Monthly Motor - September 2014

MONTHLY KSH 350/-
SEPTEMBER 2014
ALL YOUR MOTORING NEEDS
inside:
COMPARATIVE USED
luxury saloon
car review
Printed in Kenya
www.media7group.co.ke
Tanzania 7,000/= Uganda 10,200/=
Issue No. 213 Volume 22

Barclays Bank of Kenya is regulated by the Central Bank of Kenya

from the publisher
Checking
Yourself On The Road
Taking a break
It’s important to plan ahead before
hitting the road - and particularly when
going on a long journey. Fatigue is a
major contributing factors to the high
number of crashes, as it slows down
the driver’s responsive reactions to a
hazardous situation. When planning a
long trip, if you are feeling tired, then
rather postpone. Get some rest and start
your journey feeling fresh and energised
to ensure you’re alert.
It’s also important that as the driver,
your seat is in a comfortable and
upright position. Stopping regularly -
every two hours or 200kms is widely
recommended - as this will improve
your physical and mental condition, in
order to reduce driving fatigue.
Shoes
Most people don’t realise the difference
that driving in the wrong shoes can
make until it’s too late - and their foot
slips off one of the pedals. Avoid driving
in high heels, flip flops or barefoot - go
for comfortable, flat shoes with non-slip
soles, as your best bet for safe driving.
Hands on steering wheel - eyes
on the road
Try not to let yourself get distracted
from the road ahead and the vehicles
around you. The following are the major
culprits:
Eating while driving: Often we think
that a take away will save time. This
places you and your passengers in
danger. Rather stop and eat comfortably.
Fussing over a passenger: Small
children in particular can be hugely
distracting to a driver. When taking a
long journey with small children, try to
time your trip around times when the
children will be asleep. Ensure they’re
safely strapped in and that you have
another adult in the car with you that
can fuss over restless children, and deal
with the distractions, as they occur.
Fiddling with the GPS: Rather ensure
you have your destination set and route
mapped out before you start driving.
Also, use of a hands-free kit that places
the GPS unit on your windscreen, but
not in the direct line of sight.
Fidgeting while driving: This may
include smoking, phone calls or texting,
looking for music and even selfgrooming,
any of which can distract
your attention from the road and your
hands from the steering wheel.
Rushing
Arriving safely at your destination - and
every time - is such an understated
aspect of the journey in your life, so
why rush? Plan ahead, be patient,
courteous and vigilant to other road
users and enjoy the drive. Travel safely
on long trips and do have fun at your
destination(s).
Dr. Hanningtone Gaya PhD EBS
Publisher/CEO
Media 7 Magazines Group
ALL YOUR MOTORING NEEDS
MANAGING EDITOR
Dr. Hanningtone Gaya
+254 722 74 22 87
gaya@wananchi.com
gaya@media7groupkenya.com
EDITOR
Jude Gaya
+254-722-224347
judegaya@gmail.com
CONTRIBUTORS
David Hoonigan
Evan Reddy
Jay Suave
Jude Gaya
GRAPHIC DESIGNER
Patrick Sikuku
patricksikuku@gmail.com
+254 722 76 22 95
PUBLISHED BY
Media 7 Group Kenya LTD
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Dr. Hanningtone Gaya
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2
MOTOR SEPTEMBER 2014

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CONTENTS
Santiusae demrae
Volume 22, Issue 213
6 Headlight
Checklist For Your Road Trip
8
8 TEST DRIVE
Suzuki SX4 - A Solid Contender
12 TEST DRIVE
Audi S3 - Bipolar To The Bone
16 first impression
Hyundai Elantra - Keeping It Simple
20 wish list
Alfa 4C - Feisty Italian Screams
Into Africa
22 READERS’ CHOICE
Jeep Cherokee - Refined But
Still Rugged
12
26 editor’s CHOICE
Chevrolet Trailblazer - Trailblazing
An Art
30 review
Hyundai Grand I10 - Punching Above
Its Weight
16
20
4
MOTOR SEPTEMBER 2014

SEPTEMBER2014
34 launch
Bmw 4 Series Gran Coupé
- Handsomely Retro
22
36 your crossover
The All New Nissan Qashqai - Ready
For Africa
40 pick-up review
Foton Tunland SC - A Willing Worker
42 Q&A
Advice On Buying A Used Car
44 SAFE DRIVING
Dealing With Carjacking
46 coming soon
The All-New BMW X1
Front-Wheel Drive For 2015
30
48 comparative review
Executive Saloons: Hyundai Sonata
2.4 Exec AT vs Subaru Legacy
2.5i S Prem CVT vs Honda Accord
2.4i-VTEC exec AT
58 comparative test
Used Luxury Saloons: Mercedes-Benz
E-Class vs BMW 5 Series vs Audi A6
vs Jaguar XF
40
26
MOTOR SEPTEMBER 2014 5

Santiusae HEADLIGHT demrae
Checklist For Your Road Trip
Shock absorbers
Worn-out shocks can have a significant impact on
your car’s handling and road-holding. It’s important
to have them tested regularly, and especially before
taking a long journey.
It’s now the summer holiday for those in
International system schools and the long holiday
for those on the 8-4-4 system. What does
this mean? The upcountry roads will be busy,
forming roadblocks of military dimensions
on major highways all over Kenya, as the authorities
do their best to contain the river of blood that flows
every time Kenyans embark on a holiday. This is not
to mention the dangers of the new found drink and
party in a different county every weekend.
Sadly to say, the numbers are scary: over 3000
Kenyans die on the roads every year, not counting a
far larger number of those injured and disabled. The
road carnage gets a lot more media attention during
holiday periods although the stark reality is that
most crashes on Kenya’s roads occur daily and can
be attributed to bad driving behaviour and unroadworthy
vehicles. The huge spike in traffic volumes
merely exacerbates the effect.
Our Checkpoints
And, short of assigning every licensed driver in the
country their own traffic cop, there’s not that much
the powers-that-be can do about it, unless they
actually see you doing something stupid and stop
you in the act. “Look at it the other way around,”
says Kate Reddy, a key accounts executive at iDEA
NiNE. “Making road travel survivable, whether en
route to the corner shop or the other end of the
country, starts with you, on a very personal level.”
Kate has compiled for you a bucket list of things to
‘check your car’ and ‘checking yourself on the road’,
before you fire a, at best, marginally guided missile
at 33 metres a second down a crowded road. The
checklist include:
CHECK YOUR VEHICLE
Tyres
There are two key checks on your tyres namely:
Ensure that your tyres are always at the right air
pressure. If you pick up a puncture - even a slow one
- don’t ignore it as sudden changes in tyre pressure
- often caused by punctures - are the most common
causes of blowouts. Not only can it cost you more to
fix down the road, where you may have to replace
the rims as well, depending on the extent of the
damage; it’s also a major safety risk as a blowout can
lead to a fatal crash.
Make sure you have sufficient tread - on the inside
and outside of the tyre - and that there are no signs
of uneven wear, as this can upset your car’s wheel
alignment and reduce traction.
Fluid levels
Before a long journey, have the brake fluid, oil,
water and the battery fluid levels checked and top
up as need be.
Windscreen
There are two key checks on your windscreen:
Visibility
It goes without saying that it is critically important,
that things stuck on the windscreen or hanging
in front of it, or even cracks across the driver’s line
of sight, can impair the driver’s perceived visibility.
Particularly in the split seconds that lead to an
accident.
Added to this, as weather conditions often change
on a long journey, it’s important to ensure that the
windshield wipers are in good working condition
and are performing sufficiently in wet - and particularly
- harsh weather conditions.
Indicators
It’s quick and easy to check that both indicators
and the hazard lights are working. They should be
checked every day before you start driving. The
indicators should be used appropriately to ensure
that other drivers are aware of your intentions on
the road.
Horn
Most drivers use their car’s horn to express their
irritation with other drivers on the road. The horn
is actually a safety feature. You should only press
the horn when you are experiencing a problem with
your car, that could affect other drivers, or to alert
other driver. For instance, if a driver is crossing lanes
and may collide with your car. In any event though,
it’s important to ensure that the horn actually works.
Bodywork
Clean and shiny paintwork not only makes your
car more visible to other drivers, it’s also important
to ensure that there’s nothing rolling around in the
foot-well that could get stuck under the driver’s feet
or the pedals.
In the October issue, the necessary checks to be
made on yourself will be provided.
Safe travels during this holiday period, oh and
do have fun at your destination(s).
6
MOTOR SEPTEMBER 2014

TEST DRIVE
SUZUKI SX4
A Solid Contender
Model Tested: Suzuki SX4 1.6 GLX AllGrip
I must admit that it’s not every day that strangers make
a point of admiring a test car that I’m driving and when
they do it’s almost always something very fast, bold
or exotic. In fact the last thing I was expecting was for
the new Suzuki SX4 to garner any real public attention.
Sure, it looks really nice and all that, but it doesn’t
exactly break any new ground in design terms.
Yet at least two strangers, on two separate
occasions, gave a very enthusiastic
thumbs up to the Suzuki SX4
that I drove recently, one lady even
holding me captive for almost five
minutes in one of those “I really love it, but should
I really buy one” interrogations. Perhaps the bright
Crystal Lime Metallic paint job played a part in
making this particular unit stand out?
8
MOTOR SEPTEMBER 2014

Now I realise that a sample of two people isn’t
exactly going to hold much water in quantitative
research circles, but for the purposes of this review
it should at least indicate that the SX4 has enough
street presence to hold its head above the modern
crossover tide.
PRICING
Good thing, because this Suzuki is fighting
for a slice of a really crowded market. Its other
selling point is likely to be its price. Where most
C-segment crossover start in the early Ksh. 3 Mill
and creep towards the Ksh. 5 Million mark, the
SX4 range is priced between Ksh. 2,800,000* and
Ksh. 3,500,000*. Size-wise, the SX4 closely matches
the Mitsubishi ASX and it is slightly smaller than a
VW Tiguan.
Where’s the catch, then? Well, that you’ll find
under the bonnet, where the previous model’s
brawny 2-litre petrol motor has made way a 1.6-
litre unit and without having gained a turbocharger.
Nonetheless, the vehicle is relatively light for a
crossover, with the all-wheel drive model featured
here tipping the scales at 1,240kg, or just 1,175kg in
the case of the front-wheel drive.
The 88kW/156Nm motor makes a decent
enough case for itself around town and has no trouble
keeping up with traffic but you might wish for a
few extra ponies on the open road. While we’re at it,
a six-speed gearbox would also be nice.
As mentioned, my test car was a range-topping
all-wheel drive model, fitted with Suzuki’s AllGrip
system that features four driving modes: Auto,
Sport, Snow and Lock. It’s really not a necessity in
a vehicle of this nature, but could be a nice addition
if you’re into mild off-roading or if you want
an extra safety net for downpours and gravel road
MOTOR SEPTEMBER 2014 9

Santiusae TEST DRIVE demrae
quality. You can also tick off the practicality box as
there’s enough headroom and leg-stretching space
to put teens or adults in the back and the two-tier
boot swallows a useful 430 litres when all the seats
are in place. Equipment in the range-topping GLX
includes cruise control, dual-zone climate control,
keyless start and a modern six-speaker sound system
with Bluetooth connectivity.
VERDICT
For the modern family, the new SX4 will fill
the role of a very solid, useful and likeable crossover.
Its driver will also appreciate its solid feel and
easy-operating nature, as long as there are no real
performance ambitions here. In its own right, the
1.6 GLX all-wheel drive model offers relatively
good value at Ksh. 3,199,000, but I feel the target
market will get even better value from the frontwheel
drive versions at the lower end of the range,
which starts at Ksh. 2,659,000. Locally the Suzuki
brand is represented by CMC Motors Group under
its Suzuki Division. Local launch and prices to be
announced soon.
FACTS
Suzuki SX4 1.6 GLX AllGrip
Engine: 1.6-litre, four-cylinder petrol
Gearbox: Five-speed manual/automatic
Power: 86kW @ 6000rpm
Torque: 156Nm @ 4400rpm
0-100km/h (claimed): 12.0 seconds
Top speed (claimed): 173km/h
Consumption (claimed): 6.2 litres per 100km
Price: Ksh. 3,199,000
Warranty: Three-year/100 000km
Maintenance Plan: Three-year/90 000km
excursions.
Yet this is not to be confused with real off-roaders
from the same stable like the Suzuki Jimny and
Grand Vitara and most SX4s will inevitably spend
their lives darting through urban sprawl and navigating
the occasional outing or holiday upcountry.
DRIVE
For life off the trail, the SX4 is naturally a far
more civilised and comfortable proposition than
its aforementioned siblings. It rides quietly and
smoothly over most surfaces and it’s really easy and
painless to drive in practically every respect, from its
light steering to its smooth-yet-solid gearshift and
well-spaced pedals.
The interior feels like it was carved together
by a stone-mason and it imparts a very solid and
sturdy feel, and the surface materials are of a good
ALTERNATIVES
Front-wheel drive:
Ford Kuga 1.6T Ambiente (110kW/240Nm)
– Ksh. 3,109,000
Mitsubishi ASX 2.0 GL (110kW/197Nm)
– Ksh. 2,949,000
Nissan Qashqai 1.2T Visia (85kW/190Nm)
– Ksh. 2,819,000
Toyota RAV4 2.0 GX (107kW/187Nm)
– Ksh. 4,000,000*
All-wheel drive:
Kia Sportage 2.0 AWD (116kW/192Nm)
– Ksh. 4,200,000*
Subaru Forester 2.0 X (110kW/198Nm)
– Ksh. 3,390,000
10
MOTOR SEPTEMBER 2014

Santiusae TEST DRIVE demrae
AUDI S3
Bipolar To The Bone
By David Hoonigan
Model Tested: Audi S3 Saloon Quattro
The Audi S3 saloon quattro is adrenaline served on four silver platters. This is a dual
personality car that feels meek and composed in normal driving, but goes berserk
when you ask it to. In normal driving it purrs along so smoothly that if you keep the
revs low you’d barely guess at the rip-snorting monster hidden beneath. The ride’s
quite comfortable too, even though you can feel the presence of the low-profile tyres
on our bumpy roads.
But boot the throttle like Lionel Messi
kicking for goal, and purr turns into
blur. Select the auto transmission’s
sport setting and the car adopts an
angrier demeanour as the engine’s
allowed to rev higher before hooking the next gear,
and the exhaust takes on a raspier tone, with “burps”
between shifts just to add more bad-to-the-bone
personality.
The S3 is the new performance flagship of the
four-door A3 range launched in Africa this January.
Available only as a six-speed S tronic automatic with
quattro all-wheel drive, the S3 saloon sells for Ksh.
5,295,000 further south of the equator and comes
with a five-year/100 000km Audi Freeway Plan.
Now if only a wise deep pocketed soul or corporate
would scoop this brand for local availability, obviously
as our roads portray, there is an avid following.
Back to the 4-ringed, 4-wheeled tarmac beast.
The firepower’s supplied by an engine that’s become
an instant legend in high-performance compact
12
MOTOR SEPTEMBER 2014

cars, courtesy of its muscular 206kW/380Nm outputs.
It’s the same 2-litre turbo petrol that does duty
in the VW Golf R, S3 hatch and S3 Sportback, and
later this year it will also be slotted under the bonnet
of the S3 cabriolet.
Top speed’s governed at 250km/h and Audi
quotes a sea level 0-100km/h sprint of just 5 seconds
for the S3 saloon, and the car we road-tested
in high-altitude was just a tenth slower. Helped by
its all-wheel-drive traction, 5.1 seconds is a scorchingly
fast figure. If you’re looking for a cool stat to
throw into the next barbeque discussion, tell your
mates the S3 matches a Lamborghini Gallardo
Superleggera in the 0-100 sprint.
This Lambo-esque performance comes with
typical German efficiency. Reeling off those swift
sprints is child’s play with a launch-control system
that allows the engine revs to build up while you
hold the brake with your left foot. Release the brake
and the Golf GTIs, Subaru STIs and Mitsubishi
EVOs of this world become fading dots in your
rear-view mirrors.
There’s no manual transmission option, which
may upset some purists, but the dual-clutch S tronic
is a honey of a gearbox that brings out the best of
the power unit with its swift changes. And ah, what
eager midrange torque it has, grandma, all the better
to whisk past long trucks. Turbo lag doesn’t feature
much in this Audi’s vocabulary. When you’re not
dicing with Lamborghinis the S3 also returns a very
respectable economy figure - not quite the 6.9 litres
per 100km claimed by Audi, but a still-decent 10
There’s no manual
transmission option,
which may upset some
purists, but the dualclutch
S tronic is a
honey of a gearbox that
brings out the best of
the power unit with its
swift changes.
MOTOR SEPTEMBER 2014 13

TEST DRIVE
litres. We all know car manufacturers toy with these
numbers, nonetheless it doesn’t chug dinosaur juice.
Meandering roads expose a well-sorted chassis
with doggedly good grip, and in the corners this
Audi finds its mojo. Although it’s not the brand’s
most powerful car (not by a long shot) the all-wheeldrive
S3 is possibly its most fun to drive because it’s
so compact, light and nimble. If it were a medieval
weapon, think sword, not bludgeon, if it were a hero
think Spiderman, not Hulk.
It delivers all the right sensations when piloted
in eyes-focused, teeth-gritted mode: the steering
(which is flattened on the bottom (in the de rigueur
racing style) loads up nicely, and the brakes bite like
a Rottweiler.
Traditionally in this car size category a hatchback
carries more design flair, but Audi’s stylists
have massaged a very appealing shape out of this
saloon, with almost coupé-like curves. In standard
trim the fastest version of the A3 saloon looks
subtly sporty, and the S3 badge, quad exhausts and
the slightly more aggressive bumpers/spoilers not
making too flamboyant a styling statement; not that
Audi ever really does. The optional 18” black rubbers
fitted to our test car really brought out the car’s
dark side, however. As a daily ride the car’s easy to
live with. Rear seating space is a little cramped for
taller adults but it’s acceptable, and the boot gulps
a respectable 390 litres of luggage. The bottomflattened
steering wheel and shiny pedals add some
racy flair to the interior. Sports seats (a Ksh. 91,200
option) clad in a diamond pattern leather are a styling
highlight, and are as supportive as a bear hug.
Along with a generous luxuries list, Audi’s
typically rich-feeling textures are in evidence everywhere.
The dash looks almost too bare - with its
minimalistic scattering of buttons, but having the
functions rolled up into one controller is admittedly
user-friendly.
VERDICT
A price tag of nearly Ksh. 5.3 Million might
make your buttocks clench, but when you consider
the giant-killing performance on offer, the S3 saloon
is a relative bargain. There’s news of an even more
potent RS3 coming next year, reportedly powered by
a 2.5-litre turbo with around 270kW.
FACTS
Audi S3 saloon quattro
Engine: 2-litre, four-cylinder turbopetrol
Gearbox: Six-speed dual-clutch
Power: 206kW @ 5500-6200rpm
Torque: 380Nm @ 1800-5600rpm
0-100km/h (tested): 5.1 seconds
Top speed (claimed): 250km/h
Consumption (claimed): 6.9 litres per 100km
Price: Ksh. 5,295,000
LOCAL ALTERNATIVES
Volkswagen Golf GTI
Volkswagen Golf R
Subaru WRX
Subaru WRX STI
Mitsubishi Lancer Evolution X
Volvo S60 T6
14
MOTOR SEPTEMBER 2014

All-New
RANGER
BEST-IN-CLASS
BACK TO CONQUER
OUR TOUGH
TERRAINS
DAANN
For more details contact:
CMC Motors Group Ltd (Lusaka Road) P. O. Box 30135 – 00100 Nairobi.
Tel: +254 6932345, 6932301/2, 6932000 Fax +254 20 650795,
Mombasa: 041-2230490/1/2/3. Kisumu: 057-2023752/0138. Nakuru: 051-2211875/6/7.
Eldoret: 053-2062565/6/7. Kitale: 054-30382/3. Meru: 064-30984/991. Nanyuki: 062-2030033
MOTOR SEPTEMBER 2014 15

FIRST IMPRESSION
Hyundai Elantra
Keeping It Simple
We’ve heard many terms used to describe a mid-life update, but Hyundai has
managed to put a fresh spin on this one, as it announces the ‘enhanced’ 2014
Elantra, with refreshed styling and a number of new features - with the aim to
further strengthen this award-winning model’s presence in a segment that its
major local competitors reign supreme.
Since the first-generation Hyundai
Elantra was launched in 1990, the
model accumulated global sales
exceeding 8.77 million units. The
Elantra has also won a series of coveted
awards, including the 2012 North American
Car of the Year.
The present model, launched in 2011, has now
received all-new front and rear exterior designs,
along with interior styling upgrades. The “fluidic
sculpture” design language that has first been
adopted by Hyundai for its popular ix35 SUV and
the flagship Sonata sedan was also used to create
the very attractive Elantra. That striking design has
now been complemented by several exterior styling
refinements.
Overall length is up 20mm to 4550mm, thanks
to front and rear bumpers extended by 5mm
and 15mm respectively, while the wheelbase is
unchanged. The front treatment has been comprehensively
revised with the adoption of LED light
guide and projector headlights, a new grille and
reshaped foglights.
The car’s profile is freshly emphasised by a
16
MOTOR SEPTEMBER 2014

chromed belt-line moulding and new 17” rims, with
new LED tail-light clusters and a new rear bumper
in two shades of black underlining the rear end.
Exterior enhancements on the 2014 Elantra
include new 17” alloy wheels replacing the 16” steel
rims, new headlight design, new front fog lights
design, a chrome belt line moulding, a new front
grille and redesigned front and rear bumpers.
sound-absorbing material for the heating, ventilation
and air-con ducting, higher-density carpeting,
thicker anti-vibration pads for floor and cowl, new
anti-vibration material in the dash panel, additional
expandable foam in the A pillars and applied full
underbody cover.
COMFORT ZONE
Customer feedback has resulted in the centre
air-vent being moved upward on the fascia, while
the front centre armrest has also been raised. There’s
also a new audio system with integrated Bluetooth,
new air-con controls, a new straight-pull automatic
transmission selector with a leather boot, electric
folding side mirrors and auto-up for the driver’s
window, with a safety function.
Additional Interior and convenience enhancements
in the 2014 Elantra include increased height
of the centre armrest and repositioning of the air
vents on the dashboard, now also with a shut-off
function.
Since the launch of the current generation
Elantra in 2011, the model has undergone significant
changes to reduce cabin noise, including new,
MOTOR SEPTEMBER 2014 17

Santiusae FIRST IMPRESSION demrae
The present model, launched in
2011, has now received all-new front
and rear exterior designs, along
with interior styling upgrades.
C
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manual version, versus 11.6 for the new self-shifter.
Top speeds are 200km/h and 195km/h respectively,
at a cost of 6.4 and 6.9 litres per 100km.
The cumulative effect of these improvements is
evident in the outstanding ride quality of the Elantra
and they will be noticed immediately by driver and
passengers. We at Monthly Motor await local tests
so as to give you, our readers the best evaluation at
equatorial altitudes.
KEEPING IT SIMPLE
The previous 1.8-litre Executive model in
manual and auto falls away in favour of a new
1.6 Premium derivative with the company’s own
6-speed auto transmission, to stand alongside the
existing 1.6 Premium with 6-speed manual ‘box.
The outputs of the all-aluminium Gamma
D-CVVT four-cylinder petrol engine are unchanged
- 96kW at 6300 revs and 157Nm at 48590rpm - and
Hyundai quotes 0-100km/h in 10.1 seconds for the
MODEL RANGE
1.6 Premium
1.6 Premium A/T
As of time of press, local franchise holder
Hyundai Motors EA were yet to announce launch
dates. Prices too shall be announced when local
shipments roll into the showrooms. What we are
sure about is the five-year or 150,000km warranty
and a five-year or 90,000km service plan with service
intervals set at 15,000km.
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MOTOR SEPTEMBER 2014

C
Mag Ad 210x270mm.pdf 1 8/14/14 10:02 AM
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WISH LIST
Alfa 4C
Feisty Italian Screams Into Africa
It’s essentially a large go-kart with bodywork and a few comfort
frills. Launched in Africa in late July, the mid-engined 4C
sportscar is what the illustrious Italian marque refers to as the
epitome of Alfa Romeo, the brand stripped to its essentials.
Where many high-performance
cars today are
designed to be efficient allrounders
- high-velocity
toys that double as comfortable
daily commuters - Alfa hasn’t watered-down
the 4C’s sporting nature to make it more userfriendly
or appeal to everybody.
The mid-engined two seater’s firm ride, low
ground clearance, and heavy steering make it an
uncompromising car aimed at the most purist of
petrolheads. Much more like a Lotus Exige than a
Porsche Cayman, the Alfa 4C is destined to spend
much of its existence chasing laptimes around
circuits. I tested this macho screamer at the worldfamous
recently acquired Kyalami racetrack in
Johannesburg, South Africa. As a side note, the track
was bought by Porsche South Africa for over Ksh.
2 Billion. It’s built in Maserati’s factory in Modena,
Italy, with production limited to just 3500 units
annually. Less than 30 per year will be headed for
this southern country alone with the first shipment
already sold out, but though the numbers are small
it’s a halo model for the Italian brand and a possible
sales-enhancer for other Alfa derivatives.
INSPIRATION
The car was largely inspired by the Alfa 33
Stradale of the late 1960s, a stunningly attractive
mid-engined rear-wheel-drive two seater with
a lightweight body. Although the 177kW/350Nm
output of the 1.8-litre turbo petrol engine is mild
by supercar standards, the 4C’s low 895kg mass (a
Cayman S weighs a chubby 1400kg in comparison)
gives this Alfa a very lively power-to-mass ratio
and nimble handling. A lightweight carbonfibre
monocoque chassis underpins a composite body
and aluminium roll cage, and the rear wheel drive
car sprints from 0-100km/h in just 4.5 seconds with
a 258km/h top speed. A manual transmission wasn’t
part of the “purist” brief, and like so many other
sportscars today the 4C employs a twin-clutch auto
transmission. This 6-speeder can be left to shift
gears by itself, or, if owners want to be more involved
in the drive, via paddle shifters on the steering
wheel. The 4C retails for Ksh. 8,700,000 in the
southern gate away and comes standard with a three
year / 100 000km warranty and maintenance plan.
If only a certain local dealer had kept the Alfa
Romeo franchise and after sales support running
like clockwork, the normal Kenyan might have
had the opportunity to glance at this beauty. But in
today’s reality, who knows, you just might through a
personal import. Here’s to wishing.
20 MOTOR SEPTEMBER 2014

FORD FOCUS AD
To Be Placed By printer
as is in Mum & Dad
July-September Issue

READERS’ CHOICE
JEEP CHEROKEE
Refined But Still Rugged
By Jude Gaya
Model Tested:
Jeep Cherokee 3.2L
4x4 Limited
James Kibe, my Jeepfanatic
friend, was horrified.
Sure, the new interior’s a big
improvement, but how, he
wailed, could they make the
new Cherokee look like a
Kia from the outside? Why
a Jeep-fanatic you wonder.
Well, Jimmy, as I call him,
lived in the land of the red,
white and blue for 12 years,
so it’s understandable.
Back to the car. Jimmy has a point.
Apart from the traditional slotted
grille which still gives the American
vehicle an unmistakable bloodline
to the original Willys Jeep, the new
Cherokee does look distinctly Sportage-like, perhaps
with a twist of Toyota RAV4. In any case, more
like something a mother would drive to the mall
and market than an SUV for crunching through the
great outdoors.
With its sleeker new curves and LED daytime
running lights, if you removed the rear badge,
nobody would guess this is a Jeep from the back. It’s
too “soft-roader” looking for my friend’s old-school
taste, and as the present owner of a previous-generation
Cherokee and an original Willys, and prior to
that a Wrangler, Jimmy clearly prefers his Jeeps more
boxy and masculine.
As with the swish new styling, the introduction
of two-wheel drive models into the new-generation
Cherokee range displays a less hard-core approach
by this iconic producer of dirt-taming 4x4s. For
customers who just want a high seating position and
22
MOTOR SEPTEMBER 2014

the “ruggedness” that the iconic Jeep badge imparts,
these front-wheel drive Cherokees will happily commute
their owners around the urban jungle during
the week, and comfortably whisk families off to
destinations on the weekends and holidays.
The new Cherokee might look about as intimidating
as a baby panda bear, but it’s still pretty
rugged if you want it to be. For Jimmy and his
mud-splattered mates, Jeep makes a proper bunduduelling
version called the Cherokee Trailhawk
4x4 which has been tested on the infamously harsh
Rubicon off-road trail in the United States. The 3.2-
litre Trailhawk is a real off-roading beast with its
elevated 224mm ground clearance, low-range, rear
diff lock, and a five-mode Selec-Terrain traction
system (Rock, Auto, Snow, Sport and Sand/Mud)
that allows it to go pretty much anywhere it likes.
The model on test here, the Cherokee 3.2
Limited 4x4, isn’t quite as hard-core and fits inbetween
the 2-wheel-drive versions and the
Trailhawk on the bundu-bashing scale. It rides
slightly lower at 200mm than the Trailhawk, and
lacks the diff lock and Rock mode, but otherwise its
all-wheel drive and remaining Selec-Terrain modes
still give it decent proficiency at getting dusty in the
great outdoors.
Switching between the various modes is a simple
task of twirling a knob on the fascia, and Selec-
Terrain changes the responses of the transmission,
brakes, and stability control to suit the particular
surface. Ultimately, the 3.2 Limited 4x4 doesn’t have
the ground clearance for intense rock-crawling,
but mild-to-medium off-roading is well within its
capabilities.
Whatever one’s views of the exterior styling,
Jeep’s done a masterful job of the interior. The old
Cherokee’s cabin, which had all the styling flair of
a precast concrete wall except with a couple more
shades of grey, has been transformed into a classy
and modern environment. The best way to emulate
the Germans in their class-leading cabin quality is to
get a German to do it, and that’s precisely what Jeep
did by hiring Klaus Busse, formerly of Mercedes-
Benz, as its interior-design chief.
Kudos go to the man for the way he’s mixed
styling flair with rich-feeling textures, and this goes
hand in hand with a lot of new high-tech multimedia.
A large touchscreen on the fascia is used to
control the navigation, audio, vehicle settings and
climate control, and for the most part it’s simple and
intuitive to use. A neat touch is that you can also
display your digital photos on the screen.
The roomy cabin of this mid-sized SUV is family-sized
and the boot, which is accessible through an
electronically-operated tailgate, swallows a sizeable
heap of luggage and yes there’s a full-sized spare,
and the rear seats can fold flat. Cabin stowage space
is plentiful as well and includes lidded bins between
the front seats and atop the dashboard.
The 3.2 Limited 4x4 costs an eye-watering Ksh.
5,639,900 before it lands in our local showrooms -
expect it to cost a bit more from franchise holder
CFAO DT Dobie, but comes with a lot of standard
spec including leather seats, climate control, a customisable
instrument cluster, rain-sensing wipers,
automatic headlamps with LED daytime running
lights, electrically-powered driver seat, heated front
seats, a reversing camera, and a nine-speaker Alpine
audio system with Aux/USB/SD and Bluetooth con-
MOTOR SEPTEMBER 2014 23

Santiusae READERS’ CHOICE demrae
nectivity, to mention a few.
A long options list allows you to spec your
Cherokee with extra-cost technology like a wireless
cellphone charging pad, a park assist system,
adaptive cruise control, and lane-departure and
forward-collision warning. Safety’s top-notch too
and the seven-airbag Cherokee was the safest SUV
in its category in last year’s Euro NCAP crash tests.
There’s a choice of two normally-aspirated
petrol engines across the four-derivative range: a
four-cylinder 2.4 and a V6 3.2, which replace the
151kW/314kW 3.7-litre V6 petrol that powered the
previous Cherokee. All are paired with a new ninespeed
automatic transmission.
The new 3.2 feels gutsy with its 200kW and
315Nm outputs, and gets this heavy vehicle cruising
along in a fair hurry. Notable is how much more
refined the new Cherokee is than its predecessor,
with significantly lower levels of noise and vibration.
Ride comfort’s a particular highlight and this SUV
filters out nasty road bumps very effectively.
The 9-speed ‘box changes gears relatively quick
and smooth but I missed having a manual override
which would prevent a kick-down every time
I touched the throttle. To save fuel the drivetrain
automatically switches between two-and four-wheel
drive as conditions demand, but our test vehicle was
still a relatively thirsty beast that averaged 12.2 litres
per 100km in town/freeway commuting.
VERDICT
Sorry Jimmy, but boxy is out and curves are
in - so says Jeep. The new-age styling might divide
opinion but under the sleek skin the Cherokee’s
morphed into a more refined and comfortable
beast. The all-wheel-drive versions also retain the
brand’s bundu-bashing abilities especially so in the
Trailhawk version. But class doesn’t come cheap,
and pricing has taken a major leap over the previous
Cherokee that sold for just over Ksh. 4,000,000.
FACTS
Jeep Cherokee 3.2L 4x4 Limited
Engine: 3.2-litre, V6 petrol
Gearbox: Nine-speed automatic
Power: 200kW @ 6500rpm
Torque: 315Nm @ 4300rpm
0-100km/h (claimed): 8.1 seconds
Top speed (claimed): 209km/h
Consumption (claimed): 9.5 litres per 100km
Price: Ksh. 5,639,900
Warranty: Three-year/100 000km
Maintenance Plan: Six-year/100 000km
24
MOTOR SEPTEMBER 2014

EDITOR’S CHOICE
One of the things which motoring journalists often get wrong when writing
about vehicles is the context… both of the car itself and the general market.
That’s why, for example, Porsche has won Car of the Year award two years in
a row. The Porsches are excellent cars and, judged solely on that, were worthy
winners. But a car of the year is much more than dynamic performance. It’s
about affordability, flexibility and, critically, the likely impact on the market.
Chevrolet Trailblazer
Trailblazing An Art
By David Hoonigan
Those, sadly, are not things which figure
in the eyes of some of the journalists
who constitute the Car of the Year
Jury - because they test all the cars on
one day and emotions and subjectivity
trump all other considerations. Think about it: getting
out of a Porsche into virtually any other car is
going to be a let-down.
Having been guilty of that myself in regard to
the Chevrolet Trailblazer full-size SUV, I owe both
the vehicle and Chevrolet an apology. Climbing
into the big Fortuner wannabe at the GM offices on
Mombasa Road and heading home in the afternoon
traffic, I was not happy. The thing is enormous. The
steering felt ill-defined. The 2.8 litre turbodiesel
engine felt rough and under-powered when compared
to those in its rivals, most notably the Toyota
Fortuner. The 6-speed auto transmission, in urban
use, felt slow and hesitant and allowed the revs to
build to screaming level in some cases, almost as bad
as a CVT transmission.
But I was judging the Trailblazer against softroader
SUVs which are, I’ll admit, more my style. I
own a Subaru Forester and it handles like a Subaru
which is to say very well indeed in the city. We also
have a Ford Kuga SUV on long-term test and that
also provided a stark contrast to the big Chevy.
The Kuga is much more street-friendly - easier
to drive, with a better gearbox and livelier diesel
engine. However, as the days went by, though, I
started to warm to the Trailblazer: you get used
to the relaxed power delivery and work around it,
but you start appreciating the comfy ride and the
auto box in city driving. The Chevrolet Trailblazer
also has an excellent - one of the best around -
infotainment system, which operates from a large
touchscreen in the centre console, very much like
a smartphone.
Good sound, a USB connection and easyto-pair
Bluetooth are things which should not be
sneezed at in the daily urban grind. On tarmac,
the Trailblazer, with its long-travel suspension and
high-profile tyres, was never going to be a sharp
handler. That annoyed me at first… and then one
day I did what I should have at the beginning of
26 MOTOR SEPTEMBER 2014

the test - I looked at the typical “mission profile” of
such a vehicle.
The person buying a Trailblazer will want
something more than a butch-looking “Mom’s taxi”.
That person will want to get into the great outdoors
which, as we all know, means less than wonderful
roads. The Trailblazer (in top range LTZ form at just
over Ksh. 5,210,000*) is a full-fat off-roader, with
selectable four-wheel-drive and a low range transmission.
(There are two-wheel-drive versions, too.)
It does not have a locking rear diff, only a limitedslip
item which works with traction control electronics
to assign power to the appropriate wheel. It
does a pretty good job by all accounts. Competitors
like the Fortuner have a diff lock, though, and that
might sway some.
On the subject of places these vehicles might go
to, I took the Trailblazer to the rough stuff. Therein
lies a sad story. When we were younger, we would
often camp in the Maasai Mara and would get there
via the dirt road. We didn’t have a Subaru in those
days and made the trip quite easily in a front-wheeldrive
Ford Cortina and/or VW Jetta. Now, you need
a full-on 4x4, or a vehicle with high ground clearance
- and a good bit of skill and guts - to get over
the treacherous course.
Not surprising, given that there has apparently
been no maintenance on the road for the best part
of 20 years. The Trailblazer though tackled them in
its stride. Ahead of me on the pass was a Land Rover
Freelander, which I caught up to quite easily because
the driver was picking his way cautiously around
and over boulders and holes. At some point, there
was a group of hardy bikers on BMWs and KTMs
who believed this to be more of a holiday weekend
challenge than blasting along tarred roads.
Just before we got to our rest stop, things just
got worse. It was then I apologised to the Trailblazer
- and decided to evaluate it in its natural environment.
The ground clearance meant the huge steps in
the road could be tackled with confidence and the
suspension coped easily with the axle-twisting situations.
Handling was not an issue at crawling pace
and even when the gravel improved, the Trailblazer
was as sure-footed in 4WD high range as you could
expect such a big, tall vehicle to be.
I never even needed low-range over the obstacles…
But it is there and, when you engage, all the
electronic traction control systems are automatically
switched off. The Trailblazer also has a hill braking
feature for those tricky downhill trails, although first
gear low range and diesel engine braking also mean
the car is controllable when going down.
As I headed down into the valley on the other
side, there were two hardy Toyota Hiluxes heading
the way I had come… one of them towing a trailer.
This is definitely Hilux country… but the Trailblazer
proved it has just as much right to be there.
The Chevrolet Trailblazer is a very real alternative
to the Fortuner: just as rugged and just as
MOTOR SEPTEMBER 2014 27

EDITOR’S CHOICE
capable. Before you opt for the Toyota, take it for a
drive - but take my advice: do that in the bundu…
FACTS
Chevrolet Trailblazer 2.8D 4x4 LTZ AT
Engine: 2.8-litre, four-cylinder turbodiesel
Fuel requirement: 50ppm diesel
Gearbox: 6-speed automatic
Power: 144kW @ 3600rpm
Torque: 500Nm @ 2000rpm
0-100km/h (claimed): 10.6 seconds
Price: Ksh. 5,216,000
Warranty: Five-year/120 000km
CONSUMPTION
Annoyingly, Chevrolet’s cars from Korea only
have trip computers which read in kilometres per
litre, which means drivers are having to do their
own calculations to correct to our litres per 100km
standard - which almost defeats the object of a trip
computer. In the city, expect around 12 litres per
100km; on the open road that could fall to 8l/100km
or slightly below depending on your driving habits.
Its claimed CO2 emission stand at 254g/km.
LOCAL ALTERNATIVES
Mitsubishi Pajero Sport 2.5 DI-D 4x4 auto
(131kW/350Nm) - Ksh. 4,750,000*
Nissan Pathfinder 2.5 dCi SE auto (140kW/450Nm)
- Ksh. 7,150,000*
Toyota Fortuner 3.0 D-4D 4x4 auto
(120kW/343Nm) - Ksh. 5,200,000*s
28
MOTOR SEPTEMBER 2014

Santiusae REVIEW demrae
Hyundai Grand I10
Punching Above Its Weight
By Evan Reddy
Grand is a word used to describe big canyons. And big pianos. And now, little Korean
hatchbacks. Hyundai recently launched this car, the Grand i10, in Africa but I reckon it
could have done better with the name. Not so much the Grand part, but i10. Confused?
So was I, because like many Kenyans might, I wrongly assumed that this new model is a
slightly inflated iteration of the existing i10 mini hatchback. But it’s not. The Grand i10 is a
completely new car that shares very little with its smaller namesake.
But let’s not get into tedious explanations
of model origins and underpinnings
- just know that the Grand
is a much newer and slightly bigger
next-generation version of the
almost seven-year-old i10 (facelifted in 2011) that
Hyundai will continue to sell in Africa. Consider it a
space filler, or plug if you will, to fit in the small gap
between the current i10 and i20 ranges.
The old i10 has aged well over the years, but
still the Grand i10 seems like a more modern and
upmarket package. Its exterior panels and light clusters
are rounder and a little more 2014 especially at
the back. The interior, while still chock full of plastic,
is fresher and more current. Build quality too,
for such an entry-level car, is fantastic, with nary a
squeak nor rattle over harsh road surfaces.
The Grand i10 comes in basic Motion trim,
or slightly higher Fluid spec as on our test car,
each well equipped for the money. Pricing starts at
Ksh. 1,399,000 which gets you 14” alloys, a stereo
30 MOTOR SEPTEMBER 2014

The Grand i10 comes in basic
Motion trim, or slightly higher
Fluid spec as on our test car, each
well equipped for the money.
with USB and Bluetooth connectivity, ABS with
EBD brakes and two airbags among others, but
Fluid models come with remote central locking,
one-touch indicators and rear electric windows
for an additional Ksh. 100,000. It would be nice if
Hyundai would consider stability or traction control
in its lesser models though - only the Golf-sized i30
comes with these items as standard.
Generally speaking, the Grand is around Ksh.
150,000 more spec for spec than the smaller i10 it
sits side-by-side with at dealerships, and I think the
negligible price difference makes the Grand a nobrainer
in this segment. That is unless engine size,
space and style are of little importance - in which
case there’s a cheaper Ksh. 1,215,000 and less powerful
1.1-litre i10 available.
The Grand comes only with a 64kW/120Nm
1.2 petrol motor familiar from other cars such as
the bottom rung i20 and Kia’s Picanto and Rio, and
we’re impressed with its performance. It’s a peppy
little number that revs smoothly and eagerly, and
where you might expect to downshift for uphills and
overtakes it’s usually possible to hold a gear instead.
This relatively simple, naturally-aspirated unit
punches well above its weight and buzzes confidently
across each of its five ratios. There’s also a
four-speed auto for those with lazy left feet. We’re
also pleased with its real-world consumption figure
of 5.8 litres per 100km, and feel that this figure could
have come down even further with more time.
Driving Controls
Ideal for beginner drivers who probably won’t
notice its lifeless and cheap feeling electric power
steering. I’m reluctant to even mention this in a road
test of this sort, but steering is one of Hyundai’s and
sister company Kia’s only quality bugbears. So we
live in hope that with enough media moaning it will
be addressed in future models.
But how grand is the Grand? Compared backto-back
with the original i10 it is 180mm longer,
65mm wider and 20mm lower. Its extra 45mm
MOTOR SEPTEMBER 2014 31

REVIEW
between the front and rear axles makes for more rear
legroom and gives an airier ambience. The boot, which
incorporates a full-size spare, is also more usable now at
256 litres, 1202 with the seats folded compared to the i10’s
225/910. It’s by no means a limousine, but it’s nowhere near
as claustrophobic as some of the minimalistic city cars it’s
priced against.
VERDICT
Positioned right near the bottom of the nothing-fancy
hatch market, the Grand i10 is still kilometres fancier and
more spacious than most of its market rivals. Excellent value
for money. But, Hyundai, I have a great naming idea for the
car that slots between your i10 and i20. Call it i15.
FACTS
Hyundai Grand i10 1.2 Fluid
Engine: 1.25-litre, 4-cylinder petrol
Gearbox: Five-speed manual
Power: 64kW @ 6000rpm
Torque: 120Nm @ 4000rpm
0-100km/h (claimed): 12.7 seconds
Top speed (claimed): 167km/h
Consumption (measured): 5.8 litres per 100km
Price: Ksh. 1,499,000*
Warranty: Five-year/150 000km
LOCALLY AVAILABLE ALTERNATIVES
Ford Figo 1.4 Ambiente (62kW/127Nm)
– Ksh. 1,500,000*
VW Polo Vivo 1.4 hatch (55kW/132Nm)
– Ksh. 2,850,000
OTHER ALTERNATIVES
Kia Picanto 1.2 EX (65kW/120Nm)
– Ksh. 1,479,950
Nissan Micra 1.2 Visia+ (56kW/104Nm)
– Ksh. 1,397,000*
Renault Sandero Expression (66kW/135Nm)
– Ksh. 1,339,000
Suzuki Swift 1.2 GL hatch (63kW/113Nm)
– Ksh. 1,400,000
Toyota Etios hatch 1.5 Xs (66kW/132Nm)
– Ksh. 1,354,000
32
MOTOR SEPTEMBER 2014

Santiusae LAUNCH demrae
BMW 4 Series Gran Coupé
- Handsomely Retro
By Evan Reddy
In the 1970s and ’80s, several European carmakers offered premium
hatchback saloons. However, the traditionally conservative German
brands were not among them. That situation began to change in recent
years with the advent of Audi’s A5 Sportback and A7.
Now BMW is joining the premiumhatchback
party with the 4-series
Gran Coupé. A car that the brand’s
head of exterior design, Karim
Habib, calls “perhaps the most
beautiful variation of this architecture.” By architecture,
he means the F3x platform, which underpins
no fewer than seven body styles: 3 Series saloon &
sport wagon, long-wheelbase China-only saloon &
Gran Turismo, the 4 Series Coupé & convertible and
now the 4 Series Gran Coupé.
It has been a decade since Mercedes-Benz
launched its first-generation CLS. By now, there
should be nothing strange about a car with back
doors being called a Coupé. While BMW now rivals
the CLS with its own 6 Series Gran Coupé, that portfolio
has been extended a notch down the pecking
order with the new 4 Series Gran Coupé. Yet unlike
its bigger brother, the ‘fastback’ 4 Series Gran Coupé
has five doors and you can think of it as a somewhat
direct rival to Audi’s aforementioned A5 Sportback.
This is a ‘4+1’ seater with a generous 480-litre boot
volume and its main aim in life is to offer you the
best possible blend between practicality and style.
WIDE RANGE
Now that we’ve got any potential identity confu-
34
MOTOR SEPTEMBER 2014

sion out of the way, let’s take a look at what it has to
offer. The 4 Series Gran Coupé is now available to
style-conscious Africans, offering a choice of three
petrol engines and one diesel - all turbocharged.
A pair of 2-litre direct injection TwinPower
turbopetrol engines kick-start the range with the
420i offering 135kW and the 428i providing a
solid 180kW punch. The top dog is BMW’s 3-litre
TwinPower 435i, which develops 225kW/400Nm
and sprints to 100km/h in 5.5 seconds; versus 6.1
seconds for the 428i and 7.5 seconds in the case of
the 420i.
The most frugal option is the 135kW/380Nm
420d, for which BMW claims a 4.7 l/100km combined
consumption and a 7.7 second 0-100km/h
run. Drive is, the BMW way, through the rear wheels
via either a 6-speed manual or 8-speed Steptronic
auto-box, the latter also offering a sport variant
complete with flappy paddles.
NEW
Our correspondent recently drove the Gran
Coupé on its international launch in Spain and
said that the 428i he drove felt no heavier than its
2-doored sibling, the car: “exhibiting the same sharp
handling attributes and meaty steering feedback as
the Coupé.”
“The additional doors have made this Four
very rear-passenger friendly, with sufficient leg and
headroom - while the wide-access boot is generous
in terms of space,” he concluded.
TRIMS
That’s really just the beginning of the choices
ahead as in addition to the usual glut of optional
gadgets, you have the choice of three special equipment
packages and an even racier M Sport package.
That gadget list includes the latest array of
ConnectedDrive options, tempting you with gizmos
like Active Cruise Control with Stop & Go function,
full-colour Head-Up Display, Navigation System
Professional, Driving Assist and High Beam Assist.
Of course, this all comes over and above the
standard prices, which are poised to start just shy of
the Ksh. 5 million mark as of time of press. Locally
the BMW 4 Series Gran Coupé will be available
on special order from Bavaria Auto, the franchise
holder and after sales service provider of the BMW
brand in Kenya. The firm is located along Mombasa
Road in Nairobi, Kenya.
BMW 4 SERIES GRAN COUPÉ MODEL
RANGE
420i 420d 428i 435i
MOTOR SEPTEMBER 2014 35

YOUR CROSSOVER
The All-New Nissan Qashqai
Ready For Africa
By Jay Suave
Nissan’s Qashqai has become a formidable force in the compact
crossover the world over in the last seven years. More than two
million of them having found homes around the world, with
Africa not being left behind. In fact, you can probably pronounce
its name by now... ok it is ‘Kash-Kai’ in case you cannot!
With the march of time,
Qashqai’s rivals have
sharpened their respective
games over the
last few years. It is now
Nissan’s turn to fight back with the all-new
Qashqai, launched in Africa this July, with a
fresh design and new technologies. Kenyan
delivery is yet to be confirmed, because as of
time of press, Crown Motors - a newly formed
outfit with South African partners confirmed it
will open the Kenyan franchise dealership to be
led by a country chairman/MD.
Nissan redesigned this crossover from the
ground up and the finished product is longer,
wider, lower and lighter than before. We quite
like the new exterior design - though it doesn’t
stray too far from the original’s blueprint, it
looks decidedly more modern and it’s certainly
easy on the eye.
BIGGER
Nissan has aimed somewhat higher when
it comes to interior quality, with a fuss-free
layout and premium quality materials. New to
the model is a Drive-Assist Display with highdefinition
graphics and an adaptable ambient
lighting system to create that perfect mood at
night.
This Qashqai features brand new seats,
designed using advanced medical scanning, and
as before there’s space for five - its new sibling
the X-Trail will offer room for seven. Leg, head
and shoulder room have been improved, while
the boot capacity grows by 20 litres to 430 litres.
On the technology front, Nissan is offering
its Around View Monitor as an option on
all but the base model. This gizmo uses four
cameras to effectively create a ‘helicopter view’
of the vehicle displayed through a seven-inch
LCD display - which also comes as part of the
optional Techno Pack.
36 MOTOR SEPTEMBER 2014

ENGINES
For the time being, the Qashqai will be
offered with one petrol and two turbodiesel
engines. That sole petrol offering is a brand
new 1.2-litre direct injection turbocharged unit
that develops 85kW at 4500rpm and 190Nm at
2000rpm, while sipping 6.2 litres per 100km on
the combined cycle. A 110kW 1.6 turbopetrol
could be added to the range at a later stage and
that would certainly give Nissan some Kugafighting
ammo.
Like the 1.2T, the improved 1.5 dCi turbodiesel
sends its power to the front wheels via a
6-speed manual gearbox. This 1.5 pushes 81kW
at 4000rpm and 260Nm between 1750 and
2500rpm and its main draw-card is the claimed
average consumption of 4.2 l/100km.
There is a beefier diesel option in the form
of a 1.6 dCi with 96kW on tap at 4000rpm
and a wholesome 320Nm from 1750. You can
have it as a front-wheel drive with continuously
variable transmission (CVT) transmission
or as an all-wheel drive (All Mode 4x4-i as
Nissan calls it) with a 6-speed manual gearbox.
Consumption is as low as 4.9 litres per 100km
in the case of the CVT model.
Being modern motors, both diesel versions
require 50ppm diesel or better. The Kenyan
MOTOR SEPTEMBER 2014 37

YOUR CROSSOVER
engine line-up will be confirmed nearer to its
local launch date, which we hope will be around
the end of 2014.
NEW PLATFORM
The Qashqai is built around the Nissan-
Renault Alliance’s new modular CMF platform
and unlike many crossover rivals, this vehicle
features an independent multi-link rear suspension
design, which allows for a better balance
between ride and road holding.
FEATURES
The range kicks off with the 1.2T Visia,
packing standard features like six airbags,
Vehicle Dynamic Control, hill start assistance,
five-inch Drive-Assist Display, multi-function
steering wheel, cruise control and air conditioning.
The local service plan and warranty will
be announced when All-new Nissan Qashqai
is launched.
The 1.2T and 1.5 dCi Acenta models add
dual-zone climate control, automatic headlights
and windscreen wipers, leather steering wheel
and snazzier cloth trim; on the outside it gains
17-inch alloys, electric folding mirrors and
front fog lights.
38
MOTOR SEPTEMBER 2014

For extra bling you can order the Design
Pack (for approximately an extra Ksh. 128,000),
for 19-inch alloys, privacy glass and silver roof
rails and you can keep your inner-geek happy
with the Techno Pack (for approximately an
extra Ksh. 167,000), which adds the Around
View Monitor and NissanConnect infotainment
system with navigation.
The Design Pack’s goodies are standard
on the 1.6 dCi Acenta, in addition to LED
headlights and keyless entry and start. Buyers
will still have to pay extra for the Techno Pack,
however.
MODEL RANGE
1.2T Visia
1.2T Acenta
1.5 dCi Acenta
1.6 dCi Acenta CVT
1.6 dCi Acenta AWD
GADGETS
Depending on the model, the new Qashqai
will offer modern gadgets like Nissan’s Around
View Monitor and a new NissanConnect infotainment
system that features smartphone
integration and downloadable app support.
The new Qashqai was engineered in Europe
and is built at Nissan’s Sunderland plant in
England. Though clearly setting its sights on the
European market, a Nissan executive believes
that the new model is particularly suitable to
the needs of Kenyan motorists seeking a high
quality compact vehicle that offers the practicality
and versatility of an SUV. The new model
will continue to “tick all boxes” the executive
promises.
CVT
Depending on which engine is selected,
the Qashqai can be had with either a sixspeed
manual gearbox or a new Xtronic CVT.
Aimed at offering a superior driving experience
to those horrid traditional CVTs, the Xtronic
mimics the behaviour of traditional automatic
‘boxes in certain ways; for instance, by implementing
stepped changes under hard acceleration.
It’s also been set up to provide a smoother
experience during gentler driving.
Though most models will send their power
through the front wheels, fancier versions will
be available with Nissan’s renowned All-Mode
4x4-i permanent all-wheel drive system. The
Qashqai also offers a new Chassis Control system
that mimics the functionality of a limited
slip differential.
Could this new Nissan make you think
twice before buying a Kuga, RAV4, CR-V or
Sportage? We certainly think so. Local prices
and range will be announced by Crown Motors
- taking over from CFAO DT Dobie, at time of
launch, but what we know is that they shall be
competitive. At time of press the currently available
Nissan Qashqai 2-litre 4x2 seven-seater
cost Ksh. 4,175,000 while the 2-litre 4x4 fiveseater
rolled off the CFAO DT Dobie showroom
floors for Ksh. 4,400,000.
Here’s to a great motor industry battle
ahead, at the end of the day, the consumer
wins.
MOTOR SEPTEMBER 2014 39

PICK-UP REVIEW
Foton Tunland SC
A Willing Worker
By Jay Suave
Model Tested: Foton Tunland
Single Cab 2.8 Luxury
Foton’s Tunland pick-ups have been making waves among
those who’ve driven and rated them. Quite frankly, this is
the first pick-up to come out of China that can really hold
its head high among its mainstream rivals from Japan.
That’s not to say it’s exactly “as good” in every respect -
rather it shines as a “very nearly there” offering at a much
lower price. At least in double cab guise.
Foton recently expanded the range
with two high-rider 4x2 single cab
models (Comfort and Luxury) as well
as a lower-riding workhorse - effectively
expanding the range into the
real heartland of the hard-working pick-up world.
Locally in Kenya we have the … available*.
The Luxury model featured here costs Ksh.
2,499,500 and it’s likely to appeal to farmers or other
private buyers that would like to veer off the beaten
track from time to time. Foton calls it an ‘Off Road’
40 MOTOR SEPTEMBER 2014

model due to its 220mm ground clearance and
limited-slip differential that will give it some ability
on rough roads - but it doesn’t feature four-wheel
drive. For that, you’ll need to stretch your budget to
a Ksh. 3,699,500 double cab.
BRAWNY CUMMINS
Easily the Tunland’s best asset, as far as I’m
concerned, is its Cummins 2.8-litre turbodiesel
engine, which is fitted across the range. The single
cabs get a less powerful version of the engine, rated
at 96kW and 280Nm (down from 120kW/360Nm)
although it certainly doesn’t feel short-changed out
on the open road.
I transported a large and heavy load of furniture
from Mombasa to Embu in our test unit and I was
impressed by the willingness of this engine. Even
the Embu-Meru passes proved no match for the
Tunland - chugging its way up the steep inclines,
it effortlessly kept up with faster traffic as if it had
forgotten there was luggage and grandma’s new
wall-unit at the back.
It simply has chunks and chunks of torque on
demand, right from the bottom pits of the rev range,
resulting in it pulling with lag-free enthusiasm in
any situation - be it on the open road or slogging
through traffic.
You could accuse it of being a bit noisy
though and the engine emits a decidedly industrial
soundtrack - more so than in other diesels I’ve
driven - but I actually found that appealing in a
workhorse way.
WELL KITTED
For something so large, the Tunland is easy
enough to drive but it doesn’t feel quite as polished
as the best pick-ups on the block in some respects
- the gearbox does not have a silky smooth feeling
when moving the shift lever from one gear to
another, for instance, and the clutch has a slightly
mushy action.
The cabin is solidly bolted together and the
components come across as durable enough, but
I don’t think many owners will enjoy the sight of
the fake wood inlays on the dashboard and doors.
However you do get a lot of kit for your money as
both Comfort and Luxury models come with aircon,
multi-function steering wheel, a CD/MP3/Aux/
USB audio system with Bluetooth connectivity and
electric windows. On the outside, each gets 16-inch
alloys, but the Luxury version (which costs Ksh.
100,000 more) adds a roll bar, tonneau cover, side
steps and a nudge bar.
Safety kit includes dual front airbags and ABS
brakes but, irresponsibly on Foton’s part, there’s no
traction control.
VERDICT
The Foton Tunland single cab is a capable
worker bee of a pick-up that offers better value than
most of its rivals and plenty of kit for the money.
Yet it doesn’t undercut its Japanese rivals to the
same degree that its double cab sibling does. Give
me Ksh. 2.5 Mill to spend and I’d be more tempted
by the Ford Ranger 2.2 SC 4x2 (High Ride), even
though the Ford has less in the way of creature comforts.
The Foton would be a close second on my list
though, and it’s well worth a look-in.
FACTS
Foton Tunland 2.8 Luxury
Engine: 2.8-litre, four-cylinder turbodiesel
Gearbox: 5-speed manual
Power: 96kW
Torque: 280Nm
Top speed: 150km/h
Consumption (claimed): 8.0 litres per 100km
Ground clearance: 220mm
Payload: 1130kg
Price: Ksh. 2,499,500
Warranty: Three-year/100 000km
Service plan: Optional
LOCAL ALTERNATIVES
Ford Ranger 2.2 XL Hi-Rider (88kW/285Nm)
- Ksh. 2,489,000
GWM Steed5 2.0 VGT Lux (110kW/310Nm)
- Ksh. 2,399,990
Isuzu KB 250 D-Teq LE (85kW/280Nm)
- Ksh. 2,909,000
Nissan NP300 2.5 TDi Hi-rider (98kW/304Nm)
- Ksh. 2,932,000
Toyota Hilux 2.5 D-4D SRX (75kW/260Nm)
- Ksh. 2,805,000
VW Amarok 2.0 TDI Trendline (103kW/340Nm)
- Ksh. 3,426,000
MOTOR SEPTEMBER 2014 41

Q&A
Advice On Buying A Used Car
By Jude Gaya
Q
The exchange rate and increased taxation have pushed
up the price of vehicles, broadening the gap between the
prices of new and used cars. This uncertainty means buyers
have found better value in the used-car market. As a
result of these factors, banks this year anticipate
an increased demand for used cars. My
question is: do pre-owned vehicles really
more affordable plus offer better value
for money?
Industry expert Dr. Hanningtone Gaya
had the following answer:
AOne of the most important things to keep
in mind when considering a used car is its
history, including:
The number of previous owners.
Total mileage covered.
Vehicle age - check on the seatbelt.
A possible accident history - as confirmed around
the windscreen sill and panel gaps.
The service history of the car, as documented in
service manuals.
Any combination of age, mileage, service history
and ownership history can affect the price of
a used vehicle. For instance, a one-owner car that is
two years old and has done only 20,000km, with a
full service history, is worth more than a similar car
with no service history.
It is advisable to always do business with a
reputable and registered dealer, one that is also
bank-approved. Chase Bank and IMHH is one such
an example. Check if your dealer is registered with
KRA, has a company PIN and VAT certificates.
TO GOOD
A car that is advertised at a price that is
extremely well below its market value is a possible
warning sign. A car that costs significantly
less than similar models could indicate anything
from extremely high mileage relative to the year of
manufacturer, previous accident damage, a history
of serious mechanical problems or decaying body
work due to exposure on the high seas.
Buyers should exercise extreme caution when
confronted with a car that has been classified as
written off. This is an industry term used to denote
a car that is “permanently unfit for use” or alternatively
a car that has been stolen and recovered.
Regardless of the reason for the car being classified
as written off, most banks will not finance these cars.
Regardless of the reason for the car being written off
and then rebuilt, banks will not finance these cars.
You either buy them with your savings or have the
cars broken down into spare parts.
If you do not feel adequately equipped to assess
a car, have a knowledgeable person accompany
you and help check it before you make a decision.
Likewise, never buy a car you have not had the
chance to thoroughly test-drive. The chances that
you are buying a faulty car is immense, where you
have not road tested the unit, to detect faults in the
salient parts such as the engine - through noise and
transmission – suspension components - through
knocks.
For dealer pre-owned cars, ask the dealer if the
car you’re interested in is still under warranty, still
in its maintenance or service plan period, or if the
maintenance plan has expired.
Buyers are also advised to consider costs that
would affect their total monthly budget. These
include costs for insurance and fuel, as well as wearand-tear
maintenance items. Older cars sometimes
do not have modern, fuel-efficient engines, so fuel
consumption and costs are a major consideration.
Do not, in these modern times, buy cars equipped
with carburettors. They are out of fashion and quite
thirsty.
In conjunction with this and intended monthly
mileage, also determine the kilometre service intervals
for the car in question. Cars with extended service
intervals could be more affordable in the long
run, as they need to be serviced less often.
It’s also important to know the replacement
costs for common consumables, such as tyres, which
can be expensive, adding to the car’s overall maintenance
costs. Do not buy a used car, without some
sort of spare parts support. It is important to look
around Industrial Area in Nairobi and Kirinyaga
Road in CBD, to check if spare parts for the used car
you intend buying are stocked by the various spare
parts shops available.
Lastly, do not buy unpopular makes of cars or
used cars from Asia. They do not have good resale
values, when the time comes to dispose of the car.
You will have no buyer on the ready.
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Santiusae safe driving demrae
Dealing With Carjacking
The recent horrific criminal incidents that have occurred
locally have put the spotlight on carjacking, with the
Kenya Police advising motorists and families to be
vigilant of their surroundings at all times. In all carjacking
situations, both the perpetrator and the victim have had
one thing in common - survival.
Carjacking involves planning and
the criminals are likely to have
more experience, thus having
more control over you and themselves.
Carjacking is usually over
in a matter of seconds or minutes. The following
tips should help you deal with a carjacking:
Try your utmost to stay calm. Listen to the
carjackers and do what they tell you to do.
During a carjacking, your life and that of those
with you must be your priority. Resisting the
carjackers may cause them to become violent,
or even deadly. Always remember that possessions
can be replaced, a life cannot.
Also, remember that the carjackers are probably
just as scared and nervous as you are, so
try not to panic and do anything the carjackers
may not be expecting. Do not scream or make
sudden movements, such as motioning with
your hands.
Try to avoid eye contact with the perpetrator(s)
and keep your hands where the carjackers can
see them, ideally at chest level.
If you are ordered out of your car, wait for the
perpetrator(s) to open the door or, if they order
you to, do it slowly with one hand, keeping the
other hand clearly where they can see it.
Slowly move away from the car so that you
cannot be perceived as a threat to them. Listen
carefully and make sure you understand what
the carjackers are saying and follow their orders.
Quietly but clearly assure the carjackers that
they can take away the car.
Looking at the perpetrators and taking a
mental note of what they are wearing or their
44 MOTOR SEPTEMBER 2014

features will assist with trying to identify them
later.
It is important for you to be aware of
some obvious characteristics of most
carjackers. These should include
doing the following:
Make mental notes of how many attackers
there are, what they are wearing, their average
ages, and any facial or other physical characteristics.
However, do not stare at the carjackers.
Try not to be obvious.
Carjackers may not notice a sleeping baby in
the back seat. If this is the case, tell them and
point out that the child is not a threat. This will
make things more difficult for them. As the victim,
you should never move to release the child
without the perpetrator’s permission.
If ordered to lie down, do so and remain
there with your head down. Do not watch the
perpetrators. Stay still until you are sure they
have left, and only then ask for help.
After the carjacking, get help and immediately
report to the police. As a victim(s) do get
counselling. Seek help within hours. Do not fool
yourself into thinking you’ll ‘get over it’.
Criminals look for new opportunities and
situations that make their potential victims
vulnerable. Modern and young jobless youth
are increasingly developing new techniques to
get our cars.
The following 10 tips, if followed
well, can help you avoid being
carjacked:
Always travel with the car doors locked, and
with windows closed.
Leave enough room between your car and the
one in front to avoid being boxed in. Make sure
you can see where the tyres of the car in front
make contact with the road. This can give you
room to escape.
If ordered to lie down, do
so and remain there with
your head down. Do not
watch the perpetrators.
Stay still until you are sure
they have left, and only
then ask for help.
Attract the attention of other motorists or
pedestrians if you think you are in danger. You
can use the horn, flash your lights, put your
emergency lights on or shout.
Be aware of anybody who approaches your
car or is loitering near traffic lights, street
stops, parking areas, especially in the estates
and malls.
If you suspect that you are being followed,
you should ideally drive to the nearest police
station. If this is not possible, drive to a safe
place, but don’t go home. A busy mall can be
one such place.
Don’t enter your garage or a parking area if
you believe you are being followed. Drive to the
nearest police station.
Don’t stop if, for example, a passer-by indicates
that your car has a flat tyre or other
defects. These are mere ploys.
Drive to the nearest petrol station or safe area
and check it there.
Don’t tell strangers your movements or plans.
Don’t pick up hitchhikers or unknown people
on your way, especially women. In most cases
they are mere decoys.
Don’t leave your car door open and the engine
running while opening your garage door or
gates. Criminals act quicker than you would
expect. If you reach your gate and it is taking
long to be opened, drive away to safety and ring
home to assess and ascertain the security situation,
before driving back.
MOTOR SEPTEMBER 2014 45

COMING SOON
BMW will launch the second generation of its compact-SUV, the X1, in a little more
than a year from now, showing off an architecture that has very little to do with the
previous X1. BMW have basically started from the ground up with this X1, basing
it on the same versatile platform as the Mini hatchback and new 2-Series Active
Tourer which was launched in Solden, Austria at the end of July.
The UKL1 platform is actually being
used to streamline a whole bunch
of production plans around the X1,
as BMW will also be building the
second generation Mini Countryman
and Clubman on it. This means that through a common
platform, these vehicles will end up sharing
drivelines, electrical systems and chassis, greatly
improving profitability of models.
Back to the BMW X1, this platform share
means that the new X1 will be offered as a choice
of front-wheel and four-wheel drive, foregoing the
The All-New BMW X1
Front-Wheel Drive For 2015
By Jude Gaya
outgoing model’s rear-wheel drive setup. The engine
will also be transversally mounted as opposed to
longitudinally, which has allowed the BMW packagers
and stylists to shorten the bonnet and increase
the slope of the roof.
Designers close to the project say that these
46 MOTOR SEPTEMBER 2014

The new X1 will be offered
as a choice of front-wheel
and four-wheel drive,
foregoing the outgoing
model’s rear-wheel drive
setup.
changes have given the BMW X1 a profile that is
sleeker, and less akin to an estate. A range of three
and four-cylinder engines are planned for the new
X1, constituting both diesel and petrol. The entry
level X1 sDrive18i will make use of a 1.5-litre threecylinder
petrol that is said to produce 100 kW, while
the range topping petrol will wear the X1 xDrive25i
designation, and be powered by a 172 kW 2-litre.
On the diesel front, the 1.5-litre sDrive16d
will produce 85 kW while the xDrive20d will produce
an impressive 125 kW. All sDrive X1’s will be
front-wheel drive, while the xDrive variants will be
four-wheel drive.
Because of the platform and parts sharing,
BMW has also been able to extend the X1’s brand to
a second and sportier model called the X2. Where
the X1 will be fitted with four-doors and five-seats,
the X2 will be a real coupé, sporting two doors and
sacrificing one of the rear seats to only accommodate
two rear passengers.
BMW could also be planning a performance
oriented X2 that will receive a reworked turbocharged
2-litre engine that is expected to produce
more than 220 kW, pitting it against the Audi RS
Q3 and Mercedes-Benz GLA45. Bavaria Auto Ltd -
Local BMW franchise holder, will announce prices
closer to the launch in a little over a year from now.
Keep your hands and eyes on Monthly Motor for
more details as that date nears.
MOTOR SEPTEMBER 2014 47

Santiusae COMPARATIVE demrae REVIEW
Used Luxury Saloons:
Mercedes-Benz E-Class vs BMW 5 Series
vs Audi A6 vs Jaguar XF
By Evan Reddy
Mercedes-Benz E-Class
What It Is
Before Audi and Jaguar gate-crashed the
party, your choice of German family saloon was
simple: for the ultimate driving machine, you
bought the BMW 5-series; for the ultimate in
comfort, you headed to the Mercedes dealership
for an E-class.
It was a simple formula, and it still applies
today. Focusing on comfort has made the
E-class the linchpin of the Mercedes line-up:
a favourite with German taxi drivers, executives,
seasoned pilots, and the family with a
holiday’s-worth of luggage who need the vast
estate version.
The current used E-class is based on the
model that was launched in 2009. Revised
in 2013, it has been redesigned without the
“four-eyed” headlamps, and now comes with
the option of more electronic gadgetry. This
includes the useful, but far-from essential, allround
cameras that provide a bird’s eye view of
the car and its surroundings on the dashboard
screen, as well as an active parking function
where the car controls the steering and brakes,
enabling it to slot itself into a bay or parallel
space.
48
MOTOR SEPTEMBER 2014

Mercedes describes the potential options
as “limitless” and the range extends from a
168bhp diesel engine to a turbocharged V8
petrol engine in the E63 AMG S with 577bhp.
In total, there are two four-cylinder diesels, as
well as a V6 and diesel hybrid. Petrol buyers can
choose two versions of the 2-litre four-cylinder
unit, the V8 in the E63 AMG or the more highly
tuned version in the E63 AMG S. So what you
want and can afford you can get locally at an
auto dealer or specially import.
There are now only two trim levels: SE,
which offers luxuries including an automatic
parking system, three-tone ambient lighting
and DAB radio, and AMG Sport, which adds
a body kit, improved brakes, sport suspension
and a Nappa-leather steering wheel.
The Drive
Cruising on the highway in virtual silence,
enveloped in the leather seats, with barely a
vibration from the road surface below, the
temptation is to simply close your eyes and
drift off. Or at least it would be if the standard
“Attention Assist” tiredness warning system
wasn’t ready to sound an alarm the instant you
do so.
There are few more relaxing cars to drive
this side of a Rolls-Royce, especially if you
opt for the optional Airmatic air suspension.
Even on the twistiest upcountry roads, the big
E-class remains composed and flat while cornering.
The smaller-engined diesel models are
particularly well-balanced. The steering on all
models is precise, despite lacking some feel. In
its own way, the E-class is enormously satisfying
to drive. The seven-speed automatic gearbox is
excellent, delivering smooth shifts at the right
time. The same level of praise can’t be applied to
Mercedes’ manual gearboxes, which are generally
best avoided.
If you’re not seeking the unhinged E63
AMG models, the 168bhp E220 CDI diesel
model stands out for its impressive performance
and frugal economy on the official
combined cycle. Although it may be tempting
to “upgrade” to the E250 CDI, our testers have
found it to be harsher and less refined. Pick
the V6 petrol engine in the E350 and you’ll be
able to summon what feels like vast reserves of
power, as if from a ship’s engine room, sending
the car surging forward smoothly. It fits the car’s
character perfectly, although there’s a price to
pay in real-world driving.
The Interior
It’s not just the exterior of the E-class that
was updated in 2013; the interior received a
minor redesign, too, which has tidied it up
and improved quality. The car doesn’t just feel
like it has returned to the hewn-from-granite
Mercedes standard, last seen in the 20th century,
but the evidence suggests that it has. The
previous version of the E-class has achieved
good reliability scores and this should continue
with the current car.
The dashboard display isn’t as simple to
operate as those offered by Mercedes’ German
rivals but it’s fairly easy to use once you are
familiar with it. A dial in the centre console is
used to select functions on the screen at the top
of the dashboard, controlling sat-nav, phone
and radio functions among other things.
The most impressive part of the cabin has
nothing to do with technology but is all about
its sheer space, with generous legroom for rear
seat passengers. Put the seats down in the estate
and there’s space for 1,950 litres of luggage, or in
other words, everything including the kitchen
sink. It’s around 300 litres larger than the estate
versions of the Audi A6, BMW 5-series and
Jaguar XF. Mercedes offers several options to
fill it, including two (small) rear-facing seats, to
make the E-class into a seven-seater, as well as
storage options to keep luggage in place instead
of wallowing around the cavernous boot.
It’s easy to get carried away with the options
list, which offers equipment ranging from
a larger fuel tank to heated rear seats. The
360-degree camera, which offers a bird’s-eye
view of the car’s surroundings, is useful for
avoiding parking bumps. The ventilated seats,
which are fitted with cooling fans, make a big
difference on long journeys. You may struggle
to resist he optional keyless entry system, which
now allows hands-free access to the boot. You
open it by waving your foot underneath the
bumper, leaving your key in your pocket or bag.
The E-class has a five-star Euro NCAP
safety rating. As well as two ISOFIX child
seat mounts, safety equipment includes nine
airbags as standard, as well as a collision warning
system, tiredness monitor and automatic
emergency braking.
What to look out for
After a big dip in quality a few years ago,
Mercedes has improved its production processes
and the E-class is generally as reliable as
you’d expect of a car carrying the three-pointed
star. The only issue that’s cropped up so far is
with the diesel engine’s fuel injectors, which can
need replacing after surprisingly low mileages.
Although E-class owners are generally a
happy bunch, this generation of the model, has
MOTOR SEPTEMBER 2014 49

COMPARATIVE REVIEW
50 MOTOR SEPTEMBER 2014

already been recalled four times. Two of those
were because of fuel leaks, one because of power
steering system leaks and other because of loss
of power steering assistance.
The one to buy
Mercedes-Benz E220 CDI SE 7G-Tronic
Specification
Price: £36,185 (price correct at time of publication)
Engine: 2143cc, 4 cylinders
Power: 168bhp @ 3000rpm
Torque: 295lb ft @ 1400rpm
Transmission: 7-speed auto
Acceleration: 0-100kph in 8.8sec
Top Speed: 220kph
Dimensions: L 4905mm, W 2071mm, H
1507mm
Kerb weight: 1735kg
Verdict
The beauty of the Mercedes-Benz E Class
lies in its versatility. How a car can carry
such a premium image, yet be a taxi in nearly
every European country is mind-boggling. As
a used luxury car, the Mercedes-Benz E Class
is remarkably robust, offers a broad range of
trims, engines, and even suspension tunings
to choose from. The cars are highly reliable,
which is good because they are also a bit pricey
to maintain. However as a good used luxury
car, few models are more desirable than the
Mercedes-Benz E Class.
BMW 5-SERIES
What It Is
For about as long as we can remember,
the 5-series has been the king of the executive
saloons. You could spend more on a larger
7-series but it would be a waste, so good is its
smaller sibling. And while the Touring version
is accomplished, it isn’t the largest or most practical
estate car of its class.
The saloon offers a precise and satisfying
drive, outstanding comfort and robust build
quality. There is also a wide range of engines
that offer class-leading performance, fuel economy
and exhaust emissions. Our choice would
be the 520d Efficient Dynamics. In this class of
car, you should also be arranging test drives of
the Jaguar XF, Mercedes-Benz E-Class and Audi
A6. The Jaguar, in particular, is a highly desirable
motor that offers a very satisfying drive.
The Drive
Your first consideration when buying a
5-series is whether to order variable damper
control, an adaptable damping system. This
offers a choice between sport, normal and
comfort, and allows the driver to alter the ride
comfort and, to an extent, the car’s character.
We’d suggest it’s worthwhile, as it sharpens up
the handling considerably over the basic model.
As for the 520d, its 2-litre, four-cylinder
turbo diesel is powerful enough - 181bhp to
make the large saloon feel spirited, powering it
from standstill to 100kph in 8.2 seconds, plus
it’s also efficient. The 6-speed manual transmission
is good to operate and the main controls
- steering, throttle, brake and clutch - all have a
reassuring weight.
The Interior
You’ll be sitting comfortably in the 5-series.
It has a good driving position and excellent seat
comfort with a wide range of adjustment, so
long trips are tolerated with ease. The quality
of the materials and fit and finish is impressive,
the dashboard is clearly laid out and the latest
iDrive multimedia interface is a great improvement
on the original version.
A neat option is a head-up display, which
projects information about vehicle speed and
satellite navigation instructions onto the base
of the windscreen, helping to prevent you from
taking your eyes off the road.
Rear seat space is generous, as is the 520-
litre boot, but for further practicality you’ll
need to specify the optional split/folding rear
seat - personally we didn’t need it during our
tests. The only real gripe involves the automatic
transmission, which, where available as an
option or fitted as standard, isn’t intuitive to use.
What To Look Out For
Run flat tyres with the M Sport package can
be at risk of damage so check the sidewalls for
bubbling. Some owners have had a malfunction
warning on the reversing camera, so check that
works OK, and also check for other warning
lights - some owners have noticed drivetrain
malfunction warnings which would mean a trip
to the service centre. Some owners have also
found their car pulls to the right so take the car
on a test drive to check this isn’t the case, and
that there are no other unusual cabin noises and
signs of wear and tear.
MOTOR SEPTEMBER 2014 51

COMPARATIVE REVIEW
The 5-series with towing ball hitches were
recalled in 2013 for an issue with the electronic
deployment system, which could result
in the ball hitch shaking loose from the end stop
whilst driving, and the M5 was recalled in 2012
due to engine failure related to oil pump problems.
If you’re going for either models affected,
check that the car has been fixed by BMW and
not some roadside drone.
Just so you know what these BMW codes
stand for, the sixth generation of the BMW 5
Series the (F10) debuted 23 November 2009
as a 2010 model. The Station Wagon/Touring
version carries the chassis code F11, while the
Gran Turismo hatchback style is known by F07.
This chassis is shared with the 7 Series (F01)
and the 6 Series (F12/F6).
The one to buy
520d Efficient Dynamics
Specification
Price: £30,435 (price average at time of publishing)
Engine: 1995cc, four-cylinder turbo diesel
Power: 184bhp @ 4000rpm
Torque: 280lb ft @ 1750rpm
Transmission: 6-speed manual/7-speed dual
clutch
Acceleration: 0-100kph in 8.2sec
Top speed: 230kph
Dimensions: L 4,899-4,907 mm*, W 1,860
mm, H 1,462-1,464 mm* (*2011-present sedan)
Kerb weight: 1,685 kg
52
MOTOR SEPTEMBER 2014

Verdict
Even though BMW has concentrated more
on the comfort side, in truth the dynamic side
has not lost out in any way. The 5 Series is a
surprisingly big car though, a fact that you
are always aware of from behind the wheel.
Although it is far from tank-like thanks to
some high-tech steering technology. Sporty
drivers will revel in the Beemer’s dynamics
and the performance delivered by the iconic
straight-six engine under the wide clam-shell
bonnet. The BMW 5 Series falls neatly between
the executive qualities of the E-Class and the
outright sportiness of the XF but close to the
moderate superiority of the A6. As with the two
German brands, though, you really do have to
spec this car carefully and realistically to arrive
at a features level that complements what is
fundamentally a great driver’s car.
AUDI A6
What It Is
In the battle of the premium badges, it’s
usually the Germans who end up punching
hardest. But it’s the domestic fight that’s most
gripping, with BMW from Munich, Audi from
Ingolstadt and Mercedes-Benz from Stuttgart
going nose to nose.
So with this fourth generation A6 is Audi
trying to make an executive expression that’s as
good to drive as a BMW 5-series and as good
to own as Mercedes-Benz E-class. The range
stretches far and wide from frugal four-cylinder
diesels to tarmac pulverising 420bhp V8 “S”
models, but whether you look at the cost to buy
or to run, it’s the small diesels that come out on
top every time.
If showroom appeal were the only measure,
BMW and Mercedes-Benz would be crying into
their soup right now. The Audi A6 is not only
gorgeous on the outside, the cabin also blends
true quality with latest technology with rare
harmony.
The Drive
But any driver knows that Audis are great to
look at. The question is, can the new A6 beat the
habit of a lifetime and actually offer something
- anything at all - to even a mildly enthusiastic
driver? Well, here’s a revelation - while the
expensive models will always have brutal power
on their side, the surprise is that even the everyday,
bread-and-butter models are no longer the
joyless conveyances they once were.
The most humble 2.0-litre TDI you can buy
is still good for over 225kph and a 0-100kph
sprint well under 9 seconds. Better still, this
is the first generation of the Audi A6 to offer
decent ride quality: all that banging about
over the bumps has been replaced by a supple,
almost silky gait closer in quality to a Jaguar
than anything you might expect from Audi.
The A6 makes good sense financially, too: this
lower-powered diesel model returns quite a low
fuel consumption figure, but if you want an A6
to blow your mind but not your bank balance,
you can’t ignore the 3.0 TDI BiTurbo: offering
230 kW (309bhp) @ 3900-4500 and 650 Nm
(479.42lb·ft) @ 1450-2800 while delivering a
sprint to 100kph in 5.1 seconds, this is selfstyled
supercar performance.
Sadly the last piece of the jigsaw remains
under the sofa. This A6 is a far more capable
handler than the last, but it’s still not fun in the
way any rival BMW, Mercedes or Jag is fun. It’s
quick, competent and effective, but that’s as far
as it goes.
MOTOR SEPTEMBER 2014 53

COMPARATIVE REVIEW
The Interior
This is where Audi pulls itself back into the
game. You might prefer the industrial cleanliness
of a BMW-designed interior or the opulent
luxury offered by a Mercedes, but if what you
want most is a driving environment that’s as
good to operate as it is to look at, the A6 should
top your list. Featuring many design cues and
features from the top of the range A8 limo, even
the cheapest A6 offers a high-quality habitat not
just for the driver but his or her passengers, too.
Space is excellent in the front or back, but if
it’s ultimate load-lugging ability you’re after, the
Mercedes E-class estate remains the roomiest
on the market.
What To Look Out For
With most of the latest generation of A6s
still under warranty, any glitches that have
cropped up seem to have been mopped up by
dealers.
The One To Buy
Audi A6 2.0 TDI
Specification
Price: £30,985 (price average at time of publishing)
Engine: 1968cc, straight four
Power: 174bhp @ 4200rpm
Torque: 280 lb ft @ 1750rpm
Transmission: 6-speed manual (eight-speed
auto available)
54 MOTOR SEPTEMBER 2014

Acceleration: 0-100kph in 8.7sec
Top Speed: 225kph
Dimensions: L 4,915 mm W 1,874 mm H
1,455 mm
Kerb Weight: 1,575 kg
Verdict
We can certainly see the appeal of such
models more clearly now. These are the people
who want to head to lunch at 11am, tell their
assistants to hold all their calls, close out the rest
of the world with one gentle shut of the driver’s
door, and relax as the their cars all but find their
own way to the next destination. The A6 may
not have yet reached the heights of success in
Kenya that it has in European markets where
it is the class leader. But when you take into
account the overall global growth that Audi has
achieved over the past few years, thanks in no
small part to the emphasis placed on its executive
models, it surely won’t be long before our
local execs sit up and take notice.
One of the most distinctively styled cars
on the road today, Audi’s A6 delivers distinction,
outstanding comfort, all-wheel drive and
a broad palette of luxury features. One of the
best used car values out there, the Audi A6
also has a timeless quality. Even a 6 year old
A6 looks thoroughly modern and up to date.
Additionally, the A6 offers a driving experience
rivalling that of many so-called sport sedans.
As good used luxury cars go, the Audi A6 ranks
among the best available.
This car is evidence that when you have
the basics of the engine and drivetrain set-up
right, the rest basically falls into line to provide
a package that manages to feel satisfying and
special without ostentation.
JAGUAR XF
What It Is
Pound for pound, this is the best Jaguar
on sale. In the most important areas, the XF
matches the abilities of its best mid-size executive
German rivals but adds a sense of style and
class with which they cannot compete.
The range extends from a 2.2-litre diesel
with 163bhp to a mighty 550bhp XFR-S model
with a 5-litre supercharged V8 on board. But, as
is often the case with such cars, unless you have
money to burn, the cheaper cars are not only
better value, they are better full stop. A muchneeded
Sportbrake estate version went on sale
at the end of 2012 but not locally through franchise
holder RMA Motors.
The Drive
A Jaguar need not be hugely fast but it must
always combine a fine ride with handling of
genuine appeal to the driver. The XF achieves
this better than any other Jaguar. And the
cheaper and slower the XF, the lighter, more
nimble and better-balanced it will be. All XFs
grip hard and steer beautifully but the base
2.2-litre diesel, on modest 17in rims, rides better
than a long wheelbase XJ limo, while on a
decent road it will indulge the driver at a level
usually reserved for purely sporting cars, and
pretty well resolved ones at that.
On paper, performance seems merely adequate
unless you choose at least the 3-litre
diesel, but with a standard eight-speed gearbox
even the lowest-powered XF rarely feels as gutless
as its figures suggest. Nor is the concept of
a four-cylinder Jaguar quite the contradiction
in terms it might seem. Jaguar’s engineers, concerned
that the Ford-sourced engine would not
deliver a truly refined driving experience, threw
so much sound deadening at it that some suggest
it’s more refined than the 3-litre V6 diesel.
The Interior
From the way the gear selector emerges
from the centre console to air vents that rotate
through 180 degrees when you start the engine,
here is a cabin that surprises and delights. It
looks beautiful, too, and in design terms it’s a
real step up from most rivals.
It’s not all good news, though. Room in the
back is limited and the driving environment,
although very attractive, doesn’t work anything
like as well as offerings from Audi, BMW and
Mercedes-Benz. The touchscreen dealing with
all satellite navigation, information and entertainment
is particularly slow and, at times,
frustratingly counterintuitive. You should know
this has been improved immensely on newer
versions. In the end - and like almost all Jaguars
- whether the XF will appeal or not depends on
whether what it lacks in operating efficiency is
more than compensated for by the additional
class and comfort it offers. For us, it is.
What To Look Out For
XF buyers are, by and large, very happy:
they voted the car into third place in the 2011
Auto Express Driver Power survey and also
car of the decade. Some electrical niggles were
noted in early examples, however, including
sticking windows, freezing touchscreens and
drained batteries, and there have been a number
of recalls - for malfunctioning rear seatbelts, an
instrument cluster problem, engine cut-outs,
loss of power steering assistance and a fire risk.
It’s not gremlin-free, then, but still an improvement
over Jaguars of old.
MOTOR SEPTEMBER 2014 55

COMPARATIVE REVIEW
The One To Buy
Jaguar XF 2.2 Diesel SE
Specification
Engine: 2179cc, 4 cylinders
Power: 140kW (163bhp) @ 3500rpm
Torque: 450Nm (295lb ft) @ 2000rpm
Transmission: 8-speed automatic
Acceleration: 0-100kph in 8.5sec
Top speed: 225kph
Dimensions: L 4,961 mm, W 1,877 mm, H
1,460 mm
Kerb weight: 1,850 kg
Verdict
The Jaguar XF has always been the best
looking Executive saloon but somehow with
the newer model they’ve managed to make it
more beautiful, probably I should I reiterate Ian
Callum - Director of Design for Jaguar Cars has.
The wings have been streamlined, the bonnet
sculptured and sleeker headlamps with LED
daytime running lights have been fitted too. Not
to mention the great changes inside too.
Back to the impressive engine on test here,
the power output with an impressive torque figure
provides the muscular performance expected
of a Jaguar. Reaching 100kph in 8.5 seconds,
the car will go on to achieve a top speed of
225kph. Nevertheless the unit still manages
to consume 6.6 litres of dinosaur juice on the
combined cycle - making it the most economical
Jaguar ever. An interesting thing to note is
the lack of Noise.
On the down-side some options should be
standard in the Luxury model, some low-down
turbo lag, hesitant kick-down on long ascents
plus roofline restricts rear headroom for the tall
folk (6 feet and above). All in all this Jag drives
well and is kind to the hip pocket: win-win.
There’s a lot to like about the entry-level
Jaguar XF - the Ksh. 4,997,000 entry point is
one thing, but it also comes with a hefty spoonful
of driver enjoyment. The Jaguar XF is a
gorgeous and engaging alternative to luxury
cars such as the Audi A6, BMW 5 Series, and
Mercedes-Benz E-Class. After our test drives,
we’d say the 2013 Jaguar XF is one of the most
appealing choices in this wonderful luxury/
sports saloon category, and gets to the top of the
class with charm, distinctively stunning good
looks and dynamic driving capability. The XF
models offer the full Jaguar experience of luxury,
elegance, performance, ride and handling.
The Jaguar XF delivers everything you’d
expect in a contemporary luxury saloon, and
then some, in styling, interior design, features,
technology, driving behaviour and overall
impeccable luxury. The hardware underneath is
anything but ordinary, much of it shared with
the Jaguar XK. Factor in a well-engineered body
structure, and the Jaguar XF is exactly what it
should be: smooth, quiet and responsive. This
mid-size, rear-wheel-drive saloon feels lighter
and more agile than some of the other cars in
this class, and it bears up like a top-rank sports
saloon when driven aggressively.
The Jag’s newfound affordability may also
place the smaller A4, 3 Series and C-Class
cars on notice. Yep, the launch of the new
2.0-litre turbo-petrol Jaguar XF represents the
British throwing their union-jack-woven gauntlet
(that’s glove if you don’t hail from the 15th
century…) Now the government bean counters
have another choice of brand to pin those ugly
GK plates on.
If you’re in search of efficient high-specific
output, while yearning for a compelling combination
of flexibility, refinement and driver
reward, then the Jaguar 2.0 Turbo 4 and 3.0
V6 S/C are an exquisite choice - you won’t see
56 MOTOR SEPTEMBER 2014

many cat faces while serenading the highways
with cat-tunes.
The latest iteration of the Jaguar XF medium-sized
executive is now available in all of
Jaguar Land Rover sub-Sahara Africa’s markets
- including Kenya through franchise holder
RMA Motors, boasting more ground-breaking
technology such as Extended Navigation. This
feature, which combines two separate mapping
packages offered for the first time as a single,
integrated solution, will give Jaguar XF drivers
an unprecedented trans-border navigation
capability, allowing for safe and efficient travel
across Africa.
COMPARATIVE REVIEW VERDICT
All modern road tests are fiercely contested,
but this is one of the toughest we’ve had to
call. Three of these cars can justifiably lay claim
to the title of best executive model. Yet we could
pick only one. The car left behind in the battle
for top spot was the Mercedes. Not only does
it look and feel dated, it’s off the pace dynamically.
On this evidence, the E-Class needs some
work to compete at the sharp end of the sector.
However the now available newer model does
change all this.
The entry-level Jaguar XF has been a long
time coming, and the latest revisions ensure it’s
in rude health. Unfortunately, the auto-only
specification makes it more expensive and polluting
than its rivals, and that proved critical in
deciding the outcome.
Choosing between the BMW and Audi
is no easy task. Both are highly efficient and
desirable. The 520d is the enthusiast’s choice
as it drives superbly, but the Audi is better
equipped and promises dazzling interior quality.
For most buyers, the A6 makes more sense
more of the time - and that’s why, by the smallest
of margins, it wins this test. But we could
forgive anyone who wanted the character of the
latest Jaguar.
MOTOR SEPTEMBER 2014 57

COMPARATIVE TEST
Executive Saloons:
Hyundai Sonata 2.4 Exec AT vs Subaru Legacy 2.5i S
Prem CVT vs Honda Accord 2.4i-VTEC exec AT
There are clear similarities in the overall design of all three cars,
even down to the outline shape of each car’s grille: Hyundai,
Subaru and Honda. The Sonata’s glass roof does add a touch
of distinction, though. For so long the German premium
brands, Audi, BMW and Mercedes-Benz, have dominated this
executive saloon market segment - BMW actually created it
with the original 3 Series - and they continue to be the default
choice for most people in search of style and status.
58
MOTOR SEPTEMBER 2014

But sometimes it pays to look
around for decent alternatives
if only because of the prospect
of better spec value for money
than that of the costly “option
tick-box demanding” titans. Rival offerings
from respected Japanese manufacturers Subaru,
Honda and Mazda are often not given due credit.
Then Korea’s Hyundai re-joined the group of
Far-Eastern wannabes looking for a profitable
share of the action with a rather dramatic and
strongly marketed new Sonata model.
DESIGN & PACKAGING
Hyundai Sonata 16/20
Subaru Legacy 15/20
Honda Accord 16/20
The new Hyundai Sonata will certainly not
be confused with anything else on the road -
especially in a rear-view mirror. A dominant
grille and pronounced front bumper/air intake
make up a boldly sculpted front end that carries
big, shapely headlamps. A fluted, clamshell
bonnet, prominent lines along the flanks, narrow,
tapering side glass and a glass roof (actually
a giant double sunroof), the side arches of
which close inwards at the rear, adding to the
physical presence. The wheels look a little lost
within the heavily stylised profile, but the doors
are big, which makes for easy entry/exit. It is
the longest and widest car of the three as well
as boasting the longest wheelbase, helping create
what is clearly a stylish (definitely modern),
spacious cabin - no shortage of legroom here.
Materials quality appears good except for the
steering wheel and shift paddles. It has a cavernous
boot - it holds the most of the 3 and the utility
space is increased with the rear seats folded
(released from inside the boot). However, the
loading lip is high and the aperture into the
cabin is small.
“Stately”, “lacks any real distinction”, “no
beauty queen” were some of the comments
made of the Subaru Legacy’s looks, although
the front, with its humped bonnet, is fairly
bold looking. Big multi-spoke alloys under pronounced
wheelarches and body kit-like sills do
give the profile some character, however. The
Legacy is by far the tallest of these three, and
puts the height advantage to good use to help
create a huge cabin, especially in the rear for tall
folk like me. Fixtures and fittings look upmarket
but their tangible quality is less impressive. The
boot is fairly big - second largest of the bunch
but surprisingly there is no fold-down rear seat,
only a ski flap, which limits load carrying versatility.
A tilt/slide sunroof is fitted.
Low and wide, the Honda Accord’s broad,
almost aggressive visage also makes a bold
impression. The wide, fluted bonnet and pronounced
wheelarches add to the effect but
overall the styling is straightforward - the test
team voted it the best looking of the three but
only by a very small margin. Despite the low
roof height, entering and exiting the interior is
easy enough thanks to the big doors, but it is
inside that the Accord suffers by comparison
with the other two thanks mainly to a relatively
short wheelbase that compromises fore/
aft space, especially in the back. Shoulder-room
is fine, but it is the least accommodating cabin
of the three. The architecture and trim quality
are top class, though, and a tilt/slide sunroof is
MOTOR SEPTEMBER 2014 59

COMPARATIVE TEST
standard. The rear seat backrest folds down to
increase luggage capacity but unfortunately it
holds the least.
COMFORT & FEATURES
Hyundai Sonata 16/20
Subaru Legacy 16/20
Honda Accord 17/20
The Sonata is equipped with most of the
comfort and convenience items expected at
this level such as auto-locking doors, climate
control, a trip computer, cruise control, a
good sound system with numerous auxiliary
source inputs, an auto-dim interior mirror,
electric windows (driver one-touch up/down)
and exterior mirrors, a rake/reach adjustable
multi-function steering wheel and auto-on
(self-levelling xenon) headlamps and wipers.
Driving comfort is spoiled by a seat that has
60 MOTOR SEPTEMBER 2014

plenty of electric adjustment, including lumbar,
but does not drop far enough downwards
for taller people, meaning headroom beneath
the somewhat clumsy dual glass roofs is compromised.
Keyless entry and go is standard
and the seat slides backwards/forwards when
switching off/on - a nice touch. The steering
wheel boss is cumbersome and, as already
stated, the gearshift pad paddles feel cheap and
are sited too close to the column stalks. Other
irritants include a gearshift indicator that does
not line up with the gate, a silly “eco” light, and
a rather vague climate control display. Clear,
blue back-lighting for the instrumentation can
be varied with a dimmer. The parking brake is
foot-operated and there is a hill-holder function,
too. No headlamp wash, but Park Distance
Control (PDC) is fitted to the rear. Upholstery
is a combination of plain and perforated leather,
but there is only a lap belt for the rear middle
passenger.
By comparison, the Legacy is less well
equipped, although what it does have over the
Sonata are a two-position seat memory, an
electronic park brake, dual-zone climate control,
headlamp wash, three three-point seatbelts
at the back and far more oddments stowage.
But no auto-locking or PDC and dipping the
rear-view mirror and altering headlamp beam
height are DIY tasks. The leather upholstery
is rather uninspiring, covering front seats that
have only minimal bolstering and a rear seat
that is practically featureless. Big aluminium
pedals and footrest and would-be carbonfibre
trim inserts try to lend a sporty look and the tall
glasshouse helps make for an airy ambience, but
the Legacy’s spacious cabin leaves a somewhat
lacklustre impression.
The Accord’s appointments are a blend
of the best of the other two plus a bit, such as
plain and perforated leather upholstery, electric
front seats with manual lumbar adjust, twoposition
seat memory and warmers, electric
windows with one touch fronts, auto-on wipers
and lights, dual-zone climate control, cruise
control, trip computer, headlamp wash, front
and rear PDC and a spectacles holder. The seats
are really comfy and the Accord is one of those
cars that you snuggle into in an atmosphere of
understated style. The ergonomics are excellent,
there is plenty of useful stowage space and
the interior surroundings have an upmarket
ambience that creates a feeling of motoring
well-being. In everything but space, it sets the
standard here.
Safety-wise, all of the cars feature up-todate
technology. The Legacy has seven airbags
as standard, the other two six apiece.
RIDE, HANDLING & BRAKING
Hyundai Sonata 14/20
Subaru Legacy 17/20
Honda Accord 17/20
Not the Sonata’s forte… Riding on conventional
MacPherson strut front/multi-link rear
suspension, the ride is surprisingly stiff and it
can actually get quite jittery over ridges and
corrugations, yet it can also get floaty at speed.
Because of the stiffness there is very little body
roll when pressing on through corners. But the
steering is awful - it is far too sensitive around
the straight-ahead position, the response does
not appear linear, there is no feel and constant
correction is necessary in normal driving. With
just under three turns lock to lock, the gearing
is fine and the near 11-metre turning circle
is reasonable given the car’s long wheelbase.
However, for a hydraulically-assisted system,
the steering is a let-down. Wheels are 18-inch
alloys with 225/45 rubber and there is a full-size
spare in the boot. Brakes are ventilated discs
MOTOR SEPTEMBER 2014 61

COMPARATIVE TEST
up front, solid rotors at the rear with full ABS/
EBD/BAS control, but Monthly Motor’s 10-stop
test average stopping time from 100 km/h of
3.15 seconds rates their effectiveness as fractionally
worse than average.
Perhaps to be expected given Subaru’s
motorsport history, the Legacy’s dynamics are
excellent. MacPherson struts up front and double
wishbones at the rear help give the Legacy
superb on-road manners whether labouring
through town or challenging the upcountry
twisty roads, benefitting immensely from the
permanent four-wheel drive. Copious grip from
the 225/45 R18 tyres inspires confidence in all
weathers, with only a hint of four-wheel drive
understeer at the limit. The electrically- assisted
steering provides good feedback and the 2.9
turns lock-to-lock and 11-metre turning circle
match the Sonata’s. Legacy is definitely the
driver’s car of this trio. Wheels are alloy and the
spare is a space-saver. Again, ventilated/solid
discs with full ABS control provide the stopping
power, and the test stopping time average of
2.79 seconds rates as excellent.
The Accord once more does the business
in a competent if not spectacular manner. With
double wishbones up front and a multi-link
rear suspension setup, the ride is firm but never
jarring and because of the car’s wide and low
stance, body roll is not noticeable. The electricpowered
steering is higher-geared - 2.5 turns
lock to lock - but the 12.1-metre turning circle
is a result of the car’s width and consequent
wide track. Car-parking takes care. The Accord
is not as sharp as the Legacy but is nevertheless
very well balanced. Wheels are again 18-inch
alloys but with an 8J width - rather than the
other two’s 7.5J - the Accord wears 235/45 rubber.
The spare is a space-saver. Brakes follow the
same format as the Sonata and Legacy, and the
test average stopping time of 2.92 seconds is just
outside the excellent rating.
paddle shifting, the Sonata delivers middling
performance - 0-100 km/h in 10.07 seconds and
a top speed of 208 km/h. Refinement is missing,
though - the test car occasionally lurched
from take-off and the transmission sometimes
hunted for the right gear. Overall, the Sonata
proved difficult to drive smoothly.
Despite having the biggest capacity engine
- 2457cc (2.5-litre) - the Legacy has the least
power of the three - 123kW at 5600 r/min - and
all but the same maximum torque as the Sonata,
so its slowest-of-the-group 10.92 seconds for
the 0-100 km/h sprint is no real surprise. The
Legacy has a six-step CVT transmission with
manual override and paddles. Top speed is 210
km/h. Of course, the 16-valve flat-four engine
has that distinctive Subaru beat to it, most of
which is subdued by the slurry nature of the
CVT ’box, however. With marginally the smallest
engine of the three - 2354cc (2.4-litre) - the
Accord uses Honda’s long established VTEC
VVT technology to good effect to produce
148kW at a high 7000 r/min and 230Nm of
torque at 4200 r/min. The figures contradict the
car’s reasonable low to mid-range tractability,
though. With a 0-100 km/h time of 9.65 seconds
and a top speed of 227 km/h, the Accord
is the sprinter of this group. The transmission
is a five-speed unit that has a slightly odd shift
release button, but there are Drive and Sport
PERFORMANCE
Hyundai Sonata 16/20
Subaru Legacy 15/20
Honda Accord 16/20
The Sonata has a 2359cc (2.4-litre) twincam
16-valve in-line four-cylinder engine with
variable valve timing (VVT) producing peak
outputs of 131kW at 6000 r/min and 228Nm
of torque at 4000. Mated with a 6-speed auto
box with manual override and the option of
62 MOTOR SEPTEMBER 2014

modes to choose from, plus paddles.
FUEL ECONOMY
Hyundai Sonata 16/20
Subaru Legacy 14/20
Honda Accord 15/20
The Sonata scores here by being the most
economical of the trio. A Monthly Motor
fuel index figure - in other words a calculated
achievable overall consumption - of 9.84
litres/100 km is quite respectable for a car of
this class. With its 70-litre tank, the car has a
range of 711 km.
The Legacy is (just) the thirstiest of the
group with an index figure of 10.92 litres/100
km. Tank capacity is 65 litres, which allows a
range of 595 km.
The Accord falls between the other two
with an index figure of 10.68 litres/100 km giving
it a range of 613 km with its 65-litre tank.
VALUE FOR MONEY
Hyundai Sonata 16/20
Subaru Legacy 15/20
Honda Accord 16/20
At Ksh. 2,999,000, the Sonata puts all of
its rivals to shame with an excellent value-formoney
package - but there is more to value than
gadgets. For sure, the car’s standard equipment
list is extensive but the dynamics, refinement
and potential resale value are issues that should
not be overlooked too readily.
The Legacy is priced at Ksh. 5,425,000
when equipped with a 2-litre engine, this one
will definitely set one back close to or just over
Ksh. 6,000,000, which is fair value, especially
when considering the car’s costly four-wheel
drivetrain. But it lacks any notable “surprise
and delight” items that would add to the appeal.
We reckon the CVT does not suit the car, but
Subaru is seriously targeting the African market
with its new products, which explains quite
a few specification choices. With prices yet
to be announced on the soon to be launched
all-new version, this model sold for close to
MOTOR SEPTEMBER 2014 63

COMPARATIVE TEST
Ksh. 6,000,000, making it the most expensive
of the trio, but it has a really good spec
level, is dynamically adept and upholds Honda’s
renowned reputation for quality, for which it is
difficult to place a value.
VERDICT
Hyundai Sonata 15/20
Subaru Legacy 15/20
Honda Accord 17/20
If we take decimal places into account
then the Hyundai Sonata comes last in this
comparison. We were expecting more from
this newcomer that has received a lot of global
advertising and marketing exposure since
launch, but there are too many aspects, particularly
concerning dynamics, that overshadow the
undoubted value-for-money spec level for the
money - the “bling for the buck”. These days,
though, near enough is not good enough in this
class of vehicle.
We expressed concern over Subaru’s decision
to make the US market its number 1 target
because American tastes and preferences often
do not coincide with Eurocentric priorities that
Africa tends to follow. Fortunately, the dynamics
have not been distilled too much - save for
the CVT - and the Legacy does appeal in a
number of areas. But it lacks the overall versatility
of the Sonata and Accord and - dare we say
it? - is a bit ordinary in this company.
The Accord does nothing exceptionally
well nor anything particularly badly, but its
conservative persona wrapped in Honda’s enviable
reputation for quality just about justifies
its premium pricing and makes it the winner
here. It provides a safe and comfortable haven
from the mayhem of motoring life and provides
a really sensible alternative to the market sector’s
German establishment, whose very basic
standard offerings are priced where the Honda
reaches its peak. Makes you think…
64 MOTOR SEPTEMBER 2014