Monthly Motor - November 2014

MONTHLY KSH 350/-
NOVEMBER 2014
ALL YOUR MOTORING NEEDS
inside:
COMPARISON TEST
USED COMPACT SUVS
Printed in Kenya
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Tanzania 7,000/= Uganda 10,200/=
Issue No. 215 Volume 22

from the publisher
Packing the Car:
Safety First!
Whether you’re taking a long
trip to the seaside town
of Mombasa, collecting a
friend from the airport to the
hotel or you are collecting your child from
an upcountry school, getting the car packed
right is paramount to your safety on the road.
Setting off with the entire family and a lot of
baggage implies certain risks, not only for
those in the car, but also for other road users.
Goodyear advises motorists to follow a
few simple rules to ensure the car is packed
securely and doesn’t endanger your family or
other road users.
Safety first!
Passenger safety and comfort comes above
all else. Don’t risk carrying passengers
unrestrained due to large or awkward items
that are in the way. Install child seats first
before loading the car, as it may prove difficult
to do once the car is fully loaded.
Last in, first out
This saying provides a handy hint to packing
that ensures you keep the items you may
need during the journey close at hand and
easy to retrieve. Be mindful of “must haves.”
Take enough food, drinks, nappies, medicine,
and entertainment for your kids and other
essential items to last you until your reach your
destination.
Secure
A few simply rules can make all the difference:
Keep the area around the driver’s feet clear.
Loose items rolling around are distracting and
potentially dangerous if they get caught under
the driver’s feet or the pedals – particularly in
emergency braking situations.
Always pack large, heavier items at the
bottom of the boot to ensure the centre of
gravity stays as low as possible. Storing heavy
items as far forward as possible and packing
these tightly against the back of the boot
ensures a better weight distribution. Avoid
using the inside of the passenger area of the car
for storing your luggage. Items can fly forward
unexpectedly, hurting passengers. An item
that seems to be light at first sights accelerates
enormously in the event of emergency braking
- even at relatively low speeds, hitting front
passengers with a multiple of its actual weight.
Visibility
If you own a station wagon, avoid packing
above the line of the back seats. Not only
does this significantly hamper your view, it
also heightens the possibility of items flying
forward in case of an emergency-braking
manoeuvre.
If you have to use the full height of your
station wagon’s boot make sure you use a net
or other built-in protection to avoid having
items flying forward.
Puncture
If your car is not equipped with a special safety
device and tyres, consider the possibility of a
puncture when packing the car. It’s annoying
and dangerous having to empty the entire
boot of the car next to a busy road to get to the
spare tyre.
And remember: if you have a puncture,
take care of your family’s safety first. Get
everyone in a safe place before taking care of
the puncture or calling for help.
Driving style
Last but not least: don’t forget that
driving a fully loaded vehicle impacts its
maneuverability and takes getting used to.
Additionally, travelling with the entire family
and loads of baggage means that you have
more distractions, less visibility and a fully
loaded vehicle that will require longer stopping
distance.
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
Mike Schlee
Paul Williams
Jonathan Yarkony
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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2
MOTOR NOVEMBER 2014

CONTENTS
Santiusae demrae
Volume 22, Issue 215
NOVEMBER2014
08
38 COMPARISON TESTS
Used Compact Suvs
26
50 COMPARISON TESTS
BMW X4 Vs Range Rover Evogue
56 MOTORING
Car care
58 NEWS FEATURE
Volvo Cars is the Fastest-Growing
Premium Brand in Europe
38
60 HUMOUR
His Holy Crossword
50
06 HEADLIGHT
Tips for Purchasing an SUV
08 COVER STORY
The New 2015 Nissan Murano
14 LUXURY SALOON
Mercedes-Benz S-Class - Long
and luxurious
20 LAUNCH
World Premiere of the All-new
Volvo XC90
26 COMPARISON
2014 Nissan Rogue
vs 2014 Mazda CX-5
32 LARGE COUPE
Taking the All-New Ford Mustang from
Sketch to Production
4 MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 5

HEADLIGHT
www.toyotakenya.com
Tips for Purchasing an SUV
By Hanningtone Gaya
*Free service
for
3 years or 30,000km
whichever comes first
When looking for a new SUV, there are many factors to consider. The most obvious ones
are the price, availability of after sales service and spare parts support and whether it is
diesel or petrol propelled. Ideally, any potential purchase should not exceed one’s financial
ability, unless one doesn’t mind a future visit by auctioneers. Another equally important
factor is lifestyle. Every man and woman see themselves in one of the many dream SUVs
that dot our roads this days, mostly with the fairer sex behind the steering wheels.
The tip is to combine the desire
for sleek and sporty good looks
with good pricing, fuel consumption
and off road ability. One needs
money to pay for petrol or diesel.
This might sound easy enough; buyers should
realize that it’s highly unlikely that they will be
able to pay Probox prices and drive in Jeep style.
Therefore early on, the decision must be
made to prioritize what one wants from their
new SUV. It’s important to accurately assess one’s
needs and requirements for a new SUV, be it
family accommodation, economic value, reliability
or flashy hot looks. Once a buyer has a
good approximation of what he or she is looking
for, it is then time to match up available models
with those consumer ideals and look at each one
individually.
Word of mouth does play a key role in any
buyer’s prospects, having heard of a friend’s satisfaction
with their new SUV or through survey
reports and motor magazines. However informative
people’s testimonials may be, there is no
substitute for a hands-on personal inspection of
the SUVs you are considering. This hands-on
evaluation of the SUV should include personal
test drives on both urban and rural roads and
under various weather conditions if possible, so
as to get a feel of the SUV that you may be living
with for the next five years or more.
In addition, the resale value of the particular
SUV should be looked into. Some SUVs hold
their value much longer than others, after several
years of careful use. Once the SUV has been
inspected and subsequently chosen, the next step
is to weigh the options of cash purchasing, or
financing. Many motor dealers have financing
options arrangements with leading banks at com-
petitive rates. For instance, CFAO DT Dobie have
auto loan product, KCB Asset Finance. This decision
depends on how much money one has available
for this sizeable purchase. Those who earn
a substantial salary may choose to place a large
down payment on the SUV and pay the difference
over a few years, usually from 6 to 48 months.
Depending on the prevailing interest rates, these
options are often more viable for most people
than splashing out a cool 2 to 4 million in cash.
It is prudent to note that buying an SUV
should not be a speedy process. The purchase
should involve time and research. A person who
gets to one dealership and drives off the lot in
their new SUV that same day will probably have
paid more for that SUV than if he or she had
taken their time, shopped around and found a
good deal involving a blend of desired options at
reasonable prices. Be forewarned!
The new Rav 4 offers a bold new design and a high quality interior with spacious rear seats
plus a large cargo space. It’s new and improved Dual VVTi engine gives more power
without compromising on fuel economy.
0206967000 / 0719029000
06232621
0206967748/759
05431790
0412223071/2
0612030444
0206967671 / 0726454912
06432512/364
0512211780 / 0733873810
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6
MOTOR NOVEMBER 2014

COVER STORY
The New 2015 Nissan Murano
By Paul Williams
Indications are that this design will inspire
future Nissan vehicles – or at least, the cars
and CUVs – which is especially interesting
because for quite a while, it’s been hard to pin
down exactly what a Nissan looks like. Over
the years, Nissan has bounced from radically weird
(Juke) to very conservative (Sentra), to outright dull
(Versa) to outrageous (GT-R), lacking a unifying
theme to identify the brand (other than the logo).
Nissan executives explained that this was actually
strength, enabling Nissan to offer a range of very
distinctive vehicles appealing to different buyers
with different needs. That the Juke was completely
unlike the Sentra, for instance, was therefore seen as
a positive attribute.
Lately, attitudes have changed, and with the
all-new 2015 Nissan Murano we’re told that its
distinctive design will indeed be a precursor of
future Nissan vehicles. The third generation Murano
revealed at the New York Show, therefore, “expresses
a new Nissan design direction – including its
‘V-motion’ front end, LED boomerang lights originally
introduced on the Nissan 370Z and the unique
‘floating’ roof,” according to Nissan. It’s the shape of
things to come, a good tagline, nonetheless.
The Murano is the right vehicle to get this ball
rolling. When first introduced it created something
of a stir in the SUV and nascent CUV segments,
arguably influencing other manufacturers to move
away from traditional boxy SUV styling and into
The 2015 Nissan Murano isn’t
some kind of concept SUV. It
is the production version of
the 2015 Nissan Murano, which
Nissan executives say is designed
to look like a concept vehicle
put into production. Okay, then.
Mission accomplished!
8
MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 9

COVER STORY
more aerodynamic and appealing forms.
While the original Murano – introduced in
2002 as a 2003 model – used elegant Italian glass as a
design theme along with Spanish styling flourishes,
the 2015 Murano is about futuristic transportation,
according to Nissan. The shapely exterior,
influenced by the company’s Resonance Concept,
is carried through to the interior, which is designed
to create “an engaging social lounge feel,” that features
a lower-height instrument panel, wide centre
console and Zero Gravity front and outboard rear
seating,” the latter inspired by NASA.
An important difference between Canadian
and US Murano models is that for Canada, an
eight-inch colour display with multi-touch control,
NissanConnect, navigation and mobile apps are
standard equipment.
While some other companies are moving to
four-cylinder power, Murano remains a V6 vehicle,
it’s 3.5-litre DOHC engine mated to a CVT “automatic”
transmission. Optimized for fuel efficiency,
and boasting a 0.31 coefficient of drag, Murano
features a lower grille shutter, front and rear spoilers,
rear tire deflectors, rear suspension fairings and an
optimized fuel tank design. The drivetrain in combination
with the aerodynamic exterior is expected
to reduce fuel consumption by up to 20 percent. For
2015, front-wheel drive returns to the Murano as an
option to the all-wheel-drive system.
Rear cargo area dimensions are increased by
approximately 84 millimetres in width and 50 mm
in length, while the rear lift gate is reshaped to
more easily permit loading and unloading cargo.
In combination, these modifications add 113 L of
cargo capacity to Murano. Usefully, the split rear
seat can be controlled from the cargo area for added
convenience.
Safety technologies continue to be a strong suit
of the Nissan brand, with many advanced systems
both standard and available. The new Murano
uses up to four on-board cameras and three radar
systems to inform a range of safety technologies
such as Moving Object Detection (MOD), Blind
Spot Warning (BSW), Predictive Forward Collision
Warning (PFCW) and Forward Emergency Braking.
The new Cross Traffic Alert (CTA) system utilizes
radar to detect a moving vehicle behind the Murano
approaching from either side of the parking space.
This enables the driver to better see curbs, shopping
carts and strollers, for example, via onscreen images,
visual notification and warning chimes.
Available convenience features include the
Around View Monitor, eight-way power driver’s
seat with power lumbar support, SiriusXM Radio
(SiriusXM required, sold separately), Nissan
Intelligent Key with Push Button Ignition, iPod
interface, 11-speaker Bose premium audio system,
and Bluetooth hands-free phone system. A heated
steering wheel is also available.
Available audio systems include an advanced
Bose design with 11 speakers (including dual subwoofers),
and SiriusXM Satellite Radio. Other interior
features include: standard dual-zone automatic
temperature control and Nissan Intelligent Key with
push-button ignition, along with available leatherappointed
seating, heated steering wheel, steering
wheel position memory, driver’s seat and outside
mirror memory, power folding rear seats and
remote engine start with intelligent climate control.
The panoramic moonroof has a 40 percent
longer sliding length and a 29 percent larger open-
10
MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 11

COVER STORY
It is indeed a striking vehicle, and will be
easily recognizable on the road. According
to Nissan, the Murano “symbolizes Nissan’s
design-led product and brand renaissance.”
Life changes in 10 years,
but your fridge remains the same.
ing than the previous generation design. Nissan
suggests it will be among the largest moonroofs in
the segment.
It is indeed a striking vehicle, and will be easily
recognizable on the road. According to Nissan, the
Murano “symbolizes Nissan’s design-led product
and brand renaissance.”
“In the past three years, Nissan has completely
transformed its product portfolio, grown global volume
by more than one million units, strengthened
the brand to being the fastest-growing automaker
on the Interbrand Top 100, resulting in the shake-up
of entire auto industry segments,” said Andy Palmer,
Nissan’s Chief Planning Officer and Executive Vice
President. “Murano helped create a new segment,
and the latest version, debuting today, redefines that
segment.”
The 2015 Nissan Murano will be offered in four
grade levels: S, SV, SL and Platinum.
COMPETITORS
Ford Edge
Jeep Grand Cherokee
Volkswagen Touareg
THE NEW SAMSUNG
The Samsung Duracool Smart Refrigerator uses the
revolutionary digital inverter compressor technology,
which comes with a 10 year warranty, to serve you
perfectly for years.
12
MOTOR NOVEMBER 2014
Contact Center: 0800 545 545 (Toll Free) | Like us facebook.com/SamsungCEEA | Follow us @SamsungCEEA

LUXURY SALOON
the focus of our development work, the ‘Essence of
Luxury’. Customers will be astounded by the power
and grace of the most technologically advanced and
luxurious model in its segment,” adds Govender.
With an output of 390 kW, the V12 biturbo
engine in the S 600 packs a bigger punch than its
predecessor did with 380 kW. The displacement
of the engine has increased from 5513 to 5980
cc. A maximum torque of 830 Nm is available
from 1900 r/min. The S 600 now for the first time
features the ECO start/stop function as standard,
significantly contributing to reduced emissions. The
combined fuel consumption of the S 600 stands at
11.1 litres/100 km - 20 percent lower than that of its
predecessor (14.1 l/100 km).
The most important features
of the engine at a glance:
All-aluminium crankcase
One-piece chain drive
Forged crankshaft in high-grade quenched and
tempered steel
Modified forged pistons
New engine control unit
New dedicated ignition coil with twin-spark
ignition
Cam follower
Two intake and one outlet valves (three-valve
technology)
Hollow-stem outlet valves, filled with sodium
Low-temperature cooling-water circulation with
separate expansion reservoir.
7G-TRONIC PLUS: outstandingly smooth gear
changes as standard
All new S-Class models feature the 7G-TRONIC
PLUS automatic transmission with DIRECT
SELECT lever as standard. The features of the latest
version to emerge include a new torque converter
with reduced slip, an ECO shift mode with a wider
ratio spread and an auxiliary oil pump to maintain
the operating pressure during automatic stops. Lowfriction
components and low-viscosity oil help to
reduce the operating pressure.
The comprehensive standard specification of
the S 600 L reinforces its role as a flagship model. The
LED Intelligent Light System, the MAGIC BODY
CONTROL suspension with ROAD SURFACE
All new S-Class models feature the
7G-TRONIC PLUS automatic transmission
with DIRECT SELECT lever as standard.
Mercedes-Benz S-Class
long and luxurious
No other car lives up to the high standards so famously and quite as
comprehensively as the top model from Mercedes-Benz. The S 600
L with V12 biturbo engine is the top model in the already successfully
established S-Class and is available exclusively with long wheelbase and
with a luxurious package of equipment and appointments.
Its performance data: 390 kW of power and
830 Nm of torque. The S-Class range gets
even better in other ways, too: all models
in the current range are upgraded with the
addition of a head-up display, touchpad and
COLLISION PREVENTION ASSIST PLUS.
“The S-Class is the embodiment of our claim to
deliver the very best in terms of both technology and
design,” says Selvin Govender, Divisional Manager,
Product and Marketing, Mercedes-Benz Cars.
“The S 600 with its exciting and exhilarating
V12 engine is our flagship model that epitomises
14 MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 15

LUXURY SALOON
SCAN and the Driving Assistance package Plus,
all come as standard. The latter comprises Active
Lane Keeping Assist, Active Blind Spot Assist, BAS
PLUS with Cross-Traffic Assist, DISTRONIC PLUS
with STEER CONTROL and Stop&Go Pilot, PRE-
SAFE® Brake and PRE-SAFE® PLUS. These innovative
driver assistance and safety systems, grouped
together under the terms Mercedes-Benz Intelligent
Drive, make driving even more relaxed and safer.
The standard MAGIC BODY CONTROL suspension
provides unrivalled comfort as it adapts
to surface undulations. This is made possible by
a combination of the active ABC suspension with
continuously variable dampers and the innovative
ROAD SURFACE SCAN. The nature of the road
surface ahead is precisely registered with the help
of a stereo camera located behind the windscreen.
In addition the active suspension effectively compensates
body roll and pitching when moving off,
cornering or braking. The continuously adjustable
dampers allow both a comfortable basic damping
action and a stiffer, speed-dependent setup. All in
all this leads to a magical combination of outstanding
comfort and thrilling vehicle dynamics.
Touches in the new S-Class
With immediate effect, all the functions of the
head unit can be controlled by fingertip gesture,
as with a smartphone, from the new, standard
touchpad. In addition, the touchpad allows letters,
numbers and special characters to be entered in
handwriting - in any language that is available on the
head unit. The touchpad thus offers an additional,
full-function input option over and above the existing
COMAND Controller and LINGUATRONIC.
A head-up display is a new standard feature for
the S 600 L. As in a jet fighter, it displays important
information directly in the driver’s field of view on
the front windscreen, so ensuring that the driver’s
attention is distracted less from the road ahead. The
system provides information on speed and navigation
instructions.
Replacing COLLISION PREVENTION ASSIST
on the S-Class now is COLLISION PREVENTION
ASSIST PLUS as standard. In addition to the adaptive
Brake Assist system, which helps to protect
against collisions at speeds of over 7 km/h, this
system now features a further function: if the danger
of collision persists and the driver fails to respond,
the system is able to carry out autonomous braking
at speeds of up to 200 km/h, thereby reducing
the severity of collisions with slower or stopping
vehicles. The system also brakes in response to stationary
vehicles at a speed of up to 50 km/h, and is
able to prevent rear-end collisions at up to 40 km/h.
A clear windscreen even at sub-zero tempera-
16 MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 17

LUXURY SALOON
tures, without all the hassle of scraping, is now possible
thanks to electric windscreen heating - Magic
vision control. This is designed to work in conjunction
with the air-conditioning blower and ensures
clear forward visibility in practically no time at all.
Luxurious and long
The S 600 L comes standard with the “Chauffeur
package”. The rear seat occupant on the front passenger
side has 77 millimetres more maximum
knee-room. This is because the front passenger seat
can be moved 40 millimetres further forward, and
a further 37 millimetres of space can be obtained
thanks to a four-link system. In addition to this
“chauffeur position” the front passenger seat can be
folded forwards or placed in an extended-recline
position. The EASY ADJUST luxury head restraint
is standard equipment in the “Chauffeur package”,
as is a heel support for the rear passenger which
extends from under the front passenger seat with
this long-wheelbase version.
Luxury the rear seats
The S 600 flagship model from Mercedes-Benz
can very easily become a chauffeur-driven vehicle.
The logical consequence is the particular attention
devoted to the rear by the seat developers. The
rear seats are therefore right in the forefront when
it comes to seating/climatic comfort and passive
safety.
Five rear seat variants (static bench seat or
individual seats with 37-degree adjustment) are
available for the long-wheelbase version. The adjustment
kinematics has been changed in the luxury and
reclining seat variants. The rear backrest is adjusted
separately so that the legroom and seat reference
point remain unchanged. The cushion can be separately
adjusted for angle and horizontal position.
The maximum backrest angle of the optional
Executive seat (reclining seat) on the front passenger
side is increased from 37 to 43.5 degrees, giving it
the largest backrest inclination in the luxury segment.
The reclining seat behind the front passenger
seat features a calf support which is freely adjustable
for length and angle. In combination with the heel
rest on the folding chauffeur seat and an additional
comfort cushion, this allows a reclined position that
sets new standards in the automobile sector with
respect to sleeping and resting comfort.
The individual seat functions in the rear, and
those of the driver’s seat, are operated via the typical
Mercedes-Benz control panels in the rear doors.
The “resting position” key is pressed to bring the
front passenger seat and rear seat into the reclining
position.
The most upright backrest position of 19
degrees in the luxury and reclining seat variants
allows relaxed working in the rear.
Legendary engines
The figure “600” has long been a legend in the
history of the automobile: the model 600 (W 100)
launched in 1963 was the first passenger car from
Mercedes-Benz to feature a V8 injection engine.
This same powerful (184 kW) and refined engine
was also used from 1967 on in the W 109 model
series (in the top-of-the-range 300 SEL 6.3). Further
top models to feature a V8 engine included the 450
SEL 6.9 from the model series 116 (210 kW) and
the 560 SE in the 126 series (220 kW in the ECE
version). The 600 SE model in the 140 model series
of 1991 marked the introduction of the first twelvecylinder
engine as standard in a Mercedes-Benz
passenger car. The M 120 delivered 300 kW from a
displacement of 6 litres and began a tradition of V12
units as the top-of-the-range engines in the S-Class.
Since the 220 series, Mercedes-Benz has also offered
especially sporty, AMG-optimised variants with V8
and V12 engines at the top of its S-Class range, in
the form of the S 63 AMG and S 65 AMG.
“The S 600 engine benefits from the twelve
cylinder expertise of AMG as they are built at the
competence centre for V12 powertrains at AMG in
Affalterbach, benefitting from the expertise of our
AMG engineers,” concludes Govender.
18
MOTOR NOVEMBER 2014

LAUNCH
LUXURY LARGE SUV
World Premiere of the
All-new Volvo XC90
Months of speculation ended last month after Volvo Cars unveiled its allnew
Volvo XC90, delivering on its promise to introduce a visually striking,
premium quality seven-seat SUV with world leading safety features, new
powertrain technologies, an unrivalled combination of power and fuel
efficiency with a superlative interior finish.
Three years in the making and part of a USD 11bn
investment programme, the all-new Volvo XC90
marks the beginning of a new chapter in Volvo’s
history, capturing its future design direction,
incorporating its own range of new technologies
and utilising its new Scalable Product Architecture (SPA)
technology.
“This is one of the most important days in our history. We
are not just launching a car, but re-launching our brand. This
day marks a new era for our company. The all-new Volvo XC90
paves the way for a portfolio of exciting new cars to come in the
following years,” said Håkan Samuelsson, President and CEO of
Volvo Car Group.
Volvo’s new face
Symbolising this historic day in Volvo’s 87 year history,
the all-new Volvo XC90 will be the first of its cars
to carry the company’s new - more prominent iron
mark - which has the iconic arrow elegantly aligned
with the diagonal slash across the grille. Together
with the T-shaped “Thor’s Hammer” DRL lights, the
iron mark introduces an entirely new, distinctive
and confident face for Volvo’s forthcoming generation
of cars.
The all-new Volvo XC90’s large bonnet with
its new topography, the beltline and the sharpened
shoulders connecting with the tattoo-like new rear
lights are important design signatures that will be
mirrored across the range.
To add more visual muscle from the sides, the
all-new Volvo XC90 comes with a range of wheel
sizes up to 22 inches.
“The overall impression, both exterior and
interior, has a strong connection to the key elements
of the Swedish lifestyle: the generous space, the
celebration of light and the focus on wellbeing,” said
20 MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 21

LAUNCH
Thomas Ingenlath, Senior Vice President Design of
Volvo Car Group.
First SUV without compromises
The all-new Volvo XC90 is firm evidence of the
company’s ‘Volvo-by-Volvo strategy’. Its outstanding
combination of luxury, space, versatility, efficiency
and safety will bring the SUV segment into a new
dimension, just as the original Volvo XC90 achieved
in 2002. “Volvo-by-Volvo means that the Swedish
company is fully independent - all R&D is done
entirely for Volvo, by Volvo - with no external
financial support.
“SPA has enabled us to create the world’s first
SUV without compromises,” says Dr Peter Mertens,
Senior Vice President, Research and Development
of Volvo Car Group. “You get the in-command
feel, generous interior space and flexible capability
combined with the agility and smooth comfort of
a much smaller and lower car. The adrenaline rush
that is key to true driving pleasure is delivered by
powertrains that offer an unrivalled combination of
power and clean operation. And since the all-new
Volvo XC90 carries the Volvo badge, world-class
safety is standard.”
Unrivalled fuel efficiency
The all-new Volvo XC90 offers a range of
two-litre, four-cylinder Drive-E powertrains, all of
which provide an outstanding combination of per-
formance and fuel-efficiency.
The top of the range XC90 T8 Twin Engine,
which combines a two-litre, four-cylinder supercharged
and turbocharged petrol engine with an
electric motor, offers an unrivalled combination of
power and clean operation: around 295kW with
carbon dioxide (CO2) emissions of around 60 g/km
(NEDC driving cycle).
Most comprehensive safety
package
The all-new Volvo XC90 offers the most comprehensive
and technologically sophisticated standard
safety package available in the automotive
industry. It includes two world first safety technologies:
a run-off road protection package and auto
brake at intersection capability.
In a run-off road scenario (if driver is distracted
the vehicle gradually veers off the road), the all-new
Volvo XC90 detects what is happening and the front
safety belts are tightened to keep the occupants in
position. To help prevent spine injuries, energyabsorbing
functionality between the seat and seat
frame cushions the vertical forces that can arise
when the car encounters a hard landing in the terrain.
The all-new Volvo XC90 is the first car in the
world with technology that features automatic braking
if the driver turns in front of an oncoming car.
This is a common scenario at busy city crossings
as well as on highways, where the speed limits are
higher.
City Safety becomes the umbrella name for all
of Volvo Cars’ auto brake functions, which are standard
equipment in the all-new Volvo XC90. It now
covers vehicles, cyclists and pedestrians in front of
the car, day and night.
“The new technologies will take us a significant
step closer to our vision that no one will be killed
or seriously injured in a new Volvo car by 2020,”
says Dr Mertens. “Our starting point on safety is the
same today as it was when the company was created
almost 90 years ago: real-life situations. We study
data. We crunch numbers. We innovate. The result
is one of the safest cars ever made.”
Three focus areas will help Volvo Cars to reach
Vision 2020: safety, connectivity and autonomous
drive.
“With the all-new Volvo XC90, we take the
first step towards self-driving cars. A new function
that automatically follows the vehicle ahead in
stop-and-go traffic will provide a radically simplified,
semi-autonomous driving experience,” said
Lex Kerssemakers, Senior Vice President, Product
Strategy and Vehicle Line Management of Volvo
Car Group.
Luxurious interior
The all-new Volvo XC90’s interior is the most
luxurious to date. The most striking feature is
a tablet-like touch screen control console, which
forms the heart of an all-new in-car control system.
This system is virtually button free and represents
22 MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 23

LAUNCH
an entirely new way for drivers to control their car
and access a range of Internet-based products and
services. It also helps create an interior that is modern,
spacious and uncluttered.
“The new interior design is pure and uncluttered,
while still radiating the sophisticated confidence
and formality that luxury SUV customers
expect. The simplicity is perfectly in tune with our
Scandinavian design heritage. It opens up generous
surfaces and gives us the opportunity to create a
modern, luxurious interior architecture,” says Mr
Ingenlath.
The all-new Volvo XC90 interior combines
materials such as soft leather and wood with handcrafted
details, including a gear lever made of crystal
glass from Orrefors, the famous Swedish glassmaker,
and diamond-cut controls for the start/stop button
and volume control. Craftsmanship has been in
sharp focus during the whole development work.
The genuine seven seater features new, innovatively
designed seats that also free up interior space
for passengers both in the second and third seat rows.
The third row offers class-leading comfort for two
passengers up to 170 cm tall.
Top audio systems in the world
The all-new Volvo XC90 features one of the top
audio systems available in the automotive world after
Volvo Cars audio experts joined forces with their
counterparts at the renowned British audio equipment
company Bowers & Wilkins.
The top-of-the-line system in the all-new Volvo
XC90 features a 1,400 Watt Class D amplifier and 19
Bowers & Wilkins speakers. It also includes one of
the first air-ventilated subwoofers in a car. Integrated
into the car body, it turns the whole interior space
into a giant subwoofer.
The latest sound processing software has been
used to manage the timing of the sound and coordination
of the speakers. This brings the emotional
experience of a world-class live performance into
the car.
Two main accessory themes
The all-new Volvo XC90 is available with a range
of accessories that makes it possible for the owner to
create a truly personalised car. There are two major
exterior styling themes:
The Urban Luxury package combines a colour
co-ordinated body kit with polished stainless steel
details, such as front deco frames, front and rear skid
plates and side scuff plates. The 21-inch exclusive
polished wheels complete the elegant look.
The Rugged Luxury kit enhances the ruggedness
of the XC90 SUV with tech matte black exterior trim,
stainless steel skid plates, running boards with illumination
and integrated exhaust pipes. This version
is supplemented by unique 22-inch wheels.
24 MOTOR NOVEMBER 2014

COMPARISON
COMPACT SUV
2014 Nissan Rogue
vs 2014 Mazda CX-5
By Jonathan Yarkony
There is no question that the Mazda CX-5 is a favourite here.
Both a top pick and a big comparison test winner, the CX-5
lives up to our expectations time and time again.
When first released in 2012,
it delivered captivating
design, ground-breaking
efficiency, class-competitive
interior space and a
driving quality rarely seen in this segment. However,
the 2.0L SkyActiv engine at launch was positively
anaemic – a whole lot of sky, not a lot of activ (sic) –
compared to even other four-cylinder competition,
so it languished in our first comparison test and left
us wanting. For 2014 models, Mazda added a beefier
2.5L SkyActiv that provided just enough motivation
to keep up with the reputation for excellent dynamics
that it quickly established.
However, the 2014 Nissan Rogue arrives in the
segment this year offering many similar qualities:
efficiency, ease of use, modern design and family
friendly accommodations, trumping the CX-5 and
most competitors (Mitsubishi Outlander excepted)
with an optional third row for those that occasion-
ally need to ferry extra kids or an in-law or two.
However, we skipped that configuration in favour
of the more common five-seat model in top-trim
SL AWD trim with Premium Package so we could
sample the full range of its technology and creature
comforts.
Not to be outdone, the Mazda delivered the
fully loaded GT AWD with the Technology Package.
Without further ado, let’s dive into these highcontent
compact crossovers that are both tearing up
the sales charts.
Value
Both of these crossovers creep well over the
$30K mark as equipped, but both deliver luxurious
levels of content and impressive levels of quality.
The SL is the top tier in the Rogue line-up,
and at $30,498 with a $1,630 PDI fee, it starts with
such amenities as 18-inch wheels, intelligent key
(proximity entry and push-button start), intuitive
AWD (with torque-vectoring braking), fog lights
and halogen headlights, but not projectors or HIDs.
Inside, you are treated to heated leather seats (power
six-way adjustment for the driver, four for the passenger),
dual-zone auto climate, power panoramic
sunroof, USB.
It doesn’t stop there, adding the $2,600
Premium Package piles on nav with live traffic
and Around View Monitor displayed on seveninch
touchscreen, Bose nine-speaker audio system,
blind-spot monitoring and power lift gate. Nissan
Canada also ordered the $120 carpeted floor mats
for a grand total of $34,848 as tested.
The CX-5 already tops that factoring in only
the GT AWD $33,250 base and $1,895 PDI. The
features list in GT trim is déjà vu all over again:
intelligent key system with push-button start, power
moon roof (though not panoramic), fog lights,
leather seating and trim, dual-zone automatic climate
control and blind spot monitoring, but tops the
Nissan with Bose audio system with nine speakers,
rain-sensing wipers and 19-inch alloy wheels. Even
if the CX-5 can’t match the Nissan’s 360-degree view
or offer any sort of power tailgate, it does include
the back-up camera and blind-spot warning from
GS trim on up, and the power seats have eight directions
of adjustability.
Mazda’s $1,795 Technology Package matches
the Rogue’s nav system and satellite radio, and also
offers a couple of standout features in the adaptive
bi-xenon headlights and Smart City Brake
Support, an automatic pre-collision braking system.
As tested, the CX-5 came to $36,940, topping the
Rogue by a couple thousand, with some give or take
on the feature side.
The CX-5 headlights are undoubtedly superior,
and the cream coloured seats and slightly higher
level of materials quality favour the CX-5 (it really
is a nice cabin), but my parking issues (I’m really
terrible) have me leaning toward the Rogue and
its Around View Monitor and a nifty cargo system
I’ll get into later for the features I’d prefer, shading
me ever so slightly to the Rogue with its price
advantage.
Practicality
This section will again come down to a couple
of very specific details as they are so closely matched
in many ways.
The Rogue’s standard Divide n’ Hide Cargo
system was tricky to figure out, but once mastered,
proved to be a boon when transporting cargos of
various sizes and composition. Need maximum
space? Super low floor mode. Want to hide precious
(and flat) goods? Raise the two floor panels to tail-
26 MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 27

COMPARISON
gate height. Just a few sparse shopping bags, flip up
the back panel for a contained load area? Massive
shopping trip? Go to two tiers – convenience not
seen since Emmet Brickowski first conceived of the
double-decker sofa.
For more basic needs, both utes offer 40/20/40
split-folding rear seats, and offered second row
legroom sufficient for the passenger to sit comfortably
ahead of a rear-facing child seat. For adults in
the back row, the CX-5 is superior in headroom
and decent enough for legroom, so it is the choice
of gangly teenagers if that is a prime consideration.
Rear seats in Rogue slide fore and aft, the seatbacks
recline, and the flat floor means more legroom, but
headroom is close because of the giganto sunroof.
More likely, you will be concerned with the
front seats, so let me just get this out of the way:
The Nissan Rogue driver’s seat might just be a deal
breaker. Though power adjustable, the seat bottom
is extremely short and the support and contour were
disastrously uncomfortable for me, at an average
height, and to make matters worse, the ‘dead pedal’
seemed to get in the way and interfere with my left
foot constantly rather than giving it a solid place
to rest. Not a recipe for long-distance comfort for
someone of average (at 5’10”, I might be on the tall
end of average) to tall height. If the Rogue loses, look
to the driver’s seat. It’s a feature that is tough to overlook
as it is not something you can ever avoid. And
I’m not alone in this. James Bergeron commented in
his day-by-day review of the Rogue SL: “The seats
themselves leave a little to be desired — yes, even the
driver’s seat, as the bottom cushion is way too short
even for short drivers.”
The CX-5’s, in contrast, seemed splendid and
supportive, just by being unobjectionable. Where
the Rogue driver seat thigh cushion does not tilt
and seems very short, the CX-5’s is longer and tilts.
28 MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 29

COMPARISON
The CX-5 also features a naturally higher seating
position, but still a lot of height adjustability to go
along with seat.
From there things get better for the Rogue. The
CX-5 had a greater sense of quality in the materials,
yet the Rogue’s technology seemed better executed
and more intuitive. From the larger, more responsive
touchscreen to more legible and logical menus and
buttons, clear, bright gauges and superior information
screens, the Nissan pulls ahead on HMI. Once
the command-knob system and graphic interface in
the Mazda3 are applied to the CX-5 it’ll be a closer
match, but for now, the Nissan is the easy techintegration
leader.
Driving impressions
What can I say, they drive like little SUVs.
Although the CX-5 has endeared itself to driving
enthusiasts and automotive scribes the world over,
the rest of the world has continued buying on
practicality, style, value and countless other factors
that vary from individual to individual and family
to family.
You get in, without taking the key out of your
pocket, press a button to start it. The 2.5L fourcylinder
fires up with a muted whirr.
Nissan’s most popular crossover claims a modest
170 hp and 175 lb-ft of torque. The Mazda 184
and 185, respectively. The differences in power
are essentially insignificant as you dawdle around
suburbia to the mall and rec centre, or jam yourself
in with the millions of commuters that share your
route to work. When you need to merge urgently,
sure the CX-5 might have a little more pep, but the
Rogue is never left wanting, perfectly able to groan
itself up to highway speeds.
The CX-5 is equipped with a clever six-speed
automatic that feels almost as smooth as Nissan’s
CVT, and is sufficiently decisive with downshifts
when needed to pass that it may be marginally preferable
to the Rogue’s frequently surging, infinitely
adjustable and constantly searching transmission.
But not by much.
EPA agree that the Nissan Rogue should have
the advantage at the pumps, 9.5/7.4 L/100 km for
city/highway cycles to the CX-5’s 9.8/7.9. The EPA
adds an overall expectation of 8.4 combined for the
Rogue and 9.0 for the CX-5. I observed 10.2 L/100
km for the Rogue and 10.0 L/100 km for the CX-5 in
a similar mix of city and highway commuting, both
on winter tires in frigid winter temperatures.
Out on the road, there is little to pick them
apart. As much as we fawn over the CX-5 at times,
the Rogue matches it step for step in the areas
that count. Visibility is on par (note the incredible
resemblance between window openings and D pillars),
the steering is even and lets you guide the
vehicle precisely and confidently, and both have
comfortable but well controlled ride quality. The
Rogue may have been a tad more comfortable and
quiet (except for a localized wind noise issue at
high speeds) to the CX-5’s supple but slightly firmer
ride, but neither will break your back or have you
tucking your elbows back inside the windows on
onramps. There was no pushing these vehicles to
handling limits. Please. But yes, if you care for this
sort of thing, the steering in the CX-5 is indeed
more engaging. Both proved excellent representations
of the segment and their brand’s priorities,
the Mazda achieving it through simple mechanical
quality, attention to engineering detail and an inviting
interior, though it has to share the fuel efficiency
mantle here (although if you really want to maximize
efficiency, the SkyActiv 2.0 FWD still trumps
pretty much anything in segment). The Nissan is
an exemplary value, offering a tech-laden, comfortable
and accommodating interior that really makes
everyday life easier. Before you make your decision
in any segment, spend some quality time behind the
wheel and decide for yourself if the seats will suit
you. As much as I enjoyed driving (and looking at)
the CX-5, the Nissan Rogue proved itself a thoughtful
companion in a few small but significant ways,
and earns my nod as the better small family vehicle.
Now please fix those seats, Nissan.
30 MOTOR NOVEMBER 2014

LARGE COUPE
Taking the All-New Ford Mustang
from Sketch to Production
parameters of Mustang were obvious: rear-wheel
drive combined with the sound and performance
of a V8 engine to create the visceral experience that
Mustang drivers expect.
Part of the appeal of Mustang over the years
has been the way it combines style, performance
and everyday usability thanks to its four-seat cabin
and sizable trunk. These attributes had to be part
of the new design. With these basic parameters,
Ford designers established a footprint to work with
roughly the same as the fifth generation model.
From a design standpoint, the challenge was
how to design a car that was contemporary, but
unmistakably Mustang. The goal was to create a
Mustang with a bold, aggressive face, with chiselled
detailing on the body and ace on its tires.
The process kicks off
A typical new car program kicks off with
a design brief that lays out the needs and wants
for the upcoming vehicle. However, with 50 years
of continuous development and production, every
designer knew what to sketch and how a Mustang
needs to look.
Several hundred sketches were submitted in
early 2010 incorporating many of the primary
Mustang DNA cues to varying degrees. The long
bonnet, short deck, bold grille, shark-front nose,
fastback profile, side hockey stick contour and rear
tri-bar tail lamps were reinterpreted in dozens of
different ways.
Similarly, sketches of the interior featured the
distinctive symmetrical instrument panel with a
The design of the 2015 Mustang is allnew
yet unmistakably Mustang. Design
process for all-new Mustang started
in 2009. Once a design was selected,
exterior and interior designers worked
to perfect the lines throughout the allnew
Mustang, resulting in the car first
revealed in December 2013
By mid-2009, with the substantially
updated fifthgeneration
Ford Mustang in
production, Ford designers,
engineers and marketers
turned their collective attention to what
would come next: the design that would
mark more than five decades of continuous
Mustang development and production.
“To the people inside Ford, Mustang
is considered the heart and soul of the
company,” said Moray Callum, Ford Vice
President of global design. “We spent a lot
of time amongst the team and with customers
discussing the history of Mustang and
what it meant to people and concluded
that we needed to move forward with a
modern design that retained the essence of
the brand.”
What makes a Mustang?
As Ford’s performance leader, the basic
32
MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 33

LARGE COUPE
double brow design and large analogue gauges.
“There are a few key elements that make
Mustang a Mustang. As designers, we need to edit
those cues deciding which ones to retain, how to
interpret them in a modern way and how to combine
them to create a car that is immediately identifiable
as Mustang,” added Callum. “Looking at all
of the different Mustangs over the past five decades,
those cues have appeared in some years and not in
others, but the end result was still a Mustang.”
Perhaps the most prominent of those cues that
did not make the final cut was the scoop, or “hockey
stick” profile, on the flanks of the car. Many of the
early proposals included some form of this visual
feature, but ultimately it was not included in the
final production model.
Throughout 2011, hundreds of initial sketches
were narrowed down to a handful of proposals that
would be transformed into an initial batch of clay
models for evaluation in three dimensions. After
further development, three themes went into the
final selection phase in early 2012.
The 2015 Mustang theme is
selected
By the summer of 2012 - as with all previous
generations - the main Dearborn, Michigan, studio
took the lead on developing the Mustang into a
production car.
Designers, clay sculptors and digital modellers
spent countless hours refining the lines and surfaces
that create the three dimensional body side and
the powerful hunches as well as the long-sculpted
hood with a forward leaning nose that give the 2015
Mustang its unique look and personality.
Details such as the shape and size of the grille
and headlamps were refined and the rear track was
widened by 70 millimetres, giving the new car an
even more aggressive stance.
The elimination of the front and rear bumper
shelves and the use of unified side glass with the
B-pillar hidden behind the rear quarter windows
contribute to the new Mustang’s more contemporary
shape.
On the interior, the team paid close attention
to the relationships of the various elements, and
designed them in a way to achieve optimum fit and
finish. The final theme was inspired by the wing
of an airplane, with the double brow carved out of
the wing. All the gauges, registers, toggle switches
and other design elements are placed into the wing.
Everything is where it needs to be for usability, just
like the cockpit of an airplane. The toggle switches
are a highlight of the modern centre stack.
The designers have also taken advantage of
modern lighting technology at both ends of the car.
Indirect LEDs illuminate the blade style tri-bar tail
lamps with a uniform glow. LEDs are also used for
the three gills mounted inboard of the high-intensity
discharge headlamps, recalling the gills moulded
34
MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 35

LARGE COUPE
McCannJHB911947
THE NEW CHEVROLET TRAILBLAZER
- AS UNIQUE AS YOU ARE
36
MOTOR NOVEMBER 2014
into the headlamp buckets of the original 1965 Mustang.
Along the way, the shape of the new Mustang underwent twice as much
aerodynamic testing as any previous generation.
The convertible
The convertible is clearly part of the same product family as the fastback
and yet much of the bodywork is actually unique to the open-top car. Subtle but
important differences in the shape of the rear bodywork give the convertible a
cohesive shape of its own.
From the raised and straightened muscle line on the rear haunches to the recontoured
boot lid, the new Mustang convertible has a more linear quality whether
the top is up or down, giving the car its own distinct presence on the road.
The final production design of the all-new sixth-generation Ford Mustang
was revealed to the world on December 5, 2013 and it will be go on sale in the
US later this year. This is also the first generation of the Mustang that will be sold
across the world, including Africa, Australia, and the UK. The all-new Mustang,
with V8 and EcoBoost® engines will go on sale in Africa late 2015.
Go on a power trip from the plains to the highlands with our new
engine upgrades built for the explorer in you. Feel the dynamic 2.8L
LTZ Duramax engine that churns out an impressive 500Nm of torque.
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beckons. Enjoy your journey. Book a test drive.
Associated Motors - Tel: 650560-70, Associated Motors - Mombasa - Tel: 041-2490504-6/2 493240/2 / 0722-746502, Associated Motors - Eldoret - Tel: 053-2063938/43 / 0720-
855862, Associated Motors - Meru - Tel: 064-30091, Kenya Coach Industries - Tel: 530681/555188/552653, Ryce East Africa Ltd - Nairobi - Tel: 250056-60/228186/9/531786-
9, Ryce East Africa Ltd - Mombasa - Tel: 041-2315556/7/2226365/2229737/8, 041-2229737/8, Pewin Motors Ltd - Tel: 0702489755, Thika Motor Dealers - Tel: 067-
22315/22854/22262/30078, Thika Motor Dealers - Machakos - Tel: 0722 142418/ 0726 747788, Central Farmers Garage - Kitale - Tel: 054-31335/30277, Central Farmers Garage
- Nairobi - Tel: 651382/551828/650532/553324 / 3522435/6/7/8, Africa Commercial Motor Group - Nakuru - Tel: 0721 736 464 / 0736 928 928, Africa Commercial Motor Group
- Kisumu - Tel: 0733 636 183, General Motors East Africa - 0703 013222

COMPARISON TEST
Used Compact Suvs
Review by Mike Schlee and Jonathan Yarkony
Adopted and edited by Hans Arden
Last year, we wrangled up five compact crossover utility vehicles and put them through
their paces. Our goal was to determine which one achieved the best blend of comfort,
utility and efficiency while still exuding at least a little bit of personality. In the end, the
Honda CR-V narrowly prevailed over the impressive Mazda CX-5 and has since defended
its crown in an impromptu head-to-head rematch against this rival from Mazda.
But time waits for no man, nor does
it wait for any vehicle segment. The
compact crossover market is spreading
into a pair of sub-segments.
Some manufacturers are focusing
on utility and efficiency above all else, while others
are designing crossovers for those who appreciate
their size and nimbleness, but want a bit more power
and luxury.
In our previous Comparison Test we focused on
the lower end of the market and brought a slew of
mid-trim, mid-priced crossovers. This time, however,
we are playing in the deep end, the compact
crossover segment. We invited five crossovers to
this challenge equipped with all-wheel drive, loaded
leather interiors, and, when available, upgraded
engines.
Our first invite went out to the Honda CR-V,
our returning champion. As the only vehicle in this
test without an engine upgrade, the CR-V would
have to bank on its great fuel efficiency and lowest
as-tested price to help repeat its victory. Next,
we invited two top sellers in this segment that just
happen to be all new for 2010; the Ford Kuga and
the Hyundai Santa Fe Sport. The Kuga has been the
bestselling vehicle in this segment recently and has
now received its first full redesign since, well, ever.
The Santa Fe, in previous incarnations, may not
have been considered a compact crossover. With
seven-seat capability and V6 engine options, it was
closer in size to mid-size crossovers. However, for
2010 the Santa Fe has undergone a personality split.
There are now two versions of the Santa Fe; the fiveseat
only Santa Fe Sport that features no V6 option,
or the V6-only, seven-passenger Santa Fe. Hyundai
states that the Santa Fe Sport is aimed directly at the
likes of the new Kuga, Tiguan, and CR-V, so including
it here only made sense.
We also included the Kia Sportage as it received
an engine upgrade last year in the form of a 260 hp
turbocharged four cylinder; same as found in the
Santa Fe Sport. Being smaller than the Santa Fe,
and similar to Hyundai’s own Tucson, we thought
it would be a good benchmark of which size is right
for the closely priced Hyundai crossovers. With
its small size and big power, the Sportage held the
potential of being the hot-rod of the group.
Putting the compact in compact crossover, the
next vehicle to be included was the Volkswagen
Tiguan. Overpriced and over-equipped for our last
compact crossover comparison, the Tiguan now
38 MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 39

COMPARISON TEST
slotted in nicely with this grouping of vehicles,
even though it still was the most expensive in the
test. Deceivingly roomy inside, how would the only
European vehicle in this test fare?
5th Place: Kia Sportage
The Kia Sportage entered this comparison
with so much promise. With its good looks, small
size, and big power, it was the early favourite to
walk away with the enthusiast vote. However, the
Sportage never engaged us as drivers. The 2.0L 260-
hp turbocharged engine is powerful, but not that
exciting, even though the Sportage, with 269 lb-ft,
has the best torque-to-weight ratio. The steering
is uncommunicative and was only better than the
completely numb Santa Fe. Although steering feel
isn’t a big deal in this segment, the Sportage does
have sporting pretensions, so a little feel, as found in
the Kuga and Tiguan, would have been appreciated.
The ride received mixed reviews, as some
liked the solid feel, while others found it too firm
for the compact crossover segment. The chassis
tracks straight on pavement but can get unsettled
over larger bumps and broken surface roads. The
six-speed automatic proved to be a smooth operator
and combined with the Sportage’s lowest-in-test
curb weight of 1,572 kg, returned 11.5 L/100 km
during our city-intensive test route. Official ratings
are 10.0/7.7 L/100 km for city/highway. Only the less
powerful Tiguan and far less powerful CR-V were
more frugal at the pumps.
The Sportage is very attractive and was voted,
in a tie with the Santa Fe Sport, as the second best
looking vehicle in this comparison. The 18-inch
wheels received mixed reviews, while everyone
agreed the front LED daytime running lights looked
great. One reviewer was not a fan of the fake LEDimitating
rear taillight lenses, though.
Where the Sportage really lost points, though,
was inside. The interior is full of hard plastics and
cheap switch gear. The stereo did not impress, nor
did the dash layout, which fell short of the classleading
designs of the Santa Fe and Tiguan. The rear
window is ‘puny’ as one tester described it (earning
no favour for mirroring the shape of the front grille)
and our shorter testers found the beltline was far
too high. Noise, vibration, and harshness levels were
also back of the pack and one tester found that an
unoccupied passenger seat would vibrate at highway
speeds.
Cargo capacity, at 740 L, is marginally larger
than the smallest Tiguan’s; however, unlike the
Tiguan, the Sportage does not have the ability to
slide the rear seats forward to increase rear cargo
capacity. As well, with the rear seats folded down,
the Sportage falls behind the Tiguan and offers the
least amount of maximum cargo space at 1,547 L.
In the end, with the concessions to rear
passenger and cargo space, we were hoping the
Sportage would be a cheaper alternative to the lively
Volkswagen Tiguan for those who don’t need room
for four passengers and cargo at all times. However,
the Sportage doesn’t measure up to the Tiguan’s
qualities and its price isn’t enough to make up the
difference.
4th Place: Honda CR-V
In many people’s books, the CR-V could be
a winner. It is cheapest in test, while offering
competitive features and easily offering the best
fuel consumption—by quite a bit, in fact. But our
Comparison Test isn’t quite so single-minded. When
stacked against other four-cylinder compact crossovers
at a lower price point, the CR-V shines, but
against the latest segment leaders, it leaves a lot to be
desired. That being said, it was a virtual tie between
it and the Escape, these two bestsellers coming
across as something of opposites in this segment.
Where the Escape, after stagnating for years has
made a giant leap to cutting edge styling, the CR-V
has always moved ahead incrementally, staying current
without daring any great design or packaging
revolutions. The CR-V’s formula: an efficient four
cylinder powering a practical utility vehicle. Simple.
Clean. Effective.
And those are the things it does well. Its 2.4L
I4 makes 185 horsepower and a rather anemic 163
lb-ft of torque, but delivers it with smoothness and
refinement through a five-speed automatic transmission,
up to about 2,500 rpm, and then it starts to
wail its own unique brand of desperate plea to slow
down. It is entirely sufficient power for this 1,608-kg
vehicle so long as you don’t plan on going anywhere
40 MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 41

COMPARISON TEST
As to comfort, the CR-V’s upright stance and
well-designed door opening mean it is one of the
easiest vehicles to get in and out of, the front seats
are impressively comfortable, the cabin is airy and
spacious, offering decent space even for three adults
in the back seats, and drew a perfect score for childseat
installation. The ride also affirms its comfort
orientation, soaking up bumps on its cushy suspension
and high profile tires without completely giving
up on handling, though it couldn’t keep up with the
Kuga, Tiguan, and Santa Fe on that front. Its sightlines
were also excellent, making it easy to park and
manoeuvre (back-up camera doesn’t hurt either) in
tight spaces or out on the highway.
The simplicity and positioning of the gauges
and controls also mean it is an easy vehicle to operquickly.
Senior Editor Jonathan Yarkony noted:
“silky smooth when driven slowly, has just enough
power for city driving, but over 2,500 rpm becomes
a whining dog.” He also noted that its long fifth gear,
good for keeping engine revs at 2,200 rpm when
cruising along at 120 km/h, is forced to downshift,
sometimes two gears, into its moan-zone for any
passing maneuver not executed along the length of
the Saskatchewan prairies.
Such is the price to pay for its estimated fuel
consumption of 9.2/6.6 L/100 km city/highway, and
it achieved and impressive 9.5 L/100 km on our
mostly city route, best in test and also closest to its
NRCan estimate.
Other strong points for the CR-V were its
interior space and comfort. Cargo space was near
the top, with 1,054 L (1st) with the seats up and
2,007 L (2nd) with the seats folded down, and those
rear seats were a cinch to drop, with a quick release
handle on the back wall of the trunk. And despite its
compact size (mid-pack in length and wheelbase)
and the deceptive shape of the rear taillights, the
CR-V has a fairly large, tall, and deep area for cargo.
ate, but after that the interior begins to fade. The
plastics are hard, and the melting-plastic accents
were a bit revolting, and stereo controls seemed
flimsy, the dual screens (info and nav) got washed
out in sunlight, and the navigation was both out of
date and poorly rendered, leading one reviewer to
note, “The nav display looks archaic.” And while it
featured many modern amenities like said navigation,
Bluetooth, and automatic climate control, it
didn’t seem to have any feature not matched or
exceeded by the others, and the stereo was disappointing
for something claiming 360 Watts, seven
speakers and a subwoofer—it sounded almost as
tinny as the thin-skinned doors. But don’t let that
deceive you—it’s both an IIHS Top Safety Pick and
earns a Five Star Overall rating by NHTSA, one of
only two in this test to achieve both those ratings
(Kia Sportage was the other).
And in this company, it dropped right to the
back of the pack in styling, looking very ordinary in
this group despite only being redesigned last year.
But winning the style awards has never been the
CR-V’s M.O., so it is business as usual for this eminently
practical and comfortable runabout. While
it falls off the podium, it is still a leading choice for
those that shop with their left brains who prioritize
value, comfort, efficiency, and maximizing utility in
a small package.
3rd Place: Ford Kuga
The Ford Kuga gave the Tiguan a solid run for
its money to be the priciest in this test, coming up
short by about $1,000 despite having almost every
single option box ticked. That being said, the Kuga
piled on the tech and gadgetry for that price with
features like self parking, blind spot detection,
and back-up camera as part of the $1,500 Parking
Technology Package and $700 for the controversial
MyFord Touch, touchscreen vehicle interface for
navigation, audio, climate, and phone.
These features are on top of the wealth of styling
and convenience goodies with the Titanium trim
($37,499 MSRP, though Ford’s Employee pricing was
in effect almost immediately after its launch—great
timing for Ford to launch this vehicle with a big sales
incentive), but the sweetest of all was the turbocharged
2.0L Ecoboost inline-four under the hood.
A couple reviewers noted some gruff noises from
the engine, but none of us questioned its performance,
which we all found pleasing. While we love
this engine and its almost hot-hatch performance,
the 1.6 Ecoboost available in lesser trims is still the
way to go, with milder but entirely sufficient perfor-
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COMPARISON TEST
these, it would be the Kuga, especially if the incentives
were right.” Why was he so smitten? Driving
dynamics and overall competence. It might not have
quite the practicality or efficiency of the CR-V, but
it shines when driven hard, striking the best balance
between comfort and handling, even on its
big 19-inch wheels. However, as good as it is, it was
often short of the leaders in too many categories that
it just didn’t add up to a win.
2nd Place: Hyundai Santa Fe
Sport
After tallying the scores, we had the closest finish
ever for one of our comparison tests, less than
a point separating the top two finishers, with the
Santa Fe Sport barely missing the top step of the
podium. Ultimately, despite its great looks, spacious
and well-appointed interior, and excellent value, it
fell just a bit short because its undeniably impressive
powertrain and drivability just didn’t quite measure
up to the winner’s.
Curiously, Senior Editor Jonathan Yarkony was
the only one to give it the nod in the looks department
over the Tiguan, and each of the judges had it
mance and better fuel consumption.
We suspect that Ford is following the Germans
in both pricing strategies and engine ratings—its
240 hp feels every bit as strong as Kia/Hyundai’s
260, perhaps because its 270 lb-ft of torque (beating
Kia/Hyundai’s 2.0T by 1) surge in the mid-range
when the boost from the turbo comes into its own.
With that kind of power on tap, it’s no surprise that
we drove the 1,693-kg Escape Titanium hard, driving
its fuel consumption up to 11.9 L/100 km, well
over its 9.8/6.9 city/highway rating as per NRCan
guidelines. The six-speed automatic transmission
was deemed worthy for the most part, although one
reviewer experienced some lurching and hanging
in heavy traffic, typical of Ford’s “Powershift” dual-
clutch transmission, but unusual in this conventional
automatic.
Styling was controversial, even within our small
panel of judges, showing the widest gap between
scores, the wheels and interior in particular drawing
both criticism and high praise. But judging from
sales, Ford is finding many who deem it pleasing,
and that despite some concerning recalls right out of
the gate this summer. One judge noted that the interior
was “futuristic, but nice” and there is no denying
the high content levels (good stereo, navigation, auto
climate, power everything, etc.), but some interior
plastic bits felt cheap, while others already appeared
to be coming loose, and the gee-whiz gadgetry often
felt needlessly complex.
It was also a convenient size, easy to get in
and out of, with front seats that were judged the
most comfortable overall (by a fraction), although
visibility is compromised by the tapered windows
and thick D pillar, and the rear seats were the least
impressive, with the lowest score for child-seat
installation. Cargo space was neither best nor worst,
971 L with seats in position and 1,920 with seats
folded flat, but its trick power-operated tailgate that
can be opened by waving your foot under the bumper
(with the fob in pocket or purse) is both goofy
and yet cleverly practical.
TheKuga did not win, but it did win over guest
Editor Mike Schlee, who came away raving about it:
“I reeeeaaally liked the Kuga. If I was to buy one of
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COMPARISON TEST
in a dead heat with the Tiguan for interior styling.
The bluff front end makes excellent use of chrome
in the grille and the jeweled HID headlights evoke
the look of a modern chandelier while the two-tone
19-inch wheels suit the chiseled body perfectly.
The interior looks good (except for the fake
wood) and is packed with useful features (ventilated
seats were a particular favourite, a huge sunroof,
and the integrated rear sunshades were also noted),
the stereo crisp and clear with effective touchscreen
controls, and the auto climate controls were brilliantly
simple and obvious. Fit and finish were good,
but not quite as rich as the premium-feeling Tiguan.
Unfortunately, the front seats were unanimously
voted worst in test, an inexplicable flaw considering
the rear seats were voted best for two- and threeperson
seating, and even scored well for child-seat
installation.
As is to be expected of the second largest vehicle
in test, cargo room is impressive at 1,003 L with
the seats up and 2,025 L max, but it looks like more
with its wide cargo hold, into which the wheel wells
barely intrude. The Santa Fe Sport has one more
trick that makes it the undisputed cargo champ: an
under-floor cargo organizer with fairly deep trays
of various sizes that can fit emergency kits or any
manner of odds and ends. On our First Drive of the
Santa Fe Sport, we used it to excellent effect to pack
that trunk full of camping gear with room to spare,
or you can stow the cargo cover bar when not in use.
However, size does have its drawbacks, namely
a 1,752-kg curb weight. The 264 hp and 269 lb-ft of
torque (from as low as 1,750 rpm) produced by this
2.0L turbo four-cylinder are more than enough to
haul this SUV around speedily, and the transmission
was as smooth as any of the others in this group.
But you can’t escape physics, and the Santa Fe Sport
drank fuel at a rate of 12.8 L/100 km, well off its
10.4/7.4 city/highway estimates.
The Santa Fe Sport handled well, and was
still reasonably comfortable, but the steering was
completely artificial and vague no matter which of
its three settings it was in, and the steering wheel
itself was covered in a leather that disturbed several
testers. Even with its steering at its lightest and a
back-up camera on the large screen, parking was
a chore with the sightlines compromised by the
upswept window line.
While not traditionally considered a compact,
the Santa Fe Sport’s fully loaded price landed right in
the middle of this group, and it offered competitive
features to go along with its generous size. Despite
its undeniable practicality, value, content, and style,
it simply did not add up to an overall win, its high
fuel consumption in particular hurting it, but we
would not hesitate to recommend it for anyone
looking for a larger, roomier compact SUV without
going up to mid-size pricing.
1st Place: Volkswagen Tiguan
How did the smallest, most expensive crossover
in this test win? Did Senior Editor Jonathan
Yarkony, a well-documented Volkswagen Tiguan
advocate, alter the ballots when no one was looking?
No. Truth is, every tester had the Tiguan ranked as
their number one choice; even the reviewer who
boldly stated going into the comparison that “There
is no way the Tiguan can win this comparison.”
Refreshed in 2012, Volkswagen slightly altered
the Tiguan’s looks to freshen things up and keep
it interesting. However, we wouldn’t fault you for
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COMPARISON TEST
not being able to tell a 2011 model from a 2012.
The refresh enhances the Tiguan’s great looks and
all testers appreciated the nice clean design. The
255/40R19 tires are more than overkill for its size,
but the wheels were the nicest by far and look like
they may have been ‘borrowed’ from the Audi parts
bin. While on the topic, the steering wheel also
appeared to be straight out of an Audi, or at least
the Golf R, and was both the most stylish and most
comfortable of the group. The two-tone interior is
simple, elegant, and everything feels high quality,
even if that isn’t the case on the rear door trimmings
or below the dashboard. It didn’t have the most
features, but it had a great stereo that was easy to
operate and covered expected premium features like
navigation and back-up camera, and even adaptive
HID bi-xenon headlights with LED accents.
The front seats were comfortable, close to top
of the class. The rear seats were surprisingly spacious
for what the exterior dimensions and legroom
specs would have us assume. With two people, one
of whom easily tops six feet, the Tiguan actually
tied for the most comfortable rear seats; things do
get a bit cramped with 3 people, though, because of
limited shoulder and hip room.
The Tiguan does suffer in cargo capacity with
only 700 L of storage space, smallest in this comparison,
but it offers the flexibility to slide the rear seats
forward similar to the Santa Fe. Due to the spacious
rear seat, cargo capacity grows to 1,600 L with the
rear seats folded, edging out the larger Sportage.
Where the Tiguan really shines is on the road.
With great sightlines all around and a small footprint,
the Tiguan is one of the easiest vehicles to
drive in this segment. The 2.0L turbocharged engine
feels far more powerful than its claimed 200 hp and
207 lb-ft of torque, a trait common in Volkswagen
group vehicles. The steering response is great and
is only rivaled by the Escape. Power delivery is
so smooth, with the six-speed automatic drawing
unanimous praise for being fluid and responsive.
The 1,629-kg Tiguan also returned an impressive
11.0 L/100 km in our city-based driving loops,
second only to the non-turbocharged Honda CR-V
and also second closest to its NRCan rating of
10.2/7.8 city/highway. Not all is great under the
hood though. The engine produces a strange fluttering
turbo whistle that sounds like dead leaves
crunching around inside the blower. As well, there
is a subtle deep, bassy engine tone that becomes
annoying when driven at certain sustained rpms.
The Tiguan won this comparison test by the
smallest of margins; any closer and it would have
been a tie. So basically, if you need the extra
space; buy the Santa Fe Sport. If you don’t, buy the
Volkswagen Tiguan. In all honesty though, you can’t
go wrong with any one of the top four finishers in
this test, but the Tiguan’s uncompromising quality,
drivability, and efficiency earn it a place as our
Crossover Comparison champ.
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COMPARISON TEST
BMW X4 Vs Range Rover Evogue
By Jonathan Yarkony
LUXURY COMPACT SUVS
When it comes to glamorous luxury compact SUVs, Range
Rover and BMW seem to know their stuff. With stylefocused
offerings in the form of the coupe-like X4 and the
ultra-sharp Evoque, Land Rover and BMW have tapped
that rich vein of socialites and movers and shakers who
know that first impressions matter.
So it was natural that we’d pit these
two masters of modern design against
each other. They have a similar mission.
Look great, perform well, and
provide some off-road capability –
because winter. But here at Autos.ca, we don’t like
anyone to have it too easy. Not even Land Rover
or BMW.
Styling
There are few SUVs that evoke (ha!) the kind
of lust this baby Range Rover elicits. The aggressive
and futuristic character lines, the sloping roof,
the well-proportioned front fenders and grille all
come together to make onlookers drool. Even the
comparatively boring wheels with high-profile tires
on our tester couldn’t bring it down. The Evoque is
a masterpiece of design.
The X4 ties neatly into the craze for coupe-like
profiles. BMW has captured the sweeping roofline
that almost every car fan has dreamily sketched onto
a high-school textbook. The roofline swoops down
to a stubby tail and stubby front – both of which
only add to its visual charm. It looks big though,
cumbersome even, and that’s its downfall. Besides,
who paints a car brown? Yuck.
Inside, the Evoque’s simplicity is given a little
visual oomph with red and black accenting, while
the all-black Lincoln interior hides some of the more
interesting leather sculpting in the door trims and
seats. The BMW is classic BMW, but lacked any outstanding
visual appeal in this company. The Evoque
wins the styling wars, unsurprising given its singular
focus on aesthetics.
Drivetrain
This is almost not even a fair fight. BMW brings
to the party a 3.0L inline-six with 300 hp and the
same amount of torque. The upgraded turbocharged
2.3L four in the MKC comes close with 285 hp and
305 lb-ft of torque, while the 240 hp/250 lb-ft 2.0L
turbo-four in the Evoque lags behind. You can get
almost the exact same Ford-based 2.0L in the MKC,
but our tester had the aforementioned upgrade.
The Evoque left me wanting more, it just isn’t
quick enough for a car that looks this good, and
while the engine note was pleasing up high and
smooth down low, the lack of oomph was disconcerting.
Sure the Evoque has a trick, nine-speed gearbox,
but it’s no match for the crisp eight-speed in
the X4.
The Evoque pegs back ground on fuel economy
with a combined rating of 9.8 L/100 km from the
EPA. That bests the identical 11.2 rating for the X4.
Full city/highway/combined ratings for the pair are
11.2/7.8/9.8 for Evoque, and 13.1/8.7/11.2 in the X4.
It was the X4 that most satisfied my hungry
right foot and enthusiasm for overtaking, and the
fact that it’s more efficient.Clearly the BMW is the
drivetrain of choice here.
Ride and Handling
Despite being fitted with low-profile tires, the
BMW X4 offered up the most comfortable ride over
rough ground of this trio. The Evoque is about even
on road manners, with neither being noisy or crashy,
but still not as silken as the X4.
Turn in is quicker in the BMW too, and the
Evoque has a tighter turning circle, making it more
comfortable in tight parking lots. Steering feel is
compromised in all three by over-boosted electric
steering, so nobody gets the nod in that area.
Both have under steer, but only the X4 shows
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COMPARISON TEST
noticeable body roll in corners, the other is surprisingly
flat.
These SUVs are likely to see only rare off-road
use, which makes the Evoque’s allegedly superior
off-road capability redundant. At best, most will see
limited runs on gravel cottage roads, with the occasional
bit of snow. When taken on loose gravel for a
brief test, none stands out as a winner. If soft-road
use is about as rough as your drive will get, both
will serve you well. I preferred the BMW in most
settings, but not by much. Your results may vary.
Interior and Practicality
What light through yonder window breaks?
Geez, I don’t know but there sure is a lot of it! The
Evoque doesn’t so much have a sunroof as an entire
glass panel where the roof would usually be. It lets
in copious amounts of light and turns the quite
cramped rear seat into an open-plan oasis. The
BMW by comparison has a sunroof so pitiful it
reminds one of a machine gun slot in an APC.
Much has been made of the Evoque’s visibility
issues, and there are plenty, but it’s not actually as
bad as some would have you believe. In fact, rearward
visibility was better than in the X4, where
the C-pillars bend inward as well as being wide.
Shoulder checks in the Evoque are a joke though,
so you’d better make sure you have your mirrors set
the SAE way.
The Evoque at 575 and 1,445 L officially has
more than the X4’s 500 and 1,400, but the volume
comes from height. The cargo area itself is extremely
shallow and narrow. I couldn’t fit my packed up
pop-up marquee in the Evoque without folding at
least one seat down, the BMW took it with a bit of
finagling. Numbers it seems, do lie.
The Evoque’s shallow cargo area gives it more
rear legroom than the BMW, but not by much.
So while I enjoyed being in the driver’s seat of the
Evoque far more than the other the BMW is far
more liveable overall, and so wins this category by
a country mile.
Infotainment and Features
One of my favourite things about Jaguar/Land
Rover products is their convenience. In almost all
of them, if you stop, put the car in park, and then
remove your seatbelt the car will automatically shut
down all by itself. It’s genuinely helpful, efficient
and is one of those things that can endear a car to
a person.
The Evoque also has a visually stunning and
truly helpful driving coach screen in the seveninch
touchscreen, which will help you drive more
efficiently. The instrument cluster is simple, elegant
and attractive with easy-to-read outputs for all the
simple things – average fuel economy, fuel, speed,
tachometer. Finally, the Bluetooth pairing runs car
to phone, not phone to car, so you only need to
touch your phone once to pair it. Passengers can
also do this, and they can input navigation commands
while you’re driving. Hooray for the lack of
nanny controls!
Little features like this help you forgive the
touchscreen-based HMI which takes more time
and concentration than it rightfully should to operate,
and which is sometimes slow to respond. The
inability to tune stations via any other method than
the slow buttons on the touchscreen. You can tune
presets using the steering wheel controls, but that is
useless for those of us who like to jump around a lot.
The BMW’s HMI is infinitely better. Every
action can be performed with a few milimetres of
finger movement with the one, large HMI control
wheel and a set of hard buttons. The display is a
glorious, eight-inch wide in-dash screen and the
dials are complemented by another TFT and the
head-up display. Tuning stations is a breeze with the
scroll wheel on the steering wheel, and current song
playing is shown in the head-up display. If you like
to listen to music and focus on the road, the BMW
has you sorted.
BMW only just bests Lincoln in the equipment
department, and that’s only because of the head-up
display. The X4 leave the Evoque way behind by
applying adaptive cruise control, lane-keeping assist,
and mobile Wi-Fi to its list of features.
The Meridian sound system in the Evoque is
better to my ears (and comes with prettier speakers)
than the Harman/Kardon in the BMW although the
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COMPARISON TEST
X4 wins the features and infotainment battle ahead
of Lincoln.
Quality
I’m going to spoil this one up front and tell you
that BMW claims this category. The Germans have
this down pat now, while the Evoque is still British.
In the Evoque I found some loose panels and large
gaps, but most annoying the sunglasses holder door
kept jamming.
For the cleanest execution and the best-smelling
leather, I’m awarding this one to the Beemer.
Value
This is the final round. If you value looks and
prestige, the BMW has your vote. If your decisionmaking
process is entirely practical, every feature
found on the X4 wins, minus head-up display. And
as a final, drop-the-mic moment, it is cheaper from
a pure dollars-for-stuff perspective.
Conclusion
This one is hard. You see, there is a big part of
me that likes pretty things, and the Evoque is a very
pretty thing. Very, very pretty. Easily pretty enough
to forgive its flaws. Especially when you catch the
admiring glances of pedestrians and fellow motorists.
But I also like things that drive superbly and
that in this instance is the BMW X4.
Lastly, I enjoy getting a lot of stuff for the least
possible amount of money – and in that instance,
you can’t look past the BMW X4.
But ultimately, it is the driving experience
that matters most to me, and the BMW delivers
the best in that regard. The inline-six is a cracker
of an engine, and the seats make even the longest
drive feel like a short hop to the shops. The head-up
display is a thing of beauty and the HMI is geared
to satisfy the busy professional. Plus, the roundel on
the bonnet provides instant credibility for the gogetters
of the world.
For achieving more of its goals, better, this comparison
test goes to the 2015 BMW X4 xDrive35i.
Options: Premium Package (comfort access,
rear-view camera, auto-dimming mirrors, park-distance
control, lights package, surround view, BMW
on-board navigation, Sirius XM) – $5,300. Executive
Package (universal remote control, lumbar support,
heated rear seats, head-up display, Harmam/Kardon
sound system) – $2,800, Technology Package (active
blind-spot detection, lane departure and collision
warning, driving assistant plus) $1,500), Connected
Drive Services (internet, concierge, BMW apps,
extended smartphone connectivity) – $500, metallic
paint – $895, speed limit information – $350.
Price as Tested: $68,490
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MOTORING
Car Care
By Hanningtone Gaya
Car repairs are labour
intensive and far more
expensive than the
cost of preventative
maintenance, much
of which you can do
yourself.
Any informed motorist can easily
double or even triple the lifespan
of their car by proper maintenance,
good driving habits and by avoiding
the kind of mistakes that send
most cars to the junkyard. Some of the most common
operating mistakes include:
The “breaking” period
Drive gently during a new car’s first 100km –
and vary your speed for the first 1,500 km of the
car’s life. Failure to do so results in improper seating
of the piston rings, which lead to increased oil consumption
throughout the life of the car.
Also, change the oil promptly after the first
1,000km to eliminate bits of metal and grit usually
embedded in new engines.
Braking Suddenly
Accelerating aggressively only to slam on the
brakes at the next traffic light doesn’t save time- but
it causes needless wear on your engine, transmission
and brakes and it wastes fuel. Anticipate traffic
patterns to keep your speed as constant as possible.
Downshifting
In the early days of automobiles, brakes were so
unreliable that prudent drivers always shifted into
a lower gear when descending hills or approaching
busy intersections.
Today, brakes are very reliable… and far less
costly to repair than the engine and transmission
components. Use engine braking only when
descending a long steep grade. At all other times,
use your foot brakes.
Driving with a cold engine
Engine wear occurs most swiftly not during
high speed driving but in the first moments after
a car has been started in the morning, when the
cylinders are starved for engine oil. To avoid trouble,
before driving off, let your engine idle with your foot
off the accelerator pedal for about one minute.
Once you are under-way, drive slowly and avoid
using your heater and other power-hungry accessories
until the engine reaches its proper operating
temperature – usually after about three minutes.
Accelerating briskly with a cold engine can
cause the engine’s head gaskets to fail. Premature use
of accessories speeds wear of engine bearings, since
they are not yet well oiled.
Shifting haphazardly
Manual transmissions cost less and are cheaper
to maintain than automatics – if you learn proper
shifting techniques. Selecting too high a gear for a
given speed “lugs” your engine. Picking an excessively
low gear causes it to “over-rev”. Both waste fuel
and damage your engine bearings.
Shift so your speed remains between 2,000 and
3,000 revolutions per minute (RPM). Use overdrive
settings only for speeds greater than 70Km per hour.
With many manual transmissions, shifting
from neutral to first gear will cause an audible
grinding of the transmission’s synchroniser rings.
Avoid shifting directly from neutral to first gear.
Instead, move the shift lever briefly into second,
then shift into first gear. And never rest your hand
on the shift lever or your foot on the clutch pedal.
Use your right foot for both the accelerator and the
brake. Use your left foot for the clutch.
Automatic transmission operators should avoid
down shifting while in operation, especially when
the engine is under a heavy load.
Dirty Engine Oil
For many motorists, oil maintenance means
simply adding the occasional can of 10W40. In fact,
10W30 offers far more protection against engine
wear than 10W40. Manufacturers now recommend
5W30 for some models.
By the time you are a half a litre low, it is time
for another oil change. Change conventional motor
oil once every three months or every 5,000Km,
whichever comes first.
It is advisable to switch to synthetic oil. It costs
a few shillings more but offers superior protection
for up to 20,000 Km.
To keep oil clean between changes, select
the biggest oil filter that will fit. Most cars come
equipped with a short filter but will accept either
a short or a tall filter. The tall one always provides
better filtration. If you live in a dusty environment,
bolting on a bypass oil-filtration system provides as
an extra measure of protection without voiding your
car’s warranty.
Changing the air filter
Switch from a disposable pleated-paper air
filter to a re-usable wetted-foam filter if possible. To
lock out dirt, apply a thin layer of grease to the seal
between the filter and the filter housing.
Despite manufacturer’s claims, the pleated
paper filters neither reduce engine wear nor boost
performance.
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NEWS FEATURE
Volvo Cars is the Fastest-Growing
Premium Brand in Europe
Volvo-XC60
Volvo-S80
Volvo-XC70
Volvo-S60
Volvo-V60
Volvo Cars’ European sales increased by 12.9 per cent
in the first eight months of this year, making it the
fastest growing premium brand in Europe, according
to independent figures compiled by the European
Automobile Manufacturers Association (ACEA).
Volvo Car’s impressive growth is
attributable to the company’s performance
in larger European markets
such as Germany, the UK and
Sweden, while markets such as
France, Italy, Poland, Spain and Finland have also
shown steady growth. Europe is Volvo Cars’ most
important sales region, representing more than half
of the company’s total global sales.
Despite the recent slump in passenger vehicle
sales, Volvo Car South Africa reflected a marginal
growth of six percent (year-to-date) in comparison
to industry growth.
“The overall recovery of the European car market
remains cautious but Volvo Cars is clearly bucking
that trend,” said Håkan Samuelsson, President
and CEO of Volvo Cars. “I am pleased to see our cars
selling so well in what is one of our largest and most
important regions. Looking forward, we are wellpositioned
to benefit further from the European
recovery.”
Customers across Europe have responded well
to refreshed and updated versions of the Volvo S60,
V60, XC60, V70, XC70 and S80, all of which were
launched in early 2013 as part of a large renewal
programme. Volvo Car South Africa showed similar
results with its 60s range.
The launch of Volvo Cars’ new two-litre, fourcylinder
Drive-E powertrain family also boosted
Volvo’s appeal to European car buyers, who are
leading the charge in terms of reduced C02 emissions.
Volvo’s Drive-E powertrains offer drivers an
unrivalled combination of power and environmental
friendliness.
Locally, Volvo’s Drive-E engine range has been
equally well-received. With the focus placed firmly
on output, rather than engine size, Volvo’s new
engines offer customers excellent performance
along with reduced emissions and fuel consumption.
Furthermore, Volvo Cars has seen strong
growth in China, its largest single market, where
36.9 per cent growth was registered in the first
eight months of the year, noticeably outgrowing
its competitors. The company’s performance in
China and Europe offset a decline of 10.9 per cent
in the US over the same period, resulting in overall
global retail growth of 9.2 per cent for the first eight
months of 2014. Volvo Cars projects a global sales
growth of approximately 10 per cent for the whole
of 2014.
58 MOTOR NOVEMBER 2014
MOTOR NOVEMBER 2014 59

HUMOUR
HIS HOLY CROSSWORD
A gentleman sits next to a priest on an airplane. He sees the priest doing a crossword puzzle.
Time passes and the priest says, “Excuse me, sir, but do you know a four letter word that describes a woman and ends in ‘u-n-t’?”
The gentleman thinks about this and finally says, “I believe the word you’re looking for is ‘aunt.’”
The priest replies, “Oh, you’re right. That fits, too. Would you happen to have an eraser?”
BLONDE’S HELICOPTER LESSON
A blonde was taking helicopter lessons. The instructor said, “I’ll radio you every 1,000 feet to see how you’re doing.”
At 1,000 feet, the instructor radioed her and said she was doing great. At 2,000 feet, he said she was still doing well.
Right before she got to 3,000 feet, the propeller stopped, and she twirled to the ground. The instructor ran to where she crashed and pulled her out of
the helicopter. He asked her, “What went wrong?”
The blonde said, “At 2,500 feet, I started to get cold, so I turned the big fan off.” BLONDE’S LICENSE
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LUCKY DRIVER
A police officer pulls over a driver and informs him that he has just won $5,000 in a safety competition, all because he is wearing his seat belt.
“What are you going to do with the prize money?” the officer asks.
The man responds, “I guess I’ll go to driving school and get my license.”
His wife says, “Officer, don’t listen to him. He’s a smart aleck when he’s drunk.”
The guy in the back seat pops up out from under the blanket and says, “I knew we wouldn’t get far in this stolen car.”
Just then a knock comes from the trunk and a voice calls out, “Are we over the border yet?”
CHECK THE E-MAIL ADDRESS
A few days after her husband’s death, a grieving widow accidentally receives an e-mail from a man waiting for his wife in Miami.
The e-mail reads:
Dearest Wife,
Just got checked in. Everything prepared for your arrival tomorrow.
P.S. Sure is hot down here.
THE BLONDE AND CAR MAINTENANCE
A blonde buys a used sports car. However, during the first joy ride, the engine jerks and the car slows to a stop. The blonde calls a tow truck. The
mechanic sets to work, and 10 minutes later, the car is running again.
“What was the matter?” she asks.
“Simple really, just dirt in the fuel tank” he replies.
Taken aback she asks, “Oh, how many times a week do I have to put that in?”
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60 MOTOR NOVEMBER 2014

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