PDF Can a Consumer Favourite Take Out Australia'S Top Gong?

Ma3zda

CAN A CONSUMER FAVOURITE TAKE OUT

AUSTRALIA'S TOP GONG?

"Interiors are simple, clean, effective ? a vast improvement"

BRUCE NEWTON

SINCE its introduction a decade ago, the Mazda 3 has become a regular at, or near, the top of our national sales charts. Globally, the 3 is Mazda's biggest seller and therefore its most important model. But there are still more reasons why this year's all-new Mazda 3 is a very big deal.

While the 2009 second-generation model was a major rework of the 2003 original, using the same C1 platform jointly developed with Ford and Volvo, this one is 100 percent Hiroshima's work.

Mazda's new five-door hatch and four-door sedan are slightly wider, fractionally lower and no longer than the cars they replace, although their shared wheelbase is stretched 60mm. Stylistically, the neatly arranged interior is better, while the too-fussy exterior with minimal model differentiation is not.

The 3 adopts the full suite of Mazda's homebrewed SkyActiv innovations, covering engines, transmissions, chassis components and body structures, but Mazda's relatively small size means much of the 3's hardware is shared with other SkyActiv-ated models.

While the new 3 is a stronger car, the need to share basic building blocks with larger models gives insight into Mazda's failure to deliver the expected weight loss. The new 3s are only a few kilos heavier, but other manufacturers are achieving efficiency-enhancing cuts up to 100kg.

MAZDA 3

BODY Type 5-door hatch/4-door sedan,

5 seats Boot capacity 308-408 litres

Weight 1262-1465kg

DRIVETRAIN Layout

front engine (east-west), FWD Engines

1998cc 4cyl (114kW/200Nm); 2488cc 4cyl (138kW/250Nm);

2191cc 4cyl turbo-diesel (129kW/420Nm) Transmissions 6-speed manual; 6-speed automatic

CHASSIS Tyres 205/60R16 ? 215/45R18

ADR81 fuel consumption 5.0-6.5L/100km

Greenhouse emissions 131-153g/km

Collision mitigation STD (SP25/XD Astina); OPT (all other models) Crash rating 5-star (ANCAP) Prices $20,490 ? $42,230

Still, Mazda's SkyActiv-G engines and low-friction six-speed manual and automatic transmissions do deliver overall consumption savings. The non-turbo 2.0-litre (Neo, Maxx, Touring) and 2.5-litre (SP25, SP25 GT and SP25 Astina) petrol engines offered from launch are refined, efficient and involving.

At the bottom end of the range, in Neo and Maxx grades, the 3 is good value. But the higher you go, the less persuasive the car becomes, and not just the hefty premium for the XD Astina turbo-diesel.

Mazda's adherence to its Zoom-Zoom philosophy is evident in the way all models drive. While the steering could use more feel and the diesel is nose-heavy, the firm discipline preferred by Mazda's chassis engineers delivers above-average handling throughout. The electronic driver aids are effective, too.

There's one area, however, in which the 3 struggles. Every COTY judge noted the Mazda's road noise, especially on the kind of coarse-chip surfaces common in Australia. It's a long-standing brand weakness that should have been eradicated with a clean-sheet design.

This was eloquent evidence Mazda hasn't made the most of its chances with the third 3. It should have been better looking and more brilliant to drive, with class-leading refinement. And it could have been, but it isn't.

JOHN CAREY

Bitter pill

MSmmdttokhiAooeyeansdZApesteDchloiltmAswwsi.vaiaieH-ltdfDarhetfdreru2laeery.lnd2,tae-rhtatqleheiuluftaetirninsoepXot,eptnDbwdue-urdtaAdtbusisScoertaPobs-i2dnemoM5liapepaaAwsezadetsdrdirltetaosihsdnliaxa, hefty $4000 premium.

86 .au

MeCrc-eCdelas-sBsenz

IS THIS FORMER WINNER STILL TOP

OF THE CLASS?

THE W205 Mercedes-Benz C-Class carried a considerable weight of expectation into this year's COTY, primarily because its W204 predecessor won the award, in 2007.

But the W205 isn't the old car reheated. It may continue as the most complete compact luxury sedan on the market, but the way Mercedes-Benz achieves that goal has definitely changed.

Underpinning the W205 is a new rear- and all-wheel-drive architecture dubbed MRA, which will also be utilised by most Benzs larger than C-Class, including SUVs. On that cutting-edge basis, Benz has built a larger, more sophisticated but lighter car that includes some class-leading safety equipment, most of which has only recently debuted in the S-Class.

There's also a new turbo-petrol 2.0-litre engine that upgrades from the old 1.8 for the C200 and C250, and an overhauled version of the 2.1-litre turbo-diesel that continues in the C250 Bluetec, and joins an electric motor in the C300 hybrid.

Every powertrain is mated with a 7G-tronic seven-speed auto and Benz claims incremental fuel consumption and performance improvements.

A distinctive S-Class-inspired exterior and vastly upgraded interior complete the overhaul. The message as you approach and sit in the car is unquestionably one of premium quality, but is it

MERCEDES-BENZ C-CLASS

BODY Type 4-door sedan, 5 seats Boot capacity 435-480 litres

Weight 1465-1715kg

DRIVETRAIN Layout

front engine (north-south), RWD Engines

1991cc 4cyl turbo (135kW/300Nm); 1991cc 4cyl turbo (155kW/350Nm);

2143cc 4cyl turbo-diesel (150kW/500Nm);

2143cc 4cyl turbo-diesel + electric (150kW/500Nm + 20kW/260Nm)

Transmission 7-speed automatic

CHASSIS Tyres 225/45R18 ? 245/35R19

ADR81 fuel consumption 4.0-6.0L/100km

Greenhouse emissions 105-138g/km

Collision mitigation Yes Crash rating 5-star (Euro NCAP)

Prices $60,900 ? $74,900

a sizeable enough step forward over its illustrious forebear? In tactility, and visual perception of expense and luxury, it is. Absolutely.

Even the cheapest C200, which gets a boost in equipment valued at $10,000 in exchange for a $1000 price rise, is richer in look and feel than just about any BMW 3 Series this side of an M3. Indeed, judges found this base model to be among the most compelling and complete `starting-point' packages in C-Class history. And although the value equation does fall away as you move up through the range, it remains extremely competitive in its market.

On the rigorous You Yangs durability circuit, the smoother ride and handling track, and just commuting in between, the C-Class range impressed everyone with its ability to flow, especially riding on optional Airmatic suspension, a class first.

Admittedly, the drivetrains weren't the equal of arch-rival BMW's eager and responsive offerings in the 4 Series being put through its paces the same day ? most notably the diesel. Nor, as we know from previous experience, does a C-Class have quite the adept handling of a 3 Series, albeit one on optional adaptive dampers.

And yet those shortfalls weren't seen as real negatives. Not when the C-Class is so good at so much else.

BRUCE NEWTON

"Plays baby S-Class to perfection"

PETER ROBINSON

"Complete premium sedan, what more could anyone want?"

GLENN BUTLER

Estate agents

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.au 87

GLA-Class Mercedes-Benz IS BENZ'S FIRST COMPACT SUV REALLY AN A-PLUS?

MERCEDES' first compact SUV, the GLA, has no direct forebear in the marque's family tree. Based on the MLA architecture shared with the A-Class, B-Class and CLA, the GLA is a crossover in the purest sense; in concept it shares nothing with the brand's other SUVs. This is closer to being an inflated, high-riding hatchback than a rugged off-roader, despite Mercedes' expectation that you'll think of it as the range's fifth SUV model (including the LHD-only GLK).

Not only does the GLA share its MFA platform with Mercedes' other compact models, but it uses the same engines and ? except on the front-drive 200 CDI ? the same torque-ondemand all-wheel-drive system.

And that's just the way the GLA looks: the same high waistline and low glasshouse as its siblings, with a slightly raised ride height. It's just 61mm taller than the A-Class (and 59mm lower than a B-Class), 24mm wider and a more significant 125mm longer, despite being built on the same 2699mm wheelbase as the A-Class, for an 80L increase in boot capacity.

The four-cylinder engine range kicks off with the familiar 2.1-litre turbo-diesel in 100kW guise aboard the GLA200 CDI. Above it in the range is the GLA250's 155kW 2.0-litre turbo-petrol four and at the top sits the manic 265kW 2.0-litre turbo-petrol in the GLA45 AMG.

The GLA gets a suitably plush interior, yet you can only just sit two (admittedly very comfortable) adults in the rear behind two adults. At 4419mm long, the GLA is a relatively compact car, but it's only in the front that it provides truly competitive accommodation.

Leave the seven-speed dual-clutch gearbox in Drive, be content with mid-throttle performance, and it works well enough. Demand more and interact more closely with it and the smoothness crumbles. A bigger problem is how low the intermediate ratios are: third is closer to second in most competitors and fourth is where you expect third to be geared. On twisty roads the GLA250 constantly seems to be changing gears.

In isolation, the handling seems more than acceptable. There's consistent, well-weighted steering, a reasonable balance of grip for cornering, and a suspension tune with enough compliance to deal adequately with a bad surface. Trouble is, we expect more finesse in terms of ride and handling from a MercedesBenz, regardless of the suspension tune and tyres you select.

The GLA may be the most convincing of all Mercedes' MLA-derived models, but its shortcomings and lack of a distinctive identity could count heavily against.

PETER ROBINSON

"AMG 45 engine is explosive, sounds like a volcano; chassis only barely copes"

GLENN BUTLER

"Terrific ? this is the car the A-Class should have been"

NATHAN PONCHARD

AMG madness

FITTED with the same

265kW turbo engine and

seven-speed dual-clutch

transmission as the A45

and hits

CLA45, the GLA45 AMG 100km/h in an identical

4.8sec. It rides 15mm lower

than a standard GLA, but

still 40mm higher than an

A45 AMG.

MERCEDES-BENZ GLA

BODY Type 5-door hatchback, 5 seats

Boot capacity 481 litres Weight 1430-1510kg

DRIVETRAIN Layout

front engine (east-west), FWD/AWD Engines

2143cc 4cyl turbo-diesel (100kW/300Nm);

1991cc 4cyl turbo (155kW/350Nm); 1991cc 4cyl turbo (265kW/450Nm)

Transmission 7-speed dual-clutch

CHASSIS Tyres 235/50R18 ? 235/40R20

ADR81 fuel consumption 4.6-7.6L/100km

Greenhouse emissions 122-177g/km

Collision mitigation n/a Crash rating 5-star (Euro NCAP)

Prices $47,900 ? $79,900

88 .au

SM-eCrcleadsess

IS THIS BIG LIMO THE BEST CAR IN

THE WORLD?

INEVITABLY the debate about the W222 S-Class came to centre on whether Mercedes-Benz could still proclaim this as the `best car in the world'. After all, our world has changed dramatically through the course of six generations of S-Class and two COTY victories.

"It is a car that sticks with yesterday's assumptions about greatness to a large extent," was how one judge summed it up. In other words, in an era of global warming, traffic jams and electric vehicles, does the S-Class still show the way, or is it casting a last, bold light from its 300 LEDs on a rapidly departing era when might was right and size ruled the roads?

If this two-tonne, five-metre, rear-drive luxury sedan is staging a rear-guard action, however, then it's one hell of a fight.

Benz has mixed a higher degree of aluminium than ever into the stiffer chassis, made the body more aerodynamic and stuffed in a heap of technology, even if much of that tech does not debut in this car. The pace of innovation means Benz can no longer wait for a new-generation S-Class. It's not a trickle-down anymore, but a cascade, both up and down.

For instance, the most efficient S-Class, the four-cylinder turbo-diesel S300 BlueTec Hybrid, shares its drivetrain with both the C-Class and E-Class. But it still claims a `cake and eat it too'

"Superb piece of engineering"

SA LLY DOMINGUEZ

MERCEDES-BENZ S-CLASS

BODY Type 4-door sedan, 4-5 seats Boot capacity 470-530 litres

Weight 1880-2175kg

DRIVETRAIN Layout

front engine (north-south), RWD Engines

2143cc 4cyl turbo-diesel hybrid (150kW/500Nm);

2987cc V6 turbo-diesel (190kW/620Nm);

2967cc V6 twin-turbo (245kW/480Nm);

4663cc V8 twin-turbo (335kW/700Nm);

5461cc V8 twin-turbo (430kW/900Nm);

5980cc V12 twin-turbo (390kW/830Nm);

5980cc V12 twin-turbo (463kW/1000Nm) Transmission 7-speed automatic

CHASSIS Tyres 245/50R18 ? 285/35R20

ADR81 fuel consumption 4.5-11.9L/100km

Greenhouse emissions 118-279g/km

Collision mitigation STD Crash rating n/a

Prices $195,000 ? $490,000

fuel consumption average of just 4.5L/100km and emits only 118g/km of carbon dioxide. The least efficient drivetrain in the range, the 1000Nm S65 AMG L with its 6.0-litre twin-turbo V12, claims 11.9L/100km and 279g/km. In different ways, both results are incredible.

And so are the performance numbers. Even the slowest S (the hybrid) will accelerate from 0-100km/h in 7.3sec (yet feels much faster). The flagship versions with their thumping V8 and V12 engines are in the four-second bracket.

But to simply reel off figures is to do the S-Class an injustice. For its size and weight, it drives incredibly well, shrinking in size around the driver while still providing its other passengers with a quiet and superbly comfortable cocoon. The seats are wonderful.

There were moments on the You Yangs durability course when direction changes reminded us of the car's heft, but no judge could nominate a more soothing way to waft back into Melbourne at the end of the day... or for continuing on to Sydney if required.

The S-Class's undoubted merit comes with a price, beginning at $200,000 and continuing on close to $500,000. And the law of diminishing returns is a slippery slope on which to mount a persuasive COTY argument.

BRUCE NEWTON

"AMG V8 is the perfect mixture of rumble and refinement"

NATHAN PONCHARD

Byte me

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.au 89

HMatincih

IS IT THIRD TIME LUCKY FOR THIS REBORN ICON?

MINI HATCH

BODY Type 3-door hatch, 4 seats

Boot capacity 211 litres Weight 1085-1175kg

DRIVETRAIN Layout

front engine (east-west), FWD Engines

1198cc 3cyl turbo (75kW/180Nm); 1499cc 3cyl turbo (100kW/220Nm); 1998cc 4cyl turbo (141kW/280Nm);

1496cc 3cyl turbo-diesel (85kW/270Nm) Transmissions 6-speed manual;

6-speed automatic

CHASSIS Tyres 175/65R15 ? 205/40R18

ADR81 fuel consumption 3.7-5.9L/100km

Greenhouse emissions 97-138g/km

Collision mitigation OPT Crash rating n/a

Prices $24,500 ? $36,950

HOW long can BMW keep stretching the Mini? While COTY is no place for philosophical debate, the all-new F56 three-door hatch is dangerously close to becoming a caricature of the 2001 post-modern original.

However, if the retro styling and oddball oversized centre screen are starting to seem passe, some good old-fashioned German engineering has ensured that this is the cleanest, quickest and most miserly Mini in history. It's also the cheapest (BMW era) Mini ever, with the Cooper copping a $5000 price drop, while a new entry-level One version kicks off from less than $25K. Mini is no longer a byword for rip-off.

Speaking of shrinkage, the Bavarians know a thing or two about making downsizing desirable, as evidenced by the standard fitment of three-pot turbos on non-performance variants. Whether in spunky petrol or hybrid-rivalling diesel guises, they punch well above their puny capacities while offering impressively low consumption. Too bad the manual gearshift is somewhat notchy.

Then there's the lion-hearted 2.0-litre turbo Cooper S that feels and drives like a shrunken BMW, yet also returns remarkable economy. And, while not quite kart-like, the handling is helped by superb body control and grippy tyres, resulting in effortless cornering and wet-road braking.

There are improvements inside, too, and not just because you can't see the Mini's Marty

Feldman face. There's an enormous uplift in cabin design and quality, and more room where it was needed most ? in the back seat and below the rear parcel shelf. You can no longer call this hatchback cramped.

From a safety perspective, a host of BMWsourced active collision-mitigation options have filtered down, including a head-up display, adaptive cruise control, collision and pedestrian warning, and automatic high beam.

So far, so good, but are the Germans losing sight of what a Mini is all about in some very obvious areas? For instance, while adaptive dampers are now available, even they can't lessen the pummelling inflicted by the optional 18-inch wheels. And the smaller hoops aren't much better.

Then there's the overly reactive steering at speed, with some judges feeling that it may be too sensitive for a sizeable slice of the Mini's market demographic.

Finally ? and this has long been a series bugbear ? the windscreen and side pillars are too wide, obscuring vision in the city.

So, while discernibly better than before for technology, efficiency, quality, space and value, the Mini is still expensive for its size, and stumbles in key dynamic and comfort areas. Baby steps, then, for a status icon that's outgrown the original's cuteness.

BYRON MATHIOUDAKIS

QaNisshsaqnai

TOUGH NAME, EASY CAR TO LIKE

NISSAN QASHQAI

BODY Type 5-door wagon, 5 seats

Boot capacity 430 litres Weight 1372-1605kg

DRIVETRAIN Layout

front engine (east-west), FWD Engines

1997cc 4cyl (106kW/200Nm); 1598cc 4cyl turbo-diesel (96kW/320Nm); Transmissions 6-speed manual; CVT automatic

CHASSIS Tyres 215/60R17 ? 225/45R19

ADR81 fuel consumption 4.9-7.7L/100km

Greenhouse emissions 129-178g/km

Collision mitigation n/a Crash rating 5-star (Euro NCAP)

Prices $25,850 ? $37,990

NISSAN needed a winner in the small-tomedium four-cylinder class, and it found one in the previous-generation Qashqai/Dualis. After seven years and more than two million sales, Nissan's not-quite-SUV proved that many buyers were bored of beige hatchbacks yet didn't want the bulk of a `4WD'.

For its second generation, Nissan has taken that feedback literally. Now front-drive and five-seat only, the Qashqai has arrived hot on the heels of its larger Pathfinder and X-Trail SUV stablemates, yet the Qashqai is by far the sexiest and most fun of the trio. Not that you don't do a double-take when approaching it from front-on. At first glance, we thought Nissan had sent us an X-Trail by mistake.

Inside, the familiarity continues, though Qashqai's cabin feels sportier and more youthful than its bigger sister's. But the base ST's charcoal colouring is unnecessarily drab and it misses out on the usefully configurable luggage area with two floor depths and movable partitions that higher-grade Qashqais enjoy.

A decent 430-litre boot capacity and plenty of back-seat room are part of the deal, though the flat rear cushion lacks under-thigh support. And while Qashqai's interior design is fast becoming generic Nissan, even the base $25,850 version gets a tactile leather wheel rim, some classy finishes and a trimmed centre console.

Where Nissan's British-built crossover really scores, though, is in the driving department. Qashqai's chassis (with multi-link IRS) is far more entertaining than you'd expect. Neutrally balanced, nicely polished and confidently assured, the top-spec Ti and TL score high-quality 225/45R19 Continental tyres that enhance grip without too much intrusion on ride comfort. Even tech gimmicks such as two steering-weight settings and `Active Trace Control' that brakes wheels in corners to tighten the cornering line all work seamlessly and effectively.

Nissan's carryover 2.0-litre petrol four ? now with direct injection ? combines with a CVT transmission to deliver perky performance that outshines Qashqai's seeming power-toweight languor. A six-speed manual is also available, though the Renault-sourced 1.6-litre turbo-diesel is exclusively CVT. In that guise, the Qashqai is punchy and fairly quiet, though the diesel's sizeable fuel-economy advantage (4.9L/100km versus 6.9 for the petrol CVT) is undermined by its $3000 price premium.

Which brings us to value. At the bottom end, the Qashqai is a much more complete car than its patchy small-SUV competition, while the $32,490 Ti has plenty of street cred. But Qashqai also demonstrates that categorydefining excellence is this burgeoning SUV sector is elusive.

NATHAN PONCHARD

"Stiff, jiggling, unpleasant lowspeed ride; wear a sports bra in this one, ladies!"

JOHN CAREY

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90 .au

"Base ST an appealing package and strong value for money"

BYRON MATHIOUDAKIS

Family ties

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.au 91

P3eu0ge8ot

IF THERE WAS AN AWARD FOR THE MOST UTTERLY SURPRISING

CAR OF THE YEAR...

"PREMIUM European pricing, but lacking the requisite je ne sais quoi," was how Robbo described the original 308 after it was summarilly dispatched in the first round of 2008 COTY. And, despite the shock of a 2014 European Car of the Year win, nobody had expected much from its T9-series successor.

But that's the power of COTY. From the demanding durability circuit to the punishing handling and ride tests, Ford's You Yangs proving ground certainly sorted the wheat from the chaff. The look of disbelief on most drivers' faces was palpable after their first stint behind the latest Pug's unusually petite wheel.

The all-new 308's `unconventional' driving position put it at a disadvantage from the outset. Seated low, with the dinky wheel not far above your lap, and looking up over the rim at instruments that are high enough to warrant a heads-up display classification, it's all about best possible vision with minimal distraction.

But not every judge has come around to seeing it the French way. One judge reckoned they just did it and then went, `by the way, you now have to sit like this!'. So will steering wheel placement be the new-gen 308's Achilles' heel?

It's clear Peugeot has tried to expunge all traces of the old lump in a newcomer designed to out-Golf the Golf. Solid-closing doors (in a car

PEUGEOT 308

BODY Type 5-door hatch/5-door wagon,

5 seats Boot capacity 435-625 litres

Weight 1090-1420kg

DRIVETRAIN Layout

front engine (east-west), FWD Engines

1199cc 3cyl turbo (96kW/230Nm); 1997cc 4cyl turbo-diesel (110kW/370Nm) Transmissions 6-speed manual; 6-speed automatic

CHASSIS Tyres 195/65R15 ? 225/40R18

ADR81 fuel consumption 4.1-5.1L/100km

Greenhouse emissions 107-117g/km

Collision mitigation OPT Crash rating 5-star (ANCAP) Prices $21,990 ? $37,490

up to 140kg lighter than before), a spacious cabin and classy presentation show that beleaguered Peugeot is finally listening to criticism.

And who would believe the French could deliver a world-class turbo-petrol/auto drivetrain? The 308's firecracker 1.2-litre turbo three-pot with six-speed torque-converter auto put a smile on even the most cynical face, proving that downsizing doesn't necessarily downgrade the experience. Meanwhile, the revised 2.0-litre HDi turbo-diesel stood out for its punchy smoothness.

Further kudos were garnered when it became obvious the 308 has been dynamically transformed from a stodgy, hard-riding bore into an agile, fluid and refined high-speed flyer, undermining machinery three times dearer.

Feeling slightly unsettled over larger bumps exposed the torsion beam's relative simplicity in the much heavier, though significantly longer diesel wagon. Otherwise, the 308's transformation from ugly duckling to supple, involving, comfortable, quiet and efficient Golf alternative is complete. And completely unforeseen.

"I suspect it might be better than the Mazda 3 and I had no expectation of saying that today," Robbo said this time around. Given its complete turnaround from the original 308, maybe Peugeot should have called it 803 instead.

BYRON MATHIOUDAKIS

"How good is that little turbo triple?!"

JOHN CAREY

"The biggest Pug leap forward since the 205"

GLENN BUTLER

ridwaaneEbWQenlsMtieustraudfuEihmuPonglItt2isGrdnioiieeninnHpeorSntsgdidnlIkuaioNu.oqEottmveAonGfudMao-tiiaqtbr1enitinumP4etOvhpntae0e2cee,aelkmltntlyrYsgahprtssovrmoleiteeluivpaoaa3oaseudY0suriytt-tfao8nnstsretnhuothofsmreegnashiesadspntoaeMt,esdmdutntuaahrreszelmeu.aidsotrpane3rs

92 .au

MPoarsccahne

BEST KEEP UP THE PACE WHEN STEPPING

OUT OF THE Q

ANY sceptics who need convincing the Porsche Macan is much more than a rebodied Audi Q5 should drive one on a challenging road. In situations where the Q5 would have pulled a hammy and cried enough, the Macan is just having a good stretch and warming up.

Porsche claims its new medium SUV is 70 percent new compared to the Q5 and it feels it. Once into its stride it displays a combination of strong (S) or mega (Turbo) V6 engines and dynamic capability that makes just about any other SUV blush with shame.

A couple of laps of the dipping, deceiving, wheel-waggling You Yangs durability course in the 250kW Macan S twin-turbo petrol V6 is to marvel at how well a high-riding 1865kg SUV points and squirts. And the 190kW diesel is almost as good.

A couple more laps in the 294kW Turbo and the edge of many drivers' ability is being reached; one second fully compressed, the next fully extended, turning hard, pulling hard, or pulling up even harder thanks to its powerful brakes. It's all happening so quickly, it's astonishing how much mechanical grip there is and how well a variety of digital aids are keeping the Turbo propelling forward.

There is little sense of the rearward-biased all-wheel-drive system shuttling power, and the

rapidly flashing traction and stability control lights are their only giveaway, rather than any detectable quelling of the engine or braking of wheels. This is brilliant, subtle, pure and purposeful tuning.

But lower the intensity and some compromises become apparent. At low speed, the ride is too stiff and the steering effort too heavy. The Macan isn't a packaging triumph, either. It is nearly 4.7m long, yet our tallest judge, Peter Robinson, simply couldn't make himself comfortable in the rear seat. He unravels rather than steps from the car.

This is a pity because the Macan is a well designed, built and appointed place to be, with great seats, those familiar five overlapping dials, and the sloping centre console with its plethora of acronymed buttons and toggles.

But it's pricing where the Macan is going to really connect for Porsche. The S models are the first modern-day variants from Weissach priced under $100,000 ? even including on-road costs. No wonder the darn thing is proving so popular, especially in SUV-mad Australia.

So, the Macan offers a compelling price ? for a Porsche ? and is without equal in the SUV world in terms of athleticism and sportiness. Is that enough to give Porsche its first COTY winner?

BRUCE NEWTON

PORSCHE MACAN

BODY Type 5-door wagon, 5 seats

Boot capacity 501 litres Weight 1865-1925kg

DRIVETRAIN Layout

front engine (north-south), AWD Engines

2997cc V6 twin-turbo (250kW/460Nm);

3604cc V6 twin-turbo (294kW/550Nm);

2967cc V6 turbo-diesel (190kW/580Nm) Transmission

7-speed dual-clutch

CHASSIS Tyres 235/55R19 ? 295/40R20

ADR81 fuel consumption 6.1-8.9L/100km

Greenhouse emissions 159-208g/km

Collision mitigation OPT Crash rating n/a

Prices $84,900 ? $122,400

"Turbo is headbangingly fast for an SUV. Love it!"

BYRON MATHIOUDAKIS

"If I was a 911 driver being forced into an SUV, this is what I would drive"

SA LLY DOMINGUEZ

Only the beginning

THESE three V6 models are only the start for Macan. A plug-in hybrid powered by the same supercharged V6 as in the Panamera and Cayenne is on the list, as are even more focused GTS and Turbo S models. Four-cylinder Macans already sold in China are less likely for Australia.

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OScktaodvaia

BIGGER THAN ITS GOLF RELATIVE, BUT REFINEMENT

CZECHS OUT

OUR rigorous testing regime is famous for exposing hidden flaws and sneaky cost cutting.

On the surface, the Czech-built cousin of last year's COTY-winning Golf is cracking value for money, since it offers much of the same hyperefficient MQB engineering tech, but in a larger, roomier, more practical and arguably prettier package. And all for thousands less than the previous, smaller iteration. It should have been a dead cert for the finals.

Frustratingly, however, there's an unspoken VW hierarchical cynicism that insists that a Skoda simply cannot outshine its German equivalent. That much is obvious in the first few moments inside an Octavia, and it goes against the very essence of COTY.

Predictably, the chief culprits lurk at the low end of the price list, where, for all its acreage and accessibility, the base Ambition is decked out with all the swank of a Europcar rental. Forget the austere plastic trim; where are cruise control, rear air vents and front centre armrest as found in the $200-cheaper boggo Golf? All cost extra, eroding the Octavia's value.

Strangely, value is most visible at the top of the range in the more richly finished and much better equipped 132TSI petrol Elegance and RS variants. Is it a coincidence that (in these models only) the cheaper old-tech torsionbeam suspension has been replaced by a more sophisticated multi-link independent rear end?

Unfortunately, while these premium versions corner and ride with palpably more control and finesse, no Octavia is immune to the boom that mars cabin tranquillity, particularly in the handsome wagon. The alarmingly pricey, though satisfyingly torquey, $35K Elegance 110TDI diesel is especially loud.

And the magic ride quality of the Golf that has so impressed us over two iterations is sadly missing across the Octavia range, regardless of rear-end configuration ? a fact rudely highlighted by the competing Peugeot 308's rediscovered suppleness.

Such profound disappointments undermine what could so easily have been a blockbuster COTY contender, because there's still plenty of VW-derived goodness infused in every Octavia, including smooth, powerful, highly efficient powertrains, high levels of standard and optional safety gear, firmly comfy seating, mammoth luggage capacity and vault-door quality build. Indeed, if the quick-steering RS was the only Octavia on offer, the oversized hot hatch/wagon may have snarled and growled its way through to the next round.

But it isn't just the fond memories of last year's high-flying Golf that dilutes the Skoda's argument. The technical, refinement and spec regressions since the previous-gen Octavia are equally challenging to its aspirations.

BYRON MATHIOUDAKIS

SKODA OCTAVIA

BODY Type 5-door hatch/wagon, 5 seats

Boot capacity 568-588 litres Weight 1302-1503kg

DRIVETRAIN Layout

front engine (east-west), FWD/AWD Engines

1395cc 4cyl turbo (103kW/250Nm); 1798cc 4cyl turbo (132kW/250Nm); 1984cc 4cyl turbo (162kW/350Nm);

1968cc 4cyl turbo-diesel (110kW/320Nm);

1968cc 4cyl turbo-diesel (135kW/380Nm) Transmissions 6-speed manual;

6-speed dual-clutch; 7-speed dual-clutch

CHASSIS Tyres 205/55R16 ? 225/40R18

ADR81 fuel consumption 4.9-6.6L/100km

Greenhouse emissions 129-154g/km

Collision mitigation OPT (Ambition Plus/Elegance/RS)

Crash rating 5-star (ANCAP) Prices $21,690 ? $41,440

Tech package

PRICED between $3300 and $3900 (depending on model grade), the Technology Package bunches safety and convenience gear for a 40 percent saving, including bi-Xenons with cornering lights, adaptive cruise control, City Emergency Braking, automatic parking and keyless entry/start.

"RS is practically a Golf GTI with more practicality"

JOHN CAREY 94 .au

"Fixed front passenger seat is ugly, annoying penny pinching"

NATHAN PONCHARD

WSubRaXru

HAS IT REALLY BEEN 20 YEARS SINCE THE REX FIRST BLEW OUR MINDS?

LIKE an ageing rock star suddenly enjoying chart success again, Subaru's fourth-generation WRX is on a bit of a roll. More affordable than it was at its 1994 launch and more popular than during its late-90s `cult car' peak, the new WRX (and its racier STi sibling) has become its own person. Loosely based on the bland Impreza sedan, the new Rex is so comprehensively altered that Subaru doesn't even call it an Impreza anymore.

Apparently the only carry-over parts are the roof and front doors. Everything else is WRX/STi-specific, including a body structure that is 41 percent stiffer, and a pair of engines and allwheel-drive systems unlike those in the grandma version. The Rex faithful will note that the base WRX manual finally gets six ratios, and there's an excellent `Lineartronic' CVT as an option.

On paper, the new WRX/STi has much to commend it. Plenty of useful technology, a strong, roomy, but relatively light body (on par with a Mk7 Golf R), safety kit including a driver's kneebag and standard reversing camera, and the theoretical traction benefit of all-wheel drive. Plus there's that super-competitive entry price, which makes the new Rex, and its better STi half, more relevant than ever. But is it?

Unfortunately, no. Where both the standard

SUBARU WRX/STi

BODY Type 4-door sedan, 5 seats

Boot capacity 460 litres Weight 1469-1562kg

DRIVETRAIN Layout

front engine (north-south), AWD Engines

1998cc flat 4 turbo (197kW/350Nm); 2457cc flat 4 turbo (221kW/407Nm);

Transmissions 6-speed manual; CVT automatic

CHASSIS Tyres 235/45R17 ? 245/40R18

ADR81 fuel consumption 8.6-10.4L/100km

Greenhouse emissions 199-242g/km

Collision mitigation n/a Crash rating 5-star (ANCAP) Prices $38,990 ? $54,990

WRX and the top-spec STi stumble is how they go about doing what they do. "Like a trip down memory lane... and that's not a compliment," said John Carey of the STi's brutal ride, steering rack rattle, wayward wet braking, and overall lack of refinement. But then the STi is also brimming with old-school personality, and its all-wheel-drive system ? sending 59 percent of drive to the rear in normal running ? makes it point like a proper Subaru rally star. You can adjust the drive split, too, which makes the whole experience even more involving. Or just as unrefined.

But it's the WRX CVT that really doesn't make the grade. Its drivetrain is superbly smooth, but it lacks the emotional edge necessary in a car like this, along with steering and brake-pedal feel. Wearing fat 235/45R17 Dunlops, the WRX seemingly has wheel-diameter obsession in check, plus the surety of all-wheel drive, but on the You Yangs durability circuit in the wet, it slithered all over the place until you were on the gas, sending drive to the rear. And its low-speed ride is terrible.

Maybe that's part of its character, but under the COTY microscope, and following in the footsteps of last year's brilliantly accomplished Mk7 Golf GTI, the Subarus struggled.

NATHAN PONCHARD

"Hard work. Old school. Love it or hate it"

BRUCE NEWTON

Fuel for thought

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