Sunday, May 24, 2015

2015 Range Rover Sport Review!



Range Rovers are as common as hatchbacks where I live, they are literally stacked sideways at Mosman Toyota's used lot and that is not even a Rangey dealership. My neighbour recently parked a brand new 2015 Range Rover Sport 4.4TDV8 in his drive, a close friend acquired one and simultaneously one briefly came through where I work. Both also the 4.4TDV8 guise. This bombardment has spurred me to pen a review of the current model after my experiences as driver and passenger.

I for one am still struggling to come to terms with something so quintessentially British as Land Rover now being owned by India's Tata. That somehow diminishes the appeal for me (It is like Mercedes not being German anymore) although I was very excited to be around the entirely new vehicle....until I wasn't. To start, the new Sport resembles an engorged Evoque, which already looks terrible and also had significant design input from Posh Spice. No that is not a joke. The whole appeal of Range Rover, to me anyway, was the boxy brute look that only the G-class and Wrangler seem to be holding onto. The size is still present but it's now curvaceous and resembles Kim Kardashian and/or a Hippo.

The interior of the vehicle felt even less bespoke with it's neuvo minimalistic approach. No woodgrain or lavishly appointed veneers and utterly cheap plastic lower door cards. In the vehicles defence it's seats are superb and it's stereo is pretty amazing. The gearstick is somewhat confusing at first but everything else and all the failings of the Sport fade away when you pop it into drive, at least for a short time. The engine is magnificent and surging with torque figures, around 700nm. Fuel economy is around the 9litre per 100km mark. 250 kilowatts at the drivers disposal and fuel consumption that won't break the bank will see you drive this large (I want to say tank but it did not feel solid enough) soft roader with a heavy foot.



Why did I call it a soft roader you say? Because in my honest opinion it is. 22 inch wheels wrapped in very low profile tyres are to large to do any serious off road work even though the sensational terrain response system is equipped in the Sport, they would scuff and puncture with the greatest of ease (Where do you fit the winch, snorkel and bull bar?).They are also to large to be sporty! They are probably the reason why the ride is rather harsh and unforgiving as well. Body roll was very well removed to the Sports credit and the 8 speed ZF gearbox was magnificent in both High and Low range. I thought having so many speeds it would be constantly hunting but it has obviously been tweaked to perfection.



Australian roads are notoriously bad and when buying a Range Rover, one would expect to be cossetted and shielded from their undulations, potholes and choppiness, unfortunately my 24 year old Mercedes S class does twice the job at this than the new RR sport. I loved the previous generation sport, I loved it's weight, it's intimidating brick like stance and the update interior on it was delightful. This Sport is just to futuristic to be a Range Rover for my taste. Range Rover means stately and old worldly and not one ounce of that can be found here. Yes I know it is the Sport. The heft and bank vault feeling has gone though and the boot is actually smaller than the previous model and is not a signature RR clamshell design either, disappointingly.

If your going to buy something from the Land Rover group, buy the big daddy Range Rover, snap up an old stock Defender or buy the Discovery 4. Leave this concoction to itself and quietly chuckle at the people who did buy it. I hate to write such a negative review as the Sports engine and gearbox are stunning, it is just the ugly design and the ride that let it down for me. For circa AU$150-180K I can think of better alternatives. That is not to say I would not take one if it was given to me and be thrilled. I'd just trade it in for something else. Maybe a slightly used Big Brother RR.

(I managed to snap the interior shots on my mobile, it was pouring with rain though so the exterior shot is a generic press release photo belonging to JLG.)



Sunday, May 17, 2015

Audi Q7 V12 TDI Review!



I had the pleasure of encountering this rare beast last week and simply had to pen a review of it. The Q7 V12 TDI is the epitome of "A wolf in sheeps clothing". Most would think it another well heeled soccer mothers SUV....they would be oh so wrong. The heart of this vehicle is a sulphurous hell god wrangled into compliance by German engineers and strapped into a family SUV.



What this concoction results in is a Bahn-storming Panzer tank that can be as discreet as a Toyota Camry or as aggressive and intimidating on the highway as a Mercedes 600 Grosser charging behind you. The V12 TDI was a world first and adapted from Audi's Lemans TDI engine. It boasts a blistering 1000 newton meters of torque and being diesel returns staggering fuel economy of around 12-13L/100kms around town. When driving the Audi, I was sceptical as to wether the car would be an ally or try and consume me, I took it on a refuel run and it was clear that the car was in allegiance with me. The torque delivery is very linear and endless. Their is no power band as it is wholly encompassing and just wants to charge. Fortunately massive brakes reel it in with little drama, how many pistons the calibres on the cross drilled rotors contain....I do not know.



This vehicles clearly wants to consume other cars as if it had a furnace lurking beneath the enormous grill. Weighing only 300 kilos shy of 3 tonnes you would think such a large SUV would be unruly on the road but with so much power it was a breeze to drive, although it did keep me aware that is was a large car.



The queue's informing people as to what this vehicle is are a few subtle V12 badges on the side of the fenders and the tailgate. Other than these indicators it looks like most any other Q7 with an S-line package. If you recall about 10 years ago VW released it's Touareg V10TDI with accompanying advertisement of it towing a Boeing 747 Jet airliner to boast it's power and torque. This would be the replacement in my opinion.



Interior wise a few things set the V12 apart from it's run of the mill siblings. The fact that everything is wrapped in leather including the entire dash with accompanying carbon fibre inserts. A an audiophiles dream Bang and Olufsen sound system with gimmicky pop up tweeters, which sound superb, the metal speaker covers are a nice high finish too. Probably the largest panoramic sunroof I have ever seen surrounded by Alcantara headlining really finishes the cabin off. The media interface is beginning to look a little dated though as it first saw introduction in 2006.

 
 
 If you are after a vehicle for intimidation tactics, skirmishes or black ops, short of the JK Wrangler this would have to check the box. Picking the kids up from school in this however would seem a little ridiculous. The Q7 is about to be completely relaunched with a new model, this however is a better looking vehicle IMHO and does not apologise for it's size. With so few worldwide, I doubt I will ever encounter another of these, it was a pleasure.



Saturday, May 9, 2015

1994-1997 Jaguar XJ X300 Review!

 
 

The X300 series Jaguar XJ retained the classic profile of it's predecessor, the XJ40 of the late 80's and early 90's. A silhouette that is instantly recognisable as a classic Cat. The hunkered down stance with elongated hood and tailgate clearly resemble a Jaguar, crouched ready to pounce. Adorned with subtle lashings of bright work, optional pin stripes and finished off with the leaping Cat hood ornament, (Which they need to bring back) this car looks bespoke without being obnoxious or garish about it.



The interior follows suit and affords the occupants a wafting stateroom on wheels. A complimentary English Manor smell is included....free. The car makes an occasion of any situation and you will find yourself dressing to meet it's standards. Anything less than a sports jacket would look out of place here. Beautiful timber and numerous cattle hides really make it the place to be and the seats are in my top 5 most comfortable of all time (Just don't expect the clock to work).



The X300 XJ was actually the first vehicle built by Jaguar under Ford's ownership tenure. This is not something to scoff at because the company brought a much needed cash injection into Jaguars Castle Bromwich facilities. This included very advanced new robots and a significant step up in reliability and electronics. It is only if one really scrutinizes the X300 can any trace of Ford be found, some sections of the interior that are rarely used and somewhat hidden bare traces of the Blue Oval parts bin.

Believe it or not there was no 8 cylinder option in the X300 series, a slew of different inline 6's and a range topping V12 were the choices. Many people get the X300 and it's replacement the X308, which is almost identical, confused as the same car. It was the X308 that introduced the range of V8's from the end of 1997. I have had the privilege of driving the standard 3.2L I6 as pictured here and also an XJR which featured a potent 4.0 supercharged I6. Both cars used a 4 speed automatic, a German ZF unit on the 3.2 and a General motors unit on the XJR. Of course both were shifted through the infamous J-Gate shifter, something that I miss on the new Tata Jaguars.



Driving impressions were very different on both cars, I found the XJR staggeringly fast, c. 322 horsepower and a fantastic muffled supercharger whine dispatch with the 0-100kph run in around 5.5 seconds. That said, the 200 horses the 3.2 provided were better suited to this cars purpose, it really is a very nice torque-y little engine. The seats were far more comfortable than the firmer sports seats in the XJR and I guess common middle ground would be the naturally aspirated 4.0 I6. The ride is exceptional, noise reduction is good but impact terms are non existent, potholes become something entirely un-concerning.

Various trim lines existed for the model and even some special editions such as the Heritage pictured in this review. In ascending order of expense I believe it went XJ6, Sovereign, Sport, XJR, XJ12 and the Daimler badged Vanden Plas capping it off. Long wheel base variants were available too, queue the rear timber picnic tables!



When looking to buy these, believe it or not, the I6's were more trouble free than the later V8s that replaced them. Make sure the vehicles is accompanied with receipts and books and obviously check all the main functions are operable (A/C, heat, stereo, windows, wipers, etc..). Check the exhaust manifold and suspension components as well as timing tensioners. Rust can appear in gas filler cap, under rear windscreen and around the guards, although Australian examples should be free of it.

Leaving this car is something to regret, everything about driving or riding in one instantly makes a bad day all the better. Age does not diminish their curbside appeal and waxed up there is no reason a Valet won't put one on display, even around the age of 20.

It is little connotations of heritage constantly thrown at you that make this car special. Look down at the walnut wheel and the face of a Jaguar is embossed in the leather, snarling at you. look over the hood and it's leaping forward in chrome, glance about the cabin and although you probably don't own a library wing in your house the timber and leather make you wish you had one, and a pipe. Even the leather trunk close tab is colour matched leather. For the paltry sum these beasts change hands for in the year 2015, it is well worth owning and enjoying one.








Thursday, May 7, 2015

2007-2015 Jeep JK Wrangler Unlimited Review!





Standing almost alone in the fray of pretend SUV's saturating the market of today, the Jeep JK Wrangler soldiers on, an anachronism of sorts, carrying ever onwards in a world that has long since technologically passed it by. One of the last true "Body on Frame" hard-core trucks left in production.

It is this simplistic, tough and durable persona steeped in battle history that keeps this wonderful machine selling in record numbers. The Wranglers primary opposition the Land Rover defender has sung it's swan song and resided itself to the history books. The Jeep Wrangler continues to soldier on in one iteration or another, seducing consumers for its adventurous ownership prospects and dreams of wild exploration.

2007 saw the replacement of the wonderfully popular and ever reliable TJ Wrangler, with that un-killable 4.0 inline six we all came to love. The new Wrangler dubbed "The JK" was as much of a step into the 21st century that Chrysler group could muster for a blunt instrument of terrain destruction. What really wowed the world though was for the first time the addition of 4 doors, unleashing the Wrangler into a whole new market segment. Overlanding and family duties were now a realistic proposition and the JKU (U for unlimited, indicating the 4 door over the 2 door) has now been outselling the 2 door counterpart considerably.

I would however caution prospective buyers from buying any JK from the years 2007-2011 unless they are equipped with a Euro/Australian only 2.8 diesel. The standard 3.8 Litre V6 is an absolute piece of junk, not even worthy of anchoring a boat, along with that, the 4 speed automatic is too dated and the interior was more plastic than could be considered durable and borders on flimsy. There was a 6 speed manual which is still available that is very good though.

Enter Fiat groups take over of the Chrysler/Jeep/Dodge brand and Enter the 2012 complete refresh of the JK. This is where the Wrangler turns into a star. Not only was it given a complete interior refresh at the end of 2011 but for the 2012 model year was equipped with the utterly superb 3.6 Litre Pentastar V6 which was used across the brands line-up. This engine produces 285 horsepower, nearly 100hp more than the previous 3.8 and returns significantly better fuel economy. To cap it all off, a wonderfully durable 5 speed touch-shift automatic gearbox was thrown in too, courtesy of the old "Daimler-Benz" divorce. A gearbox that saw use in almost every single Mercedes-Benz from 1995-2004. Obviously being in the Wrangler it is significantly lower geared for off road manoeuvres and low speed torque delivery.

With the cosmetic and mechanical refreshments the Wrangler Unlimited in my honest opinion is utterly untouchable for the price range. There are two main trim levels to consider; Sport and Rubicon. The Sport is usually more than enough for everyone in terms of capability and makes mince meat of any situation. Should the consumer desire complete world dominion then the Rubicon trim offers uprated Dana 44 axels over the Dana 30 found in the Sport and includes the addition of two electronic locking differentials for even greater low range traction, as well as a disconnecting front sway bar for more front suspension/axel articulation.

If you want my recommendation, a Jeep Wrangler when first purchased is a blank canvass awaiting your creativity. Don't buy a Rubicon, buy the Sport and slowly as finances allow add your own enhancements and modifications from the worlds largest aftermarket parts catalogue. That way you can build it to suit your own requirements whilst not immediately parting with an additional 10 grand that separates the two trim lines. That said, there is one thing I can not stand and that is a bone stock Wrangler, even if you just add fog lights....do something to make it your own and personalise it.

Endemically ride quality and handling characteristics are not why one buys a Wrangler. Jeep does it's best job without compromising ground clearance or durability, although let's face it, the JK wallows like a hippo in corners and has a very firm straight line ride and can be somewhat twitchy at high speed. Fear not, I would implore all buyers to install a mild to heavy duty lift kit, subject to their terrain and ride requirements. A 2"-2.5" should be more than enough for most. The best would be the 2.5" AEV (American Expedition Vehicles) which comprises of Bilstein shock absorbers. The kit eliminates body roll and softens tarmac undulations superbly. Similar kit's of high calibre are Terraflex, Fox and Old Man Emu. I personally run a 3.5" AEV on my own JKU. The bonus of a lift kit aside from ride and handling qualities are a Jeep that is all the more imposing, capable and able to be shod with meatier tyres.

Overlanding or even interstate trips can be taxing in any vehicle, I recently completed a 17 hour jaunt in my lifted JKU on 35" tyres and clambered (Yes you will have to exert yourself getting in and out of a lifted Wrangler.....buy some aftermarket grab handles) down at the end of the journey not feeling too bad at all. Being built like a brick shithouse the Wrangler does tend to get very noisy over 115kph but comfortably sat on 110kph (The Australian standard speed limit on highways) all day long and returned me a wonderful 12L/100 kilometres on the highway and a very decent 15L/100 around town. Some may bawk at those figures......This is not a VW Jetta! For comparisons sake I know that the wonderful Landcruiser 100 series returns somewhere in the early 20s around town. Pay to play and that will be enough of that topic.

There is something very rewarding about how mechanical the Wrangler is, something innate that kindles an affection for the vehicle that consumers either understand or completely don't. Those who miss the point expect the Wrangler to act like their Subaru Forester trade-in and walk away bitterly disappointed (For those folks, see the Grand Cherokee...a superb vehicle in it's own right). The 4wd system is engaged by firmly pulling a manly lever into either high or low range, down from 2wd that the vehicle is usually driven in. On that note, do not move your Wrangler from rear wheel drive to 4wd without being situated in difficult terrain or climatic circumstance. The Wrangler can not be driven in 4wd on Tarmac unless it is seriously wet and even then only for a short period. The reason being for this is due to the open differential and the occurrence of "Binding" which will end up breaking the Jeep. Engage 4wd in the Snow, gravel, dirt, sand, mud or serious wet. No other occasion!

It is almost impossible to keep up with the number of special edition Wranglers FCA release, they are numerous from Call of Duty editions to military inspired ones, you can bet your bottom dollar there is a trim line for you .One trim level that slots between the Sport and the Rubicon that I forgot to mention is the "Overland" trim. Believe it or not this yields sumptuous leather heated seats, enlarged chrome wheels, matching colour hardtop and fender flares, a navigation system with hard drive for music storage and the absolutely free shameful looks from all other Wrangler owners that you bought the softy poser trim line. You won't be receiving the compulsory Wrangler wave in this.

If you can accommodate the numerous quirks of the Wrangler then you will appreciate all it's benefits, It is probably the only vehicle you could drive through a deep river and have factory installed drain plugs in the floor awaiting the inevitable. Driving it in the city as I do may seem illogical to some but it has become a sort of urban assault vehicle that I am very fond of. Medium strips and curbs pose no concern, nobody cuts you off and if their is no parking spaces....make your own. The driving position enables me to survey all that is before me, unhindered. The heft in slamming the doors is the closest feeling to solidity I can get short of a Mercedes G Wagen and when I get it down at the snow or on the fire trails, nothing can touch it. To cap it all off, it remains a 4 door convertible with a killer sound system for under 50 grand. Quirks be damned.

I drive many vehicles each week with my day job and this remains one of my favourite. I have had my JKU for two years now, I would be utterly bored with most vehicles after that length of time but not the Wrangler. This agricultural, antiquated and entirely unsophisticated vehicle should have no place in the automotive world, and yet it does and that is exactly why I love it and hope to keep it for many years to come. I fell in love with the Wrangler as a child when I saw Jurassic Park, my parents were kind enough to get me a red miniature electric ride on one in about 1993 and the vehicle in the photos above is the day I picked mine up. Still red. Below is how it looks as of this writing...with a little, ok a lot of help from the AEV parts catalogue. It is dubbed "The General".




















Tuesday, May 5, 2015

Mercedes Benz W140 S Class Review! 1992-1999











This may be considered a very bold statement in the automotive world but in my most sincere opinion, the Mercedes-Benz W140 S-class would have to be one of the best built, and most over-engineered vehicles of all time. When this barge of understated opulence went into final design stages in the late 1980's an unprecedented c. $1 Billion dollar development budget went with it. That figure is not adjusted for inflation either. That kind of money was utterly unheard of in vehicle development back then and still commands a jaw drop even by todays standards. What that princely sum yielded was a limousine so refined that even today, with the oldest examples pushing 24 years old, was a car that rode like no other before it and very few there-after.  Designed by Bruno Sacco it is clearly kin with the W124 and the previous generation W126.

The W140 S class was a significant departure from the coveted and supremely brilliant W126 S-class that ran from 1979-1991 and was to many the last true nut, bolt and wrench Mercedes. The enormous, engorged and boxy proportions of the W140 polarized opinions initially, as it was designed to really crack open the American and Japanese market for Benz and it exceeded in doing so with flying colours.

The car was built using early supercomputers and as a result is highly complicated with a plethora of wonderful features that also require vigilant upkeep lest cataclysmic vehicular failure overcome the vehicle. To begin, Mercedes being the forward thinking company it is, decided to use a biodegradable engine wiring harness. This had the tendency to disintegrate and is a costly repair, make sure it has been attended too. Post 1995 models should be cured. The model line-up received a minor facelift for 1995 which saw a minor headlight and grill adjustment as well as rear lights and the addition of a new 5 speed automatic box, as well as some minor interior refreshments such as dashboard buttons, wood grain selections and cup holders.

Debate is rife on the W140 forums wether the pre or post facelift cars are better. Obviously the 5 speed automatic is superior to the 4 speed but many are of the opinion that the earlier 1992-1994 cars have higher quality interior materials. I am inclined to agree since I own a 1992 300SE that is currently my rolling restoration project and seems better finished to some 1998 models I have come across, although they drive better.

Model line-up was originally 300SE, 420SE, 420SEL, 500SEL, 600SEL. After 1993 it was changed to S320, S420, S420L, S500, S500L, S600. 1995 also saw the introduction of an S280 promoting the 300SE/S320 to middle range.

Carrying on, the W140 is all about the ride, so much so that Maybach used components of the W140's frame and suspension right up to the end of the 57/62 model range. Speed is irrelevant when travelling in the W140, one can look upon the speedometer and receive a startling surprise or a hefty ticket, the vehicle travels on a different plain of speed to normal cars. This is the pinnacle of Autobahn cruisers. With such a heavy accelerator the vehicle becomes a little laborious in stop-start traffic and will eat through the brakes due to it's girth, fuel too. It was born for the open road and consumes miles unlike any other car.

On a personal note I have a love hate relationship with my W140, every time I drive it I lament leaving the throne of a driving seat but on the other hand the beastly car can consume an entire savings account every time it visits the mechanic. The double glazed glass windows (which under popular belief are not bulletproof.....maybe a .22) isolate the occupants completely. I work at a European prestige dealership and have yet to find a quieter ride even in newer S classes, although I am as yet to drive a W222.

The factory Bose stereo has 11 or 12 speakers including an amp, which is superb coupled with the Becker Mexico and the 10CD stacker. Mine is still operational although age is catching up with it and it has become somewhat crackly and emits a high pitched hum every time I turn it on. The air-conditioning blows a gale when called for but is another point to look out for on these vehicles. They have a temperamental evaporator core that has two metals that react to one another and corrode, only on some, leaving the climate control completely un-operational. To remedy this the entire dashboard needs to be removed which is 30 man hours of labour minimum. Make sure the car you are looking at blows cold air. Fortunately mine blows very cold but the heater does not work, this is most likely the blower regulator which is an easy job but worth checking nonetheless.

Accommodations within the W140 are cavernous and superlative, leather, wood trim and space abound. I believe it was the first car with electric thigh extension support too. Two large men can sit abreast of each other without coming close to touching, even with elbows out. The rear seat is just the same, affording backseat passengers with climate control and their own vanity mirrors too. The long wheelbase models even offered seat adjustment and rear seat lumbar. Speaking on the topic of lumbar the air bladders in most W140s are rotten with age and have leaked so lumbar does not operate, although it is not necessary as the seats are sumptuous.

The multi-link rear suspension can emit squeaks due to age but is most likely just a bushing drying out and can be temporarily hushed with silicone spray, it is this complex rear system that gives the W140 is stunning ride qualities. Timing Chains are pretty durable, if you can afford to have them done along with timing chain tensioners they are a good thing to do but it is not uncommon for them to last over 200k miles without a hitch. On a final point of mention for things to keep an eye for, the W140 was fitted with two pneumatic pumps, these operated the soft close doors and trunk along with the central locking and rear parking guides. They can be temperamental with age.

With the primary check list covered I feel I can stop lambasting the negatives of this wonderful piece of excess and really get to it's merits. Since the car was designed in the 80s, a time of unabashed flaunting of wealth when the 90s hit along with the release of the W140, an attitude had descended upon the world that the car no longer fit. As a result the W140s are becoming quiet a rare sight on the worlds roads today since under 500'000 including coupe's were ever built. In my estimates we can eradicate 3 quarters of those due to age, crashes and gangster mods which leaves our planet with staggeringly few left. Most congregated in Russia, Japan and America with a few in Australia and Europe. I feel I am doing the world a service just keeping mine in some semblance of operation, mild seal weeps be damned.

I really am struggling to find the words that can accurately describe driving or riding in the W140 because it is simply not comparable to any other vehicle. Butter melting slowly on a very warm saucepan, 1980's Cadillac without the wallow, analogies fall short. Being so corpulent one would think the W140 would be difficult to steer or manoeuvre in small spaces, they would be wrong. Mercedes built in a "Parameter Steering" system which gives the car the turning lock of a significantly smaller vehicle and the weightlessness of the steering taking away any semblance of effort. Yet the steering firms immediately when cornering. The only downfall is the incredibly heavy throttle can be difficult to modulate when reversing, this can also be slow to engage in most examples, particularly the 4 speed.

The W140 S class is at the very bottom of it's depreciation curve and represents the pinnacle of Benz ingenuity and engineering prowess, to an extent that we will probably never see again, due to the necessity to compete financially with other auto makers. I suggest picking up one of these old dame's if you can afford 1-2grand a year to keep them on the road. The V12 is brilliant and was the most powerful mainstream engine Mercedes had produced when released but is also the most temperamental and costly to maintain. The two V8's are superb and low maintenance and the Inline 6 is also brilliant, torque-y, somewhat efficient and very robust, it can reach exceedingly high miles if looked after but probably with a head gasket change. Whatever your choice, be prepared to experience one of the last true "Motor Cars". After you have driven in this, most other vehicles are simply transportation.

*Most pictures in my reviews are taken by me, those that are not my property are the property of their respective owners and I lay no claim to them.