Wheels

Drives

Instead of constantly adding small A heavy right foot and all ancillaries running can see its ability to pin you to the seat under
amounts of charge to the batteries this range plunge to around 200km; also, go easy on ultra-fast acceleration, and the power is delivered
way, the Taycan instead boosts its range chargers, as they’ll eventually degrade battery capacity instantly, in a way no combustion
by gliding. If you’ve ever knocked your engine could ever replicate. On dry
car into neutral going down a hill you’ll suspect will be an acquired taste. roads traction is indomitable, though
be familiar with the sensation, but it’s Happily, regardless of the mode slipperier surfaces hint there may be a
a slightly odd experience to lift off more playful side buried within.
the throttle and have the car virtually selected the steering remains light and
maintain a constant speed thanks to the beautifully communicative, which is So can the Taycan deliver the
lack of mechanical and aerodynamic helpful as there are very few points of sort of driving engagement Porsche
drag, the Taycan’s Cd a slippery 0.22. reference in a Taycan as to how quickly is renowned for? No. Despite its
you’re travelling. Approach a corner prodigious power, the driving
The car feels to exert no effort in and because there’s no noise or gears to experience is too one-dimensional.
maintaining motion, which, when select you rely totally on your eyesight to There are no gears to change, no sound
combined with an absorbent ride and gauge how fast to enter it. This presents to enjoy, no traction loss to manage
impressive levels of sound suppression, difficulties as your perception of speed – the Taycan doesn’t engage enough
makes it extremely relaxing to drive. alters depending on how quickly and for of your senses to be truly exciting.
The semi-autonomous safety systems how long you’ve been driving. Perhaps the other-worldly power of
(adaptive cruise with lane-change the Turbo and Turbo S will alter this
assist, lane-keep assist and collision As familiarity grows you adjust view, but while the 4S is impressively
and brake assist is standard) work well, and begin to corner faster; there is capable, there’s little reward to be
though the lane-keep can be confused impressive grip, though the sportier ‘S’ had for driving it harder than seven or
by narrow roads, nudging you into the variant of Michelin’s Pilot Sport 4 tyre eight-tenths.
centre of the road when you’re already would generate more. The Taycan never
there, a byproduct of the Taycan’s feels flustered and even this ‘non-Turbo’ This is a fact but, perhaps
substantial 1966mm width. variant is very quick. Photographer surprisingly, not a criticism. If your
Brunelli dubs it ‘the Gravatron’ due to expectation was that the Taycan would
On more undulating roads the somehow be a silent, four-door 911
2.2-tonne heft makes itself known, then you’ll likely be disappointed, but
the car settling heavily into its air viewed as a car that takes conventional
springs, but a click to Sport provides Porsche attributes and offers them
greater control, as well as sharpening in a cutting edge, zero-emissions
the throttle and activating (still very package, it’s a resounding success. It
mild) regeneration. Another click to looks great inside and out, has truly
Sport Plus firms the dampers and potent performance and is beautiful to
sharpens the throttle further as well drive, making it a fantastic everyday
as activating ‘Porsche electric sport proposition. Porsche has dived headfirst
sound’, a $1020 option that aims to into the pool of electric vehicles and
give the Taycan some character via an arisen to the applause of the judges.
odd, bubbling, Jetsons-style noise that I
SCOTT NEWMAN

48 whichcar.com.au/wheels

“If your expectation was that the Taycan
would somehow be a silent, four-door
911 then you’ll likely be disappointed”

Model Porsche Taycan 4S
Motor dual (front + rear axle)
Battery 79kWh
Max power 320kW
Max torque 640Nm
Transmission 2-speed automatic
Weight 2220kg
0-100km/h 4.0sec (claimed)
Economy 26.2kWh/100km
Price $190,400 ($230,530 as-tested)
On sale Now

@wheelsaustralia 49

Drives FIRST
LOCAL
DRIVE

KIA STONIC range matches that of the Kia Rio just shy of 11 seconds – but it does
on which it’s based, with entry-level have meaty midrange torque, which is
CAN A LATE SUV S, mid-grade Sport and top GT-Line easily accessible.
ARRIVAL STEAL versions. The Sport and GT-Line
THE SHOW? receive driveaway pricing, with the The Stonic steers nicely, helped by
Sport manual and auto costing $24,990 Kia’s engineers doubling the number
D ON’T BE TRICKED by and $25,990 respectively and the GT- of teeth on the serrated steering
the ‘all-new’ tag given Line (tested) $29,990. column shaft, resulting in the tiller
to Kia’s latest addition feeling more responsive and direct
to its Australian range. It also shares the Rio’s engines, without being too light.
The Stonic has actually with the S and Sport powered by the
been available overseas 74kW/133Nm 1.4-litre four-cylinder The suspension has been tuned to
since 2017. However, the high-riding petrol powertrain, with a choice of Australian conditions, and the torsion
hatchback – aka, compact SUV – six-speed manual or six-speed auto. beam rear setup is more upright
recently underwent a significant The sportier GT-Line, meanwhile, than the Rio’s – fitted 8.4 degrees off
mid-life facelift before being is equipped with a punchy little vertical as opposed to the hatch’s 25
dispatched DownUnder. 1.0-litre three-pot turbo that’s coupled degrees, which allows the rear end
with a seven-speed dual-clutch to compress and extend more freely.
Priced from $21,490, the Stonic transmission. It also produces 74kW This has made for a very good balance
but dishes out 172Nm of torque from between dynamic handling and ride
1500rpm. On-road the GT-Line’s lively comfort on the 17-inch alloys that are
powertrain offers up a bit of fun. It’s fitted with 205/55 R17 Continental
not incredibly quick – 0-100km/h is ContiPremium rubber. It doesn’t
exactly glide over road imperfections,

Design; features; active safety; PLUS MINUS Wireless Apple CarPlay only
punchy turbo in GT-Line; in base variant; atmo 1.4 in S

dynamic composure; boot space and Sport a bit of a snoozer

50 whichcar.com.au/wheels

but it feels controlled and composed. saver spare wheel underneath. CarPlay? Android Auto? Sort of
Inside, the Stonic’s cabin is the same Safety-wise, all versions come Each Stonic version has an
8.0-inch infotainment system
size and virtually identical to that of with a driver-assistance suite that that can sync to two phones
the donor Rio, though the dashboard includes AEB with pedestrian and via Bluetooth as well as the
has been raised a little for more knee cyclist detection, lane-keep assist; lane must-have Apple CarPlay and
room and the centre console doesn’t following assist; driver attention alert, Android connectivity. The good
protrude as far back to make it easier and leading vehicle departure alert. news is the Stonic is one of the
to slide across the rear bench. It’s all Interestingly, it has a five-star ANCAP few cars to have wireless Apple
well put together, but there are the safety rating from 2017 that was CarPlay – the bad news is it is
usual hard plastics. achieved by technically being a variant only available in the entry-level
of the Kia Rio. This only applies to Stonic S; not yet the pricier
The front seats are comfortable, the 1.4-litre S and Sport variants as it Sport or GT-Line. Kia says this
particularly the GT-Line’s which have a predated the introduction of the three- is because those variants have
soft but supportive backrest and good cylinder turbo to the range. in-built satellite navigation with
hip bolstering. The rear seats offer 10-year Mapcare and SUNA
reasonable legroom for a car this size. So is all that enough to knock the traffic services support, though
It feels a little airier than the rivalling CX-3 off its perch? Probably not, there’s also talk of some kind
Mazda CX-3, with the raised bench although a comparison test with all its of licensing issue with a certain
providing good forward and side vision. rivals will tell all. But unlike the Rio, phone manufacturer.
whose current model never quite lived
There’s a 353-litre boot, which is up to expectations, expect the Stonic
28 litres bigger than the Rio’s, 91 to make its presence felt.
litres bigger than the CX-3’s and just
two litres shy of the Hyundai Venue. DAVID BONNICI
Laying both 60:40 split-fold seats down
means you can fit up to 1155 litres of Stonic has depth and maturity, but really needs the extra
stuff. The boot space itself has a deep torque of the turbo triple – which is only offered in top-spec
floor due to only having to fit a space- GT-Line – to show its best

Model Kia Stonic GT-Line
Engine 998cc 3cyl, dohc, 12v, turbo
Max power 74kW @ 4500-6500rpm
Max torque 172Nm @ 1500-4500rpm
Transmission 7-speed dual-clutch

Weight 1227kg
0-100km/h 10.5sec (estimated)

Economy 5.4L/100km
Price $29,990
On sale Now

@wheelsaustralia 51

Drives FIRST
LOCAL
DRIVE

MERCEDES-AMG GLA45 S

THE SMALL SUV,
CRANKED UP TO 11

K EY THE IGNITION off, Crushing stubby bonnet of the GLA is one of the charger, decent but fairly firm seats,
let your heart return to all-weather world’s great engines. A 1991cc petrol- and multiple drive modes to play with,
something that doesn’t capability; fed four with a single turbo that makes cycling through Slippery, Individual,
feel like a jackhammer 310kW sounds like the very definition Comfort, Sport, Sport Plus and Race.
and try to order your amazing of peaky lag and lunge tedium. It just
thoughts. The Mercedes- engine; shouldn’t work. Yet it does. For what is Annoyingly, keying off defaults the
AMG GLA45 S doesn’t always make that interesting ostensibly an SUV, it’s bonkers. Some grabby lane-keep assist system back to
easy. Driven as intended, it’s shockingly context? AMG quotes a 4.3-second the engaged setting, which requires a
fierce and searingly rapid. Mentally tech 0-100km/h time. tedious sift through the touch-screen
piece together the road that it’s just menu system to disengage. Testing
demolished and it’s clear that this is PLUS The eight-speed dual-clutch revealed other quirks. One was a
a small SUV that rewrites what we transmission blats through the seatbelt warning that needed to be
thought were the extremes of the genre. MINUS gears crisply. So quick are the ’box’s cleared down every time the car was
reactions in Race mode that it has the started and the other was the vehicle’s
As impressive as the bald facts Road noise; ability to kick down two gears upon habit of activating the pre-crash
are – and 310kW/500Nm in a car that price; niche sharp throttle demand before the process (grabbing seatbelts, snatching
weighs less than 1700kg is certainly pedal reaches the end of its travel. at the steering, activating the hazards
impressive – we feel it’s incumbent appeal;
upon us to address the elephant in the some klutzy Power is shuffled between the rear
room. The Mercedes-AMG GLA45 S is, ergonomics wheels via a pair of electronically
in all practical considerations, a hot controlled clutch packs which, when
hatch on stilts. However, this GLA will set into the requisite configuration,
set you back $107,035. will even allow an element of power
oversteer. It’s a riot. On road, the AMG
Sit at the wheel of the GLA45 S GLA45 S corners with little roll, the
and the genetic link to a $44,000 microfibre-trimmed wheel tipping the
A-Class is explicit. Then you prod the car into corners cleanly.
silver starter button. Underneath the
The cabin is otherwise much as you’d
expect from an A-Class-derived vehicle:
that is glitzy but deeply engaging.
The MBUX infotainment system is
fiendishly complex, but extremely
clever. There’s an excellent head-
up display, a fiddly wireless phone

52 whichcar.com.au/wheels

Model Mercedes-AMG GLA45 S
Engine 1991cc 4cyl, dohc, 16v, turbo

Max power 310kW @ 6750rpm
Max torque 500Nm @ 5000-5250rpm

Transmission 8-speed dual-clutch
Weight 1765kg

0-100km/h 4.3sec (claimed)
Economy 9.3L/100km
Price $107,035
On sale Now

Suitable for off-road? No. Compromised The
on-road? A little. Will buyers care? Not at all rival

and sounding chimes) whenever the AUDI RS Q3
GLA was braked into a particular $89,990
guardrail-lined right-hand hairpin.
It might not have the
For all of its undoubted attributes, headline power figures
it’s something of a struggle to picture (294kW/480Nm), but the four-
the buyer of a GLA45 S. For it to make ringed alternative has five very
sense, you’ve really got to drive it, angry, turbocharged cylinders
otherwise, the $25K cheaper GLA35 within its arsenal. And while
AMG would seem to deliver a more the Merc-AMG is endowed
compelling value proposition. And with an enthusiastic four-
if you are a really keen driver, you’ll cylinder soundtrack, the Audi’s
rapidly come to the conclusion that howling 2.5-litre five-pot can’t
the AMG A45 S hatch delivers a be matched. The RennSport
higher-fidelity driving experience. offering is also cheaper at
What’s more, I’m not sure that the GLA $89,990 (joined by the coupe-
possesses the requisite bandwidth to esque $92,990 Sportback)
be that refined small family SUV which and comes with a daring
then turns into a backroads brawler colour palette. However, it likely
when you have a bit of time to yourself. falls behind the dynamically
talented mega Merc – a
So the GLA45 S emerges as comparison is needed.
something of an oddity, albeit a
very fierce and crushingly rapid @wheelsaustralia 53
one. It teases at the edge of AMG’s
product proliferation plans, but given
the demand for Affalterbach’s wares
here in Australia, it’ll likely find
cashed-up takers for its particular
blend of qualities.

ANDY ENRIGHT

INTERVIEW / FORMER BOSSES OF HSV, FPV

54 whichcar.com.au/wheels

iwsTohaeverr
THE TWO MEN WHO HEADED UP
AUSTRALIA’S HIGH-PERFORMANCE CAR
DIVISIONS REVEAL WHAT REALLY WENT

ON IN THE HEYDAY BATTLES BETWEEN
HSV AND TICKFORD

WORDS ANDREW MACLEAN PHOTOS BEN GALLI

@wheelsaustralia 55

INTERVIEW / FORMER BOSSES OF HSV, FPV The battle was always just
business; never personal,
assures Crenno. Mutual respect
ran deep between these two

Our two protagonists
choose their favourite
weapons for a final
on-road showdown

56 whichcar.com.au/wheels

N OW THAT THE war is over, let’s catch up for “And we swapped cars regularly,” interjects Flint. “I
lunch… said no two adversaries ever! Just drove one of his and he drove one of mine when there was
imagine if that were true though; if Ulysses S. something new. I always had a huge amount of respect for
Grant and Robert E. Lee regularly played poker what John was doing.”
and swilled bourbon long after the battle of
Appotomax brought a close to the American “So, it was you who ignited the war, not us... we were
Civil War. Or if Churchill invited that little Austrian fella getting on beautifully,” Crennan adds forcefully, pointing at
with the funny moustache over to 10 Downing Street for my iPhone recording our conversation, charmingly removing
tea every Sunday. Or, more recently, if George W. Bush and any personal attack from his remark.
Saddam Hussein smoked cigars and reminisced about the
good ol’ days every September in the White House. Whatever we the media – Wheels magazine included –
might have made up, any rivalry needs two protagonists.
It would be intriguing to be part of a world if any of those And ‘Crenno’ and ‘Flinty’, as they are known within close
situations were true, or even possible. But they weren’t, circles, marched into our firing line – and, more often than
primarily because those combatants didn’t get along in the not, shot back with as much force – from two completely
first place and, secondly, some of them were dead at the end opposing directions.
of it all anyway.
Crennan was inducted into the Australian automotive
Yet, today, overlooking the Yarra River on a baking early industry when he joined Holden aged just 17. After 24
summer day with the birds singing from the eucalypts and years clambering through the marketing department
glasses clinking with pre-Christmas cheer from the cafe, obstacle course, he leapt out of the trenches at Fishermans
here I am sitting between the two opposing generals who Bend to mop up the mess created by the controversial
masterminded one of the fiercest, bloodiest battles in explosion between Holden and Peter Brock and the crater
left by the demise of HDT (Holden Dealer Team) and its

John Crennan was – and still is – a marketing
man. David Flint, on the other hand,
was – and still is – a nuts ’n’ bolts man

Australian history. Or did they? burgeoning performance-car division. To do that, he joined
More accurately, what I want to find out is; was there even forces with Scottish motor racing tycoon Tom Walkinshaw
and created Holden Special Vehicles.
a war in the first place?
Even if you’ve been a casual observer of the Australian Crenno was – and still is – a marketing man.
Flint, on the other hand, was – and still is – a nuts and
automotive industry over the past 30-odd years, and now bolts man. He grew up in the UK and, upon graduating
that the Holden is history and Ford’s fortunes come from a from university, was recruited directly to Aston Martin as
dual-cab ute, it’s safe to presume most punters considered a production engineer. He later led a management buyout
Holden Special Vehicles and Tickford (which later morphed of the Tickford engineering division when then-owners CHI
into Ford Performance Vehicles) as mortal motoring went belly-up and he subsequently became the backbone
enemies. We at Wheels certainly did. Whether it was on the in building the joint-venture operation with Ford Australia
road, the racetrack, the showroom or the dyno, the Red v that was tasked to reload the Blue Oval’s performance-car
Blue rivalry was real. arsenal and take on Holden and HSV.
Both are extremely smart leaders who don’t suffer fools
John Crennan and David Flint – the two generals in any way; Crennan a towering self-confessed “control
in charge of HSV and FPV, respectively, through the freak” who casts an intimidating shadow; Flint a details-
’90s and noughties – marched their respective brands driven delegator who delivers orders and criticism with the
through a purple patch of Australian performance cars. bluntness of a sledgehammer.
But they looked out of their corner offices with a different Because of those inherent characters, HSV and Tickford
view, and certainly not one with a cross-hair scope pointed were two very different organisations when they began
at each other. to hit their strides in the early 1990s. Even though both
were technically joint-venture operations with direct
“We were never enemies,” says Crennan as he wipes links to their respective parent companies, HSV had
the droplets building on the outside of his brown bottle more autonomy. Its Clayton basecamp was on the other
before taking a refreshing first swig to counter a few-hour
photoshoot in high 30-degree temperatures.

“We had phone calls every now and then...

@wheelsaustralia 57

INTERVIEW / FORMER BOSSES OF HSV, FPV side of town from Holden’s headquarters and Crennan within Holden that were non-believers – it might have been
and Walkinshaw demanded they assemble a crack squad motivated by envy – that created some antagonism and were
to control the whole she-bang, including the design, saying that this star was shining too bright and taking away
engineering, retail and marketing of its vehicles. On the from the mainstream brand.
outside, HSV appeared to be its own entity.
“There were still dissenters even at its peak. Not in a
“For me, it was a giant polish-up of Peter’s HDT operation nasty fashion, but some were very unhelpful.”
that was primarily dominated by racing; and they also had a
car business over there,” Crennan says. Tickford, on the other hand, became a brand by accident.
Its initial orders were simply to assist Ford with behind-
“All their time and energy was about racing and the car the-scenes development and off-site production of niche,
business was – and I’m not in any way being disrespectful low-volume performance vehicles, as well as the fitment of
– more of a hobby. It wasn’t the mainstream. We were the accessories and systems that would have been too complex
other way around ... It was the whole deal. for the main Falcon factory line.

“And the General Motors relationship was to make sure Strategically, its Campbellfield base was within shouting
we were complementing each other. If we hadn’t had been distance of Jacques Nasser’s corner office at Ford’s
able to do the marketing, it would have got lost in the GM Broadmeadows headquarters, and the Blue Oval retained
marketing system. Totally lost. We were very fortunate to be control of product planning, design and marketing.
masters of our own destiny.”
Tickford didn’t have the same autonomy as HSV. It wasn’t
But that didn’t come without its own challenges, including meant to... or allowed to.
some dissention from within its own ranks that placed
roadblocks in HSV’s path. “The strategy was all wrong,” Flint says with his
trademark brutal honesty.
“I always said that during my tenure – and afterwards –
there were two types of attitude [within General Motors] “And I wasn’t smart enough to recognise that because I
towards HSV: the believers and the non-believers. And the just built the cars, and I was quite good at that. But I had
believers were exceedingly helpful, and we needed their never been involved in marketing and so and so. It took a
help all the time,” recalls Crennan. long time to change that...

“And for some reason or another there were people “The name we chose, we chose it collectively – Tickford
Vehicle Engineering – and I’m not sure why. Hardly anyone

58 whichcar.com.au/wheels

“It did take a long time for
us to step up to a level even
close to what Crenno and

his crew were doing”

FORMER FPV BOSS DAVID FLINT

Below: These two US imports
have plenty of appeal, but they
don’t replace our home-grown
heroes, agree Crenno and Flinty

FAST
BLAST

Driving the new era

CRENNAN ON CAMARO FLINT ON MUSTANG

“Both of those cars are very exciting. The one thing we “If I was buying a Mustang, I would want an authentic
did at HSV – and I dare say David did, too – was having right-hooker, which this one is. We did a conversion
one eye very closely focused on the price point. There job back in the day and, honestly, I wouldn’t have done
was a limit to the elasticity of the business. And these it if we weren’t being paid to do it. But now, this is a
cars are close to that position – so the niche is naturally tremendous machine – not as practical as a sedan but
with all the character I expected. It’s not a bad jigger.”
a bit narrower. I’m glad they’re here, though.”

@wheelsaustralia 59

Below:Crennan loves the
spiritual link of Maloo to El
Camino, while Flint proves he’s a
Broadmeadows boosty boy at heart

INTERVIEW / FORMER BOSSES OF HSV, FPV PAST
BLAST

Their proudest creations

CRENNAN’S FAVOURITE HOLDEN: FLINT’S FAVOURITE FORD:
HSV MALOO R8 FALCON XR6 TURBO

“This was the car I created as my own El Camino. “I really thought the XR6 was a better car than the V8
When I first started at GM, one of my jobs was to because it was better balanced; it didn’t have that big lump
source all the catalogues from within General Motors, in the front. That is why I chose the Turbo, because they
and it was the El Camino that seriously made my didn’t want to do that either. That just turned a good car into
jaw drop. And that was well before the utes became a fantastic car; it was as cheap as chips for what it delivered.
stylish. And all along I wanted Holden to display more It was the obvious extension of the XR6. The XR6 Turbo
flair and build a sporty ute, and we got our chance to was never planned to be a muscle car; it was intended as
emulate the look of the El Camino with the Maloo. a smooth, relatively high-performance five-seater sedan,
which is what it turned out to be. The GT was a muscle car. ”
I love it. It’s tough and totally Australian.”

60 whichcar.com.au/wheels

Crennan reveals that
Flint disclosed internal
machinations of Tickford’s
relationship with Ford

in the UK knew what Tickford was unless they were older September 1992, David Flint, the Managing Director of
than me, and certainly no-one here knew about it. Tickford requested that we meet for dinner. The dinner
took place on December 24 and notably there was some
“The model we were initially looking for wasn’t the points of discussion that were of interest.”
same as what John had, and to be honest we couldn’t do it
anyway because of how the joint venture was established. That’s Christmas Eve. Soldiers might have laid down
We had good engineers and we had good products. We just their guns on Christmas Day, but their generals didn’t have
weren’t able to tell people about it. a steak dinner together the night before.

“It did take a long time for us to step up to a level even “Flint stated his main reason for the meeting was to
close to what Crenno and his crew were doing.” discuss the public war that Ford and General Motors were
waging against one another which he felt was extremely
Crennan, however, admits he saw the arrival of Flint’s unnecessary and desperate, and more importantly fuelled
Tickford army as an immediate threat, proven by the in the media, which seemed hell-bent on pinning HSV and
original fax (remember this is the early 1990s) sent Tickford into the same combat,” Crennan continues.
to Holden heavyweights which he pulls from a vast
collection of documents – faxes, newspaper clippings “Flint sought the writers’ cooperation that the magazines
and internal memos – he has brought to lunch. It’s dated respectively stay away from comparisons that they wish to
August 14, 1991, and includes a copy of Ford Australia’s make, and that we should maintain a quality approach to
official press release confirming the establishment of our marketing.”
Tickford Vehicle Engineering.
Crennan reveals that Flint disclosed internal
“At our next executive meeting I believe we should machinations of Tickford’s relationship with Ford, including
acknowledge the establishment of our first serious its financial structure, staffing and logistics. They even
competitor,” Crennan reads from the faded cover letter. talked about top-secret engineering developments and
future product strategies. Both laid their battle plans out
“There it is ... Tickford and Ford to form joint venture.” over a three-course meal and a couple of bottles of red.
Crennan recalls meeting Flint for the first time in person
at the 1991 Sydney Motor Show, where Ford officially “What a fine, upstanding member of the industry. It
revealed the Tickford-developed EB Falcon XR8, and doesn’t sound like we were enemies, right?” he asks
admits his adversary immediately passed the “no-bullshit rhetorically while offering his brown bottle as a ‘cheers’ to
Aussie pub test”. By sheer coincidence, they crossed Flint across the table.
paths again a few months later while dining at the same
restaurant in Melbourne’s swish South Yarra district on “I certainly didn’t want to give David any free kicks
New Year’s Eve with family and friends. anywhere, but I also didn’t in any way take on the same
“I remember the first time we sat down properly,” sense of hatred there was between Broadmeadows and
Crennan chimes in, pulling another file note from his Fishermans Bend. And I think David was reading from the
collection and proceeding to read aloud; “On 25th of same page. We were just doing our thing.”

It wasn’t all red wine and roses when they retreated back

@wheelsaustralia 61

Flint reckons the Falcon’s “taxi
DNA” had FPV constantly playing
catch-up with HSV in the quest to

build a better performance car

INTERVIEW / FORMER BOSSES OF HSV, FPV to their bunkers, however, as Crennan admits there was a in the end... and, more importantly, we gave our customers
genuine battle within our made-up war: power! what they wanted.”

“How critical was the power war?” he says repeating A better mousetrap? Isn’t that Flint’s area of expertise,
my question. “Critically critical! We could not concede, and what Tickford was tasked to create?
or we would have been dead in the water. The thirst and
the appetite among our enthusiast base was that they “The DNA of the Falcon was a taxi and made to the lowest
demanded more and more power and we had to deliver. possible price,” he says.

“It was one of my greatest fears, to be honest, that David “And truthfully, I’d get up in the morning and wonder
and his team were going to knock us off that perch. We held ‘how the hell I am going to change that?’. It was really,
our breath a lot.” really hard work sometimes.

Tickford – and later with FPV – never had an answer to “I always envied the difference in the DNA between the
HSV’s offensive front. Flint, at the time, always publicly Commodore and the Falcon. I can’t remember which model
retreated from being drawn into a power war, often stating Commodore it was, but I went to a dinner one night at the
his ‘Total Performance’ philosophy was a more holistic Hyatt and there was a red one parked outside and I said to
approach to produce vehicles that were better balanced [my wife] Sandy, ‘We’ve lost’.”
and, ultimately, more socially responsible.
Not long after that metaphorical surrender, Flint retired
“Was that the truth or were you just being a diplomat and from his role as Managing Director of Ford Performance
masking the disadvantages you had?” I ask. Vehicles in 2005, not because he’d lost the cross-town
clash with HSV, but as a result of a fractious insurgence by
“We were held back only because there was nothing new owners, Prodrive. Two years later Crennan retired as
in the Ford bucket that could give us what we wanted,” Chairman of HSV, closing out an enthralling 20-year chapter
he responds honestly. in Australia’s automotive history.

“Some of the stuff we developed was created Win, lose or draw, what Flint and Crennan created –
surreptitiously. One day very early on [chief engineer] individually via Tickford/Ford Performance Vehicles and
Winnie [Winfried Beilharz] came into my office and said, ‘I Holden Special Vehicles – was undeniably the strongest
think we’ve cracked the V8’. I asked, ‘what are we going to battalion of V8 and six-cylinder powered soldiers, each of them
do about it?’, so I went across the road to [Ford President] deserving the automotive equivalent of a purple heart for the
Geoff [Polites] and I told him that we could stroke that old purple patch of performance cars that stood behind them.
nail of V8 and get back in front. He said ‘Well, bloody do it!’
If the fight between HSV and FPV wasn’t really a civil
“That put us back in the fight and we were able to build war, then two hours with Crenno and Flinty reminiscing
our own engines from then. Admittedly, Crenno’s mob had a and praising each other over the battle proves it was at
better mousetrap most of the time, but we gave them a run least the most civil of wars.

62 whichcar.com.au/wheels

“I always envied the
difference in the
DNA between the
Commodore and
the Falcon”

DAVID FLINT

@wheelsaustralia 63

64 whichcar.com.au/wheels

TWENTY SUPPORTED BY

Cayertahoefr
A YEAR UNLIKE ANY OTHER
BROUGHT THE COTY EVENT
NO-ONE WAS EXPECTING

By any means

CAR OF THE YEAR (COTY): THE WORLD’S LONGEST-RUNNING AUTO
AWARD, AND NOW ALSO OFFICIALLY THE MOST VIRUS-RESISTANT

CAR OF THE YEAR S EE IF YOU answer “yes” to any of the following: safety and repeatability, it’s as good as anything used by the
You can recall a little bloke with large eyebrows world’s largest and richest OEMs. It’s a place where outwardly
called John Howard running the country. You saw capable, competent cars can enter, only to leave with their
Independence Day on DVD. You got your bounce exhaust outlets tucked between their legs.
on to ‘California Love’ by Tupac when it first hit
the FM airwaves. Not that there were many of those this year, given our
If there were at least a couple of nods in there, it’s probable starting field was more tightly trimmed than Sharon Stone
you were around when the February 1996 issue of Wheels hit in Basic Instinct. Consider, that in February 2020, back
the stands. It was, of course, the magazine’s COTY issue, and to when Corona was merely a watery Mexican beer drunk by
save you true loyalists from rifling through your back issues, I’ll Instagrammers, our field compromised 17 models which were
remind you that the Mitsubishi TE Magna won. represented by a total of 31 variants.

The relevance of this? Well, 1996 was the last time Wheels’ This year, the unavoidable reality of the pandemic meant
COTY was held at the vast Australian Automotive Research our field would have to be made up of 10 models bringing a
Centre (AARC) facility near Anglesea on Victoria’s Surf Coast. combined total of 23 cars. The preselection process had to be
In the years that followed, Ford’s You Yangs and Holden’s Lang ramped up to be even more uncompromising than previously,
Lang proving grounds would alternate as home to what we but as you’ll see in the line-up preview, it still delivered a
like to modestly refer to as the world’s oldest continuously pleasingly diverse mix, with nine brands delivering a spread
run automotive award. But as we outlined last issue, a global that ranges from premium and electric SUVs, affordable SUVs
pandemic can really get in the way of pulling together the in varying sizes, to German sports coupes, a reborn off-road
multi-headed beast that is COTY, and access to the PGs of our icon, right through to an AWD rally homologation special.
once-great local manufacturers was suddenly off the table.
The judging panel, too, came in for a significant reshuffle
The AARC, though, as Jimmy Barnes would scream if he this year (see right), yet for all the impact COVID-19 inflicted
wrote a song about it, ain’t no second prize. The place is on COTY 2021, there were plenty of fundamentals that didn’t
massive; 1000 hectares, so even bigger than the bald spot change. The days were dawn to dusk, the robustness of the
Donald Trump tries to hide with that comb-over. It’s been testing was as thorough as ever; the debate (mostly) intelligent
further developed since Wheels was last here some 24 years and impassioned. And, as you’ll read on p112, COTY 2021
ago, and these days is a veritable wonderland of fast, plunging brought just enough comedic relief, contained chaos and
B-roads, challenging dirt loops, punishing ride/handling all-out weirdness to qualify as ‘normal’.
courses, and a skid pan that can probably be seen from space.
As a venue at which to push a group of cars to their limits with So sanitise your hands, give yourself several square metres of
personal space, and read on as we get this show on the road.

ASH WESTERMAN

66 whichcar.com.au/wheels

MEET THE JUDGES FIRST
ROUND
DYLAN CAMPBELL
‘You do wot?’
Arrived this year as a COTY debutante, but as the
former editor of MOTOR magazine, Campbell has HOW WE TEST THE CARS
lorded over no fewer than seven of that magazine’s
annual Performance Car of the Year testing events. 1. DIRT HANDLING/BRAKING
He’s used to dealing with a team who all think
they’re the Stig’s driving coach and fields of cars With a surface compromising hard-packed
where the slowest has merely one nuclear power loam with a top layer of loose, fine gravel, the
station at the treads, so his first-ever Wheels AARC’s dirt circuit is revealing of the ESC and
COTY was a comparative stroll in the park.
ABS systems, on-off throttle response,
ASH WESTERMAN and overall stability.

As one of only three judges (along with Inwood and 2. COARSE-CHIP MOTORWAY
Byron) to carry over from last year, Westerman
found himself in the perplexing position of having Outer loop of the AARC allows assessment
to appear as though he had half a clue what was of high-speed stability, wind and road noise,
going on. Was recently reclassified with official ‘old while later negotiating a long sweeping right
fart’ status by admitting that, for a daily, he now hander tells plenty about steering feel and
favours torque over kilowatts, ride comfort over roll
stiffness, and audio-system fidelity over exhaust high-speed turn-in confidence.
notes. Doesn’t own a trilby, but give him time.
3. SWERVE & RECOVER
ALEX INWOOD
Entered at 80km/h, so every car is faced
This year, our former editor turned video content with the same challenge of swerving hard
director could concentrate on other elements of right to avoid the theoretic obstacle (errant
the production almost equally important. These
include ensuring his toothy smile glinted perfectly child, kangaroo; probably not a moose)
when hit by the lights of the video team, and before an immediate, hard return left into
throwing the largest SUVs in this year’s field into
the most comical shapes. Can pedal, but curiously, the original lane of travel.
the size to which he inflates his cheeks is in exact
proportion to the angle of his oversteer. 4. DRY BRAKING

BYRON MATHIOUDAKIS Also entered at 80km/h. At the entry cone,
we stomp the brake pedal hard, and allow the
As some of us get older and fact retention requires
more effort, Byron’s super-computing automotive ABS to determine the stopping distance.
brain mysteriously seems to get a boost of
processing power each year, along with another few 5. ROUGH-ROAD CORRUGATIONS
terabytes of storage. Which comes in handy for the
rest of us when we can’t be bothered asking Google A 200m section of brutal bluestone, followed
or our phones are flat. Fills in any spare moments of by the same distance of cobblestones. Taken
COTY downtime by singing show tunes and dreaming at 40km/h to test not just suspension comfort
up ribald drag-queen names for his colleagues. and impact absorption, but also the integrity

TIM ROBSON of interior fittings and trim.

Former MOTOR editor, so plenty of experience 6. DYNAMIC ASSESSMENT
taming the fast and dangerous. These days he
oversees the whichcar.com.au website, so if there’s A 2.2km B-road that begins with a twisting
industry news breaking, Robbo knows about it and descent of between five and 10 percent,
already has the story angle sussed. Can sniff out
a car’s weak points like a customs’ cocker spaniel before plateauing at a hairpin and beginning
given a suitcase from Bolivia. Spends some of his a fast, jinking climb punctuated by a couple
spare time racing his track-prepped Honda Civic; the of big braking points leading into tightening
rest of his time cursing and throwing spanners at it. radius corners. Plenty of armco and trees to

RICHARD FERLAZZO hit, so demands real-world caution.

Was a senior figure in Holden’s design department @wheelsaustralia 67
since the late ’80s, so brings a wealth of knowledge
about not just what constitutes intelligent design,
but the challenge of getting it budget-approved by
the bean counters. Approached the COTY field by
applying two over-arching criteria to underpin the
five established ones: “What does it bring to the
broader automotive landscape? And is it something
that we’ll all benefit from in the longer term?”

Into the bout
TEN CONTENDERS, BUT WHICH WILL REALLY SHINE?

CAR OF THE YEAR

AUDI E-TRON BMW 4 SERIES FORD ESCAPE FORD PUMA GENESIS GV80

Ingolstadt’s all-new EV To date, more notorious Proved just how quick The Blue Oval’s small Large, luxo SUV wants
SUV has proved itself in for its front-end styling and capable it is from SUV was sitting on the to be considered as a
previous testing to be rather than its outright last issue when it went COTY sideline in the role credible alternative to
a brilliantly refined and abilities, but COTY could head to head with of first reserve, but with BMW X5 and Mercedes
swift contender. Its range change that. Chassis Mazda’s CX-5, but is Hyundai’s Palisade a last GLE, so brings a load
doesn’t break any new and powertrains are Ford’s feisty mid-size minute no-show, Puma of luxury equipment
boundaries, though, and brilliantly sorted in both SUV sufficiently well makes the starting grid. and a stack of tech,
it will need to overcome variants, and packaging rounded to land clean Question is, does it bring as well as a choice
high prices and the slightly is strong for a coupe. scoring shots against advances to what is a of three powertrains.
underwhelming standard M440i xDrive is a junior the COTY criteria? very crowded class? Will be judged here on
spec of the entry-level M4, so really, anything its merits, not brand
50 quattro model. could happen. VARIANTS ON TEST: VARIANTS ON TEST: recognition.
Base FWD; ST-Line base Puma; ST-Line
VARIANTS ON TEST: VARIANTS ON TEST: FWD; Vignale AWD VARIANTS ON TEST:
50 quattro; 55 quattro 420i Coupe; M440i 2.5T RWD; 3.0D AWD;
xDrive Coupe 3.5T AWD Luxury

68 whichcar.com.au/wheels

KIA SORENTO LAND ROVER MAZDA CX-30 MERCEDES-BENZ TOYOTA YARIS
DEFENDER GLB
Large seven-seater SUV Stylish, design-led Brings previously
has earned our deep Reborn off-road icon crossover based Upper-compact SUV unseen powertrain tech
respect on both test has garnered rave on the Mazda 3 is a from last year’s COTY- to the light-car segment
and in the long-term reviews locally, and known quantity for fine winning brand makes with its three-cylinder
Garage, but eagerly the range is not yet dynamics, great overall a strong case for its hybrid, as well as first-
awaited hybrid models complete. Design is a function, and strong packaging, by virtue in-class centre air bags.
are not here in time for clever homage to the safety. Not cheap, of providing third- But for a small car, it
COTY, and the atmo original without being and the compression- row seating, and the wears large price tags.
petrol V6, driving only a pastiche, but is the ignition engine option technology and safety Homologation special
the front wheels, legendary off-road adds dollars, but the credentials are solid. GR Yaris injects a whole
could hold it back. ability compromised? interior feels expensive. Could M-B do a Volvo new dimension of sizzle.
And how will the value Strong contender. and go back to back?
VARIANTS ON TEST: equation stack up? VARIANTS ON TEST:
S Diesel AWD; VARIANTS ON TEST: VARIANTS ON TEST: Ascent Sport CVT;
3.5 GT-Line VARIANT ON TEST: G20 Evolve FWD; 250 4MATIC; ZR Hybrid; GR
110 P400 SE G25 Touring FWD: AMG A35 4MATIC
X20 Astina AWD

@wheelsaustralia 69

The Criteria

THIS IS WHAT WE LOOK FOR WHEN PICKING THE WINNER

1. FUNCTION characteristics and their fitness for the car’s role. We’re looking
for sweet harmony in the interaction between tyres, suspension,
The objective is to assess every aspect of a car’s function, steering and brakes.
taking into account its intended role. Put simply, we’re seeking
complete satisfaction. Scores therefore reflect the presence, Comfort is crucial: quality of ride on varied surfaces is a major
or absence, of excellence in a multitude of areas. factor, but seating and spaciousness, plus overall smoothness,
quietness and quality of noise are also important.
Every aspect of design is considered, always in relation to
purpose and price: vehicle packaging efficiency; all-round The assessment of drivetrain encompasses every aspect of
user-friendliness, especially interior layout, flexibility and engine performance and transmission behaviour. In the case of
ergonomics; quality of materials and assembly; visual and models with multiple drivetrains, special attention is always paid
tactile pleasure. to those offered in the most popular variants.

Driving dynamics take into account all handling

CAR OF THE YEAR 2. TECHNOLOGY enhancements; all-new features. We ignore the hype and
excitement that often comes with novelty; the question here is
Today’s state of the art is tomorrow’s ordinary. Important whether a new technology can deliver genuine improvement in
innovations are not common, but are recognised at COTY the driving or ownership experience.
when a car maker does deliver. Incremental improvements
rate only incremental adjustments to a vehicle’s score against In cases where a manufacturer fails to equip a car with a
this criterion. widely adopted and worthwhile technology, its score against
this criterion reflects the omission.
Technical advances in all spheres should be assessed:
innovative materials and engineering; core vehicle system

3. EFFICIENCY fuel consumption and its output of the gas that’s the main cause
of climate change.
Our primary concern here is energy efficiency, be it fossil fuel or
electricity. The real-world results gathered over the course of the The exception here is electric cars, which are inherently much
COTY program and earlier road tests are given greater weight more energy efficient, and which offer at least the opportunity
than the results of official, government-mandated tests. to utilise zero- or low-emission energy sources. Their efficiency
also translates to low running costs. Judges can also fine-tune
Fuel is a significant portion of the running cost of any scores for efficiency upwards in recognition of measures made
conventional car or hybrid. For any type of fossil fuel there’s a to boost the use of recycled materials.
directly proportional relationship between the amount burned
and CO2 emitted. So there’s a very strong link between a car’s

4. SAFETY we take into account a vehicle’s array of standard and optional
passive safety equipment and the manufacturer’s achievements
Passive and active safety are assessed separately and an in this field.
overall score is given against this criterion. In both categories
it’s imperative to reward the fitment of advanced and effective For both passive and active safety, our focus is on vehicle
safety technology. occupant protection technologies that work. Only in the absence
of any independent information are manufacturer’s claims taken
The efficacy of some active safety systems, notably ABS and into account. As well as the car’s occupants, other road users
ESC, are assessed by judges during the COTY test program. and pedestrians are considered.
Passive safety scores are based, where possible, on published
data from independent testing. In cases where none is available,

5. VALUE marketplace peers for space, quality, equipment, refinement,
comfort and competence. We also take into account running
Affordability is the big thing here. But we’re seeking excellence, costs, including predicted depreciation and maintenance.
even at the lowest prices, and above average engineering and
design at any price. A bad car may be very cheap, but never Finally, we weight the price of any special efficiency tech
cheap enough to be good value. And an expensive car that’s against the degree of cost reduction it brings and adjust
not extremely good is even worse. scores accordingly.

Secondly, we assess how the car compares with its

70 whichcar.com.au/wheels



CAR OF THE YEAR

1Round
PRELIMINARIES ARE OVER;
NOW IT’S TIME FOR THE
FIELD TO HIT THE TEST LOOP
IN THE QUEST TO FIND OUR
THREE STANDOUTS

SUPPORTED BY

@wheelsaustralia 73

B Y THE TIME the judges jump into the the sound of the gravel peppering the underside of the
first group of cars on the morning of day car? Through the turns, confidence in the steering,
two, they’ve had ample time to absorb front-to-rear balance, ESC intervention and ABS are
the avalanche of info from the individual all being assessed.
presentations and walk-arounds.
So by now, if they didn’t previously, The swerve-and-recover exercise highlights not just how
they have a clear grasp of key attributes like safety effectively the car being tested can allow a driver to avoid
equipment, value, packaging, and perceived quality. a potential accident, but how well the emergency system’s
Pretty much everything except dynamic assessment, so responses are calibrated.
time to hit the test loop.
Onto the punishing rough-road section, more than
By linking five courses/dynamic exercises at the AARC, just bump absorption is revealed; it’s a real test of
we condense what could take hours or even a day of regular body rigidity and integrity of the trim installation.
driving in the real world down to around 20 minutes.
Out on the so-called Five Percent circuit, it’s a
The moment the wheels hit the dirt section, even simulation of a demanding Aussie B-road; a real test of
before the first turn is navigated, judges are listening for engine response and power, directional agility, outright
underbody noise suppression; how loud and intrusive is grip, roll control, progressiveness of breakaway, braking
ability and overall NVH suppression.

CAR OF THE YEAR The moment the wheels hit the dirt section,
even before the first turn is navigated, judges are

listening for underbody noise suppression

74 whichcar.com.au/wheels



CAR OF THE YEAR ROUND
ONE

Audi e-tron

INGOLSTADT’S FIRST-EVER PRODUCTION EV IS A BEAUTY

Variants tested 50 quattro, 55 quattro First Edition As-tested prices $140,450, $161,900 Warranty 3-year unlimited km

TARDY TO THE EV party – especially for a brand endlessly depending on the given traction requirements.
spruiking Vorsprung Durch Technik – the e-tron is Audi’s To approach the EQC’s seat-bracing acceleration, avoid
delayed response to the established Tesla Model X and Jaguar
I-Pace, as well as 2020’s COTY-winning Mercedes-Benz EQC. the smooth and silent 230kW/540Nm 50 and stretch to
No pressure, then. the stronger 265kW/561Nm 55 instead. Though only
marginally quicker to 100km/h (6.6 seconds versus 6.8), a
Based on Audi’s MLB Evo architecture underpinning most brief 35kW/103Nm ‘Sport’ spurt slashes that to 5.7s, for
models from the A4 up, it’s also the entrée to a buffet of significantly more muscle across the spectrum.
upcoming EVs, with most expected to switch to an all-new
specific platform still under development. With a 71kWh battery, the 50 can average 300km of range
whereas the 55’s 95kWh unit breaches 400km-plus; finding a
Like the EQC then, the e-tron SUV and its swoopier 150kW charger (good luck with that) brings 80 percent charge
Sportback twin (imagine an electrified BMW X6 rival) in 30 minutes, or a ‘full tank’ in 45 minutes.
aren’t strictly bespoke, although – incredibly – the e-tron is
currently the only EV offering a choice of bodystyles. It slots Unlike the EQC, the e-tron includes air suspension on
between the Q5 and Q7 in size, though not pricing. both axles, not just the rear; working with a multi-link
arrangement, it provides exceptionally flat and controlled
Two versions are available: a 50 quattro (from $137,100) handling, together with outstanding isolation over some very
and 55 quattro (from $146,100), with the Sportback adding demanding road surfaces.
$11,000. Not cheap, but competitive against the other luxo
SUV EVs, and generously equipped to boot. Conversely, at other times, the Audi also occasionally rides
with an obvious firmness, and doesn’t really encourage being
Visually, both e-trons look comparatively ‘normal’, with the hustled through fast corners. The light-footed vitality of the
only way-out elements living in the details – like the grille, EQC and I-Pace is missing. The three-year warranty is well
alloys and available mirror cameras. No Spock shock here, behind the best, too.
and less futuristic than EQC, never mind the radical I-Pace.
Still, six years’ complimentary charging and servicing is
The spacious five-seater cabin, meanwhile, also aligns with included, along with a home-station for a handy six-hour full
brand convention, integrating established design themes and recharge, so maybe this Audi’s more for the head than the heart.
family-friendly practicality (including a vast cargo area) with
dual touchscreens and other digital tech for most functions. Ultimately, though super competent and even truly
Again, up-to-the-moment, but with minimal intimidation. But compelling, the e-tron doesn’t quite progress forward enough
some cheap (for an Audi) materials are also jarring missteps. from its older rivals. In the rapidly evolving EV scene, the
COTY criteria demands that – a year on – at least some
All e-trons feature an electric motor on each axle, but boundaries be busted.
the rears are always driving at least 60 percent of the time,
BYRON MATHIOUDAKIS

76 whichcar.com.au/wheels

“Excellent, but doesn’t move the
segment forward by any margin”

ALEX INWOOD

All judges agreed the virtual dFeeorsnlaizgzno
mirrors were unintuitive and
gimmicky, despite the slight Our resident auto-designer
drag reduction judge shall now give his
appraisal of each vehicle.
Beginning with the big
electric Audi... “Cuts an
imposing figure with

substantial proportions set
on big wheels and rubber.

Crisp sheet-metal and
exquisite lamp technology
creates a genuine luxury
feel. There are some subtle
technical touches like the

shutter grille vanes but
they haven’t gone overtly
‘electric’ with the styling.
The classy interior has a
sci-fi theme with very few
conventional buttons. But
I’m not convinced by the
‘virtual mirrors’ in the door
panels. The screens almost

feel like portholes.”

@wheelsaustralia 77

“A quiet, polished performer, with
the base Escape representing the

sweet spot in the range”

BY R O N M AT H I O U DA K I S

CAR OF THE YEAR

dFeeorsnlaizgzno

“Apart from the well-deserved success of the
Territory, Ford has had a mixed bag of imported

SUVs. The new Escape has fresh European
styling and the new Ford front look, along with
obvious attempts all over the exterior to give
it a more youthful and sporty flavour. But it’s

still a bit on the safe side and is up against
some funky competition in this class. The
interior is similarly contemporary and has a very
good electronic cluster, but even the ST-Line
could have had a bit more pizzazz to match that
sparkling engine. Overall, a worthy new entry to
the segment, but may struggle to get noticed.”

78 whichcar.com.au/wheels

Escape brings a bit of driving
sizzle to the medium-SUV
segment, but is that what
buyers are really looking for?

ROUND
ONE

Ford Escape

PLENTY TO COMMEND HERE, JUST NOT THE QUITE THE CUT-THROUGH

Variants tested FWD, ST-Line FWD, Vignale AWD As-tested prices $36,490, $41,440, $50,240 Warranty 5-year unlimited km

EXPECTATIONS ARE HIGH for Ford’s brave new hope in the stronger than its 183kW and 387Nm suggests, complementing
SUV space. Really, really high, in fact. The Ford Escape is the C2’s inherent chassis balance and leading to praise for its
intended to add vital firepower to a local Ford line-up that dynamics across the room.
places its eggs all too firmly in the Ranger/Everest basket –
but boy, does it need to be on its game. “Lots of power, the front axle struggles a bit, but strong
dynamically,” is one such comment from Campbell. “This is
It sits in a category that Ford has managed to alternatively quite a dynamically sporty car.”
neglect and under perform in over a couple of decades now,
but the new mid-sized Escape – previously known to us “Surprising dynamics,” writes Ferlazzo. “This is enjoyable
here as the Kuga for a spell – is supposed to sweep all those to drive.” And there was more praise to come.
assertions under the rug.
“Is this the best driving SUV in its class?” asks Inwood.
A three-strong line-up is intended to give all things to all “Engine is a powerhouse, steering is sharp and responsive
people, and a concerted engineering effort has ostensibly with great turn-in. Body control is also really nicely judged.”
balanced ride, handling and comfort in equal measure.
“Dynamically very polished,” confirms Byron.
It’s this effort at rejigging the car for local tastes – and the I’m with them; that 2.0-litre engine is a ripper of a thing, in
fact that the C2 chassis is no bad thing – that ensured the actual fact, while the ride of the base model Escape and top-
Escape’s place on the COTY tour. spec Vignale are more in keeping with the Escape’s intended
audience than the tied-down handling of the mid-spec ST-
So the reality is that it’s not all bad news. Line. It’s refined, too, with great NVH suppression in evidence
Based on the C2 underpinnings of the Focus and its friends, and – in the Vignale at least – more than enough luxury to
Ford has worked hard on giving the Escape a genuine shot sway the masses.
at taking on runaway category leaders like the Toyota RAV4. But the Escape can’t afford to be off the pace anywhere
There’s plenty of spec and plenty of attention lavished across when it’s facing both the COTY chopping block and a buying
the three variants, to the point where there are different public spoiled for choice.
grille and bar treatments for all, and a unique suspension “Seems like a nicely executed thing, but does it give me a
tune for one of them. reason to not buy a Toyota?” asks Inwood rhetorically.
Not only that, Ford has doubled down on weight reduction “It won’t take the segment by storm; it’s just not different
(the three cars here vary from 1611-1690kg), while it enough,” opines Richard.
chased down and targeted noise ingress like cops raiding a And with that, the Escape sealed its fate in COTY 2021.
backpacker’s beach party. Sometimes, nice guys just don’t win.
A perky turbocharged 2.0-litre four-potter petrol feels
TIM ROBSON

@wheelsaustralia 79

Ford Puma

FIZZES WITH ENERGY, JUST NOT ENOUGH TO RESET BENCHMARKS

Variants tested Base, ST-Line MSRP pricing $29,990, $32,340 Warranty 5 year unlimited km

CAR OF THE YEAR EVEN AFTER A testing week of long days and occasional short thrum), while delivering a delightfully fruity fizz to its eager
tempers, few grew weary of the Ford Puma. power delivery as the revs rise.

Ponder that for a moment. Most small SUVs are affordable. That such athleticism is matched by easy sipping underlines
Many are practical. Some are refined. A few are stylish. A couple the impressive efficiency of Ford’s award-winning, fighting-fit
are dynamic. But none are all these plus fun... bar this one. powertrain. It’s also a damn pity no manual is available. No city
SUV deserves one more.
Sceptical? Confused? A bit of context may help here.
Engineered in Germany, the Romanian-made Puma Although the Puma’s cabin creams the EcoSport’s, going from
resuscitates a storied name that graced a Fiesta-based coupe for cube to coupe-like packaging has harmed headroom. Still, great
Europe some 25 years ago. Affordable, sassy and spry, it proved seats, a contemporary – if unremarkable – dash layout offering
popular. However, realising buyers were migrating en-masse Ford’s exemplary multimedia touchscreen system (branded
to SUVs, Ford replaced the original Puma with the also-Fiesta- SYNC 3), a nifty steering wheel, pleasantly clear dials, ample
derived Fusion (2002) instead, then the EcoSport a decade later ventilation and storage aplenty are further plus points. It’s all a
– and that did reach Australia. But while it handled tidily, buyers bit cosy, without being cramped.
were repelled by its dreary design and cheapo cabin.
Stung by this, Ford decided to fuse some of that ’90s Puma The same doesn’t apply in the rear-seat area, with its tight
bug-eyed charm with a soupcon of Mazda CX-3-esque style legroom and lack of amenities like USBs and cupholders,
for its third petite SUV, to create the sporty coupe-like Puma while vision out is limited by that high hip-line and fat pillars.
crossover before us today. Further back, there’s a decently sized boot, with an ultra-deep
And guess what? Underneath lies the stretched and widened floor providing extra versatility.
platform from the latest Fiesta, continuing a common theme
that ensures the sporty DNA so central to the Puma’s lineage Competitive equipment, options (like a powered tailgate)
living on. The upshot? Chatty, precise steering, flat, four-square and safety (including nicely nuanced driver-assist tech) help
roadholding and taut, tight body control that separates this as offset the Puma’s comparatively lofty pricing, with the walk-up
a driver’s SUV. And while the suspension (struts up front and a to the racier ST-Line and luxury ST-Line Vignale on a par with
torsion beam out back) is firmly sprung, and the ride is highly some more uppity Euros.
surface sensitive, it’s never crashy.
It’s no mean feat extracting so much punch (92kW/170Nm) There’s little to dislike – cheaper and roomier alternatives
and pace from the Puma’s diminutive 1.0-litre three-pot turbo, exist offering longer warranties – but what keeps Ford’s pretty
either. Driving the front wheels via a seven-speed dual-clutch crossover from the podium is that it’s a good thing that’s great
auto, it overcomes the inevitable serve of lag (and coarse to drive, but not mould-breaking.

Still, pouncing forward with precision and poise, the Puma
justifies its heritage as surely as its name.

BYRON MATHIOUDAKIS

ROUND
ONE

The Puma laps up this
stuff; it’s in the daily grind
where its lag and reactive

ride is less enamouring

80 whichcar.com.au/wheels

“The lack of any real interior USP
might deter the target market”

ASH WESTERMAN

dFeeorsnlaizgzno

“Like its bigger brother
the Escape, the new

Puma is a very deliberate
attempt to change
the perceived image
of small Ford SUVs.

Small crossovers are
ostensibly small hatches

on steroids and car
designers love to work
on them. Bigger wheels,
nuggetty proportions

and extra detailing
make them far more
interesting. I particularly
like the rear and side

view of the Puma,
although the front face is
a touch too cheerful for

the rest of the car. The
interior is pleasant but
could have a bit more
personality. Under the
boot floor is a useful
wet storage space for

sweaty gym gear.”

@wheelsaustralia 81

“Diesel six is nicely refined; easily
the pick of the engines”

ASH WESTERMAN

ROUND
ONE

CAR OF THE YEAR Genesis GV80

BEACHHEAD ESTABLISHED, KOREA SENDS IN THE SUV REINFORCEMENTS

Variants tested 2.5T 2WD, 3.0D AWD, 3.5T AWD Luxury As-tested prices $90,600, $103,600, $120,600 Warranty 5-year unlimited km

THERE’S MORE THAN a whiff of new beginning to the Genesis petrol V6 – but there is value to be found when measured
GV80. Years after dipping its toe into the Aussie market with against competitors. Genesis claims the GV80 undercuts its
slow-selling big sedans, it feels as though the cavalry is finally like-for-like competitors on price by 10 percent while offering
arriving in the form of two much-needed SUVs. The broad 15 percent more value thanks to a standard equipment
shouldered and imposing GV80 is the first to launch (a smaller list longer than any German rivals. Buyers also score free
and more affordable GV70 is due later this year) and it’s clear servicing for the first five years.
Genesis has gone all-in to lure buyers away from established
rivals like the Audi Q7, BMW X5 and Mercedes-Benz GLE. Standard safety inclusions are impressive, with 10 airbags
(including one between the front seats) and all the active
Pretty much everything is new. Riding on the fresh ‘M3’ systems buyers expect at this price point. It’s worth noting,
platform which is stiffer and lighter than previous Genesis though, that ANCAP is yet to test the GV80.
underpinnings (and using aluminium for the bonnet, tailgate
and doors), the GV80 also debuts three ‘Genesis exclusive’ Where cracks begin to appear is once you get the GV80
engines: a 224kW/422Nm 2.5-litre turbo four, a 279kW/530Nm on the move. There are no complaints about the engines. All
3.5-litre twin-turbo V6 petrol and a silky 204kW/588Nm three units are eager and grunty and are paired nicely with
3.0-litre straight-six turbo-diesel. a smooth-shifting eight-speed automatic. Cabin refinement
and NVH suppression also earned universal praise from
And crucially the days of Genesis raiding the Hyundai the judges, as did the excellent dirt-ESC calibration and
parts-bin to equip the interiors of its cars are long gone. phenomenal dry braking performance.
Unlike the Genesis G70, which underwhelmed at last year’s
COTY, there isn’t a single screen, switch or button in the “But dynamically it’s a bit confused,” wrote Byron. “The
GV80 that looks as though it has been lifted from a Hyundai. ride is comfortable on smooth roads but in Comfort mode the
control isn’t quite right.” Locally honed suspension is standard
“Wow, this interior is nice!” noted editor DC. “Feels special; and six-cylinder models also score adaptive dampers that are
a big step up on the G70.” Top marks for cabin opulence, then, linked to a bump-detecting front-facing camera, but a lack of
and also for build quality and choice of materials. You won’t body control and pronounced pitching undermines the GV80’s
find softer leather, deeper carpets or tighter stitching in any dynamic polish. Not fitting petrol variants with fuel-saving
German. Throw in a roomy cabin, comfy seats, an electrically ‘stop-start’ technology and the absence of a hybrid version also
operated and adult-friendly third row (in mid- and top-spec hurt the GV80’s case against the Efficiency criterion.
versions), and a huge 14.5-inch centre touchscreen, and the
GV80 makes a very good first impression. In the end, the GV80 scored enough votes to finish at the
pointy end of the field, but not enough to progress into our
Value is another Genesis strength. No GV80 is what you’d Top 3. A COTY winner it isn’t, but a genuine and convincing
call affordable – the four-tier range kicks off at $90,600 for alternative to the luxury SUV establishment? Absolutely.
the rear-drive 2.5T and tops out at $108,600 for the flagship
ALEX INWOOD

82 whichcar.com.au/wheels

Despite adaptive dampers dFeeorsnlaizgzno
on six-cylinder models, GV80
“The GV80 has all the
prefers not to be pushed features you would expect at
outside its comfort zone this price point but execution

of the exterior detailing
lacks a level of refinement to

disrupt the establishment.
The exterior has imposing
road presence and while I
don’t mind the theme of the
front end, the execution feels

a bit raw and contrived.
The Interior is a better story
with an opulent and serene

ambience. Rich materials
abound in a very comfortable

environment, with only a
few touches of overt bling.
I rather like the blind-spot
feature in the Instrument
cluster screen which comes
on with indicator actuation,
even if this is standard on the
top-spec Sorento at $62K.”

@wheelsaustralia 83

CAR OF THE YEAR “Petrol front-driver lets its COTY
cause down somewhat”

ASH WESTERMAN

84 whichcar.com.au/wheels

Kia Sorento

EVOLUTION OF A MILESTONE SUV IN KIA’S RELENTLESS GROWTH

Variants tested S Diesel AWD, GT-Line 3.5 FWD As-tested prices $50,290DA, $62,685DA Warranty 7-year unlimited km

REGULAR READERS might recall that the previous Sorento glamour, two quite different Sorentos emerge.
was Kia’s ‘Datsun 1600’ moment. You know, that instant when The headline act is the AWD-only 2.2-litre four-cylinder turbo-
a fledgling brand finally comes of age, as Nissan did back with
1968’s iconic 510-series 1600. The opposite of jumping the shark. diesel (148kW/440Nm), which is now lighter, slightly gutsier
but significantly more efficient than before – chiefly due to the
Launched in 2015, the last Sorento scored Kia’s first Wheels adoption of a dual-clutch rather than torque-converter auto. The
comparison win, lured loads of new customers and elevated the latter is carried over in the V6 petrol; both offer eight speeds.
brand out of the bargain-bin status.
Though vibey at idle, the diesel’s refinement is impressive
So, how does the all-new fourth-gen version rate then? and its economy outstanding, yet with sufficient, flexible
Built on a bigger platform, the seven-seater Kia grows in performance once that slight initial turbo lag is overcome.
every direction, and also gains a wheelbase stretch for even
better family-friendly packaging, as well as greater cargo- In contrast, the front-drive-only 200kW/332Nm 3.5-litre V6
lugging capacity. All aboard! consumes 3.6L/100km more fuel (greater than Mazda’s CX-9 and
Visually, the cabin packs as big a punch as the striking Toyota Kluger), and that’s probably because it feels breathless
exterior styling, with its very Mercedes-like touchscreen dash, until you mash the throttle to the firewall, after which the
boasting stylised vents and pleasing attention to detail, to lend bigger-engined Kia really does pack a wallop. Although it’s
a premium ambience from the base S up. sometimes too much so for the scrabbling front tyres.
Even the cheapest variant features seven airbags (including
a segment-first front-row centre airbag to stop noggins from So, why no petrol AWD? Other markets score a 2.5-litre four-pot
knocking), AEB with pedestrian/cyclist detection, lane-keep in atmo (no, thanks) and turbo guises (yes, please!), but not Oz.
assist, blind-spot monitoring, rear cross-traffic alert, adaptive However, turbo hybrids (series and plug-in) are coming.
cruise, front/rear parking sensors, wireless Apple CarPlay,
Android Auto, dual Bluetooth connectivity, multiple USBs, a The Sorento has undergone Australian-road calibration,
full-sized spare and – of course – a seven-year warranty. resulting in a specific local tuning for its strut-front and double
However, while the Kia aced the latest ANCAP crash tests, the wishbone-rear suspension. Particularly over gravel, the levels of
rearmost occupants miss out on airbag protection. Back (row) security and control deserve credit.
lives matter too, you know!
The lavishly equipped GT-Line, meanwhile, threatens luxury But the COTY judges found that the V6 didn’t settle as easily
SUVs for opulence. Kia calls this its most “high-tech car ever”, through sudden direction changes as the diesel, with steering
achieving big strides in safety, communications, connectivity rack rattle further blighting the serenity.
and multimedia. Few can come close for useability, intuitiveness
and functionality. That all said, away from the showroom Overall, then, the Sorento is a showy, crowd-pleasing
evolution of its revolutionary predecessor, but is not as
consistent throughout the range as we’d hoped, requiring
some compromise. Spend enough, though, and you’ll have a
very fine seven-seater AWD diesel SUV.

BYRON MATHIOUDAKIS

ROUND
ONE

Large atmo petrol V6 driving dFeeorsnlaizgzno
only front wheels feels a bit of an
anachronism for this segment. “Steps up with a very industrial
Bring on the turbo-petrol hybrids design, and it’s evident in the

cues that it’s focussed on
the US market. The car has a
solid stance and an imposing
presence with the frowning
headlights and that distinctive
underbite in the front bumper.
The rear lamps have a bit of a
Cadillac SUV feel. The interior,
especially on the GT-Line, has

a retro-space-age flavour
about it; a bit fussy at times

but it comes across as a
competent, well-equipped

family hauler.”

@wheelsaustralia 85

Land Rover Defender

THE 4x4 FAITHFUL EXPECT, AND THIS TIME ENGLAND DELIVERS

Variant tested 110 P400 SE (294kW/550Nm 3.0-litre inline-6, petrol) As-tested price $116,116 Warranty 3-year 100,000km

CAR OF THE YEAR IN THE HISTORY of daunting tasks, reinventing the Land Rover crossover-style refinement and isolation. Additionally,
Defender is surely only just behind repainting the Sistine thoroughly modern engines – strident in six-cylinder petrol
Chapel’s ceiling and re-recording Abbey Road. form yet frugal enough if you go diesel – are as efficient as the
toughest legislation demands. Hybrids are also at the ready,
But the fact is, for fording rivers and climbing mountains, any should Australia ever wake up to itself.
number of 4x4s matched the curmudgeonly English off-roader
icon decades ago. Here, the challenge was recapturing the Most of all, however – and this is central to the new
essence of the old charmer, which ceased production in 2016 Defender’s success – is its innate appeal as a 21st Century SUV.
after 68 years. Yet looking back was not the way forward for the Aesthetically its presence is born out of proper functionality
new Defender, and for that, fans past, present and future ought – short overhangs, boxy proportions, clean surfacing. And the
to be grateful, because the outcome is a vehicle of astounding vast, airy interior architecture is just as fresh and invigorating,
and unexpected bandwidth. from the robust symmetry of the dash to the plethora of
unique, purpose-built amenities – including an optional front
Essentials first. Based on the D7 architecture as per the bench and beautiful rubber flooring.
existing Discovery, Range Rover and RR Sport, though actually
95 percent new, the new Defender employs an aluminium Conversely, shared with other Jaguar Land Rover models,
monocoque, double wishbones up front and an integral link the multimedia system is arguably one of the world’s best right
rear end. No separate chassis shenanigans here. now. Tech meets trad with rad results...

Land Rover reckons it’s never undertaken a more punishing But it isn’t all Rule Britannia.
durability testing regime. Larger than before, the short- Some of the COTY judges found the stability and traction
wheelbase 90 wears coils while air suspension of brow- control intervention to be too abrupt. Questions are raised
raising height adjustability is standard on the 110; 3500kg over early reliability and quality issues, too. And while never
towing capacity is possible, the roof can support 300kg and cheap, it now starts from nearly $80,000. Drill through mind-
extraordinary off-road prowess is promised thanks to permanent scrambling configurations and options, and you’re quickly
4WD, dual-range transmissions, centre differential, optional stretching well into six figures.
locking rear diffs, extreme approach/ramp-over/departure angles Such concerns ultimately hold the L663 back in our final
and ground clearances ranging from 216mm to 291mm. assessment, even though – given its capabilities and obvious
charm – the Land Rover Defender represents unique value
Nothing less would do. New Defender can shadow the old against rivals like the Toyota LandCruiser or the familiar
one, and then some, if you pick the right off-road options. parade of German luxury SUVs.
Which is a great feat for something not built like a truck. Credit where credit is due. Unfettered by retro design and
archaic engineering, the Defender goes from Blackadder to
But where it also shines are in the areas the old 4x4 couldn’t Bladerunner. Mission accomplished.
hope to succeed. Like proper safety tech, decent on-road
dynamics (the steering’s light but the handling, roadholding BYRON MATHIOUDAKIS
and ride comfort levels are remarkably civilised) and luxury

ROUND
ONE

Left: bluestone ride test failed
to ruffle Defender. “Show us ya
boulders!” its chassis demands

86 whichcar.com.au/wheels

“I didn’t fully get the Defender thing
until now. So much visual personality,

capablity and punch”

ALEX INWOOD

dFeeorsnlaizgzno

“I love the design of the Defender; it has a real
‘Product Design’ feel about it. A daunting challenge to
reinvent an old icon and very courageous to change
the flavour from farm-workhorse to luxury-utilitarian.

The basic body form is robust and linear but never
plain because of the clever detailing. The front and
rear graphics are also techno-cool with just enough
secondary detail to explore. The plastic chequer-plate
insert in the bonnet should have been aluminium. The
interior follows the same extruded sectioning, but

executed with a premium, yet technical feel.”

@wheelsaustralia 87

CAR OF THE YEAR Only small kids fit in the third row,
and they’ll need strong stomachs
to handle all that the $95K GLB 35
AMG can throw at them

“Fancy A-Class bits ’n’ bobs let down
by (obvious) penny-pinching stuff”

TIM ROBSON

dFeeorsnlaizgzno

“The boxy upright styling with softened edges does nothing for me but it still looks rich
and robust for its compact size. Similarly, the interior has all the usual cool infotainment
screens, turbine-style air vents and funky lighting, but the door-trims felt flimsy and some
of the hard plastics were disappointing. Also, the slender gear selector stalk feels fiddly and
underdone. Moreover, the third-row packaging is for kids only under a certain size which

makes it less versatile. Nonetheless, it will likely hit a sweet spot for some buyers.”

88 whichcar.com.au/wheels

ROUND
ONE

Mercedes-Benz GLB

COMPACT, QUIRKY AND UNCOMMONLY QUICK, BUT AT WHAT COST?

Variants tested 250 4MATIC, AMG 35 4MATIC As-tested prices $80,560, $96,285 Warranty 5-year unlimited km

ON THE FACE of it, the Mercedes GLB is an answer to a On the other hand, the squeaky trim and sub-par plastics
question nobody seems to have asked. undermine Mercedes’ reputation for quality. The same applies
to the base GLB 200’s Renault-sourced 1.3-litre four-pot turbo/
Yet, in some ways, the self-consciously dorky/ultra-cool front-drive powertrain, which Mercedes wouldn’t supply for
(please choose) SUV might just be the most convincing of all COTY assessment, but from past experience, also lacks the
the current crop of front-wheel-drive-based Benzes. finesse expected from a Benz.

Spun off the MFA2 architecture introduced by the Little wonder then that the GLB 250 4Matic is where
existing A-Class hatchback in 2018, the GLB is a tall-bodied, most of the buyers migrate up to. This is a searing, stirring
high-riding three-row premium SUV, with styling that performer, a rev-hungry 165kW/350Nm turbo 2.0-litre belter
references the massive full-sized GLS, with a hint of G-Class backed up by a slick auto, sharp handling and a hunkered-
Geländewagen attitude added in. down chassis that faithfully follows the driver’s command.

As the ‘B’ implies, the newcomer fits between two popular And if that’s not enough, the range-topping 225kW/400Nm
SUVs – the GLA crossover and the much-larger GLC. And GLB 35 AMG amplifies all that with dazzling ferocity, for
when you consider that the former is barely bigger than the knockout acceleration. Slightly unhinged, it relentlessly
hatch that begat it, Mercedes’ need for something heftier piles on speed, accompanied by a soaring soundtrack and
against Audi’s Q3 and the BMW X1 is obvious. genre-bending grip that lives up to the storied suffix applied
to that otherwise slightly sad-looking tail treatment. This is
Question answered, then. unfeasibly fiery without being frenetic.
Just to teach its compatriots a lesson, that nifty third row
also gives Stuttgart a lure with which to snag Land Rover Frustratingly, however, both the 250 and 35 AMG cost a lot
Discovery Sport buyers. of money, skirting $80K and $95K respectively with a couple
Thoughtful design defines the Benz’s packaging, with a of choice options. Then there’s the ride quality, which is fine
stretched wheelbase and long back doors for easier access in Comfort mode thanks to the standard adaptive dampers
to all rear seating. The tall roof liberates space inside, deep (except GLB 200), but in Sport mode it brings back that old
windows add light and vision and the middle row slides for bugbear of rattly cabin bits.
exceptional legroom. Note, however, that only passengers
under 170cm tall are recommended for row drei. When it’s If Mercedes is sick of hearing this criticism, then a back-to-
folded, the available cargo area is cavernous. back drive with cheaper crossovers – such as the Mazda CX-30
From the front seats forward, we’re talking pure A-Class, – reveals the extent of our dissatisfaction here.
down to the glitzy 10.25-inch touchscreen, ‘Hey Mercedes’
voice control, multi-configurable digital instruments, Still, the higher-spec GLBs might be the answer for well-
turbine-chic air vents and bags of storage. Similarly, all the heeled enthusiasts seeking an engaging, family-orientated,
expected safety kit is present. And there’s a decent amount urban-friendly SUV with a decent dollop of character to boot.
of gear included, too. Too uneven to progress further in COTY, but fun all the same.

BYRON MATHIOUDAKIS

@wheelsaustralia 89

CAR OF THE YEAR

2Round
THE PG HAS ALLOWED THE CREAM
TO RISE TO THE TOP, AND OUR
THREE FINALISTS ARE NOW PRIMED
TO HIT THE ROADS AROUND LORNE
ON VICTORIA’S SURF COAST

SUPPORTED BY

@wheelsaustralia 91

CAR OF THE YEAR J UST BECAUSE this year’s field of cars is fewer in in convoy to the small town of Deans Marsh, some 50km
number than in previous COTYs, it doesn’t mean south-west via a range of demanding rural roads. From
the job’s any easier – or any less heated when it our base at the local cafe, it’s a 24km drive down to Lorne
comes to discussion and debate. on the Deans Marsh road. It takes in long straights, tight
The field could consist of five or 25 contenders – it corners, bumpy roads and inclines, before turning around
doesn’t make a lick of difference. The processes of again. The turnaround point put the cars through a three-
elimination, honed over several decades, remains the same. point turn, on a hill. Then we head back. And repeat.

With every variant now tested by every judge, it’s time Two judges per car, assessing each grade, with driver-
to sit down in a private, quiet venue with an ample supply swaps half way and stops half way to take notes and
or water, caffeine and snacks, and begin the discussion discuss. Relentless repetition is the only way see how
process in the lead-up to the first round of voting. each model copes.

With judges primed for robust debate, a timer is useful Finally, to the four-up testing. To simulate urban
because journalists love the sound of their own voices, but traffic and road situations, a loop of several kilometres is
also an alarm is effective in diffusing argy-bargy – or, at undertaken, snaking in and out of the beautiful seaside
the very least, waking some of them up. town of Torquay during the busy holiday season.

After we divide the number of cars by the available With four judges per vehicle, sat in exactly the same
hours to set a time limit, we work alphabetically for position for each individual car, the goal to assess every
the sake of order, consistency, structure, recording aspect of travelling within such environments.
the discussion for posterity (and to jog our collective
memories when writing up each car). These include entry and egress, available space,
storage capabilities, cushion and backrest support, ride
Then we’re all handed a piece of paper, and – for this comfort, mechanical, wind, tyre and road noise intrusion/
year – we were asked to select a top five. Normally that isolation, audio quality, multimedia functionality, required
number is up to 10, but with a smaller field, five sufficed. conversation volume between front and rear occupants,
general cabin ambience, build, trim and material quality,
From that list, the three vehicles with the greatest driving vision and ease of parking.
number of votes go through to the road loops.
It’s a lot to remember and discuss, so notebooks and/
Easy. or recording devices are always at hand, and outside
The road loops are completed two-up. From Torquay, the interruptions are shunned.
three finalists – consisting of a multitude of grades – drive

Our loop takes in long straights, tight corners,
bumpy roads and inclines, before turning
around again to head back. And repeat

92 whichcar.com.au/wheels



CAR OF THE YEAR ROUND
TWO
FINALIST
BMW
4 Series

IF IT WASN’T FOR THAT
OUT-OF-NOWHERE GRILLE,
EVERYBODY WOULD BE TALKING
ABOUT HOW GOOD THE NEW G22

4 SERIES IS TO DRIVE

“BMW makes great engines,
and this is no exception –
responsive and premium”

ALEX INWOOD

94 whichcar.com.au/wheels

@wheelsaustralia 95

CAR OF THE YEAR T RY TELLING SOMEONE how good the new BMW unflappable smoothness quite like the one in the traction-
G22 4 Series Coupe is to drive – very much living packed, utterly rapid M440i.
up to old Ultimate Driving Machine tag-line – and
all they will want to talk about is the bloody grille. But either car encourages you to drive it – and rewards. And
It’s fair enough. Plastered to the front of when you’ve had enough, flick back into Comfort mode and
the new Bavarian two-door, the courageous, you’ve got a very relaxing sled to get you home, with good
vertiginous, Bugs Bunny intakes scream that BMW is chasing ride quality (surprisingly good in the adaptive damper-shod
a new customer with its 4 Series, and neither of them are M440i) and a beautifully appointed – and built – high-tech
likely you nor me. Yet find yourself behind the wheel and BMW interior. More than two-plus-two, the newly enlarged
you’ll discover the engineers haven’t forgotten us. Far from it. 4 Series is almost a proper four-seater, too, with plenty of
leather, space and amenities for the rear occupants. And
Attempting to nab what would only be BMW’s second COTY further aft of the rear bench, a decent-sized boot.
award (after the i3’s win in 2014), the three-tiered 4 Series
range fronted our testing with two variants: the entry-level For safety, it’s a big tick, too. No 4 Series has yet been
turbo 2.0-litre rear-drive 420i, packing 135kW/300Nm; and the hurled at any solid objects by ANCAP or NCAP, unlike the
big daddy 3.0-litre turbo straight-six M440i xDrive (all-wheel G20 3 Series, which has scored five stars in both. Fair to say
drive), with a somewhat more alluring 285kW/500Nm. it’d be the same outcome for the 4 Series which offers six
airbags (although rear passengers only get head protection),
Against the criteria, function is where the 4 Series AEB, adaptive cruise, lane-keep and reversing assist. And
excelled for the judges. It’s intended to be a statement- some of the most clever ESC and ABS of all the cars we tested.
making sporty coupe with grand touring ability, comfortable
or fun to drive, whatever your mood demands, and in that While the 4 Series nails its sports-touring coupe brief, and
regard, it was a big tick for both variants. The softer 420i on is plenty safe, it’s against the remaining criteria it falls short.
its standard passive dampers offers a more classic rear-drive For technology, the 4 Series has every gadget you could ever
sports experience, pitching and yawing on less tenacious want – including two 12.3-inch displays, for instruments and
tyres but in a pleasing way. And, enjoyably, with just enough infotainment, however it doesn’t really move the game forward
power to tax the chassis. in any particular way. For efficiency, the 420i claims a combined
5.6L/100km and the M440i 6.9L/100km, but that’s if you go
Where the 420i feels ‘lovely’, the grunt-packed M440i nowhere near the performance of your new sporty coupe.
xDrive is plain old mean. Cornering lower and flatter, on
firmer suspension and much stickier tyres, it’s a more serious The 4 Series also didn’t score highly for value. While it’s
and agile device, replacing relaxed cabin conversations with a all relative, $70,900 MSRP for the 420i is pretty steep for
tense quiet intermixed with roaring straight-six engine noise something with ‘just’ 135kW. And $116,900 MSRP is also a fair
and tyre squeal. BMW claims 285kW/500Nm from the 3.0-litre ask for the M440i, even if it could be considered a cheaper,
turbo B58 straight-six, but with a stated 0-100km/h time of more comfortable M4. Plainly, both represent luxury purchases
just 4.5sec (versus the 420i’s relatively sedate 7.5sec) they that would be a stretch if you asked the average Aussie punter.
must have measured against the fittest horses in all of Europe.
And few powertrains combine muscle, flexibility and buttery, Not that they’re likely to give much of a response; too busy
talking about a certain something else.

DYLAN CAMPBELL

Variants tested 420i Coupe, M440i xDrive Coupe As-tested prices $81,060, $122,000 Warranty 3-year unlimited km

Rear-drive 420i (pictured) is a neatly
balanced package, but the extra $45K
for the AWD 440i buys a massive hike

in performance and traction

96 whichcar.com.au/wheels

dFeeorsnlaizgzno

“Firstly, where is the Hofmeister kink in the C-pillar? That kind of brand design cue
is gold; I’d be loathed to relinquish it. Accordingly, the side view, while sleek

and elegant, now looks a little anonymous. Likewise, the interior is beautifully
executed but feels a bit sedan-like. Even the grunty M440i feels a lot more luxury
than sport, except for the sport steering wheel which has the girth of a bratwurst.

Oh, you asked about the grille? Hmmm…. I think it works better on an SUV.”

@wheelsaustralia 97