In 1968, Ford advertised its facelifted XT Falcon as packing “More, more Mustang” in its Coke-bottle-hipped shape, in the same way that Mercedes-Benz’s all-new W205 C-Class feels like it’s chocked with “more, more S-Class”. Except for the fact that no C-Class has ever been like this. From its compact-limousine appearance to its standard-setting interior, the fifth-generation C-Class takes ‘premium compact’ to a whole new level.
No matter where you look, this car is bursting with sweetness and light. Literally. Outside, almost every aero-enhanced panel is aluminium, helping to lower the C-Class’s overall weight by up to 100kg. And inside, hidden in its intricately shaped glovebox sits an optional perfume dispenser (dubbed Air Balance) that pumps a subtly scented fragrance into the C-Class’s cabin like an angel passing wind.
Ah yes, that cabin. It’s fabulous. So good, in fact, that Audi has reportedly delayed its next-generation A4 to ensure it can match (or perhaps exceed) the C-Class’s colour, texture, materials quality and design flair. As for BMW’s F30 3 Series, forget it. You could’ve heard the Munich designer’s knees knocking in Dunedoo when they first copped eyes on the new C-Class in Detroit two months ago.
Several C-Class drivetrains are already familiar – namely the 2.1-litre turbo-diesel four (in 120kW C220 and 150kW C250 tunes for Oz, plus as a C300 diesel Hybrid) and turbo-petrol fours in a range of outputs (1.6-litre 115kW C180, and 2.0-litre 135kW C200 and 155kW C250). A 180kW C300 turbo-petrol four will follow in due course, as will a 245kW C400 that goes on sale in September in Europe featuring the same twin-turbo 3.0-litre V6 as the E400. There’s also a 4matic all-wheel-drive C-Class that will finally come to Australia in 2015.
So how is she on the road? Very much like a distilled S-Class. All engines are strong and super-efficient, though the C250’s chirpy 2.0-litre turbo-petrol is a more convincing sports-luxury unit than the older, less refined C250 turbo-diesel. In 4matic guise, the C400 is an effective wedge between the rear-drive fours and the forthcoming C63 AMG twin-turbo V8 that launches at the Paris Show in October, though a bit more spunk and greater acoustic sizzle would make the C400 even more convincing.
Backing up the C-Class’s superb interior is a generally high level of dynamic talent. It’s the first car in its class to offer air-sprung suspension (‘Airmatic’ in Mercedes-Benz speak), with Eco, Comfort, Sport, Sport+ and Individual modes. On the autoroutes circling Marseilles in southern France, ultra-plush Comfort felt a little too softly sprung at 120-130km/h, whereas Sport did a terrific job blending impressive ride comfort and level body control.
The steering in Sport also gets firmed-up, and at speed it’s preferable to Comfort’s lightness (especially in the four-cylinder, rear-drive cars), yet as usual, we can’t help thinking the perfect balance is somewhere in between the two.
To get a near-perfect level of steering crispness in a new C-Class, best stick with the standard steel suspension. It doesn’t ride quite as calmly as Airmatic’s Sport mode (wearing the 18-inch wheels of all launch cars), but its steering is its saviour. The C400 4matic seems to be more suited to the air suspension’s multiple settings and is particularly cohesive when driven hard in Sport mode.
And the C-Class likes to be given some stick. Even the C250 diesel is well controlled and balanced, though with its lighter nose, the C250 petrol is arguably the sweetest drive, while the all-wheel-drive C400 is a bit of a corner-carving Q-car. It doesn’t quite achieve the rear-biased balance of a 3 Series, but then its damping and steering are both so much better as a whole, you can forgive the C-Class for not being so overtly sporty.
For arguably the first time since 1982’s original W201 190/190E, the all-new W205 C-Class is truly an S-Class for the (well-heeled) masses. We’ll have to wait until its Australian launch in August to judge just how close this car comes to perfection, but we can say this for certain – BMW and Audi need to up their game enormously if the 3 Series and A4 are going to out-class the new C-Class.
* To read all about the W205 C-Class’s intriguing technology and sports-luxury abilities in-depth, check out the May 2014 issue of Wheels.
This car looks like a Volvo, but it certainly doesn’t drive like one. Those small blue Polestar badges give the game away.
This band of Swedish petrol-heads has been Volvo’s motorsport partner since the 1990s when Polestar was known as Flash Engineering. There’s also been some dabbling in road car performance parts, but only in the last couple of years has the next step been taken to a stand alone model.
That car is the S60 Polestar, a development of the S60 T6 R-Design, which arrived in Australia in June 2013 as a limited edition of 50. For 2014, it receives a small bucket of upgrades and joins the local line-up full-time.
Amazingly, this car is exclusive to Australia, a reflection of the deeply felt desire within the local distributor to lift Volvo’s dowdy image. It also ties into the partnerships between Polestar, Volvo and Garry Rogers Motorsport to race an S60 (well, something that looks like an S60) in the V8 Supercar Championship.
Only with the 2015 model year will Polestar start a small expansion beyond Australia, also applying its tuning skills to the V60 wagon and offering the cars in seven other markets. We should see that update in about October.
By far the most important mechanical change for MY14 is swapping the Volvo brakes for Brembo six-pot front calipers, 370mm discs and ancillaries. The addition of gearshift paddles is also a step forward, but that – like the front-end graphic changes and equipment updates – flows from the latest edition of the donor car rather than being unique to the Polestar.
So the 257kW and 500Nm version of the 3.0-litre inline six-cylinder engine stays, as does the six-speed auto and the rear-biased Haldex coupling that drives all four wheels. The Swedish Ohlins dampers and struts are also unchanged, including the ability to manually click the compression and rebound through 20 positions.
This is one Volvo you will enjoy driving. There’s grip, there’s feedback, there’s punch and, now, there is terrific stoping power to go with it.
Whipping through a series of tightening-radius curves is to believe. The front-end clamps down hard on the way in and hangs tough mid-corner. On exit, the rear hunkers down and the engine drives it out even harder.
There are drawbacks, of course. The price is the most obvious; specifically what you get for it apart from a top-quality tuning job. Most notably, the interior lacks a separate identity from the donor car.
But the core achievement can’t be underestimated. Here’s a modern Volvo that is involving, communicative and exciting. All power to Polestar for tapping a potential few others suspected existed.
Volvo S60 Polestar
Plus: Great chassis, strong engine, interior space Minus: Price, not upgraded enough from donor car inside, noisy Engine: 2953cc, inline 6-cylinder, dohc, turbo-petrol Max power: 257kW @ 5700rpm Max torque: 500Nm @ 3000-4750rpm Transmission: 6-speed auto Weight: 1770kg 0-100km/h: 4.9sec (claimed) Price: From $109,950 On sale: Now
Toyota has finally released a Kluger worthy of its popularity in Australia.
Now sourced from its biggest and most influential market – North America – the large SUV kicks off from $40,990 for the base GX.
While that’s $500 more than the previous entry-level KX-R, which was made in Japan, Toyota claims buyers gain more than $2000 worth of previously optional or unavailable equipment.
Furthermore, it’s now exclusively a seven-seater, which previously cost $2700 more than a five-seat arrangement.
Standard kit includes touchscreen audio, the Toyota Link multimedia system, a reversing camera, rear parking sensors, 18-inch alloys, front fog lights, cruise control, air-conditioning, seven airbags and Hill-Start Assist.
The mid-range GXL from $49,990 is $1500 cheaper than the KX-S it replaces, and brings keyless entry and start, leather upholstery, an electrically adjustable driver seat, heated front seats, three-zone climate control and roof rails.
However, stepping up to the $63,990 Grande will set Kluger buyers back an additional $3500 over the previous model, though Toyota calculates there is $7000 worth of additional goodies.
The flagship boasts radar-based cruise control, lane-departure and blind-spot warning, a Pre-Collision system that preps the brakes and seatbelts for more effective impact mitigation, LED headlights with an automatic high-beam dipper, sunroof, vented front seats, a larger-format centre screen with sat-nav and digital radio, rear-seat Blu-ray, rear side-window blinds, an auto tailgate, 19-inch alloys and surprisingly tasteful trim.
Toyota has reduced the all-wheel drive option by $500 to $4000.
Aside from the carryover V6 petrol engine, almost everything has been redesigned or modified for the 2014 model.
There is 40mm of extra overhang at each end, improving pedestrian impact safety up front while increasing rear passenger and cargo room out back.
A more compact rear suspension also contributes to making the interior larger than before, and it remains airy despite slimmer window openings.
The stylish dash combines pleasing symmetry with simple controls, big clear instrument dials, excellent ventilation and myriad storage options, including a clever full-width shelf/tray for keeping bits and pieces like phones and garage remotes at arm’s reach.
The strong yet smooth 3.5-litre V6 delivers 201kW of power at a high 6200rpm, with 337Nm of torque topping out at an also lofty 4700rpm.
Though not especially speedy off the mark (Toyota claims 8.3 seconds to 100km/h), a new driver-adaptive six-speed automatic with a sequential-shift function makes the most of what’s available, shifting through the ratios quickly and efficiently.
As a result, this two-tonne crossover is also slightly more economical, averaging between 10.2 and 10.6L/100km depending on grade.
However, there is no diesel available.
Toyota has attempted to improve the previous Kluger’s gravel-road behaviour with an Australian-specific suspension and electric steering tune, developed over two years at Toyota’s Melbourne technical centre.
Aided by a stronger and stiffer body, the local engineers added upgraded dampers and stiffer springs for better handling and improved ride.
The steering is lighter, with a faster ratio (14.8:1 versus the old model’s 17:1). This results in more linear steering with a welcome amount of feel.
Our initial drive reveals the latest large SUV from Toyota to be a roomier, more practical, quieter, better driving and comfier proposition than before, offering more equipment for (marginally) less money on all but the top-end Grande.
Toyota Kluger 50 Series
Plus: Improved dynamics, space, practicality, efficiency and refinement Minus: No diesel option, vanilla design, low-fi trim plastics Engine: 3456cc V6 petrol Max power: 201kW @ 6200rpm Max torque: 337Nm @ 4700rpm Transmission: 6-speed auto Weight: 1935kg to 2065kg 0-100km/h: 8.3-8.7s (AWD) L/100km 10.2-10.6 (AWD) Price: From $40,990 On sale: Now
Through six generations, the Porsche 911 Turbo has meant one thing above all else – stunning performance.
And the latest version doesn’t disappoint – especially when you’re fanging it around Phillip Island Grand Prix track, as Wheels has just been lucky enough to do.
We weren’t only experiencing the ride from behind the wheel, either, as newly signed Porsche factory World Endurance Championship driver – and former Red Bull F1 star – Mark Webber helicoptered in (as you do) to do some chauffeuring.
Webber has one of the new 991-series 911 Turbos at home in England in the garage, along with a couple of GT3 RSs and the odd Cayenne or two, and he certainly drove the car like he was familiar with it.
Apart from giving us a close-up look at the style of a multiple grand prix winner, his rather more aggressive efforts simply underlined what our own steers had gleaned: the new 911 Turbo is bloody fast, grips like a bastard and decelerates from high-speed like it’s hit a brick wall.
The seven-speed PDK is almost clairvoyant. It’s so good at picking the right gear to be in that even Webber was sometimes leaving it to its own devices.
And the S model, with a bit more of everything, simply dials the experience up to 11 (in the immortal words of Spinal Tap’s Nigel Tufnel).
It is really no surprise that it should be so. Like the 991s that have gone before them, the Turbos are as close to all-new as 911s get. Given Porsche’s ability to refine and improve, that can only be a good thing.
The Turbo has a new-generation 3.8-litre bi-turbo boxer hanging over the back axle, pumping out 383kW and 660Nm (710Nm on overboost if you option Sport Chrono) and using less fuel while doing it.
It rides on a 100mm-longer wheelbase, wider tracks, a new chassis with active rear steer and torque vectoring, uprated all-wheel drive, bigger brakes, active aerodynamics and even a unique tune for the controversial electric-assist power steering (and so much more).
All this from $359,800 for the Turbo or $441,300 for the S that adds power and torque (the latter on overboost only), ceramic brakes, slightly bigger wheels and a bunch more kit.
At human pace around PI, the Turbo’s performance is amazingly accessible. It is so good at going hard it’s almost too good (God, journos are never satisfied). There’s absolutely no resistance to turn-in, no bobbing of the nose, no sensation of understeer unless you are too fast on the wrong line and the front Pirelli P Zeros aren’t quite at the right temperature.
It’s when Webber has a lash that the Turbo starts to feel more … human. There’s some body movement mid-corner as it adjusts to his harsher use of the brakes going in and deeper jabs on the throttle coming out. You can feel the tyres protesting just a little.
But the Turbo copes so well, you sense the praise he delivers on the cool-down lap doesn’t just come from the script.
Porsche 911 Turbo Coupe
Plus: Overwhelmingly good at just about everything it does Minus: Um, it’s bloody expensive Engine: 3800cc, boxer 6-cylinder, dohc, twin-turbo, petrol Max power: 383kW @ 6000-6500rpm Max torque: 660Nm @ 1950-5000rpm Transmission: 7-speed dual-clutch Weight: 1595kg 0-100km/h: 3.2sec Price: From $359,800 On sale: Now
The ProCeed GT is the second Kia – after the rapid but ragged Cerato Koup Turbo – to be aimed at keen drivers, but is not a GTI, ST or RS rival.
Think ‘warm’ rather than ‘hot’ hatch and you’re right on the money.
Built in Slovakia primarily for the EU market, the ProCeed is Kia Australia’s first European small-car offering, its first C-segment three-door hatch, its first with a multi-link rear suspension, and its first with indicators on the left.
If you like red, you’ll find a starting price of $29,990, but all other colours attract a rip-off metallic ‘premium’. However, even in $33,490 GT Tech guise (basically a sunroof and HID headlights), the value-for-money force is strong.
The fact that the ruggedly handsome GT looks like a $41,490 Golf GTI rival for about Polo GTI money is enough for many buyers to succumb. And the newcomer does not lack form in the performance or dynamic departments, either.
Behind the ProCeed’s beaky proboscis is a variation of the 1.6-litre T-GDI twin-scroll turbo direct-injection four-cylinder petrol unit from the Koup and Hyundai Veloster turbos.
It delivers an impressive 150kW of power at 6000rpm, but it’s the range in which its 265Nm of peak torque is spread (between 1750-4500rpm) that really tells.
Revvy yet strong down low, the GT is rapid enough from standstill for most punters, but its portly 1448kg means the ProCeed’s pace only steps up when you’re on the move, with strong and seamless acceleration right up to the 6500rpm redline.
The Euros don’t care for autos, so there’s none available, but never mind because the GT’s six-speed manual is the Korean maker’s sweetest-shifter yet.
Perhaps the most pleasant surprise, though, is how smartly it steers and handles.
Unlike every other Kia small car sold in Oz, the Slovak sidesteps the cheaper space-saving torsion beam rear end for a more complex multi-link suspension set-up – just like the Ford Focus and VW Golf.
It also has quicker (electric) steering, stiffer springs, improved dampers, thicker rear anti-roll bar and bigger four-wheel disc brakes.
The result is weighty and responsive steering, though more feedback and less rack rattle would be welcome.
Aided by tenacious Michelin tyres, the GT feels planted, reactive and controlled, but the ESC can interfere too early, the ride deteriorates markedly when surfaces become bumpy, and the level of road-noise intrusion over some bitumen is as bad as most German cars.
The spacious and highly specified interior’s style and solidity is on a par with the Euros, with special mention going to the excellent Recaro front buckets, jet-fighter-style digital speedo and torque/turbo boost gauges, classy glossy trim, tacky red stitching and superb driving position.
There’s a cavernous hatch, but rear vision is poor.
Overall, there is enough good stuff for keen drivers to sink their teeth into, and that’s a first for Kia car in Australia, too.
Kia JD ProCeed GT
Plus: Steering, handling, performance, design, value, warranty Minus: Firm ride, rack rattle, blind spots Engine: 1591cc, inline, 4-cylinder, dohc, turbo Max power: 150kW @ 6000rpm Max torque: 265Nm @ 1750-4500rpm Transmission: 6-speed manual Weight: 1448kg 0-100km/h: 7.7sec L/100km: 7.4 Price: From $29,990 On sale: Now
If the Subaru WRX – now 20 years old – were the product of any number of other (particularly Euro) carmakers, it could well have evolved by now into a dual-clutch-only hybrid four-door grand touring coupe.
Indeed, when the 2013 Detroit motor show WRX Concept suggested that the new Rex would morph into a sexier and more exclusive creature, we doubted that Subaru would see it through to production, or that, if it did, it would be a repositioning for the better.
Turns out we had little to worry about because, as you can see from the images of the Mitsubishi Evo X-inspired new WRX before you, Fuji’s heavies clearly lost their bottle. And, on the whole, we’re glad about that.
The fourth-gen model remains nothing more or less than a WRX – an everyman’s practical, turbo flat-four, all-wheel-drive, compact performance car.
There’s no dual-clutch (though an auto returns in the form of a CVT) and no stop-start; the height of tech in the WRX is that it adopts electro-mechanical steering, and finally has six rather than five forward gears.
However, by refining the ingredients that gave rise to two generations of icons (and a decent enough outgoing model), the new WRX crowns the former rally hero’s two decades on sale.
The doors thud shut, the quieter new cabin is constructed using better-quality soft-touch materials, and the sculpted flat-bottom leather wheel is connected to the best WRX steering yet. Before, you trusted the grip level – now you can feel it.
The all-paw chassis turns in with hitherto unknown enthusiasm and goes about its business of despatching corners with poise, polish, control and compliance, banishing the rubberiness of the outgoing WRX without ruining the ride.
Although the turbo flat-four engine is new, the 2.0-litre capacity is a throwback, while the mid-range thrust and unburstable boxer burble have long been trademarks.
The FA20 turbo is a development of the BRZ/86 engine and brings smoothness and refinement, though it lacks the fast-spool and low-rpm shove of the outgoing 2.5, while 9.2L/100km combined cycle economy reflects the fact that efficiency, while important, wasn’t Subaru’s top priority.
It’s still clearly a WRX, then, but a more refined, better-handling, more involving iteration in which the all-paw giant-killer’s time-honoured practicality lives on (although the hatchback doesn’t – America didn’t want it, so no-one gets one).
Last year’s WRX concept foretold a spectacular standalone model. However, despite dropping the Impreza nameplate, the production car remains a Rex to its centre diff and, with an entry price of $38,990, the famed value equation is stronger than ever.
Subaru WRX
Plus: Steering feel; handling precision; performance; practicality; value Minus: Lacks low-rev punch; thirsty compared with rivals; uninspired styling Engine: 1998cc, flat-4cyl, dohc, turbo Max power: 197kW @ 5600rpm Max torque: 350Nm @ 2400-5200rpm Transmission: 6-speed manual Weight: 1424kg 0-100km/h: 5.8sec (estimated) L/100km: 9.2 Price: From $38,990 On sale: Now
Nissan is in trouble.
Sales are down 40 percent year-to-date, with the hot small-car segment shunning the disappointing Pulsar, adding to the mountains of unsold Micras, Almeras, Altimas and Muranos stinking out holding yards throughout Australia.
Nissan needs a saviour and the redesigned – and far less gawky – T32-series X-Trail may just be the one.
From $27,990 for the ST FWD with a 106kW/200Nm 2.0-litre manual, it sashays straight into the medium SUV heartland dominated by the Mazda CX-5, Toyota RAV4 and Subaru Forester.
Most buyers will stretch to the ultra-competitive ST 2.5L CVT auto from $30,490.
Either way, both offer a generous list of standard features (17-inch alloys, rear camera, six airbags, keyless start, Bluetooth streaming and telephony, and cruise control).
A part-time three-mode AWD system is a circa-$3500 option on all auto models.
Vastly improved packaging puts every rival on notice, thanks to a 75mm-longer wheelbase and 30mm increase in width stretch.
That created enough room for a kids-only third row seat (a $1090 option on the ST and mid-range ST-L autos), as well as more rear-seat legroom on a theatre-style 40/20/40 split-fold bench that slides and reclines.
A cool compartmentalised multi-level cargo area is included on five-seater X-Trails, while an electric-opening tailgate and lane-departure and blind-spot warning tech make their debut on the flagship Ti AWD (from $44,680).
Nissan has also banished the bitsy boxy dash for a quality flowing item with brilliantly clear instruments (including a digital speedo at last), superb ventilation and acres of storage.
Some of the lower-edge plastics feel cheap and the foot-operated park brake is a 50s throwback, but overall the X-Trail’s cabin is a serious step up from before.
Boasting front cupholders with cooling/heating and a 360-degree bird’s-eye view camera on ST-L and up, it is clear that Nissan has been thinking about how families use their SUVs.
Built on an all-new platform with MacPherson struts up front and a multi-link rear end, the latest X-Trail is also a much-improved driving proposition.
The carryover 126kW/226Nm 2.5-litre four-cylinder petrol engine has long been a strong but vocal unit, providing lively and lusty acceleration.
However, the CVT (Continuously Variable Transmission) is new and very good. Behaving more like a regular torque-converter auto, it delivers smooth and linear upshifts with minimal droning.
Just as impressive is the X-Trail’s newfound steering response. Combined with less body lean, it handles with a composure and confidence lacking in previous models.
But don’t be fooled into thinking that this is a driver’s SUV, for stodgy understeer remains the name of the game. Likewise there’s not much steering feedback, the suspension feels firm on the Ti’s 18-inch wheel set-up and there’s still some road-noise intrusion.
Better, but far from being the segment best, the latest X-Trail’s real advances lay in its appearance, slicker interior, brilliant packaging and improved driveability.
Nissan X-Trail ST CVT
Plus: Packaging, styling, practicality, value, CVT response and efficiency, seven-seat availability Minus: Engine noise, jittery ride on 18s, road-noise intrusion, understeer, foot-operated park brake Engine: 2488cc inline 4 Max power: 126kW @ 6000rpm Max torque: 226Nm @ 4400rpm Transmission: 7-speed CVT auto 0-100km/h: 12.2sec Avg L/100km: 8.1 Price: From $30,490 On sale: Now
Beyond the adoption of the brand’s signature hourglass grille, which brings the CT200h in line with the rest of the Lexus range, there’s not much to pick the facelifted model from the 2011 original.
Beneath the sheetmetal, though, Lexus has stiffened the chassis and worked to improve dynamics, while also reducing NVH.
The combo of 73kW 1.8-litre Atkinson-cycle petrol engine and 60kW synchronous electric motor allied to a CVT transmission continues, as does the 100kW combined output.
But a glance at the economy and acceleration figures – 4.1L/100km and 0-100km/h in 10.3sec – makes it obvious that the focus continues to be on thrift, not thrills, despite claims otherwise.
Lexus claims 94 discrete changes were made in the pursuit of refinement – including a new engine inlet-duct silencer – that contribute to a quiet, well isolated cabin.
Upgrades to the strut front suspension and multi-link rear extend to the springs, dampers, stabiliser bars and geometry, with the goal of greater compliance and increased dynamic ability. Roll stiffness is increased, and the gearing of the electro-mechanical power steering is revised.
In the upgraded cabin, a new IS-derived steering wheel connects the driver to a chassis that sits flatter and corners with greater poise, while delivering a more substantial feel than before.
The dynamics are more than capable of pleasing traditional CT buyers, but don’t quite live up to the sports billing, and won’t help Lexus on its quest to expand CT beyond its current age demographic (average age 48) into the 30-something market dominated by its coolly capable Deutsch rivals.
The CT200h is Lexus’s best-selling hybrid – the brand has sold more than 10,000 hybrids in Oz since 2006 – and the continuing success of the model is inextricably linked with the brand’s goal that 50 percent of its Aussie sales will be of hybrid vehicles.
The CT’s handling capability is more than a match for the performance, but that says more about the driving reality of a CVT-equipped hybrid with just 71kW/tonne than it does about the chassis. The drivetrain lacks the power and responsiveness to adjust the chassis’ nose-led attitude on the throttle, and the droning soundtrack fails to inspire.
Lexus CEO Sean Hanley admits that a petrol-only variant would provide a welcome broadening of the compact premium hatchback’s appeal. It could also give the CT200h the performance to justify its positioning.
However, product planning man Stephen Wright says there’s no drivetrain diversity in the CT’s immediate future.
The streamlined CT200h range kicks off with the Luxury, which at $39,990 fails to enter the $35,600 battle raging among its German rivals.
The entry price stays the same, but the new variant is a better-equipped amalgamation of the outgoing Prestige and Luxury, bringing across-the-range features such as drive mode select with a second-gen remote touch controller, front knee airbags and keyless start.
Prices rise to the $48,990 F Sport and on to the flagship $56,990 Sports Luxury, which wants for little in the way of kit, but is starting to feel expensive for a premium Prius.
Forget the face. The all-new F56 Mini might look as though it’s been pumped full of botox, but don’t let its startled expression and puffy cheeks spoil the beauty of this car.
Yes, the first new Mini hatch in eight years is kinder to wayward pedestrians, thanks to a semi-active bonnet that will attempt to cushion the blow. But it’s also much nicer behind the wheel.
A new platform and engines make this the keenest-handling, strongest-performing Mini in history, yet it’s the razor-sharp $26,650 starting price – $5000 lower than last year’s model – that will create the biggest stir.
The base Mini Cooper comes with a terrific 1.5-litre turbocharged three-cylinder engine, with enough grunt to put many a warm hatch to shame. In fine three-pot tradition, it purrs along with a charming thrum, yet when you look at the figures, this 1.5 triple is far from being just a tiddler.
With a feisty 100kW, a solid 220Nm from 1250-4000rpm, and just 1085kg to haul about, the six-speed manual Cooper can hit 100km/h in a claimed 7.9 seconds.
Compare that to the similarly priced 1.2-litre Audi A1 Sportback’s 11.9 seconds and you can see just how much shove you now get for your dollar in a base Mini.
The $36,950 Cooper S shares the Cooper’s engine dimensions, but adds an extra cylinder to create a 2.0-litre turbocharged four.
Running what must be a fairly moderate state of tune, the Cooper S punches out 141kW and 280Nm, and can reach 100km/h in 6.8 seconds, yet it’s the keen induction growl and raspy exhaust note that make the S version the enthusiast’s choice. Much as we love three-cylinder engines, we just wish the Mini’s 1.5 was a little more sporty in flavour.
Its dynamics certainly deserve it. Revisions to the multi-link rear suspension have blessed the F56 Mini with beautifully fluent handling. The way it pivots on its rear end to drive its nose into a corner is fantastic, and so is its super-sharp steering, with just 2.4 turns lock to lock.
We drove a Cooper manual wearing 195/55R16 tyres (15s are standard), which rode firmly, like you expect of a Mini, but adding optional adaptive dampers (a steal at just $700) to a Cooper S simply transforms its ride, without softening its brilliant handling. And that’s wearing 17-inch run-flats.
In almost every conceivable way, the new-generation Mini is a vastly superior car. It’s faster, thriftier, roomier and more comfortable. It has a much classier interior, and it doesn’t cost as much if you want to individualise the way yours looks. It’s also cheaper to begin with.
Most importantly, though, it’s more fun. And that’s what driving a Mini is all about.
In car terms, the current Volkswagen Polo is a little like Her Majesty Queen Elizabeth II.
The 2010 Wheels Car of the Year has reigned as the undisputed segment benchmark for much of its life, staving off newer challengers and even VW’s own recent Annus Horribilis of recalls and unreliability accusations with velvet-lined steely resolve.
But the latest Renault Clio – boasting suave styling, sophisticated eco-friendly tech, rich touchscreen connectivity and cushy ride quality – has been a destabilising presence, while a winter might well be coming for the Wolfsburg queen in the shape of the all-new Mazda 2 late this year.
Here, then, is the MY15 Polo – coming to a VW dealer near you in September.
Exterior changes are limited to redesigned bumpers, a larger front air intake, bigger numberplate valance, new headlights with optional LEDs, different tail-light lenses with repositioned reflectors, fresh alloys, more chrome eyeliner and a few additional colours.
Equally, there was little wrong with the Polo interior, so only the trim and centre console have been altered at first glance.
The console includes a revised climate control set-up on upper-end variants, a variation of the Golf VII’s advanced touchscreen audio, multi-media and vehicle functionality interface with – at last – full Bluetooth phone and audio streaming integration.
Unfortunately, Europe’s new “pinch-and-pull” sat-nav option, with a host of programmable functions and downloadable app capability, isn’t for Australia – which seems an error in judgement since Clio, the under-rated Peugeot 208 and even Holden’s top Barina offer similar systems.
Nevertheless, the Polo is a proper little premium techno powerhouse – even in limited-spec Aussie guise.
For the first time, you’ll be able to option up your light car with a reversing camera, adaptive cruise control, a low-speed traffic monitor, automatic emergency braking system and driver-fatigue alert.
From a driving point of view, the overhaul has extended to a new lightweight electro-mechanical power steering set-up for subtly altered dynamic feel.
With slightly firmer dampers and spring rates, the VW impressed us with its quiet and absorbent ride on the standard 16-inch rubber during our first drive in Germany.
Since its local debut in late 1996, every base Polo has been vexed with some variation of a breathless atmo engine, but now it’s turbos all-round – just like the Clio – with the old 63kW/132Nm 1.4-litre lump replaced by a 66kW/160Nm 1.2L four-cylinder direct-injection turbo unit known as the 66TSI, with significantly lower consumption and emissions, in part due to an unintrusive stop/start system.
With either the slick five-speed manual or quick-shifting seven-speed dual-clutch transmission, this engine provides a decent shove once the turbo kicks and flexible torque across a wide rev range.
It brings into question the value of stretching to the higher-tune 81kW/175Nm 1.2L turbo alternative, which was not available to drive.
On paper, the 81TSI is 1.5 seconds faster to 100km/h (9.3s versus 10.8s) than the 66TSI, while delivering the same fuel economy of 4.7L/100km – and that’s just 0.1L/100km short of the old 66TDI diesel.
Speaking of diesels, the clattery new 66kW/230Nm 1.4L three-cylinder TDI won’t be heading to Australia because VW reckons the light-car market isn’t big enough to justify it.
VW warned us that the big technology leap will be accompanied by a price rise, so expect a jump of at least $500 from the current Trendline 1.4L’s $16,990.
After our brief but enjoyable blast in the new 66TSI, we reckon the Polo’s reign as the light-car benchmark is likely to extend for quite some time yet.
Volkswagen Polo 66TSI Trendline DSG
Plus: Massive tech uplift; luxury-car driver aids; TSI across the range; improved dynamics Minus: Expected price rise; no sat-nav; no diesel; no 1.0TSI 3-pot turbo; dating cabin architecture Engine: 1177cc in-line 4 turbo Max power: 66kW @ 4800rpm Max torque: 160Nm @ 1400-4000rpm Transmission: 7-speed DSG auto 0-100km: 10.8sec* Avg L/100km: 4.7* Price: From $19,500** On sale: September* Euro figures ** Estimated
