Discovery LR4

Land Rover, the traditionally rugged, royal-family-backed British brand doesn’t seem to need to prove its off-road supremacy any more. Uber-confident in the Discovery LR4's current chassis and mud-plugging tech, the latest addition to 2012’s stable follows the precedent set by Range Rover’s recent Ultimate Edition -- pushing the upmarket SUV further up than it’s ever been before. However, this most ultimate LR4 is not as costly as the $210,000 Ultimate Rangie (U.S. pricing not yet announced). And, sadly, this does mean having to do without the natural teak floor, champagne cabinet and twin headrest iPad docks. We rode with Land Rover’s latest high-rolling limited edition to see if the view from the raised summit is worth the financial hike.

PERFORMANCE What’s under the man-sized hood in the already well-appointed LR4 has been left well alone. But 2012’s Discovery LR4 has already received a well-executed massage from the guys in the green overalls, with Europe’s 3.0-liter SDV6 turbodiesel now packing more power (256 hp), plus improved efficiency and refinement facilitated by a silky eight-speed automatic transmission controlled by a Jaguar-style pop-up dial and paddle shifters. North America isn’t set to receive the new low-emission diesel or gearbox quite yet, and so the HSE Luxury Limited Edition takes the current sole option, a lusty 5.0-liter gas V8, featuring a ballsy 375 hp that’s mated to a six-speed auto transmission with CommandShift. As a stylish seven-seater tank that’ll take on any terrain, the Discovery LR4 is staggeringly refined when it comes to driving on the smooth black stuff. Sure, there’s still a little body roll, dictated largely by the ride’s colossal height and the laws of physics, but the big Brit’s pace is nonetheless impressive -- especially so in the mid-range with generous reserves of grunt available on demand.

DESIGN Discovering extra sophistication is the order of the day with the Discovery LR4 HSE Luxury, and in keeping with the rules of exclusivity, this special edition is of the limited kind -- although the exact numbers that will be made available in the showrooms this summer remain elusive. What makes this, as John Edwards (Land Rover’s global brand director) puts it, “probably the most luxurious specification yet offered on the Discovery LR4” isn’t abundantly clear at first glance, so we’ll break it down. Firstly, it’ll be available only in the dark-hued tones of either Santorini black, Orkney gray or Havana brown, which extends to the honeycomb mesh grille and door handles to specifically contrast the bright satin silver finish of the grille surround, full-length roof rails, fender vents, wing mirrors, hood and trunk scripts. Similarly bright 10-spoke, 20” rims and stainless-steel rear bumper tread plate complete the notably subtle external mods. Inside, you’re treated to extra swathes of premium Windsor leather, most noticeably on the fascia, door tops and heated steering wheel, while exclusive Arabica-toned leather seats boast bespoke contrast stitching to accent the posh dark veneer trim touches. Oh, and the carpets acquire an extra-deep shag pile that, although it wouldn’t go down very well on the farm, certainly would do with your woman. If you’ve ever needed a Range Rover to comfortably seat seven yet cost considerably less, then the exclusive Land Rover Discovery LR4 HSE Luxury Limited Edition is your ride.

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Toyota avensis review

today we at cars take a look at the Toyota avensis sedan and wagon brands, they have become a common sight on Kenyan roads thus demanding a review. Qualities : Reliability, D-4D engines, excellent build quality Defects : Steering lacks feedback, wind noise at speed, anonymous stylin Driving: Alterations to the British-built Avensis in 2006 saw the steering and suspension reworked. The modifications are intended to give the family car a sharper turn-in, and there's no doubt that the Avensis has much more lively handling. The steering still offers very little feedback, but drivers will have more fun than they did in the pre-facelift model. On long motorway trips, the Toyota settles into a relaxed cruise, gliding over rough surfaces with ease. Intrusive wind noise is the sole distraction at high speeds. 1.8-litre and 2.0-litre petrol versions are OK but the D-4D diesels are really impressive, particularly the range-topping T180. Using the engine from Lexus's IS 220d, this variant is smooth and refined throughout its rev range, and summons effortless acceleration. It's a shame the slack gearbox doesn't like to be rushed. Marketplace: It's not glamorous, striking or even particularly desirable, but the Avensis makes great celebrity transport. That's because it blends into the background like nothing else - if you want anonymity, the conservative family car won't disappoint. What it previously lacked was panache; the facelift added a dose of flair, though you'll be hard pushed to spot it externally. Restyled lights and grille, plus indicators in the wing mirrors, are the prime changes. Offered in saloon, hatchback or Tourer estate form, the Avensis range today is broad and, reflecting its popularity with fleets, focuses on the 2.0-litre and 2.2-litre D-4D turbodiesels. Owning: The Avensis's cabin still doesn't feel special, despite facelift changes. The centre console was tweaked but remains dull to look at, while the dour plastics are brilliantly well assembled, but do little to inspire. The seats remain too high as well, and rear space is nothing to shout about. Equipment levels are high and the stereos sound good, but that wind noise does spoil the quality feel at speed. Generous equipment levels, including standard (if basic) sat nav on many models, will keep occupants amused, while drivers will be pleased by the good fuel economy of nearly every variant. Insurance ratings are very low too, though Toyota does stick to 10,000-mile service intervals: most rivals have stretched pitstops. But retained values are OK and reliability has proven to be absolutely superb. Verdict..its not such bad car to own though not that different from the fielder and premio brands.

Volkswagen Passat Review

Today we review the VW PASSAT,common for kenyan roads... 2011 Volkswagen Passat 118TSI sedan, 1.8-litre petrol, seven-speed DSG. 2011 Volkswagen Passat 125TDI wagon, 2.0-litre diesel, six-speed DSG. Those familiar with the Super Bowl commercial will remember the new 2011 Volkswagen Passat as the ‘Baby Darth Vader car’. For those only informed on Kenyan matters then you will realize the passat is now the most common government official car popularized by presidential candidate and former finance minister Uhuru Kenyatta though they don't really use the anymore. But the refreshed premium mid-sizer from Germany is more about science than science fiction, with a number of new features making it safer, better equipped and more efficient than ever. Like many Volkswagen products, it occupies that slightly awkward space in the market in-between price points, and consequently has been outsold by most of those around it. The new Passat sits in the middle of the bargain-hunters and the badge snobs, with prices ranging from $38,990 to $57,990. The value equation of the V6 is now much more tempting, however. Although Volkswagen has dropped the R36 model from the line-up, the range-topping V6 FSI Highline inherits the engine from the outgoing R36, resulting in a significant boost in power and torque from 184kW/330Nm to 220kW/350Nm. Power and torque figures for the other engines remain unchanged. Despite this, every model is greener than before, with the standard fitment of brake energy recuperation the major factor behind the improvements. The 118kW/250Nm turbocharged four-cylinder 118TSI petrol model now uses 7.2 litres/100km on the combined cycle (7.5 for the wagon) – down from 7.7 and 7.8 respectively. Emissions are also tidier at 168 and 176g/km CO2. At 9.7 litres/100km (9.5 wagon), the V6 FSI Highline model is more efficient than both the old V6 Highline and the R36, which ranged between 10.0 and 10.7 litres/100km combined. The pick of the bunch for fuel-conscious shoppers is the TDI125 Highline. Powered by a 2.0-litre diesel engine with 125kW and 350Nm, both the sedan and wagon variants use just 5.7 litres/100km. The diesel Passat is now equipped with stop-start technology, which shuts down the engine when stopped in traffic and restarts it when you take your foot off the brake. The diesel’s shutdown and restart process is a little harsher than comparative petrol systems. Some find it a little unnerving and slow to react on take-off, and those people can deactivate it with a button near the gearstick. The diesel model itself is a brilliant all-rounder. It has more power than the TSI, the same torque as the V6 FSI and smashes them both for efficiency. The torque doesn’t come on in a massive surge but rather in a more comfortable, progressive fashion. There is some slight turbo lag when you stamp on the throttle, but drivers familiar with diesel cars won’t be disappointed, and it’s unlikely to be the deal-breaker for first-time diesel shoppers either. Both Highline models are equipped with a six-speed DSG (direct shift gearbox) while the 118TSI gets a seven-speed DSG. The six-speed didn’t miss a beat on our drive, while the seven-speed only hesitated once when shifting from first gear to second under solid acceleration. The DSG system was criticised early in its life for being indecisive, but avoiding the new Passat simply because of the transmission would be a big mistake. Volkswagen has also fitted a selectable Auto Hold function to stop the manual-style rolling that some automatic drivers find off-putting in dual-clutch vehicles. With many European vehicles today, the diesel model has become the standout in the range, but the 118TSI is a true alternative with plenty of punch and better than average fuel consumption. It accelerates from 0-100km/h just 0.1 seconds faster than the 125TDI – 8.5 seconds sedan, 8.7 wagon – but feels livelier and sounds sportier. Putting it into ‘S’ mode, you’ll find it hard to suppress a smile as the car revs 1000rpm more than you’re used to, making you feel like a bit of a racer without changing your driving style. The all-wheel drive V6 model has loads of family sports car potential. The sedan accelerates from 0-100km/h in just 5.5 seconds, making it just four-tenths slower than the dual-clutch Audi S4, which is more than double the price. The brake pedal feel isn’t typical touchy Volkswagen and is easier to drive smoothly. Like other new models in Volkswagen’s range, the Passat’s brakes are tremendously progressive and confidence inspiring. The ride is comfortable on average surfaces and you only start to get tossed around on coarse and bumpy sections of road. The steering has a light feel and keeps you busy in low-speed manoeuvres, but is extremely obedient and will go where you point it. Road noise is insignificant on freeways and only started to nag on C-grade roads around Victoria’s Mornington Peninsula. There was next to no wind noise from the side mirrors or A-pillars. The dimensions of the new Passat are almost identical to the old model, with a height increase of 20mm the most significant change. The Passat looks somewhat skinny on the road and this impacts on the cabin width. That said, you certainly don’t feel cramped with four occupants, and taller adults won’t be troubled riding in the back. The boot is cavernous. The sedan offers 565 litres (541 litres for the all-wheel drive V6), while the wagon provides 603 litres (588 litres) and 1731 litres (1716 litres) with the seats folded down. The sedan’s boot is not especially tall from floor to ceiling, although with a standard full-sized alloy spare it’s hard to be too critical. Comfort levels are great. The base model now gets leather upholstery, while the Highline models get a classier Nappa finish. Standard cabin features include tinted windows, dual-zone climate control, 6.5-inch colour touchscreen with six-stack in-dash CD changer, SD card slot, auxiliary jack, Bluetooth phone and audio streaming, iPod/USB/mini USB connectivity and eight speakers. The interior is classic Volkswagen – clean and effective. There are a few more hard plastic surfaces than you would expect, although they don’t really take away from the overall quality feel of the cabin. Safety is another strong point for the Passat, with eight airbags standard (dual front, side, curtain and rear side). Fatigue Detection is another new feature that analyses your driving style and gives warnings when your driving patterns show signs of tiredness. The exterior is conservative, although the medium segment is hardly overflowing with flamboyant designs. All models get plenty of chrome in the grille, window surrounds and lower body panels as well as daytime driving lights (LEDs optional). The 118TSI and 125TDI sit on 17-inch alloys while the V6 gets 18s. Over the 118TSI, the 125TDI Highline adds front fog lights, brushed aluminium interior inserts, chrome highlights and stainless steel scuff plates. The V6 FSI Highline scores a vehicle alarm, left and right dual exhaust pipes, Adaptive Chassis Control, folding exterior mirrors and 12-way adjustable front seats with three driver memory settings. Adaptive Cruise Control with Front Assist and City Electric Brake is both a mouthful and a $2000 option. The adaptive cruise setting allows you to maintain your favoured distance from the vehicle in front, while Front Assist and City EB decrease your chance of a nose-to-tail crash. The challenge for Volkswagen Australia will be convincing people to hit the middle ground between a Camry and a C-Class. If you’re in the market for a classy, composed and more than competent performer that will handle almost anything a family can throw at it while sipping less fuel than its similarly-priced competitors, the 2011 Volkswagen Passat is certainly worth a test drive

McLaren MP4-12C vs. Factory Five GTM

We deviate a little from our feature on cars suitable for kenyan roads to bring you this special feature on the new innovation by Mclaren motors.enjoy........... Ah, the McLaren MP4-12C. It's McLaren's first in-house road car since the legendary F1. And while the 12C is far less expensive than the F1, its base price is still $229,400. The car we drove tallied $270,690 and options can push the sticker beyond $300,000. For that, you get an undeniably exquisite machine constructed by the pedigreed craftsman of some of the world's best race cars. You get dihedral doors that open by sliding your hand along the bodywork. You get a twin-turbo, flat-plane-crank 3.8-liter V8 that howls out 592 horsepower and hurtles the car to 60 mph in about 3 seconds. And you get an ingenious suspension design that uses cross-linked hydraulic chambers in place of conventional shock absorbers, delivering both a shockingly supple ride and race-car roll control. In short, the MP4-12C is a lot of car for the money. But it's still a lot of money. So what do you do if you want top-tier supercar performance and dramatic mid-engine styling, but you only have $50,000 to spend? Enter the Factory Five GTM. With a 420 horsepower GM LS3 V8 propelling only 2,400 pounds, this is one of the few cars that would hound an MP4-12C on the track. (A 505-horsepower LS7 is also available, but frankly the LS3 seems pretty adequate.) You do have to be handy with a wrench, since the GTM is a component car. But GTM owner Gary Cheney has built 13 Factory Five cars, including three GTMs, and not only does he still have all his fingers, he insists that the building process is part of the fun. This particular GTM is set up for track duty, but it was surprisingly usable on the street, with deliciously communicative speed-sensitive power steering and Corvette Z06 brakes that are hugely overqualified for a 2,400 car. Plus, look at the thing. It just looks like it belongs in the supercar club. However, $50,000 is still a considerable sum. Wouldn't it be great if you could have a screaming-fast, reliable, exotic-looking mid-engine sports car for something more like $15,000? Without spoiling the ending, we have a solution for that, too.