
SUV. The Tucson remains an appealing if dated package, and
the more polished CX-5 is better still overall, but the RAV4
easily reigns supreme.
Urban Australia, rejoice. To paraphrase Liza Minnelli, what
was once top of the heaps is now king of the hills.
@wheelsaustralia 99
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 Garage WE DRIVE ’EM LIKE WE OWN ’EM

RENAULT
RENAU MERCEDES MAZDA SUZUKI
MEGANE RS A250 3 G20 JIMNY

NEW CARS GIVEN

THE TIME OF
OUR LIVES

PLUS

108 DATABANK
128 RETRO
130 THREE WISHES
PAGE

PAGE

PAGE

The hard numbers The 1954 gullwing Motorcycle great

and ultimate Wheels 300 SL pushed Mick Doohan doesn’t
guide to every new the envelope play by the rules
passenger car on sale of automotive when he picks his
in Australia engineering dream garage...

@wheelsaustralia 101
Garage
REPORT
FIVE EXIT
P
RENAULT MEGANE RS280 CUP ERSPECTIVE’S a lovely
thing. If you’ve been
Price as tested: $50,180
This month: 640km @ 7.9L/100km keeping tabs on my stint
Overall: 8392km @ 8.8L/100km with the Renault Megane
Cup, you’ll know that we
haven’t really bonded. I
admire the car and will freely admit that
LICK THE
it can be a lot of fun, but it’s one of those
cars that you need to be in the right
mood for. It’s like that friend that never
STAMP… stops cracking jokes: sometimes it’s just
what you need, while at other times you
feel the growing urge to go postal.
Feeling that I needed a break from
…AND SEND IT. THE MEG the Megane’s always-on personality, I
RETURNS TO RENAULT borrowed editor Inwood’s Ranger Raptor
for a week. It was bliss. A diesel engine,
AFTER A FAST AND an automatic ’box and a pillow-top ride
FURIOUS FIVE MONTHS was just what the doctor ordered.
I figured that getting back into the
Renault would remind me of why we
hadn’t hit it off but, quite remarkably,
102 whichcar.com.au/wheels
it made me warm to the RS280 all over
again. After the baggy, vague steering
of the Raptor, the Megane’s four-
wheel steering felt hyper-direct. It was
almost as if you could feel what every
individual tread block was doing. The
lazy roll oversteer characteristic of the
ute was banished in favour of an apex-
targeting missile. In short, it made me
search out one of my favourite roads and
enjoy the Renault’s ferocious dynamics
with a fresh sense of appreciation.
I’d become accustomed to searching
out long dirt roads in the Raptor and
curiosity got the better of me with the
Megane. I wanted to see if the little
Euro hatch would sink or swim when
taken a long way out of its comfort
zone. As long as you avoided the most
egregious potholes and switched the
car into Race mode, the Renault was
a blast, although it does prefer fast,
When you feel the relationship cooling, a blat among the
twisties can reacquaint you with the dynamic appeal of the
RS280 Cup. Just make sure you’re not too far from a bowser
flowing tracks to those that are so tight
that sending 205kW to the front boots
becomes a significant issue. Just like on
road, there’s a speed on dirt where the
suspension tune makes a lot of sense,
but it is reasonably ambitious and the
result of clouting an errant macropod
would be consequential. Not a dawn or
dusk sort of thing, then.
There are other things that the Megane
does well too, that you really appreciate
when living with the car. The capless
fuel filler is one of them. You don’t need
to hunt around on the floor or under the
dash to pull any sort of fuel flap tab, nor
do you need to unscrew a cap. You just
pull up at the bowser, press the flap to
open the filler and insert the nozzle.
The tank is relatively small at 50 litres
and on a B-road blast you can easily
average 17L/100km, which sees the fuel
light come back on after about 240km.
The keyless go system is one of the
best I’ve encountered, letting you
know when the car has self locked or
unlocked, and the main beam LEDs are
bright enough to alert alien civilisations
to our presence.
Follow a Megane RS up a challenging
road and it looks outrageous – wide,
chunky, purposeful, and with what
appears to be functional aero. The
handlebar moustache rear light
signature is also undeniably cool.
Initially I wasn’t too sure about the
styling of this car, perhaps because the
five-door shape came as a departure
from the lithe coupe body of the
previous Megane, but over five months
it has wormed its way into my affections.
It strikes a great balance between the
buttoned-down sobriety of a Golf R and
the juvenile excesses of a Civic Type R.
The conclusion I’ve arrived at is that
this car is a grower. It still wouldn’t be
my first choice, as I maintain that the
Sport chassis with EDC transmission
makes a superior road car and the
Trophy a better track option, but if
you’re going to do a bit of both and a
manual gearbox is a non-negotiable
inclusion, we could make a case for it.
Ultimately, that’s a pretty minuscule
sliver of the Venn diagram to be chasing,
and if you were after a manual hot hatch
in this price bracket that can do dual
roles, I can think of a few I’d prefer.
On the right road, at the right time,
in the right conditions, however, the
Megane RS280 Cup is an absolute hoot.
Perspective and all that…
ANDY E NR I GHT
@wheelsaustralia 103
Garage
REPORT
THREE
MERCEDES-BENZ A250 4MATIC
Price as tested: $76,790
This month: 1101km @ 8.9L/100km
URBAN HITS
BACK FROM THE DEALER AND
STRAIGHT INTO THE FRAY,
GOES OUR A250
Y
OU’LL REMEMBER I
finished last month’s report
with something of a mini
cliffhanger as my A250 was
whisked back to Mercedes
to investigate a curious
sound emanating intermittently from
the engine bay. As is the way with these
things – “Mate, I swear it was making the
sound two minutes ago!” – it took some
investigating to get to the bottom of it.
The likely cause, it was determined,
was a squeaky belt or similar, so the
Mercedes tech team dutifully removed
and checked all of the ancillaries.
Success! With everything replaced, oiled
104 whichcar.com.au/wheels
and tightened, the A250 is now back in
my care and performing faultlessly.
Good thing too, for the past month
has been a mishmash of the drudgeries
of everyday life – choking city traffic,
airport car parks, rabbit-warren inner-
city laneways, speed-bump-riddled
backstreets, and a stint as a five-up
minicab as I ferried inebriated friends
about as designated driver.
Mundane duties, but important. How
the A250 performs here is considerably
more relevant for potential buyers than
how it dissects a winding mountain
round, regardless of its sporting
pretensions and ability. The upshot? A
solid pass. Where the old A-Class was let
down by sub-par packaging headlined by
a compromised rear seat and small boot,
this generation is notably better. It’s still
not commodious in the back – a Golf feels
roomier and we had to scooch the front
seats forward for some much-needed
kneeroom – but three adults can sit
shoulder-to-shoulder for short journeys.
No complaints about the ride, either,
which was another Achilles heel of the
previous-gen car. Experience in other
A-Class variants suggests adaptive
dampers are a vital option, and fitted
as they are to this car (as part of the
$3190 AMG Exclusive Package), the
A250’s ride still errs on the firm side
of the wafty/sporty spectrum but never
feels crashy or terse. Speed humps
require a degree of caution, however, as
it’s surprisingly easy to catch the nose
should your entry speed be a tad high.
The A250 is a wieldy and impressive
city car. The steering is light and
accurate (in Comfort mode), and the
handling sharp and responsive, making
it nicely manoeuvrable in tight spots.
The plethora of assistance systems and
excellent high-resolution cameras help
here too, and in stop-start traffic, Merc’s
adaptive cruise control is one of the
best on sale. Impressive, too, that this
functionality in a $60K hatchback is the
same as that fitted to a $400K S-Class.
Also not to be discounted is the A250’s
feel-good factor. For while you could
argue that a Golf, or even a Mazda 3 like
Trent’s long-termer, tick many of the
same boxes as the Benz for considerably
less, the A250’s kicker is its ability
to quash this ‘diminishing returns’
argument by feeling a step above in the
premium stakes.
A LE X I NWOO D

REPORT
TWO
MAZDA 3 G20 EVOLVE
Price as tested: $50,180
This month: 1533km @ 6.3L/100km
FOOD FOR
THOUGHT
HUNGER-PRANG GIVES
PAUSE TO CONSIDER OUR
BATTLE-SCARRED HATCH
I
T’S LATE, a work night and, on
this rare occasion, I’ve managed
to complete something akin to
meaningful exercise. All things
considered, my checklist for
the day is going well. All that
remains is grabbing some dinner before
heading home. All good – in theory.
For those who don’t know, Melbourne’s
Chadstone shopping centre is huge;
often referred to as the biggest shopping
centre in the southern hemisphere. For
me, that spells parking hell – 10,000
spaces awaiting cars piloted by drivers of
differing levels of incompetence.
Said dinner acquired, I return to
‘my’ Mazda 3 to be confronted with a
mangled front bumper bar. No note on
the windscreen. After just a handful
of weeks with ZZG107, it has been
rendered imperfect by a careless
Chadstone shopper. Profanities ensue.
After a few apologetic emails to
Mazda HQ and the completion of an
insurance form (for which I had to draw
the incident – really), the 3 was replaced
with a G25 GT sedan for the interim; a
happy bonus, as I got to experience the
big-boy 2.5-litre four-cylinder and the
booted bodystyle.
If anything, it made me appreciate
the 2.0-litre more. Okay, it’s a bit lax off
the line as it struggles to climb out of a
bit of a torque hole, but otherwise, it’s
proving economical (6.9L/100km overall)
and relatively refined. Interestingly,
stepping up to 2.5 litres wasn’t the
torque antidote I thought it’d be. Yes,
there’s more grunt and overall pulling
power (25kW and 52Nm respectively)
in terms of raw figures, but it doesn’t
translate to enough of a difference
on-road. Ultimately you’re better off
Not on the shopping list: panel and
grille damage to Mazda’s front-left
with the cheaper, smaller engine and
splurging on a higher level of spec.
What did make a difference was the
sedan bodystyle, which lifts boot space
to 444L from 295L. Also, I no longer had
a rear three-quarter blindspot I could
lose a truck in, and back-seat passengers
didn’t feel so claustrophobic.
My Evolve hatch returned as new
again, with a repaired and painted front
bumper and the centre grille replaced,
and all for a little more than $1000. But
for damage I didn’t inflict, it’s a pain.
Since then, ZZG107 has been on the
Hume Highway for a long stint in the
country, far, far away from danger-filled
shopping centres. Although it wasn’t
scare-free. Stay tuned.
TR ENT GI UNCO
@wheelsaustralia 105
Garage
REPORT
NINE
SUZUKI JIMNY
Price as tested: $24,490
This month: 1268km @7.81L/100km
BUSH BASH
JIMNY AND KIRBY SHOW THE
BIG BOYS WHAT’S WHAT
I
RETURNED TO the driver’s
seat of the Jimny recently after
spending a week in a luxury
SUV with a six-figure price tag
and a 405kW supercharged V8
under the bonnet. I imagine
the experience is similar to what people
going on a two-week juice cleanse would
go through – the automotive equivalent
of a hard detox.
However, I’ve enjoyed my motoring
recalibration, taking the opportunity to
embrace the simpler side of motoring.
Earlier gripes about the Jimny’s ability
as a daily driver have been tempered
significantly by weekend excursions.
Ever since the little Suzi arrived in
106 whichcar.com.au/wheels
the garage I’ve wanted to ‘fix’ its retina-
searing paint by smearing it with as
much mud as possible. Cue Toolangi
State Forest, 80km north-east of
Melbourne, on an overcast Sunday.
I’d roped in a co-worker who had a
beefy diesel V6 dual-cab ute to join in
the fun, both as an extra set of hands
should things end axle-deep, and to
see how the Jimny fared against one of
Australia’s most powerful utes.
On the highway blast things were
predictable, as the dual-cab cruised along
with ease, the Jimny notably less so. But
once we got some dirt under the treads,
the tables turned. The Jimny cleaned
the floor with the dual-cab, able to clear
more obstacles, and with greater ease.
Weighing in at 1095kg, the Jimny
is the lightest true 4x4 you can buy,
helping it skip across terrain like a
jackrabbit. Clearance was never an issue,
with the Jimny tackling a number of
deeply rutted tracks.
The difference in ability between
the two vehicles was highlighted by a
particularly wretched piece of terrain
that required us to first head through
a bog hole, before traversing several
muddy ruts, and ascend a small bank.
BETTER BY DEGREE
Aside from carrying so few kegs, other
keys to the Jimny’s cred over steep
obstacles include an approach angle
of 37 degrees, rampover of 28 degrees,
and departure angle of 49 degrees.
Its 1645mm width – about 200mm
narrower than a dual-cab ute – made
it an artful dodger amid the thick
forest fauna.
For the Jimny it was a breeze, and great
fun. The dual-cab? Not so much. A lot of
guidance, wheel-spin, and shouting were
required for it to clear the obstacle.
By the time my friend made it safely
across, his nerves were so frayed he
decided to call it quits. Painfully aware
of the Dunning-Kruger effect, and where
I may fall on that bell curve, I decided
that flying solo on some tougher tracks
wasn’t advisable, and followed suit.
The Jimny remained utterly
unchallenged by the day’s activities, as
I had reached the limit of what I was
comfortable in tackling. Frustratingly,
the paint remained annoyingly visible,
despite some splashes of mud. There’s
always next time…
CA ME RO N K I R BY
PERFORMANCE WHEN IT’S WANTED.
SAFETY WHEN IT’S NEEDED.
MAXXISTyresAustralia @Maxxis.Tyres.Australia Maxxis Tyres Australia

WWW.MAXXISTYRES.COM.AU
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Giulietta Vantage
Circa-2011 front-drive Golf rival majors on rorty fun and oozes A return to form for Aston, helped along in no small way by borrowing
personality, but feels cramped and dated. Bigger wheels ruin ride. that outstanding twin-turbo V8 from Mercedes-AMG. A real gem
THE PICK: Base Super manual closest to Alfa’s brio ethos THE PICK: AdVantage: driver. V8 finally delivers
$29,900 L4T 1.4 110 250 M6 1269 8.2 5.5 95 44 10/15 F V8 Coupe $299,950 V8TT 4.0 375 685 A8 1530 3.7 10.3 98 – 09/18 R
Super TCT $34,900 L4T 1.4 125 250 D6 1284 7.7 4.9 95 44 F DB11
Veloce $41,900 L4T 1.7 177 340 D6 1299 6.0 6.8 95 46 F A luxo grand tourer that emits pure sex appeal from its exhaust tips.
Hefty weight hurts its dynamics, but those looks, right?
Veloce S $45,400 L4T 1.7 177 340 D6 1299 6.0 6.8 95 47 F THE PICK: May as well go for the rockstar V12
Giulia V8 Coupe $374,995 V8TT 4.0 375 675 A8 1760 4.0 9.9 98 – R
Quadrifoglio towers as an M3 terroriser while all soar dynamically, but
dated dash and quality glitches keep Alfa’s best from greatness V12 Coupe $398,495 V12TT 5.2 447 700 A8 1825 3.9 11.4 98 – R
THE PICK: The more you spend, the more glorious the Giulia gets V12 AMR $428,000 V12TT 5.2 470 700 A8 1870 3.7 11.4 98 – R
$60,900 L4T 2.0 147 330 A8 1394 6.6 6.0 95 51 R Rapide
Super $65,900 L4T 2.0 147 330 A8 1394 6.6 6.0 95 51 10/17 R Four-door 2+2 that’s old and feeling it. There are better cars in the
Aston Martin line-up. Pretty much all of them, in fact
Veloce $72,900 L4T 2.0 206 400 A8 1490 5.7 6.1 95 52 06/17 R THE PICK: Pretty but pretty useless as a sedan, still so striking
Quadrifoglio $145,900 V6TT 2.9 375 600 A8 1585 4.4 8.2 95 52 04/17 R S $382,110 V12 5.9 411 630 A8 1990 4.4 12.9 95 – R
4C AMR $459,950 V12 5.9 433 630 A8 1990 4.4 13.2 95 – R
Supermodel styling, focused dynamics and sexy carbon tub offset by
charmless four-pot turbo, snappy handling and steep pricing DBS Superleggera
THE PICK: Spider at a stretch but Alpine and 718 do it better Makes a convincing case as the world’s most beautiful super GT.
Stunning opulence and excessive torque, though it’s no Ferrari 812SF
Coupe $89,000 L4T 1.7 177 350 D6 1025 4.5 6.8 95 55 02/15 R THE PICK: Aston’s beguiling flagship true to the marque
Spider $99,000 L4T 1.7 177 350 D6 1035 4.6 6.8 95 55 06/15 R $515,000 V12TT 5.2 533 900 A8 1693 3.4 12.3 95 – 09/18 R
Stelvio
Takes Giulia’s brilliance, and squanders it somewhat. Steering too
fast for some, cabin quality poor. Ballistic Q the only real winner
THE PICK: Stelvio impasse? Join the Q
Audi 3 years/unlimited
Petrol $65,900 L4T 2.0 148 330 A8 1619 7.2 7.0 95 57 02/19 A A3
Diesel $67,900 L4TD 2.2 154 470 A8 1620 6.6 4.8 D 57 10/18 A Avoid the torsion-beam 1.0 at all costs. Other A3s are covetable,
S3 is enjoyable and RS3 is flat-out certifiable; replacement looming
Ti $78,900 L4T 2.0 206 400 A8 1619 5.7 7.0 95 55 02/19 A THE PICK: Bonkers RS3 is a genuine supercar slayer
Q $149,900 V6TT 2.9 375 600 A8 1830 3.8 10.2 95 59 03/18 A
30 TFSI $35,900 L3T 1.0 85 200 D7 1200 9.9 4.8 95 53 F
35 TFSI $39,900 L4T 1.4 110 250 D7 1240 8.2 5.0 95 54 F
Alpina 3 years/200,000km 35 TFSI Sedan $41,500 L4T 1.4 110 250 D7 1250 8.2 4.9 95 54 F
35 TFSI Cabriolet $49,000 L4T 1.4 110 250 D7 1380 8.9 5.1 95 54 F
B3/B4 40 TFSI sport $45,900 L4T 2.0 140 320 D7 1315 6.8 5.9 95 56 F
If you reckon M stands for mainstream, here’s your ride. Preference
for torque over power makes this a highway monster 40 TFSI sport Sedan $47,500 L4T 2.0 140 320 D7 1320 6.9 5.8 95 56 F
THE PICK: B4 for looks and liftback practicality 40 TFSI sport Cabriolet $55,000 L4T 2.0 140 320 D7 1430 7.2 6.0 95 56 F
B3 S Sedan $116,990 L6TT 3.0 324 660 A8 1560 4.2 7.6 98 – R 40 TFSI quattro sport $49,500 L4T 2.0 140 320 D7 1385 6.2 6.2 95 55 A
B4 S Coupe $123,990 L6TT 3.0 324 660 A8 1537 4.2 7.6 98 – R 40 TFSI quattro sport Sedan $51,100 L4T 2.0 140 320 D7 1390 6.2 6.1 95 55 A
B4 S Convertible $159,900 L6TT 3.0 324 660 A8 1790 4.3 7.7 98 – R 40 TFSI quattro sport C’let $58,600 L4T 2.0 140 320 D7 1540 6.9 6.4 95 55 A
B5 S3 $62,900 L4T 2.0 213 380 D7 1430 4.8 6.6 95 57 A
Addresses our minor reservations about the latest M5. How S3 Sedan $64,500 L4T 2.0 213 380 D7 1460 4.8 6.5 95 57 A
does Alpina manage that with a staff of just over 100?
THE PICK: Touring wagon offers what no M5 sedan can S3 Cabriolet $72,000 L4T 2.0 213 380 D7 1620 5.3 6.8 95 57 A
B5 Sedan $210,000 V8TT 4.4 447 800 A8 1894 3.5 10.5 98 – A RS3 $80,611 L5T 2.5 294 480 D7 1555 4.1 8.4 98 67 A
B5 Touring $217,000 V8TT 4.4 447 800 A8 2120 3.7 11.1 98 – 10/19 A RS3 Sedan $84,611 L5T 2.5 294 480 D7 1560 4.1 8.4 98 67 A
XD3 A4
While Australia misses out on the quad-turbo monster, diesel beast is Interior sumptuous and the pragmatic yet fast RS4 is a corker.
powerful enough to make X3M nervous, but Macan is more compelling Just been updated internationally, so now’s the time for a good deal
THE PICK: Alpina’s made the choice very easy THE PICK: Bargain S4 very nearly as real-world quick as RS4
$109,900 L6TTD 3.0 245 700 A8 2015 4.6 6.4 D – A 35 TFSI $56,100 L4T 1.4 110 250 D7 1450 8.5 5.5 95 51 F
40 TFSI $61,400 L4T 2.0 140 320 D7 1480 7.5 7.6 95 55 10/17 F
40 TFSI Avant $64,400 L4T 2.0 140 320 D7 1505 7.5 5.6 95 51 F
Alpine 3 years/100,000km
45 TFSI quattro $70,300 L4T 2.0 185 370 D7 1585 6.3 6.3 95 52 04/16 A
A110
45 TFSI q’ttro Avant $73,300 L4T 2.0 185 370 D7 1610 6.0 6.6 95 52 A
A clear nod to the 1960s and ’70s rally icon without resorting to retro 45 TFSI $74,800 L4T 2.0 185 370 D7 1580 6.2 9.4 95 46 04/17 A
pastiche. Extols the virtues of lightness and a well-sorted chassis S4 $99,611 V6T 3.0 260 500 A8 1630 4.7 7.7 98 48 05/17 A
THE PICK: Whatever your budget allows, you lucky thing you
S4 Avant $102,611 V6T 3.0 260 500 A8 1675 4.9 7.8 98 48 A
Pure $97,000 L4T 1.8 185 320 D7 1080 4.5 6.2 95 55 05/19 R
RS4 Avant $152,900 V6TT 2.9 331 600 A8 1790 4.1 8.9 98 46 A
Legende $103,500 L4T 1.8 185 320 D7 1123 4.5 6.2 95 55 R
Premiere $106,500 L4T 1.8 185 320 D7 1094 4.5 10.1 95 55 05/19 R
108 whichcar.com.au/wheels
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2 Series
Is the M2 the best-value performance car on the road today? And don’t
you hate being asked rhetorical questions by a magazine? New 8-SERIES
THE PICK: Easy. M2 Competition. Future classic status guaranteed Adding doors to the cause
220i $53,900 L4T 2.0 135 270 A8 1373 7.2 5.8 95 57 R
220i Convertible $61,000 L4T 2.0 135 270 A8 1540 7.7 6.1 95 57 R Well aware that a large two-door coupe se erves a rather niche audience, BMW has
230i $64,200 L4T 2.0 185 350 A8 1398 5.6 5.9 95 57 R widened the appeal of its flagship 8 Series by adding a set of rear doors. Two versions
230i Convertible $74,400 L4T 2.0 185 350 A8 1570 5.9 6.2 95 57 R ith a 3.0-litre
of the 8 Series Gran Coupe are available: one with 3 0 lit single-turbo
i l t b straight-six,
t i ht i
M240i $74,900 L6T 3.0 250 500 A8 1485 4.6 7.0 95 62 R and our personal favourite, the M850i, which packs a 4.4-litre twin-turbo V8.
M240i Convertible $87,200 L6T 3.0 250 500 A8 1630 4.7 7.4 95 62 R 840i Gran Coupe $199,900 L6T 3.0 250 500 A8 - 5.2 - 95 - R
M2 Competition Pure $99,900 L6TT 3.0 302 550 M6 1550 4.4 9.8 98 51 R 840i Coupe $202,900 L6T 3.0 250 500 A8 1800 5.0 – 95 – R
M2 Competi tion Pure $99,900 L6TT 3.0 302 550 D7 1575 4.2 9.0 98 51 R 840i Convertible $217,900 L6T 3.0 250 500 A8 1859 5.3 – 95 – R
M2 Competition $104,900 L6TT 3.0 302 550 D7 1575 4.4 13.4 98 51 11/19 R M850i Gran Coupe $272,900 V8TT 4.4 390 750 A8 - 3.9 - 95 – A
2 Active Tourer M850i $272,900 V8TT 4.4 390 750 A8 1965 3.7 9.8 95 67 06/19 R
One of the few European mini-MPVs to grace our shores. You’re more M850i convertible $281,900 V8TT 4.4 390 750 A8 2024 3.9 9.9 95 – R
likely to be poked in the eye by a unicorn than spot one on the road
THE PICK: Near-new 3 Series Touring. And a trip to Specsavers Z4
Big engine, small car, no roof, it’s an age-old recipe that works
220i Luxury Line $49,500 L4T 2.0 141 280 D7 1430 7.4 5.9 95 55 F brilliantly in the new Z4. Ignore the four-pot and go the straight-six
i3 THE PICK: M40i is BMW’s best-ever Z roadster
Proud winner of Wheels’ 2014 COTY, BMW’s EV city car scores well sDrive20i $84,900 L4T 2.0 145 320 M6 1405 6.6 6.5 95 55 R
for its drive and design, less so for its sky-high asking price
THE PICK: S’s stiff ride means only slightly slower BEv is the go sDrive20i $84,900 L4T 2.0 145 320 A8 1405 6.6 6.5 95 55 R
BEv $68,700 E 42 125 250 R1 1245 7.3 16.1 – 53 13/18 R sDrive30i $104,900 L4T 2.0 190 400 A8 1415 5.4 6.5 95 55 R
S 69,900 E 42 135 270 R1 1245 6.9 16.1 – 53 R M40i $124,900 L6T 3.0 250 500 A8 1535 4.5 7.4 95 55 R
3 Series i8
New 3 Series brings increased cabin space and tech injection. Full Supercar looks, yet without the supercar speed. But you’ll never tire of
line-up finally in the country, save for hardcore M versions feeling like you’ve just driven off a sci-fi movie set
THE PICK: 330i is the current top of class, M340i for speed geeks THE PICK: Coupe looks cooler, usefully less expensive
320i $64,900 L4T 2.0 135 300 A8 1460 7.2 6.3 95 – R $318,900 L3TH 1.5 275 570 A6 1535 4.4 2.1 95 50 02/16 R
320d $67,900 L4TTD 2.0 140 400 A8 1450 6.8 4.5 D – R Roadster $348,900 L3TH 1.5 275 570 A6 1595 4.6 2.0 95 50 R
330i $70,900 L4T 2.0 190 400 A8 1490 5.8 8.9 95 52 10/19 R X1
A good-looking design hides some dynamic foibles, not least of which
330e $75,900 L4TH 2.0 215 420 A8 1740 5.9 6.4 95 – R is the sharp and bumpy ride on the standard suspension
M340i xDrive $99,900 L6T 3.0 285 500 A8 1670 4.4 7.7 95 – A THE PICK: Stick to the petrol, or an XC40
4 Series sDrive18i $44,500 L4T 1.8 103 220 A8 - 9.6 - 95 56 F
Hard to hate in any guise – but particularly alluring in its many M4 sDrive18d $49,900 L4TD 1.8 110 330 A8 1495 9.2 4.7 D 56 F
forms – 4 Series remains a practical muscular masterpiece
THE PICK: M4 but all-new next-gen 4 Series isn’t too far away, FYI sDrive20i $48,500 L4T 2.0 141 280 A8 1510 7.6 5.9 95 56 F
420i Gran Coupe $70,900 L4T 2.0 135 270 A8 1480 8.3 8.9 95 54 R sDrive25i $62,900 L4TD 2.0 170 350 A8 1595 6.5 6.6 D 57 F
420i $72,300 L4T 2.0 135 270 A8 1465 7.3 5.8 95 54 R X2
A surprisingly uncompromised small SUV that is both stylish and
420i Convertible $87,900 L4T 2.0 135 270 A8 1660 8.2 6.2 95 54 R spacious inside, despite the low-slung roofline. Clever
430i $82,500 L4T 2.0 185 350 A8 1470 5.8 5.8 95 54 R THE PICK: Turbo triple has appeal, but 20i is an extra $6K well spent
430i Gran Coupe $82,500 L4T 2.0 185 350 A8 1580 6.0 5.8 95 54 R sDrive 18i $49,900 L3T 1.5 103 220 D7 1415 9.6 6.3 95 56 F
430i Convertible $97,900 L4T 2.0 180 350 A8 1700 6.4 6.3 95 54 R sDrive 20i $55,900 L4T 2.0 141 280 D7 1460 7.2 6.1 95 56 07/18 F
440i Gran Coupe $103,200 L6T 3.0 240 450 A8 1615 5.1 6.8 95 51 R xDrive 20d $59,900 L4TD 2.0 140 400 D7 1555 7.7 5.1 D 52 A
440i $103,200 L6T 3.0 240 450 A8 1525 5.0 6.8 95 51 R X3
440i Convertible $117,610 L6T 3.0 240 450 A8 1750 5.4 7.2 95 51 R Bigger, better version of one of BMW’s most important cars. Oodles of
space, but the options list could bring a tear to a statue’s eye
M4 Pure $139,900 L6T 3.0 331 550 D7 1537 4.6 8.8 98 49 13/17 R THE PICK: Mid-spec xDrive30i, unless you want M Comp ball-tearer
M4 Competition $156,529 L6TT 3.0 331 550 M6 1497 4.2 8.8 98 49 R sDrive20i $65,900 L4T 2.0 135 290 A8 1660 8.2 9.6 95 63 F
M4 Competition $156,529 L6TT 3.0 331 550 D7 1537 4.0 8.3 98 49 R xDrive 20d $68,900 L4TD 2.0 140 400 A8 1745 8.0 5.7 D 63 A
M4 Competition Conv $168,010 L6TT 3.0 331 550 M6 1750 4.3 9.1 98 49 R xDrive 30i $75,900 L4T 2.0 185 350 A8 1720 6.3 7.6 95 63 A
M4 Competition Conv $168,010 L6TT 3.0 331 550 D7 1790 4.1 8.7 98 49 R xDrive 30d $83,900 L6TD 3.0 190 620 A8 1820 5.8 6.0 D 63 A
M4 CS $189,529 L6TT 3.0 338 600 D7 1580 3.9 8.4 98 49 R M40i $99,900 L6T 3.0 265 500 A8 1885 4.8 8.9 95 58 A
5 Series M Competition $157,900 L6TT 3.0 375 600 A8 1970 4.1 11.7 98 - 10/19 A
Big, brawny and perfectly constructed, the 5 Series mostly crushes X4
the competition. Adding AWD has only helped the M recipe
THE PICK: M5 is one of today’s all-time greats Oh, you’re paying $10K more than an equivalent X3 for a
swoopier roofline? Can we interest you in some magic beans?
520i $90,990 L4T 2.0 135 290 A8 1540 7.8 6.2 95 42 R THE PICK: The X3 twin of whichever takes your fancy
520d $95,900 L4TD 2.0 140 400 A8 1560 7.5 4.3 D 44 R xDrive20i $76,900 L4T 2.0 135 290 A8 1678 8.3 7.8 95 61 A
520d Touring $95,900 L4TD 2.0 140 400 A8 1660 7.8 4.9 D 44 R xDrive20d $79,900 L4TD 2.0 140 400 A8 1698 8.0 5.8 D 61 A
530i $112,900 L4T 2.0 185 350 A8 1540 6.2 5.8 95 40 R xDrive30i $83,900 L4T 2.0 185 350 A8 1678 6.3 7.8 95 61 A
530i Touring $112,900 L4T 2.0 185 350 A8 1640 6.5 6.5 95 40 R M40i $109,900 L6T 3.0 265 500 A8 1783 4.8 9.2 95 58 A
530e $112,900 L4TH 2.0 185 420 A8 1770 6.2 2.3 95 46 R M Competition $164,900 L6TT 3.0 375 600 A8 1932 4.1 11.7 98 - A
530d $123,300 L6TD 3.0 195 620 A8 1640 5.7 4.7 D 42 R X5
540i $142,900 L6T 3.0 250 450 A8 1595 5.1 6.7 95 45 R Fourth time’s a charm for the X5. It’s the most technologically
M5 Competition $234,900 V8TT 4.4 460 750 A8 1865 3.3 10.8 98 42 04/18 A advanced BMW on sale, and surprisingly fun to drive for a SUV.
THE PICK: Tasty 40i since a straigh-six petrol is what BMW’s all about
7 Series
xDrive25d $99,000 L4TD 2.0 170 450 A8 2105 7.5 6.2 D 63 A
Straight-six power for most of the range will please most, but it’s
the V12 you really want, as it is the last of the breed xDrive30d $117,900 L6TTD 3.0 195 620 A8 2110 6.6 7.2 D 63 09/19 A
THE PICK: All impress but 745e is an intriguing eco-oddball GT xDrive40i $120,900 L6T 3.0 250 450 A8 2005 5.2 9.2 95 63 A
730d $199,900 L6TTD 3.0 195 620 A8 1825 6.1 5.7 D – R xDrive45e $129,900 L6TH 3.0 290 600 A8 2435 5.6 2.0 95 63 A
740i $199,900 L6TT 3.0 250 450 A8 1760 5.5 7.7 95 – R M50i $151,900 V8TT 4.4 390 750 A8 2345 4.3 10.5 95 63 A
745e $204,900 L6TTH 3.0 290 600 A8 1995 5.2 2.4 95 – R
750i xDrive $272,900 V8TT 4.4 390 750 A8 1965 4.0 10.1 95 – A
740Li $229,900 L6TT 3.0 250 450 A8 1805 5.6 7.9 95 – R
M760Li xDrive $378,900 V12TT 6.6 448 850 A8 2220 3.8 13.0 98 – A

110 whichcar.com.au/wheels
 B M W – FO R D

YOUR COMPLETE NEW CAR BUYER’S GUIDE

WHAT IT ALL MEANS

PRICE: Recommended Retail Price at time of publication (* indicates driveaway)
ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged,
D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres
TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms
0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km

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Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold

New X6
Now with added grille

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If you thought the X5 could do with a little less load--carrying ability and rear
headroom, and a lot more grille, BMW has brought the all-new X6 into the country just Spider $526,888 V8TT 3.9 492 760 D7 1525 3.0 11.4 98 – 06/18 R
for you. Mechanically identical to its wagon-bodied sibling, the X6’s sleeker roofline Pista $645,000 V8TT 3.9 530 770 D7 1385 2.8 11.5 98 – R
and sportier appearance carry a circa-$5K premium, proving that less really is more. GTC4Lusso
This happens when Ferrari engineers get on the turps. The Lusso
xDrive 30d $121,900 L6TTD 3.0 195 620 A8 2110 5.5 - D 63 A makes no sense but it’d be in every one of our fantasy garages
xDrive 40i $124,900 L6T 3.0 250 450 A8 2005 6.5 - 95 63 A THE PICK: What a ‘crossover’ from Ferrari should be. #noFerrariSUVs
M50i $155,900 V8TT 4.4 390 750 A8 2345 4.3 - 95 63 A T $503,888 V8TT 3.9 442 760 D7 1840 3.5 11.6 98 – R
X7 $578,888 V12 6.3 507 697 D7 1920 3.5 15.3 98 – 02/17 A
Delivers all the size and luxury you could ever ask of a BMW. Diesel 812 Superfast
engine is bested in every measure by stonking petrol V8.
THE PICK: There’s just the one X7... or you could have two CX-9 AWDs Recipient of the greatest naturally aspirated production engine ever
made. The rest of the package is almost as good. A landmark car
xDrive 30d $119,900 L6TTD 3.0 195 620 A8 2370 6.7 9.7 D 63 10/19 A THE PICK: There’s only one: a top-drawer supercar in GT clothing
M50i $171,900 V8TT 4.4 390 750 A8 2460 4.7 – 95 63 A $610,000 V12 6.5 588 718 D7 1630 2.9 14.9 98 – 12/18 R

Caterham 2 years/50,000km Fiat 3 years/100,000km

v Seven 500
Developed from Colin Chapman’s 1957 vision; a time when cigarettes Ageing Italian icon still an artisitc, affordable runabout – but avoid
were good for you. Ridiculously fast fun with unassisted steering robotised auto and buy a seat cushion for bonkers Abarth
THE PICK: 355 is all the reborn Lotus 7 fun you’ll ever need THE PICK: Now too old so buy used or wait for 2021’s all-new e-500
275 $68,000 L4 1.6 100 160 M5 675 5.5 6.2 95 55 11/16 R Pop $17,990 L4 1.2 51 102 M5 885 14.1 4.9 95 54 06/15 F
275 S $73,000 L4 1.6 100 160 M5 675 5.5 6.2 95 55 R Pop $19,490 L4 1.2 51 102 S5 920 12.9 4.8 95 54 F
355 $79,000 L4 2.0 127 177 M5 615 5.0 8.2 95 55 R Lounge $19,990 L4 1.2 51 102 M5 885 12.9 4.9 95 54 F
355 R $95,000 L4 2.0 127 177 M5 675 5.0 8.2 95 55 R Lounge $21,490 L4 1.2 51 102 S5 920 12.9 4.8 95 54 F
485 S $103,700 L4 2.0 177 206 M6 700 4.5 7.7 95 55 R Abarth 595 $26,990 L4T 1.4 107 206 M5 1035 7.9 5.8 95 48 07/16 F
485 R $119,000 L4 2.0 177 206 M6 700 4.5 7.7 95 55 R Abarth 595 $28,990 L4T 1.4 107 206 S5 1035 8.0 5.8 95 48 F
Abarth 595 Comp. $31,990 L4T 1.4 132 250 M5 1045 6.7 5.7 95 51 13/17 F
Abarth 595 Comp. $33,990 L4T 1.4 132 250 S5 1085 6.9 6.9 95 51 F
Chrysler 3 years/100,000km
500 C
The least costly way to get rays on your noggin, but like all 500s, iffy
300 ergonomics, robotised auto and spec holes undermine a great design
Ballin’ on a budget, relatively speaking. Chassis’ ability begs for big-V8 THE PICK: 500 too slow, 595 too hard, so try a used A3 Cabrio instead
grunt, and top SRT worth a stretch for its adaptive dampers
THE PICK: SRT for your VF II SS or Falcon XR8 fix Pop $21,990 L4 1.2 51 102 M5 920 12.9 4.9 95 54 F
C Luxury $60,000 V6 3.6 210 340 A8 1724 7.7 9.7 91 40 R Pop $23,490 L4 1.2 51 102 S5 935 12.9 4.8 95 54 F
SRT Core $65,000 V8 6.4 350 637 A8 1946 4.5 13.0 98 41 09/19 R Lounge $25,000 L4 1.2 51 102 M5 920 12.9 4.9 95 54 F
SRT $75,000 V8 6.4 350 637 A8 1965 4.5 13.0 98 45 R Lounge $26,550 L4 1.2 51 102 S5 935 12.9 4.8 95 54 F
Abarth 595C $32,500 L4T 1.4 107 206 M5 1075 7.8 6.0 95 48 07/16 F
Abarth 595C $33,500 L4T 1.4 107 206 S5 1035 8.0 5.8 95 48 F
Citroen 5 years/unlimited Abarth 595C Comp. $35,990 L4T 1.4 132 250 M5 1045 6.7 6.0 95 51 F
Abarth 595C Comp. $37,990 L4T 1.4 132 250 S5 1085 6.9 5.8 95 51 F
C3
500 X
Fun, French and frugal, Citroen’s stylish Mini rival is its most
convincing supermini in years. Now with heaps more kit – but at a price Unrelated to the smaller 500, the Jeep Renegade-derived X offers
THE PICK: Shine at last specified to appeal to head as well as heart charm, space, comfort and – surprise – value. Not a bad drive either.
THE PICK: Pop Star brings with it loads of kit to offset that awful name
Shine $26,990 L3T 1.2 81 205 A6 1090 10.7 4.9 95 52 05/18 F
Pop $26,000 L4T 1.4 103 230 M6 1295 9.8 6.0 95 52 02/16 F
C3 Aircross
Pop $28,000 L4T 1.4 103 230 S6 1295 9.8 5.7 95 52 F
Almost $10,000 more than the C3 for an extra 100kg of weight and
few millimetres of ride height. Value is in the eye of the beholder Pop Star $32,000 L4T 1.4 103 230 S6 1295 9.5 5.7 95 52 02/16 F
THE PICK: Buy the C3 hatch and save or stretch to the C5 Aircross 124 Spider
$32,990 L3T 1.2 81 205 A6 1203 10.6 6.6 95 54 12/19 F Compared to atmo MX-5 that spawned it, the Japanese-made 124
Grand C4 Picasso is more toey than a Roman sandal and is saddled with a harder ride
THE PICK: The manual one – or the Mazda one
Who said seven-seaters had to look like badly decomposing beached
whales? The C4 Picasso marries space with Iron Man style Abarth $41,990 L4T 1.4 125 250 M6 1100 6.8 6.4 95 54 01/17 R
THE PICK: The diesel is more fuel efficient and not much slower Abarth $43,990 L4T 1.4 125 250 A6 1110 6.9 6.6 95 54 R
Exclusive $38,490 L4T 1.6 121 240 A6 1430 10.2 6.4 95 49 F
370 A6 1476 9.6 4.5 F 49 10/16 F
Exclusive HDi $44,490 L4TD
C5 Aircross
2.0 110
Ford 5 years/unlimited
The SUV for those looking for a Goldilocks pick between the Peugeot Focus
3008 and 5008. Love it or hate it styling, amicable in all other areas
THE PICK: Plusher Shine keeps more with Citroen’s comfort image Still the dynamic benchmark, but disappoints with patchy cabin, no
manuals and Titanium’s hard ride. A sophisticated Golf alternative
Feel $39,990 L4T 1.6 121 240 A6 1402 9.9 7.9 95 56 F THE PICK: ST-Line wagon and Active gain IRS, so there’s your answer
Shine $43,990 L4T 1.6 121 240 A6 1402 9.9 7.9 95 57 F Trend $25,990 L3T 1.5 134 240 A8 1332 8.1 6.4 91 48 F
ST-Line Hatch $28,990 L3T 1.5 134 240 A8 1347 8.2 6.4 91 48 05/19 F
Ferrari 3 years/unlimited ST-Line Wagon $30,990 L3T 1.5 134 240 A8 1388 8.2 7.5 91 48 F
Active $29,990 L3T 1.5 134 240 A8 1329 8.7 6.4 91 48 09/19 F
Portofino Titanium $34,490 L3T 1.5 134 240 A8 1337 8.7 9.5 91 50 F
It’s taken a while but Ferrari’s entry-level effort is finally one to be Mondeo
proud of. Turbo engine suits Portofino’s more supine edge
THE PICK: A massive leap over the California it replaces Surprisingly sharp handling meets truly cavernous and quiet cabin,
while the high-output 2.0L petrol turbo provides plenty of squirt.
$399,888 V8TT 3.9 441 760 D7 1664 3.5 10.7 98 – R THE PICK: Underrated Trend’s refinement transcends its segment
488 Ambiente hatch $33,190 L4 2.0 149 345 A6 1605 10.0 8.2 91 47 06/15 F
Has lost a little of the 458’s primal purity but is a better-rounded Ambiente wagon $35,040 L4 2.0 149 345 A6 1649 10.1 8.5 91 48 F
dynamic package. We’d be more than happy to wear the compromise
THE PICK: Pista really is at the modern sports car summit Ambiente TDCi hatch $37,190 L4TD 2.0 132 400 D6 1659 8.6 5.1 D 48 F
GTB $469,888 V8TT 3.9 492 760 D7 1475 3.0 11.4 98 – R Ambiente TDCi wag $39,040 L4TD 2.0 132 400 D6 1703 8.7 5.3 D 48 06/15 F

@wheelsaustralia 111
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Trend hatch $37,790 L4T 2.0 177 345 A6 1629 7.5 8.2 91 48 06/18 F

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$40,990 L4TD 2.0 132 400 D6 1683 8.6 5.1 D 48 F

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Trend TDCi wagon $42,840 L4TD 2.0 132 400 D6 1713 8.7 5.3 D 50 F
G70
Titanium hatch $44,790 L4T 2.0 177 345 A6 1690 7.7 8.5 91 49 09/16 F
Hyundai needed Genesis G70 to be a proper 3 Series teeth kicker/
Titanium TDCi hatch $47,990 L4TD 2.0 132 400 D6 1744 8.6 5.1 D 50 F Lucky it’s exactly that, then, aided by pace, handling and proper spec
Titanium TDCi wgn $49,840 L4TD 2.0 132 400 D6 1782 9.1 5.3 D 50 07/15 F THE PICK: 3.3T Ultimate is the cheapest with a proper diff. Nice
Mustang 2.0T $59,300 L4T 2.0 179 353 A8 1604 5.9 8.7 95 55 R
Always big on presence and muscle, Ford’s pony car has evolved into 2.0T Sport $63,300 L4T 2.0 179 353 A8 1604 5.9 9.0 95 55 R
a dynamically capable GT, though better quality wouldn’t go astray
THE PICK: V8s live up to the legend
2.0T Ultimate $69,300 L4T 2.0 179 353 A8 1604 5.9 9.0 95 55 R
EcoBoost Fastback $49,990 L4T 2.3 224 441 M6 1629 6.3 8.5 91 63 R 3.3T Sport $72,450 V6TT 3.3 272 510 A8 1719 4.9 12.0 95 55 10/19 R
EcoBoost Fastback $52,990 L4T 2.3 224 441 A10 1720 6.2 9.3 91 63 R 3.3T Ultimate $79,950 V6TT 3.3 272 510 A8 1719 4.7 10.2 95 55 R
EcoBoost Convert. $59,490 L4T 2.3 224 441 A10 1780 6.4 9.4 91 64 R 3.3T Ultimate Sport $79,950 V6TT 3.3 272 510 A8 1719 4.7 10.2 95 55 R
GT Fastback $62,990 V8 5.0 339 556 M6 1701 4.6 13.0 98 67 07/19 R G80
While we rate the G80 (nee Hyundai Genesis) for spec, space and
GT Fastback $65,990 V8 5.0 339 556 A10 1785 4.3 12.7 98 66 R smoothness, it’s already old for a ‘new’ model. V6 needs revs to move
Bullitt $73,688 V8 5.0 345 556 M6 1701 4.6 13.0 98 56 09/19 R THE PICK: Ultimate offers bags of limo lushness
GT Convertible $74,338 V8 5.0 339 556 A10 1855 4.5 12.7 98 67 R 3.8 $68,900 V6 3.8 232 397 A8 1890 6.5 11.2 91 53 R
EcoSport 3.8 Sport Design $72,900 V6 3.8 232 397 A8 1890 6.5 11.2 91 53 R
Though too old, too small and too cheapo inside, the terrific turbo- 3.8 Ultimate $88,900 V6 3.8 232 397 A8 1890 6.5 11.2 91 53 R
triple shines. Still, the competition has the Ford from India licked
THE PICK: Ford’s promising new Puma should right EcoSport’s wrongs
3.8 Ultm Sport Dsgn $92,900 V6 3.8 232 397 A8 1890 6.5 11.2 91 53 R
Ambiente $22,790 L3 1.5 90 150 A6 1319 9.5 6.9 91 41 F
Trend $24,490 L3T 1.0 92 170 A6 1368 9.2 6.7 91 41 F Haval 5 years/100,000km
Titanium $28,990 L3T 1.0 92 170 A6 1368 9.2 6.7 91 43 F
Escape H2
Solid, spacious and engaging all-rounder, though heavy AWDs are Spacious and reasonably equipped, the H2 trips due to sub-par
thirsty. FWDs far more frugal. All-new replacement due mid-2020 performance, economy and steering. Better alternatives abound
THE PICK: Trend FWD or ST-Line if a taut, sporty SUV is your thing THE PICK: Dated Mitsubishi ASX runs rings around H2
Ambiente FWD $28,990 L4T 1.5 110 240 M6 1559 9.6 6.3 91 54 F City $19,990* L4T 1.5 110 210 M6 1529 12.0 8.2 95 43 F
Ambiente FWD $30,490 L4T 1.5 134 240 A6 1590 9.6 7.2 91 54 F City $20,990* L4T 1.5 110 210 M6 1529 12.0 8.2 95 43 F
Ambiente AWD $33,490 L4T 1.5 134 240 A6 1668 9.6 7.5 91 56 A Premium $22,990* L4T 1.5 110 210 A6 1529 11.8 9.0 95 44 F
Trend FWD $33,490 L4T 1.5 134 240 A6 1607 9.6 10.5 91 56 06/17 F Lux $25,990* L4T 1.5 110 210 A6 1529 11.8 9.0 95 44 03/16 F
Trend AWD $36,490 L4T 2.0 178 345 A6 1719 9.4 8.6 91 56 A H6
Trend TDCi $38,990 L4TD 2.0 132 400 D6 1746 9.5 5.5 D 57 A Fairly handsome, undeniably roomy and with some zip, but sadly the
H6’s chassis sets an industry benchmark for peerless ineptitude
ST-Line $39,990 L4T 2.0 178 345 A6 1751 9.4 8.6 91 57 A THE PICK: Any rival is currently preferable
Titanium $45,480 L4T 2.0 178 345 A6 1751 9.4 8.6 91 58 A Premium $28,990* L4T 2.0 145 315 A6 1715 10.0 9.8 95 50 06/17 F
Titanium $48,340 L4TD 2.0 132 400 D6 1779 9.5 5.6 D 58 A Lux $33,990* L4T 2.0 145 315 A6 1715 10.0 9.8 95 52 F
Endura H9
Canadian-made Edge is spacious and pleasant to steer, but misses the
mark with only five seats, laggy diesel, comedy pricing and daft name A Mazda CX-9 or Holden Acadia cost similar money. The three-row
THE PICK: The bigger the discount, the better sense Endura makes H9’s ZF ’box isn’t bad, but beyond that we’re grasping at straws
THE PICK: Family planning
Trend $44,990 L4TD 2.0 140 400 A8 1933 8.2 6.7 D 60 F
Lux $41,990 L4T 2.0 180 350 A8 2236 11.0 10.5 95 52 A
Trend AWD $48,900 L4TD 2.0 140 400 A8 1995 8.2 6.7 D 62 A
Ultra $45,990 L4T 2.0 180 350 A8 2236 11.0 10.5 95 52 A
ST-Line $53,900 L4TD 2.0 140 400 A8 1949 8.2 6.7 D 62 F
ST-Line AWD $57,900 L4TD 2.0 140 400 A8 2012 8.2 6.7 D 61 A
Titanium $63,900 L4TD 2.0 140 400 A8 1999 8.2 6.7 D 62 F Holden 5 years/unlimited
Titanium AWD $67,990 L4TD 2.0 140 400 A8 2062 10.4 7.5 D 62 04/19 A
Astra
Everest
Opel’s class act rewards with Holdenised dynamics, keen pricing and –
Ranger-derived SUV is a gun off-road and capable – for a truck – on it. in 1.6 guise – rorty performance. Departing sedan won’t be missed
The world’s sole Aussie-designed, engineered and developed SUV THE PICK: Loaded RS-V hatch is conspicuously good buying
THE PICK: Bi-Turbo is the range (and Ranger) sweet-spot
R hatch $21,490 L4T 1.4 110 240 M6 1283 7.8 5.5 91 50 F
Ambiente 5-seat $49,190 L5TD 3.2 143 470 A6 2239 11.0 8.4 D 57 A
R hatch $22,490 L4T 1.4 110 240 A6 1304 8.0 5.5 91 50 01/17 F
Ambiente 7-seat $50,190 L5TD 3.2 143 470 A6 2266 11.0 8.4 D 57 A
LS+ sedan $22,740 L4T 1.4 110 240 A6 1283 8.0 6.1 91 50 F
Ambiente 5-seat $54,190 L5TD 3.2 143 470 A6 2343 11.0 8.5 D 57 A
R+ hatch $23,740 L4T 1.4 110 240 A6 1304 8.0 6.1 91 50 F
Ambiente 7-seat $55,190 L5TD 3.2 143 470 A6 2370 11.0 8.5 D 57 A
LT sedan $25,790 L4T 1.4 110 240 A6 1294 8.0 6.1 91 52 F
Trend Bi-Turbo RWD $56,190 L4TTD 2.0 157 500 A10 2305 10.5 6.9 D 58 R
RS hatch $27,240 L4T 1.6 147 300 A6 1344 6.6 6.1 91 52 09/17 F
Trend 4WD $59,990 L5TD 3.2 143 470 A6 2407 11.0 8.5 D 58 A
LTZ sedan $29,790 L4T 1.4 110 240 A6 1318 8.0 6.1 91 52 08/17 F
Trend Bi-Turbo 4WD $61,190 L4TTD 2.0 157 500 A10 2444 10.5 7.1 D 58 A
RS-V hatch $30,740 L4T 1.6 147 300 M6 1344 6.6 6.1 91 52 F
Titanium $73,990 L4TTD 2.0 157 500 A10 2494 10.5 7.1 D 58 A
RS-V hatch $31,740 L4T 1.6 147 300 A6 1363 6.7 11.3 91 52 05/19 F
Ranger
Final-ever Aussie-designed and engineered vehicle, Ranger remains a ZB Commodore
global benchmark, keeps Ford Oz relevant; MY20 update coming soon Import clings to storied nameplate and delivers handling, turbo-four
THE PICK: Raptor thanks to its coil-sprung rear end urge and space, but low-key styling inside and out erodes appeal
THE PICK: RS Sportwagon for sheer value, VXR for gravel handling
XL $47,840 L4TD 2.2 118 385 A6 2034 10.1 8.0 D 56 A
XL $48,140 L5TD 3.2 147 470 M6 2068 10.3 8.7 D 56 A LT $33,690 L4T 2.0 191 350 A9 1515 6.5 7.4 95 36 F
XL $50,340 L5TD 3.2 147 470 A6 2068 10.1 8.7 D 56 A LT $36,690 L4TD 2.0 125 400 A8 1593 7.0 5.6 D 36 F
XLS $49,440 L5TD 3.2 147 470 M6 2064 10.3 8.7 D 56 A LT Sportwagon $35,890 L4T 2.0 191 350 A9 1543 6.5 7.7 95 36 F
XLS $51,640 L5TD 3.2 147 470 A6 2064 10.1 8.7 D 56 A LT Sportwagon $38,890 L4TD 2.0 125 400 A8 1617 7.0 5.7 D 36 F
XLT $56,340 L5TD 3.2 147 470 M6 2159 10.3 8.2 D 56 A RS $37,290 L4T 2.0 191 350 A9 1534 6.5 7.6 95 36 F
XLT $58,540 L5TD 3.2 147 470 A6 2159 10.1 10.9 D 56 07/18 A RS Sportwagon $39,490 L4T 2.0 191 350 A9 1569 6.5 7.9 95 36 F
XLT $60,040 L4TTD 2.0 157 500 A10 2198 9.7 7.4 D 56 A RS V6 $40,790 V6 3.6 235 381 A9 1672 6.2 8.9 91 37 A
Wildtrak $51,090 L5TD 3.2 147 470 M6 2200 10.3 8.4 D 57 A RS-V $46,990 V6 3.6 235 381 A9 1676 6.2 8.9 91 38 A
Wildtrak $63,290 L5TD 3.2 147 470 A6 2200 10.1 8.4 D 58 A RS-V Sportwagon $49,190 V6 3.6 235 381 A9 1705 6.2 9.1 91 37 A
Wildtrak $64,790 L4TTD 2.0 157 500 A10 2239 9.8 7.4 D 58 A VXR $55,990 V6 3.6 235 381 A9 1737 6.2 8.9 91 38 03/18 A
Raptor $74,990 L4TTD 2.0 157 500 A10 2332 9.9 8.2 D 58 08/19 A Calais $40,990 L4T 2.0 191 350 A9 1535 6.5 7.6 95 40 06/18 F
Calais $43,990 L4TD 2.0 125 400 A8 1613 7.0 5.8 D 40 F
Calais Tourer $45,990 V6 3.6 235 381 A9 1715 6.2 9.1 91 41 A

112 whichcar.com.au/wheels
 FO RD – HSV

YOUR COMPLETE NEW CAR BUYER’S GUIDE

WHAT IT ALL MEANS

PRICE: Recommended Retail Price at time of publication (* indicates driveaway)
ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged,
D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres
TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms
0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km

Fuelcons.

Resale %
Torque

weight
Engine

Power

tested
Trans.
RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year

0-100
Price

Issue

Drive
Kerb
type

Size

RON
Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold
Calais V $51,990 V6 3.6 235 381 A9 1726 6.2 9.1 91 41 A
Calais V Tourer $53,990 V6 3.6 235 381 A9 1772 6.2 9.1 91 41 A
Trax

Fuelcons.
Good steering, handling and auto calibration, but awful 1.8, dud ride

Resale %
Torque

weight
Engine

Power

tested
Trans.

0-100
Price

Issue

Drive
and cheapo cabin see small Holden SUV increasingly outclassed

Kerb
type

Size

RON
THE PICK: LS 1.4 turbo if you must, or Astra every day of the week
LS $23,990 L4 1.8 103 178 M5 1371 10.0 7.0 91 47 F VTi sedan $24,590 L4 1.8 104 174 C 1248 9.2 6.4 91 54 07/16 F
LS $26,490 L4T 1.4 103 200 A6 1376 9.6 6.9 91 48 F VTi-S hatch $24,490 L4 1.8 104 174 C 1261 9.2 6.4 91 54 12/18 F
LT $28,890 L4T 1.4 103 200 A6 1390 9.6 6.9 91 48 F VTi-S sedan $24,590 L4 1.8 104 174 C 1250 9.2 6.4 91 54 01/17 F
LTZ $30,490 L4T 1.4 103 200 A6 1390 9.6 9.0 91 48 05/17 F VTi-L hatch $27,790 L4T 1.5 127 220 C 1322 7.5 6.1 91 54 F
Equinox VTi-L sedan $27,990 L4T 1.5 127 220 C 1302 7.5 6.0 91 54 07/16 F
Space, refinement, performance and slick nine-speed auto buried in RS hatch $32,290 L4T 1.5 127 220 C 1341 7.5 6.1 91 56 F
an anonymous Chevy SUV marred by a less-than-premium interior RS sedan $31,990 L4T 1.5 127 220 C 1326 7.4 6.0 91 56 12/16 F
THE PICK: Despite big range only LS+ makes a strong-enough case
VTi-LX hatch $33,590 L4T 1.5 127 220 C 1344 7.6 8.3 91 56 09/17 F
LS 2WD $27,990 L4T 1.5 127 275 M6 1526 7.9 6.9 91 52 01/18 F
VTi-LX sedan $33,690 L4T 1.5 127 220 C 1327 7.5 6.0 91 56 07/16 F
LS 2WD $29,990 L4T 1.5 127 275 A6 1514 7.9 6.9 91 52 F
Type-R $51,990 L4T 2.0 228 400 M6 1396 5.8 11.5 95 55 04/18 F
LS+ 2WD $32,990 L4T 1.5 127 275 A6 1514 7.9 6.9 91 53 F
Accord
LS+ 2WD $35,990 L4TD 1.5 100 320 A6 1593 8.0 5.6 D 52 F With ample space, the Accord is all about a pleasant ride, but is a
LT 2WD $36,990 L4T 2.0 188 353 A9 1585 7.3 8.2 91 53 01/18 F weirdly detached driving experience. Redesign is imminent, promising
LTZ AWD $39,990 L4T 2.0 188 353 A9 1618 7.3 8.2 91 54 A THE PICK: Wait for the 2020 Accord or buy any turbo Civic instead

LT 2WD $39,990 L4TD 1.5 100 320 A6 1602 8.0 5.6 D 53 F VTi-L $43,990 L4 2.4 129 225 A5 1575 8.0 8.0 91 47 F
LTZ AWD $44,290 L4T 2.0 188 353 A9 1695 7.3 12.6 91 54 13/18 A V6L $52,590 V6 3.5 206 339 A6 1667 7.5 9.2 91 46 F
LTZ-V AWD $46,290 L4T 2.0 188 353 A9 1732 7.3 8.4 91 55 13/17 A NSX
A technological tour de force, hybrid NSX nails supercar speed and
LTZ AWD $47,290 L4TD 1.5 100 320 A6 1741 8.0 5.7 D 54 01/18 A dynamics. Hand-built, exotically engineered, a tad emotionally aloof
LTZ-V AWD $49,290 L4TD 1.5 100 320 A6 1778 8.0 5.9 D 55 A THE PICK: If you can stomach the price, it’s a rare cat
Acadia $420,000 V6TTH 3.5 427 646 D9 1780 3.0 9.7 98 – 01/17 A
Butch, US-sourced Acadia brings space for seven, grunt, value and HR-V
locally tuned dynamics. It’s the best new Holden in ages. Yes, really* Jazz-based ‘Magic Seat’ brings vast interior packaging configurations
THE PICK: *AVOID the torque-steering 2WD at all costs and 1.8 is gutsy, but handsome HR-V is loud, firm riding and a dull drive
LT 2WD $42,490 V6 3.6 231 367 A9 1874 7.1 8.9 91 56 F THE PICK: VTi-S since its cabin doesn’t feel quite as Bi-Lo as the base
LT AWD $46,490 V6 3.6 231 367 A9 1968 7.3 9.3 91 56 A VTi $24,990 L4 1.8 105 172 C 1269 10.2 6.6 91 50 03/16 F
LTZ 2WD $53,490 V6 3.6 231 367 A9 1881 7.1 8.9 91 57 F VTi-S $27,990 L4 1.8 105 172 C 1274 10.2 6.9 91 50 F
LTZ AWD $57,490 V6 3.6 231 367 A9 1975 7.3 9.3 91 58 A RS $31,990 L4 1.8 105 172 C 1294 10.2 6.9 91 50 F
LTZ-V 2WD $63,490 V6 3.6 231 367 A9 1938 7.2 8.9 91 58 F VTi-LX $34,590 L4 1.8 105 172 C 1319 10.2 6.9 91 52 05/15 F
LTZ-V AWD $67,490 V6 3.6 231 367 A9 2032 7.3 10.0 91 58 12/18 A CR-V
Trailblazer Designed for families, yet offers an able chassis and frugal turbo
oomph too. But Vi’s 2.0L is slow and 7-seater’s third row is kids-only
Colorado ute-derived 4x4 family wagon delivers grunt, off-road chops
THE PICK: Generously equipped VTi-S delivers the best value
and value, starting at less than $50K. Vastly better than Colorado 7
THE PICK: LTZ for the extra kit but LT will do the job adequately too Vi $28,290 L4 2.0 113 189 C 1504 --- 7.6 91 57 F
LT $47,990 L4TD 2.8 147 500 A6 2194 9.8 8.6 D 53 A VTi $30,690 L4T 1.5 140 240 C 1536 7.2 7.0 91 52 F
LTZ $52,490 L4TD 2.8 147 500 A6 2203 9.8 8.6 D 53 A VTi-E $34,490 L4T 1.5 140 240 C 1642 7.2 7.3 91 54 F
Colorado VTi-S $33,290 L4T 1.5 140 240 C 1540 7.2 7.3 91 54 F
Supremely better after top-down revamp that deleted rough edges VTi-S AWD $36,490 L4T 1.5 140 240 C 1597 7.2 7.4 91 55 A
and delivered driver-assistance tech, new cabin, better mechanicals
THE PICK: Whichever, since Colorado scores a B overall but A for value VTi-L $38,990 L4T 1.5 140 240 C 1642 7.2 7.3 91 56 07/19 F
LS $44,990 L4TD 2.8 147 440 M5 2019 9.5 8.6 D 55 A VTi-LX AWD $44,290 L4T 1.5 140 240 C 1630 7.2 7.4 91 56 01/18 A
LS $47,190 L4TD 2.8 147 500 A6 2016 9.5 8.6 D 56 A Odyssey
Our one-time COTY has morphed from a sleek three-row wagon to a
LSX $46,990 L4TD 2.8 147 440 M5 2007 9.5 8.6 D 56 A charmless MPV minus the driver appeal or refinement it once had. Pity
LSX $49,190 L4TD 2.8 147 500 A6 2004 9.5 8.6 D 56 A THE PICK: VTi-L for the middle-row ‘captain’s chairs’, or Kia Carnival
LTZ $50,490 L4TD 2.8 147 440 M5 2056 9.5 8.6 D 56 A VTi $37,990 L4 2.4 129 225 C 1734 12.0 7.6 91 58 F
LTZ $52,690 L4TD 2.8 147 500 A6 2053 9.5 9.8 D 56 07/18 A VTi-L $47,590 L4 2.4 129 225 C 1848 12.0 7.8 91 58 F
LTZ+ $51,520 L4TD 2.8 147 440 M5 2056 9.5 8.6 D 56 A
LTZ+
Z71
$53,720
$54,990
L4TD
L4TD
2.8
2.8
147
147
500
440
A6
M5
2053
2056
9.5
9.5
8.6
8.6
D
D
56
56
A
A
HSV 3 years/100,000km

Z71 $57,190 L4TD 2.8 147 500 A6 2053 9.5 8.6 D 56 A Chevrolet Camaro
Rarer, prettier, faster and more focused than a Mustang, but can’t

Honda 5 years/unlimited
touch the Ford’s value proposition. RHD work a credit to the HSV crew
THE PICK: 2SS is plenty fast enough
2SS $85,990 V8 6.2 339 617 M6 1684 4.5 11.5 98 56 R
Jazz 2SS $89,190 V8 6.2 339 617 A10 1710 4.0 11.5 98 56 07/19 R
Extraordinarily versatile Jazz makes most sense in bargain base guise,
excelling for space and ease if not refinement. Next-gen Jazz close ZL1 $159,990 V8S 6.2 477 881 M6 1761 5.0 15.6 98 56 R
THE PICK: Buy VTi. Spending more brings diminishing returns ZL1 $161,190 V8S 6.2 477 881 A10 1789 4.9 15.3 98 56 07/19 R
VTi $14,990 L4 1.5 88 145 M5 1048 10.1 6.2 91 55 F SportsCat
VTi $16,990 L4 1.5 88 145 C 1053 10.2 5.8 91 53 03/15 F More than a collection of aftermarket bits, this reworked Colorado
shows there’s still HSV engineering prowess at play here
VTi-S $19,990 L4 1.5 88 145 C 1095 10.3 5.8 91 56 F THE PICK: Either represents good value but what’s with the name?
VTi-L $22,990 L4 1.5 88 145 C 1130 10.3 5.8 91 57 10/14 F $60,790 L4TD 2.8 147 500 A6 2274 9.5 8.7 D 46 A
City + $66,790 L4TD 2.8 147 500 A6 2274 9.5 8.7 D 46 05/18 A
If your favourite flavour is vanilla, the City has your name all over it.
Truly does little wrong, but never excites. Oz’s best B-segment sedan Silverado
THE PICK: VTi. Or better stlil a clean, low-mileage later Accord Euro Size dwarfs just about everything else on the road; could tow your
house into a better suburb thanks to monster Duramax diesel
VTi $15,990 L4 1.5 88 145 M5 1082 10.3 5.8 91 48 F THE PICK: Too big for urban Oz so a one-way ticket to North America
VTi $17,990 L4 1.5 88 145 C 1103 10.7 5.7 91 48 10/14 F 2500 WT $114,990 V8TD 6.6 332 1234 A6 3515 7.0 15.6 D – A
VTi-L $21,590 L4 1.5 88 145 C 1107 10.7 5.7 91 50 08/14 F 2500 LTZ $134,990 V8TD 6.6 332 1234 A6 3616 7.1 15.6 D – A
Civic 2500 LTZ Midnight $139,990 V8TD 6.6 332 1234 A6 3616 7.1 15.6 D – A
A comeback of sorts, led in part by the supernaturally talented Type-R,
aided by clever packaging, rorty turbo and sharp dynamics 2500 LTZ Cst Sport $139,990 V8TD 6.6 332 1234 A6 3616 7.1 15.6 D – A
THE PICK: Avoid 1.8 atmo. And reflections of the car while driving... 3500 LTZ $147,990 V8TD 6.6 332 1234 A6 3710 7.5 15.7 D – A
VTi hatch $22,390 L4 1.8 104 174 C 1262 9.2 6.4 91 54 F

@wheelsaustralia 113
Data
bank

Fuelcons.

Resale %
Torque

weight
Engine

Power

tested
Trans.
Hyundai

0-100
Price

Issue

Drive
Kerb
type
5 years/unlimited

Size

RON
Active $21,490 L4 1.6 90 151 M6 1200 11.2 7.0 91 – F

Fuelcons.

Resale %
Torque

weight
Active $23,490 L4 1.6 90 151 A6 1225 11.4 7.2 91 – 11/19 F

Engine

Power

tested
Trans.

0-100
Price

Issue

Drive
Kerb
type

Size

RON
Elite $25,490 L4 1.6 90 151 A6 1225 11.4 7.2 91 – F
i30 Kona
The more you spend, the better the attractive, well-packaged and sharp
Unique styling makes for a rapid runabout in 1.6 turbo form, but lacks
handling i30 gets, peaking at N. 1.6L turbo N-Line is a fine warm hatch
polish. 2.0s are gruff, bouncy. 2020 car brings safety enhancements
THE PICK: N-ything with a turbo attached, so bypass the atmo i30s
THE PICK: Anything with a turbo since it also boasts IRS
Go $19,990 L4 2.0 120 203 M6 1357 8.0 7.3 91 54 F Go $24,000 L4 2.0 110 180 A6 1383 10.0 7.2 91 50 F
Go $22,290 L4 2.0 120 203 A6 1382 8.0 7.4 91 54 F Go $27,500 L4T 1.6 130 265 D7 1507 7.9 6.7 91 50 A
Go CRDi $22,490 L4TD 1.6 100 280 M6 1418 7.8 4.5 D 55 F Active $25,500 L4 2.0 110 180 A6 1383 10.0 7.2 91 50 F
Go CRDi $24,990 L4TD 1.6 100 300 D7 1445 7.8 4.5 D 55 F Active $29,000 L4T 1.6 130 265 D7 1507 7.9 6.7 91 50 A
Active $21,090 L4 2.0 120 203 M6 1357 8.0 7.3 91 52 F Elite $30,000 L4 2.0 110 180 A6 1383 10.0 7.2 91 50 F
Active $23,390 L4 2.0 120 203 A6 1382 7.8 7.4 91 54 12/18 F Elite $33,500 L4T 1.6 130 265 D7 1507 7.3 6.7 91 50 02/18 A
Active CRDi $23,590 L4TD 1.6 100 280 M6 1418 7.8 4.5 D 54 F Highlander $36,000 L4 2.0 110 180 A6 1383 10.0 7.2 91 52 F
Active CRDi $26,090 L4TD 1.6 100 300 D7 1445 7.8 4.7 D 54 F Highlander $39,500 L4T 1.6 130 265 D7 1507 7.9 6.7 91 52 A
N Line $26,490 L4T 1.6 150 265 M6 1407 7.5 7.5 91 54 F Elite EV $59,990 E 64 150 395 R1 1685 7.6 16.0 – 55 F
N Line $29,490 L4T 1.6 150 265 D7 1436 7.3 7.8 91 55 F Highlander EV $64,490 E 64 150 395 R1 1743 7.6 14.7 – 55 06/19 F
Elite $27,790 L4 2.0 120 203 A6 1382 8.0 7.4 91 55 F Tucson
Elite CRDi $30,490 L4TD 1.6 100 300 D7 1445 7.8 4.7 D 55 F Hyundai’s popular midsizer adds AEB across the range. Decent
Premium $32,790 L4 2.0 120 203 A6 1382 8.0 7.4 91 55 F handling, an attractive and spacious interior offset by terse ride
THE PICK: Turbos much nicer than raucous 2.0 petrol front-drivers
Premium CRDi $35,490 L4TD 1.6 100 300 D7 1445 8.0 4.7 D 55 F
N Line Premium $34,990 L4T 1.6 150 265 D7 1436 7.3 7.8 91 56 05/19 F Active $29,290 L4 2.0 122 205 M6 1596 9.9 7.8 91 50 F
N 39,990 L4T 2.0 202 353 M6 1429 6.4 10.2 95 58 10/18 F Active $31,790 L4 2.0 122 205 A6 1620 9.9 7.9 91 52 F
Fastback N $41,990 L4T 2.0 202 353 M6 1441 6.2 8.0 95 58 F Active X $32,290 L4 2.0 122 205 M6 1596 9.9 7.8 91 51 F
Elantra Active X $34,790 L4 2.0 122 205 A6 1620 9.9 7.9 91 52 F
Handling, equipment, space and value are highs; ride on torsion-beam Active CRDi $37,090 L4TD 2.0 136 400 A8 1820 9.0 6.4 D 53 A
versions not so much. Not as sophisticated as i30 hatch equivalents Elite $37,850 L4 2.0 122 205 A6 1620 9.0 7.9 91 52 F
THE PICK: Sport for turbo, IRS
Elite $40,850 L4T 1.6 130 265 D7 1698 9.5 7.7 91 53 A
Go $21,490 L4 2.0 112 192 M6 1235 7.5 7.1 91 48 F Active X CRDi $40,090 L4TD 2.0 136 400 A8 1820 9.0 6.4 D 53 A
Go $23,790 L4 2.0 112 192 A6 1255 7.5 7.2 91 49 F Elite CRDi $43,150 L4TD 2.0 136 400 A8 1820 9.0 6.4 D 53 A
Active $25,990 L4 2.0 112 192 A6 1275 7.5 7.2 91 50 F Highlander $46,500 L4T 1.6 130 265 D7 1698 8.4 12.3 91 54 06/19 A
Sport $28,990 L4T 1.6 150 265 M6 1385 7.0 7.1 91 48 F Highlander CRDi $48,800 L4TD 2.0 136 400 A8 1820 9.0 6.4 D 54 A
Sport $30,490 L4T 1.6 150 265 A6 1385 7.0 7.2 91 48 F Santa Fe
Sport Premium $31,490 L4T 1.6 150 265 M6 1355 7.0 7.1 91 48 F Hyundai’s seven-seat SUV brings space, kit, steering feel, handling,
Sport Premium $33,990 L4T 1.6 150 265 A6 1390 7.0 7.2 91 48 F comfort, potent turbo-diesel drivetrain and an alluring Highlander
THE PICK: ... but avoid the breathless petrol. Elite is the sweet spot
Ioniq
Full-EV Electric is the best of the trio, but we’d wait for MY20 facelift Active $43,000 L4 2.4 138 241 A6 1870 9.5 9.3 91 56 A
due soon. Skip the coarse hybrid and only opt for PHEV if range-anxious Active $46,000 L4TD 2.2 147 440 A8 1995 9.5 7.5 D 57 A
THE PICK: The comprehensively facelifted 2020 Ioniq Electric
Elite $54,000 L4TD 2.2 147 440 A8 1995 9.5 7.5 D 58 A
Hybrid Elite $33,990 L4H 1.6 104 265 D6 1370 7.2 3.9 91 52 F
Highlander $60,500 L4TD 2.2 147 440 A8 1995 10.3 9.0 D 58 12/18 A
Hybrid Premium $38,990 L4H 1.6 104 265 D6 1370 7.2 3.9 91 54 F
PHEV Elite $40,990 L4PH 1.6 104 265 D6 1402 7.4 1.1 91 54 F
PHEV Premium $45,490 L4PH 1.6 104 265 D6 1402 7.4 1.1 91 54 F Infiniti 4 years/100,000km
Electric Elite $44,990 E 28 88 295 R1 1420 9.9 14.5 – 54 13/18 F
Electric Premium $48,990 E 28 88 295 R1 1420 9.9 14.5 – 54 10/19 F Q30
Sonata Mechanically all old A-Class, the UK-built Q30 is a striking/oddball mix
of Germany and Japan, but suffers from a messy dash and harsh ride
Strengths include road manners, grunty turbo and space, but Sonata THE PICK: Neither now the sweet old 1.6 GT has shuffled off
feels old and so falls way short of Mondeo, Commodore competition
THE PICK: Let’s wait and see what the 2020 successor is like instead 2.0t Pure $44,900 L4T 2.0 155 350 A7 1455 7.3 6.3 95 49 F
Active $30,590 L4 2.4 138 241 A6 1587 8.5 8.3 91 44 F 2.0t Sport $52,900 L4T 2.0 155 350 A7 1455 7.3 6.3 95 49 F
Elite $38,350 L4T 2.0 180 353 A8 1645 7.9 8.5 91 45 F QX30
Premium $45,490 L4T 2.0 180 353 A8 1645 7.9 9.7 91 46 06/18 F See above, except the ‘X’ adds a bit more height, weight and cladding.
Now ageing and not long for this world. Strike one up for individuality!
THE PICK: If you like what you see then wait for next-gen Benz GLA
2.0t AWD Sport $56,900 L4T 2.0 155 350 A7 1505 7.5 6.9 95 49 A
New VELOSTER
Odd one out Q50
What happened to decades of Skyline-based dynamic athleticism?
Awful steering is the final nail in wildly off-beam US-focused cruiser
Hyundai wasn’t initially planning to sell the n THE PICK: Twin-turbo V6 is deliciously quick at least
Australia, but local product planners begged with enough enthusiasm that the Pure $54,900 L4T 2.0 155 350 A7 1682 7.2 7.3 95 34 R
Koreans went so far as completely redesigning the doors just for us. Smaller and Pure $58,900 V6TT 3.0 224 400 A7 1784 5.5 9.2 95 35 R
lighter than the i30, it’s the hatch for a keen driver. No, the N isn’t coming. Stop asking.
Sport $64,900 V6TT 3.0 224 400 A7 1784 5.5 9.2 95 35 R
$29,490 L4 2.0 110 180 M6 1295 9.4 7.0 91 - F Blue Sport $70,900 V6H 3.5 268 546 A7 1832 5.1 7.2 95 36 R
$31,790 L4 2.0 110 180 D7 1315 9.6 7.1 91 - F Red Sport $74,990 V6TT 3.0 298 475 A7 1784 5.0 9.3 95 36 R
Turbo $35,490 L4T 1.6 150 265 M6 1320 7.7 7.3 91 - F Q60
Turbo $38,990 L4T 1.6 150 265 D7 1350 7.1 6.9 91 - 12/19 F Sleek coupe version of Q60 a rare head-turner, but again – speed and
Turbo Premium $38,490 L4T 1.6 150 265 M6 1320 7.7 7.3 91 - F gadgets cannot make up for the dated interior, remote dynamics
THE PICK: Detached steering makes Red Sport feel alarmingly fast
Turbo Premium $41,990 L4T 1.6 150 265 D7 1350 7.1 6.9 91 - F
Venue Pure $63,900 L4T 2.0 155 350 A7 1698 5.9 7.7 95 48 R
The cheapest small SUV that you could buy without being riddled with Red Sport $84,900 V6TT 3.0 298 475 A7 1784 5.0 8.9 95 53 R
guilt. Cheap eco tyres hide a surprisingly engaging chassis QX70
THE PICK: Skip the Go, and nestle into the well-equipped Active
Bolshie proto lux SUV coupe (b: 2008 as FX) is Infiniti’s finest since it
Go $19,990 L4 1.6 90 151 M6 1140 11.2 7.0 91 – F oozes muscle and attitude, but is comically dated and tight inside
Go $21,990 L4 1.6 90 151 A6 1165 11.4 7.2 91 – F THE PICK: Steve Tyler of SUVs has lived under three US presidents!
3.7 GT $76,400 V6 3.7 235 360 A7 1893 6.8 12.1 98 50 11/12 A
3.7 S Premium $86,400 V6 3.7 235 360 A7 1908 6.8 12.1 98 52 A
5.0 S Premium $104,900 V8 5.0 287 500 A7 1992 5.8 13.1 98 52 A

114 whichcar.com.au/wheels
 HY U NDA I – J AG UA R

YOUR COMPLETE NEW CAR BUYER’S GUIDE

WHAT IT ALL MEANS

PRICE: Recommended Retail Price at time of publication (* indicates driveaway)
ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged,
D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres
TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms
0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km

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RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year

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Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold
QX80
A Patrol in formal finery, can conquer mountains while blasting a V8
soundtrack but is distractingly thirsty and ponderous back in civilisation
THE PICK: Remember, the ladder-frame Y62 Patrol lurks underneath

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$110,900 V8 5.6 298 560 A7 2783 8.0 14.5 98 58 A

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E-Pace
Isuzu 6 years/150,000km Steep pricing and shallow spec hurt an otherwise rapid, engaging and
comfortable petite premium SUV – but don’t ruin it with huge wheels
THE PICK: P250 models are the strong, silent type
MU-X D180 S $58,730 L4TD 2.0 132 380 A9 1843 9.3 5.6 D 62 A
Indestructible timing chain is its prime user benefit. Tough as old D180 SE $63,080 L4TD 2.0 132 380 A9 1843 9.3 5.6 D 63 A
Blundstones and about as sophisticated. But less pretty to look at
THE PICK: Lots of 4x4 for the dough but a Ford Everest is heaps better D180 R-Dynamic S $62,730 L4TD 2.0 132 380 A9 1843 9.3 5.6 D 63 A
LS-M 2WD $42,900 L4TD 3.0 130 430 A6 1992 - 8.0 D 52 R D180 Chequered Flag $67,380 L4TD 2.0 132 380 A9 1843 9.3 5.6 D 63 A
LS-U 2WD $45,200 L4TD 3.0 130 430 A6 2042 - 8.1 D 52 R D180 R-Dynamic SE $67,080 L4TD 2.0 132 380 A9 1843 9.3 5.6 D 63 A
LS-M 4WD $50,200 L4TD 3.0 130 430 A6 2092 - 8.1 D 54 A P250 S $58,730 L4T 2.0 183 365 A9 1832 7.0 7.7 95 62 07/18 A
LS-T 2WD $48,900 L4TD 3.0 130 430 A6 2062 - 8.1 D 53 R P250 SE $63,080 L4T 2.0 183 365 A9 1832 7.0 7.7 95 63 A
LS-U 4WD $50,400 L4TD 3.0 130 430 A6 2142 - 8.1 D 53 A P250 HSE $68,572 L4T 2.0 183 365 A9 1832 7.0 7.7 95 63 A
LS-T 4WD $56,200 L4TD 3.0 130 430 A6 2157 - 8.1 D 54 A P250 R-Dynamic S $62,730 L4T 2.0 183 365 A9 1832 7.0 7.7 95 63 A
D-Max P250 Chequered Flag $67,342 L4T 2.0 183 365 A9 1832 7.0 7.7 95 63 A
Tough, torquey, cheap and yet modern inside, the chunky D-Max’s P250 R-Dynamic SE $67,432 L4T 2.0 183 365 A9 1832 7.0 7.7 95 63 A
appeal is clear but it’s also crude, noisy, uncomfy and tiring to drive
THE PICK: No deal: in our ’18 megatest the D came last on and off road
P250 R-Dyn HSE $74,012 L4T 2.0 183 365 A9 1832 7.0 7.7 95 63 A
SX $44,600 L4TD 3.0 130 430 M6 1915 - 8.1 D 47 A F-Pace
Slick, impressive-looking big SUV brings brand-trademark steering
SX $46,700 L4TD 3.0 130 430 A6 1920 - 8.1 D 48 A slickness, and fine handling, with space and pace
LS-M $49,900 L4TD 3.0 130 430 M6 1990 - 7.7 D 48 A THE PICK: 35t is understated compared to wild SVR
LS-M $49,000 L4TD 3.0 130 430 A6 1995 - 7.8 D 48 A 20d Prestige $75,935 L4TD 2.0 132 430 A8 1775 8.7 5.3 D 61 A
LS-U $48,800 L4TD 3.0 130 430 M6 1935 - 7.7 D 48 A 20d R-Sport $81,695 L4TD 2.0 132 430 A8 1775 8.5 5.1 D 61 A
LS-U $50,900 L4TD 3.0 130 430 A6 1940 - 7.8 D 49 A 20d R-Sport $81,565 L4TD 2.0 132 430 A8 1760 8.7 5.3 D 61 A
LS-T $54,800 L4TD 3.0 130 430 A6 2026 10.9 7.9 D 49 07/18 A 25t Prestige $73,252 L4T 2.0 184 365 A8 1760 6.8 7.1 95 61 A
25t Prestige $76,027 L4T 2.0 184 365 A8 1760 6.8 7.4 95 61 A
25t R-Sport $78,997 L4T 2.0 184 365 A8 1710 6.8 7.1 95 61 A
Jaguar 3 years/unlimited 25t R-Sport $81,787 L4T 2.0 184 365 A8 1720 6.8 7.4 95 61 A
25d R-Sport $87,925 L4TD 2.0 132 430 A8 1720 8.5 5.1 D 61 A
XE
25d Portfolio $88,935 L4TTD 2.0 177 500 A8 1810 7.2 5.8 D 61 A
Down from 14 to two, the best of the XE powertrains remains – slick,
punchy 2.0t, blending beautifully with poised, supple, involving chassis 30t Prestige $82,315 L4T 2.0 221 400 A8 1770 6.0 7.7 95 61 A
THE PICK: Either. Facelift brings XE right back into sharp contention 30t R-Sport $88,075 L4T 2.0 221 400 A8 1770 6.0 7.7 95 61 A
R-Dynamic SE $65,670 L4T 2.0 221 400 A8 1633 5.9 6.9 95 51 10/19 R 30t Portfolio $89,075 L4T 2.0 221 400 A8 1770 6.0 7.7 95 61 A
R-Dynamic HSE $71,940 L4T 2.0 221 400 A8 1665 5.9 6.9 95 52 R 30d Prestige $86,445 V6TTD 3.0 221 700 A8 1884 6.2 6.0 D 61 A
XF 30d R-Sport $92,205 V6TTD 3.0 221 700 A8 1884 6.2 6.0 D 61 A
Classy Brit alternative delivers executive pillars of supple ride, space
and driver appeal, but dull design and high prices mean Jag falls short
30d Portfolio $93,215 V6TTD 3.0 221 700 A8 1884 6.2 6.0 D 61 A
THE PICK: 30t offers best balance of performance and sophistication 30d S $101,795 V6TTD 3.0 220 700 A8 - 6.2 6.0 D 61 A
20t Prestige $79,800 L4T 2.0 147 320 A8 1635 7.5 6.8 95 41 R 35t S $104,827 V6S 3.0 280 450 A8 1861 5.5 8.9 95 61 02/18 A
20t R-Sport $85,800 L4T 2.0 147 320 A8 1635 7.5 6.8 95 41 R SVR $140,020 V8S 5.0 404 680 A8 1970 4.3 11.9 98 61 10/19 A
20d Prestige $82,300 L4TD 2.0 132 430 A8 1595 8.1 4.3 D 41 R F-Type
20d R-Sport $88,300 L4TD 2.0 132 430 A8 1595 8.1 4.3 D 41 R A superb drive wrapped in stunningly styled all-aluminium sheetmetal.
Four-pot pointy; RWD V6 the sweet spot; blown V8 immense. Gorgeous
25t Prestige $83,300 L4T 2.0 184 365 A8 1635 6.6 6.8 95 41 R THE PICK: P300 is just so beautifully balanced; redesign here in 2021
25t R-Sport $89,300 L4T 2.0 184 365 A8 1635 6.6 6.8 95 41 R P300 $107,012 L4T 2.0 221 400 A8 1525 5.7 7.2 95 49 R
30t R-Sport $94,500 L4T 2.0 221 400 A8 1660 5.9 6.8 95 41 R P300 R-Dynamic $114,812 L4T 2.0 221 400 A8 1525 5.7 7.2 95 49 R
30t 300 Sport $99,800 L4T 2.0 221 400 A8 1660 5.9 6.8 95 42 R P300 Convertible $125,712 L4T 2.0 221 400 A8 1545 5.7 7.2 95 49 R
30d S $121,400 V6TTD 3.0 221 700 A8 1750 6.2 5.5 D 42 R P300 R-Dyn C’tible $133,512 L4T 2.0 221 400 A8 1545 5.7 7.2 95 49 R
35t S $128,528 V6S 3.0 280 450 A8 1710 5.3 8.3 95 42 R P340 $121,212 V6S 3.0 250 450 M6 1577 5.7 9.8 95 49 R
XF Sportbrake P340 $126,212 V6S 3.0 250 450 A8 1577 5.3 8.8 95 49 R
Wagon is the looker of the XF range while providing excellent
practicality in a cosseting yet capable package. Hugely underrated
P340 R-Dynamic $129,012 V6S 3.0 250 450 M6 1577 5.7 9.8 95 49 R
THE PICK: Shame there’s no 30t so 25t is the Goldilocks zone P340 R-Dynamic $134,012 V6S 3.0 250 450 A8 1577 5.3 8.4 95 49 R
20d R-Sport $94,800 L4TD 2.0 132 430 A8 1720 8.8 4.8 D 45 R P340 Convertible $139,912 V6S 3.0 250 450 M6 1587 5.7 9.8 95 49 R
25t R-Sport $95,800 L4T 2.0 184 365 A8 1705 7.1 7.1 95 45 R P340 Convertible $144,912 V6S 3.0 250 450 A8 1597 5.3 9.0 95 49 R
30d S $127,900 V6TTD 3.0 221 700 A8 1855 6.6 5.9 D 45 R P340 R-Dyn C’tible $147,712 V6S 3.0 250 450 M6 1587 5.7 9.8 95 49 R
XJ P340 R-Dyn C’tible $152,712 V6S 3.0 250 450 A8 1597 5.3 8.4 95 49 R
Counter-culture S-Class still way cooler than its contemporaries, and P380 $148,712 V6S 3.0 280 460 M6 1584 5.5 9.8 95 49 R
the sporty chassis is a treat, but XJ’s dated and now no longer made P380 $153,712 V6S 3.0 280 460 A8 1594 4.9 8.6 95 49 R
THE PICK: Charged V8s for warp-speed waft; 2021 XJ to be all-EV
P380 AWD Coupe $169,512 V6S 3.0 280 460 A8 1674 5.1 8.9 95 49 A
Premium Lux SWB $210,120 V6S 3.0 250 450 A8 1765 5.9 9.1 95 48 R
P380 R-Dyn $156,512 V6S 3.0 280 460 M6 1584 5.5 9.8 95 49 R
Premium Lux LWB $210,120 V6S 3.0 250 450 A8 1775 5.9 9.1 95 48 R
P380 R-Dyn $161,512 V6S 3.0 280 460 A8 1594 4.9 8.6 95 49 R
Premium Lux SWB $210,360 V6TTD 3.0 221 700 A8 1835 6.2 6.1 D 48 R
P380 AWD R-Dyn $177,312 V6S 3.0 280 460 A8 1674 5.1 8.9 95 49 A
Premium Lux LWB $210,360 V6TTD 3.0 221 700 A8 1860 6.2 6.1 D 48 R
P380 Convertible $167,412 V6S 3.0 280 460 M6 1604 5.5 9.8 95 49 R
Portfolio LWB $235,565 V6S 3.0 250 450 A8 1775 5.9 9.1 95 48 R
P380 Convertible $172,412 V6S 3.0 280 460 A8 1614 4.8 9.1 95 49 R
R-Sport SWB $236,295 V6S 3.0 250 450 A8 1765 5.9 9.1 95 48 R
P380 AWD C’tible $188,212 V6S 3.0 280 460 A8 1694 5.1 8.9 95 49 A
Autobiography LWB $303,855 V8S 5.0 375 625 A8 1885 4.9 11.1 95 48 R
P380 R-Dyn C’tible $175,212 V6S 3.0 280 460 M6 1604 5.5 9.8 95 49 R
R 575 $306,475 V8S 5.0 423 700 A8 1885 4.4 11.1 95 48 R
P380 R-Dyn C’tible $180,212 V6S 3.0 280 460 A8 1614 4.9 8.6 95 49 R
P380 AWD R C’tible $196,012 V6S 3.0 280 460 A8 1694 5.1 8.9 95 49 A
R AWD Coupe $246,012 V8S 5.0 404 680 A8 1730 4.1 11.3 95 49 A
R AWD C’tible $264,712 V8S 5.0 404 680 A8 1745 4.1 11.3 95 49 A
SVR AWD Coupe $246,012 V8S 5.0 423 700 A8 1705 3.7 14.7 98 49 08/19 A
SVR AWD C’tible $309,212 V8S 5.0 423 700 A8 1720 3.8 11.3 98 49 02/17 A
@wheelsaustralia 115
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I-Pace Rio
A breathtaking first electric car from Jaguar. Intriguing to behold and The dated 1.4 does Rio few favours; nor does the old four-speed auto.
fun to pedal hard, it shows Tesla a thing or two about build quality But as with Picanto, the interior space and warranty are persuasive
THE PICK: EV400 as landmark a Jag as original XK, E-Type, XJ THE PICK: Strong-arm a dealer into sub-$20K on the perky GT-Line
EV400 S $119,000 E 90 294 696 1R 2133 4.8 22.3 - 61 A S $16,990 L4 1.4 74 133 M6 1112 12.0 5.6 91 46 F
EV400 SE $130,200 E 90 294 696 1R 2133 4.8 22.3 - 61 A S 16,990 L4 1.4 74 133 A4 1137 12.0 6.2 91 48 F
EV400 HSE $140,800 E 90 294 696 1R 2133 4.8 22.3 - 61 13/18 A Sport $19,090 L4 1.4 74 133 M6 1112 12.0 5.6 91 48 F
Sport $19,090 L4 1.4 74 133 A6 1132 12.0 6.0 91 50 F
Jeep 5 years/100,000km GT-Line $21,490
Cerato
L3T 1.0 88 172 D7 1176 11.5 5.4 91 50 F

Renegade Compelling value thanks to a leading warranty, space, practicality and

spec, but lacks sophistication and polish of its better rivals like Mazda 3
Pert Italian (really!) is Jeep’s take on 500 X with distinct styling and THE PICK: GT a little ragged dynamically but fast, fun and keenly priced
decent handling, but isn’t cheap or roomy. Trailhawk a 4x4 baby boss
THE PICK: Turbo Longitude, though beware facelift is almost upon us S $20,990 L4 2.0 112 192 M6 1339 8.0 7.1 91 47 F
Sport $26,290 L4 1.6 81 152 M5 1295 7.5 6.0 91 50 F S $23,790 L4 2.0 112 192 A6 1362 8.0 7.1 91 47 F
Sport $28,990 L4T 1.4 103 230 D6 1295 7.5 5.9 91 50 02/16 F S hatch $20,990 L4 2.0 112 192 M6 1301 8.0 7.1 91 47 F
Longitude $32,390 L4T 1.4 103 230 D6 1295 7.5 5.9 91 50 F S hatch $23,790 L4 2.0 112 192 A6 1332 8.0 7.1 91 47 F
Limited $36,290 L4T 1.4 103 230 D6 1295 7.5 5.9 91 50 02/16 F Sport $22,990 L4 2.0 112 192 M6 1339 8.0 7.1 91 48 F
Trailhawk $40,290 L4 2.4 129 230 A9 1550 7.5 7.5 91 50 02/16 A Sport $25,790 L4 2.0 112 192 A6 1362 8.0 7.1 91 48 F
Compass Sport hatch $22,990 L4 2.0 112 192 M6 1301 8.0 7.1 91 48 F
Bigger but duller than Renegade, AEB safety is AWOL and quality isn’t Sport hatch $25,790 L4 2.0 112 192 A6 1332 8.0 7.1 91 48 F
class-best. Very disappointing given Compass was all-new in 2018 Si $24,290 L4 2.0 112 192 A6 1362 8.0 7.1 91 48 F
THE PICK: Meh, though Trailhawk 4x4 can go places a CX-5 cannot
Si hatch $24,290 L4 2.0 112 192 A6 1332 8.0 7.1 91 48 F
Sport $28,850 L4 2.4 129 229 M6 1424 9.7 8.6 91 48 F
Sport+ $28,840 L4 2.0 112 192 A6 1362 8.0 7.1 91 48 F
Sport $30,750 L4 2.4 129 229 A6 1446 9.3 7.9 91 48 F
Sport+ hatch $28,840 L4 2.0 112 192 A6 1332 8.0 7.1 91 48 F
Longitude $33,750 L4 2.4 129 229 A6 1446 9.3 7.9 91 48 F
GT $32,990 L4T 1.6 150 265 A7 1395 6.9 6.8 91 48 F
Limited $41,250 L4 2.4 129 229 A9 1503 10.1 9.7 91 51 F
GT hatch $32,990 L4T 1.6 150 265 A7 1370 6.9 6.8 91 48 05/19 F
Limited $43,750 L4TD 2.0 125 350 A9 1501 9.7 5.7 D 51 F
Optima
Trailhawk $44,750 L4TD 2.0 125 350 A9 1621 9.7 5.7 D 51 A Sleek styling and decent interior somewhat let down by the wheezy
Wrangler 2.4 engine. Step up to the GT and then you lose ride quality, sadly
JL redesign brings more room, refinement, tech and on-road control, THE PICK: Neither are terrible, but save for a Stinger instead and smile
but iffy ergonomics, high prices, less choice and one-star safety grate Si $33,390 L4 2.4 138 241 A6 1540 8.0 8.3 91 44 02/16 F
THE PICK: Rubicon might be world’s most able off-roader
GT $43,290 L4T 2.0 180 350 A6 1605 6.9 8.3 91 46 09/16 F
Sport S 2dr $48,950 V6 3.6 209 347 A8 1897 7.5 9.6 91 59 A
Stinger
Sport S 4dr $53,450 V6 3.6 209 347 A8 2031 7.9 9.7 91 59 A 2020 update brings fresh splash of colour, but kills mid-tier Si models.
Overland 2dr $58,450 V6 3.6 209 347 A8 1897 7.5 9.6 91 61 A Seriously rapid, if a little unresolved at ten-tenths. How hard do you go?
Overland 4dr $62,950 V6 3.6 209 347 A8 2031 7.9 9.7 91 61 A THE PICK: We could live without the extra kit of the GT and go 330S

Rubicon $63,950 V6 3.6 209 347 A8 2129 7.9 10.3 91 61 10/18 A 200S $47,190 L4T 2.0 182 353 A8 1693 7.1 8.8 95 39 06/18 R
Rubicon $68,950 L4TD 2.2 147 450 A8 2215 9.6 7.5 91 61 A GT-Line $56,290 L4T 2.0 182 353 A8 1693 6.0 8.8 95 40 R
Cherokee 330S $50,190 V6TT 3.3 272 510 A8 1780 5.1 10.2 95 40 R
Facelift brought blander nose but upgraded dash, and Cherokee still is GT $60,790 V6TT 3.3 272 510 A8 1780 5.1 12.3 95 40 03/18 R
one of the better Jeeps to drive on-road, but quality isn’t brilliant Carnival
THE PICK: V6s, but, again, Trailhawk annihilates all rivals off-road Huge 5.1m bus has no right to look this good. Drives pretty decently
Sport $35,950 L4 2.4 130 229 A9 1738 10.0 8.3 91 53 08/14 F too. Easily the class benchmark and soaring value in Si trim
THE PICK: V6 is thirsty, so consider the frugal, torquey diesel
Longitude $41,950 V6 3.2 200 315 A9 1834 8.0 10.0 91 54 A
Limited $46,950 V6 3.2 200 315 A9 1834 8.0 10.0 91 55 A S $42,490 V6 3.3 206 336 A8 2048 8.3 10.8 91 52 10/16 F
Trailhawk $48,450 V6 3.2 200 315 A9 1862 8.0 10.0 91 56 08/14 A S CRDi $44,990 L4TD 2.2 147 440 A8 2092 8.5 7.6 D 52 F
Grand Cherokee Si $47,990 V6 3.3 206 336 A8 2048 8.3 10.8 91 52 F
Big and brassy, feels its weight around town; rear-seat packaging iffy; Si CRDi $50,490 L4TD 2.2 147 440 A8 2092 8.5 7.6 D 53 F
getting on but still handsome and always great off the beaten track SLi $52,490 V6 3.3 206 336 A8 2048 8.3 10.8 91 53 F
THE PICK: Limited, unless you’re unhinged enough to handle Trackhawk
SLi CRDi $54,990 L4TD 2.2 147 440 A8 2092 8.5 7.6 D 53 F
Laredo $47,500 V6 3.6 213 347 A8 1998 8.5 9.9 91 54 R Platinum $60,290 V6 3.3 206 336 A8 2048 8.3 10.8 91 54 F
Laredo $52,500 V6 3.6 213 347 A8 2084 8.5 10.0 91 55 A Platinum CRDi $62,790 L4TD 2.2 147 440 A8 2092 8.5 7.6 D 54 F
Laredo CRD $59,000 V6TD 3.0 184 570 A8 2267 8.0 7.5 D 56 A Sportage
Limited $62,500 V6 3.6 213 347 A8 2169 8.5 10.0 91 56 A Rates for family-focused cabin, easy controls, equipment, handling,
Limited CRD $67,500 V6TD 3.0 184 570 A8 2281 8.0 7.5 D 56 A warranty and design, but 2.0L petrol struggles and ride isn’t settled
THE PICK: Why no turbo petrol, Kia? Go diesel every time
Trailhawk $73,500 V6TD 3.0 184 570 A8 2340 8.0 7.5 D 56 A
Si $29,990 L4 2.0 114 192 A6 1559 10.4 7.9 91 52 F
Overland $78,000 V6TD 3.0 184 570 A8 2327 8.0 7.5 D 56 A
Si $35,390 L4TD 2.0 136 400 A8 1590 9.5 6.4 D 54 A
Summit $85,850 V6 3.0 184 570 A8 - - 7.0 D 58 A
Si Premium $32,290 L4 2.0 114 192 A6 1559 10.4 7.9 91 52 F
SRT $91,000 V8 6.4 344 624 A8 2289 5.0 14.0 98 58 A
Si Premium $37,690 L4TD 2.0 136 400 A8 1590 9.5 6.4 D 54 A
Trackhawk $134,900 V8S 6.2 522 868 A8 2399 3.7 16.8 98 58 07/19 A
SLi $36,790 L4 2.0 114 192 A6 1532 10.4 11.2 91 54 06/17 F
SLi $42,190 L4TD 2.0 136 400 A8 1590 9.5 6.4 D 55 A
Kia 7 years/unlimited GT Line $44,790 L4 2.4 135 237 A6 1559 10.4 8.5 91 53 A
GT Line $47,690 L4TD 2.0 136 400 A8 1590 9.5 6.4 D 53 A
Picanto Sorento
Scores for packaging, agility, fun (especially GT) and industry-best More core Kia virtues with well-sorted dynamics, strong safety, ample
warranty. Kia builds a quality baby hatch that punches above its weight space and intelligent seven-seater layout; next-gen out overseas soon
THE PICK: S or GT as manual Picantos shine (though the auto isn’t bad) THE PICK: Gutsy petrol is front-drive only, so we’d go SLi AWD diesel
S 14,990* L4 1.2 62 122 M5 976 12.0 5.0 91 46 F Si $42,990 V6 3.5 206 336 A8 1921 8.2 10.0 91 54 F
S $16490* L4 1.2 62 122 A4 995 11.7 6.9 91 47 08/17 F Sport $44,990 V6 3.5 206 336 A8 1921 8.2 10.0 91 54 F
X-Line $16,990* L4 1.2 62 122 M5 995 12.0 5.8 91 47 F Si $45,490 L4TD 2.2 147 441 A8 2036 8.5 7.2 D 54 A
X-Line $17,990* L4 1.2 62 122 A4 995 12.0 5.8 91 47 F SLi $46,990 V6 3.5 206 336 A8 1921 8.2 10.0 91 52 F
GT-Line $17,290* L4 1.2 62 122 M5 995 12.0 5.8 91 47 F SLi $50,490 L4TD 2.2 147 441 A8 2036 8.5 7.2 D 53 A
GT $17,990* L3T 1.0 74 172 M5 1007 12.1 7.3 91 47 08/19 F Sport $48,490 L4TD 2.2 147 441 A8 2036 8.4 7.2 D 54 A
GT-Line $58,990 L4TD 2.2 147 441 A8 2036 8.4 7.2 D 54 A

116 whichcar.com.au/wheels
 J E E P – LE X US

YOUR COMPLETE NEW CAR BUYER’S GUIDE

WHAT IT ALL MEANS

PRICE: Recommended Retail Price at time of publication (* indicates driveaway)
ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged,
D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres
TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms
0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km
RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year
Lamborghini 2 years/unlimited Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold

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Huracan

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Sure, rear vision is rubbish and it ain’t cheap, but the engine is aural

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sex, it’s fantastic to drive and the Performante is next-level wild
THE PICK: We’re fans of the base rear-driver, but partial to Performante P300 SE $95,422 L4T 2.0 221 400 A8 1813 6.0 7.8 95 61 A
LP 580-2 $378,900 V10 5.2 426 540 D7 1389 3.4 11.9 98 - 12/16 R D240 SE $98,350 L4TD 2.0 177 500 A8 1841 7.3 5.8 D 61 A
LP 580-2 Spyder $429,000 V10 5.2 426 540 D7 1509 3.6 12.1 98 - R P300 SE R-Dynamic $101,422 L4T 2.0 221 400 A8 1813 6.0 7.8 95 61 A
LP 610-4 $428,000 V10 5.2 449 560 D7 1422 3.2 12.5 98 - 08/14 A D240 SE R-Dynamic $104,350 L4TD 2.0 177 500 A8 1841 7.3 5.8 D 61 A
LP 610-4 Spyder $470,800 V10 5.2 449 560 D7 1524 3.4 12.3 98 - A P380 HSE $122,172 V6S 3.0 280 450 A8 1884 5.7 9.4 95 61 A
Evo $459,441 V10 5.2 470 600 D7 1422 2.9 13.7 98 - A D300 HSE $122,000 V6TD 3.0 221 700 A8 1959 6.5 6.4 D 61 A
Performante $483,866 V10 5.2 470 600 D7 1382 2.9 13.7 98 - 07/17 A P380 HSE R-Dynamic $128,172 V6S 3.0 280 450 A8 1884 5.7 9.4 95 61 A
Performante Spyder $532,635 V10 5.2 470 600 D7 1507 3.1 14.0 98 - A D300 HSE R-Dynamic $128,000 V6TD 3.0 221 700 A8 1959 6.5 6.4 D 61 A
Aventador P550 SVAutobiography $176,412 V8S 5.0 405 680 A8 2000 4.5 11.7 95 61 A
Probably the last deafening roar of the natmo supercar. Updates to
suspension and fabulous V12 have lifted its game. Could be collectible
Range Rover Sport
THE PICK: Hey, it’s only (your) money, so go set a ’Ring PB in the SVJ The SDV6 remains the pick in what is still a classy and astonishingly
competent luxury SUV. Ensure you spec Terrain Response
S 788,914 V12 6.5 544 690 S7 1575 2.9 16.0 98 - 05/17 A THE PICK: Petrol V8 tempting, if you own an oil well. Otherwise SDV6
S Roadster $825,530 V12 6.5 544 690 S7 1625 3.0 16.9 98 - A V6 SC HSE $130,000 V6S 3.0 250 450 A8 2059 6.5 11.3 95 53 A
SVJ $949,640 V12 6.5 566 720 S7 1525 2.8 17.9 98 - A SD4 S $95,100 L4TD 2.0 177 500 A8 2111 8.3 6.5 D 53 A
Urus SD4 SE $98,400 L4TD 2.0 177 500 A8 2111 8.3 6.5 D 53 A
Doesn’t look like anything else in the Lambo line-up, but retains
Raging Bull in a china shop spirit. Shockingly quick for an SUV
SDV6 A’bio Dynamic $176,400 V6TD 3.0 225 700 A8 2178 7.0 7.0 D 53 A
THE PICK: This, or a Cayenne Turbo and a secondhand 997 911 SDV6 HSE $134,700 V6TD 3.0 225 700 A8 2178 7.0 7.0 D 53 A
$390,000 V8TT 4.0 478 850 A8 2200 3.6 12.7 98 - A SDV6 HSE Dynamic $141,600 V6TD 3.0 225 700 A8 2178 7.0 7.0 D 53 A
SDV6 SE $114,900 V6TD 3.0 225 700 A8 2178 7.0 7.0 D 53 A
Land Rover 3 years/100,000km SDV8 HSE
SDV8 HSE Dynamic
$150,200
$157,500
V8TD
V8TD
4.4
4.4
250
250
740
740
A8
A8
2443
2443
7.2
7.2
8.4 D
8.4 D
53
53
A
A
Si4 HSE $146,600 L4TH 2.0 221 400 A8 2471 7.3 2.8 95 53 A
Si4 S $97,100 L4TH 2.0 221 400 A8 2471 7.3 2.8 95 53 A
New DISCOVERY SPORT Si4 SE $100,400 L4TH 2.0 221 400 A8 2471 7.3 2.8 95 53 A
All but new
TDV6 SE $105,400 V6TD 3.0 190 600 A8 2134 7.9 6.9 D 53 A
5.0 A’Bio Dynamic $204,300 V8S 5.0 386 625 A8 2323 5.3 12.8 95 53 A
While technically a mid-life update, Land Rover engineers
eers have been so busy that the 5.0 HSE Dynamic $173,000 V8S 5.0 386 625 A8 2323 5.3 12.8 95 53 A
Discovery Sport is three-quarters of the way to an all-new model. The platform has
SVR $238,200 V8S 5.0 423 700 A8 2323 4.5 12.8 95 53 A
been tweaked to allow fuel-saving mild-hybrid systems, the engines updated, range
refined, and equipment added. Land Rover’s iconic off-road ability has been retained. Range Rover
Berserk pricing reflects headroom in this market, but there’s not a duff
P200 S $60,500 L4T 2.0 147 320 A9 1947 9.2 8.1 95 61 A pick here. If you have the means, congrats. All-new Mk5 out in 2020
D150 S $62,450 L4TD 2.0 110 380 A9 2028 11.8 5.7 D 61 A THE PICK: Huge weight deserves the low-rpm shove of the V8 diesel
P250 SE $67,852 L4T 2.0 184 365 A9 1985 7.8 8.1 95 61 A TDV6 Vogue $190,000 V6TTD 3.0 190 600 A8 2160 7.9 6.9 D 61 A
D180 SE $67,910 L4TD 2.0 132 430 A9 2028 10.1 5.9 D 61 A 3.0 SC Vogue $200,200 V6S 3.0 280 450 A8 2330 7.4 11.5 95 61 A
D240 HSE $79,700 L4TD 2.0 177 500 A9 2090 7.9 6.6 D 61 A Si4 PHEV $210,000 L4TH 2.0 297 640 A8 - 6.4 2.8 95 61 A
P200 R-Dynamic S $63,100 L4T 2.0 147 320 A9 1947 9.2 8.1 95 61 A SDV8 Vogue $211,000 V8TTD 4.4 250 740 A8 2360 6.9 8.7 D 61 A
D150 R-Dynamic S $65,050 L4TD 2.0 110 380 A9 2028 11.8 5.7 D 61 A SDV8 Vogue SE $229,600 V8TTD 4.4 250 740 A8 2360 6.9 8.7 D 61 05/13 A
P250 R-Dynamic SE $71,232 L4T 2.0 184 365 A9 1985 7.8 8.1 95 62 A SDV8 A’biography $256,000 V8TTD 4.4 250 740 A8 2360 6.9 8.7 D 61 A
D180 R-Dynamic SE $70,510 L4TD 2.0 132 430 A9 2028 10.1 5.9 D 61 A SDV8 A’biog LWB $266,000 V8TTD 4.4 250 740 A8 - 7.2 8.7 D 61 A
D240 R-Dynamic HSE $82,900 L4TD 2.0 177 500 A9 2090 7.9 6.6 D 61 A 4.4 SVA’biog LWB $372,400 V8TTD 4.4 250 740 A8 - - - D 61 A
Range Rover Evoque 5.0 A’biography $268,900 V8S 5.0 375 625 A8 2330 5.4 13.8 95 61 A
Behind samey, softer styling is a roomier, richer, comfier, higher-tech 5.0 A’biog LWB $279,100 V8S 5.0 405 680 A8 2413 5.5 13.8 95 61 A
experience worthier of the brand, so a big step forward. Pricey though 5.0 SVA’biography $315,711 V8S 5.0 405 680 A8 2413 5.5 12.8 95 61 A
THE PICK: P300 HSE feels properly posh and grown-up
5.0 SVA’bio dynamic $341,100 V8S 5.0 405 680 A8 2413 5.5 12.8 95 61 A
D150* $64-73K L4TD 2.0 110 380 A9 1891 11.2 5.7 D 61 A
5.0 SVA’biog LWB $398,900 V8S 5.0 405 680 A8 2413 5.5 12.8 95 61 A
D180* $67-76K L4TD 2.0 132 430 A9 1891 9.3 5.8 D 61 A
D240* $85-96K L4TD 2.0 177 500 A9 1955 7.7 6.3 D 61 A
P200* $62-71K L4T 2.0 147 320 A9 1845 8.5 8.1 95 61 10/19 A Lexus 4 years/100,000km
P250* $66-75K L4T 2.0 183 365 A9 1893 7.5 8.1 95 61 A
CT200h
P300* $83-94K L4T 2.0 221 400 A9 1925 6.6 8.2 95 61 A
Previous Corolla-based CT200h a total fail, with excessive drone, dud
Discovery steering, bouncy ride, noisy cabin and tight packaging. Please avoid
What it loses in looks it more than makes up for in ability. Sumptuous THE PICK: UX or latest Corolla ZR Hybrid are light-years ahead
comfort and real all-terrain ability at not-crazy money Luxury $40,900 L4H 1.8 100 142 C 1465 10.3 4.1 95 51 06/11 F
THE PICK: Slick SD4 HSE makes a Prado appear Neanderthal
F-Sport $50,400 L4H 1.8 100 142 C 1465 10.3 4.1 95 53 F
SD4 S $69,900 L4TTD 2.0 177 500 A8 2184 8.3 6.4 D 61 A
Sports Luxury $56,900 L4H 1.8 100 142 C 1465 10.3 4.1 95 54 F
SD4 SE $83,450 L4TTD 2.0 177 500 A8 2184 8.3 6.4 D 61 04/17 A
IS
SD4 HSE $93,550 L4TTD 2.0 177 500 A8 2184 8.3 6.4 D 61 A
Scores for sorted chassis, keen pricing and superb quality, but rear
SD4 HSE Luxury $107,350 L4TTD 2.0 177 500 A8 2184 8.3 6.4 D 61 A seat is tight, dash is a mess and hybrid’s CVT sucks the life out of it
TD6 S $76,611 V6TD 3.0 190 600 A8 2298 8.1 7.2 D 61 A THE PICK: Though getting on, stylish 300 F-Sport remains an ace drive
TD6 SE $90,161 V6TD 3.0 190 600 A8 2298 8.1 7.2 D 61 A 300 Luxury $59,340 L4T 2.0 180 350 A8 1620 7.0 7.5 95 50 R
TD6 HSE $100,261 V6TD 3.0 190 600 A8 2298 8.1 7.2 D 61 A 300 F-Sport $66,820 L4T 2.0 180 350 A8 1650 7.0 7.5 95 50 R
TD6 HSE Luxury $114,061 V6TD 3.0 190 600 A8 2298 8.1 7.2 D 61 A 300 Sports Luxury $77,380 L4T 2.0 180 350 A8 1680 8.9 7.5 95 51 04/16 R
Velar 300h Luxury $61,890 L4H 2.5 164 221 C 1720 8.5 4.9 95 50 05/19 R
Land Rover finally saw sense and refined the Velar range. Special, 300h F-Sport $70,310 L4H 2.5 164 221 C 1720 8.5 4.9 95 51 R
opulent, athletic. The stylish Velar is lofty in more ways than one 300h Sports Luxury $81,160 L4H 2.5 164 221 C 1720 8.5 4.9 95 51 R
THE PICK: Style and substance throught the range, especially V8
350 Luxury $65,100 V6 3.5 233 378 A8 1645 5.9 9.7 95 51 R
P250 S $82,012 L4T 2.0 184 365 A8 1804 6.7 7.6 95 61 A
350 F-Sport $72,880 V6 3.5 233 378 A8 1665 6.6 9.7 95 51 09/13 R
D180 S $83,340 L4TD 2.0 132 430 A8 1829 8.9 5.4 D 61 A
350 Sports Luxury $83,500 V6 3.5 233 378 A8 1685 5.9 9.7 95 51 R
P250 S R-Dynamic $88,012 L4T 2.0 184 365 A8 1804 6.7 7.6 95 61 A
D180 S R-Dynamic $89,340 L4TD 2.0 132 430 A8 1829 8.9 5.4 D 61 A

@wheelsaustralia 117
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RC RX 350 F Sport $93,970 V6 3.5 221 370 A8 1980 8.0 9.6 95 61 A
Lots to savour, like the arresting design, craftsmanship and brutal V8, RX 350 Sports Luxury $99,870 V6 3.5 221 370 A8 1980 8.0 9.6 95 61 A
though rear seat is snug and four-pot turbo is somewhat vanilla
THE PICK: Go the V8-powered F and enjoy the real duality of character RX 450h Luxury $91,090 V6H 3.5 230 335 C 2150 7.7 5.7 95 61 A
300 Luxury $65,329 L4T 2.0 180 350 A8 1675 7.5 7.3 95 56 R RX 450h F Sport $103,440 V6H 3.5 230 335 C 2150 7.7 5.7 95 61 A
350 Luxury $68,029 V6 3.5 233 378 A8 1680 6.1 9.4 95 56 R RX 450h Sports Luxury $109,340 V6H 3.5 230 335 C 2150 7.7 5.7 95 61 A
300 F-Sport $74,329 L4T 2.0 180 350 A8 1700 7.5 7.3 95 56 R RX 350L Luxury $85,000 V6 3.5 221 370 A8 2105 8.0 10.6 95 61 A
350 F-Sport $77,329 V6 3.5 233 378 A8 - 6.1 9.4 95 56 02/16 R RX 350L Sports Luxury $101,600 V6 3.5 221 370 A8 2105 8.0 10.6 95 61 A
300 Sports Luxury $84,529 L4T 2.0 180 350 A8 1725 7.5 7.3 95 56 R RX 450hL Luxury $94,470 V6H 3.5 230 335 C 2275 8.0 6.0 95 61 A
350 Sports Luxury $87,900 V6 3.5 233 378 A8 1740 6.1 9.4 95 56 R RX 450hL Sports Luxury $111,070 V6H 3.5 230 335 C 2275 8.0 6.0 95 61 A
F $137,729 V8 5.0 351 530 A8 1780 4.5 10.9 98 53 07/19 R LX
Massive and truck-like to drive, LX can’t hide its LandCruiser bones,
F Carbon $151,929 V8 5.0 351 530 A8 1860 4.5 10.9 98 53 R making it an off-road dynamo. But Land Rover has this turf covered
F Track Edition $165,690 V8 5.0 351 530 A8 1715 4.2 11.2 98 53 R THE PICK: Go the diesel to avoid making oil companies even richer
LC 450d $134,129 V8TD 4.5 200 650 A6 - - 9.5 D - A
The V8 has the presence, power and poise while the hybrid is spoilt by 570 $142,789 V8 5.7 270 530 A8 2510 7.7 14.4 95 61 A
droning CVT and dull soundtrack. Both have dud touchpad controller
THE PICK: The V8, no question. Go big or go home
500 $189,629 V8 5.0 351 550 A10 1970 4.5 10.7 98 67 10/19 R Lotus 2 years/unlimited
500h $189,626 V6H 3.5 264 348 C 1970 5.0 5.5 95 67 R
ES Elise
Old one was for retired Americans or those who’d given up on life. All- You don’t get very much for your money but that’s the point. This or a
new Mk7, with its accomplished platform, revolutonises the concept McLaren 600LT for best steering in the business? Probably this
THE PICK: Heaven’s waiting room renovated for the 2020s THE PICK: Unless you’re prepping for Targa Tassie, you don’t need the Cup
300h Luxury $60,488 L4H 2.5 151 213 C 1685 8.5 5.5 95 51 01/14 F Sport 220 $87,990 L4S 1.8 162 250 M6 904 4.6 7.5 95 55 R
300h Sports Luxury $75,488 L4H 2.5 151 213 C 1705 8.5 5.5 95 51 F Cup 250 $107,990 L4S 1.8 181 250 M6 917 4.3 7.5 95 55 R
300h F Sport $69,755 L4H 2.5 151 213 C 1705 8.5 5.5 95 51 L4H 2.5 Exige
GS Even the Sport 350 feels as if the scenery speed’s been jacked to 11.
Utterly analogue, richly rewarding, wickedly uncompromising. Brilliant
A case of excellent engines and improved dynamics being undermined THE PICK: No-cost Roadster option makes weird and wonderful sense
by lifeless steering and dated design. A surprising amount of character
THE PICK: M5-sized F is a roomier, better-equipped M3 alternative Sport 350 $139,500 V6S 3.5 258 400 M6 1125 3.9 11.1 95 55 R
300 Luxury $75,560 L4T 2.0 180 350 A8 - 7.3 8.0 95 52 R Sport 350 Roadster $139,500 V6S 3.5 258 400 M6 1115 4.0 11.1 95 55 R
300 F-Sport $83,720 L4T 2.0 180 350 A8 - 7.3 8.0 95 52 03/16 R Cup 410 $159,900 V6S 3.5 305 420 M6 1017 3.9 11.1 98 55 08/19 R
350 F-Sport $94,940 V6 3.5 233 378 A8 1740 6.3 9.7 95 46 R Cup 430 $199,900 V6S 3.5 321 440 M6 1093 3.3 10.8 95 55 R
350 Sports Luxury $106,670 V6 3.5 233 378 A8 1740 6.0 9.7 95 46 R Evora
Felt dated a decade ago and throwing more grunt at it won’t solve that.
450h F-Sport $108,080 V6H 3.5 254 - C 1910 5.9 6.3 95 46 R Fast and furious but Geely money ought to spawn a successor
450h Sports Luxury $119,810 V6H 3.5 254 - C 1910 5.9 6.3 95 46 R THE PICK: Even the chassis’ brilliance isn’t enough to convince us
F $155,940 V8 5.0 351 530 A8 1865 4.9 11.3 95 52 06/16 R GT410 Sport $209,990 V6S 3.5 306 420 M6 1320 4.2 9.7 95 55 R
LS
Lexus flagship finally returns to form with formidable engineering,
luxury, tech, hushness, oomph and agility, though steering has zero life
THE PICK: Air-sprung 500 embarrasses Germans on many fronts
Maserati 3 years/unlimited

500 F-Sport $190,129 V6TT 3.4 310 600 A10 2240 5.0 9.5 95 - R Ghibli
500 Sports Lux $195,129 V6TT 3.4 310 600 A10 2235 5.0 9.5 95 - R Finally a beautiful, properly Italian alternative to the usual German luxo
500h F-Sport $190,129 V6H 3.5 264 350 C 2280 5.4 6.6 95 - R sedans. But it is heavy, and lacking in safety tech and V8 noise
THE PICK: You want the higher-output engine, so the S at a minimum
500h Sports Lux $195,129 V6H 3.5 264 350 C 2295 5.4 6.6 95 - R
GranLusso $163,990 V6TT 3.0 243 500 A8 1810 5.6 8.9 98 55 R
UX
GranSport $163,990 V6TT 3.0 243 500 A8 1810 5.6 8.9 98 55 R
First model to switch to advanced TNGA platform, so is Lexus’s most
resolved SUV, but it’s essentially a Corolla in (effective) heels and drag S $175,990 V6TT 3.0 301 550 A8 1810 5.0 9.6 98 55 R
THE PICK: Base Luxury is sweetest riding, the rest are far too harsh S GranLusso $184,990 V6TT 3.0 301 550 A8 1810 5.0 9.6 98 55 R
200 Luxury $44,450 L4 2.0 126 205 C 1490 - 5.8 95 56 F S GranSport $184,990 V6TT 3.0 301 550 A8 1810 5.0 9.6 98 55 R
200 Sports Luxury $53,000 L4 2.0 126 205 C 1515 - 5.8 95 56 F Quattroporte
200 F Sport $53,450 L4 2.0 126 205 C 1540 - 5.8 95 56 F While the GTS remains the pinnacle of luxury Italian motoring, only
250h 2WD Lux $47,950 L4H 2.0 131 205 C 1575 - 4.5 95 57 F two variants provide V8 operatics. Chassis balance eases pain
THE PICK: If you can handle the flawed ride, it’s got to be V8 GTS
250h 2WD Sports Lux $56,500 L4H 2.0 131 205 C 1600 - 4.5 95 57 F
GranSport $224,990 V6TT 3.0 243 500 A8 1860 6.2 9.1 98 - R
250h F Sport $56,950 L4H 2.0 131 205 C 1625 - 4.5 95 57 F
GranLusso $224,990 V6TT 3.0 243 500 A8 1860 6.2 9.1 98 - R
250hAWDSportsLux $61,000 L4H 2.0 131 205 C 1635 - 4.7 95 57 A
S GranSport $274,990 V6TT 3.0 321 580 A8 1860 5.0 9.6 98 - R
250h AWD F Sport $61,450 L4H 2.0 131 205 C 1680 - 4.7 95 57 A
S GranLusso $274,990 V6TT 3.0 321 580 A8 1860 5.0 9.6 98 - R
NX
While eye-catching and punchy with a quality interior, underneath it’s GTS GranSport $299,990 V8TT 3.8 390 650 A8 1900 4.7 10.7 98 - R
an old RAV4, with a hard ride, too much noise and little finesse GTS GranLusso $299,990 V8TT 3.8 390 650 A8 1900 4.7 10.7 98 - R
THE PICK: 300’s punchy turbo good ... but a new RAV4 Hybrid is better
Levante
300 Luxury $55,400 L4T 2.0 175 350 A6 1700 7.3 7.7 95 53 F So big you’d never drive one in Italy, but interior is classy,
300h Luxury $57,900 L4H 2.5 147 210 C 1740 9.1 5.6 95 56 F engines strong, and handles like a Maserati SUV should
THE PICK: Now is not the time for economising. Go for an S Gran Lusso
300 Luxury $59,900 L4T 2.0 175 350 A6 1755 7.1 7.9 95 56 A
Turbo Diesel $129,990 V6TD 3.0 202 600 A8 2205 6.9 7.2 D - A
300h Luxury $62,400 L4H 2.5 147 210 C 1800 9.1 5.7 95 56 A
Gran Sport $144,990 V6TD 3.0 202 600 A8 2205 6.9 7.2 D - A
300 F-Sport $61,400 L4T 2.0 175 350 A6 1755 7.1 7.9 95 57 F
Gran Lusso $144,990 V6TD 3.0 202 600 A8 2205 6.9 7.2 D - A
300h F-Sport $63,900 L4H 2.5 147 210 C 1800 8.9 5.7 95 59 08/15 F
S $164,990 V6TT 3.0 321 580 A8 2034 5.2 10.9 98 - A
300 F-Sport $65,852 L4T 2.0 175 350 A6 1860 7.1 7.9 95 53 A
S Gran Sport $179,990 V6TT 3.0 321 580 A8 2034 5.2 10.9 98 - A
300h F-Sport $68,400 L4H 2.5 147 210 C 1895 9.1 5.7 95 56 A
S Gran Lusso $179,990 V6TT 3.0 321 580 A8 2034 5.2 10.9 98 - A
300 Sports Luxury $74,029 L4T 2.0 175 350 A6 1860 7.1 7.9 95 56 A
GranTurismo
300h Sports Luxury $76,900 L4H 2.5 147 210 C 1895 9.1 5.7 95 59 A
Now over a dozen years old and feels it behind the wheel. But still so
RX sensual to look at, seats four comfortably and oozes charisma
Love or hate the design, it grabs attention, as does the lack of steering THE PICK: Stradale is cool, but robotised auto is clunky. Go Sportline
feel and busy ride. But it is spacious, and leaves little on the options list
THE PICK: Turbo four is a peach, so consider a 300 F-Sport. Or XC60... MC Sportline $295,000 V8 4.7 338 520 A6 1880 4.7 15.5 95 48 R
RX 300 Luxury $71,920 L4T 2.0 175 350 A6 1890 9.2 8.1 95 61 F MC Auto Shift $319,000 V8 4.7 338 520 A6 1880 4.8 14.3 95 48 R
RX 300 F Sport $86,800 L4T 2.0 175 350 A6 1890 9.2 8.1 95 61 F MC Stradale $345,000 V8 4.7 338 520 S6 1880 4.5 15.5 95 48 06/14 R
RX 300 Sports Luxury $92,700 L4T 2.0 175 350 A6 1890 9.2 8.1 95 61 F
RX 350 Luxury $81,890 V6 3.5 221 370 A8 1980 8.0 9.6 95 61 A
118 whichcar.com.au/wheels
 LE X US – M A Z DA

YOUR COMPLETE NEW CAR BUYER’S GUIDE

WHAT IT ALL MEANS

PRICE: Recommended Retail Price at time of publication (* indicates driveaway)
ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged,
D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres
TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms
0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km

Fuelcons.

Resale %
Torque

weight
Engine

Power

tested
Trans.
RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year

0-100
Price

Issue

Drive
Kerb
type

Size

RON
Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold
GranCabrio
More of a cruiser than a bruiser, it still sounds the business with the
roof down and that fabulous V8 kissing the sky. But she is pricey
THE PICK: In for a penny, in for pound, as they say. Has to be the MC

Fuelcons.

Resale %
Sport $335,000 V8 4.7 338 520 D6 1980 5.0 14.5 95 50 R

Torque

weight
Engine

Power

tested
Trans.

0-100
Price

Issue

Drive
Kerb
type

Size

RON
MC $355,000 V8 4.7 338 520 D6 1973 4.9 14.5 95 49 R
2.0 Roadster GT $45,320 L4 2.0 135 205 A6 1061 7.3 7.0 95 54 R
2.0 RF GT $47,400 L4 2.0 135 205 M6 1087 7.1 6.9 95 54 05/17 R
Mazda 5 years/unlimited
2.0 RF GT $49,400 L4 2.0 135 205 A6 1112 - 7.2 95 54 R
2 CX-3
Mazda’s been constantly improving the current-gen model, so it’s now A stunning success in Oz due to great design, huge choice, sporty
quieter, comfier and better equipped. Fun to drive and top value, too chassis. Poor side vision and road noise intrusion are only real minuses
THE PICK: A Maxx hatch is the sweet spot but wait for imminent facelift THE PICK: All manuals are fun, but auto-only AWDs handle even better

Neo hatch $15,570 L4 1.5 79 139 M6 1025 10.8 5.4 91 51 F Neo Sport $22,710 L4 2.0 110 195 M6 1266 9.0 6.6 91 50 F
Neo hatch $17,570 L4 1.5 79 139 A6 1043 10.7 5.5 91 51 03/15 F Neo Sport $24,710 L4 2.0 110 195 A6 1297 9.0 6.3 91 50 F
Neo sedan $15,570 L4 1.5 79 139 M6 1035 10.8 5.4 91 51 F Maxx Sport $24,650 L4 2.0 110 195 M6 1266 9.0 6.6 91 52 F
Neo sedan $17,570 L4 1.5 79 139 A6 1059 10.8 4.9 91 51 10/15 F Maxx Sport $26,650 L4 2.0 110 195 A6 1297 9.0 6.3 91 50 F
Maxx hatch $18,330 L4 1.5 81 141 M6 1035 10.8 5.4 91 52 F Maxx Sport AWD $28,650 L4 2.0 110 195 A6 1360 9.0 6.3 91 52 A
Maxx hatch $20,330 L4 1.5 81 141 A6 1047 10.8 4.9 91 52 F Maxx Sport Diesel $29,050 L4TD 1.8 85 270 A6 1304 9.5 4.7 D 52 F
Maxx sedan $18,330 L4 1.5 81 141 M6 1045 10.8 5.4 91 52 F sTouring $28,840 L4 2.0 110 195 M6 1266 9.0 6.6 91 52 F
Maxx sedan $20,330 L4 1.5 81 141 A6 1060 10.8 4.9 91 52 F sTouring $30,840 L4 2.0 110 195 A6 1297 9.0 6.3 91 52 02/18 F
Genki hatch $21,390 L4 1.5 81 141 M6 1035 10.8 5.4 91 54 F sTouring AWD $32,840 L4 2.0 110 195 A6 1360 9.0 6.7 91 54 A
Genki hatch $23,390 L4 1.5 81 141 A6 1047 10.8 4.9 91 54 10/14 F sTouring AWD Diesel $35,240 L4TD 1.8 85 270 A6 1409 9.5 5.1 D 52 A
GT hatch $22,400 L4 1.5 81 141 M6 1035 10.8 5.4 91 54 F Akari $33,950 L4 2.0 110 195 M6 1278 9.0 6.6 91 54 F
GT hatch $24,400 L4 1.5 81 141 A6 1047 10.9 5.5 91 54 05/18 F Akari $35,950 L4 2.0 110 195 A6 1360 9.1 8.4 91 54 05/17 F
GT sedan $22,400 L4 1.5 81 141 M6 1045 10.8 5.4 91 54 F Akari AWD $37,950 L4 2.0 110 195 A6 1371 9.0 6.7 91 54 A
GT sedan $24,400 L4 1.5 81 141 A6 1060 10.8 5.5 91 54 F Akari AWD Diesel $40,350 L4TD 1.8 85 270 A6 1421 9.5 5.1 D 52 A
3 CX-5
New 3 rushes to the top of its class. Elegant interior a highlight and now 2017 redesign addressed refinement and rear-seat issues, but you’ll
one of, if not the, quietest in the segment. Bring on SkyActiv-X! need to go turbo to explore the chassis magic. AWD worth the extra
THE PICK: Pure manual is a peach, but G25’s extra torque welcome THE PICK: Not a dud in the range, but 2.5L turbo is worth the stretch

G20 Pure sedan $24,990 L4 2.0 114 200 M6 1316 9.0 6.3 91 51 F Maxx FWD $30,880 L4 2.0 115 200 M6 1511 10.4 6.9 91 56 F
G20 Pure sedan $25,990 L4 2.0 114 200 A6 1339 9.0 6.1 91 52 F Maxx FWD $32,880 L4 2.0 115 200 A6 1556 10.4 6.9 91 57 F
G20 Pure hatch $24,990 L4 2.0 114 200 M6 1317 9.0 6.4 91 52 F Maxx $35,880 L4 2.5 140 252 A6 1633 9.5 7.5 91 57 A
G20 Pure hatch $25,990 L4 2.0 114 200 A6 1338 9.0 6.2 91 52 F Maxx Sport FWD $36,090 L4 2.0 115 200 A6 1556 10.4 10.4 91 57 12/19 F
G20 Evolve sedan $26,690 L4 2.0 114 200 M6 1316 9.0 6.3 91 52 F Maxx Sport $39,090 L4 2.5 140 252 A6 1633 9.5 7.5 91 59 A
G20 Evolve sedan $27,690 L4 2.0 114 200 A6 1339 9.0 6.1 91 52 F Maxx Sport $42,090 L4TD 2.2 140 450 A6 1708 8.5 6.0 D 59 A
G20 Evolve hatch $26,690 L4 2.0 114 200 M6 1317 9.0 6.4 91 52 F Touring $40,780 L4 2.5 140 252 A6 1633 9.3 9.5 91 59 11/18 A
G20 Evolve hatch $27,690 L4 2.0 114 200 A6 1338 10.0 6.2 91 52 06/19 F Touring $43,780 L4TD 2.2 140 450 A6 1708 8.5 6.0 D 59 A
G20 Touring sedan $28,990 L4 2.0 114 200 M6 1316 9.0 6.3 91 52 F GT $45,890 L4 2.5 140 252 A6 1670 9.5 11.5 91 59 13/17 A
G20 Touring sedan $29,990 L4 2.0 114 200 A6 1339 9.0 6.1 91 52 F GT $48,390 L4T 2.5 170 420 A6 1720 7.5 11.9 91 59 06/19 A
G20 Touring hatch $28,990 L4 2.0 114 200 M6 1317 9.0 6.4 91 52 F GT $48,890 L4TD 2.2 140 450 A6 1744 8.5 6.0 D 59 A
G20 Touring hatch $29,990 L4 2.0 114 200 A6 1338 9.0 6.2 91 52 F Akera $48,130 L4 2.5 140 252 A6 1670 9.5 7.5 91 59 A
G25 Evolve sedan $29,490 L4 2.5 139 252 M6 1350 8.6 6.2 91 52 F Akera $50,630 L4T 2.5 170 420 A6 1720 8.0 8.2 91 59 A
G25 Evolve sedan $30,490 L4 2.5 139 252 A6 1376 8.6 6.5 91 52 F Akera $51,130 L4TD 2.2 140 450 A6 1744 8.5 6.0 D 60 A
G25 Evolve hatch $29,490 L4 2.5 139 252 M6 1339 8.6 6.3 91 52 F CX-8
A tad dull but good at seating seven in comfort. A stretched CX-5 so
G25 Evolve hatch $30,490 L4 2.5 139 252 A6 1368 8.6 6.6 91 52 F narrower than huge CX-9; diesel strong but soon to be joined by petrol
G25 GT sedan $33,490 L4 2.5 139 252 M6 1350 8.6 6.2 91 52 F THE PICK: Torque-rich engine best deployed with AWD, so all-paw Sport
G25 GT sedan $34,490 L4 2.5 139 252 A6 1376 8.6 6.5 91 52 F Sport FWD $43,910 L4TTD 2.2 140 450 A6 1840 9.0 5.7 D 59 F
G25 GT hatch $33,490 L4 2.5 139 252 M6 1339 8.6 6.3 91 52 F Sport AWD $43,910 L4TTD 2.2 140 450 A6 1957 9.0 6.0 D 60 A
G25 GT hatch $34,490 L4 2.5 139 252 A6 1368 8.6 6.6 91 52 F Asaki AWD $63,090 L4TTD 2.2 140 450 A6 1957 9.1 9.9 D 61 08/18 A
G25 Astina sedan $36,990 L4 2.5 139 252 M6 1362 8.6 6.2 91 52 F CX-9
G25 Astina sedan $37,990 L4 2.5 139 252 A6 1388 8.6 6.5 91 52 F Wheels ’ 2017 COTY still puts pressure on more modern rivals. Elegant,
practical cabin, fine road manners, outstanding ownership proposition
G25 Astina hatch $36,990 L4 2.5 139 252 M6 1351 8.6 6.2 91 52 F THE PICK: Make sure you opt for AWD and at least Touring spec
G25 Astina hatch $37,990 L4 2.5 139 252 A6 1380 8.6 8.8 91 52 05/19 F Sport FWD $46,420 L4T 2.5 170 420 A6 1845 7.7 8.4 91 54 10/16 F
6 Sport AWD $50,420 L4T 2.5 170 420 A6 1911 7.6 8.8 91 55 A
Delightfully elegant, understated. 17-inch alloys are the smarter pick; a Touring FWD $52,960 L4T 2.5 170 420 A6 1845 7.4 8.4 91 55 04/18 F
wagon even more so. Bordering on premium. But rear entry is tight
THE PICK: Turbo torque impossible to resisit, so GT spec worth the spend Touring AWD $56,960 L4T 2.5 170 420 A6 1911 7.6 8.8 91 56 A
Sport sedan $34,490 L4 2.5 140 252 A6 1536 8.2 7.0 91 48 F GT FWD $61,120 L4T 2.5 170 420 A6 1858 7.6 8.4 91 56 F
Sport wagon $35,790 L4 2.5 140 252 A6 1553 8.2 7.0 91 48 F GT AWD $65,120 L4T 2.5 170 420 A6 1924 7.6 8.8 91 56 A
Touring sedan $38,690 L4 2.5 140 252 A6 1536 7.6 7.0 91 48 F Azami FWD $62,760 L4T 2.5 170 420 A6 1858 7.6 8.4 91 56 F
Touring wagon $39,990 L4 2.5 140 252 A6 1533 8.2 7.0 91 48 F Azami AWD $66,760 L4T 2.5 170 420 A6 1924 7.6 8.8 91 56 A
GT sedan $45,990 L4T 2.5 170 420 A6 1607 7.0 7.6 91 50 08/19 F Azami LE AWD $68,523 L4T 2.5 170 420 A6 2000 8.2 10.1 91 56 12/18 A
GT wagon $47,290 L4T 2.5 170 420 A6 1613 - 7.6 91 50 F BT-50
Atenza sedan $49,890 L4T 2.5 170 420 A6 1620 - 7.6 91 50 F Developed in tandem with Ranger, but hasn’t enjoyed the same
updates, and also held back by feline exterior styling. Decent, though
Atenza wagon $51,190 L4T 2.5 170 420 A6 1627 - 7.6 91 50 F THE PICK: Ranger: measurably better due to ongoing development
MX-5 XT $47,840 L5TD 3.2 147 470 M6 2044 10.0 9.7 D 52 A
The 1.5L makes up five percent of Aussie sales. deserves better. 2.0L
update now revs with real zeal, matching brilliant, balanced chassis XT $49,840 L5TD 3.2 147 470 A6 2061 10.0 10.0 D 52 A
THE PICK: 1.5L if city bound, 2.0L everywhere else, RF for the ghetto XTR $52,950 L5TD 3.2 147 470 M6 2086 10.0 9.7 D 53 A
1.5 Roadster $35,390 L4 1.5 97 152 M6 1021 8.3 6.2 95 52 R XTR $54,950 L5TD 3.2 147 470 A6 2103 10.0 10.0 D 53 A
1.5 Roadster $37,390 L4 1.5 97 152 A6 1038 8.3 6.4 95 52 R GT $56,830 L5TD 3.2 147 470 M6 2095 10.0 9.7 D 53 A
2.0 RF $40,700 L4 2.0 135 205 M6 1087 - 6.9 95 54 R GT $58,830 L5TD 3.2 147 470 A6 2112 10.8 13.3 D 53 07/18 A
2.0 RF $42,700 L4 2.0 135 205 A6 1112 - 7.2 95 54 R Boss $63,250* L5TD 3.2 147 470 A6 2112 10.0 10.0 D 54 A
2.0 Roadster GT $43,320 L4 2.0 135 205 M6 1035 7.3 6.8 95 54 09/19 R

@wheelsaustralia 119
Data
bank

Fuelcons.

Resale %
Torque

weight
Engine

Power

tested
Trans.
McLaren

0-100
Price

Issue

Drive
Kerb
type
3 years/unlimited

Size

RON
C43 AMG $109,741 V6TT 3.0 287 520 A9 1615 4.7 8.2 98 57 04/17 A

Fuelcons.

Resale %
Torque

weight
Engine

Power

tested
Trans.
C43 AMG Estate $112,242 V6TT 3.0 287 520 A9 1735 4.8 8.3 98 57 A

0-100
Price

Issue

Drive
Kerb
type

Size

RON
C43 AMG Coupe $113,841 V6TT 3.0 287 520 A9 1660 4.7 7.8 98 57 A
540C
Least-expensive Macca gets a slightly lower-output twin-turbo V8
C43 AMG Cabriolet $127,041 V6TT 3.0 287 520 A9 1870 4.8 8.5 98 57 A
than the 570 in a brilliantly accessible and enjoyable package C63 S AMG $162,542 V8TT 4.0 375 700 A9 1865 4.2 8.6 98 60 07/19 R
THE PICK: That’s done for you; now just wrestle with the options list C63 S AMG Estate $165,142 V8TT 4.0 375 700 A9 1650 4.1 8.7 98 60 10/15 R
$350,000 V8TT 3.8 397 540 D7 1350 3.5 10.7 98 - R C63 S AMG Coupe $167,642 V8TT 4.0 375 700 A9 1800 4.4 15.7 98 55 08/19 R
570 C63 S AMG Cabriolet $185,941 V8TT 4.0 375 700 A9 1925 4.1 9.4 98 55 R
Intimacy, turbo torque and surprising ride quality make 570 involving,
quick, flexible, and capable, but flat-plane crank V8 note too tame
SLC
THE PICK: We’re fans of the price and weight of the S, but Spider tasty Based on 2004 R171 SLK (the second one) so dated even when new in
2011, and now forgotten. Why buy one over a Z4, Boxster, TT, MX-5...
S $395,000 V8TT 3.8 419 600 D7 1400 3.2 10.7 98 - R THE PICK: If you absolutely must, kick back and cruise in the SLC300
GT $415,000 V8TT 3.8 419 600 D7 1450 3.3 10.7 98 - R SLC200 $86,100 L4T 2.0 135 300 A9 1509 6.9 6.2 95 67 R
S Spider $435,750 V8TT 3.8 419 600 D7 1503 3.2 10.7 98 - R SLC300 $102,300 L4T 2.0 180 370 A9 1512 5.8 6.3 95 67 R
600LT SLC 43 AMG $137,300 V6TT 3.0 270 520 A9 1591 4.7 7.9 95 67 R
Malleable handling and exquisite focus with searing performance E-Class
seal the Longtail as McLaren’s definitive modern work
THE PICK: Toss a coin. Spider gives epic access to top-exit exhausts The industry standard in integrating tech elegantly. Loads of kit but big
money, especially for our pick, the intriguing AMG E53 or ballistic E63
Coupe $455,000 V8TT 3.8 441 620 D7 1356 2.9 12.2 98 - R THE PICK: The AMG appendage transforms an already great car
Spider $496,000 V8TT 3.8 441 620 D7 1404 2.9 12.2 98 - 07/19 R E200 $92,600 L4T 2.0 135 300 A9 1530 7.7 6.4 95 43 R
720S E220d $95,600 L4D 2.0 143 400 A9 1605 7.3 4.1 95 43 R
Superb steering and dynamics plus next-level performance headline E220d Coupe $96,000 L4TD 2.0 143 400 A9 1735 7.4 4.9 95 43 R
what is the thinking man’s supercar. Utterly blinding speed
THE PICK: We say Coupe, but Spider no less stiff and only 50kg heavier E220d All-Terrain $111,200 L4T 2.0 143 400 A9 1920 8.0 5.2 95 43 R
Coupe $489,900 V8TT 4.0 530 770 D7 1419 2.9 10.7 98 - 07/18 R E300 $110,500 L4T 2.0 180 370 A9 1580 6.2 7.1 95 43 R
Spider $556,000 V8TT 4.0 530 770 D7 1468 2.9 12.2 98 - 05/19 R E300 Coupe $110,611 L4T 2.0 180 370 A9 1685 6.4 6.4 95 43 R
Senna E300 Cabriolet $123,500 L4T 2.0 180 370 A9 1780 6.6 6.8 95 43 R
Furiously aggressive to look at and even more punishingly brutal to E350d $136,700 L6TD 3.0 190 620 A9 1725 5.9 5.6 95 43 R
drive, the Senna is a race car masquerading as a road-legal car E350e $133,400 L4TDH 2.1 210 550 A9 1850 6.2 2.4 95 43 13/18 R
THE PICK: Two decisions: options and to upgrade your life insurance
E450 $144,800 V6TT 3.0 245 480 A9 1745 5.2 8.4 95 43 R
$1,600,000 V8TT 4.0 597 800 D7 1374 2.8 12.4 98 - 08/18 R
E400 Coupe $145,611 V6TT 3.0 245 480 A9 1845 5.3 8.1 95 43 R
E400 Cabrolet $157,500 V6TT 3.0 245 480 A9 1935 5.5 8.3 95 43 R
Mercedes-Benz 3 years/unlimited E43 AMG $159,611 V6TT 3.0 295 520 A9 1765 4.6 8.4 98 43 A
E53 AMG $168,200 L6TH 3.0 320 770 A9 1870 4.4 8.7 98 43 A
A-Class E53 AMG Coupe $172,790 L6TH 3.0 320 770 A9 1925 4.3 8.8 98 43 12/18 A
Cabin brings maturity, sophistication previously unseen in this class,
aided by MBUX infotainment; optional adaptive dampers a must. E53 AMG Cabriolet $181,329 L6TH 3.0 320 770 A9 1980 4.4 9.0 98 43 A
THE PICK: Skip dissapointing 1.3s for A250 or A35 AMG E63 AMG $211,400 V8TT 4.0 420 750 A9 1875 3.5 9.3 98 43 A
A180 hatch $42,900 L4T 1.3 100 200 D7 1375 8.8 5.7 95 51 F E63 S AMG $240,900 V8TT 4.0 450 850 A9 1880 3.3 15.9 98 43 05/18 A
A180 sedan $44,900 L4T 1.3 100 200 D7 1300 8.9 5.7 95 51 F CLS
A200 hatch $47,200 L4T 1.3 120 250 D7 1375 7.8 5.7 95 51 F Doesn’t ride as smoothly as we’d like and understated styling lacks
the presence of prior versions. Not a vintage generation
A200 sedan $49,400 L4T 1.3 120 250 D7 1310 8.1 5.7 95 51 F THE PICK: Doesn’t encourage the type of driving the 53 provides, so 450
A250 hatch $49,400 L4T 2.0 165 350 D7 1505 6.2 6.6 95 51 F CLS350 $137,400 L4T 2.0 220 400 A9 1775 6.1 7.8 95 44 R
A250 4Matic hatch $55,500 L4T 2.0 165 350 D7 1505 6.2 6.6 95 51 A CLS450 $155,530 L6T 3.0 270 500 A9 1940 4.8 8.7 95 44 A
A35 hatch $67,200 L4T 2.0 225 400 D7 1480 4.7 7.6 98 - 09/19 A CLS53 AMG $179,529 L6TT 3.0 320 520 A9 1980 4.5 7.8 95 52 A
A35 sedan $69,800 L4T 2.0 225 400 D7 1480 4.7 7.4 98 - A S-Class
GLA Half a century of Sonderklasse heritage tells here. This is still one of
Justifies its existence by offering a higher hip point than A-Class, the finest luxury sedans, even though next-gen model drops in 2020
bigger boot and theoretical height advantage in lumpy suburbia THE PICK: If you’re not an Uber Black driver, the S560 is properly lush
THE PICK: Wait for coming promising next-gen MFA2-based redesign
S350d $199,100 L6TD 3.0 210 600 A9 1970 6.8 5.5 D 48 R
GLA180 $43,900 L4T 1.6 90 200 D7 1435 9.2 5.7 95 61 F S400d L $222,500 L6TD 3.0 250 700 A9 2025 5.4 5.5 D 48 R
GLA220d $51,200 L4TD 2.1 130 350 D7 1535 7.7 4.5 D 61 F S450 L $230,600 V6TT 3.0 270 520 A9 1940 5.1 6.6 95 48 R
GLA250 $60,700 L4T 2.0 155 350 D7 1505 7.1 7.0 95 63 A S560 $273,500 V8TT 4.0 345 700 A9 2055 4.7 8.5 95 48 R
GLA45 AMG $89,211 L4T 2.0 280 475 D7 1585 4.8 7.5 95 63 A S560 L $298,800 V8TT 4.0 345 700 A9 2075 4.7 8.5 95 48 R
CLA S560 Coupe $314,900 V8TT 4.0 345 700 A9 2158 4.6 8.5 95 64 R
Swoopy, coupe-as-sedan styling now more cohesive, and it’s a decent
drive. Rear headroom a bit tight, but otherwise roomy enough S560 Cabriolet $336,900 V8TT 4.0 345 700 A9 2176 4.6 9.9 95 - R
THE PICK: More variants on the way, if 200 is too tame S63 AMG Coupe $370,500 V8TT 4.0 345 700 A9 2046 3.5 9.0 95 53 R
200 $59,500 L4T 1.3 120 250 D7 1345 8.2 5.7 95 - F S63 AMG Cabriolet $370,500 V8TT 4.0 345 700 A9 2148 3.5 10.2 98 - R
B-Class S63 L AMG $379,200 V8TT 4.0 450 900 A9 1970 4.3 9.0 98 67 R
Spacious and sensible, the B-Class is essentially a blown-up A-Class S650 L Maybach $429,800 V12TT 6.0 463 1000 A7 2360 4.7 12.7 98 45 R
with family-focused packaging, but newbie’s 1.3L is retrograde step
THE PICK: Downsized engine at odds with big strides made elsewhere SL
B180 Sports Tourer $46,400 L4T 1.3 100 200 D7 1330 9.0 5.7 95 50 F Old stager has lost its looks a bit, but the punchy engine line-up
means you’ll be gone before too many can ponder that fact
C-Class THE PICK: SL500 is perfectly adequate; otherwise buy a GT Roadster
Crushes 3 Series and A4 in sales charts but trails both (non-AMG SL400 $220,900 V6TT 3.0 270 500 A9 1735 4.9 7.8 95 51 R
models aside). Amazing AMG flagship is a future classic, however
THE PICK: Failing the latter, there’s plenty to like about the C300 Estate SL500 $280,900 V8TT 4.7 335 700 A9 1795 4.3 9.1 95 51 R
C200 $64,500 L4T 2.0 150 300 A9 1465 7.1 7.0 95 59 R SL63 AMG $370,900 V8TT 5.5 430 900 A9 1845 4.1 10.2 95 51 R
C200 Estate $66,923 L4T 2.0 150 300 A9 1525 7.1 7.0 95 56 R AMG GT
C200 Coupe $69,200 L4T 2.0 150 300 A7 1505 7.1 7.0 95 57 R Roadster renders SL AMG redundant, beautiful coupe is not quite a
sports car, not quite grand tourer, but close enough to both. Delicious
C200 Cabriolet $89,842 L4T 2.0 150 300 A9 1645 7.1 7.0 95 57 R THE PICK: Pony up for the GT R if you want to keep pace with a 911
C220d $66,000 L4TD 2.1 143 400 A9 1570 7.5 4.7 D 57 R GT S $311,142 V8TT 4.0 384 670 D7 1570 3.8 9.5 98 67 09/15 R
C220d Estate $68,700 L4TD 2.1 143 400 A9 1615 7.5 4.9 D 57 R GT C $329,843 V8TT 4.0 410 680 D7 1625 3.8 11.5 98 67 R
C300 $72,700 L4T 2.0 190 370 A9 1530 6.2 11.1 95 57 04/19 R GT C Roadster $355,252 V8TT 4.0 410 680 D7 1660 4.0 14.3 98 67 10/17 R
C300 Estate $75,142 L4T 2.0 190 370 A9 1615 6.1 6.7 95 57 R GT R $361,042 V8TT 4.0 430 700 D7 1555 4.0 20.6 98 67 03/19 R
C300 Coupe $86,800 L4T 2.0 190 370 A7 1565 6.0 6.6 95 57 R
C300 Cabriolet $103,742 L4T 2.0 190 370 A9 1690 6.4 7.2 95 57 R
C300e Sedan $79,200 L4TH 2.0 235 700 A9 1740 5.4 2.1 95 57 R

120 whichcar.com.au/wheels
 M CL AR E N – M I TSU B I SH I

YOUR COMPLETE NEW CAR BUYER’S GUIDE

WHAT IT ALL MEANS

PRICE: Recommended Retail Price at time of publication (* indicates driveaway)
ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged,
D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres
TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms
0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km

Fuelcons.

Resale %
Torque

weight
Engine

Power

tested
Trans.
RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year

0-100
Price

Issue

Drive
Kerb
type

Size

RON
Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold
GT 4-Door
Much more than just a swoopier E63 or the missing CLS63. If fact, this
ballistic sports-sedan/coupe may t be AMG’s most resolved mod
THE PICK: The $100K premium is hhuge, but you’d be nuts not to pay it

Fuelcons.

Resale %
GT53 $249,900 L6TT 3.0 320 520 A9 1970 4.5 98

Torque

weight
Engine

Power

tested
Trans.

0-100
Price

Issue

Drive
Kerb
type

Size

RON
GT63 S $349,900 V8TT 4.0 470 900 A9 2045 3.2 11. 98 09/19
ZS
Might get up hills with a run-up, but kW truly lacking. Seven-year
New GLC warranty will attract some to take the risk, and three-pot frugal
Nipped and tucked THE PICK: New Hyundai Venue or demo Mazda CX-3, please
Excite $20,990 L4 1.5 84 150 A4 1255 13.2 7.1 91 50 F
Mid-life facelift brings a refined range (variants drop from
om 11 to seven) and a $4K
$4K-higher
higher Excite $22,990 L3T 1.0 82 160 A6 1245 13.2 6.7 91 52 F
entry price. However, you get better looks, infotainment, equipment, and engines Essence $24,990 L3T 1.0 82 160 A6 1245 13.2 6.7 91 52 F
for your money. Diesels have been banished, but that’s not a bad thing. Remember to GS
option air suspension if you like your spine. AMG models are a physics-defying riot. Flimsy build quality, poor cabin finish, savage ride, lifeless steering; we
could go on. But it is cheap, spacious and Essence has 162kW
GLC 200 $66,100 L4T 2.0 145 320 A9 1760 7.8 7.8 95 61 R THE PICK: The best of the MGs but GS just isn’t there yet. Keep looking
GLC 300 $77,700 L4T 2.0 190 370 A9 1805 6.2 8.1 95 61 A Core $25,990 L4T 1.5 119 250 D7 1432 11.0 7.4 91 56 F
GLC 300 Coupe $87,700 L4T 2.0 190 370 A9 1825 6.3 - 95 61 A Excite $27,990 L4T 1.5 119 250 D7 1420 11.0 7.4 91 56 F
GLC 43 AMG $109,900 V6TT 3.0 287 520 A9 1870 4.9 10.4 98 61 A Essence X $34,990 L4T 2.0 162 350 D6 1614 8.0 9.6 91 57 A
GLC 43 AMG Coupe $117,400 V6TT 3.0 287 520 A9 1875 4.9 10.4 98 61 A
GLC 63 S AMG
GLC 63 S AMG Coupe
$161,000
$168,1000
V8TT
V8TT
4.0
4.0
375
375
700
700
A9
A9
2025
2030
3.8
3.8
- 98
- 98
61
61
A
A
Mini 3 years/unlimited

GLE Hatch
All-new model brings longer wheelbase, roomier, well-presented Famous kart-like responses still present, and there’s true BMW solidity
cabin, and optional third row. Finally has the chops to challenge X5 and tech to go with the fun, but what’s with the Union Jack lights?
THE PICK: The new petrol six hits the mark for power and price THE PICK: Cooper S – but only with optional adaptive dampers, please
300d $99,900 L4TD 2.0 180 500 A9 2090 7.8 10.0 D 61 09/19 A Cooper $29,900 L3T 1.5 100 220 M6 1085 7.9 5.5 95 48 06/14 F
450 $111,700 L6T 3.0 270 500 A9 2145 5.7 9.1 95 61 A Cooper $32,400 L3T 1.5 100 220 D7 1115 7.8 5.3 95 48 F
400d $118,500 L6TD 3.0 243 700 A9 2190 5.8 7.7 D 61 A Cooper S $39,900 L4T 2.0 141 280 M6 1160 6.8 6.3 95 50 06/14 F
GLE-Coupe Cooper S $42,700 L4T 2.0 141 280 D7 1175 6.7 5.5 95 50 F
Your chance to pay more money for less car than the GLE, with a busy
ride and a high loading lip for boot. New one almost here JCW $49,900 L4T 2.0 170 320 M6 1205 6.3 6.9 95 61 F
THE PICK: None. Buy the new GLE wagon, or wait for the fresh Coupe JCW $52,850 L4T 2.0 170 320 A8 1220 6.1 6.0 95 61 F
GLE350d $126,700 V6TD 3.0 190 620 A9 2175 7.0 7.2 D 61 A 5-door
GLE43 AMG $146,200 V6TT 3.0 270 520 A9 2145 5.7 9.4 98 63 A Broadens the new Mini’s rear-seat access, practicality and appeal, and
still a hoot to punt around. 1.5L three-pot turbo is stirringly strong
GLE63 S AMG $204,200 V8TT 5.5 430 760 A7 2275 4.2 11.9 98 63 A THE PICK: Cooper with choice options (including adaptive dampers)
G-Class Cooper $31,150 L3T 1.5 100 220 M6 1145 8.2 5.5 95 48 F
The all-new G63 looks almost identical to the old model, but is vastly
improved. Despite looking like a cereal box, it’s devilishly intoxicating Cooper $33,650 L3T 1.5 100 220 D7 1175 9.1 5.4 95 48 03/16 F
THE PICK: There’s nothing on the planet like this, so dive straight in Cooper S $41,150 L4T 2.0 141 280 M6 1220 6.9 6.4 95 50 F
G63 $247,329 V8TT 4.0 430 850 A9 2485 4.5 13.1 98 54 A Cooper S $43,950 L4T 2.0 141 280 D7 1240 6.8 5.6 95 50 F
GLS Cooper Convertible
Humungous lug that offers rare benefit of a comfy third row. Go diesel Karty handling equals instant gratification, charming triple and easy-
as V8s are almost too quick for their own good; new model imminent to-use fabric top make Cooper cab a summer fun-machine
THE PICK: Wait for the massively improved X167 third-gen model THE PICK: Big price to pay for decapitation compared to regular hatch
GLS350d $119,100 V6TD 3.0 190 620 A9 2455 7.8 7.7 D 63 A Cooper $40,900 L3T 1.5 100 220 M6 1205 8.8 5.6 95 62 F
GLS350d Sport $138,100 V6TD 3.0 190 620 A9 2455 7.8 7.7 D 63 A Cooper $40,900 L3T 1.5 100 220 S7 1230 8.7 5.6 95 63 F
GLS500 $165,500 V8TT 4.7 320 700 A9 2445 5.3 11.5 95 63 A Cooper S $47,900 L4T 2.0 141 280 M6 1275 7.2 6.5 95 64 F
GLS63 AMG $222,100 V8TT 5.5 410 760 A7 2580 4.6 12.3 98 63 A Cooper S $47,900 L4T 2.0 141 280 D7 1295 7.1 5.7 95 64 F
X-Class JCW $57,900 L4T 2.0 170 320 M6 1410 6.6 7.0 95 51 F
Don’t call it a rebadged Navara. Stronger chassis, wider front and rear JCW $57,900 L4T 2.0 170 320 A8 1435 6.5 6.3 95 51 F
track, and Benz’s own V6 make this a fair dinkum Merc ute. Ish
THE PICK: Only the Power effectively masks the Navara bits inside Clubman
X220d Pure $50,400 L4TD 2.2 120 403 M6 2126 12.9 7.8 D 56 A Quirky style cloaks a practical package (due to BMW X1 wheelbase)
with lively turbos and jaunty demeanour. New variants trickling in
X250d Pure $52,400 L4TTD 2.2 140 450 M6 2140 11.1 7.7 D 56 A THE PICK: Any. This is our favourite of the MIni bodystyles by far
X250d Pure $55,300 L4TTD 2.2 140 450 A7 2147 11.8 7.9 D 56 A Cooper $36,900 L3T 1.5 100 220 M6 1300 9.1 5.4 95 53 F
X250d Prog $54,900 L4TTD 2.2 140 450 M6 2130 11.1 7.7 D 56 A Cooper $36,900 L3T 1.5 100 220 A6 1320 9.7 5.4 95 53 08/16 F
X250d Prog $57,800 L4TTD 2.2 140 450 A7 2137 10.0 10.4 D 57 07/18 A Cooper S $45,900 L4T 2.0 141 280 M6 1360 7.2 7.1 98 53 F
X250d Power $61,600 L4TTD 2.2 140 450 M6 2155 11.1 7.7 D 54 A Cooper S $45,900 L4T 2.0 141 280 D7 1390 7.3 6.2 98 53 F
X250d Power $64,500 L4TTD 2.2 140 450 A7 2161 11.8 7.9 D 57 A JCW Pure $57,900 L4T 2.0 225 450 D7 1475 4.9 7.7 98 53 A
X350d Prog $73,270 V6TD 3.0 190 550 A7 2166 7.9 8.8 D 58 A JCW $62,900 L4T 2.0 225 450 D7 1490 4.9 7.7 98 53 A
X350d Power $79,415 V6TD 3.0 190 550 A7 2190 7.9 8.8 D 58 A Countryman
Somehow carries Cooper’s lively and fun nature into a versatile SUV-
ish package, although extra mass blunts three-pot’s zing
MG 6 years/7 years/unlimited
Cooper
THE PICK: Four-pot turbos for disappointment-avoiding performance
$40,500 L3T 1.5 100 220 A6 1390 9.6 6.0 95 55 F
MG3 Cooper D $44,500 L4TD 2.0 110 330 A8 1430 8.8 4.8 D 55 F
Finally gets auto-only range, but it’s a four-speed dunger. New design Cooper S $47,200 L4T 2.0 141 280 A8 1460 7.4 6.5 95 56 F
looks good, but do not be confused by the badge. It’s Chinese Cooper SD All4 $52,300 L4TD 2.0 140 400 A8 1535 7.4 5.2 D 56 A
THE PICK: Have you considered a Suzuki Swift?
PHEV $57,200 L3TH 1.5 165 385 A6 - 6.9 2.1 95 56 A
Core $15,990 L4 1.5 82 150 A4 1170 12.5 6.7 91 46 F
JCW $65,900 L4T 2.0 225 450 D7 1555 5.1 7.9 98 56 A
Excite $17,490 L4 1.5 82 150 A4 1170 12.5 6.7 91 47 F
MG6 Plus
Distinctive design and pricing are attractive, but lacklustre turbo engine
and resale concerns mean it’s a bit of a risky option
Mitsubishi 5 years/100,000km
THE PICK: Please test drive a Honda Civic first before deciding
Mirage
Core $21,990 L4T 1.8 118 215 D6 1534 9.9 7.8 91 42 F
Once-proud Mirage looks dowdy and dull and has a bouncy ride, tight
Excite $23,990 L4T 1.8 118 215 D6 1534 9.9 7.8 91 43 F rear seat and wheezy power. Still, it’s well equipped for the price
THE PICK: Forget it. Keep saving up for a Suzuki Swift or Kia Picanto
Essence $25,990 L4T 1.8 118 215 D6 1534 9.9 7.8 91 44 F
ES $13,490 L3 1.2 57 100 M5 865 14.5 4.6 91 41 04/13 F

@wheelsaustralia 121
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ES $14,990 L3 1.2 57 100 C 895 14.5 4.6 91 41 F Nismo $63,990 V6 3.7 253 371 A7 1538 5.3 10.4 95 52 R
LS $15,990 L3 1.2 57 100 C 895 14.5 4.9 91 41 F GT-R
ASX Manga-styled, twin-turbo V6 coupe with rear-biased AWD a fast blast
Looks better with each facelift and is keenly priced, but its interior is that delivers supercar pace and unique attitude for Boxster GTS bucks
smaller than rivals and it lacks refinement THE PICK: Not the Nismo
THE PICK: OK but dated and outclassed by most rivals like Honda HR-V Premium $193,800 V6TT 3.8 419 632 D6 1765 3.2 11.7 98 55 A
ES $23,490 L4 2.0 110 197 M5 1335 10.0 7.6 91 48 F Premium Luxury $199,800 V6TT 3.8 419 632 D6 1765 3.2 11.7 98 55 A
ES $25,490 L4 2.0 110 197 C 1335 10.0 7.4 91 48 F Track Edition $235,000 V6TT 3.8 419 632 D6 1760 3.2 11.7 98 55 A
ES ADAS $26,990 L4 2.0 110 197 C 1335 10.0 7.4 91 48 F Nismo $378,000 V6TT 3.8 441 652 D6 1706 2.7 11.7 98 53 A
LS $27,990 L4 2.0 110 197 C 1365 10.0 7.4 91 48 F Juke
Exceed $30,990 L4 2.0 110 197 C 1375 10.0 7.4 91 46 F Baby British crossover runs all the way from practical, value-priced
curiosity to Nismo RS’s weirdly unfocused no-man’s land
Eclipse Cross THE PICK: Spring for the Ti-S manual
Modern compared to closely related ASX, especially the interior, with
gutsy turbo performance, but ride and handling off the pace ST $23,490 L4T 1.2 85 190 M5 1251 - 5.6 95 52 06/13 F
THE PICK: Exceed AWD drives best but, 1.5L aside, it’s old underneath Ti-S $30,190 L4T 1.6 140 240 M6 1308 - 6.0 95 50 F
ES $29,990 L4T 1.5 110 250 C 1490 9.5 7.3 91 48 F Ti-S $33,840 L4T 1.6 140 240 C 1421 - 6.5 95 52 A
LS 2WD $31,990 L4T 1.5 110 250 C 1490 9.5 7.3 91 48 F Nismo RS $37,790 L4T 1.6 160 280 M6 1309 - 7.2 95 52 A
LS 4WD $34,490 L4T 1.5 110 250 C 1555 9.5 7.3 91 48 A Nismo RS $41,490 L4T 1.6 157 250 C 1451 - 7.3 95 52 A
Exceed 2WD $36,690 L4T 1.5 110 250 C 1490 9.5 7.3 91 50 F Qashqai
Exceed 4WD $39,190 L4T 1.5 110 250 C 1555 9.5 7.3 91 50 A An attractive, practical and sharp-priced package – what’s not to like?
Mostly the lack of grunt and firm ride, but great for undemanding users
Black Edition $31,690 L4T 1.5 110 250 C 1555 9.5 7.3 91 - F THE PICK: ST is all the Qashqai you’ll ever need
Outlander ST $27,990 L4 2.0 106 200 M6 1343 9.9 7.7 91 50 F
Clever and roomy SUV that squeezes in seven seats (if you avoid frugal
PHEV). Facelift is quiter, smoother, but infotainment suffers. Ageing. ST $29,490 L4 2.0 106 200 C 1375 10.1 6.9 91 50 09/14 F
THE PICK: PHEV since it brings an intriguing point of difference ST+ $30,790 L4 2.0 106 200 C 1384 10.1 6.9 91 50 F
ES 2WD $29,490 L4 2.0 110 190 M5 1410 10.0 7.0 91 48 F ST-L $33,290 L4 2.0 106 200 C 1392 10.1 6.9 91 50 F
ES ADAS 2WD $33,290 L4 2.4 124 220 C 1430 9.5 6.7 91 48 F Ti $37,990 L4 2.0 106 200 C 1429 11.0 11.1 91 54 09/18 F
ES 2WD 7 Seat $31,790 L4 2.4 124 220 C 1430 9.5 6.7 91 48 F X-Trail
ES AWD 7 Seat $34,290 L4 2.4 124 220 C 1430 9.5 6.7 91 48 A It’s not the best SUV out there, but it’s reliable and Japanese, with
ES ADAS AWD $35,790 L4 2.4 124 220 C 1500 9.5 6.7 91 48 A seven-seat availability, handsome styling and keen pricing
THE PICK: The less you spend, the better, as ST represents good value
LS 2WD $34,290 L4 2.4 124 220 C 1500 9.5 6.7 91 48 F
ST $28,490 L4 2.0 106 200 M6 1464 8.0 8.2 91 48 F
LS AWD $36,790 L4 2.4 124 220 C 1500 9.5 6.7 91 48 A
ST $30,990 L4 2.5 126 226 C 1497 8.0 7.9 91 48 F
LS AWD $40,290 L4TD 2.2 110 360 A6 1630 9.5 6.2 D 50 A
ST 7-seat $32,490 L4 2.5 126 226 C 1547 8.0 8.1 91 52 F
Exceed AWD $43,290 L4 2.4 124 220 C 1535 9.5 6.7 91 51 A
ST 4WD $32,990 L4 2.5 126 226 C 1553 8.0 8.3 91 48 A
Exceed AWD $46,790 L4TD 2.2 110 360 A6 1635 9.5 6.2 D 51 A
TS 4WD $35,590 L4TD 2.0 130 380 C 1656 8.0 6.0 D 52 A
Pajero Sport
TS $35,990 L4TD 2.0 130 380 C 1706 8.0 6.1 D 52 F
Rugged and capable, but it looks like a troll, and old-school chassis
compromises road dynamics. Facelifted model arrives next year ST-L $37,200 L4 2.5 126 226 C 1532 8.0 7.9 91 52 F
THE PICK: Tough GLS the best value given its spec, or go Big Pajero ST-L 7-seat $38,700 L4 2.5 126 226 C 1573 8.0 8.1 91 52 07/19 F
GLX $46,000 L4TD 2.5 133 430 A8 2045 10.0 8.0 D 52 A ST-L 4WD $39,200 L4 2.5 126 226 C 1588 8.0 8.3 91 52 A
GLS $49,000 L4TD 2.5 133 430 A8 2060 10.0 8.0 D 53 A Ti 4WD $44,790 L4 2.5 126 226 C 1601 8.0 8.3 91 47 13/19 A
Exceed $54,200 L4TD 2.5 133 430 A8 2070 10.0 8.0 D 53 03/16 A TL 4WD $47,790 L4TD 2.0 130 380 C 1706 8.0 6.1 D 47 A
Pajero Pathfinder
A proper off-roader that’s also a capable, very roomy family car, but is US-made mid-sizer delivers space, V6 grunt and go-most-places
feeling old inside. Updated for 2019; still worth a look as a value bus ability, but is a bit ponderous and unrewarding for keener drivers
THE PICK: Haggle hard as she’s about to turn the big 2-0 soon THE PICK: Not terrible but most rivals like a Mazda CX-9 outshine it
GLX $53,990 L4TD 3.2 147 441 A5 2263 10.5 8.6 D 51 A ST 2WD $43,390 V6 3.5 202 340 C 1970 9.0 9.9 91 54 F
GLS $58,990 L4TD 3.2 147 441 A5 2314 10.5 8.6 D 51 A ST 4WD $46,890 V6 3.5 202 340 C 2034 9.0 10.1 91 55 A
Triton ST Hybrid 4WD $46,390 L4SH 2.5 188 330 C 2151 9.0 8.6 91 54 A
New styling and added safety are welcome, but the old chassis and ST+ 2WD $44,590 V6 3.5 202 340 C 1970 9.0 9.9 91 56 F
workmanlike 2.4L diesel remain unchanged. Keen pricing a real plus
THE PICK: GLX ADAS upwards balances value with spec well ST+ 4WD $48,090 V6 3.5 202 340 C 2034 9.0 10.1 91 56 A
GLX $37,490 L4TD 2.4 133 430 M6 1950 10.0 7.9 D 47 A ST-L 2WD $54,890 V6 3.5 202 340 C 2012 9.0 9.9 91 56 F
GLX $39,990 L4TD 2.4 133 430 A6 1955 10.0 8.6 D 47 A ST-L 4WD $58,390 V6 3.5 202 340 C 2075 9.0 10.1 91 56 A
GLX ADAS $38,290 L4TD 2.4 133 430 M6 1951 10.0 7.9 D 47 A ST-L Hybrid 4WD $61,390 L4SH 2.5 188 330 C 2176 9.0 8.7 91 56 A
GLX ADAS $40,790 L4TD 2.4 133 430 A6 1956 10.0 8.6 D 47 A Ti 2WD $62,890 V6 3.5 202 340 C 2055 9.0 9.9 91 56 09/15 F
GLX+ $40,990 L4TD 2.4 133 430 M6 1944 10.0 7.9 D 47 A Ti 4WD $66,390 V6 3.5 202 340 C 2119 9.0 10.1 91 57 A
GLX+ $43,490 L4TD 2.4 133 430 A6 1949 10.0 8.6 D 47 A Ti Hybrid 4WD $69,390 L4SH 2.5 188 330 C 2219 9.0 8.7 91 57 A
GLS $45,140 L4TD 2.4 133 430 M6 1994 10.0 7.9 D 47 A Y62 Patrol
V8’s grunt equalled by an insatiable thirst, while its massive footprint
GLS $47,640 L4TD 2.4 133 430 A6 2000 10.0 8.6 D 47 A makes the ageing Patrol seem too big in the city. Steering feels dead
GLS Premium $52,490 L4TD 2.4 133 430 A6 2041 10.0 8.6 D 47 A THE PICK: Ti-L for the extra spec, but be prepared for big petrol bills
Ti $72,880 V8 5.6 298 560 A7 2815 8.5 14.4 95 58 A
Nissan 5 years/unlimited Ti-L $89,880
Navara
V8 5.6 298 560 A7 2850 8.5 14.4 95 58 A

Coil-sprung rear end has been improved; twin-turbo engine strong, but
Leaf missing final ride and handling polish. Haggle hard if you must
One of the most affordable EVs in the country, the Leaf makes the THE PICK: ST-X for kit but D23 has never matched the previous D40
most sense due to large battery and range. Gains five-star safety, too
THE PICK: This – from a series that is now the bestselling EV in history SL $44,600 L4TD 2.3 120 403 M6 1923 10.0 6.5 D 53 A
$49,990 E 40 110 320 1R 1580 8.4 16.5 – 51 10/19 F SL $47,100 L4TD 2.3 140 450 A7 1928 10.0 7.0 D 53 A
370Z ST $47,450 L4TTD 2.3 140 450 M6 1862 10.0 6.3 D 53 A
Little has changed in its eleventeen years – the 370Z’s still a coarse, ST $49,950 L4TTD 2.3 140 450 A7 1865 10.0 6.8 D 53 A
hard, loud blast from the rear-drive coupe past. We like it. A lot. ST-X $52,750 L4TTD 2.3 140 450 M6 1917 10.0 6.3 D 53 A
THE PICK: Nismo manual – the additions really enhance it
ST-X $55,250 L4TTD 2.3 140 450 A7 1921 9.7 11.0 D 53 07/18 A
$50,490 V6 3.7 245 363 M6 1515 5.6 10.6 95 51 R
N-Trek $56,450 L4TTD 2.3 140 450 M6 1917 10.0 6.3 D 53 A
$52,490 V6 3.7 245 363 A7 1526 5.7 10.4 95 52 R
N-Trek $58,950 L4TTD 2.3 140 450 A7 1921 10.0 6.8 D 53 A
Roadster $61,490 V6 3.7 245 363 M6 1570 5.7 11.2 95 64 01/10 R
Roadster $63,490 V6 3.7 245 363 A7 1582 5.7 10.9 95 64 R
Nismo $61,990 V6 3.7 253 371 M6 1528 5.3 10.6 95 51 R

122 whichcar.com.au/wheels
 M I TS UB I S HI – RE NAU LT

YOUR COMPLETE NEW CAR BUYER’S GUIDE

WHAT IT ALL MEANS

PRICE: Recommended Retail Price at time of publication (* indicates driveaway)
ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged,
D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres
TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms
0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km
RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year
Peugeot 5 years/unlimited Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold

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Clearly the hilarious and fabulous GTi is the 208 you want, but the

Kerb
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Size

RON
three-pot turbo is also a charmer. The driving position is polarising
THE PICK: GTi marked the rebirth of Peugeot back in 2012... 911 991.2
Active $21,990 L3T 1.2 81 205 A6 1070 10.9 4.5 95 45 F 991.2 is sold out, but we are keeping the GT and Turbo models around
Allure $24,990 L3T 1.2 81 205 A6 1070 10.9 4.5 95 42 F so you can drool over those specs and fill your fantasy garage
THE PICK: Anything your fantasy budget can afford
GT-Line $26,990 L3T 1.2 81 205 A6 1070 11.0 4.5 95 43 03/16 F
GT3 $326,400 F6 4.0 368 460 M6 1488 4.3 15.9 98 - 03/19 R
GTi $29,990 L4T 1.6 153 300 M6 1160 6.5 8.8 95 47 12/18 F
GT3 $326,400 F6 4.0 368 460 D7 1505 3.4 12.7 98 - R
308
GT3 RS $416,500 F6 4.0 383 470 D7 1430 3.2 12.8 98 - 09/19 R
Blessed with terrific dynamics, particularly in the GTi, and handsome
style, the big surprise is how much fun the entry 1.2 triple can be Turbo $389,600 F6TT 3.8 397 710 D7 1595 3.0 9.1 98 - A
THE PICK: They’re all great but the GTi is special Turbo S $461,200 F6TT 3.8 427 750 D7 1600 2.9 9.1 98 - A
Active $26,990 L3T 1.2 96 230 A6 1150 10.2 5.0 95 50 01/17 F Turbo Cabriolet $411,100 F6TT 3.8 397 710 D7 1665 3.1 9.3 98 - A
Allure $31,990 L3T 1.2 96 230 A6 1150 10.2 5.1 95 50 F Turbo S Cabriolet $482,700 F6TT 3.8 427 750 D7 1670 3.0 9.3 98 - A
Allure HDi $35,990 L4TD 2.0 110 370 A6 1310 9.6 4.4 D 51 F GT2 RS $645,000 F6TT 3.8 515 750 D7 1470 2.8 11.8 98 - 04/19 R
GT $39,990 L4T 1.6 165 285 A8 1204 7.0 6.0 95 51 F Speedster $604,800 F6 4.0 375 470 M6 1350 4.0 13.8 98 - 07/19 R
GTi $45,990 L4T 1.6 200 330 M6 1205 6.0 6.0 95 52 04/18 F Panamera
508 Big and clever. Pornographically extruded Sport Turismo is brash but
French range-topper heralds a return to the practical, enjoyable and curiously covetable. All truly gorgeous inside, brilliant behind the wheel
stylish French mid-sizer. Two bodies share same spec level THE PICK: Any one but you’ll need to consult the extensive options list
THE PICK: Fastback is stylish, but you’ll really stand out with the wagon $214,800 V6T 3.0 243 450 D8 1815 5.5 7.6 98 57 R
Fastback $53,990 L4T 1.6 165 300 A8 1450 8.1 6.3 95 58 11/19 F 4 $224,800 V6T 3.0 243 450 D8 1850 5.3 7.8 98 57 A
Sportswagon $55,990 L4T 1.6 165 300 A8 1470 8.2 6.3 95 58 11/19 F 4 Sport Turismo $232,100 V6T 3.0 243 450 D8 1880 5.3 7.8 98 57 A
2008 4 E-Hybrid $248,500 V6TTH 2.9 340 700 D8 2170 4.6 2.5 98 57 A
With its terrific three-pot engine, supple ride and handling, this is a fun
package that only falls down when compared with a newer 3008
4E-HybridS’Turismo $255,800 V6TTH 2.9 340 700 D8 2200 4.6 2.5 98 57 A
THE PICK: Wait for all-new 2008 out hopefully by the end of 2020 4S $310,100 V6TT 2.9 324 550 D8 1870 4.2 8.2 98 57 A
Active $25,490 L3T 1.2 81 205 A6 1188 11.3 4.8 95 53 F 4S Sport Turismo $317,400 V6TT 2.9 324 550 D8 1900 4.2 8.2 98 57 A
Allure $29,490 L3T 1.2 81 205 A6 1188 11.1 8.4 95 53 05/17 F Turbo $384,100 V8TT 4.0 404 770 D8 1995 3.6 9.4 98 57 A
GT-Line $31,500 L3T 1.2 81 205 A6 1188 11.3 4.8 95 52 F TurboSportTurismo $390,300 V8TT 4.0 404 770 D8 2025 3.6 9.4 98 57 A
3008 Turbo S E-Hybrid $460,100 V8TTH 4.0 500 850 D8 2310 3.4 2.9 98 57 A
Built on excellent 308 underpinnings, this is a proper SUV and a Gallic Turbo S E-Hybrid ST $466,400 V8TTH 4.0 500 850 D8 2340 3.4 2.9 98 57 A
alternative to more common CX-5 fare. Plenty of cabin flair, too
THE PICK: From Allure up, premiumness can embarrass posh Germans Macan
Hot hatch meets SUV. Macan remains the class benchmark for
Active $37,490 L4T 1.6 121 240 A6 1371 9.3 9.2 95 48 09/18 F dynamics, but interior is still cramped compared to rivals
Allure $40,990 L4T 1.6 121 240 A6 1371 9.9 7.0 95 48 09/17 F THE PICK: Go Turbo for legitimate Porsche performance experience
GT-Line $44,990 L4T 1.6 121 240 A6 1371 9.9 7.0 95 49 13/17 F $81,800 L4T 2.0 185 370 D7 1795 6.7 8.9 95 63 A
GT $51,490 L4TD 2.0 133 400 A8 1433 8.9 5.0 D 49 F S $98,200 V6T 3.0 260 480 D7 1865 5.3 8.9 98 63 A
5008 Turbo $142,000 V6T 2.9 324 550 D7 1925 4.3 9.8 98 63 A
Brings French style and joie de drive to the mid-size SUV. Far better Cayenne
than previous gen, but 1.6T works hard loaded and ride still a bit firm The reason why Porsche is an SUV company with a side line in sports
THE PICK: GT-Line is the best value cars. Brilliantly executed, but no seven-seat option
Allure $44,490 L4T 1.6 121 240 A6 1473 10.5 7.0 95 52 F THE PICK: E-Hybrid is decent value given its tech (and performance)
GT-Line $48,490 L4T 1.6 121 240 A6 1473 10.0 7.0 95 53 04/18 F $116,600 V6T 3.0 250 450 A8 1985 6.2 9.0 95 63 A
GT $54,990 L4TD 2.0 133 400 A8 1575 9.5 7.7 D 54 09/18 F E-Hybrid $136,700 V6TH 3.0 340 700 A8 2295 5.0 3.4 95 63 07/19 A
S $156,200 V6TT 2.9 324 550 A8 2020 5.2 9.2 95 63 A
Porsche 3 years/unlimited Turbo $241,600 V8TT 4.0 404 770 A8 2175 4.1 11.7 95 63 A

718 Cayman Ram 3 years/100,000

Once invincible, now rivals are queuing up to take a pop. Turbo engines
lack musicality but that torque, that steering, those looks. Damn 1500
THE PICK: What can you afford?
Rides the middle ground between the regular dual-cab and oversized
$114,900 F4T 2.0 220 380 M6 1335 5.1 7.4 98 57 R 2500 models. Variants split by final-drive ratios
$117,132 F4T 2.0 220 380 D7 1365 4.7 10.4 98 57 08/19 R THE PICK: Depends what your towing needs are, we guess

S $145,100 F4T 2.5 257 420 M6 1355 4.6 8.1 98 57 R 3.21 $99,950 V8 5.6 291 556 A8 2650 - 9.9 95 58 A
S $150,090 F4T 2.5 257 420 D7 1385 4.3 10.6 98 57 05/17 R 3.92 $99,950 V8 5.6 291 556 A8 2650 - 12.2 95 58 A
GTS $172,700 F4T 2.5 269 420 M6 1375 4.6 9.0 98 58 R 2500
Torque, weight and towing ability are mind-boggling. Makes the Hilux
GTS $178,680 F4T 2.5 269 430 D7 1405 4.3 8.2 98 58 R and Ranger look and feel like kids’ toys. We miss out on next-gen model
718 Boxster THE PICK: The biggest caravan/boat/horse float you can throw at it
Entry-level 2.0-litre offers all you really need. Still a class act with $139,950 L6TD 6.7 276 1084 A6 3577 - 15.0 D - A
amazing poise but more mature 718 has lost some of its youthful zest
THE PICK: S really hits the spot for pace and return on investment
$117,700 F4T 2.0 220 380 M6 1335 5.1 7.4 98 61 R Renault 5 years/unlimited
$119,932 F4T 2.0 220 380 D7 1365 4.9 6.9 98 61 R
Zoe
S $147,900 F4T 2.5 257 420 M6 1355 4.6 8.1 98 61 R
Slow-to-charge urban appliance which feels low-rent inside, and is
S $152,890 F4T 2.5 257 420 D7 1385 4.4 7.3 98 61 06/16 R pitched at the price of a top-spec hot hatch. Tough sell, but a charmer
GTS $175,500 F4T 2.5 269 420 M6 1375 4.6 9.0 98 62 R THE PICK: Wait for coming redesign or consider a Nissan Leaf
GTS $181,480 F4T 2.5 269 430 D7 1405 4.3 8.2 98 62 R Life $47,490 E 40 68 220 1R 1480 14.5 15.8 - 53 F
911 992 Intens $49,490 E 40 68 220 1R 1480 13.5 15.8 - 53 F
The Porsche 992 911 is a triumph, and that’s just the S variant. Base Clio
Carrera now in Oz bringing down entry costs, but still rapidly quick Stylish and dynamic even in characterful base triple form. Renaultsport
THE PICK: Carrera 4S is the go, for now versions are ball-tearers. New model coming, bargains abound
Carrera $229,500 F6TT 3.0 283 450 D8 1505 4.2 9.6 98 - R THE PICK: Life or RS – so either end of the range spectrum, then
Carrera Cabriolet $251,000 F6TT 3.0 283 450 D8 1575 4.4 9.6 98 - R Life $16,990 L3T 0.9 66 135 M5 1019 12.1 7.3 95 43 08/19 F
Carrera S $265,000 F6TT 3.0 331 530 D8 1515 3.5 8.9 98 57 R Life $18,990 L4T 1.2 88 190 D6 1019 9.4 5.2 95 47 F
Carrera 4S $281,100 F6TT 3.0 331 530 D8 1565 3.4 12.7 98 57 08/19 A Zen $20,990 L4T 1.2 88 190 D6 1104 9.4 5.2 95 47 F

@wheelsaustralia 123
Data
bank

Fuelcons.

Resale %
Torque

weight
Engine

Power

tested
Trans.
SsangYong

0-100
Price

Issue

Drive
Kerb
type
7 years/unlimited

Size

RON
Intens $23,490 L4T 1.2 88 190 D6 1104 9.4 5.2 95 49 F

Fuelcons.

Resale %
Torque

weight
GT-Line $23,490 L4T 1.2 88 190 D6 1120 9.4 5.2 95 49 F

Engine

Power

tested
Trans.

0-100
Price

Issue

Drive
Kerb
type

Size

RON
RS200 Sport $30,990 L4T 1.6 147 260 D6 1218 7.0 9.3 95 51 12/18 F
Tivoli
RS200 Cup $32,490 L4T 1.6 147 260 D6 1218 6.7 6.3 95 51 F
Small, underdone and outdated before it even arrived in Oz. Look
Megane for the thoroughly facelifted version coming soon, then ignore it
Broad appeal with flair, from Zen wagon to warm GT and searing THE PICK: See MG SUVs
RS280 hot hatch, but cabin finish and refinement could step up EX $23,490* L4T 1.6 94 160 M6 1230 - 6.6 91 51 A
THE PICK: GT hits the sweet spot for everyday fun and ease
EX $25,490* L4T 1.6 94 160 A6 1300 - 7.2 91 51 A
Zen hatch $27,990 L4T 1.2 97 205 D7 1265 9.5 5.6 95 50 F
ELX $27,490* L4T 1.6 94 160 M6 1300 - 6.6 91 51 A
Zen sedan $28,490 L4T 1.2 97 205 D7 1321 9.7 6.1 95 50 F
ELX $29,990* L4TD 1.6 85 300 A6 1390 - 7.2 D 51 A
Zen wagon $29,990 L4T 1.2 97 205 D7 1337 9.7 6.2 95 50 F
Intens sedan $33,990 L4T 1.2 97 205 D7 1321 9.7 6.1 95 50 F Ultimate $33,990* L4TD 1.6 85 300 A6 1480 - 5.5 D 51 A
GT-Line hatch $32,990 L4T 1.2 97 205 D7 1265 10.3 5.6 95 51 F XLV ELX $31,990* L4TD 1.6 85 300 A6 - - 5.9 D 51 A
GT-Line wagon $33,990 L4T 1.2 97 205 D7 1337 - 5.6 95 51 F XLV Ultimate $34,990* L4TD 1.6 85 300 A6 - - 5.9 D 51 A
GT hatch $38,990 L4T 1.6 151 280 D7 1392 7.1 6.0 95 51 F Korando
Newest model for SsangYong as it tries to re-establish itelf in Oz.
GT wagon $39,990 L4T 1.6 151 280 D7 1430 7.3 6.0 98 51 F Diesel-only line-up could be limiting for certain buyers
RS 280 Sport $45,990 L4T 1.8 205 390 M6 1427 5.8 7.4 98 52 F THE PICK: Google Mazda CX-5 or Toyota RAV4
RS 280 Sport $50,490 L4T 1.8 205 390 D6 1450 5.8 7.5 98 53 F ELX LE $32,990* L4TD 1.6 100 324 A6 1506 - 5.5 D - F
RS 280 Cup $48,990 L4T 1.8 205 390 M6 1427 5.8 7.4 98 52 F Ultimate LE $39,990* L4TD 1.6 100 324 A6 1596 - 6.4 D - A
RS 280 Cup $51,990 L4T 1.8 205 390 D6 1450 5.8 7.5 98 53 F Rexton
Captur Surprisingly competent take on the 4x4 wagon. Handsome interior,
inoffensive exterior and keen pricing means they should shift a few
Sliding rear seat helps make this one of the roomy exceptions in the
THE PICK: Enjoy the effortless torque of the diesel
squeezy baby SUV class. Handsome replacement here mid-2020
THE PICK: The less you spend, the better, or wait until all-new Mk2 EX $39,990* L4T 2.0 165 350 A7 2010 - 10.4 91 53 F
Zen $21,990 L3T 0.9 66 135 M5 1134 13.0 5.2 95 45 F ELX $46,990* L4TD 2.2 133 420 A7 2230 - 8.3 D 53 A
Zen $24,990 L4T 1.3 110 84 9.22 5.4 95 46
250 D6 1284 F Ultimate $52,990* L4TD 2.2 133 420 A7 2230 - 8.3 D 53 A
Intens $28,990 L4T 1.3 110 250 D6 1284 11.1 5.4 95 15 Musso
For those wanting 1262 litres of cargo space on a budget, look no
further than XLV variants that add 310mm of length to the tray
KADJAR THE PICK: XLV for size queens but near-new Japanese ute a better bet
All-important Frenchie EX $30,490 L4TD 2.2 133 420 M6 - 10.0 8.2 D 46 A
EX $32,490 L4TD 2.2 133 420 A6 - 10.0 8.9 D 46 A
It’s vital that Renault’s Kadjar captures buyers if the brand wants to improve its sales.
sales ELX $35,990 L4TD 2.2 133 420 A6 - 10.0 8.9 D 46 A
The Nissan Qashqai rival shares the same underpinnings but uses a zesty 1.3 turbo Ultimate $39,990 L4TD 2.2 133 420 A6 - 10.0 8.9 D 46 A
engine. Priced competitively, the Kadjar isn’t as ‘out there’ in the styling department as ELX XLV $33,990* L4TD 2.2 133 420 M6 - 10.0 8.2 D 46 A
other Frenchies, which is a good thing. ELX LXV $35,990* L4TD 2.2 133 420 A6 - 10.0 8.9 D 46 A
Life $29,990 L4T 1.3 117 260 D7 1362 9.6 6.3 95 - F Ultimate XLV $39,990* L4TD 2.2 133 420 A6 - 10.0 8.9 D 46 A
Zen $32,990 L4T 1.3 117 260 D7 1362 9.6 6.3 95 - F Ultimate Plus XLV $43,990* L4TD 2.2 133 420 A6 - 10.0 8.9 D 46 A
Intens $37,990 L4T 1.3 117 260 D7 1362 9.6 6.3 95 - F
Koleos Skoda 5 years/unlimited
Space and appeal on face value, but there’s little dynamic depth or
polish here, or much in the way of French charm. Or residual value Fabia
THE PICK: Very un-Renault feel, so go for the related Kadjar instead
Packed with personality, practicality too if you’re wise enough to
Life $30,990 L4 2.5 126 226 C 1552 9.4 8.1 91 50 F choose a wagon, but feel outclassed by newer-gen VW Polo
Zen 4x2 $35,490 L4 2.5 126 226 C 1611 9.5 8.1 91 51 F THE PICK: 81TSI wagon a unique and likeable proposition
Intens $45,990 L4 2.5 126 226 C 1608 9.8 8.3 91 52 A 70TSI $16,890 L3T 1.0 70 160 M5 1043 10.6 4.5 95 46 F
Intens Diesel $47,490 L4TD 2.0 130 380 C - - 6.1 D 53 A 70TSI wagon $18,040 L3T 1.0 70 160 M5 1107 10.8 4.5 95 46 F
81TSI $19,890 L3T 1.0 81 200 D7 1097 9.8 4.7 95 47 F
81TSI wagon $21,040 L3T 1.0 81 200 D7 1161 9.9 4.7 95 47 F
Rolls-Royce 4 years/unlimited
81TSI Monte Carlo $23,990 L3T 1.0 81 200 D7 1097 10.5 4.7 95 48 05/18 F
Ghost 81TSI M’ Carlo wgn $25,140 L3T 1.0 81 200 D7 1087 9.4 4.7 95 48 F
Touches of BMW 7 Series tech do little to reduce the wonder of this Rapid Spaceback
majestic V12 monster. Suicide doors are a joy to use A sniff of old-school tech and a drab, budget interior only slightly spoil
THE PICK: Any will suffice, but Black Badge this clever rework of the Polo platform. A lot of car for the money
$595,000 V12TT 6.6 420 820 A8 2435 4.9 13.6 95 - 08/10 R THE PICK: Easy to like, but coming Scala will be a lot more modern
EWB $675,000 V12TT 6.6 420 820 A8 2525 5.0 14.4 95 - R 92TSI $23,990 L4T 1.4 92 200 D7 1210 9.4 6.0 95 41 F
Black Badge $695,000 V12TT 6.6 450 840 A8 2498 4.8 14.6 95 - R Octavia
Enormous luggage capacity, eager and efficient engines and value
Wraith for money make you wonder why you’d choose VW. Oh. Resale
Effortless power, presence and rarity, but massive dimensions and THE PICK: RS gains IRS, is quieter as well as more dynamic for it
2.4-tonne weight take the edge off dynamic credentials
THE PICK: The regular with a few bespoke ‘individualisms’ should do it 110TSI sedan $23,890 L4T 1.4 110 250 M6 1219 8.1 5.4 98 44 05/19 F
$645,000 V12TT 6.6 465 820 A8 2440 4.6 14.3 95 - R 110TSI wagon $25,390 L4T 1.4 110 250 M6 1251 8.2 5.2 98 44 F
Black Badge $745,000 V12TT 6.6 465 870 A8 2440 4.5 - 95 - R 110TSI sedan $26,390 L4T 1.4 110 250 D7 1234 8.1 6.4 98 44 F
Dawn 110TSI wagon $27,890 L4T 1.4 110 250 D7 1266 8.2 6.4 98 44 F
Feels like an actual land yacht, but less likely to sink. Vision challenging 110TSI Sport $30,390 L4T 1.4 110 250 D7 1234 8.3 6.4 98 44 F
with roof up, so just drive it on sunny days. A majestic land cruiser 110TSI Sport wagon $31,890 L4T 1.4 110 250 D7 1266 8.3 6.4 98 44 F
THE PICK: Our second-favourite type of dawn service
RS sedan $39,990 L4T 2.0 180 370 D7 1391 6.6 6.4 98 44 F
$749,000 V12TT 6.6 420 820 A8 2560 4.9 14.2 95 - R
RS245 sedan $45,490 L4T 2.0 180 370 D7 1391 6.6 6.4 98 44 F
Phantom
Go on, have some artworks installed in the dash, indulge yourself.
RS wagon $41, 490 L4T 2.0 180 370 D7 1458 6.6 6.4 98 44 F
You’ve obviously got too much money. Twin-turbo V12 a highlight RS245 wagon $46,990 L4T 2.0 180 370 D7 1462 6.6 6.4 98 44 F
THE PICK: Eww... don’t even get caught dead in the boggo model Superb
$950,000 V12TT 6.5 420 900 A8 2560 5.3 13.9 95 - R Not quite as poised as a Passat but Superb has more personality,
EWB $1,100,000 V12TT 6.5 420 900 A8 2610 5.4 13.9 95 - R impressive space and quality feel. Facelifted model arriving soon
THE PICK: Spend the least amount to justify this over superior Passat
Cullinan
Luxury has reached a new level. May seem expensive, but it’s cheaper
162TSI $40,690 L4T 2.0 162 350 D6 1463 6.6 6.4 95 39 09/16 F
than a helicopter. But whatever you do, just don’t call it an SUV 162TSI wagon $42,390 L4T 2.0 162 350 D6 1490 7.1 6.4 95 39 F
THE PICK: The one with the darkest possible window tinting
$685,000 V12TT 6.6 420 850 A8 2660 5.2 15.0 95 - A

124 whichcar.com.au/wheels
 R E NAULT – T ES LA

YOUR COMPLETE NEW CAR BUYER’S GUIDE

WHAT IT ALL MEANS

PRICE: Recommended Retail Price at time of publication (* indicates driveaway)
ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged,
D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres
TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms
0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km

Fuelcons.

Resale %
Torque

weight
Engine

Power

tested
Trans.
RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year

0-100
Price

Issue

Drive
Kerb
type

Size

RON
Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold
140TDI $44,690 L4TD 2.0 140 400 D6 1513 7.7 4.8 D 39 05/16 F
140TDI wagon $46,390 L4TD 2.0 140 400 D6 1540 7.8 4.8 D 39 F
206TSI 4x4 $51,790 L4T 2.0 206 350 D6 1573 5.8 7.3 95 40 A
206TSI 4x4 wagon $53,490 L4T 2.0 206 350 D6 1600 5.8 7.3 95 40 05/16 A

Fuelcons.

Resale %
Torque

weight
Engine

Power

tested
Trans.

0-100
Price

Issue

Drive
Kerb
type

Size
Sportline $56,790 L4T 2.0 206 350 D6 1600 5.4 7.3 95 41 03/18 A

RON
Sportline wagon $58,490 L4T 2.0 206 350 D6 1600 5.8 7.3 95 41 A BRZ
Karoq Toyota 86 co-development boasts the same slick steering, fine RWD
Less quirky-cool than the Yeti it replaces, the Karoq still tempts on balance and powertrain, but with a dab less oversteer, more exclusivity
price and has plenty of handy features, space and efficiency on its side THE PICK: tS for the upgrades, base for value, Premium if undecided
THE PICK: 110TSI manual, if you don’t have to face awful traffic $34,990 F4 2.0 147 205 M6 1282 7.8 9.0 95 50 05/17 R
110TSI $29,990 L4T 1.5 110 250 M6 1303 8.4 5.7 95 46 F $36,280 F4 2.0 147 205 A6 1304 8.2 7.1 95 51 R
110TSI $32,290 L4T 1.5 110 250 D7 1318 9.5 9.6 95 46 09/18 F Premium $35,790 F4 2.0 147 205 M6 1282 7.6 7.8 95 51 R
Kodiaq Premium $37,790 F4 2.0 147 205 A6 1304 8.2 7.1 95 51 R
Skoda wins the space race again, with plenty of comfort, as well as tS $40,194 F4 2.0 147 205 M6 1295 7.6 7.8 95 51 R
surprise and delightful features, but value equation appeals the most
THE PICK: The best Skoda on sale in Australia. We like the petrol Sportline tS $42,194 F4 2.0 147 205 A6 1317 8.2 7.1 95 51 R
132TSI 4x4 $42,990 L4T 2.0 132 320 D7 1677 8.8 7.6 95 54 A Forester
132TSI 4x4 Sportline $46,990 L4T 2.0 132 320 D7 1677 8.2 7.6 95 54 A Space, refinement, value, practicality and driver appeal, with decent
flat-four and CVT combo. Still looks a little boxy, no bad thing to some
140TDI 4x4 $48,990 L4TD 2.0 140 400 D7 1761 8.6 5.9 D 55 A THE PICK: 2.5i incredibly complete and one of the best buys out there
140TDI 4x4 Sportline $52,990 L4TD 2.0 140 400 D7 1761 8.5 9.7 D 55 08/18 A 2.5i $33,490 F4 2.5 136 239 C 1563 9.1 7.4 91 55 A
2.5i-L $35,490 F4 2.5 136 239 C 1565 9.1 7.4 91 55 A
Subaru 5 years/unlimited 2.5i- Premium
2.5i-S
$38,490
$41,490
F4
F4
2.5
2.5
136
136
239
239
C
C
1586
1617
9.1
9.2
7.4
10.1
91
91
55
55 06/19
A
A
Impreza
Interior, refinement, ride and handling all polished, but the flat-four is
light-on for grunt and base 2.0i misses out on safety kit. Nearly there
Suzuki 5 years/unlimited
THE PICK: Not the base. Subaru, please give Impreza more grunt! Swift
2.0i sedan $22,690 F4 2.0 115 196 C 1386 10.1 6.6 91 54 A Appealing and effervescent tot. Interior well equipped, if a little
2.0i hatch $22,890 F4 2.0 115 196 C 1399 10.1 6.6 91 54 A chintzy. Sport well worth the added outlay. You can thank us later
THE PICK: GL manual or Sport manual – both represent great fun
2.0i-L sedan $24,790 F4 2.0 115 196 C 1409 10.1 6.6 91 54 A
GL Navigator $16,990 L4 1.2 66 120 M5 870 10.8 6.5 91 55 08/19 F
2.0i-L hatch $24,990 F4 2.0 115 196 C 1421 10.1 6.6 91 54 A
GL Navigator $17,990 L4 1.2 66 120 C 900 - 4.8 91 44 F
2.0i Premium sedan $26,590 F4 2.0 115 196 C 1409 10.1 6.6 91 54 A
GL Navigator safety $18,990 L4 1.2 66 120 C 900 - 4.8 91 47 F
2.0i Premium hatch $26,790 F4 2.0 115 196 C 1421 10.1 6.6 91 54 A
GLX Turbo $22,990 L3T 1.0 82 160 A6 915 10.2 5.1 91 55 05/18 F
2.0i-S sedan $29,540 F4 2.0 115 196 C 1433 10.1 7.2 91 54 A
Sport $25,490 L4T 1.4 103 230 M6 970 7.6 8.1 95 55 12/18 F
2.0i-S hatch $29,740 F4 2.0 115 196 C 1438 10.1 7.2 91 54 A
Sport $27,490 L4T 1.4 103 230 A6 990 - 6.1 95 55 F
XV
Baleno
Impreza in Lycra comes in cool colours, brings more ground clearance,
but also a bit less chassis polish and ride comfort than its sibling Doesn’t offer too much to convince us that a Swift isn’t a wiser pick.
THE PICK: Premium or S for superior cabin presentation Better than you’d think but that’s not saying much. A triumph in space
THE PICK: Get the GLX while you can, because turbo’s about to vanish
2.0i $28,280 F4 2.0 115 196 C 1422 10.7 7.0 91 52 A
GL $15,990 L4 1.4 68 130 M5 895 - 5.1 91 45 F
2.0i-L $30,640 F4 2.0 115 196 C 1434 9.7 7.0 91 52 09/19 A
GL $16,990 L4 1.4 68 130 A4 915 - 5.4 91 44 F
2.0i Premium $32,440 F4 2.0 115 196 C 1434 10.7 7.0 91 54 A
GLX $18,990 L3T 1.0 82 160 A6 935 - 5.2 91 46 F
2.0i-S $35,540 F4 2.0 115 196 C 1445 10.7 7.0 91 54 A S-Cross
WRX Cut-down range seems to have only delivered Australia the S-Cross
Iconic Rex brings pace, traction, handling, practicality and value as cast-offs. No AWD, no manual = no interest, though turbo is a flyer
ever, but it’s a bit rough round the edges compared with Euro rivals THE PICK: Easy. Go Vitara Turbo instead
THE PICK: Base WRX still represents outstanding-value engineering Turbo $27,990 L4T 1.4 103 220 A6 1170 8.5 7.8 95 46 05/17 F
$39,340 F4T 2.0 197 350 M6 1469 6.0 9.2 95 55 A Turbo Prestige $29,490 L4T 1.4 103 220 A6 1170 - 5.9 95 46 F
$42,340 F4T 2.0 197 350 C 1527 6.3 8.6 95 55 08/14 A Jimny
Premium $45,740 F4T 2.0 197 350 M6 1504 6.0 9.2 95 55 04/18 A Pint-size off-roader can’t be stopped by terrain, though you’ll risk your
Premium $48,940 F4T 2.0 197 350 C 1562 6.3 8.6 95 55 A sanity on prolonged highway stints. We’re talking 20th-century tech
THE PICK: Farmers, 4x4 drivers need only apply
STi $50,990 F4T 2.5 221 407 M6 1525 4.9 10.4 98 66 04/18 A
$23,990 L4 1.5 75 130 M5 1075 - 6.4 91 52 A
STi Premium $55,740 F4T 2.5 221 407 M6 1537 5.3 10.4 98 67 09/14 A
$25,990 L4 1.5 75 130 A4 1090 - 6.9 91 52 A
STI spec. R $57,790 F4T 2.5 221 407 M6 1537 4.9 10.4 98 67 A
Ignis
Liberty
Delightful baby SUV marred by the lack of a 1.0-litre turbo triple.
Sensible Subie looks and feels classy and is a solid drive, but it falls Pricing is sharp, steering, ride less so. A hit-and-miss affair, then
short of the nameplate’s historical dynamic appeal and refinement THE PICK: GL manual or – much better still – any Swift
THE PICK: Soon to die, so we’d wait for coming Outback redesign
GL $15,990 L4 1.2 66 120 M5 820 - 4.7 91 44 F
2.5i $30,240 F4 2.5 129 235 C 1542 9.6 7.3 91 55 03/15 A
GL $16,990 L4 1.2 66 120 C 865 - 4.9 91 45 08/17 F
2.5i Premium $36,640 F4 2.5 129 235 C 1568 9.2 7.3 91 57 09/16 A
GLX $18,990 L4 1.2 66 120 C 865 - 4.9 91 45 F
3.6R Premium $43,140 F6 3.6 191 350 C 1645 7.3 9.9 91 57 02/15 A
Vitara
Outback
Well packaged, but ageing. Facelift has improved interior quality, but
Liberty wagon appeal and practicality with a light off-roading slant, the we’d still avoid the base atmo engine if you drive over hilly terrain
Outback is a better bet than its sedan sibling in every spec THE PICK: Turbo AWD, thanks to that pearler blown 1.4L gem
THE PICK: Spend as little as possible as all-new one just around corner
$22,490 L4 1.6 86 156 M5 1075 - 5.8 91 49 02/16 F
2.5i $36,240 F4 2.5 129 235 C 1597 10.2 7.3 91 54 03/15 A
$24,490 L4 1.6 86 156 A6 1120 - 6.0 91 50 02/16 F
2.5i Premium $42,640 F4 2.5 129 235 C 1628 10.2 7.3 91 55 A
Turbo $29,990 L4T 1.4 103 220 A6 1160 - 5.9 95 50 F
2.0D $38,740 F4TD 2.0 110 350 C 1685 9.9 6.3 D 55 A
Turbo AWD $33,990 L4T 1.4 103 220 A6 1235 8.3 6.2 95 52 08/16 A
2.0D Premium $45,640 F4TD 2.0 110 350 C 1724 9.9 6.3 D 56 07/15 A
3.6R Premium $49,140 F6 3.6 191 350 C 1702 7.6 9.9 91 56 02/15 A
Levorg Tesla 4 years/80,000km
Levorg seems to have it all – sharp price (in low grades), practical
wagon body and turbo boxer pace. But CVT and dull dynamics Model 3
THE PICK: Previous Impreza wagon in disguise, so go sub-WRX GT-S Finally in Australia, the Model 3 promises to change the EV game.
1.6 GT $36,090 F4T 1.6 125 250 C 1579 8.9 7.4 95 57 A Prices aren’t as cheap as touted, but stil competitive
THE PICK: Performance promises to be a real M3/C63 rival for cheap
1.6 GT Premium $42,990 F4T 1.6 125 250 C 1620 8.9 7.4 95 57 A
Standard Plus $66,000 E 50 211 375 R1 1611 5.6 12.0 - 57 R
2.0 GT-S $49,240 F4T 2.0 197 350 C 1631 6.6 8.7 95 58 A
Long Range $85,000 E 75 307 510 R1 1847 4.6 13.2 - 57 A
2.0 STI Sport $52,090 F4T 2.0 197 350 C 1631 6.6 8.7 95 58 A
Performance $91,200 E 75 353 639 R1 1847 3.4 18.0 - 58 10/19 A
@wheelsaustralia 125
Data
bank

Fuelcons.

Fuelcons.
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Torque
weight

weight
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Engine
Power

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tested
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RON

RON
Model S 86
Surprisingly exciting to drive, much-lauded game-changer with Pure rear-drive dynamics, superb steering and a taste for oversteer.
mega-tablet centre stack. Tesla’s charging network a major asset Go the manual for involvement (and the full 152kW)
THE PICK: Go for all the bells and whistles, but any S feels special THE PICK: GTS manual will bring a ray of sunshine to your life
Standard Range $112,800 E 75 245 659 R1 2090 4.2 17.5 - 55 A GT $31,440 F4 2.0 152 212 M6 1234 7.4 8.4 95 60 R
Long Range $128,200 E 100 311 660 R1 2200 3.8 18.1 - 55 A GT $33,740 F4 2.0 147 205 A6 1257 8.2 7.1 95 60 R
Performance $137,700 E 100 451 931 R1 2250 3.2 19.8 - 55 A GTS $36,640 F4 2.0 152 212 M6 1252 7.4 8.4 95 61 R
Perf w/ Ludicrous $147,000 E 100 451 931 R1 2250 2.6 19.8 - 55 A GTS $38,940 F4 2.0 147 205 A6 1272 8.2 7.1 95 51 R
Model X Supra
Falcon Wing doors an expensive gimmick, but the ungainly Model X is Enright says the reborn Supra is “a friendlier, more pleasant thing to
always an event. More real-world utility than you might expect pedal than the M2”. Just don’t call it a BMW
THE PICK: Aim high, especially after X’s star turn in The Handmaid’s Tale THE PICK: Limited availability means whatever you can get a hold of
Standard Range $119,600 E 75 245 659 R1 2330 4.8 20.4 - 61 A GT $84,900 L6T 3.0 250 500 A8 1495 4.4 7.7 91 67 R
Long Range $135,000 E 100 311 660 R1 2459 4.6 20.7 - 63 A GTS $94,900 L6T 3.0 250 500 A8 1495 4.6 14.4 91 67 11/19 R
Performance $144,200 E 100 451 931 R1 2509 3.6 22.4 - 63 A C-HR
Perf w/ Ludicrous $152,700 E 100 451 931 R1 2509 2.9 22.4 - 63 13/18 A Bold design with capable dynamics and solid equipment make this a
fine small SUV but 1.2 turbo feeble and it’s claustrophobic in the back
THE PICK: Koba for all the kit but we’d wait for incoming facelift
Toyota 5 years/unlimited km $26,990
$28,990
L4T
L4T
1.2
1.2
85
85
185
185
M6
C
1375
1385
-
11.3
6.3
6.4
95
95
52 F
52 02/18 F
Yaris $30,990 L4T 1.2 85 185 C 1460 - 6.5 95 52 F
Embarrassingly dated, with reliability and low ownership cost the only Koba $33,290 L4T 1.2 85 185 C 1385 10.9 8.0 95 54 05/17 F
virtues. Comparatively slow, thirsty, uncomfortable and noisy. Forget it
THE PICK: Mazda 2 and Suzuki Swift light-years ahead Koba $35,290 L4T 1.2 85 185 C 1460 - 6.5 95 54 F
Ascent $15,390 L4 1.3 63 120 M5 1025 - 5.8 91 53 F RAV4
RAV4 Mk4 switches to TNGA tech, now may be most improved model
Ascent $16,920 L4 1.3 63 120 A4 1035 13.7 6.4 91 55 03/15 F of the year with newfound handling, ride, refinement. Big space too
SX $18,080 L4 1.5 80 141 M5 1045 - 5.9 91 56 F THE PICK: Cruiser Hybrid AWD offers intriguing engineering solutions
SX $19,610 L4 1.5 80 141 A4 1055 - 6.4 91 55 F GX 2.0 FWD $30,640 L4 2.0 127 207 M6 1515 9.8 6.8 91 50 F
ZR $22,670 L4 1.5 80 141 A4 1055 - 6.4 91 57 F GX 2.0 FWD $32,640 L4 2.0 127 207 C 1515 9.6 6.5 91 51 12/19 F
Prius C GX 2.5 FWD $35,140 L4H 2.5 155 221 C 1650 7.9 4.7 91 51 F
Overlook the cheapo feel and dull dynamics and it’s an economical GX 2.5 AWD $38,140 L4H 2.5 155 221 C 1705 8.0 4.8 91 51 A
non-diesel supermini. Low expectations: the secret to a happy life
THE PICK: But there’s more to life than this, so go Corolla hybrid instead GXL 2.0 FWD $35,640 L4 2.0 127 203 C 1545 9.6 6.5 91 52 07/19 F
$24,040 L4H 1.5 74 169 C 1120 - 3.9 91 57 F GXL 2.5 FWD $38,140 L4H 2.5 155 221 C 1650 7.9 4.7 91 52 F
i-Tech $26,540 L4H 1.5 74 169 C 1140 - 3.9 91 58 F GXL 2.5 AWD $41,140 L4H 2.5 155 221 C 1705 8.0 4.8 91 52 A
Corolla Sedan Cruiser 2.0 FWD $39,140 L4 2.0 127 207 C 1515 9.6 6.5 91 52 F
Corolla sedan soldiers on alongside the night-and-day-better new Cruiser 2.5 FWD $41,640 L4H 2.5 155 221 C 1650 7.9 4.7 91 53 F
hatch. Plenty of space for your buck, but wait for the new one Cruiser 2.5 AWD $44,640 L4H 2.5 155 221 C 1705 8.0 8.7 91 53 06/19 A
THE PICK: 2020 Corolla sedan, current Corolla hatch or Mazda 3
Edge 2.5 AWD $47,140 L4H 2.5 155 221 C 1645 7.9 4.8 91 54 A
Ascent $21,240 L4 1.8 103 173 M6 1260 - 6.8 91 48 F
Kluger
Ascent $23,490 L4 1.8 103 173 C 1280 - 6.4 91 47 F
Strong (if thirsty) engine, practicality, space and standard seven seats
SX $23,820 L4 1.8 103 173 M6 1280 - 6.8 91 49 F appeal. Now is time to drive a hard bargain, as new model coming
SX $26,070 L4 1.8 103 173 C 1285 - 6.4 91 45 F THE PICK: Not bad but we’d wait for 2020 redesign or go a Mazda CX-9
ZR $31,920 L4 1.8 103 173 C 1295 - 6.4 91 50 F GX $44,500 V6 3.5 218 350 A8 1980 8.1 9.1 91 54 F
Corolla Hatch GX $48,500 V6 3.5 218 350 A8 2045 8.5 9.5 91 55 A
New-gen platform serves up a Corolla that rides and handles! Safety GXL $54,950 V6 3.5 218 350 A8 1980 8.1 9.1 91 55 F
kit and ZR-spec cabin class are pluses, but boot is outrageously small GXL $58,950 V6 3.5 218 350 A8 2045 8.5 9.5 91 56 A
THE PICK: They’re all good, though hybrids are surprisingly slow
Grande $65,519 V6 3.5 218 350 A8 2025 8.1 9.3 91 56 F
Ascent Sport $22,870 L4 2.0 125 200 M6 1320 9.2 6.3 91 46 F
Grande $69,246 V6 3.5 218 350 A8 2100 8.0 8.5 91 57 12/18 A
Ascent Sport $24,370 L4 2.0 125 200 C 1340 8.9 6.0 91 48 12/18 F
Fortuner
Ascent Sport hybrid $25,870 L4H 1.8 90 142 C 1360 10.0 4.2 91 49 F
All the rugged, off-roading strengths of its Hilux basis, as well as the
SX $26,870 L4 2.0 125 200 C 1360 9.2 6.0 91 47 F vague steering, choppy ride and sluggish six-speed auto. Way off pace
SX Hybrid $28,370 L4H 1.8 90 142 C 1360 10.0 4.2 91 50 F THE PICK: Ford Everest – at least that’s engineered for Australia
ZR $30,370 L4 2.0 125 200 C 1360 9.6 6.0 91 50 05/19 F GX $44,590 L4TD 2.8 130 450 A6 2110 - 8.6 D 60 A
ZR Hybrid $31,870 L4H 1.8 90 142 C 1360 10.0 4.2 91 50 F GXL $49,490 L4TD 2.8 130 450 A6 2105 - 8.6 D 60 A
Camry Crusader $56,990 L4TD 2.8 130 450 A6 2135 - 8.6 D 61 A
Dynamics and looks join performance, value and dependability in a Prado
Japanese-built Camry that’s at its best in Ascent Hybrid or SL form Genuine off-road ability, turbo-diesel torque and Toyota dependability...
THE PICK: Avoid V6, which is swift and smooth but nose-heavy yep, there’s plenty to like about Prado, just not on the school run
Ascent $27,790 L4 2.5 133 231 A6 1490 - 7.8 91 43 F THE PICK: GXL brings extra kit but hose-down GX base appeals
Ascent Sport $30,090 L4 2.5 133 231 A6 1505 - 7.8 91 44 13/17 F GX $53,490 L4TD 2.8 130 420 M6 2230 - 7.9 D 61 A
Ascent Hybrid $30,090 L4H 2.5 160 423 C 1580 - 4.2 91 44 13/17 F GX $56,490 L4TD 2.8 130 450 A6 2240 - 8.0 D 61 A
Asc. Sport Hybrid $32,090 L4H 2.5 160 423 C 1580 - 4.2 91 44 F GXL $59,990 L4TD 2.8 130 420 M6 2315 - 7.9 D 61 A
SX $33,390 L4 2.5 135 235 A6 1530 - 8.3 91 44 13/17 F GXL $62,990 L4TD 2.8 130 450 A6 2325 - 8.0 D 61 A
SX V6 $37,390 V6 3.5 224 362 A8 1595 - 8.9 95 45 F VX $73,619 L4TD 2.8 130 450 A6 2385 - 8.0 D 61 A
SL $40,090 L4 2.5 151 270 A6 1560 - 8.3 91 45 F Kakadu $84,119 L4TD 2.8 130 450 A6 2455 - 8.0 D 61 A
SL Hybrid $41,090 L4H 2.5 160 423 C 1635 - 4.5 91 45 08/18 F LandCruiser 70
Huge bush-bashing capability and monster diesel V8 make this ’80s
SL V6 $44,090 V6 3.5 224 362 A8 1625 6.7 8.7 95 46 13/17 F survivor useful, but you’ve gotta get right outta town. A dated relic
Prius Hatch THE PICK: Awful to ride in, live with and drive back in civilisation
No longer dull – way better to drive, with expected frugality, surprising WorkMate $65,240 V8TD 4.5 151 430 M5 2295 - 10.7 D 58 A
cabin polish, and rear headroom compromised by aero teardrop profile
THE PICK: i-Tech for the added tech GXL $69,240 V8TD 4.5 151 430 M5 2295 - 10.7 D 69 A
$36,440 L4H 1.8 90 142 C 1375 - 3.4 91 48 07/12 F LandCruiser
Touring comfort and go-anywhere ability make pensioner ’Cruiser
i-Tech $43,900 L4H 1.8 90 142 C 1400 - 3.4 91 50 F great for the bush but a barge in the city. Surely a new one’s coming?
Prius V THE PICK: GLX diesel seems the right balance, but the 200’s getting on
V is all about maximum seating, minimum consumption and reliability, GX $77,890 V8TTD 4.5 200 650 A6 2635 - 9.5 D 61 A
not enjoyment, especially with such low outputs. Resale is very high
THE PICK: i-Tech has more desirable gear thrown in GXL $83,200 V8 4.6 227 439 A6 2585 - 13.4 91 61 A
$37,590 L4H 1.8 100 142 C 1505 - 4.4 91 55 F GXL $88,300 V8TTD 4.5 200 650 A6 2630 - 9.5 D 69 A
i-Tech $45,380 L4H 1.8 100 142 C 1570 - 4.4 91 57 F VX $93,410 V8 4.6 227 439 A6 2640 - 13.4 91 61 A

126 whichcar.com.au/wheels
 T E SLA – VO LVO

YOUR COMPLETE NEW CAR BUYER’S GUIDE

WHAT IT ALL MEANS

PRICE: Recommended Retail Price at time of publication (* indicates driveaway)
ENGINE TYPE: L = in-line, V = vee, F = flat. Number of cylinders. T = turbo, S = supercharged,
D = diesel, H = hybrid, E = electric SIZE: Litres POWER: Kilowatts TORQUE: Newton metres
TRANSMISSION: M = manual, A = automatic, D = dual-clutch, C = CVT WEIGHT: Kilograms
0-100: km/h acceleration in secs (Wheels tested figures in italics) FUEL CONS: Litres/100km

Fuelcons.

Resale %
Torque

weight
Engine

Power

tested
Trans.
RON: as numbered, D = diesel Resale: %, 3-year resale in Glass’s Issue tested: month/year

0-100
Price

Issue

Drive
Kerb
type

Size

RON
Drive: A = all-wheel, F = front, R = rear. All estimated figures listed in bold
VX $98,510 V8TTD 4.5 200 650 A6 2705 - 9.5 D 61 A
Sahara $114,830 V8 4.6 227 439 A6 2640 - 13.4 91 61 A
Sahara $119,930 V8TTD 4.5 200 650 A6 2705 - 9.5 D 61 A
Hilux

Fuelcons.

Resale %
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tested
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RON
Hilux popularity vexing since lack of engine performance, low
refinement, stiff ride and arm-roll interior tempers our enthusiasm
THE PICK: Ranger, Colorado, Triton... new Hilux can’t be far off surely Touareg
Workmate $43,990 L4TD 2.8 130 420 M6 2045 - 7.8 D 52 A VW’s large SUV moves upmarket in terms of luxury, but crucially
undercuts rivals on price. More affordable variants still incoming
Workmate $45,990 L4TD 2.8 130 450 A6 2045 - 8.6 D 54 A THE PICK: There’s just the one for now
SR $46,640 L4TD 2.8 130 420 M6 2080 - 8.1 D 55 A 190TDI Launch Ed $89,990 V6TD 3.0 190 600 A8 2086 6.5 7.4 D 58 03/19 A
SR $48,640 L4TD 2.8 130 450 A6 2080 11.2 10.9 D 56 07/18 A Amarok
SR5 $54,440 L4TD 2.8 130 420 M6 2075 - 7.7 D 56 A The thinking person’s dual-cab, with powerhouse V6 option, eight
ratios, constant AWD, and unmatched refinement in class
SR5 $56,440 L4TD 2.8 130 450 A6 2075 - 8.4 D 57 A THE PICK: Any V6TD will convert sceptics
Rugged $54,990 L4TD 2.8 130 420 M6 2238 - 7.8 D 57 A TDI400 Core $44,590 L4TD 2.0 132 400 M6 1873 10.5 8.0 D 54 A
Rugged $56,990 L4TD 2.8 130 450 A6 2238 - 8.5 D 57 A TDI420 Core $47,590 L4TD 2.0 132 420 A8 1873 10.5 8.4 D 54 A
Rugged X $61,690 L4TD 2.8 130 420 M6 2252 - 7.8 D 58 A TDI420 Core Plus $51,590 L4TD 2.0 132 420 A8 1978 10.5 8.4 D 54 A
Rugged X $63,690 L4TD 2.8 130 450 A6 2252 - 8.5 D 58 A TDI550 Core $52,590 V6TD 3.0 165 550 A8 2091 7.9 9.0 D 54 A
Rogue $61,690 L4TD 2.8 130 450 A6 2174 - 8.4 D 58 A Sportline 550 $56,590 V6TD 3.0 165 550 A8 2078 7.9 11.2 D 54 07/18 A
Highline 550 $61,090 V6TD 3.0 165 550 A8 2169 7.9 9.0 D 54 A
Ultimate 580 $72,790 V6TD 3.0 190 580 A8 2196 8.9 D 54 A
Volkswagen 5 years/unlimited 7.9

Polo Volvo 3 years/unlimited

Biggest-ever hatch scores with sweet and thrusty three-pot turbos
and superb dynamics but base is barren inside and DSG hates hills S60
THE PICK: Manuals are lovelier, or stretch to the excellent GTI
A true sleeper, particularly in T8 form, the S60 is Sweden’s suave
70TSI Trendline $18,790 L3T 1.0 70 175 M5 1111 10.8 4.8 95 47 F C-Class and 3 Series rival, packing some serious hybrid heat
70TSI Trendline $21,290 L3T 1.0 70 175 D7 1147 10.8 5.0 95 46 F THE PICK: Hybrid if you can stretch to it
85TSI Comfortline $20,290 L3T 1.0 85 200 M6 1116 9.5 5.1 95 47 F T5 Momentum $54,990 L4T 2.0 187 350 A8 1767 6.4 6.6 95 49 A
85TSI Comfortline $22,790 L3T 1.0 85 200 D7 1152 9.5 5.0 95 46 F T5 Inscription $60,990 L4T 2.0 187 350 A8 1767 6.4 6.6 95 49 A
Style $24,990 L3T 1.0 85 200 D7 1152 9.5 5.0 95 47 F T5 R-Design $64,990 L4T 2.0 192 400 A8 1767 6.3 6.6 95 50 11/19 A
GTI $31,990 L4T 2.0 147 320 D7 1285 6.4 9.0 95 56 12/18 F T8 R-Design $85,990 L4STH 2.0 311 670 A8 2006 4.3 2.1 95 50 A
Golf V60
The R finally steps out of the GTI’s shadow, but the news is all good The Volvo for the discerning enthusiast, with size and practicality
across the range. Mk8 is waiting in the wings, expected to arrive 2020 of a wagon, and driving dynamics of a sedan
THE PICK: No losers here but 110 Trendline especially good value THE PICK: S60 in wagon drag most impressive as a hybrid, so T8
110TSI Trendline $25,290 L4T 1.4 110 250 D7 1233 9.1 5.1 95 58 F T5 Momentum $56,990 L4T 2.0 187 350 A8 1797 6.5 6.6 95 49 A
110 T’line Wagon $29,290 L4T 1.4 110 250 D7 1312 9.5 5.2 95 58 F T5 Inscription $62,990 L4T 2.0 187 350 A8 1797 6.5 6.6 95 50 A
110TSI Comfortline $30,190 L4T 1.4 110 250 D7 1233 9.1 5.1 95 58 F T5 R-Design $66,990 L4T 2.0 192 400 A8 1797 6.4 6.6 95 50 A
110TSI C’line Wagon $31,690 L4T 1.4 110 250 D7 1312 9.5 5.2 95 58 F T8 R-Design $87,990 L4STH 2.0 311 670 A8 2036 4.5 2.1 95 50 A
110TSI Highline $36,490 L4T 1.4 110 250 D7 1233 8.3 8.2 95 58 05/19 F
V90
110TSI H’line Wagon $37,990 L4T 1.4 110 250 D7 1312 9.5 5.2 95 58 F Stands comparison with the very best of Volvo’s wagon back
132TSI Alltrack $35,750 L4T 1.8 132 280 D6 1491 7.8 6.8 95 58 A catalogue. Choose the smallest wheels and air suspension, though
132TSI Alltrack Prm $39,990 L4T 1.8 132 280 D6 1491 7.8 6.8 95 58 A THE PICK: We’d go for the hybrid if a T8 were available

GTI $46,190 L4T 2.0 180 370 D7 1326 6.4 6.6 95 58 F D5 Cross Country $101,400 L4TTD 2.0 173 480 A8 1894 7.5 5.7 D - A
R $57,190 L4T 2.0 213 380 D7 1495 5.0 6.9 95 61 A XC40
R Wagon $59,190 L4T 2.0 213 380 D7 1476 5.2 7.1 95 62 A 2019 COTY punches a long way above its small-SUV class. Peppy T5
feels like a hot hatch on stilts. Lovely, though ride can be a tad stiff
Passat THE PICK: T5 R-Design – but don’t forget to include adaptive dampers
Volkswagen’s quiet achiever just goes from strength to strength. T4 Momentum $46,990 L4T 2.0 140 300 A8 1631 8.4 8.8 95 56 F
Needs a version with more grunt to round out the range
THE PICK: 132TSI Comfortline wagon better than most SUVs T4 Inscription $51,990 L4T 2.0 140 300 A8 1705 8.5 8.8 95 56 A
132TSI $36,790 L4T 1.8 132 250 D7 1450 7.9 6.0 95 48 F T5 R-Design $56,990 L4T 2.0 185 350 A8 1710 7.2 7.7 95 57 07/18 A
132TSI wagon $38,790 L4T 1.8 132 250 D7 1483 8.1 6.0 95 48 02/16 F XC60
132TSI Comfortline $42,790 L4T 1.8 132 250 D7 1450 7.7 6.0 95 49 09/16 F 2018 COTY a deserving winner, with a breadth of abilities clothed in a
handsomely presented, spacious and ultra-comfy body. Swedes rule!
132TSI C’line wagon $44,790 L4T 1.8 132 250 D7 1483 8.1 6.0 95 49 F THE PICK: T8 is a compelling combo of punch and frugality
206TSI R-line wagon $61,290 L4T 2.0 206 350 D6 1639 5.7 7.4 95 51 A D4 Momentum $62,990 L4TD 2.0 140 400 A8 1865 8.4 5.4 D 60 A
140TDI Alltrack $51,290 L4TD 2.0 140 400 D6 1671 8.0 5.4 D 50 A T5 Momentum $64,990 L4T 2.0 187 350 A8 1857 6.8 7.8 95 56 A
Wolfsburg Alltrack $54,990 L4TD 2.0 140 400 D6 1671 8.0 5.4 D 50 A D4 Inscription $69,990 L4TD 2.0 140 400 A8 1865 8.4 5.4 S 61 A
Arteon T5 Inscription $71,990 L4T 2.0 187 350 A8 1857 6.8 7.8 95 63 A
Cracking styling, mighty front-end, AWD traction and great damping. D5 R-Design $76,990 L4TTD 2.0 177 500 A8 1918 7.6 10.5 D 63 10/18 A
Left Stinger GT and VF SS-V for dead in twisties; hugely kitted cabin
THE PICK: We suspect Australia receives the best Arteon made T6 R-Design $78,990 L4ST 2.0 246 440 A8 1911 5.8 8.0 95 63 A
206TSI R-Line $67,490 L4T 2.0 206 350 D6 1716 5.4 10.1 95 46 12/17 A T8 Polestar $99,990 L4STH 2.0 311 670 A8 2105 5.2 2.1 95 - A
Tiguan XC90
Tiguan now more spacious but too sober in lower-line versions, is The seven-seat XC90 offers a gentle, considered take on the premium
getting pricey and tempered by a hard ride without adaptive dampers large SUV. As with XC60, optional air springs are a must
THE PICK: 132TSI Comfortline with a few luxury options THE PICK: Again, go T8, but all models present a compelling case
110TSI Trendline $34,150 L4T 1.4 110 250 D6 1500 9.5 6.6 95 58 F D5 Momentum $94,990 L4TTD 2.0 173 480 A8 1970 7.8 5.9 D 63 A
110TSI Comfortline $38,650 L4T 1.4 110 250 D6 1500 9.5 6.6 95 58 F T6 Momentum $96,990 L4ST 2.0 235 400 A8 1965 6.5 8.5 95 63 A
132TSI Comfortline $43,150 L4T 2.0 132 320 D7 1600 7.9 8.5 95 58 11/18 A D5 Inscription $100,990 L4TTD 2.0 173 480 A8 1970 7.8 5.9 D 63 A
162TSI Highline $50,150 L4T 2.0 162 350 D7 1637 6.6 10.7 95 58 06/19 A D5 R-Design $102,990 L4TTD 2.0 177 500 A8 1970 7.7 5.9 D 63 09/19 A
162TSI Wolfsburg $55,490 L4T 2.0 162 350 D7 - 6.5 8.1 95 58 A T6 Inscription $102,990 L4ST 2.0 235 400 A8 1965 6.5 8.5 95 63 A
Tiguan Allspace T6 R-Design $104,990 L4ST 2.0 246 440 A8 1965 6.4 8.5 95 63 A
Big boot, small third row in stretched Tiguan seven-seater, the T8 R-Design $129,990 L4STH 2.0 311 680 A8 2296 5.5 2.1 95 63 A
Mexican-made Allspace is overshadowed by related Skoda Kodiaq
THE PICK: 132TSI AWD
132TSI Comfortline $45,490 L4T 2.0 132 320 S7 1735 8.2 7.9 95 58 A
162TSI Highline $52,990 L4T 2.0 162 350 S7 1769 6.8 8.3 95 58 A

@wheelsaustralia 127
 RETRO SERIES




MERCEDES-BENZ

W O R D S MI C H A E L S TA HL

The light fantastic

ICONIC COUPE HAD MORE POWER AND SPEED THAN THE LE MANS CAR THAT INSPIRED IT
THE FASTEST and most technologically advanced road car in
the mid-1950s? Probably some Ferrari, maybe a Maserati – or
perhaps even a Jaguar, given its Le Mans successes?
The automotive pinnacle of the mid-1950s was indeed based
on a dominant Le Mans racer and equally on a two-tonne
limousine. And it was a Mercedes-Benz.
One of the world’s most recognised cars with its roof-hinged
gullwing doors, the W198 300 SL (‘super-light’) touched down in
February 1954 at the New York motorshow. The venue betrayed
its links to US car importer Max Hoffman, whose influence also
spawned 1950s roadsters from BMW, Porsche and Alfa Romeo.
Mercedes-Benz’s engineering had reached peak geek with its
Silver Arrows machines, but its post-WWII return to racing in
1952 was under tight financial constraints. Team manager Alfred
Neubauer and engineer Rudolf Uhlenhaut, inspired by Jaguar’s
1951 Le Mans-winning C-Type, proposed a lightweight sports-
racing coupe that parts-pillaged the new W186 300 limousine.
The limo – favoured ride of the first German Chancellor,
Konrad Adenauer – donated its 3.0-litre, sohc in-line six M186
engine, four-speed manual transmission, all-independent
suspension, 260mm drum brakes and other components.
Uhlenhaut designed a ridiculously light (50kg) aluminium
spaceframe chassis which, for torsional rigidity, had side
sills initially right up to the waistline. These gave rise to the
distinctive gullwing doors. Kerb weight was just 870 kilograms.
The W194 300 SL racers swept to 1-2 finishes at the 1954 Le
Mans 24-Hour and the Carrera Panamericana.
Hoffman was so convinced of the potential US market for a
road-going 300 SL that he offered to place orders for 500 each
of a coupe (W198 I) and roadster (W198 II). Two New York show
cars were ready in just five months. The coupe’s US$6800 sticker
was almost double that of Chevrolet’s new-beaut Corvette.
Retaining a spaceframe chassis, the more stylised bodywork
was now mainly steel (with aluminium doors, bonnet and boot),
and with a comfortably appointed interior, amounted to a kerb
weight of 1300kg. The sohc six-cylinder engine had gained Bosch
mechanical direct fuel injection (a production first), producing
22 percent more power and a higher top speed (260km/h) than
its W194 racing predecessor.
The 300 SL coupe was superseded in 1957 by the better
roadster, with its revised spaceframe, redesigned rear suspension
and, from 1961-’62, four-wheel disc brakes and an all-alloy engine.

128 whichcar.com.au/wheels
 IN
DETAIL

300 SL ‘GULLWING’ (W198)

COUPES BUILT
80
PERCENTAGE O
W198s SOLD I
00 SL IS VOTED SPORTS
R OF THE CENTURY
1963
LAST 300 SL ROADSTER (MERC’S
FINAL SEPARATE-CHASSIS
PASSENGER CAR) IS BUILT

SOME LIKE IT HO
OT PLAY
The 300 SL coupe’s stratospheric price tag brou , sohc iron-block straight-six weighed
a sports-luxe interior with tartan fabric or leathe made 85kW in its original M186 300-
the one-piece buckets, a drop-hinged steering c. The dry-sumped W194 racer’s triple
trimmed alloy dash and comprehensive ve arbs (and 129kW output) gave way to the
But its racing roots couldn’t be ignored: ac 8 300 SL’s Bosch mechanical direct
awkward, a large glass area and fixed win ction, producing 148kW at 5800rpm and
it a hothouse, and the spare took all th 75Nm at 4600rpm. 0-100km/h took 8.8sec.

Next issue
AUSTIN-HEALEY
STAT
TESIDE-BOUND AND AFFO
BRIT
LE, THE
TISH “BIG HEALEY” BECAME A POPULAR
3000 CIRC
CUIT RACER AND A RALLY SENSATION

@wheelsaustralia 129
 MICK DOOHAN

Three
wishes
FIVE CONSECUTIVE 500cc GP WORLD TITLES SHOULD GRANT YOU SOME
DECENT CLOUT, SO WHAT DOES MICK DOOHAN WANT IN HIS DREAM GARAGE?

TOP
THREE

BOMBARDIER GLOBAL 7500 MERCEDES-AMG

If the garage was big enough, and had an
airfield next to it, I’d have a Bombardier
Global 7500. That’s a plane which can
go nonstop from Australia to Dubai. And
I’d have a helicopter too; an Airbus H125.
It’s just a good all-round, fast, practical
helicopter, if there’s such a word.
MERCEDES AMG GLC 63 S
As for a car… I’m not a big car collector
as such, so for me a vehicle needs to be
A-to-B. I would like to have something for
the racetrack, but right at the moment my
favourite car is a Mercedes-AMG GLC 63 S.
So I’d have one of those, in dark grey with
black wheels. Stealth spec.
HONDA PCX
I’ll throw a scooter in too. I’d like a track
bike but then I’d need a full team to run it
and probably a packet of Band-Aids too! A
scooter is practical to run to the local store,
so it’s the best thing for me. People do
laugh when they see me on my pearl white
Honda PCX with my little white helmet!

130 whichcar.com.au/wheels
 tor port — and a
new c te ry in n wh ele tr ck c rs.

ENGINE PERFORMANCE AC C E L E R AT I O N
D E S I G N AT I O N Cosworth GPV8 M A X P O W E R 675 bhp @ 9,600 rpm 0 – 1 6 0 K P H 5.0 sec*
C A PA C I T Y 3.8L M A X T O R Q U E 450 Nm @ 7600 rpm M A X S P E E D 300kph*
VALVES 32 M A X R P M 10,000 rpm normal running *Subject to conditions and aero configuration RODIN-CARS.COM