AutoReview - Your guide to the NS auto market!

[Scalietti]

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AutoReview is an independant motoring publication based in Scalietti.

Completed Review Index
Forza Z8 - 14/03/2011
Evesa Murica vs Celsan Cirro vs RVC F6 Khalith - 16/03/2011
Monteluci Duca 3.2 BiTurbo vs. Forza E6 LX - 17/03/2011
Assoluto Sovrano vs. Montelusso Ferocce SS - 02/04/2011
Rochard Aventure 2.0L LXDi vs. VLT L5X CD 200 vs. Forza C4D L - 15/05/2011
Small car Megatest - 08/07/2011

Upcoming Reviews

Participating Companies
Automobili Assoluto(Monte della Vittoria)
Automobili Monteluci (Van Luxemburg)
Celsan Automotive LLC (Astholm)
Evesa Automotor (Costa Fiero)
Forza Automotive (Vitaphone Racing)
Hampton Motors (Vistania
MonteLusso Automotive (Monte Mare)
Perim Nealon Regal Group (Democratic Colonies
Poplarkerr Automobiles Inc.(Loonaterian)
Shaf Automotive (Jungastia)
Rhydia Vehicle Corporation(The City State Rhydin)
VLT Automotive Group (Van Luxemburg)

Individual Models
Auto Syndicate Konik (Soviet Haaregrad)

[Scalietti]

Forza Z8

For a brand with a history as rich as Forza, there lies a certain pedigree which every new model must live up to; a set of core values which every new model must hold dear in heart. Yet with this new model release from Forza, many will question whether the heart and soul from previous models even made it to the attention of the design team. You see, the new Z8 isn't just a simple model update; it's instead a monumental shift in the way that Forza approaches performance and the new Z8 can achieve things which other machines simply cannot. There is a moment when driving the Z8 that everything else simply looks and feels old-fashioned and obsolete. Once you become accustomed to this new machine, its personality and its techno-heavy structure it becomes utterly addictive.

We were thrown the keys to the base model of the range; the one we requested. Further upstream sits the Z8 R, powered by a twin turbocharged variant of the 4.8 Litre V8 which sits mere centimetres from the back of the driver. Cabrio models are also available, although true purists may scoff at these desecrations of one of the worlds greatest driving machines. The Z8 takes on a more luxurious appearence than the Z8 R, the cabin hasn't quite been stripped of anything too heavy and the abundance of leather and alumium point towards more luxury GT than hardcore hero. The similarities between the interior of the Z-Series and the front engined S-Series are crystal clear, yet the Z8 doesn't exactly do enough to distinguish itself as the hardcore variant from the drivers seat, until you turn the key that is.

To start the Z8, all you need to do is hold the suprisingly left light aluminium paddle in and push the Starter Button on the centre console. With a yelp, the V8 jumps to life and idles very smoothly for a car of this calibre. Pull the right lever to select first gear, just like in the old-style F1 sequential boxes, and the gear engages. Yet unlike most Double Clutch Transmissions, this movement is suprisingly smooth withouth the usual clunk or lurch. Infact even at slow speed driving around town, the manners of this car are superb. The new DCT behaves perfectly without so much as a slight jolt when changing up or down. Unlike the Z-Series gone by, this is one car that can be tamed for the urban cruise.

The steering of the car isn't what you would call light, yet still it seems out of place in a leauge of cars where one had to near wrestle with the wheel to get it to turn. It is, however, very fast. Sudden movements of the wheel could see you end up in a ditch and one must become accustomed to the speed of which the car changes direction at the slightest input. At first its quite unsettling, but over time you learn to adjust yourself to the new way of doing things. Delicacy appears to be the key when you are driving this car.

Performance is, and there is no other word to describe it, shocking. Ignore the fact this car has a 9000rpm redline, there is certainly enough power in the mid-range. Even from low engine speeds, the car shoots forward in one terrific rush of noise. The seven speed gearbox swaps cogs with such speed that it becomes impossible to tell when the car has shifted up or down. This combined leaves the driver with the feeling of one seamless and ballistic rush of acceleration that lasts until the car nudges into its top speed at 325km/h.

The electrical systems of the car are also amazing, the Z8 has more electronics than a fighter jet with the tactility of an iPod. Set the RaceCommand function to Sport and the and the differential, stability control and traction control systems work together flawlessly to keep the car in check. Push as hard as you like, bury the throttle to see what happens and the Z8 will respond with grip, grip and more grip. Traction on asphalt is simply superb. With the car set to Sport mode, the ride is quite firm and busy with the dampers on the firmer setting. But this is easily cured by knocking the car back to Low Grip mode or by flicking through the Command feature, a signature of Forza, to soften the suspension manually.



This all adds up to a driving experience which doesn't quite feel like any other. The Z8 encourages you to push your limits and boundaries right up until the last moment where it takes over and shows you how it ought to be done. You drive the car with neat inputs and rely on the myriad of electronics to transfer the immense 430kw to the ground without so much as a slip of tyre, you forget about the gearshift because it happens so quickly, its like it isn't there and you greatly admire the technical achievements which Forza have created. Driving the car on the track reveals the true character. With the RaceCommand in Race mode, the car lets you have plenty of freedom with the traction and stablility control. But even with the systems backed off, the car still has incredible traction and grip. I span only once and I could have sworn the LCD screen flashed 'Idiot' as the Z8 skidded into the gravel.

So what of the Z8? In some aspects, this could be the greatest car in the world. No other car deploys its fearsome potential to the road at all times. No other car in the world could be described as so technically excellent. The Z8 is one of the very few cars which could be accurately described as an all-rounder. While many cars fall over in suburban drives, the Z8 seems as flawless as a mid-sized sedan. Yet, in some aspects, the Z8 is a retrograde step from the previous car. The driving involvement the previous model offered is lacking noticabley and the seemingly pure driving experience is diluted by the countless electronical systems. You can drive the new Z8 everyday, but it just doesn't feel as special.

Regardless, there is no arguing with Forza's achievement. Forza have created hardware for heroes and software for mere mortals, packaged together with real flexibility and on-road manners. Forza's Z8 re-affirms its position at the top of the supercar tree. Its a rush, to put it simply, and thats exactly what supercars are all about.

Rating
9/10

For: Incredible performance, Mindblowing yet user-friendly technology, transmission
Against: Lacking involvement, steering too light, ride too firm

Thank you to Vitaphone Racing for all your help in completing this review

[Scalietti]

Celsan Cirro 2.4 SXT vs. Evesa Murica SE 2.5 vs RVC F6 Khalith

In the modern world, mid-size cars are proving to be a hit time and time again. Often, they are the choice for small families who don't quite fit into a small car but don't need the extra space of a large car or afford a large SUV. As has been proved time and time, there are many ways to go about building these cars; different countries bring their own different flavours to the market. Mid-size vehicles come in many, many different forms. Here, we gathered three mid-sizers that make up the intermediate pack; not quite cheap enough to be considered budget yet not quite priced against the upper-market comprised of Monteluci and Forza. Of the three, two are top-spec luxury models and one is second from the top, therefore it could be said we have gathered the more luxuriously equipped of their respective kinds.



The first vehicle is the Cirro 2.4 SXT, manufactured by Celsan Automotive from the nation of Astholm. The Cirro is the largest car of the three, slightly out-edging the F6 Khalith from RVC and considerably more spacious than the Murica. At a glance the Cirro seems to be out to impress the buyer looking for interior space and packaging more than anything. The Cirro also offers a much greater level of interior features; things like Satellite Navigation, Bluetooth and Reverse Parking sensors are just the tip of a long and impressive list of features. However the 2.4 Litre Engine isn't the largest here and nor is it the most powerful; the Cirro is strongly disadvantaged on paper to the other competitors engine wise.



The second is the Evesa Murica from Costa Fiero. The Murica takes on a different approach to the Cirro, being smaller and less interior focused. Despite being shorter than both the Khalith and the Cirro, the cleverly packaged Murica puts its space to good use and there are no immediate qualms about its smaller dimensions. The Murica isn't near as well stocked as the Cirro SXT and buyers must pay for many things the Cirro offers as standard. Satellite Navigation and Bluetooth cost $390 and $150 respectively while being stung $400 for Electronic Stability control seems both excessive and downright stupid on a car supposed to be for families although a Reversing Camera is standard.



The third car and final contender is the RVC F6 Khalith from The City State Rhydin. The F6 Khalith is also of the same dimensions as the Cirro, yet unlike the Cirro and Murica, space is tight all through the cabin. Despite being a full 10cm longer than the Murica, rear seat leg room is actually worse while front seat space is mediocre at best. Despite this, the trunk space is cavernous and they have even managed to fit a full-size spare in there. Maybe thats where all the room went. The Khalith doesn't offer extra options and all features are included as standard which is a strong argument for value, however the standard features list is still rather scant and while eclipsing the Murica, doesn't quite match up to the Cirro. Like the Murica, ESP was only an option which got no praise from us. The engine however, is the most powerful on test and the Khalith puts the others to shame in a straight line.

So, with a round one victory on paper arguably to the Cirro, it was time to take these cars out on the road to see how they handled the ups and downs of everyday life. The destination was downtown Schigera, the second largest city in Scalietti and one of immense urban sprawl. Suburbia stretched in a 70 km radius from the centre of the city and with a population:car ratio of 2:1. Mid-Sizers feature prominently in garages in Schigera which is why this became the perfect place to test this trio.

Easily the best riding car on test was the Murica. The soft and plush ride easily smoothed the bumps on the road and could even put the kids to sleep. Whether on the smooth tarmac on the streets or the rough gravel roads, the ride is certainly smooth enough to keep your rear in a world of comfort. The same can't be said for the levels of NVH; the poor tyres on the Murica mean the amount of noise penetrating the cabin on ideal tarmac is intrusive and on rough tarmac, near un-bearable. Luckily the superb audio system in the car can drown this out when you turn it up a bit, I wonder if the audio system was an after thought when the engineers heard what it was like to drive this car. The plush ride isn't exactly complimented by the slow-shifting automatic transmission. In town, the transmission responds with sluggish and somewhat dopey shifting and there is a seeming chasm between each shift. Although the engine is certainly adequate, getting away from the traffic lights doesn't feel quick due the long shift between first and second. The cheap plastics and budget interior feel don't help you see where the money is going either.



The Khalith is a bit on the firmer side but the ride is still great. The Khalith isn't as great at smoothing out undulations on the road as the Murica but the well adjusted suspension and compliant 16" tyres means most bumps aren't that noticable on the road. Like the Murica though, the peace is disturbed by tyre and engine noise. Although the 2.4 litre engine in the Khalith sounds great and goes hard, its just a little to eager to be heard, especially at idle and low speeds where it is much louder than the other two competitors. At speeds above 3000rpm, the cabin fills with a seeming roar which isn't a bad thing, but it isn't needed in every journey. Tyre noise isn't as bad as the Murica, but is still well below what should be standard. Getting off to a quick start in the city is easy in the Khalith; the transmission swaps gears well and the superb engine pulls very strongly. Interior in the Khalith is a highlight, easily the best looking and feeling of the trio. Leather quality is good, but the interior feels a bit too 'pipe and slippers' and isn't the kind of interior you would expect from a sporting vehicle.

The Cirro also offers a very smooth and compliant ride, however not so much as the Murica. The Cirro, however, controls itself much better in turns without the excess body roll as the Evesa. The interior of the Cirro is built to perfection with virtually no noise penetrating the cabin. The fit and finish of the cabin is also good and equipment is easy to access, but the whole package feels bland, boring and looks to belong to a car far cheaper, or one far older. Safety features is where the Cirro sets itself apart; the Cirro offers a far greater list than the other cars here. However the Cirro is underpowered in comparison to the rest and is much slower off the mark than other cars here. The maximum power of the Cirro is a reasonable 167bhp (124kw) but the engine doesn't have much chop at low or mid speeds which is the reason the Cirro takes near 11 seconds to accelerate to 100km/h. The Cirro was also the most expensive to run, consuming the most fuel on test.

After a cruise through the quiet suburban streets of Schigera, we pointed the roadshow to the coastal roads to carve up the scenic and picturesque landscape that is southern Scalietti. We were after some challenging roads which don't just test character, but reveal it. We wanted to see just how fun these cars could be.

I jumped into the F6 Khalith first and found that the firm ride, powerful engine, great transmission and spot-on steering teamed up to deliver an excellent all-round package. It's obvious the Khalith is the driver's pick of the three cars, fast out of corners and can hold a strong line in them, all the while giving real feedback to the driver behind the wheel. Body roll is minimal in the Khalith and the front-drive set up delivers decent grip and puts the power down reasonably well. Torque steer is a minor issue; put your foot down too much and the steering loads up like Rambo.

The Cirro was up next. Riding on the quiet coastal roads was much, well, quieter than the Khalith. Even at highway speeds the absense of tyre and engine noise is somewhat eerie after driving the other two cars. Bodyroll is much more noticable than the Khalith and the experience feels much more sterile; its obvious the Cirro isn't meant for drivers. Still, the Cirro's suspension delivers a pleasing ride on the broken and undulating surface on the country roads. Biggest problem is the engine; sporty driving in the Cirro just isn't possible because the engine isn't a willing participant. Poor mid-range grunt means poor acceleration and the Cirro can't match the other two in a foot-down stoush.

The Murica was last. If the Cirro came across as a car for owners and not drivers, the Murica amplified this even further. The plush ride certainly make the road seem smoother, yet the acres of body roll in the corners and the wandering front end proved the Murica wasn't designed for carving up country roads. Still, the steering feel was brilliant and the connection to the road was arguably the strongest here. The engine, in contrast to the Cirro, gave its all. The Murica couldn't match the Khalith but the eager and willing 2.5 did bring a bit of a smile to our faces. Pity the road noise is deafening; on the coarse chip bitumen surface, the noise from the tyres is far worse than simply 'intrusive'

Winding down the comparison, it was time to pick the winner. All three cars had both impressed us and left us a little disappointed at the same time. The Evesa Murica, while a cushy ride and a balanced handler wasn't the best value and nor was it the most refined. As the most expensive car here, judges couldn't help but wonder where all the money had gone. The Celsan Cirro was a compelling package of safety and features with a ride almost as plush as the Murica, yet was let down by it's poor engine and dull interior. The Khalith was an athlete in Lowes clothing, brilliant driver yet not offering much in the way of standard kit or any sporting hints. The Evesa, for all its strong points, isn't the winner today and falls behind the other contenders.

That leaves the Celsan and the RVC. I prefer to summarize them thus: If you want the best value with all the bells and whistles plus impeccable build quality and safety credentials, choose the Celsan Cirro and go home happy. Conversely, if you want an involving drive, great performance with a luxurious feel, the F6 Khalith is the only choice.

Evesa Murica: 6.5/10
Celsan Cirro: 7.5/10
RVC F6 Khalith: 7.5/10

[Scalietti]

Monteluci Duca 3.2 BiTurbo vs Forza E6 LX

It couldn't be a harder test for any car maker. The Monteluci Duca has long towered over its opponents to become the premium D-Segment car. The Duca, since its release in 2008, has dominated the market both in sales and reviews, no car has come close to matching its compelling all-round blend of dynamic ability, strong performance, clever technology and individualism that many buyers of this category will lust after. So if the Duca is the figurative Goliath, then where will we find our David? Nowhere else but from Forza with their newly refreshed E-Series. The previous generation E-Series was half a class behind the Monteluci and competed more squarely with cars like the Celsan Cirro and the VLT L5, but when Forza refreshed this model, they aimed it directly at the up-start from Monteluci. Together, these two vehicles are attempts from both companies to cater for the wants and needs of buyers; the need of practicality and comfort and the wants of performance and individualism. Yet depite their superficial similarities, these vehicles were found to be vastly different in practice than on paper.


Monteluci Dynamic Sketch

The sweet and svelte lines of the curvacious Monteluci Duca instantly grab the attention of passers by; make no mistake that this is a very pretty car. Air obviously loves the shape too, the Duca has a co-efficient of drag of just 0.27cd. The Duca isn't a large car by any standards though and is a much smaller car than its competitor here. But predictably, as a result of the cars small volume and the coupe-like exterior, interior space is compromised. The Duca has a much smaller boot than the E6 and rear-seat head room is severely constrained. Rear-seat legroom isn't too bad for a car of this size however, and there is plenty of storage in the rear seat. Most passengers in the Monteluci will, and certainly should, choose to sit up the front where they can get the best experience this car can offer. Even then, head room isn't great and nor is space in general but other comfort features soon drown out your whinging. This Duca comes fully loaded with a raft of interior goodies that cars below the Monteluci wouldn't even dream of. While things like Interior pre-heating and Adaptive cornering lights certainly are great features, others like self-closing doors seem quite, odd.



The Forza E6 takes on a different approach than the soft and sweet Duca with its 'lotsa chrome and big alloys" combination. The E6 also has a lot more lines and creases than the Duca, but the E-Series is also very pleasing to look at despite the contrasting appearence; certainly looking tougher and more modern than the Duca. The E-Series, compared to the Duca, is huge at 4752mm long. There are no qualms about interior space within the E-Series, the Forza can easily accommodate five adults with no issues with head or leg room at all. Packaging is also great, with plenty of storage space all round and a very large boot. Being the LX model of the range, the Forza comes fully loaded and features alot of the options that the Duca charges extra for as standard. Adaptive Cornering Lights (called Smartlight on the Forza) and Active Suspension all come standard. When you consider the fact the Forza E6 LX starts at $2,500 below the Duca, there can be no arguing that the Forza is certainly good value

The road test head off and we pointed the cars at the mountains to see if we could find any empty passes to carve up. The planned route would take us up through the Ferocco Alps, across the mountainous plateau to scenic Lake Madre and then descending down through the Corro Falls on the other side to the coastal roads outside Schigera. First off, it meant driving through downtown Modena where we could really appreciate how liveable these cars really are. Modena is a city notorious for congestion and traffic delays, just how long could we stand all this behind the wheel of this duo?


Manual car pictured; ours was fitted with the DCT

I started off in the Forza. On a hot and humid Modena day, I wasted no time in sliding into the soft leather cabin of the E6 and starting up the car's climate control unit. Ventilated Seats and Steering wheel, along with the cars superb airconditioning unit, quickly stopped the sweating and brought relief to my flustered body. Sliding the car into Drive, I peeled off after the Monteluci driven by the other half of the team and headed straight into the congestion which is Modena on a Friday afternoon. The interior is a highlight of the Forza; everything is easy to access, simple to use and displayed brlliantly. Material quality is also of a very high standard with soft touch plastics, brilliant leather and arguably the best woodgrain that I have ever seen in a car costing less than $100,000. Satellite Navigation is the best in class, no doubt about it. As weird trivia, the company who makes this system is also responsible for producing fighter jets. Nevertheless, the system is pure genious; excellent display and graphics, excellent user interface and excellent operating system. The Cruise Control of the Forza is a lesson in how it should be done, even a toddler could quickly master the brilliantly designed system. Likewise, even little things like the gauges of the car and the stereo controls are excellent. Pity then that the Forza's firm ride and jerkish double clutch transmission spoil the party. In 'Comfort' mode, the ride is too soft with too much front end wallow over undulations. In 'Dynamic' mode, the ride is too firm to be comfortable. In 'Sport,' well, its not for the city shall we say. The transmission must be in Comfort for the city drive, otherwise the shifts are just too ferocious.

Entertainment system from the Monteluci

Stopping at a service station for a refill - petrol for the cars, coffee for the testers - we swapped cars and rejoined the route. The interior of the Monteluci certainly has much more flair than the Forza which could be described as somewhat austere. Overall fit and finish of the car is also excellent; only very high quality materials made it into the Duca, no doubt about that. The leather used on the steering wheel and seats is absolutely superb, soft yet grippy and ventilated so it doesn't get sticky. Gauges are also given in their italian names, adding to the delightful character of this car. Its a pity then, that the interior is let down by other factors. In contrast the the Forza, the Satellite Navigation is baffling and very hard to work, one should expect to fiddle with this for atleast the first year of ownership before figuring out how to work it properly. Interior isn't ergonomic either: Whereas the Forza sacrificed flair for ergonomics, Monteluci did the opposite and one can expect to find buttons and switches in weird places. The lack of interior space really doesn't do the Duca justice either. The Duca has an advantage over the E6 in the city though, the Duca is much more liveable and the suspension doesn't suffer from the same issues as the E6. The ride was found to be supple yet without the lack of front end control in the Comfort setting, while the Safety setting proved too intrusive. Gearchanges are also smoother than the Forza, although it doesn't quite swap gears as quickly.

Having been relatively impressed with the performance of the duo through the city, we pulled in to the Schiavone Race Circuit just outside Modena to see how these to perform on the drag strip. The Monteluci was up first to record 0-100km/h times and quarter mile times. While the Duca was less more powerful, the Duca also had a 150kg weight advantage over the larger Forza which more than offset the power deficit. Without Launch Control and without the 4 wheel drive system which is offered as an option, we could only manage times in the low six-seconds to get to 100km/h, 6.1 seconds was our best time which was 0.4 seconds and 14.1 seconds over the quarter mile. Traction control did well of the line with the system keeping wheelspin in check. Despite these times being well below what Monteluci has listed, I am confident the Monteluci could have easily matched the listed times with the optional four wheel drive system.

The Forza was also rear-wheel-drive but unlike the Duca, Launch Control was an option which was fitted to this car. Launch Control in the Forza was very simple to activate; slot the car into Drive and hold the gear lever across the the right, then mash the throttle to the firewall. The engine keeps the revs pinned at 4000rpm while we wait for the green light. Then, release pressure on the gearlever and the car shoots forward, piece of cake. We didn't quite get the 5.6 seconds we were aiming for but 5.9 seconds is still a pretty quick time. The Forza also just beat the Monteluci through to 400 metres with a time of 14.0 seconds.



With the times logged, we again headed out on the open road to continue our journey. It wasn't soon before the smooth six-lane freeways gave way to much narrower roads which headed straight up through the mountains. Most sensible people stick to the freeway and drive around the Alps but it has long been known that motoring journalists are not sensible. Not bothering to change cars since the last stop, I stayed in the Forza for the first leg over the mountains. Here, the car from Medion really shone. The Forza's best feature is its engine, a 3.0 Litre Twin Turbocharged and Supercharged unit producing 255kw and 450nm of torque. On paper this sounds impressive but in practice, its even more so. The Forza's V6 is one of the most responsive engines in the world and has a torque band that runs for nearly the entire rev-range. At any speed to any other higher speed, the Forza just fires forward with a ferocity that seems out of place on a non-sports mid-sizer. To top this off, the engine keeps firing until it hits the redline of an abnormally high 7000rpm. The Double Clutch Transmission also began to make perfect sense, the gearbox working perfectly to keep the car in the right gear with shifts so fast, it was near impossible to tell when the car had shifted gear. The drivetrain in the Forza is world-class, there can be no questioning that. On the windy mountain roads, the Forza was a drivers delight, the taut suspension in Dynamic mode kept body control to a minimum, and completely removed it in Sport mode. Grip was sensational, no matter how sharp I turned in and no matter how much I buried the foot, the leigon of electronics and excellent tyres kept the car in check. Through the corners, the Forza carved lines the Monteluci couldn't match and fired out of the corners so fast, you could have sworn you were driving a much more powerful car.

Stopping off at Lake Madre, I swapped back into the Duca for the run down the other side. The Duca has long been regarded as a brilliant handling car and with sensational engines to match so you could say it had a lot to live up to. And it certainly did. The Duca's 3.2 Litre BiTurbo unit is an absolute sweetheart, a torquey performer with a brilliant soundtrack. Whereas the Forza uses a Twincharger set up for all round boost, the Monteluci uses a pair of Variable Geometry Turbochargers to give kick throughout the rev-range, and they certainly do. Peak torque is available at just 2100pm with 253kw of power available at 6200rpm. The Duca might not be as quick as the Forza, but the difference is so minimal it's easy to overlook. The 3.2 Litre certainly sounds good and goes hard, with plenty of power on tap at any engine speed. Power delivery is smooth and creamy, and at high RPM's the sound that fills the engine's cabin could be described as other worldly; the exhaust note is just that good. Transmission isn't as good as the one in the Forza though, but the six speed doesn't struggle with the task of moving all that power to the rear wheels. For a single clutch transmission, the Duca's gearbox swaps cogs with suprising speed. Don't expect lightning fast shift times like you will find in the Forza though. The Monteluci really is a driver delight on the road though. While the Forza deploys its technical know-how to make the driver feel like a superstar, the Monteluci makes the driver feel, well, just feel. The Monteluci doesn't corner as quickly or tightly as the Forza, but the steering wheel feel is just incredible. It is almost as if the car is talking to you, encouraging you to push your limits and boundaries. In terms of handling, the Monteluci is pure bliss.

Back to reality as we drove further into Schigera and coming to the task of picking the winner. But where did we start? Two cars so similar, yet so different at the same time. In one corner, the Forza with its brilliant drivetrain, ergonomic and well finished interior and thrusty engine. In the other corner, the Monteluci, also with a brilliant drivetrain and thrusty engine, but with an interior of more flare than the Forza, albeit much more confusing. The Forza was quicker through the corners, the Monteluci was more fun through the corners. The decision almost became impossible, but then we hit realisation.

It would be easy to say the Forza is the winner. The drivetrain is world-class, it's faster than the Monteluci, it's larger than the Monteluci, its cheaper and better equipped too. But at the end of the day, the people who buy these vehicles are individualists and are looking for an expression of character. The Forza E6 comes within a stone's throw of de-throning the Monteluci, but based on the core values of the market, the Monteluci retains it's crown.

Forza E6 LX: 8.5/10
For: Superb Drivetrain, Spacious and Ergonomic and Well built Interior, Price
Against: Ride around town too firm, DCT struggles day-to-day, lacks flair compared to the Duca

Monteluci Duca 3.2 Biturbo: 8.5/10
For: Excellent Engines and Handling, Interior Fit and Finish, Delightful Character
Against: Interior too cramped, Lack of value compared to Forza, Interior can be confusing

[Scalietti]

Assoluto Sovrano vs Montelusso Ferocce SS

In the world of the rich and famous, the inhabitants have long held an obsession with fast objects of desire. They want the fastest race horses, the fastest private jets, the fastest computers and of course, the fastest of cars. Not only do the rich insist on the fastest but also the most exclusive; you don't want the multi-millionare across the street from you dropping his kids off at school in the identical supercar now would you? With that in mind, we picked two similar cars from two similar companies both offering to cater for the needs of those who really do have everything else.



The first car off the boat is the Assoluto Sovrano from Monte della Vittoria. Assoluto has been in existance since 1945 and has produced a string of cars which previously filled the niche the new Sovrano is primed at now. Despite this, Assoluto hasn't been on the world's stage all that long with the small and exclusive brand recently starting an export program to find new customers abroad. Even from the first glimpse at the Sovrano, the initial feeling is one of excitement and anticipation; the car certainly does look that great. The specifications of the Sovrano are even more mind-boggling; Assoluto claims it will produce over 670kw of power which is simply staggering for a naturally aspirated engine. The engine itself is a seven litre V12, mid mounted of course, which spins to a limit of 8000 revolutions per minute. Assoluto claims a 0-100km/h sprint in a time of 2.5 seconds and a top speed of over 380km/h. With these figures, the Sovrano can be considered among the fastest cars in the world.

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The other car to enter this comparison is the Ferocce SS manufactured by Montelusso from the nation of Monte Mare. Monte Mare is a nation with a long history in producing rare and exotic cars and the name 'Monte Mare' has come to be synonomous with exotic super cars. But, like Assoluto, Montelusso hasn't been exporting its products for very long either. The Ferocce SS isn't the flagship model of Montelusso either, the hardened and stripped out Ferocce GT sits still upstream from the already ultra-expensive SS. The Ferocce isn't as pretty as the Sovrano though, the rear end is more 'booty-full' than beautiful and the SS looks somewhat awkward from the rear. Probably because of the size of the engine; there's a 6.7 Litre V12 nesteled in there somewhere. The Ferocce succeeds 300cc and 150bhp to the Sovrano, however the Ferocce weighs eighty kilograms less than the Assoluto which almost offets the deficit in power. The Ferocce also claims to be very fast; the 0-100km/h sprint demolished in 3.1 seconds and a top whack of 382km/h.



Squeezing into the cabin of the Sovrano is a little difficult; despite its respectable dimensions the Sovrano doesn't offer much in the way of interior space and the swoopy roof styling only aggravates the problem further. Taller occupants will struggle to get comfortable behind the wheel. The interior itself though, is well decorated with real leather and superb brushed aluminum although we didn't claim to be fans of the gauche wood that adorns the steering wheel. Despite being built to perfection and having the build quality of a bank vault, the interior didn't seem that special for a car worth over $800k. You're probably unlikely to notice at 300km/h though. Heated and Ottoman massage chairs are a nice feature and really do their part to make you feel like a King and a climate control system is fitted standard, but there is no GPS system. Around town, the Sovrano doesn't struggle as much as one would expect although it is no daily driver. The low front skirt means drivers should avoid speed bumps and gutters and the cabin is far too loud with the enourmous V12 engine making sure the driver is fully aware of it's presence; even at low RPM's.

Parking at a shopping mall, we switched cars so I could have a turn in the Montelusso. Parking posed a huge problem, neither car could successfully traverse the gutter leading in to the the shopping mall and we had to drive around to find another easier exit. If you were ever wondering about using either car for the shopping commute, we just gave you a definitive answer.

The Ferocce isn't as squeezy to get into as the Sovrano, entry and egress is much easier. The Ferocce's interior is also somewhat of a highlight, materials used are top notch with swaths of leather covering much of the car, splashings of brushed aluminum and even the liberal use of Carbonfibe and titanium. The centre console also mounts a touch screen which seemingly does everything akin to the Command system you find on Forzas. Everything from the radio to the climate is accessed by this screen but unlike Forzas, there are no shortcut switches to things you use the most mounted on the console. This isn't necessarily a huge strike against, but using the screen while driving can be a bit much. There aren't many clever features on the Ferocce, but fortunately you can find a GPS and the touch screen does double as video player if you ever get bored with your million dollar toy. The Ferocce is a real pain around town though due to its very touchy throttle. At a light press, the Ferocce will assume you want to cover as much ground as possible in the shortest time and will oblige by lurching forward with considerable pace, causing you to jump on the brakes to fend off any collision which may occur at any given time.

Stopping off at the Schiavone Race Circuirt to log some sprint times and set some hot laps, I stayed in the Montelusso to see how it performed over the 0-100km/h sprint. Schiavone was mercifully dry and had a track temperature of 22 degrees celsius which at least gave us some confidence that we were doing it in near perfect conditions; if we crashed the bill would be unforgiving.

Lining up the Ferocce on the drag strip, I slotted the car into first and held the car at 4000rpm, the lack of launch control on both models meant I had to be very careful. Lights Green! I released the brakes only to dissolve in a cloud of smoke. Right, too much throttle. Holding at 3000rpm. Lights Green! The Ferocce rips forward with shocking force, the huge V12 engine filling the cabin with its high-pitched scream, the rear tyres scrabbling for grip. 100km/h went past in 3.2 seconds I later found out, it didn't seem that long in the driver's seat. the Quarter mile disappeared in just over 11 and I ran out of strip before I could prove the top speed of the Ferocce. No real doubts that it could do it though.

The Sovrano was up next. At 900bhp, the Sovrano was even more powerful than the Ferocce and I fully expected to leave a large portion of the rear tyres on the asphalt over the next five or so minutes. At a very tentative 3000rpm, I managed to record a 2.9 second run, 0.4 seconds faster than claimed. I tried again at 3500rpm, only to break the rear tyres loose and skid forward. Over the next five or so runs at varying RPM, I still couldn't beat the 2.9 seconds that I set at 3000rpm. I can't figure out how the guys at Assoluto recorded 2.5 seconds, without a proper launch control system this car is uncontrolable.

Ripping up Schiavone proved great fun although we weren't as fast as what these power figures suggest, this duo aren't primed for the race track; both are too soft and don't have enough downforce at the rear. From the race track to the open road, carving back up to Lake Madre which has become somewhat of a regular stop over on our travels, the Ferocce still feels every bit as fast as it is. Appreciate that this car isn't a street legal circuit racer but instead a very expensive road car and you can truly discover the character of the Ferocce. Pains of driving it in the city quickly fall into the back of your mind as you jump down on the throttle through the twisty back roads of Scalietti. The dynamic ability of the Ferocce is perfectly capable of keeping the car on the track at high speeds on winding roads although we did discover that grip isn't infinte. Push the car in hard through the corner and it will hold the line well, but get on the gas too early and it will oversteer as the rear kicks out violently. Go too fast through the corner and the front will understeer and the fronts will lose grip altogether with a cacophony of squeals from the rubber. The engine is what makes it though, the 6.7 Litre V12 is a true gem; great sounding and hard going with plenty of flexibility throughout the rev range. Teamed with the superb six-speed gearbox, you can always enough torque to send you forwards with enough force to relocate your internal organs. Driver involvement is top notch, with excellent steering feedback and superb body control despite the soft set up.

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I'll admit I wasn't looking forward to leaving the Ferocce after having so much fun on the first leg to Lake Madre, but the Sovrano seemed like an equal compromise. Like the Ferocce, the Sovrano isn't a race car and is far better suited to back roads like these than the racing circuit. The massive 7.0 litre V12 engine immediately grabs your attention from the moment you press the accelerator, both auditorily as it fills the cabin with the sound of heaven, and physically as it propels you towards the horizon at a simply shocking rate. The slick gearbox also works well, swapping cogs with seamless ability and keeping the engine at its peak. You could get used to the addictive thrust of the engine and keep going all day, but inevitably you will be faced by a corner. This only makes things better. The fabulous breaks on the Sovrano shed speed like a buffalo shot in mid-stride, the turn-in is pin sharp and you can't wait to step on the throttle out of the corner. But step gently, too much will see you spin. 900bhp is a LOT for a road-going car. Like the Ferocce, the Sovrano isn't exactly the hardest of cars but body-roll is well controlled and there is ample grip, probably thanks to those huge tyres.

Wrapping up, both of these cars proved to be stunning driving machines on the open road and conversely the most annoying through the city. But that hardly matters, buyers of these sorts of cars aren't exactly looking for something to load up with kids and do a shopping run. We couldn't help but compare these two cars to the Forza Z8 which we tested a few weeks earier. Sure, the Z8 was slower, more common, less impressive and probably wouldn't even be considered by buyers in this expensive class such is the vast price difference, but in many areas the Forza was superior. You could drive it, well, anywhere in stark contrast to these two which were only really good at blasting up the winding roads on back highways. And anyone could drive the Z8 to it's potential due to its incredible technology, only a true professional or someone incredibly brave could wring the necks of these two cars with their immense power and unforgiving nature.

But that precisely is what makes these two cars great and worth their price premium over the rest of the field. They are the very dictionary definition of exclusive, few can afford them and even fewer can buy them. In a class of car where people want to stand out and express their individuality, Montelusso and Assoluto nail the status quo.

Forced to pick between the two, the choice is rather easy. The Sovrano is a truly incredible machine, but it can be downright scary sometimes and isn't as special as what it could be, particularly the interior. It's easier to see where the money is going in the Ferocce despite value not being a deciding factor in cars of this price range, and the Ferocce is a much more enjoyable drive on the roads which define the class it now finds itself on top of.

MonteLusso Ferocce SS: 8/10
For: Stunning craftsmanship, sensational engine, brilliant handling
Against: Lack of downforce when pushed, too soft, undriveable in the city

Assoluto Sovrano: 7.5/10
For: Immense power from that incredible engine, excellent steering feedback, top-notch build quality
Against: Interior not that special, Soft suspension, cramped interior, lack of value compared to Ferocce

[Scalietti]

Rochard Aventure 2.0 EcoSmart vs. VLT L5X CD 200 vs Forza C4D L

Soft-roaders have long held a reputation for being the cars for commuters and not for drivers, merely modes of transportation for the many millions of chic mothers who wanted do drop their kind off at school, stop off at the day spa and collect the groceries on the way home. The soft-roader became less and less like the off-road utility vehicles they spawned from to define the term suburban utility vehicle. This time to find the gilly of the soft-roader market, we took a newcomer, a refreshed model and an established legend to find out exactly what the family-oriented man or woman really wants.

The first vehicle on test is the Rochard Aventure; the new-comer to the class, originating from the land of Valcluse. Despite Rochard being in existence for a relatively long time, the brand has only recently expanded it's horizons to import to more global markets. Rochard might be a brand without any current global identity, but make no mistake that Rochard is capable of producing a quality automobile, as we were about to find out.
Our Aventure for the test was the top of the range 2.0L LXDi with a sticker price of $32,200 and coming standard with a raft of options to create a tempting bottom line. However, the Aventure is dimensionally the smallest vehicle on test despite having a simply enourmous weight of 1910 kilograms (a whopping 200 kilos heavier than other vehicles on test!) which then translates into lesser interior space. Although you couldn't say the Aventure is cramped, you can appreciate that it is smaller than the L5X and significantly smaller than the bulky Forza which is more accurately sized against larger SUV's. On paper, the 2.0L Rochard engine is also the least powerful here and when you team that with by far and away the heaviest weight, performance isn't expected to be strong.



The next vehicle on test is the VLT L5X, and although the L5X is a new nameplate, this level of model has in fact been around for a while (remember the VLT L9?). VLT provided us with a mid-level L5X dubbed the CD 200. The CD 200 is the most powerful vehicle here, despite all engines displacing exactly two metric litres, and is also the lightest which does give it an 'on-paper' advantage. The L5X, although no information on dimensions is listed in the brochure, slots in between the Forza C-Series and the Rochard Aventure for size and interior space which does make it adequately roomy inside without being too much of a pain to maneuvre in tight city spaces. The L5X also comes with a very impressive list of standard features including some very clever items which other automotive companies really should think about. You do seem to pay for these extra touches though, the VLT costs around $2,000 more than the Aventure at a still reasonable $34,100.

The last vehicle on the test is the Forza C-Series. Far and away more expensive than the other cars on test, the Forza is here more as a benchmark vehicle than a competitor. And rightly so: when the Forza C-Series was released many generations ago, it stood to prove that SUV's could be made handle like cars and not like trucks. In many ways the original Forza C-Series was part of that generation which spawned the soft-roader trend today, newer iterations of the name plate simply polish the breed. Being a luxury car brand, the C-Series is pitched above both the Aventure and the L5X therefore it is more expensive at $38,000 and does come standard with equipment which the other competitors simply don't offer. The C-Series is much larger than the other vehicles on test too, being similarly sized to the BMW X5 rather than the BMW X3.

So, can the crowned king of the soft roader market keep his throne? Or will the two princes see the Forza evicted?

I planned the test to take part over three days. Three school days that was. Politely telling my spouse to leave town for a few days, I gallantly made an offer that I would take care of all the running around after the kids for this week. Curiously, I didn't have to offer twice. Perhaps I got short changed? The test would be relatively simple and effective, I would play the role of soccer mom and find out for myself just how suited these cars are to the routines of urban life.

I slotted the Aventure into my narrow driveway late on Sunday night, ready for it's Monday assignments. Let it be said that the Xenon headlights on the Aventure perfectly lit up the front of my house with their brilliant blue light, disturbing the occupants. Point one to the Rochard. Loading up the kids for the school run, it wasn't long before I realized the meagre dimensions of the Rochard did translate into relatively small interior space. By the time I'd inserted three children with school packs, tetris style, into the interior of the Aventure there wasn't much room left. Fortunately, the many features of the Aventure kept their small minds occupied as I went about my duty. Unfortunately for me, the audio system in the Aventure is excellent, much too excellent, and I was forced to indure twenty minutes of pop-culture at the hands of my children.


Dumping them at school, I set out to implore about the handling and ride of the Aventure through the suburbs. Thanks to 20" wheels and a dud suspension tune, if you drive over a penny you can feel it. If you drive over a pot hole, you'll be clutching your rear for weeks. I'm not quite sure what Rochard were thinking when they gave the Aventure the suspension tune it has, far too out of place for a soft-roader and seemingly better suited to some kind of go-kart. The 20" tyres make for a lot of road noise as well which does detract from the stunning build quality of the cabin. This is one thing Rochard has done very well, the cabin of the Aventure is simply stunning. Materials and switchgear are top notch with real attention to detail paid to even the most trivial of things. Things like Tri-zone climate control and the in-car DVD system are great touches on a car which spends a lot of time with the family.

Taking the Aventure on the highway, I wasn't quite sure of what to expect. Not much anyway. Sadly I was right. The enourmous weight of the heavy car and the only meagre power of the 2.0 Litre diesel conspire to ruin performance and hamper economy. The Aventure has 30kw less than both the Forza and the VLT with a staggering 150nm deficit to the Forza and a near 200nm deficit to the VLT. The Aventure is one seriously underpowered car and I was overtaken frequently. The automatic transmission was smooth shifting, but still couldn't hope to offset the lack of torque which the Aventure experienced.

Next day was VLT day. Piling the kids into the VLT was easier than the Rochard, mainly because of the extra space. Several of the children insisted on climbing over the center seat into the two rear seats, kids seem to dig that seven seat thing. The VLT is the only seven seat vehicle on test which does make it appealing to larger families. Forza offers a seven seat option, but not on the C4D, and Rochard gives no information. The cleverly packaged VLT certainly was a hit with me, I was able to load it up with all kinds of stuff. Both sets ofrear seats fold completely flat to the floor, allowing room for a pony. The VLT wasn't a huge hit with the kids though: "It's ugly" muttered my eldest. Maybe she's right, the L5X does have a somewhat polarizing front end.



But the VLT proves it's whats on the inside that counts, and the typical VLT interior quality surely does impress. The VLT doesn't quite match the Rochard nor the Forza for interior quality and some of the materials do betray VLT's pedigree, but the ergonomic and practical interior will almost certainly be a hit with many families. Like the Rochard though, the VLT's suspension is far too hard. Even on smooth roads, any undulation can be felt by any of the occupants. While this can be overlooked in a sports car, it is unacceptable for a car of this calibre. Likewise, this will hamper the L5X's offroad ability despite the fancy gizmos it offers for those who venture off the beaten track.

The highway though is really where the VLT shines. The engine of the L5X is far superior to that of the Rochard and possibly better than that of the Forza. Unlike the other engines, the 2.0 Litre diesel in the L5X uses a supercharger and not a turbocharger for aspiration. This medium boost unit makes the CD 200 a very flexible and smooth performer with bags of torque available all round at any speed. The L5X can easily keep up with highway traffic and has no problems accelerating or overtaking. Economy too is excellent. The CD 200 is a truly great engine, and a great engine for a soft-roader.

Finally came the Forza. As soon as I parked the striking looking C4D in my driveway, it immediately attracted attention from the youngins'. Make no mistake, the C-Series looks unlike any SUV that you have ever seen, with it's bulbous windshield, low cut front end and curvy rear. If anything, at least the Forza looks like it deserves it's price premium. The shape is also great for drag too, I'm told. The C-Series has, without a doubt, the most aerobic interior that I have ever seen. The rear seat slides, folds and flip-flops all over the joint with cargo nets, cargo belts and dividers all strategically placed in the boot of the car. There is no way my shopping will roll around on the floor today, nosiree. Predictably, the Forza is also the most spacious on test but that comes at a cost to dimensions and slotting the Forza into a parking space can be challenging.



Interior quality though is where the Forza really shines. Materials and switchgear in the Forza is utterly world class with sobering quality that reeks efficiency. Road noise and engine noise disappears in the eeriely quiet Forza while every touch of the smooth yet grippy A-Grade leather can bring a shiver down your spine. Match that with the extensive equipment list and the intuitive Command system and you have the best interior package on test. Which you would expect at $38,000 mind you. Unlike the others, the ride of the Forza is smooth, soft and above all, adjustable. The Forza is also the only serious off-roader here and predictably, Forza provides technology to further justify the C4D's off-road credentials.

The Forza is powered by a 2.0 Litre Diesel with a single variable geometry turbochager. Although the diesel engine isn't what you would call eager and responsive, the 2.0 Litre C4D doesn't feel underpowered or unresponsive and is a very torquey and quiet performer. But in a strike against the Forza, the engine is no better than the one found in the far cheaper L5X. Forza's transmission though is super-smooth shifting and is barely noticeable as it goes about it's business.

So which car was the best? It is difficult to look past the Forza in almost every aspect except one, the price. As expected by us and expected by all, the Forza C4D proves that it is the best car on test and justifies it's hefty entry fee. The Forza proves that polite handling, strong engines and impeccable build quality aren't areas off limits for family oriented SUVs. Anybody from rags to riches could appreciate the interior detail of the Forza and even a livestock transporter wouldn't feel hard done by if he was stuck with the C4D as a transport.

But the real question was how do the VLT and the Rochard measure up to the Forza benchmark? The Rochard has piles of equipment, excellent build quality and some truly stunning safety features which would no doubt appeal to buyers, but the poor ride, hefty weight and dud engine really do let it down. The VLT has possibly the best engine on test mixed with a flexible and functional interior, but the hard ride again detracts from the experience along with some cheap interior details. The Rochard is a great car for what it's worth, but it doesn't quite pip the VLT in this test.

How does the L5X match up against the Forza? As always, you get what you pay for. Accept deficit in quality for value and dynamic prowess, or pay extra and get the complete package. The VLT L5X isn't as good as the Forza C4D, but it comes a lot closer than $4,000 would suggest.

Forza C4D L: 8/10
For: Stunning Interior is functional and reeks of quality, excellent ride, great looks
Against: Engine is bettered by the cheaper L5X, not as much equipment as expected, price

VLT L5X CD 200 7.5/10
For: Great engine, Functional Interior, Stacks of equipment, Great handling
Against: Some interior details aren't up to VLT standards, harsh ride

Rochard Aventure 2.0L LXDi 7/10
For: Great handling, great value, lots of standard equipment, interior quality
Against: Heavy kerb weight and underpowered engine ruin performance, ride too firm.

[Scalietti]

Small car megatest 08/07/2011

It would be easy to point to the rising cost of fuel prices as the reason as to why small cars are so popular and being embraced by the world at the moment, but the trend towards downsizing has been evident for a long period of time and is probably more to do with the rising quality of these cars themselves.

Any way you look at it, small cars have never been better. Safety credentials continue to improve, equipment levels continue to grow while improvements to ride, handling and refinement are pointers to sophisticated chassis designs. Maybe performance hasn't come in on the same leaps and bounds, but weight too has increased markedly since days gone by. But even so, fuel consumption and emissions continue to drop.

We took seven of the best selling small cars around the world and threw them together in violent collision to see which one would be left standing when the dust settled, and which one deserved your hard earned dollars.

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Acina 416 GSi: 7th



The Acina 416 GSi comes to us as one of two sedans on test in this week's comparison. First impressions of the Acina 416 GSi are not great. The looks of the car alone suggest that Acina has picked out something from the mid-90's and sent it along for a test; the 416 GSi looks at least two generations older than the rest of the cars on test as well. It is certainly cheap however, although Acina gave us no information on pricing for this model or the range unfortunately.

The Acina is positioned as a cheap, entry level family sedan with a reasonable amount of equipment and a generous quotient of space for the money. On paper, the Acina mostly looks to be good value if you try to overlook the mechanical details. Space-wise, the Acina is one of the better performers here, offering a huge boot, generous interior space and the flexibility of four doors.

But when you sit down, it gets worse. The Acina's interior appears to have been donated from the 90's along with the cars exterior as well. Hard, brittle plastics, poor quality cloth on the seats and fiddly stereo switches make the Acina's interior feel like a job only half done, or a job which seemingly nobody cared about and shows exactly why the Acina is priced that cheaply. The seats of the Acina are relatively plush at least and it doesn't hurt to drive it like some of the other cars on test, provided you try to ignore the cheap cabin ambience. The Acina is relatively safe too at least and received a good crash rating score, but Acina failed to let us know of the safety hardware fitted to the 416 GSi.

At least the Acina handles moderately well, with good steering feel and neutral dynamics that are neither too stiff or too soft. The Acina isn't the sportiest car here by a long shot, but when pushed hard it can bring a smirk to your face at least. While the ride is good, refinement is sorely lacking and the cheap interior is worsened by road noise and engine noise.

The 416 GSi isn't the 400-Series to have either, the small petrol engine struggled to perform well on test and saw the Acina ranked dead last performance wise. The 416 is one of the largest cars on test, but the 1.6 Litre engine is the least powerful here which gave the Acina a less than favourable power to weight ratio and not suprisingly, sluggish acceleration.

Overall, the Acina has it's good points like space, polite handling and safety but these aren't nearly enough to negate it's weaknesses like interior quality, refinement and a lack of performance which saw the Acina take the wooden spoon for this test.

Acina 416 GSi 5.5/10

Pros
Neutral Handling
Acres of Space
Safety

Cons
1.6 struggles with the weight
Woeful interior
Lack of refinement

Samba Safrane = 5th



The Safrane Samba was a car with the best chassis on test yet didn't have enough prowess in he other areas to do it's sporty character justice. The Samba cued fights over the keys when it was time to take it out on the skidpan, but nobody really showed that same enthuisiasm when it was time to take it home. This certainly isn't to say the Samba is a bad car, but ultimately it is a story which deserved to have a happier ending.

The Safrane Group is a relatively new car maker in the international auto market although it is a brand which is fast proving it's credibility as a passenger car maker. Recently we tested the Rochard Aventure and were pleasantly suprised at the abilities of the crossover, Rochard being the luxury division of Safrane. A quick glance at the Samba portrays a very attractive and even sexy small hatchback with a genuine aura of sportiness about it. The Samba we were thrown the keys to was the $18,700 SXE with the 1.5 Litre engine. The SXE is the top of the range and does come with an extensive list of standard equipment, including handy things such as parking sensors and neighbour-impressing-technology such as an automatic boot lid. No word on safety credentials but the Samba crucially misses out on side and curtain airbags and Electronic Stability Control, potentially live saving equipment.

As was hinted at before, the Samba shines when the road gets twisty. A firm suspension tune, big 17" alloys, telepathic steering and a rorty 1.5 litre engine all combine together to bring some joy to the guy in the driver's seat. Although 1.5 Litres and 87kw doesn't sound like a recipie for driving pleasure, consider that the Samba weighs just 1100kg making it one of the lightest vehicles on test. The Samba feels every bit as alive as a rally car and goes like something with much more power under the bonnet, embarrassing many more powerful cars on test. If anything, the manual gearbox isn't very forgiving

The Samba is reasonably specced and although a bit small, the Samba can easily serve a family of four or five. But it isn't until you sit down in the Samba for a daily drive do the shortcomings make their presence felt. The firm ride which contributes so well to the sporty nature of this car feeds every bump in the road through to the cabin which naturally hampers the comfort of this car and certainly disturbs the peace. The large alloys also come at a cost to refinement as well, with plenty of tyre noise making it's way to the cabin. Add in cheap plastics used in the cabin and the Samba becomes more and more mediocre by the minute.

There is little doubt the Samba is a car for the weekender. If I was offered the option to drive any car here for an hour, I would have jumped straight into the Safrane, if not the Konik. Offered to drive any car for a year, I would be looking elsewhere.

Safrane Samba: 7/10

Advantages:
Handling is superb
Interior is cleverly packaged.
Engine is very responsive.

Disadvantages:
Suspension is too hard
Manual shifter is hard to use
Cheap plastics


Shaf S1 = 5th



The Shaf S1 isn't nearly the worst car on test, but the S1 story is a tale of a brilliant car marred by disappointment. What could be described as a car with class leading fit and finish with a strong emphasis on quality materials was seen relagated to fifth position based on some core values of the market.

The S1 exists as the smallest car from the illustrious Shaf line up, a company formerly based in Shaff but has since changed hands to Jungastian ownership. Shaf being a luxury car company, one held high expectations of the little S1 before they had even driven it and fortunately, the S1 mostly lived up to what others demanded from it. The S1 that we had on test was the 1.4 Litre L model which came with a raft of features that most vehicles in this class don't have and wouldn't dream of offering standard. Things like Sat-Nav, Xenon headlamps and keyless entry and go are all welcome additions to a car such as this, but then there are important things missing: no information about air conditioning or climate control was provided and (stupidly), Shaf intend to charge you $150 for child seat attachments. The lack of an automatic transmission will almost certainly hurt it's appeal.

Although the 1.4 Litre engine isn't the most powerful on class, and is in reality one of the smallest, it certainly doesn't struggle with the task of motivating the S1 through the suburbs or powering it along on the motorway. I really grew attached to this rorty little engine as I put the the S1 through it's paces, although the clutch on the manual was un-naturally heavy for such a small engine. You can also appreciate how quiet and refined the S1 is too, even when you are just cruising around. Tyre noise and engine noise is mysteriously blanketed, no other vehicle here can hope to match the deafening silence that this little Shaf provides. Except for wind noise on the highway, turbulence over the wing mirrors cause the wind to whistle and roar at highway speeds which can be a bit much on long journeys.

It is obvious the Shaf isn't exactly intended as a car for a family, but more of a car for one (lucky) individual. Space in the rear is tight and even small children won't stay comfortable in the cramped rear seat for very long. Due to the S1's tiny dimensions (it's easily the smallest vehicle here) it also posseses the smallest trunk on test. The interior though is a great place to be with excellent materials, brilliant driver ergonomics and an all round feel of quality and luxury.

But perhaps the greatest reason for the S1's demise was the price. At $19,790, the S1 is the most expensive car on test yet still trails the class leaders for space, performance and equipment. The value equation just didn't add up and the S1 missed out on the top of the list. But don't let it miss yours.

Shaf S1 7/10

Advantages
Strong engine,
Excellent build quality
Good crash protection

Disadvantages
Wind noise on highways
Space is constrained in the rear
Very heavy clutch

RVC Xielg Sedan B 4th



The RVC Xielg could be accurately described as the great all rounder which truly excels at nothing but coming close to class leading in almost every disciple. The Xielg's low entry price and cheap looks suggested a performance on this test which was utterly average at best, but the RVC suprised many with it's compelling blend of interior comfort, practicality and fuel economy.

RVC has been seen typically as a budget oriented brand whose aim is to bring the best value to the market seemingly at the expense of refinement and quality. Recently though, RVC has approached the market in a new way by upping the anti on it's quality levels while still retaining the same aggressive pricing which it has become reknowned for. And if the Xielg is anything like the class leading F6 Khalith, which narrowly defeated the Celsan Cirro and Evesa Murica, the result is almost certain to be positive.

First looks at the Xielg aren't impressive at all, the slab slided and utterly generic styling won't win any awards nor hearts for the Xielg. Matched up against flashier rivals like the Safrane Samba or the Shaf S1 and the Xielg looks decidedly last decade. The interior though is a highlight. It is obvious that RVC has truly gone to town on it's known shortcomings. Although the fit and finish of the interior isn't exactly class leading, it certainly represents a great leap forward in quality standards for RVC and sees the Xielg catapulted towards the front of the group for refinement, only the VLT and the Shaf surpass the Xielg for quality.



When you consider the RVC offers a lot of equipment for the price, it almost seems like a world beater. At it's $16,500 drive away price, the RVC is one of the cheapest cars on test yet still offers more equipment than some of the more expensive models here. The Xielg is generously proportioned too, easily accommodating five adults in it's spacious interior making it perfectly suited for any family as a second car alternative or even as a first.

So the RVC appears a world beater, until you take it out on the road and things start to show that RVC still has a long way to go before leading this class. Although the handling is polite and the Xielg steers well, the engine and transmission combination that the RVC features betters only the Acina. The 2.0 Litre engine may be one of the larger on test, but the way it leisurely responds to the throttle means it's impossible to acheive the performance that 110kw might suggest. The transmission fitted to the RVC is both dopey and incompetent when it comes to selecting gears, lurching jolts, loud noises and long shift times are signature features of the RVC's automatic gearbox.

Which leaves the RVC as a showroom special, with endless appeal on paper and an in practice performance that's sheer mediocrity. Driving enthusiasts and the young will look elsewhere while the elderly will be sold.

RVC Xielg Sedan B 7.5/10

Pro's
Incredible Value
Well refined
Spacious interior is generously equipped.

Cons:
Terrible Drivetrain
Generic Styling
NVH still too evident


Auto Syndicate Konik Mk III 3rd



The Konik was found to be a big suprise after nobody knew exactly what to expect from the Auto Syndicate entry. Although the Konik seems to have some form of cult following in it's home nation, it's recent emergence onto the world's stage means it's currently a nameplate with an uncertain history, and possibly an uncertain future. Nevertheless, plenty of judges took a second, and even a third and fourth look at the attractive hatchback which won the minds of many with it's superb dynamics.

Possibly the most innovative feature about the Konik that we had on test was the engine, the unique M4+2 design which uses an opposed piston layout, one piston on the four stroke cycle with another piston on the two stroke cycle. Auto Syndicate has been quick to tout the benefits of the engine, claiming fuel consumption decreases by over a quarter although they didn't say what they were comparing it to. The engine does create a polarizing experience and feels completely unlike any piston engine that you have driven before. Despite being great for fuel economy, it isn't great for drivers and the single chambered opposed piston design means the engine is anything but responsive and can take quite a while to progress through the rev-range, although it certainly does punch above it's 900cc weight once it gets going.

The handling of the Konik is also benchmark for this class, outclassing even the rorty Samba and the rear wheel drive VLT L3. Using aluminium towards the upper half of the car, such as the roof and bonnet, the Konik both saves weight and lowers the centre of gravity which certainly contributes towards it's fine dynamics and great steering. We already earmarked the 900cc M4+2 and the 1.8L inline four the best driving Koniks as they aren't punished by the weight of the larger opposed cylinder designs mounted over the front axle. Throw the Konik into at corner as tight as you want, and it will hunker down and respond with such an astounding level of grip that you give up in fear long before the tyres even begin to squeal. The level of braking and steering feel you are offered in the Konik is reminiscent of a decade of hot hatches long forgotten, I have little doubt this is probably the most fun car for the money.

As with the Samba though, the dynamic prowess of the Konik detracts from it's day to day abilities. Noise from tyres and engine is plentiful inside the cabin, the ride is firm enough to wash your clothes and the steering can be a bit too heavy for parking at slow speeds.

So in the Konik, it's undoubtedly best to be holding the steering wheel, but what does everyone else get? In short, nothing. The Konik is rather minimalist and utilitarian in the way it approaches business and the equipment list is far from impressive, even the Acina 416 offers more kit for the money. The cabin doesn't gel well with the modern and stylish exterior of the car either, being drab, dull and boring. The ambience isn't helped by the truly crap materials used in the Konik either, from the cloth on the seats to the plastic on the dashboard it's really easy to see where the money has been saved. The Konik isn't the most spacious of cars either, but can still accommodate two adults in the backseat although I wouldn't sit there on a long journey.

In short, the Konik has presented itself as the driver's hatch who doesn't care about their passengers. But, selfishness has always been a human trait. If you only have room in the man-cave for one car, give the Konik a miss. But if there was something a little more practical beside it, the Konik is the perfect way to brighten your weekend.

Auto Syndicate Konik Mk. III 8/10

Pros
Outstanding handling
Great fuel efficiency
Telepathic control responses

Cons:
Stark features list
El Cheapo Interior
Ride and refinement lacking

VLT L3 1.0 TCi E-Motion 2nd



So the VLT is second and not first. Coming onto the test, everyone expected the existing class leader to retain it's position on top of the small car heap. Conversely, nobody expected the L3 to be beaten by, well nobody expected the L3 to be beaten. Even as one of the older models on test, having been around in this form for considerably longer than it's challengers, the VLT L3 is still a fearsome competitor for any small car and make no mistake, the VLT L3 deserves to have that recognition.

The VLT certainly does bring a lot to the market for which others can learn from, including that engine. We haven't had any experience with the VLT TCi engine before, but our first taste from the VLT L3 showed us why it was regarded as one of the best engine families in the world. Despite the little 1.0 Litre engine not representing obviously impressive technology like the engine in the Konik, it's what's going on inside the engine that really counts. Things like variable compression, variable valve timing and start stop technology do wonders for the L3's green credentials, not to mention taking the pressure off the hip pocket of the owners. Unlike the Konik however, the L3's engine feels completely normal, not feeling trucklike and not needing to carry a lot of revs in order to work at it's best. The Twincharger layout which is paired with VLT's TCi engines combines a turbocharger with a supercharger operating in sequence which gives the little engine a responsiveness unmatched in this class of car.

And having that responsiveness is good, because it allows you to drive the L3 like it's divine chassis invites. Front engine, rear drive is a doctrine seemingly tattooed on the foreheads of VLT engineers, not that we're complaining though. Despite compromising interior space and causing lots of unnecessary complications, the VLT engineers tirelessly worked through it all to keep the character of the L3. It's obvious they were all men, a woman would have just changed the layout. Steering and handling of the VLT isn't quite benchmark anymore, but it sure isn't far off. If anything, sending the power to the rear wheels means the VLT is still the sweetest steer in this current group of cars. If you seek driving thrills at a reasonable price, the VLT still tops the list for the small car category.



The VLT also offers a level of equipment which cannot be matched in this class. Although one might sit and comtemplate how much of this he really needs, you can't argue that it's the little things which make a car and VLT provides plenty of these little gizmos to keep small minds entertained. Or confuse small minds, I kept wondering why the wipers activated by themself. The L3 is also unmatched for safety, with an impressive list of features that no other vehicle here can hope to match. Again, if you seek family protection at a reasonable price, the VLT still tops the list for the small car category.

So if you're wondering why the VLT has supposedly topped the list in two categories but still trails the leader, there are shortcomings to this very compelling and well presented package.

Being a VLT, the L3 can be a little hard to live with if you do a lot of city driving and not a lot of highway driving. As with the other two sports hatches on test, the suspension tune of the VLT isn't what you would call comfortable to be plain, there are far more cushier rides out there. The level of quality of the interior doesn't do it's already sizeable sticker price justice either, with the cheaper materials being common place on the cheaper VLT variants.

The interior space isn't class leading either, although in truth this isn't something the L3 was ever known for. Because of the rear drive layout in a small car, the back seat suffers the most due to the fuel tank placement and legroom isn't as good as what it could be. This lack of space isn't enough to go as a huge black mark against the L3, however long journeys in the VLT will become steadily more uncomfortable with every passing mile for larger rear seat passengers.

It wasn't so much the VLT's shortcomings but rather the advancements of rivals which saw the VLT relegated to second by a stone's throw. But rest assured, the VLT L3 is still well worth a look if you are in the market for a small car. After one test drive, it's a fair estimate that you will be sold.

VLT L3 1.0 TCi E-Motion 8.5/10

Pros
Sensational rear drive chassis
Excellent engine
Stacks of equipment

Cons
Firm ride
Cheap interior materials
Cramped rear seat.

Semmtegg Alistair ML 1st



Semmtegg boldy claims to be the absolute best in automotive, and although many of us scoffed at the arrogance of such a remark, we all started to believe it at the end of the test. Well, we started to anyway. Semmtegg is also a relative newcomer on the automotive market and it isn't a brand that we have had a lot of experience with but nonetheless, Semmtegg is a brand with some serious experience in the automotive industry.

The hardest thing about the Alistair to cope with is the dorky box on wheels styling. At a glance, the Alistair is polarizing and had judges divided over the looks, some liking and some wondering what on earth they were thinking. We weren't quite sure if the Alistair was meant to be a very small SUV, a wagon with a tall roofline or just a really square small car. Either way though, the Alistair deserves to have a second glance cast it's way, if not for it's looks but for it's abilities.

Unlike the VLT which it so narrowly defeated, the Semmtegg approaches the small car market from a different direction. Rather than appealing to the enthusiasts and the rev-heads with dynamic appeal and eager engines, the Semmtegg tries to appeal to the common denominator with heaps of space, heaps of equipment and a relatively equal blend of performance and economy. While those of us who really enjoy driving might scoff and look elsewhere, the Semmtegg starts to make perfect sense to the thousands and thousands of families looking for an affordable yet practical car.



The interior of the Semmtegg is where it makes its best bid for class leadership. The interior space of the Semmtegg is possibly class leading with unmatched front and rear headroom due to it's tall roofline. Front and rear legroom is also excellent and the cabin width makes it possible to lie flat across the back seat and go to sleep, although not while the car is driving. Although the trunk of the Semmtegg struggles for length and larger objects may require the seats to be folded down, the width and height of the bay make it practical enough to fit everyday items, like the shopping. The Alistair comes with an extensive standard features list as well, almost matching the dearer VLT for equipment.

Around town the Semmtegg couldn't be described as sporty, but the plush ride makes it the commuter's choice for a comfortable and liveable car that could be used every day. At worst, the Alistair could be described as dynamically numb, the electric steering feel of the Alistair and the floaty ride blights the driver's connection to the road which can be unnerving when cornering at speed.

The engine of the Semmtegg won't win you any motorkhanas and nor will it impress any badge snobs, but the 2.2 Litre engine is one of the most powerful here and while it isn't as responsive as the engine in the VLT or in the Safrane, the creamy inline four of the Alistair feels superbly refined and is barely audible as it goes about it's work. It's hard to tell how powerful the engine of the Semmtegg is though, it feels lazy and unwillinging to rev hard which blightens the experience of driving this car. Likewise, the automatic transmission is relatively smooth shifting and doesn't disturb the peace on gear changes. Suprisingly, the Semmtegg was one of the most efficient cars here along with the Konik and the VLT.

On this test, the Semmtegg and the VLT proved to be in parenthesis, you couldn't look at one without comparing it to the other yet these cars proved to be very different in how they went about their business. Although the VLT offered a more involving drive and more equipment, it was the plush riding, comfortable and spacious Semmtegg which took the gong. Based on the true values of the small car market, it's difficult to argue with the great all round package that the Semmtegg offers which is why it's the winner here. By a bleached hair's breadth.

Semmtegg Alistair: 8.5/10

Pros
Comfortable, plush ride.
Piles of standard equipment
Suprisingly efficient

Cons
Engine doesn't like work
Trunk is too small for this class
Lacking in dynamic ability

[Scalietti]

Luxury SUV test - 30/01/12

The vehicle that sparked this test is RVC’s all new Scorpio SUV. Large luxury SUV’s are a relatively new market that has exploded over the past few years, everybody from families to high powered executives seeking a vehicle that is comfortable yet rugged enough to handle competently off road, even if most of them never leave the suburbs anyway.

The New RVC Scorpio

RVC took a different approach to the market when they designed the Scorpio, instead of optimising it for the suburbs, they went the extra mile to create an uncompromising off-roader to transport dignitaries seemingly anywhere across any form of terrain without copping anymore damage than something that would “buff out.” The Scorpio isn’t a car that features a lot of showroom appeal in stark contrast to the rest of the RVC range; the Scorpio’s 2.2 Litre diesel engine is very small for this class of SUV and as expected, outputs are meagre and well below the entry level engines fitted to other vehicles. The Scorpio is just a simple SUV, say no more. The RVC does offer a level of ruggedness and practicality that might as well be unknown to this class of car; in fact it’s the only true off roader of this group. However, the RVC’s size and price tag means some of its natural rivals are in fact vehicles which may never leave the tarmac although will be pretty handy when they do.

Twenty years ago, RVC might have been on a good idea here but in today’s market the Scorpio is being dropped straight into a shark-filled pit with many already well established rivals to contend with.

Rochard's Puma SUV is out to close the gap on Forza

Two of these rivals we brought along to this test for a benchmark. Rochard Automotive happily sent us along a Puma from their extensive press fleet. The Puma has undoubtedly been a success for Rochard in its long career and is soon to be replaced by an all-new model later this year. The Puma is nothing other than a big, luxurious SUV which relies heavily on technology for an edge in off-road ability and occupant comfort, in fact the Puma offers the most comprehensive equipment list here, much of which is standard equipment. The Puma’s on paper impressiveness extends to its engine which is the most powerful here, mustering almost four times the power and nearly twice the torque of the Scorpio. And with the lowest entry price of the group, the Puma certainly represents stunning value.

We still think Forza's post-2010 facelift G-Series is one of the best looking SUV's on the market.

The last rival comes from Forza, the United Coronadan based luxury car expert. The Forza G6D is a fabled nameplate stretching back almost twenty years when it became one of the first luxury SUV’s ever released on the market but over recent years Forza has come under increasing pressure from upstart rivals such as Rochard. Although the G6D’s swoopy exterior looks the biz, don’t be fooled. Underneath the gloss, the Forza is based on a twenty year old platform donated by the very first G-Series. Fortunately as you read this, the current model will have almost disappeared from Forza showrooms to make way for the all new model which will be debuting the all new platform. The Forza can’t match the Rochard for equipment nor for engine power and performance making the value equation very shaky when you consider the Forza retails for almost $10000 more than the Puma.

Right, that’s the field introduced. So where are we taking them? That would be the fabled Vincenzi road loop which travels deep into the heart of Scalietti on some of the worst paved surfaces, a mix of unsurfaced gravel roads as well as battling the urban sprawl of Vincenzi (Scalietti’s largest non-coastal city, but you already knew that) itself. Load up the cars with diesel, spare tyres and water. Done. Let’s get on the road.

Battling the heat and humidity of mid-summer on the coast, I swiped the keys to the Rochard first and wasted no time in cranking up the climate control. Rochard has done a fantastic job on the interior of the Puma so much so that the car feels more expensive than what its tempting entry price suggests. Quality of materials is excellent, fit and finish is spot on and the cabin is deathly quiet. So top points for refinement then go to Rochard. Not only that, the interior is definitely spacious and certainly what you’d expect of such a big car. Even better, Rochard has packaged the Puma brilliantly with lots of thoughtful and clever storage spaces placed about the cabin. The rear seats fold flat and will split fold with ease and anchor points are mounted throughout the luggage bay. So the Puma can check off functionality as a virtue as well. Just make sure you opt for the 17 inch wheels rather than the 20” variety offered standard on LX models.

Rochard suprised us with a brilliant cabin, it feels just as good as it looks.

But it’s a pity that Rochard still has a fair way to go with the steering set up of the Puma with the electric steering being described as vague and devoid of any connection to the road by many of the judges. Although driving pleasure isn’t a top priority for any SUV buyer, it’s slightly concerning when you can’t feel where the front wheels of the car are pointing. The steering is light and quick and far from truck-like, soccer moms and urban cowboys will have no trouble pointing it around town.

Swapping cars, I was eager to drive the Forza back to back with the Rochard to see exactly what progress had been made by the Valcluse based company. Sitting in the cabin of the Forza, I was greeted by the traditional feel and air of quality about the cabin. Forza really knows how to make an interior special, that’s for sure. Although the woodgrain on beige isn’t to everybody’s taste, the attention to detail is superb; it’s obvious the G-Series is the best car here when it comes to feeling special. Quiet, impressively refined, impeccably built; it’s hard to fault the Forza on cabin quality. Packaging could be better though, Forza has set itself high standards across the rest of its model range while the G-Series has remained a forgotten link when it comes to cleverness about the cabin.

Luxury masters Forza show they still know how to make a stunning interior

But when you drive the G6D, it betrays its true age and it can be described as nothing other than a thinly disguised truck. Unlike other models which use electric steering, the G6D is the last non-performance Forza to use hydraulic steering which is impossibly heavy at low speeds and alarmingly shuddery at highway speeds. The steering of the Forza is so poor that it makes it impossible to appreciate the clever technology going on where you can’t see it, the suspension. Magnetic dampers and air springs keep the ride of the G6D serene except you’ll be too afraid to change direction in order to appreciate it. Has Rochard caught up to Forza? No, in the case of the G-Series they have eclipsed the standard. Quite simply, the new G-Series cannot come soon enough.

The Scorpio proves to be a different take on the luxury SUV than the other two vehicles and it quickly becomes apparent that the Scorpio isn’t really intended for day to day urban use. The eager engine can’t move the 2.6 tonne bulk of the Scorpio away from traffic lights in any other manner than leisurely. The interior is a good effort on RVC’s part but lacks the overall fit and finish of it’s other two main rivals, however most people who purchase the Scorpio will choose to sit in the back seat where (crucially) legroom is class leading. Head room is excellent with plenty of space in the trunk of the car for several large luggage cases.

Interior of RVC

Not a class leading effort, but nothing touches the RVC for space

Handling isn’t great though and the Scorpio doesn’t like changing direction at high speeds with its 2600kg kerb weight and very soft suspension. As you guessed, it translates into excessive body roll around corners which will make people think twice about using it on the highway. It’s obvious the Scorpio isn’t intended for around-town use but we still suspect it will still find plenty of suburban homes.

With all that highway driving out of the way, we finally pulled into Vincenzi where we would be staying the night. Not before doing a bit of peak time navigation of the CBD though. No doubt the presence of large SUV’s in the middle of a city causes more head shaking than impressing, that didn’t deter us as we clocked up some mileage around town at slow speeds. It did give us a good opportunity to test how the Forza matched up against the Rochard at slow speeds though. Put the two against each other at the traffic lights and the extra power and torque of the Rochard gives it the nod, but several judges including myself preferred the smoothness and quietness of Forza’s inline 6 design to the Rochard V6. This effect is compounded by the difference in transmission; the Forza’s ageing five speeder is a much smoother shifting unit than the six speed automatic of the Rochard. The Scorpio? Well it could keep up but only just, drinking it’s way through a quarter of the fuel tank in an hour of city driving with plenty of cog swapping on the old 5 speed manual. Economical it ain’t.

But now we were about to do something that few owners of Luxury SUV’s have ever done before: drive off road. Knowing the task ahead, I went straight for the Scorpio first and hoped its rugged charm would translate into sensational capabilities off the beaten track. And yes, the Scorpio is a brilliant vehicle over rough terrain. The RVC prefers to deploy mechanical strength rather than electronic know-how but the suspension and engine management system is perfectly calibrated for driving off road without having the surge of torque as found in the other cars to dig itself into trouble.

Forza on the other hand went down the electronic know-how path by packing as much wizardry as they could into their consummate SUV. The Forza’s clever suspension works to smooth out bumps and jars before the passenger has even noticed them with no bouncing or rocking after coming out of a descent or ascent. In fact over any terrain it’s the Forza which least disturbs its passengers with jolts and jars from the road or ground. Simplistic and expertly designed, the TerrainCommand function adjusts the throttle and suspension of the car to tackle any terrain. Even over it’s long career, the G6D still remains one of the few luxury SUV’s that’s seriously competent off road.

The G6D proved much better off road than on it

Rochard can’t quite keep up with its rival off road despite using similar technologies and approaches. The difference is the springs and dampers; the Puma uses coil springs and dampers while the Forza uses hydraulic suspension which is easier and quicker to adjust. The Rochard was the poorest vehicle off road here, but that doesn’t say much because the Puma is still a seriously competent car. Most powerful engine here means the Rochard will be the quickest over rough terrain and up steep elevation. If you tow a boat or caravan, you’ll appreciate the amount of torque the Puma has right through the entire rev range.

When it came to deciding the winner, one choice was easy; it’s not the Forza. While the G6D is a great car off road and has the best interior of the group, it’s terrible on road dynamics and lingering questions over the safety of its separate chassis design means it can’t compete with the advancement made by the Rochard Puma, its natural rival at this price point. Salvation is just a new model away with the new G6D said to debut on a monocoque chassis shared with the H-Series. If you must have a Forza badge, wait a few months.

Choosing between the Scorpio and the Puma was much harder because they operate in such different ways to one another. The Scorpio offers rugged toughness while the Puma offers a superb and lush family car. But things are all relative, with the majority of the SUV market not leaving the tarmac and the Scorpio’s questionable value, it’s the Puma which we’d put our dollars too.

Rochard Puma: 8/10
For: Great Engine, superb interior with sensational packaging, smooth ride, value
Against: Transmission could be better, not a driver’s car, steering too light.

RVC Scorpio: 7/10
For: Tougher than diamonds, acres of space, refined and quiet ride.
Against: Engine struggles with the weight, not for roads, light on accessories.

Forza G6D: 7/10
For: Smooth and quiet engine, lush and luxurious interior, great off road…
Against: … but pretty damn awful on it. Too expensive, flawed rear seat packaging.