The Redline

Author: Peter Anderson

  • Audi S3 Sportback 2020 Review

    Audi S3 Sportback 2020 Review

    This generation Audi S3 Sportback must be coming to the end of the line. A new Golf on the way signals the start of the VW Group small car dominos falling.

    Perhaps this car came to me in black because its end is near. In truth, this black car signals the S3’s return to the Australian market after a brief hiatus enforced by petrol particulate filter (PPF) issues that are too tedious to recount.

    It’s also a marker of Audi’s recovery strategy. The Australian arm didn’t have a good 2018 or 2019 so the local arm loosened the parent company’s purse strings. More gear, better value, same fun.

    How much is a 2020 Audi S3 and what do I get?

    Pricing valid January 2020.

    Audi S3 Sportback $64,200
    Audi S3 Sedan $65,800
    Audi S3 Cabriolet $73,400

    The Audi S3 is, of course, kid brother to the awesome Audi RS3, which I tested in sedan form. It’s still the same car, so give that a watch.

    For 2020, Audi says they’ve slung an extra $9000 of value into the S3 for no extra cost. You can see what’s new, I’ve put the bits in italics.

    Your S3 comes with 19-inch Audi Sport alloys, 14-speaker B&O surround system, dual-zone climate control, reversing camera, front and rear parking sensors, adaptive cruise control with stop and go, Audi Virtual Cockpit, sat nav, auto high beam, auto LED headlights, metallic paint, red brake calipers, auto wipers, auto parking with steering, Nappa leather interior, auto folding mirrors, wireless phone charging and dynamic damping.

    The B&O system is run from the retracting 8.0-inch screen and controlled by the rotary dial MMI controller on the centre console. Pleasingly, you get Apple CarPlay and Android Auto, and they’re free. Sadly, they’re not wireless, you’ll have to wait for the next one for that, I think.

    Warranty and Servicing:

    Three years/unlimited kilometres
    Service plan available: $1850 (3 years), $2380 (5 years).
    Roadside Assist: 3 years.

    As with BMW and Mercedes (and in the interest of balance), the length of the warranty is not up to scratch. Three years/unlimited kilometres is not really long enough. I’m sure the warranty itself is fine, but it should be five years minimum. These aren’t cheap cars and I know from what people tell me, they’re not cheap to fix.

    You can buy an extended warranty for as long as another four years on top.

    A three-year service plan costs $1850 and five years $2380. You’ll need to return to the dealer every 12 months or 15,000km which is pretty standard. The five-year plan seems like good value, working out at $476 per year. There’s a very big service at 48 months/60,000km covered under that plan.

    While you get three years roadside assist when you purchase the S3, as long as you keep servicing with Audi, you get another 12 months.

    Safety – 5 stars (ANCAP, December 2015)

    The S3 comes with a solid safety package that includes seven airbags, ABS, stability and traction controls, blind-spot monitoring, brake assist, forward AEB (low speed) with pedestrian detection, lane departure warning and tyre pressure sensors.

    As part of the MY20 package, you also get active lane assist, auto high beams and adaptive cruise.

    The A3 range scored its five-star ANCAP rating in 2015. The rules have changed a lot since then.

    Look and Feel

    The Audi A3 on which the S3 is based has been with us for, like, ever. It still has a nice look to it, though and I’d forgotten how much I liked the interior. It has been a few years since I’ve been in one.

    The exterior is your basic Audi – crisp, beautifully detailed and from before the time of the light curvaceousness of the new A5 (which we’ve reviewed in RS5 form). I still really like it, though I wish the taillights were a bit more grrr. The quad exhausts help, though…

    Added to the A3 is a set of 19-inch two-tone alloys, a body kit front and rear and a roof spoiler. Now-standard, the red calipers peek out from behind the wheels. I like the LED daytime running lights, too, something of an Audi signature, as is the strong line running from the corner of the lights to taillights.

    It’s lower, too, so is a bit more menacing.

    Astonishingly, out of the ten colours – Brilliant Black, Mythos Black, Ara Blue, Navarra Blue, Daytona Grey Pearl, Nano Grey, Tango Red, Florett Silver, Glacier White and Ibis White – only the Ara Blue is an extra cost. Even then, it’s an entirely reasonable – by Audi standards, anyway – $560. That’s almost as cheap as a Mazda and very, very welcome.

    If you’ve more money to spend, let me recommend the Matrix LED headlights (a stout $1300). The $520 Assistance Package adds traffic jam assist, hill hold assist and emergency assist (which dials up help if you run into grief or a wall).

    The interior is a fine example of how to get a small car’s cabin to look good. I love the way it’s fairly restrained. However I am convinced men like it because the two central air vents look like a pair of breasts on the dash. I shared this theory with my wife years ago and she didn’t fix with me with one of those looks, so I’m not too far off.

    The back seat isn’t what you’d call spacious, but will do the job for short trips if the occupants are over 170cm. Cargo space is not bad for a small hatchback, but it’s not amazing at 380 litres. If you put the split-fold seats down, you have a handy 1180 litres.

    Cupholders are arranged in pairs, two in front and two in the centre armrest and four bottle holders will help you keep hydrated.

    Drivetrain

    Audi’s always-impressive 2.0-litre TFSI sends its power to all four-wheels via a seven-speed twin-clutch transmission. This is the newer gearbox which is much, much better than earlier cars had, so there’s less to worry about.

    The engine fires up with 213kW and a proper 380Nm of torque, which is not bad for a car and engine of this size. Audi suggest you can hit 100km/h in under five seconds.

    Fuel Economy – 6.6L/100km (claimed)

    The official figures of 6.6L/100km on the combined cycle are, naturally, some way off the mark. If you drive it carefully you can manage around 8.0L/100km but if driven as intended you’ll be rather closer to 10L/100km, like I was.

    Obviously it wants premium unleaded for its 55-litre fuel tank.

    Chassis

    The S3’s 19-inch wheels wear some reasonable Pirelli P-Zero rubber, with 235/35s all around. You can’t get away from the fact that these aren’t going to ride in a super-smooth fashion but they’re undeniably sticky.

    Dynamic damping is along for the ride to stiffen things up in the corners when you go into Dynamic via the drive select.

    Apart from that, there isn’t anything to tricky – no limited slip diffs, just a standard VW Group electronically locking front diff.

    Driving

    Despite its advancing years, the S3 is plenty of fun. The punch from the 2.0-litre is still impressive and lag reasonably limited. I’ve always loved the way you can find the speed in this car. It does understeer a little bit, but that’s to be expected. Even the RS3 understeers.

    The engine pulls hard without ever feeling overworked or highly-strung. That means you don’t mind giving it an absolute hammering, burping up through the gears.

    It’s worth noting, however, the ride is pretty firm. Verging on harsh, if I’m honest. oddly, I think the RS3 rides better, even without dynamic damping fitted (I’ll be surprised if that isn’t standard upon its return to our shores).

    The ride is worth it, though, for the fun. You can get into a really good flow with the S3. As long as you’re patient, you can pile into a corner on the brakes, turn it in and punch out the other side as you start to wind off lock. Don’t get cocky or you’ll power understeer and don’t go in too fast because. Well. You’ll understeer.

    It’s not so much that it’s unbearable, but where the S3 really is a weapon is in daily driving. No gap is too small, no launch into traffic too hard. It’s ready to carry you through the trials and tribulations of suburban bother.

    That seems like a weird reason to praise a car, but that’s where we drive them – the city. It would be an very decent country car (well, not too country), but the city is where it’s at.

    Redline Recommendation

    The S3 is still fun after all these years, but it is feeling its age. If you’re not after the latest razor-sharp machine, though, it’s comfortable and now with all the extra gear, pretty good value. It’s probably going to be around for another year or so before the new A3 appears and then there will be a gap. It might be a long gap, too.

    If it was my money, I’d try and stretch to the sedan. I don’t know what it is about the four-door, I just like it. But if you’re a hatch person, the S3 will do just nicely.

  • 2020 Mazda CX-30 Australia Pricing and Spec

    The 2020 Mazda CX-30 has landed here in Australia. We’ve got all the details on pricing, specification as well as plenty of photos.

    Mazda seems to be filling SUV niches faster than even Audi these days, with the marque’s fifth high-riding model going on sale this week. In truth, there are actually six Mazda SUVs, but we don’t get the CX-4 because it’s for the Chinese market.

    As is their wont, the company is offering a dizzying 13 versions of the CX-30, but if you knock out the fact five of the variants are really just an option package, it’s a still-impressive eight. Either way, it’s a lot to get through, so I’ll try and break it down into reasonable chunks.

    Look and Feel

    The new CX-30 fits in between the titchy CX-3 with a tiny boot and not much rear legroom and the bigger CX-5 with an okay boot and not-bad rear legroom. The CX-30 is lower than the CX-5 and shorter, making a bit more sense around town.

    It’s a fine-looking thing, but I don’t think there’s a duffer in the Mazda range at the moment. An evolution of Mazda’s Kodo design language, it sits very nicely in this size, which is about the same as the excellent Kia Seltos.

    Having spent some time with the cloth interior, it’s just fine, so don’t feel you have to push the boat out for leather. The plastic wheel in the G20 is probably the nastiest thing in the range, so if that’s an issue, squeeze the extra dollars for the Evolve.

    The rear seats are not exactly a sprawling estate and three across is going to be hard with the big transmission tunnel robbing the centre occupant of foot room. Again, the Pure misses out on rear vents, so the Evolve will be a better bet for occupants.

    The boot is a fairly marginal 317 litres. When you take into account the under-floor storage, you get a considerable jump to 422 or 430 litres depending on spec. Drop the 60/40 split-fold seats, you get a decent flat floor, but Mazda hasn’t supplied a figure.

    How much does the 2020 Mazda CX-30 cost and what do I get?

    The 2020 Mazda CX-30 comes with two engines, one automatic transmission and the option of a larger-engined all-wheel drive. Cars with the 2.0-litre, front-wheel drive combo are dubbed G20 while the 2.5-litre all-wheel drive is known as G25.

    Mazda reckons the vast majority of buyers will plump for the front-wheel drive (FWD) versus the AWD and three-quarters will stick with the 2.0-litre. Three-quarters of sales will probably be spread between 2.0-litre Pure, Evolve and Touring. That seems about right to me.

    Across the range

    Despite the zillion versions available, there are common features across the entire range. This is kind of a Mazda thing and they come in two important areas – media and communications and the big one, safety.

    MZD Connect

    Reversing camera view / Android Auto / Apple CarPlay / Spotify

    All 2020 Mazda CX-30s score Mazda’s heavily-updated and excellent MZD Connect. The big screen is controlled from the rotary dial on the console – also much bigger than before – and is familiar from the Mazda3.

    It features all the usual Bluetooth streaming capability, a pretty decent GPS system, AM/FM and DAB+ tuners and rather excellently, Apple CarPlay and Android Auto.

    Safety – ANCAP 5 Stars

    Like its stablemates, the CX-30 is packed with safety gear from the bottom-up.

    All 2020 Mazda CX-30s have seven airbags including driver’s knee airbag, ABS, stability and traction controls, driver attention detection, forward obstruction warning, auto high beam, lane departure warning, lane keep assist, reverse cross-traffic alert, reversing camera, forward AEB, rear AEB, rear crossing AEB, tyre pressure monitoring and traffic sign recognition.

    That’s a crap ton of safety and explains the high-ish entry point to the range.

    Mazda also offers Vision Technology on the Pure, Evolve and Touring as a $1500 option and $1300 on Touring. The pack is standard on the G20 Astina and both the FWD and AWD G25 Astinas.

    This package adds front cross-traffic alert, around-view cameras, driver monitoring and cruising and traffic support. Pure and Evolve trim levels pick up front parking sensors.

    Cruising and traffic support takes over the brake and accelerator in slow traffic and will nudge the steering wheel as long as you’re holding on. You still have to pay attention but it does help reduce fatigue in cruddy traffic.

    The CX-30 set a record for the adult pedestrian protection measurement, scoring 99 percent.

    G20 Pure – $29,990 ($31,490 with Vision Technology)

    Opening the range – and squeaking under the $30,000 mark – is the G20 Pure. Unlike the old CX-3 Neo, it’s not a bait-and-switch model with steel wheels and an interior akin to a coal mine. It’s got LED headlights, something some cars don’t have until you’re punching forty grand.

    You get 16-inch alloys, 8.8-inch media screen (not a touchscreen), keyless start, air-conditioning, eight-speaker stereo, auto high beam, radar cruise control, power windows and mirrors, reversing camera, auto LED headlights, rear parking sensors, sat nav, cloth trim and a space-saver spare.

    G20 Evolve – $31,490 ($32,990 with Vision Technology)

    The Evolve builds on the Pure spec with 18-inch alloys with a silver metallic finish, dual-zone climate control with rear vents, leather wheel and shifter, paddle shifters and an overhead storage box.

    With the new wheels comes a rather better set of Dunlop Sport Maxx tyres, replacing the low-rolling resistance rubber on the Pure.

    G20 Touring FWD – $34,990 ($36,390 with Vision Technology)

    The Touring picks up keyless entry, front parking sensors, black leather trim (probably fake leather, but who cares), illuminated vanity mirrors and powered driver’s seat with 10-way adjustment and two-position memory.

    It’s all about the rear vision mirrors which pick up auto dimming, position memory (to go with the seat memory) and reverse tilt-down function (I am a massive fan of this).

    G25 Touring AWD – $36,490 ($37,790 with Vision Technology)

    Stepping up to the 2.5-litre Touring nets you all-wheel drive and nothing else for the extra $1500. But the bigger engine and all-wheel drive is well worth it.

    G20 Astina – $38,990

    Along with the Vision Technology Package, you get different 18-inch alloys with bright finish, adaptive LED headlights, 12 Bose-branded speakers and black leather or optional Pure white leather.

    G25 Astina FWD – $41,490
    G25 Astina AWD – $43,490

    A curious spec level, the G25 Astina FWD is the quicker of the two, by nearly half a second in the 0-100km/h sprint. Not that 8.7 seconds is a scorching time compared to 9.1. I can’t see why anyone will buy it, but there you are.

    The G25 Astina gains a tilt and slide sunroof on top of the G20.

    2020 Mazda CX-30 Colours

    Get / The / Soul Red.

    Mazda has lovely paint and is offering eight colours on the CX-30 – Snowflake White Pearl Mica, Sonic Silver Metallic,  Titanium Flash Mica, Deep Crystal Blue Mica, Jet Black Mica are all freebies.

    Machine Grey Metallic, Soul Red Crystal Metallic and Polymetal Grey Metallic are optional and priced at $495.

    Warranty and Servicing

    Mazda offers a five year/unlimited kilometre warranty, which is pretty standard for a non-premium maker these days. But generous. You don’t get that long on a $250,000 BMW or Merc or Audi.

    Service intervals are a bit short – the time is fine at 12 months, but every 10,000km kind of grabs you if you’re doing average or above average miles. Fixed price servicing means you at least know what you’re up for, with $327 for G20s and $332.60 for the G25s. The service caps last for the first five services and there are little extras at various services such as brake fluid and cabin filters.

    Drivetrains

    There are two engines available, the 2.0-litre and 2.5-litre SkyActive four-cylinders. Both are naturally-aspirated.

    The 2.0-litre spins up 114kW at 6000rpm and 200Nm at 4000rpm. It’s in heaps of other Mazdas, including the 3 and it’s adequate. The CX-30’s kerb weight us under 1400kg, so it’s not a chunker. Having said that, 200Nm hardly makes the CX-3 sprightly, so the heavier 30 is going to be a slower proposition.

    The 2.5-litre offers 139kW at 6000rpm and a much more satisfactory 252Nm at 4000rpm, but really, I’d love to see the turbo 2.5 in the CX-30. I bet you would, too.

    Mazda’s six-speed automatic is in all of them and you can get all-wheel drive in the G25 Touring and Astina versions.

    Fuel Economy

    The G20 FWDs delivered 6.5L/100km on the combined cycle while the FWD 2.5 went to 6.6L/100km. Adding all-wheel drive pushed the figure to 6.8.

    The reality is, obviously, going to be higher. A big upside is that the engines drink standard unleaded. The fuel tank is 51 litres in the 2WD cars and 48 litres in the 4WD.

    Redline Recommendation

    The Touring looks like the pick of the range to me, with the little extras like front parking sensors making life a little bit easier. The small jump to the G25 is only really justifiable if you want or need all-wheel drive or have a problem (like I do) with a 10 second-plus 0-100km/h time.

    I’ve had a quick drive already of the CX-30 already in G20 Evolve form, and I like what I’ve seen. I’ll review it as soon as I can get my hands on one.

    The 2020 Mazda CX-30 is going to be a hit, I can feel it in my bones…

  • Lotus Evora GT 410 Drops: Softer Everyday Lotus

    The Lotus Evora GT seeks to widen the veteran mid-engine sports car’s appeal. With a more luxurious interior and a grand tourer vibe, it might come to Australia.

    One of the first videos on The Redline is also one of my favourites, the Lotus Evora. I called it the forgotten supercar because poor old Lotus just doesn’t get the love. Which is bollocks because the Evora is good. Really good.

    It might be A Bit Much for some folks, though. While it’s hardly the high-silled hard-to-get-into Elise (or Exige…), there are things that keep people away.

    How much is a Lotus Evora GT and what do I get?

    2020 Lotus Evora GT

    How much? Well, in the UK the GT is a handy £3000 cheaper at £82,900. It’s still not a bargain, but three grand is three grand.

    The GT has Sparco front seats, reversing camera, a new stereo with Apple CarPlay and DAB and it also has air-conditioning as standard. Australian Evoras (Evorae?) all have air-con already, just so you know.

    GTs also ship with a bit more cabin insulation to reduce road noise and dampen down the engine. New door cards also feature integrated armrests (this is a Lotus, folks) and storage bins.

    2020 Lotus Evora GT
    New seats! / New door cards!

    Its dampers are also “revised (read softer) for a more comfortable ride – there wasn’t a lot wrong with in the first place, just quietly. And Michelin Pilot Sport 4Ses will make the car more useful year-round in the UK but that’s less of a drama here.

    The excellent supercharged Toyota-sourced V6 continues in 410 spec, which is the same as the harder and sharper Sport 410. It’s a terrific engine. You’ll also be able to spot the GT by its new tailgate with more glass for better rearward visibility.

    What about Australia?

    2020 Lotus Evora GT

    The car is not yet confirmed for Australia. According to the local spokesperson, Lotus Cars Australia is working with the UK arm “to ensure a strong mix of equipment and market positioning for the AU market.”

    That sort of means there’s the routine dust-up over price and spec. Australian Lotus buyers are a particular bunch and the folks at the local operation absolutely love what they do, so they’ll work pretty hard.

    As soon as we have a price, we’ll let you know. The Sport 410’s Australian price is $179,990 for the manual and $181,990 for the auto.

  • BMW Australia adds to M Pure line-up

    M Pure cars are more affordable performance cars from Munich, with hefty price cuts and slimmer feature list. But still fast and fun.

    Before today, the Pure line-up included such fun as the M2, M5 and, when required M3 and M4 (may they rest in peace). Normally Australians love a fully-loaded beastie, but these are trying times for posh fast cars.

    Now you can buy several M Performance models in Pure spec.

    BMW X2 M35i Pure – $64,400 + ORC

    Kicking off with the X2 M35i – a blast if ever there was one – you can save $5000, the Pure weighing in at $64,400. That price includes 20-inch M light alloy wheels , Cerium Grey with run-flat tyres, M Sport brake, M Sport diff with front LSD, M suspension setup (not adaptive – can’t have it with 20-inch wheels on the UKL2 platform), powered tailgate, head-up display and M Sport seats.

    The $69,900 X2 M35i remains and adds a fancy harmon kardon stereo, powered and heated front seats and Comfort Access. So you’re not missing much.

    BMW says you’re getting $6000 of stuff for $1000 less.

    BMW M340i xDrive Pure – $94,900 + ORC

    BMW M340i xDrive (standard model show)

    Next up is the powerhouse M340i xDrive Pure, coming in at $94,900, a ten grand saving over the standard car.

    That nets you the same B58 straight-six turbo with 285kW and 500Nm, 19-inch alloys, M Sport brakes and diff, comfort access, adaptive LED headlights, auto parking with steering assist), driving assistant professional, wireless phone charging, head-up display and sports seats.

    The standard car has gone up $5000 to $104,900 and has the awesome laser headlights, glass roof, harmon kardon surround sound, heated front seats, electrically-operated boot and ambient lighting. That seems like a lot of extra gear but again, apart from maybe the headlights, you’re not missing anything of huge importance.

    BMW says the $10,000 difference is worth $12,400.

    BMW X5 M50i Pure – $136,900 + ORC

    BMW X5 M50i (standard model shown)

    Stepping up to the big boys, the X5 M50i Pure packs a twin-turbo 4.4-litre V8, 22-inch alloys, M brakes, diff, exhaust, steering and adaptive suspension, comfort access, heated seats, adaptive LEDs, Live Cockpit (digital dash) panorama sunroof and wireless phone charging.

    For another $15,000 ($151,900) the M50i adds M Suspension Professional with active roll stabilisation and rear wheel steering, laser headlights, soft close doors, harmon kardon surround system, four-zone climate control and heated/cooled cupholders.

    Having driven an X6 M50i with all this gear on it, that might be $15,000 well-spent for the keen driver – the suspension and all-wheel steer are brilliant.

    BMW X6 M50i Pure – $140,900 + ORC

    BMW X6 M50i (standard model shown)

    That most polarising of cars, the X6 also scores the Pure treatment. You still get 22-inch alloys, M brakes, diff, exhaust, steering and adaptive suspension, comfort access, heated front seats, adaptive LEDs, Live Cockpit and whatever else the X5 M50i Pure had.

    Stepping up to the X6 M50i you get the same Adaptive M Suspension Professional, laser headlights etc.

    BMW reckons you’re getting $19,000 worth of extra value for $15,000, so a four grand saving is good, I guess?

    Redline Recommendation

    These are all good cars (although I’m yet to drive the M340i). Both the X2 and 340i Pures look absolutely fine on paper as most of the differences are cosmetic.

    It’s only when you get to the X5 and X6 when you see any mechanical differences. Plenty of folks who buy the bigger SUVs won’t mind having fewer driver-focussed additions, and that’s okay. But if you’re a keen driver, you’ll want them.

  • 2020 Mazda CX-9 Australian Price and Spec

    The 2020 Mazda CX-9 is the result of a mid-flight update to simplify the range and throw a few more goodies at the Japanese company’s big seven-seater SUV.

    I don’t mind telling you that the Mazda CX-9 is one of my favourite large SUVs. Strikingly pretty without sacrificing interior space and comfort, it’s also quite nice to drive when fitted with decent tyres.

    It’s no techno tour-de-force, but the usual Mazda methodology of honing details means a large SUV with a poised chassis, quiet interior and plenty of goodies for the price.

    2020 Mazda CX-9 Pricing

    Lovely, if dark, interior / Centre console

    The first thing you’ll notice about the 2020 Mazda CX-9 pricing – well, if you’re keen – is the disappearance of the top-spec Azami LE. So the second thing you’ll notice is hefty jump in the Azami prices to cover the LE’s absence.

    The entry-level Sports are both a handy $500 cheaper, while the rest of the range cop single-digit percentage price rises.

    Grade Manufacturer’s List price (before on-roads) Price difference
    Mazda CX-9 Sport FWD $45,920 -$500
    Mazda CX-9 Sport AWD $49,920 -$500
    Mazda CX-9 Touring FWD $53,310 +$620
    Mazda CX-9 Touring AWD $57,310 +$350
    Mazda CX-9 GT FWD $61,720 +$600
    Mazda CX-9 GT AWD $65,720 +600
    Mazda CX-9 Azami FWD $64,893 +$2133
    Mazda CX-9 Azami AWD $69,303 +$2543

    What’s new for 2020?

    Wholesale change.

    Ha, no, obviously. First up, the engine stays the same, the excellent 2.5-litre turbo SkyActiv four-cylinder driving through a six-speed automatic. Power is a very useful 170kW and 420Nm.

    You can choose between front-wheel drive and all-wheel drive across all models, which is mighty generous. Up until now, I have recommended skipping the front-wheel drive, but there’s some new tech which might change that.

    Mazda’s new G-Vectoring Control Plus adds brake-based torque vectoring. Basically, if you’re understeering, it will grab the inside brakes to bring the nose back into line. It’s a common trick used by several makers, including Audi.

    If you’re heading off-road in your AWD CX-9, Off-Road Traction Assist will provide a bit more security with a bit less tyre slip.

    All models now have an auto-hold function on the electric parking brake which stops the car creeping at lights if you release the brake.

    The press release isn’t clear if all models get the gesture function to the hands-free tailgate. You can wave or kick your foot at the rear of the car and the boot opens, which is handy but you do look like a lunatic. For 2019 models, the power tailgate doesn’t arrive until you reach the GT model.

    Interior

    New 9.0-inch screen / Not sure about the wood, nope. / Multi-zone climate control is standard! / New key fob is nice. / Walnut leather.

    Inside you now get a 9.0-inch screen but not the lovely one from the Mazda3. Still pretty good, though, and it comes with Apple CarPlay and Android Auto, which is as it should be.

    Third-row passengers can now trigger the middle-row seat mechanism so they can get out without drama. One imagines customers reporting siblings trapping precious Bonathan or Grandma in the third-row. Both Bonathan and Grandma score a USB port each in the third row.

    With the demise of the Azami LE, the Nappa leather in the Azami has been upgraded and you can choose Walnut Brown or Pure White. The latter sounds terrible but looks great if you can keep it clean.

    And the funny little key job is gone, replaced by the larger one from the 3. Keyless start is standard across the range and you get keyless entry as you go up the range.

    Exterior

    Get / The / Soul Red

    Not much new to look at here. There are new 20-inch darks wheels and bright 18-inchers as well. I will never not recommend one of the premium colours, the Soul Red in the CX-9 is magnificent.

    Top-spec models get Adaptive LED headlights.

    Oh, font folks will notice the change in the badging.

    Safety – 5 stars (ANCAP, July 2016)

    You get a ton of safety gear in just about every Mazda. Along with the usual airbags, ABS and traction and stability controls, you get forward and reverse AEB, reverse cross-traffic alert and blind-spot monitoring.

    The forward AEB now has pedestrian detection in low lighting conditions.

    And of course, you get three top-tether anchor points in the middle row and two in the third row. There two ISOFIX points in each of the second and third rows.

    Redline Recommendation

    I reckon the Touring AWD is the pick of the bunch at $57,310. Yep, that’s a lot of cash, but you get all-wheel drive grip (the FWD I last drove didn’t mind spinning up the fronts under mild provocation), lots of safety gear and a good spec. The GT is close, but most of the extra cash goes to niceties rather than must-haves.

    As soon as we get our hands on one, we’ll let you know how it drives.

  • 2020 Toyota RAV4 GXL FWD Review

    The 2020 Toyota RAV4 is one of those rarest of beasts – a Toyota SUV that I not only like, but will actually recommend.

    Toyota’s new-from-the-ground-up RAV4 surprised me when I first drove it six months ago. The fourth-generation RAV was an absolute duffer. Not actually a bad car – Toyota doesn’t do genuinely bad cars – but it had terrible steering, an awful transmission and was right at the back of the pack when it came to tech and safety.

    Still sold like mad. Which is mildly infuriating because while I appreciate Toyota’s reliability and longevity, it can and should offer more. The fifth-generation Toyota RAV4 rides on the all-new TNGA platform which has delivered results in every car it’s in.

    How much is a Toyota RAV4 GXL and what do I get?

    2020 Toyota RAV4
    LED headlights / CVT automatic

    Toyota RAV4 Pricing:

    GX: $30,990 – $37,140 (hybrid AWD)
    GXL: $35,640 (FWD auto) – $41,140 (hybrid AWD)
    Cruiser: $39,490 (2WD) – $44,640 (hybrid AWD)
    Edge: $47,390 (auto AWD)

    As you can see, the GXL starts at $35,640 for the front-wheel drive petrol auto. You can’t have a manual gearbox unless you stick with the entry-level GX petrol.

    Like the GX below and Cruiser above, you can have the GXL in standard petrol and hybrid versions as well as a choice of front-wheel drive or all-wheel drive (hybrid only). All up, you have a choice of 16 Toyota RAV4 versions. Curiously, there isn’t a hybrid version of the top-of-the-range Edge.

    The GXL auto 2WD comes with 18-inch alloys, a six-speaker stereo with DAB+, dual-zone climate control, reversing camera, keyless entry and start, front and rear parking sensors, active cruise control, fog lamps, sat nav, wireless phone charging, auto LED headlights with auto high beam, auto wipers and a space-saver spare.

    2020 Toyota RAV4

    Toyota’s entertainment system comes up on a big, 8.0-inch central touchscreen which is sadly framed by very cheap buttons. The basic Toyota software is as awful as ever but conservative Toyota has finally added Apple CarPlay and Android Auto to the RAV. Any fifth-generation RAV4 made before November 1 can be retro-fitted – free of charge – with the smartphone software. Awesome.

    You have no choice of free colour – only Glacier White. The rest are $600 and take in Eclipse Black, Eclectic Blue, Satin Blue, Graphite (gunmetal grey), Atomic Rush (picture, deep maroon), Silver Sky and Crystal Pearl. The cost is a touch over the odds but given you’re already paying good money for a RAV4, it’s a bit cheeky.

    Safety: 5 Stars (ANCAP, May 2019)

    The RAV4 has a stack of safety features as standard on the GXL. Known as Safety Sense, you get lane departure warning, lane keep assist, forward AEB with pedestrian and daytime cyclist detection, road sign recognition, auto high beam and active cruise control.

    You also get seven airbags, ABS, stability and traction controls, trailer sway control, blind-spot monitor and reverse cross-traffic alert.

    For baby seat fitting, there are two ISOFIX points and three top-tether anchors.

    Warranty and Servicing

    Warranty: 5 years/unlimited km

    Toyota’s warranty went from three to five years in early 2019, a very welcome change indeed. While buying a Toyota was hardly a risk, it was a bit of a no-brainer from a brand with such a stellar reputation.

    If you keep the car serviced, Toyota will cover the engine and transmission for up to seven years/unlimited kilometres. That’s a good deal.

    You also get seven years of roadside assist. It’s a belter of a package.

    Servicing: 12 months/15,000km, capped-price servicing

    Toyota wants to see you once a year or every 15,000km. The first four services cost just $210 each. That’s not me trying to sell you a car, that’s a dead-set bargain. If you’ve got 90 minutes, Toyota reckons they can get the whole thing done and dusted in that time while you hang out in the lounge. You can book in a service using the myToyota app.

    Look and Feel

    Now, I’m not going to pretend that I am in love with the RAV4’s styling. Compared to, say, the C-HR, it’s a bit sooky but I don’t mind it. I like the slimmer headlights compared to the fourth-gen but I’m not at all sure about the rear. It’s a big angular for my liking and I think this colour – Atomic Rush – doesn’t really help. Also, in the flesh, the wheels look weird because the finish is odd – it looks like a painted hubcap.

    The front end is probably the best view, with the funny double-decker grille. The RAV4 is never going to be a style-leader, it’s all about not offending anyone. I am, however, mildly offended by that little strip of black that comes out of the rear quarter window, seemingly attaching to the rear spoiler. I just reckon it looks like it was put in the wrong spot.

    2020 Toyota RAV4
    Front cupholders / Front seats / Centre console / Dash with 8.0-inch screen

    What is the interior space like?

    While I’m not a big fan of the exterior, I’m properly on board (sorry) with the interior. While it’s not stunning to look at, it’s impeccably executed. The cloth trim on the GXL is absolutely fine and I love the consistent star-shaped embossing in the cloth inserts and rubber linings. Toyota has moved on from those massive switches that used to be in everything and it now looks thoroughly modern.

    In the GXL you have a lovely big wireless charging pad under the climate controls as well as a little tray that would take the key if you didn’t have a key ring. The bin under the armrest is a good size and would take a one-litre carton of milk (don’t, it’s not cooled). Also in there are two USB ports. In front of the bin and behind the shifter you’ll find two generous cupholders. And there’s a Kluger-style shelf in the dash in front of the passenger. Clever.

    Rear vents and USB ports

    Out back you have two more cupholders, air-con vents (unusual in this class), two more USB ports and a centre armrest. The rear legroom is excellent, as is headroom, but not a match for the king of rear space, the Volkswagen Tiguan.

    The boot is huge, with between 542 litres and 580 depending on where you have the two-level floor set. Either way, it’s big and covered by a cargo blind. Toyota never tells us how big the cargo space is with all the seats down, so at best guess, I’d say somewhere between 1100 and 1500 litres. I told you it was a guess.

    You get a space-saver spare, but you can go full-size alloy for $300 but you lose the dual-position floor (and 38 litres).

    Drivetrain

    2.0-litre naturally-aspirated four-cylinder petrol

    The engine and transmission are perhaps the most uninspiring part of a RAV4 petrol.

    You get a 2.0-litre naturally-aspirated M20A-FKS (Toyota people love an engine code) with 127kW and just 203Nm of torque. The power figure is okay, the torque barely matches most cars from a class down.

    A continuously variable transmission (CVT) transfers the power from the engine to the front wheels. The lack of torque does play into the CVT’s hands, though, as they’re quite good when the twist is at a premium.

    For a few more grand, you can have the hybrid version which is more powerful, has more torque and uses a lot less fuel.

    Fuel figures

    Fuel figures: 6.5L/100km (claimed, ADR)
    Real world: 9.2L/100km

    Don’t panic too much about the gap between the official figure and the real world. For the week I had the car, it spent most of its time bashing around the suburbs as we were hemmed in by fires. It’s not bad but it’s not amazing either.

    Driving

    You don’t buy a RAV4 expecting fireworks and in that respect, it delivers. It is, however, vastly better than the car it replaced. I really didn’t like the fourth-generation RAV4 – slow, terrible ride and handling (compared to its competition), awful steering and a recalcitrant CVT. Yuk.

    All change, please. The steering is good – it has a bit of feel, it’s not too light and you know that when you turn it, the front will go with you. The engine is totally uninvolving and moves you from A to B. The CVT – a type of transmission I generally despise – mostly pretends it’s a ten-speed automatic so isn’t a droning horror. In fact, you get along alright despite the torque deficiency, so it turns out it’s nothing to worry about. It would be a bit of a slug with four on board, though.

    Where I was impressed – and I’m sure you will be too – was the ride. This thing can take whatever you throw at it. On my way to the gym, there is a road with a particularly irritating speed bump. I’ve taken easily a hundred different cars over that speed bump.  The RAV4 just glides over it. I’ve had big German SUVs with air suspension that made much heavier weather of that monstrosity. That means the RAV4 is a very comfortable car for everyone.

    The brakes feel good, it’s quiet both around town and in the cruise and it won’t ever throw any surprises at you.

    Competition

    It’s a war-zone in the mid-size SUV market. Let’s weed out a couple first. The Hyundai Tucson/Kia Sportage twins-under-the-skin are cheaper and both look better. They’re also pretty old and the Tucson is about to get a whole new model. The Sportage won’t be far behind. If you don’t mind that, they’ve got stacks of gear and at this price point, the Tucson has a turbo 1.6-litre.

    The Mazda CX-5 is a terrific car and again, at this price point, you’re getting into the 2.5-litre Maxx Sport AWD spec. That’s an excellent package. Great to drive, lovely interior (although not as good as the new Mazda3) and a decent after-sales package, too. The boot is small, though and the back seat isn’t as comfortable for taller people. Looks terrific, though.

    Honda’s CR-V is approaching mid-life in this generation and holds the distinction of being available with seven seats. And, sadly, a 1.5-litre turbo with a CVT. But it’s a Honda, which means an exceptionally spacious interior, some lovely interior design touches and way too much going on outside. It did very well in a big comparison test over at CarsGuide.

    And then there’s the Subaru Forester. I haven’t driven the new Forester, but hopefully it’s better than the old one which I didn’t like very much at all. It does have the 2.5-litre boxer engine and the EyeSight safety tech is supposedly less frantic these days. People love them, though, and they have a good warranty and reputation.

    And then, finally, there’s the Volkswagen Tiguan. It’s a terrific car, but really getting on now. I last drove one a few years back, the same week I was black-banned by VW’s Australian PR manager for making a joke about Dieselgate. Despite all that, I loved it. It is more expensive and you won’t get a lot of Tig for the same price as a RAV4. After-sales is pretty dire, with expensive servicing and a dealer network I have great trouble with between my VW up! and my mum’s Polo.

    Redline Recommendation

    2020 Toyota RAV4

    The RAV4’s reputation was built on that cutesy first one. People still ask if it has the tyre on the tailgate.

    This is the first RAV4 I can heartily recommend to people. I could before, but it was only for people who didn’t care about driving or fuel economy or just wanted a Toyota. Or they lived in the country.

    It’s not the best to drive – heck, the GXL isn’t even the best RAV4 – but it is packed with stuff. I didn’t feel it was missing anything (well, it didn’t have CarPlay, but it could have if I took it to the dealer), it was comfortable and drove well. It will be a solid companion and is cheap to own.

    But I reckon a hybrid would be worth the extra money. We’ll find out in a couple of weeks.

  • Toyota GR Yaris Finally Properly Unveiled

    The infinitely long gestation periods of fast Toyotas is starting to get on my nerves, but after a long wait we have the bonkers GR Yaris. All 200kW and 370Nm of it.

    If you haven’t been paying attention – and I normally stop when Toyota promises something fun – the GR Yaris has been a long time coming. The company is doing fun things in the World Rally Championship, even winning rally or two. They should, given the legendary Tommi Mäkinen is in charge.

    Anyway, the Toyota  GR Yaris – Gazoo Racing – is finally properly mostly unveiled and we’ve got some real details about it.

    What is it?

    2020 Toyota GR Yaris

    Toyota says the GR Yaris is its WRC homologation special, which seems weird at first. But then you realise the company had to do it so they could get away with a few things.

    For a start, it’s a three-door. You can’t get the current Yaris in three-door form. In fact, it’s so different to the five-door, the roof is a whopping 91mm lower. It doesn’t (and can’t) share the doors witht the five-door, so Toyota fitted a set of frameless doors for laugh. The press release says it has a coupe profile. Really, it just looks like a hot hatch, but why not, eh?

    The front end is suitably aggressive-looking, with a big grille and splitter. Out the back, the pumped-up guards contain the huge-for-its-size 18-inch wheels.

    Toyota also slapped a big GR-FOUR badge on the tailgate to remind you of the Celica GT Four rally weapon from…nearly 30 years ago.

    Yaris GR Drivetrain

    2020 Toyota GR Yaris

    While all Yarises are three-cylinders these days, they’re not 1.6-litre turbocharged monsters. This little unit develops a not-insubstantial 200kW and 370Nm. Not even the mightily impressive triple in the BMW i8 winds up that much grunt.

    All that power comes courtesy of large-diameter exhaust valves, multi-oil jet piston cooling and a part-machined intake port. The turbo is a fairly simple-sounding single-scroll ball-bearing unit. Doesn’t sound like much, so there’s probably a touch more to it than that.

    Power reaches all four wheels via a six-speed manual transmission, so it will certainly be a laugh. It’s a wacky system, too.

    Toyota says the front and rear axles use slightly different gear ratios and power can be adjustable 100 percent in each direction. The company says this is not only a lighter arrangement but allows for a better experience over a twin-coupled or permanent AWD set-up.

    You can choose from normal (60:40 F:R), Sport (30:70 F:R) or Track (50:50). Whatever mode you choose, the system is supposed to adjust torque according to what you’re doing.

    Chassis

    2020 Toyota GR Yaris

    It all sounds a bit Frankenstein-ey here, but what good homologation special isn’t? The 2020 Yaris’ GA-B platform front end has been welded to the GA-C platform rear. Obviously a vanilla GA-B platform didn’t have the room for the AWD system and the more complex suspension design needed for the fun stuff.

    A standard 2020 Yaris makes do with torsion beams while the Yaris GR scores a double-wishbone rear end, so that should be fairly amusing.

    Front brake discs measure a whopping 356mm and a grooved for your stopping pleasure. Four-pot calipers provide the stopping power. No word yet on the rears, but they probably won’t be too spectacular in size because they don’t need to be.

    As you might imagine, the GR’s production process is more complicated than the standard cars. Toyota won’t be plucking standard Yarises of the line and then applying GR goodness. The company has built a dedicated line at a new facility in Motomachi. The press release dangles this little carrot:

    “With its new manufacturing methods, the GR facility is capable of handling multi-type, small-volume production.”

    Translation: there’s more fun stuff on the way.

    How much is the GR Yaris and when can I get it?

    Good questions both. I don’t know and I’m not sure. Given it’s practically hand-built, it’s not going to be cheap. A pre-Christmas launch in camouflaged cars revealed nothing of pricing but an Australian arrival date of “towards the end of 2020”. So you’ve plenty of time to save.

  • CES 2020: Audi AI:ME Concept Has Some Ideas About Mobility

    The Audi AI:ME Concept will make its debut at CES and is full of ideas about future mobility. Look past the PR guff and there’s some interesting stuff.

    CES 2020 is usually full of stupid things, but Audi seems to have put some thought into things. The AI:ME concept is what Audi calls “empathetic.” I did say there was some PR guff.

    Cool. / More front / Only shot of the back / Looks like it can’t park

    You can’t argue with how it looks – it’s a very cool design. The Vegas location is not only a nod to the CES show but also the fact this is an urban vehicle. There are some very, very strong Audi A2 areas here.

    Audi says it’s empathetic because it uses machine learning to work out where you go and what you do. The current MIB2 version of the MMI does that, but given the AI:ME packs MIB3, one assumes it’s better. Those of us with too much trust in our iPhones already know that on Saturdays it tells us what the traffic is like to our weekend cafe. Same with the AI:ME.

    The car also features “3D mixed reality”. Basically a head-up display on steroids, it will place a navigation icon in your line of vision over the lane you need to take or the street you need to turn into. Audi reckons the pointer looks like it’s 70 metres down the road and means you don’t have to re-focus. Which is good for fighting fatigue.

    This is all on a screen-on-demand, measuring 122cm wide and 15cm high. The OLED screen – or portions of it – remain transparent until required. Nifty. Or would be if I could show you what it looks like – for some reason, Audi’s central PR chose not show it. Yet.

    Another fatigue-fighting feature is adaptive lighting. If the car thinks you’re tired, it will change the interior lights to a cool, blue light, which apparently wakes you up a bit.

    All of this is powered by new hardware, with ten times the processing of MIB2, so it should be up to the job.

    Anything else?

    Also, it can drive itself, but we’re not in for the Cult of Autonomous Driving at the moment, so that’s just a party trick.

    I’ll update with more pics when they’re released.

    As I wrote this, it became increasingly clear that MIB3 isn’t far away, we probably won’t get that funky screen for a bit and I’m really hoping this shape goes into production because it’s cool. Perhaps an A3-sized EV?

    Updated! Interior Images!

    Proper bum shot / Rear Seats / Front seats / Proper doors! / View Forward / Interior / KITT steering wheel / Ah, the screen is across the bottom / Purty

  • Mercedes-Benz CLS350 Review: Smooth and Sweet

    The Mercedes-Benz CLS350 is the absolute definition of smooth. Gorgeous profile, stacked with stuff, it’s a car for those who like to drive art.

    Fifteen years ago boring, dependable Mercedes-Benz invented a whole new niche – the four-door coupe. The CLS-class came out of nowhere and redefined the idea of a luxury sedan. The idea was first presented in 2001 as the Vision CLS and then sent into production in 2004.

    This car is the third-generation CLS, the C257. The idea of a less-practical E Class has survived the onslaught of SUVs and continues to be one of the brand’s most recognisable cars.

    Words: Peter Anderson
    Co-pilot: David Sharpe
    Images: Matt Hatton

    How much is the CLS350 and what do I get?

    Mercedes Benz CLS350

    Mercedes-Benz CLS350: $139,941
    Mercedes-Benz CLS450 4MATIC: $158,343

    The CLS350 opens a three-car range consisting of the 350, 450 and 53AMG. The 350 is a turbo four-cylinder with 220kW while the 450 and 53 AMG pack the twin-turbo straight-six.

    A lot of people asked how much the CLS350 was worth and were surprised at the cost. Under $200,000 for a car like this was a surprise for everyone and I’ll admit, I was too. I guess it’s the kind of car that projects expense.

    If you buy a CLS350, you start with a 13-speaker stereo, 20-inch AMG-branded alloy wheels, dual-zone climate control, ambient lighting, keyless entry and start, front and rear parking sensors, active cruise control, leather and wood trim, electric front seats, sat nav, active LED headlights, head up display, leather trim, auto parking (steering), power everything, auto wipers, sunroof, air suspension and run-flat tyres.

    There is a bunch of cameras – front, side and reversing cameras give you an excellent view around the car.

    The 13-speaker system is run from the utterly fantastic central screen. The new interior architecture is lifted from the lovely E-Class (reviewed here in E63 AMG form) so has the two massive 12.3-inch screens. The central one run Mercedes’ COMAND system which is…well, it’s alright, but it’s no iDrive. The speakers are branded by Burmester and you can pump usual AM/FM signals as well as DAB+. If you’ve got Android or iPhone, you can use Auto and CarPlay via USB. The latter looks brilliant on that big screen. Did I mention how great those two screens are? They’re great.

    Colours include Obsidian Black, Vansite Blue, Magno Selenite Grey ($4300!), Graphite Grey, Selenite Grey, Hyacinth Red ($2990), Iridium Silver, Diamond White Bright ($4300 again) and Polar White.

    You can get Nappa leather trim for $3490, Comfort Package (funky front seats with cooling as well as heating and heated rear seats, $7100), Exclusive Line (old man stuff like wood trim on the steering wheel and 19-inch alloy wheels, NCO).

    Safety: 5 stars (EuroNCAP, 2016)

    ANCAP has awarded the E-Class a five-star rating but unlike EuroNCAP, does not mention the CLS.

    From the EuroNCAP site: Data reviewed by Euro NCAP, together with additional tests, demonstrate that the rating of the E-Class also applies to the CLS-CLass.

    The CLS ships with seven airbags (including driver’s knee), blind spot detection, active safety bonnet, high and low-speed forward AEB with pedestrian detection, active cruise control, lane keep assist and lane departure warning.

    Sadly missing is reverse cross-traffic alert, which would be nice, particularly in a car that is difficult to see out of.

    Warranty and Servicing

    Warranty: 3 years/unlimited kilometres

    Three years isn’t long enough, but there you are. BMW and Audi are also guilty of this and I’d go so far as to say Lexus’ four-year warranty isn’t enough either. I reckon you should expect five years from a premium manufacturer, especially if everyone else (not German) can manage it.

    You do get three years roadside assist, which is nice.

    Servicing: 12 months/25,000km

    While I don’t like the warranty, the servicing intervals are generous, Jaguar Land Rover generous, in fact. Some intervals are 12 months/10,000km and that’s silly given most of us exceed 10,000km in a year. 25,000km covers pretty much everyone.

    You can choose pay-as-you-go (PAYG) service pricing (sort of like capped-price servicing) or pay up front. The program covers three services either way.

    On the CLS350, you’ll pay $2350 for the first three services if you pay upfront ($783 average), saving you $600 or $200 per year. You can also pre-pay for two more services, taking the total to $3200 for four services ($800pa) or $4950 ($1000pa) for five. Those last two services seem pricey and aren’t listed on PAYG, so if you know you’re going to keep your CLS that long, you know what to do to control your costs.

    Mercs seem to have a habit of being expensive to service after three years.

    Look and Feel

    You can’t deny that this CLS350 has presence. From the front, it’s properly low and that funky grille with the over-sized three-pointed star leaves you in no doubt what sort of car is bearing down on you.

    Mercedes has dialled back the blobby headlights in recent years, which is awesome. These are nice, crisp little units and with the daytime running lights on, they look terrific.

    The CLS’s real party trick is the coupe profile. Since day one, the CLS has had that racy roofline. It’s still obviously a four-door sedan and in this iteration is, I think, more resolved.

    As it’s based on the E-Class, it makes sense that it takes on that car’s interior. It’s mostly great – the big screens, lovely materials and those air vents are super-cool. They look like turbines from a big turbofan engine. Mint.

    The front seats are massively comfortable and you can’t overstate how the whole experience is all about comfort. You sit very low, obviously, it’s much lower and racier than the E-Class. The steering wheel is almost Subaru-busy and not as ergonomic as perhaps I’d like, but owners seem to like them.

    The rear seats are pretty tight if you’re over about 180cm or around six-feet tall. Like an 8-Series Gran Coupe, its falling roofline limits headroom and the low position of the front seats mean tight foot room. Legroom is good, though, and for the first time you can fit three across, but two is lovely. Vision for rear-seat passengers is also limited by the roofline.

    The boot offers up 490 litres, which is just a little more than a C-Class, but you can’t have it all, I guess. It’s still a fair bit of space. You have a pair of cupholders in the centre console and rear seat passengers get them too in the centre armrest. They also score air-conditioning vents. Each door will take a mid-size bottle in the pockets.

    Long story short, the Granddad Express vibe of the old E and CLS is well and truly gone. It’s super-modern and genuinely cool inside and out.

    Drivetrain

    Mercedes-Benz CLS350
    M264 2.0-litre turbo four-cylinder

    The CLS350’s motivation comes from a 2.0-litre four-cylinder turbo petrol with 220kW and 400Nm. Those are very healthy figures but the CLS needs them to push 1775kg of kerb weight along. That cracking torque figure is available between 3000 and 4000rpm while peak power arrives at 6100rpm.

    Power goes to the correct end of the car, the rear, via Mercedes’ very clever nine-speed MCT (multi-clutch transmission). Despite the name, it’s not like a normal twin-clutch but is more like a motorbike’s gearbox. Several clutches sit in an oil bath acting as a single clutch but, wow, is it smooth.

    The slightly startling 0-100km/h figure of 5.1 seconds is quite something given it’s a little four-cylinder turbo and a lot of car.

    Chassis

    As this isn’t a performance version, the air suspension is definitely set up for comfort. Along with that, you can lift the car on the air bags at each corner. That’s a handy feature given how low the car is.

    The standard 20-inch wheels have 245/35s up front and 275/30s at the rear. With low profile rubber like that, the standard air suspension is a must. You can down-size the wheels to 19-inch units for a bit more sidewall either individually or part of the no-cost option Exclusive Line.

    Peer through the big alloys and you’ll see perforated discs, which work a treat.

    The CLS350 is a whopping 4988mm long, 1890mm wide and 1427mm high, riding on a 2939mm wheelbase.

    Driving

    The CLS350 is all about hushed, comfortable progress. It’s difficult to remember a car so calm, cool and collected while also showing such a decent turn of pace.

    You’d think the four-cylinder would struggle with the car’s weight and girth, but it doesn’t. It’s almost dead quiet, you have to sometimes check the engine is on. It spins swiftly and quietly to the redline and the transmission keeps you in the power band when you need it.

    When you’re just doddling along in town, it’s all beautifully calibrated, with easy torque to keep you moving. Out on the freeway, there’s almost no noise of any kind, which is remarkable given the amount of rubber beneath you.

    The air suspension is responsible for much of the credit. It really soaks up the road, feeling more like a ship carving through calm waters than rolling over tarmac. You won’t be having a great deal of fun on a curving road if you want to push on, though – the weight and setup just aren’t built for cracking on. The suspension will stiffen up and flatten the car’s roll, but it doesn’t try too hard.

    The steering is direct and light but feel isn’t what you’d call abundant.

    And that’s okay – you didn’t buy a CLS350 for that. You’ll be looking up the range for that.

    Competitors

    There isn’t a lot around like the CLS. Audi’s A7 is stunningly pretty and packed with technology. Now in its second generation, you can have one with a 180kW 2.0-litre turbo 45 TFSI ($115,000) or a 250kW/500Nm 3.0-litre V6 quattro 55 TFSI for $133,600. Servicing is way cheaper at $1870 for three years and $3170 for five years, irrespective of engine type.

    Perhaps closer in concept and stature is the BMW 8 Series Gran Coupe. It’s way more expensive than the CLS, starting at $199,900 for the 840i M Sport rear-wheel drive 3.0-litre twin-turbo straight-six. The M850i xDrive is a whopping $272,900 but does have a lovely 4.4-litre V8 twin-turbo. You can’t get a V8 CLS anymore.

    Neither of these cars is quite the same as the CLS. You could, I guess, consider a Jaguar XF? But really, the CLS lives out on its own.

    Redline Recommendation

    Mercedes-Benz CLS350

    The CLS350 is genuinely lovely. Every person who looked at it, drove it, photographed and rode in it said it was a damn fine automobile. And it is. It’s missing some bits and bobs, mainly around safety. The warranty is too short and the service pricing really starts to climb after three years, but I guess it’s not excessive.

    It’s not a sports car, despite looking like one, so be warned. If you want something quicker and more lively, you’ll have to step up to the higher-spec or stick around for the Audi S7.

    But if you’re after a gorgeous car that pretty much floats along, the CLS350 smashes those KPIs out of the park.

  • Side by Side: Audi RS4 Avant vs Audi RS5 Coupe

    Audi’s RS4 and RS5 are two of the quickest mid-size cars on the planet from any manufacturer. Same but different? Or is there more to it?

    Life moves pretty fast for some people. One minute you’re knocking about, having a laugh, making tons of cash and driving a fast, all-wheel drive two-door coupe. Okay, that’s only a few people, but it happens. And then, seemingly without warning, it all changes. One becomes two and subsequently three or four. And I don’t mean dogs, although I guess that could make five.

    Two doors doesn’t work anymore, but neither does the idea that you have to gain altitude and potter about in an SUV. Nobody wants that for you. Do they? Audi does, they’ll offer you an SQ5 and you’ll probably like it. But really, deep down, what you want is something with an RS badge, something you can’t have in a high-riding MLB. So maybe the RS4 Avant is the car you need.

    We brought together the RS5 you used to drive and the RS4 Avant that will fit your new life to see what are the differences and whether the wagon stacks up.

    Words: Peter Anderson
    Co-pilots: Brendan Allen and Todd Fletcher
    Images: Matt Hatton

    RS4 and RS5: How much and what do I get?

    Audi RS4 Avant: from $152,529 (before ORC)
    Audi RS5 Coupe & Sportback: from $157,700 (before ORC)

    RS4 Avant vs RS5 Coupe

    The more practical RS4 lands with a 19-speaker stereo, 20-inch alloys, three-zone climate control, keyless entry and start, active cruise control, electrically-adjustable front seats with massage function, sat nav, auto LED headlights, Nappa leather seats and leather elsewhere, auto parking, powered tailgate, auto wipers, sunroof, wireless hotspot and a space-saver spare.

    A bunch of cameras help you look after the car and others, with front, side and reversing cameras.

    Audi’s Virtual Cockpit instrument cluster is standard, along with the extra modes you get in the RS models.

    Virtual Cockpit with RS stuff / RS5 front seats / They’re both pretty much the same up front

    Audi’s MMI system comes up on a big 10.1-inch screen perched on the dashboard. It also has Apple CarPlay and Android Auto as well as DAB+ digital radio and, strangely, a DVD player.

    The RS5 specifications are basically the same, with just a few detail changes that are tricky to pin down.

    You can option up two other 20-inch wheel designs, one is no-cost the other $4500. You can also add Dynamic Steering ($2210) and Carbon Cermaic front brakes for $11,900. Quite why you’d need the latter is beyond me, but there you go.

    You can choose various styling packages that add things like carbon fibre ($11,900), a combination of carbon fibre and aluminium ($10,900) and more Nappa leather ($2070). If you’re hellbent on spending another $12,000, spend it on the brakes is my advice.

    There’s only one free colour, the Nardo Grey of the RS4 Avant in the pictures, the rest of the colours – Mythos Black, Navarra Blue, Sonoma Green, Daytona Grey Pearl, Misano Red, Florett Silver and Glacier Red are a vaguely preposterous $1990. If you want to go bananas, there is Audi Exclusive Paint for a whopping $5450.

    Safety: Five stars (ANCAP)

    The A4 range scored five stars in October 2016 and the A5 scored the same in March 2017.

    As well as the usual ABS, stability and traction controls and the inherent safety of all-wheel drive, there’s a hefty safety package on the RSes. You get six airbags, blind-spot monitoring, reversing camera, front and side cameras, high and low-speed forward AEB, forward collision warning, driver attention detection, auto high beam, lane keep assist, lane departure warning, exit warning (stops you dooring cyclists and other cars) and reverse cross-traffic alert.

    Matrix LED headlights / 20-inch alloys / RS4 Avant

    The Technik Package ($3900) adds head-up display and Matrix LED headlights, which are terrific. The Matrix LEDs use a bank of diodes that can be blanked out individually to stop the lights dazzling oncoming drivers or drivers in front.

    Warranty and Servicing

    Warranty: 3 years/unlimited kilometres
    Servicing: 12 months/15,000km, Service Plans available

    Audi’s warranty is not really good enough for a premium manufacturer, accusations I have also levelled at BMW and Mercedes. So I’m cranky with all of them. You can buy an extended warranty but that’s a thing you have to argue with your dealer about.

    You get three years roadside assist with both cars, too. Like the warranty, it should at least be five years. Having said that, if you keep going back to Audi for servicing, you get a 12 month extension on roadside. Audi calls it Service Initiated Roadside Assistance (SIRA).

    You can pre-purchase your servicing, which is a good way of controlling costs and, frankly a negotiation point when you’re buying. The service plans are identically-priced between the RS4 and RS5, with $1950 for three years coverage and $3020 for five years. The cost of pay-as-you-go servicing is not listed on Audi’s website.

    Audi dealerships are generally quite nice and they look after you quite well – coffee, tea, snacks, wifi, that sort of thing.

    Look and Feel

    You can tell these cars are from the same mother. They share a lot of underbits and, visually at least, appear to share plenty of overbits, too. The wheels are different, the grilles and lights slightly different but up front, you are a little hard-pressed to tell them apart unless you spot the lower roof of the coupe from dead-ahead.

    Obviously, once you’re around the side it’s all change. The Avant is higher and quite a bit longer – 4781mm plays 4723mm – with some of that length coming from a longer wheelbase (2826mm to 2772mm). The rear of coupe looks like it could be a hatchback, but as ever, it has a short stubbly bootlid.

    Cargo storage isn’t as different as you might think – the RS5 has a 465-litre boot while the Avant scores 505 litres. For a more apt comparison, the A4 sedan splits them on 480 litres, so there’s obviously not a great deal of space to work with here. The RS4’s is obviously much easier to use, with the big tailgate. I wouldn’t want to be loading Ikea flat-packs into an RS5. Well, I don’t want them in the RS4 either, but they will go in much more easily.

    Both cars have cupholders front and rear and the RS4 has bottle holders in each door.  The best place for your phone is kind of annoying, under the front armrest, but there are USB ports in there as well as a 12V adapter.

    The RS4 will be a big winner with passengers, with good head and leg room as well as far superior vision out. You can also fit three (squeezily) across the back of the Avant, whereas the coupe is a four-seater.

    Drivetrain

    The RS4 and RS5 are both powered by the 2.9-litre twin-turbo V6 Audi develop for use across the various VW Group brands. It replaced the old V8, but still churns out 331kW and a whopping 600Nm. The torque figure is a massive jump of 170Nm over the old car and is available from 1900 to 5000rpm.

    Plugged into the V6 is the awesome ZF eight-speed, replacing the previous car’s twin-clutch. It’s a fast-shifting monster of a transmission that seems able to cope with anything.

    As you might expect, the RS version of the quattro system gets the power to the ground, with an electronically locking diff out the back. A centre diff shuffles the power front to rear. In normal driving, power is rear-biased with a 40:60 front-rear split, rising as high as 15:85.

    You can also go for a sports rear diff on the RS5.

    0-100km/h times differ slightly between the two – the coupe wins the race with 3.9 seconds versus the Avant’s 4.1. That’s a pretty narrow gap.

    Fuel:
    RS5 Coupe: 8.8L/100km (combined cycle)
    RS4 Avant: 8.9L/100km (combined cycle)

    There’s not much point in giving you my fuel figures, which were in the mid-teens. These cars were driven hard for the video and it would be unfair to suggest that’s the day-to-day figure you will see. It’s a very good engine and you should manage 10L/100km in normal driving.

    The fuel tank is the same size between the two at 58 litres.

    Chassis

    Unlike what I said in the video (because I’m an idiot), both cars are spun off the MLBEvo platform. Audi builds the A4, A5, Q5, A6, Q7 and Q8 on this platform. As always, there is plenty of aluminium. Audi reckons the weight saving over the previous RS4 Avant is up to 80kg, but some of that will be the engine’s lower mass.

    The Avant rides on a longer wheelbase and is obviously a bit longer and a scooch taller.

    Both cars feature dynamic ride control (dynamic damping to me and you), controlled through the usual Audi Drive select mechanism. You can stick with the Audi settings or go with your own combination in the individual setting. I’m increasingly finding that in Dynamic modes that OEMs are setting the steering too heavy so I dial it back to comfort.

    I can’t say I’m in love with dynamic steering, but I don’t hate it either. It works quite well on track but really it’s just a bit of a gimmick that doesn’t add or detract from the experience.

    Both also run on the same size tyres, 275/30s front and rear. The cars I had on test ran on different brands, though – the 5 was on Pirelli P Zero rubber and the 4 on Hankook Ventus. Audi doesn’t always specify single brands of tyre on its cars, but I’m not sure if that necessarily applies to these models.

    Driving

    RS5 Coupe

    This is the real deal, right here. The cars are both loaded with stuff and price-wise, there’s not a lot to choose from them. Circumstances or personal preferences – or both – have lead you to decide on one over the other. But you want to know – just how different are they?

    The RS5 obviously has the edge for fun driving. With a shorter wheelbase and a slightly lighter frame, it’s a blast. I really enjoyed the RS5 on The Bend racetrack and out on the road I was even more impressed (you can watch the RS5 bit here)(if only to look at my track face)(in an ill-fitting helmet).

    On the road, all the things that were good about the RS5 on the track translated beautifully to the road. The track is obviously like glass, so the ride was never going to be an issue, but on that bumpy chunky road we used, the RS5 handled it beautifully. I was hugely impressed with the way it rode the bumps and handled the nonsense dished up by one of my favourite roads.

    But like the track, the way it turns in, with the rear playing along with you, is delicious. You can carry so much speed into and through the corner, with the rear diff letting you have a bit of fun on the corner exit. You have to be pushing hard to get understeer and even then, it’s soft rather than a sudden plough.

    And it sounds fantastic. No, it’s not a V8 burble rising to a roar, but the V6 is tuned to sound great, with a lovely cough on the upshift and some popping on the way down. Without being obnoxious.

    On the highway, the Hankook Ventus tyres are a bit rackety and the ride is slightly busier than the Avant’s, but that’s to be expected. And it beats long distances into submission.

    RS4 Avant

    Two corners in and I was surprised. I knew the cars wouldn’t be that far apart, but the RS4 Avant is very, very close. You can really hold the speed in longer corners in the RS4 with even more confidence, the longer wheelbase delivering a bit more stability. You can cover a lot of ground very quickly in the RS4 and do it comfortably.

    At the same time, you can fire this thing down a twisting road and have so much fun that you won’t feel like you’ve lost too much in the transition to family practicality. The steering is great, with just enough feel and wonderful directness. It’s almost like everything is one or two percent off the RS5, just to wind it back a bit.

    You can see that the Avant rolls a tiny bit more in the corners, but you don’t feel that from inside. It’s so good.

    Competitors

    There’s not a lot around that is anything like these two. BMW has nothing at the moment, the closest thing would be the M340i xDrive sedan. BMW won’t be doing an M3 Touring (at the moment anyway) and the 4 Series is still miles away. And it looks like it has an Edsel grille. So, uh, yeah.

    Thankfully, BMW-affiliated tuner Alpina has thrown the S58 under the 3 Series’ bonnet to make the B3, available in both sedan and Touring body styles. That car won’t be here until the second half of 2020 and it won’t be the sharp tool that is an RS.

    Over at Mercedes, there’s the clutch of C63 S AMGs. They’ve got a twin-turbo V8 with more power and torque but aren’t hugely faster in a straight line. They are, of course, rear-wheel drive and an absolute hoot. They use a lot more fuel and servicing is scary-expensive. Pricing starts at $162,542 for the sedan, rising to $165,142 for the wagon and $167,642 for the coupe.

    Redline Recommendation

    Well, they’re both good, aren’t they? Excellent, in fact. If you watch the video – and you should – you’ll see how much fun I had in these cars. They’re not as playful as the BMW or AMG rivals, but they’re properly fast and more comfortable than either of those. Although we are impatiently waiting for the G20-based BMW counterparts.

    I was amazed at how close the two cars were and hugely impressed. Yes, the RS5 is sharper everywhere, but you want to know what you’re losing going to the Avant.

    It’s not enough to be worried about.

    There is, however, one more thing. The RS5 Sportback. Stay tuned.