2014 WesBank/SAGMJ Car of the Year motivation for jury member Wynter Murdoch

AUDI A3 SPORTBACK 1,4T FSI

Having refreshed its A3 models on a regular basis, Audi has instilled within the range consumer confidence in what is perceived as a premium-class, well-constructed hatchback. That reputation is upheld by the third generation model – represented here by the A3 Sportback 1,4T FSI with six-speed manual transmission. Thanks to innovative use of lightweight technology the vehicle weighs considerably less than its predecessor – up to 90kg, according to Audi’s claims – with benefits apparent in frugal fuel consumption, lower emissions and inspiring dynamic capability. The exterior design, though athletic, remains traditional.

The interior features good quality materials, with a plainly styled dashboard. Dials are easy to read. Ergonomics are acceptable and ride comfort is good, helped in part by a wheelbase that’s longer than that of the previous version, and a track that’s slightly wider. Though the turbocharged engine is small, it remains powerful enough to offer satisfactory levels of performance.

The A3 represents excellent value for money and is a deserving finalist for COTY honours. In its segment it remains a top contender thanks to its premium quality feel and confident all-round ability. It’s competent, comfortable and versatile. However, against class rivals it falls short in terms of the length of its warranty period – only one year compared with offerings of two, three or even five years – and lacks, too, some features which are fitted as standard equipment by some competitors.

JAGUAR F-TYPE 3,0 V6 S

While the sheer performance levels attained by Jaguar’s supercharged F-Type ensure that it can stand comparison to the best on offer in its class, the vehicle incorporates a number of features that, in my view, need more refinement to firmly place the model above its adversaries – road manners foremost among them.

From an exterior styling perspective the F-Type is sleek but chunky – a low-slung sports car with a high belt line, its two-seat passenger compartment enclosed by an insulated cloth roof which does well to keep out wind and road noise, but which allows the emotional growl of engine and exhaust to penetrate.

The cockpit respects both trendy and traditional design views, with a touch screen, large knobs and toggles, polished metal trim and double-stitched leather dominating. These features make to make the car an alluring proposition, certainly one of the most stylishly attractive in the segment.

On the road the ride is taut and rigid as befits a muscled performance model – but there’s a lack of finesse in the way the chassis copes with even slight surface imperfections such as expansion joints. And on Belgian cobbles – like those found on Gerotek’s suspension track – it’s best to keep your jaw tightly clamped to avoid the risk of biting your tongue.

Additionally, the car’s shallow boot – cargo capacity is limited to 196 litres – means that even a weekend away for two might necessitate the use of specially designed carry-alls for luggage. While there are exhilarating rewards to be had in driving the F-Type, in my view it is eclipsed for overall ability – and practicality – by at least one of the major contenders at which it is aimed. Still, I believe it is worthy of a podium place in this year’s COTY.

LEXUS IS 350 F-SPORT

From an exterior styling perspective, Lexus’s IS 350 F-Sport tends to conceal its important athletic ability under a cloak of upper premium class elegance. The interior, too, is less sporty than sumptuous, with a tiered dashboard, sculpted embellishments, bright LED-lit instruments and supportive, comfortable seats. Materials have a high-quality feel and there are plenty of places in which to store oddments. Knee room and headroom are good at the rear while the boot accommodates 480 litres of luggage.

On the road, at 120km/h on the freeway, the noise emitted by the 3,5-litre V6 is barely above a whisper. Ride quality is excellent. The chassis’s finesse shows in the car’s handling, too. Suspension is by way of double wishbones at the front with a multi-link arrangement at the rear, the combination working well to soak up even the worst imperfections. Squat, drive and roll are well contained. Steering is accurate and offers exceptional feedback. Overall standards of engineering appear exemplary.

In my view the IS 350 F-Sport represents an excellent amalgamation of luxury and performance, the model shading class rivals for overall ability and careful craftsmanship and, when given its head, impressing for its full-throated sportiness.

MERCEDES-BENZ A45 AMG

Characterised by exhilarating, punch-in-the-back turbo power from an engine that’s billed as the most powerful series-production four-cylinder unit in the world, the Mercedes-Benz A45 AMG represents a new model for the Stuttgart based manufacturer – a hot hatch. Described as heart-racing, pulse-beating and safe, the vehicle is aimed at underpinning the brand’s claim to offer the best or nothing – and in many respects it succeeds admirably in meeting expectations, at least as far as emotion is concerned. The engine’s sound and the acceleration it provides contribute significantly to the model’s appeal.

4Matic all-wheel drive is a standard feature, along with a seven-speed, dual clutch, auto gearbox whose software has been adopted from that of the SLS AMG super sports car. The drivetrain features three driving programmes, a double-declutching function and race start for optimum acceleration from standstill. One drawback – the launch control system is less intuitive to set up than those of some rival brands and takes practice to engage properly.

Mercedes-Benz spokesmen claim the car accelerates from 0 to 100km/h in 4,6 seconds. From a behind the steering wheel experience, that claim appears justified – the steady blitz of accelerative forces, accompanied by dramatic pops from the exhaust as cogs swap, making the vehicle feel and sound compelling. Electronics play a significant role in helping to keep the car on track, three-stage stability control intervening when necessary by diverting up to 50% of thrust to the rear wheels when those at the front begin to lose traction. Grip levels are high.

Inside, the premium-class cockpit features form-fitting seats, a chunky, flat bottomed steering wheel and ruby ringed air vents. There’s plenty of carbon-fibre trim and, ahead of the driver, a selection of easy-to-read, black-faced instruments with white lettering and red needles.

Unlike standard models, the positioning of the A45’s gear selector conforms to those of other hot hatches, moving from the steering column to between the front seats. Soft touch materials, ambient lighting, polished highlights and suggestive stitching complete the racy, but tasteful, hot hatch theme.

In all, the A45 AMG is an impressive package – fast and comfortable, offering premium performance from a polished powertrain and solid chassis. But it is expensive to buy and to fuel, and those factors tend to count against it in the sector in which it competes.

PEUGEOT 208 GTI

It’s difficult to find a comfortable driving position in Peugeot’s 208 GTI – the steering wheel, though small, tends to obscure the instrument cluster. On the positive side, sports seats cosset superbly. The sound the engine makes, though, is less sporty than ordinary – but there’s power enough from the turbocharged, 1,6-litre unit to propel the car from 0 to 100km/h in under seven seconds.

Torque steer manifests on occasion, and the inside front wheel will spin on the exit from tight corners. It’s also not particularly difficult to cock a back wheel when exiting a bend. Is the vehicle a true sports hatch? Or is it more a playful and chic urban compact?

My assessment lies with the latter verdict – against many of its class rivals the Peugeot falls short in terms of outright performance. Though ride height has been lowered and underpinnings stiffened, the chassis remains loosely responsive rather than perfectly precise. So, while the car is fun to drive, it fails to set benchmarks in its segment.

It needs less weight, more power and a lower centre of gravity. It’s a good car that’s enviably playful, but it’s not a class leader.

PORSCHE CAYMAN S

Porsche’s Cayman has a strong pedigree, the origins of its mid-engined architecture stretching back to the brand’s race cars of the 1950s. As befits a performance car, the model offers sharp handling and quick acceleration. Essentially a coupé version of the brand’s Boxster roadster – last year’s COTY winner, with which it shares much of its DNA, including its horizontally opposed, 3,4-litre six-cylinder engine – the Cayman S has been engineered to meet stringent performance targets which, in my view, it delivers with an ease and elegance that makes it the best vehicle in its class.

Lightweight materials such as aluminium and magnesium have been used in construction to reduce weight, while aerodynamics include a rear wing that can be activated manually or automatically to increase downforce at the back, plus a front spoiler that’s designed to reduce axle lift. The interior boasts premium quality materials, the accent on sporting functionality. In a sense, the focus is on purism and authenticity – the instrument cluster, for instance, is dominated by an oversized rev counter; underlining the model’s performance credentials.

Though space is at a premium, the cockpit is comfortable enough for two. Luggage capacity is good by sports car standards, extending to 425 litres in a rear boot and a further 150 litres under the bonnet in a deep set compartment. Thanks to its compact size, mid-engined architecture and modest weight, the vehicle handles superbly. It feels glued to the road and light on its feet at the same time. Brakes are powerful while, in corners, body roll is virtually non-existent. The ride is comfortable and the variable-ratio electrically assisted steering is precise and quick.

A Sport Chrono Package – which adds R28 740 to the purchase price and which was fitted to test models – provides selectable options for enhanced performance responses from engine, gearbox and steering. According to a Porsche spokesman, few customers order Caymans without the feature.

At its price the S represents good value in its segment, though its three-year, 90 000km maintenance plan could be improved to bring it into line with that of class rivals.

RENAULT CLIO 4 DYNAMIQUE

Now in its fourth generation, Renault’s compact Clio blends value for money enticements with solid design strengths and serious hi-tech credentials – including F1 influenced engine technology. The car is distinctive, seductive, welcoming and smart, a B-segment contender that offers the charm of more substantial rivals in terms styling, interior packaging, safety features and fuel economy, but which lacks the security of a lengthy maintenance plan.

Cabin-wise, attention to detail appears to have been focussed on a central interactive tablet console with a host of multimedia functions, a digital speedometer, the use of plush, high-tech materials throughout and comfortable seating for four in a configuration that, for size, rivals that of the larger Megane.

Cruise control, air-conditioning, Bluetooth and USB connectivity, rain-sensing windscreen wipers and auto-on headlights, a trip computer and a specially developed bass reflex sound system are standard features. Also, anti-lock brakes, hill start assist, an electronic stability programme, daytime running lights and dual front and side airbags are among some of the safety features.

On the road the small engine responds positively to driver inputs, though some turbo lag is apparent at low revs. However, a meaty seam of torque – 135Nm at 2 500 revs/min – helps acceleration through the gears. The vehicle’s 0 to 100km/h time is quoted at 13,10 seconds – faster than many of its rivals.

When cruising, maintaining the 120km/h speed limit is easy, the car’s coupé-like silhouette – accentuated by the integrated rear door handles concealed close to the rear quarter lights – and a lower ride-height benefitting aerodynamics. In traffic, the start-stop system is quick to fire up, while selecting Eco mode is said to lower fuel usage by as much as 10%. Incidentally, the vehicle’s consumption figure in the combined cycle is said to be 4,5 litres/100km, while CO2 emissions are rated at 105g/km, well under the 120g/km tax threshold.

The variant carries a five-year/150 000km mechanical warranty and a three-year/45 000km service plan, the latter considerably less encompassing than those of some rivals.

VOLKSWAGEN GOLF 1,4 TSI DSG

Though Volkswagen’s Golf brings to the segment an improved crash structure, lighter weight, a multi-collision brake system, a class-leading drag co-efficient and, equally important, more interior space, especially at the rear – the model tends to lack the overall finesse and allure of a similarly powered sibling that’s contesting COTY 2014, the Audi A3 Sportback.

Marginally cheaper at R293 900 versus R299 000 and equipped with a semi-automatic, seven-speed DSG gearbox as opposed to the six-speed manual shifter of its counterpart, the Golf has plenty to recommend it – but, despite obvious attention to improvement, it tends to lack the perceived upper premium feel of its rival, which is built off a similar platform.

The Golf is a people’s car – better than it has ever been in terms of occupant protection and high-end features. However, at best it remains only equal to its esteemed sister in the hatchback rankings, its ability to impress curtailed by back to back drives in which the inherent similarities between the models tended to outweigh their differences.

Though the DSG gearbox is slick and fast shifting, its benefits lie in its usefulness in traffic, rather than in its inclination towards sportiness. And, while the car is iconic, overall it tends to lack the cache of its sibling. Though it is sold with a five-year, 90 000km service plan, at least one rival offers a greater kilometre ceiling, putting the Volkswagen at a disadvantage.

VOLVO V40 D3

However hard Volvo tries to develop a top of the class car, it’s mostly on the safety front that the brand is perceived to set the pace. The V40 may be responsive, agile and fun to drive – but in many respects it remains no better than its rivals from a practicality, space or comfort perspective.

Powered by a five-cylinder diesel engine that’s pleasingly responsive as well as economical and eco-friendly, the unit tends to emphasise the everyday functionality for which the vehicle is intended – like many of its peers the car is as much at home in city traffic as it is on a long distance cruise; it is easy to drive fast around tight corners and easy to park. It is spacious and versatile, offering a commanding driving position. Similarly, the cabin may epitomise Scandinavian chic, but generally its features emulate those of rivals. Ride comfort may be good – but then, so is that of many models in the category.

Adjectives such as competent, modern, lightweight and nimble can be applied to many cars that compete in the segment. Few have Volvo’s enviable safety record. On that front, the V40 – the car that received the best safety ratings in a recent Euro NCAP collision test – cannot be faulted. Assessed overall it represents a worthwhile alternative – but it is not the all-round benchmark setter.