Mercedes-Benz ML350

Mercedes-Benz ML350.

Make

Mercedes-Benz

Model

ML350 BlueEfficiency

Price

From $99,900 (auto only)

Engine Size

3.5-litre petrol V6 225kW/370Nm

Emissions

208 g CO2/km

Fuel Consumption

8.9 L/100km

These days a turbo-diesel engine is almost a prerequisite in a large SUV. Mercedes-Benz calculates about 80 percent cent of sales of the new third generation M-class will be diesels.
Accounting for most of the rest will be the V6 3.5-litre ML350 BlueEfficiency, as it is the only model still petrol-fuelled apart from two V8s, the outrageous ML63 AMG V8 and the forthcoming ML500.

Price and equipment

The new M-Class kicks off with a new four-cylinder ML250 BlueTec diesel as its $81,400 entry point. It’s a sizeable step to the $99,900 ML350 BlueTec diesel and BlueEfficiency being tested here.

Then it’s a big leap to the $177,900 AMG, although the $119,900 ML500 will help plug the gap when it arrives.

Like its brethren, the BlueEfficiency - Blue is the German car industry’s buzzword for green technology - mates with Benz’s excellent seven-speed auto and comes standard with permanent all-wheel drive.

Compared to its predecessor, the ML350’s price has gone up about $10,000, but Benz claims that is covered by a host of new equipment.

Highlights include memory adjustment for the front seats and steering column, self-parking, leather upholstery, burr walnut trim, active bi-xenons, 20-inch alloys, sat-nav, CD/DVD, Bluetooth and media interface for iPod, USB and auxiliary audio (with cables).

All MLs get a five-star EuroNCAP rating and include nine airbags, stability control, the Pre-Safe crash anticipation system and a reversing camera. The 350 adds a pack that includes active cruise control, blind-spot assistance and active lane-keeping assist.

Under the bonnet

The ML’s V6 swaps from its predecessor’s 90 degree vee angle to 60 degrees for improved smoothness and gets third-generation direct fuel injection. There’s also a completely new intake and exhaust system.

As a result, output jumps from 200kW/350Nm to 225kW/370Nm while claimed fuel efficiency leaps from 11.5L/100km to 8.9L/100km.

That claimed improvement is aided by Benz’s sweet-shifting seven-speed auto, the swap to electronic power steering and the use of low-friction axles. However, the BE misses out on auto stop-start fitted to the diesels and the AMG.

On-test the ML delivered an average 12.8L/00km. Not bad for a 4.8m, 2130kg all-wheel-drive wagon, but certainly not as good as the figures the diesel equivalent (claimed fuel economy of 7.3L/100km) can achieve.

The petrol V6 delivers a crisp throttle response thanks to its natural aspiration, is undoubtedly smooth and has a rev limit beyond 6000rpm. But that’s not enough to hand it an advantage over the more frugal, torquier (620Nm) and equivalently-priced diesel V6.

How it drives

Our test car came fitted with the optional $6900 Sports package which included 21-inch wheels and air suspension rather than standard steel springs.

The air system damping adjusts automatically, or can be set to comfort or sports mode. The former varies through several stages from quite soft to a touch too disciplined, while the latter is fine on smooth surfaces but too jostling in the rough.

Electric power steering is incredibly light at parking pace and weighs up marginally from there.

The ML’s greatest asset is its refinement, with few unwanted noises seeping into the cabin. That helps make it a very relaxing cruise for city, country or freeway.

Off-road? We stuck to formed gravel roads where the “4Matic” all-wheel-drive system proved tractable. Dirt-road braking also revealed well-tuned stability control.

An off-road mode alters transmission, throttle and ABS characteristics, while start-off assist, hold and downhill speed regulation functions are also standard. Air suspension allows body height adjustment.

There’s also a $3500 off-road pack for those who want to really go exploring in the boonies.

Comfort and practicality

With real leather on the seats and Artico (artificial cow) stitched across the dashboard, the ML350 offers real luxury ambience. That’s backed up by deep and supportive front seats and the burr walnut trim. The only downer inside the US-built ML is the dull plastic trim in the centre stack. The instrument panel is also more basic than some of the elegant backlit dials that come in the likes of the E-class. The steering wheel has a profusion of controls and buttons on the front and no less than three stalks protruding from its column, including the gear shifter column on the right. You can find yourself in neutral instead of operating the blinkers! If you want to change gears manually there are paddles on the steering wheel, but the transmission will still over-ride.
The column shifter releases plenty of space in the centre console for storage and cupholders and that is backed up by a large centre-lidded bin and commodious door pockets. In the rear there is heaps of space for two adults to stretch out, three at a pinch. Storage is pretty good, and there are visible airconditioning vents.

The bench split-folds flat, expanding the luggage compartment from 690 to 2010 litres. The load floor is quite low and there are hooks and nets to aid the storage of smaller items. Under the floor is a space-saver spare tyre.

First drive: Audi RS5

 

The Audi RS5’s V8 spins so smoothly and so damned swiftly to its power peak of more than 8000rpm, it’s no surprise to learn that its creators have chosen not to boost the engine performance of the sports coupe during a mid-life massage.
A not inconsiderable 331kW of power with 430Nm of torque from the aurally dramatic, high-revving 4.2-litre was more than adequate, the engineers and marketers agreed.
Instead Audi has instead concentrated on some important engineering updates including electromechanical steering – a move that has transformed the way the RS5 feels from behind the wheel.

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In the world of luxury performance cars, power and fashion go hand in glove and, complementing the engineering tweaks, the RS5 gets more aggressive, contemporary styling front and rear which give the coupe a meaner on-road presence.
But best of all, Audi is now offering much more for $13,400 less. The updated RS5 is now a keen $161,900 (plus on-road costs), a price that reflects the extreme competitiveness of the luxury sports market in Australia. Audi’s German rivals have been enhancing the value of their products and so the Ingolstadt car-maker has been compelled to follow suit.
The RS5 Coupe has always been a good-looking, hugely competent, dynamically impressive and safe mode of very fast transport. Now it is even more satisfying with the bonus of improved value.
While the new electromechanical steering mightn’t sound like a terribly sexy subject it is the highlight of the mid-life spruce up, and a revelation after the oft-criticised steering of the earlier RS5s. Now the wheel is a precision instrument, lifting the RS5’s already impressive road manners thanks to a much more communicative and direct feel.
Additionally, the driver can quickly and simply dial-in preferences via Audi’s Drive Select, nominating steering, throttle and gearbox characteristics to suit either a lazy drive or more spirited progress.
In Dynamic mode, the steering firms up, the gearbox and accelerator pedal react like lightning, and the exhaust note becomes louder and more evocative. Even with the stability control system switched off, the RS5 ignores efforts to encourage it to get wilful, changing direction easily and without noticeable body roll and pitch.
Zero to 100km/h zooms up in 4.5 seconds – 0.1sec faster than before, due to the dual-clutch seven-speed S tronic gearbox’s swifter responses.  In Sport mode and using the paddle shifts, the gear changes are both instant and smooth, a neat trick. Top speed is electronically limited to 250km/h but, if you ask nicely, the kind Audi tech people will raise this to 280km/h.
Complementing the accelerative performance of the RS5 are the brakes with their huge internally vented rotors and stunning cornering grip and balance aided by lower and firmer suspension tune, fat low-profile rubber on new standard 10-spoke 19-inch alloys (or optional 20-inch wheels) and (like all RS models) the latest permanent all-wheel-drive system. The Quattro AWD system comes in the latest evolutionary stage with self-locking centre differential and torque vectoring.
A front carbon fibre-ceramic brake package is also available for those who like to do a little track work or who merely like the best of everything.
The new steering system brings another practical benefit: it contributed a saving of 0.3litres/100km to fuel efficiency, leaving the RS5 at an official average of 10.5L/100km, an impressive number for car of this type.
Most striking are new wedge-shaped xenon-plus headlights including narrower LED strips for daytime running illumination. Top corners of the single-frame grille are bevelled while sharper edge lines give the bonnet an even more sculpted look. LED taillights and the rear bumper have also been redesigned.
Inside, the updates continue; they include the leather-wrapped RS5 flat-bottomed sports steering wheel, redesigned controls, upgraded navigation and audio features including Bluetooth audio streaming, and Attention Assist, a feature which alerts the driver if they lose concentration.
Black trim throughout gets standard carbon inlays. Aluminium, piano finish or stainless-steel mesh are available optionally.
To allow enthusiast drivers to extract even more from the new RS5, two special Dynamic Sports packages are offered. Both include Sports Suspension Plus with Dynamic Ride Control, the wild Sports Exhaust system with blackened tail pipe trims and a choice of bigger 20-inch alloy wheels in two styles.  The price of each pack is $4990.
The updated RS5 completes the revisions across the complete range - the A5 Coupe, Sportback and Cabriolet were all comprehensively updated in May.
To date, 225 of the current RS5 have been sold since its launch in 2010. Audi holds about 50 orders for the upgraded model which is to be launched later this month.

Nuts and bolts

How much? $161,900 plus on road costs
Engine: 4.2-litre V8 FSI petrol
Transmission: 7-sp dual-clutch manual
Power:  331kW@8250rpm
Torque: 430Nm@4000-6000rpm
Weight:  1715kg
Consumption: 10.5L/100km

New car review: Peugeot 4008

French cars have traditionally been a little bit different, from their looks to the way they drive. Not any more, or not necessarily. In recent years the French brands have joined the trend of sharing major components - and, in some cases, entire vehicles - with rivals.
For Peugeot, the 4007 was the first leap into the (largely) unknown by sharing a car with Mitsubishi. The 4008 is take two; curiously this model is smaller than the 4007 but it has much bigger sales aspirations thanks to sharper, sub-$30,000 pricing.
Both cars share their mechanicals and various design elements with a Mitsubishi (the Outlander and ASX, respectively) but the 4008 has more visual differentiation from its donor car

 

Peugeot has done an admirable job of giving the 4007 a unique look, with more aggressive lights and a bold nose.

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Price and equipment

The 4008 kicks off at $28,990 (plus on-road and dealer costs) for a front-wheel-drive manual Active. An extra $2500 brings a CVT auto transmission, while a four-wheel-drive system adds a further $2000, making the Active auto 4WD a $33,490 proposition.

All come with seven airbags, stability control, cruise control, Bluetooth, USB, climate control airconditioning, rear parking sensors, reversing camera, rain-sensing wipers and tinted rear windows. There's also a 4WD-only Allure that's $38,490 and brings such things as electric front seats, xenon headlights, 18-inch wheels and leather inside.

It's difficult not to make comparisons with the Mitsubishi ASX, which is mechanically almost identical; a 4WD ASX starts at $1000 less and only misses out on the occasional feature, such as LED daytime running lights.

But the Mitsubishi gets a five-year warranty versus the Peugeot's three-year offering.

Despite the identical mechanicals the Peugeot also has longer service intervals - 20,000 kilometres versus Mitsubishi's 15,000 kilometres.

So for the first three years of servicing, the Mitsubishi will cost you $675 if you do less than 45,000 kilometres, or $900 if you do 60,000 kilometres. The Peugeot will cost you $990 for up to 60,000 kilometres.

Under the bonnet

A 2.0-litre four-cylinder makes an unremarkable 110kW of power; rev it hard and it accelerates respectably, although the engine gets raucous towards its 6500-rpm limit. Mid-rev flexibility isn't in abundance, either, meaning you'll need to rely on those higher revs up hills or for smarter acceleration.

The five-speed manual has some big gaps between the gears, something highlighted by the engine; the CVT auto is a better bet, constantly adjusting the gearing to the conditions and making for more relaxed progress.

The CVT takes a while to explore its upper rev limit, although there's a manual override that selects preset ratios for a more traditional auto feel.

Oddly, given its heritage with diesel engines, Peugeot Australia opted against the diesel engine available in the ASX, because it is not available with the automatic most SUV buyers want.

How it drives

Mitsubishi has tweaked the suspension but the reality is it's more Japanese runabout than surefooted European cruiser in the way it behaves. The high-riding body will lean through bends when pushed, although it's reasonably controlled.

Suspension has been stiffened compared with the Mitsubishi version, with the aim of sharpening responses. But the 4008 is the least Peugeot of any Peugeot in the way it drives.

Steering is OK but is prone to kickback if bumps are encountered mid-corner, while there's noticeable tyre roar as speeds increase. Grip levels are respectable, although our car was fitted with the optional 18-inch wheels.

While it's no luxury car, the ride is composed enough and does a decent job of disposing of surface imperfections.

Comfort and practicality

While the outside has undergone a styling transformation, the interior has had more of a warming over.

The dash design and layout are almost pure Mitsubishi, although red-lit instruments, additional chrome, some shiny black plastics and a Peugeot flavour to the trip computer (it displays ''see you'' when you turn the car off; perhaps ''au revoir'' would be more appropriate?) add a dash of flair.

For a compact SUV, seating space is surprisingly generous, although adults in the rear will still test the limits and three across the narrow back seat is a no-no for all but littlies.

The boot, too, has a high floor, which limits its carrying capacity, although a split-fold system and ski port cater for longer, bulkier items.

Storage up front is OK, too, with decent door pockets, a covered centre console (with sliding arm rest as a lid) and cupholders and compartments for smaller items.

First drive: Skoda Rapid

2013 Skoda Rapid.

The Skoda Rapid to be sold in Australia next year is a European made car, but its prime targets will be from the Asia-Pacific region – including the locally-made Holden Cruze.
It won’t be pitched as a Golf competitor, says Skoda Australia’s director, Matthew Wiesner, who says it will be going up against the likes of the Mazda3, Subaru Impreza and Toyota Corolla.
Despite the Rapid sharing some gear from siblings and other brands in the VW Group, Skoda hasn’t set out to create a Czech-flavoured Golfs or Jettas.

On pock-marked rural and city Slovakian roads not much better than ours, the Rapid couldn’t match the Golf dynamically but measured up well against potential rivals from this neighbourhood.

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Adjustable steering column and seat-height lever allows the driver to get comfortable.
The 90kW TSI petrol in upmarket Elegance form, was flexible and energetic, though a little strident above 5000 revs.

This variant also showed some inclination to push a little wide on tight turns.  Perhaps it was the extra weight of the DSG gearbox – some 50 kilos – which hurt its steering turn-in.
The twin-clutch DSG (with Sport mode), under constant improvement according to Skoda, was seemingly always in the appropriate gear, shifting cogs almost imperceptibly.  The steering, with 2.8 turns, lock to lock, didn’t rattle or jump over bumps.
Road noise was light though we may have to re-evaluate this on Australia’s coarser surfaces.

Brake pedal feel was reassuringly progressive and responsive.
Rearward vision was restricted by the high boot line, and parking sensors, which the test cars had, should be obligatory.
Drive’s pick of three models tested is the 77kW petrol TSI.  The engine isn’t as powerful as the 90kW version, but mated to the easy-shifting six-speed manual, it felt lively and not as thrashy in the upper reaches. Overall, this slightly lighter 77kW Rapid was more nimble and, ultimately more fun.

 

Gearing in all the Rapid versions is quite tall, helping account for the outstanding fuel economy. The two petrol engines, even the 1.2-litre four cylinder, are impressively flexible, accelerating away under light throttle from 1100 rpm.
Families will find a lot to like; driving enthusiasts won’t be lured away from the Golf.

Nuts and bolts
How much? Approx. $25,000 (unconfirmed)
Engine: 1.2-litre FSI petrol/1.4 FSI petrol/1.6 TDI diesel
Transmission: 6-sp manual/7-sp dual-clutch DSG
Power:  77kW/90kW/66kW
Torque: 175Nm/200Nm/230Nm
Weight:  1175kg/1236kg /not available for diesel
Consumption: 5.4/5.8/4.3L/100km

Diesel stormer

 

To some, the concept of a premium four-wheel-drive SUV with a high-performance engine and sporty dynamics is as strange as Malcolm Fraser running off with Lara Bingle.
But there is demand for these machines. Car makers are jumping into the genre. Mercedes-Benz (AMG M-Class) has done it, as have BMW (X6 M) and Range Rover (Sport).
The latest is Audi with the SQ5, a mid-size SUV based on the popular Q5, currently the best-selling model in its Australian catalogue.
It does 0 to 100km/h in 5.1 seconds - that's Porsche 911 pace - even though it's a diesel.

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The Audi SQ5 TDI will launch in Europe early next year with Australia getting the breakthrough sporty SUV soon after.
It's the first S model with a diesel engine in the history of Audi and the bi-turbo V6 is a bottler. Dynamically, too, the SQ5, with quattro permanent all-wheel-drive, appeases those who expect sharp steering, fluent direction changes, high grip and traction, and brakes that do their fine tasks with no loss of composure.
As with all S models, the SQ5 is offered with standard quattro all-wheel-drive and powerful engines, along with larger, bigger brakes, sportier suspensions, some subtle exterior body styling and carbon-fibre interior trims, setting it apart from the regular Q5 line-up.
(The Audi S models should not be confused with the Audi S Line variants, which feature leather trim, S Line badging, sports steering wheel and sports suspension, but a regular-issue engine.)
Boosted by two different-size turbochargers, the 3.0-litre TDI engine produces 230kW of power and delivers an impressive 650Nm of torque between 1450rpm and 2800rpm. With such a fat torque figure low in the rev range, it's not necessary to get the engine spinning near the red line of 5000rpm.
Driving the SQ5 is a revelation because it doesn't even sound like a diesel, except when chugging at low revs at walking pace. The bi-turbo V6 is intended for hard, sporty duties. The cylinder heads, camshafts and pistons have been adapted for high performance.
A sound actuator in the exhaust system gives the V6 TDI its attractive deep, sonorous sound.
Claimed performance figures confirm the SQ5's right to inhabit the premium-performance category. With a splendidly efficient eight-speed tiptronic transmission with paddle shifting, it is capable of accelerating its 1920-kilogram mass to a top speed of 250km/h. It's not as satisfying as a true high-performance sports sedan, but is still difficult to unsettle when pushed hard.
And it has the added benefit of SUV practicality.
Audi's standard Drive Select system gives the owner choices of a handful of modes offering different characteristics for the accelerator pedal, transmission shifts, and the new electromechanical power steering.
The driver can select the Dynamic mode if the roads promise some fun driving, or choose the Efficiency mode and chase good fuel economy via a less-responsive throttle and taller gears at lower revs.
The chassis is lowered 30 millimetres and it rides on standard 20-inch alloys, with the option of 21-inch wheels for those who put glamour ahead of a comfortable ride. The firmer sporty suspension admirably controls all that mass, a higher-than-normal centre of gravity and loads of torque. Even in swift changes of direction, body roll is not uncomfortable.
The electromechanical steering making its way into the Audi model line-up works beautifully in unison with the optional ADS, or Audi Dynamic Steering, system.
The indifferent steering and vibration over corrugations that marred past Audis are not present. The new set-up has a more direct feel and better weight.
For the performance available, the Audi delivers gratifying fuel economy. The SQ5 TDI's combined diesel consumption is only 7.2 litres per 100 kilometre on average - helped by the new efficient steering, energy-recovery systems and start-stop system.
The SQ5 looks the real deal, with a platinum grey single-frame radiator grille, roof spoiler and modified bumpers.
The side mirror housings have an aluminium look, while the daytime running lights at the front and quad exhaust pipes at the back complete the sporty look.
The electrically adjustable sport seats are trimmed in pearl nappa leather and Alcantara.
The full local specification and pricing are still to be settled, but Audi is expecting to sell the SQ5 in Australia priced below the $120,000 S4. Maybe even $10,000 below.