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2017 Renault Megane Sedan & Wagon First Drive | More Space And More Grace To Round-Out The Megane Range

Renault has taken its time, but although months have elapsed since the Megane hatch range went on sale, the supporting sedan and wagon have finally arrived, creating a range with something for everyone.
While small wagons are still rare the Megane joins the recently refreshed Golf as the only small load-luggers for the moment, unless you count the wagon-ish Skoda rapid, with Holden set to add an Astra wagon to its range soon. Sedans are far more common, with most, but not all competitors playing the four-door game.
Vehicle Style: Small sedan and wagon
Price: $27,490 - $39,490 plus on-road costs, $29,990 - $42,490 driveaway (limited offer)
Engine/trans: 97kW/205Nm 1.2-litre 4cyl turbo petrol, 151kW/280Nm 1.6-litre 4cyl turbo petrol | 7sp automatic
Fuel Economy Claimed: 6.0-6.2 l/100km
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OVERVIEW

Both sedan and wagon bypass the entry-level Life specification available on the Megane hatch instead starting one step up with the Zen grade, from there theo two ranges split with the wagon available in GT-Line and GT trims, and the upmarket sedan sold under the Intens label.
Zen and GT-Line models are powered by a 1.2-litre four-cylinder turbo engine, while the GT wagon gets a sportier step-up thanks to a more powerful 1.6-litre turbo engine and the same 4Control four wheel steering system from the GT hatch.
Without a proper base model the Megane wagon and sedan can’t compete with the cheapest Japanese and Korean small cars, but as an introductory offer Renault will launch the sedan from $29,990 driveaway, and the wagon from $30,490 driveaway.
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Renault understands the less adventurous sedan is an ideal fit for older buyers that might be downsizing, while wagon’s more youthful appeal, not to mention it’s sporty GT model, and larger cargo bay are aimed at active young families.
 

THE INTERIOR

  • Zen: Cloth trim, climate control, automatic lights and wipers, cruise control with speed limiter, keyless entry and start, 16-inch alloy wheels
  • GT-Line: Alcantara trim, heated front sports seats, electric sunroof, auto-dimming rear view mirror, 7.0-inch TFT instrument cluster, 17-inch alloy wheels
  • GT: Black and blue alcantara interior, alloy pedals, 18-inch alloy wheels
  • Intens: Leather trim, Nappa leather steering wheel, LED headlights, electric sunroof, 18-inch alloy wheels
  • Infotainment: 7.0-inch touchscreen (Zen) or 8.7-inch touchscreen (GT-Line, GT, Intens), Aux and USB inputs, satellite navigation, Bluetooth connectivity, eight-speaker audio
  • Cargo Volume: 503 litres (sedan) 580 litres to back seats, 1504 litres to front seats (wagon)
Both new Megane additions offer more interior space compared to the five-door hatch owing to a wheelbase that’s 43mm longer, which allows extra rear legroom and comes as a welcome step-up over the hatch.
From the driver’ seat there’s nothing dramatically different about the interior layout of either the wagon or sedan. The megane’s interior style is conservative, but crucially well-finished and fitted with more than a hint of Volkswagen influence visible in some areas.
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The GT-Line wagon adds a more sporty styling kit, 17-inch alloy wheels, grey mirror caps, side parking sensors and self-parking capabilities, a rear seat armrest, alcantara upholstery, rear privacy glass and a larger 8.7-inch infotainment screen.

ON THE ROAD

  • Engine: 97kW/205Nm 1.2-litre four-cylinder turbo petrol, 151kW/280Nm 1.6-litre four-cylinder turbo petrol
  • Transmission: Seven-speed dual-clutch automatic, front wheel drive
  • Suspension: MacPherson strut front, torsion beam rear
  • Brakes: Ventilated front, solid rear discs
  • Steering: Electric power steering, 11.3-11.4m turning circle (10.4m GT)
Buyers of the Zen, GT-Line, and Intens will find a 97kW/205Nm 1.2-litre turbocharged four-cylinder engine under the bonnet, which although not the most powerful amongst the Megane’s competitors, is still one of the torquiest non-performance engines of the small car class.
As a result the engine packs a decent mid-range response, helped out by the responsive nature of Renault’s Efficient Dual Clutch (or EDC) automatic.
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Zen specification also goes without Renault's Multi-Sense driver mode control, which is added to other models and does a fine job of adjusting throttle and transmission response in Sport mode, making for a more intuitive drive.
Engine noise and vibration from the 1.2-litre engine beats the refinement of cars like the Corolla and i30’s base engine. Sedan models claim 6.1 l/100km fuel consumption, while the wagon quotes a 6.2 l/100km figure.
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Drivers who desire a more exciting drive, but aren’t prepared to go without the cargo capacity of the Megane wagon will delight in the 1.6-litre engine of the GT wagon, closely related to the engine that powers the smaller Clio RS range.
With 151kW and 280Nm it’s not quite up to hot hatch standards, but straddles the gap between the more pedestrian models and red-hot performance cars.
Renault also bolsters the GT’s appeal with suspension and steering tuned by Renault Sport, 4Control four wheel steering, steering column mounted paddle shifters, launch control and multi-downshift capability for the seven-speed EDC auto.
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The GT and Intens both also roll on 18-inch wheels, which takes away some of the ride comfort of lesser models and their smaller wheel packages, less of a problem in the sporty GT but more obviously out of place in the plus Intens.
Concentrating on the GT, the 4Control steering system allows the rear wheels to turn slightly, opposite to the fronts for tighter turns at low speed and in the same direction as the front wheels at higher speeds for a more planted feel.
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The result is pin-sharp handling free from nervousness, that enhances the regular Megane’s already impressive agility, and combined with the sportier suspension tune makes the Megane GT feel right at home on twisty roads with a settled ride and sublimely accurate cornering.
 

SAFETY

ANCAP Rating: The Renault Megane range has yet to be tested by ANCAP.
Safety Features: All Megane models feature six airbags, electronic traction and stability control, ABS brakes with brake assist and electronic brakeforce distribution, front and rear park sensors, reversing camera, tyre pressure monitoring, and rear ISOFIX child seat mounts.
Zen models can be optioned with autonomous emergency braking, lane departure warning, and auto high beam for $700, with GT-Line, Intens and GT receiving the added safety features as standard, plus side park sensors, self-parking, distance warning, and adaptive cruise control, plus blind spot warning for the GT-Line only.

2017 Peugeot 208 GT-Line Review - City Car Loses Out With Its Value Equation

Activewear donned for a short stroll is the human dresscode equivalent for the way sports styling accessories have been applied to the 2017 Peugeot 208 GT-Line.
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Peugeot argues that some light hatchback buyers want the look of its 208 GTi but without the need for hot-hatch performance or the extra outlay up front and in fuel. And so the 208 GT-Line arrives to the fill the void.
Although the GT-Line’s 1.2-litre turbo three-cylinder petrol engine isn’t exactly walking-pace slow, nor is it a sprinter like the GTi’s 1.6-litre turbo. But it has five doors to the latter’s three, gets an automatic as standard, and is $2500 cheaper.
Indeed, at $27,490 plus on-road costs, it even scores the same kit as the 208 GTi.
Vehicle Style: Light hatchback
Price: $27,990 (plus on-road costs)
Engine/trans: 81kW/205Nm 1.2 turbo petrol three-cylinder | six-speed automatic
Fuel Economy Claimed: 4.5 l/100km | Tested: 6.9 l/100km
 

OVERVIEW

There’s no shortage of sporty-to-look-at light hatchback in the market, but few arrive with 17-inch alloy wheels, part-leather trim, auto-reverse parking and dual-zone climate control.
A Volkswagen Polo 81TSI starts from $20,990 (plus orc) with similar performance and its equivalent auto transmission, however, and a $1500 sports package then adds 17s, sports suspension and cornering lights. A $1900 comfort package also adds climate control, sat-nav, plus adaptive cruise control unavailable in the Pug (though auto-reverse parking remains unavailable in the VW).
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That latter package further adds low-speed autonomous emergency braking (AEB) to the Polo, which in the 208 GT-Line is packaged as an optional extra with a rear-view camera (already standard in the 81TSI) for $500 extra.
Suddenly, the 208 GT-Line at $27,990 (plus orc) compares poorly with an optioned $24,390 (plus orc) Polo 81TSI. What’s worse is that with the exception of a glass roof, part-leather, auto-reverse parking and big alloys, the GT-Line’s kit list mirrors that of its also-$27,990 (plus orc) 308 Active sibling from the class above.
 

THE INTERIOR

  • Standard Equipment: keyless entry, power windows and mirrors, leather-wrapped steering wheel, multi-function trip computer, dual-zone climate control air-conditioning, automatic headlights and wipers, auto-dimming rear-view mirror, leather/cloth trim and cruise control
  • Infotainment: 7.0-inch colour touchscreen with Bluetooth phone and audio streaming, USB input, internet connectivity and satellite navigation
  • Options Fitted: $500 rear-view camera and low-speed autonomous emergency braking (AEB)
  • Cargo Volume: 311 litres (minimum), 1152L (maximum)
There may be some value irks with the 208 GT-Line, but shoppers can save $2000 by trading away the large wheels, piano-black and red trim highlights, panoramic roof and sports seats, and buying the otherwise identical $25,990 (plus orc) 208 Allure.
Peugeot’s latest light hatchback boasts a funky interior brimming with design character, which means the GT-Line trim bits arguably aren’t mandatory.
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The tiny leather-trimmed steering wheel continues to polarise some buyers, particularly given that it needs to be adjusted low in order to view the high-set speedometer, trip computer display and tachometer. Loftier individuals in particular may find the wheel falls in their lap, but it isn’t a problem for this 178cm-tall tester.
Front seats that are snug and supportive, and fine 360-degree vision, endows the 208 with a big-car feel but without betraying its nippy, zippy dimensions.
The colour touchscreen can be slow to load and suffers from sub-menu overload, with the sat-nav in particular being clumsy in operation. Peugeot will, however, imminently add Apple CarPlay/Android Auto smartphone mirroring technology to the 208 range, which will also support internet music streaming apps such as Pandora.
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At least the touchscreen doesn’t jam the climate controls onto the screen as per its 308 sibling, however. Instead, the climate toggles below are notable for their tactility and ergonomic simplicity.
Unfortunately, looking further down the dashboard reveals a pair of cupholders that are incredibly small and shallow, and definitely more espresso than cappuccino in size. They aren’t backed up by the door-mounted bottle holders of most rivals, either.
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Beverage holders are likewise lacking in the rear, with a fold-down armrest and roof grab handles also conspicuous by their absence. At least each door boasts proper, vertical hand grabs and storage bins.
The rear bench itself is softly padded and decently comfortable, with class average legroom and headroom. The boot is among the largest in its segment, too, its volume rated at 311 litres and 31L ahead of the Polo.
 

ON THE ROAD

  • Engine: 81kW/205Nm 1.2 3cyl turbo petrol
  • Transmission: six-speed automatic, FWD
  • Suspension: MacPherson strut front and torsion bar rear
  • Brake: ventilated front and solid rear disc brakes
  • Steering: electrically assisted mechanical steering
By the width of its red grille applique, the 208 GT-Line is the most powerful model in the light hatchback class, with 81kW produced at 5500rpm and 205Nm delivered at 1500rpm. By comparison a Polo 81TSI makes the same power but 30Nm less.
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TMR VERDICT | OVERALL

In theory the Peugeot 208 GT-Line is a great concept, a halfway-house between mundane light hatchback and aggressive hot hatchback. In practice that rings true, too – this Frenchie is zippy yet frugal, and showy yet surprisingly dynamic.
It loses out with its value equation, however, because the 208 isn’t impressive enough to demand extra over its Fiesta S, Fabia Monte Carlo and Polo 81TSI rivals.
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It also uncomfortably pushes the GT-Line into Fiesta ST and Polo GTI hot hatchback territory, yet it doesn’t offer enough to justify doing so.

Nissan Qashqai Review: 2014 TS Diesel

Vehicle Style: Small SUV
Price: $33,200
Engine/trans: 96kW/320Nm 1.6 turbo diesel 4cyl | CVT automatic
Fuel Economy claimed: 4.9 l/100km | tested: 6.6 l/100km
 

OVERVIEW

Nissan’s latest addition to its ever-evolving range of SUVs, the Qashqai, is arguably one of the brand’s best cars to date - particularly in the mid-grade diesel trim tested here.
Don’t recognise the name? That’s because the Dualis moniker has been dropped in favour of the European-market Qashqai badge.
But that’s not all that’s changed. Equipment levels are up, the interior has been modernised and the diesel now gets an automatic CVT gearbox as standard.
Across the board, this is a car that’s greatly improved over the model that preceded it.
We liked it during the local launch, and after spending a week at the wheel of the Qashqai TS diesel, we like it even more.
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THE INTERIOR

  • Standard features: Leather steering wheel, dual-zone climate control, cruise control, keyless entry and ignition, reversing camera, rain-sensing wipers, dusk-sensing headlamps
  • Infotainmet: 6-speaker AM/FM/CD audio with 5-inch colour display, USB audio input, iPod compatibility, NissanConnect smartphone interface with Pandora, Facebook and Google search apps.
  • Cloth upholstery, leather steering wheel
  • Boot capacity - 430 litres seats up, 1585 litres seats down.
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Interior quality is high; compared to its predecessor the Qashqai carries a distinctly more premium look and feel to the interior.
There’s a leather-bound steering wheel, padded centre-console sides, upholstered armrests in the doors and atop the console box.
There's a level of fit and finish that’s generally hard to fault.
The adoption of an electronic parking brake also frees up a lot of space on the centre console, which is appreciated in a car of this size.
However, its placement right under the centre stack can make it a little hard to reach.
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The manually-adjusted front seats are well-bolstered and comfortable, and the driving position gives a good view of what’s ahead.
The Pandora and Google Search apps - the latter of which brings a cut-down sat-nav functionality - refused to activate.
Though it’s smaller than the X-Trail, the Qashqai still boasts a sizable 430 litre boot capacity, expandable to 1585 litres by dropping the 60/40 split rear seats.
A false floor also boosts cargo carrying options, and can provide under-floor storage for small/flat items, act as a cargo divider for shopping bags, or both at the same time.
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ON THE ROAD

  • 96kW/320Nm 1.6 litre turbo diesel inline four
  • Continuously Variable Transmission, front-wheel drive
  • MacPherson strut front, multi-link rear suspension
  • Disc brakes all around. Electronic parking brake
We know this 1.6 litre diesel from the outgoing Dualis, and outputs haven’t changed from that model’s 96kW and 320Nm.
However, while that model was strictly a manual-only offering, the situation is reversed for the Qashqai diesel.
A CVT automatic is now the sole transmission offering, which should see the Qashqai’s diesel models account for a greater proportion of sales.
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The new car is front-wheel-drive only (there are no AWD models in the Qashqai range), but the new CVT works a treat with the 1.6 litre diesel.
All 320Nm of torque is available from just 1750rpm, which makes the Qashqai TS an effortless performer. Few revs are needed for it to step along smartly, and it barely breaks a sweat up hills.
The petrol, by contrast, needs plenty of revs on board if you want to get moving quickly, and, though it's on-par for the segment, performance is relaxed rather than zesty.
The CVT does exhibit some strange quirks though.

2017 Mazda CX-5 Review | First Drive - Refinement Gets A Big Boost In Mazda’s Best-Selling SUV

A new suit of clothes on the outside and a fresh take on interior design make the new Mazda CX-5 different enough from its predecessor to buoy buyer interest, yet Mazda has been slightly conservative with this crucial new model so as not to interrupt sales success.
With SUVs having topped passenger car sales for the first time in Australia this year that’s a prudent move, and Mazda has turned its attention to criticisms of noise and refinement to ensure that the showroom shine doesn’t wear off in day-to-day use.
At its core the CX-5 uses the same mechanical package as before, which is Mazda’s way of getting the best value out of it’s expensive SkyActiv platform investment, but that doesn’t mean the Japanese company has cut corners with its latest model.
Vehicle Style: Medium SUV
Price: $28,690-$49,990 (plus on-roads)
Engine/trans: 114kW/200Nm 2.0-litre 4cyl petrol, 140kW/251Nm 2.5-litre 4cyl petrol, 129kW/420Nm 2.2-litre 4cyl turbo diesel | 6sp manual, 6sp automatic
Fuel Economy Claimed: 6.0-7.5 l/100km
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OVERVIEW

Mazda Australia has taken the opportunity to expand the CX-5 model line-up with the addition of a new mid-grade Touring variant that takes the total number of models to a neat dozen, stretching from $28,690 (plus on-roads) - up $800 on its predecessor - for the entry-level front-wheel drive Maxx out to $49,990 (plus on-roads) - a $460 discount - for the flagship Akera turbo diesel.
No matter which model you look at, there is an air of familiarity about the CX-5 when viewed in the metal for the first time. Dig a little deeper - or park one next to a first-gen model - and the devil in its detail becomes more apparent, from the beautifully minimalist yet extremely complex front end treatment, to the chrome outline on the lower edge of the side glass, its extended rear hips and the more horizontal graphics on the bootlid that make it look wider and more substantial from behind.
It isn't a radical departure in terms of style, but it looks more refined than its predecessor, upholding Mazda’s near-premium ethos.
 

THE INTERIOR

  • Maxx: Cloth seat trim, manual air conditioning, leather steering wheel and gear knob, cruise control, rear park sensors, multi-function trip computer, push-button start, LED headlights, 17-inch steel wheels
  • Maxx Sport: (in addition to Maxx) dual-zone climate control, rear seats with centre armrest storage, rear air vents, 17-inch alloy wheels
  • Touring: (in addition to Maxx Sport) keyless entry, leather/suede-look seat trim, head-up display with traffic sign recognition, front park sensors
  • GT: (in addition to Touring) sunroof, powered tailgate, adaptive front lighting, leather seat trim
  • Akera: (in addition to GT) radar cruise control with Stop & Go function, adaptive LED headlights, driver attention alert, lane departure warning, lane-keep assist, side camera, smart brake support
  • Infotainment: 7.0-inch touchscreen, AM/FM/DAB+ radio, USB and Aux inputs, Pandora, Stitcher and Aha internet radio interface (via smartphone), satellite navigation (optional on Maxx, standard on Maxx Sport and above) six-speaker audio (10-speaker on GT and Akera)
  • Cargo Volume: 442 litres to rear seats, 1342 litres with seats folded
All CX-5 variants are equipped with push button start and a 7.0-inch colour touchscreen multimedia display with digital radio, Bluetooth and internet radio apps.
The base-model Maxx rides on 17-inch steel wheels, has basic cloth trim and regular air conditioning and is the only variant offered with a manual transmission - with the 2.0-litre engine.
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The popular Maxx Sport adds 17-inch alloy wheels, higher-grade cloth trim, front fog lamps, dual-zone air conditioning with rear vents, satellite navigation and a centre rear armrest with a USB power outlet.
The new Touring grade adds a flip-up head-up display with traffic sign recognition, suede and fake leather interior trim, keyless entry and front parking sensors, while the penultimate GT specification brings 19-inch alloys, leather trim in either black or white with power adjustable front seats, sunroof, adaptive headlights, a more advanced windscreen-projected head-up display and a 10-speaker Bose audio system.
The flagship Akera essentially adds even more safety features above the GT, bringing radar cruise control with stop-and-go for heavy traffic, LED headlamps, lane departure warning and lane keeping assistance, a side camera and a driver attention alert.
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Inside the cabin familiar controls and a simple instrument cluster take away from the elegance of the new dash design, which features a nice mix of soft-touch materials and brushed aluminium highlights as well as industrial-looking trapezoidal air vents laying in a horizontal recess and a top-mounted tablet-style touch screen.

Everything is logically positioned and easy to use, there's excellent small item storage, plenty of power outlets to keep multiple devices charged up, the instruments are clear and the windscreen head-up display in the top-tier models clearly projects all the right information for the driver.
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The high-perched front seats are comfortable for long distances with adequate support when driving through the bends, there's good adjustment to suit most drivers and all-round vision is pretty good.

ON THE ROAD

  • Engine: 114kW/200Nm 2.0-litre four-cylinder petrol, 140kW/251Nm 2.5-litre four-cylinder petrol, 129kW/420Nm 2.2-litre four-cylinder turbo diesel
  • Transmission: Six-speed manual (Maxx only) or Six-speed automatic, front and all wheel drive (depending on specification)
  • Suspension: MacPherson strut front, multi-link independent rear
  • Brakes: Four-wheel disc brakes, 297mm vented front, 303mm rear (petrol) or 320mm rear (diesel)
  • Steering: Electrically assisted power steering, 11.0m turning circle
  • Towing Capacity: 1800kg braked, 750kg unbraked
The 2.0-litre engine is only available with a front-wheel drive layout in the Maxx and Maxx Sport model grades and produces peak outputs of 114kW and 200Nm while consuming a claimed average of 6.9L/100km.
The 2.5-litre petrol motor is offered in every model grade with an all-wheel drive transmission and six-speed automatic gearbox only. It has been tweaked slightly to improve driveability, increasing peak power to 140kW (up 2kW) and maximum torque to 251Nm (up 1Nm), but, along with a weight increase of around 40kg across the board, it comes at a cost to fuel consumption which rises slightly to a claimed 7.5L/100km - a figure Mazda concedes isn't the benchmark but says is more achievable in the real world.
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The 2.2-litre turbo diesel remains largely unchanged, producing 129kW and 400Nm with a claimed average of 6.0L/100km, and is offered on every model grade from Maxx Sport and above.
As for how it drives, we sampled a variety of models during the preview drive around Brisbane recently and, like the changes to the interior and exterior, its overall on-road manners remain the largely the same, even if there are incremental improvements in key areas.
Like before, the CX-5 has one of the more dynamic on-road characters in the compact SUV segment, with well weighted and accurate steering, a solid and sure-footed stance and predictable handling through the corners. The trade-off for being more engaging to drive is the suspension settings are a little firmer and, while generally comfortable, it isn't as compliant over bumps as the locally-tuned Tucson for example.
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The biggest improvement comes in how much quieter it is on a variety of road surfaces, an attribute that was always a bugbear in its predecessor. It's still not whisper quiet on rough roads, and there's a little more tyre noise on top-end models with larger wheels, but in most environments it is a vast improvement.
As for the engines, we only tested the range-topping 2.5-litre petrol and 2.2-litre turbo diesel on the preview drive. And it's hard to pick which one suits the CX-5 better.

2017 Mini Countryman Cooper SD Review

For 2017 the Mini Countryman is bigger than ever, and its styling ditches some (but not all) of the retro-kitschy cues of previous Mini models. This is meant to be a modern Mini, not a complete retro-reheat, and a vehicle of its very own.
It may not be small by Mini standards, but it's still no giant in the SUV realm. Useful space has been increased, with a more roomy interior and bigger boot making this one better suited to young families than the previous model while still maintaining its inner-city agility.
Vehicle Style: Small SUV
Price: $51,500 (plus on-roads)
Engine/trans: 140kW/400Nm 2.0-litre 4cyl | 8sp automatic
Fuel Economy Claimed: 5.2 l/100km | Tested: 7.2 l/100km
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OVERVIEW

There’s a hotter John Cooper Works version on the way, but until it arrives the Mini Cooper SD Countryman is the flag-waving range-topper for the time being.
At $51,500 plus on roads the price position is knocking at the door of genuine prestige models, as well as larger mainstream SUVs, but for Mini buyers the unique look and attitude is part of the package. As with any designer item, that comes at a price.
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THE INTERIOR

  • Standard Equipment: Cloth and leather seat trim, dual-zone climate control, JCW sports steering wheel, powered tailgate, keyless entry and start, sliding rear seat, automatic headlights and wipers, LED headlights, rear centre armrest, multi-colour LED ambient lighting, 18-inch alloy wheels
  • Infotainment: 6.5-inch touchscreen, satellite navigation, USB and Aux inputs, DAB+ digital radio, Bluetooth phone and Ausio connectivity, six-speaker audio (optional 8.8-inch screen, 12-speaker Harman Kardon audio)
  • Cargo Volume: 450 litres to rear seats, 1390 litres with seats folded
The Countryman’s interior moves ever so slightly away from some of Mini’s previous design traditions. Yes, there’s still a big round display housed in the middle of the dash (meant to mimic the original Mini’s central speedo) but things are now squarer elsewhere, more classic and less cartoony for a more premium feel.
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On the outside the Mini is still relatively compact - measuring just 4.3 metres from nose to tail - but is around 20cm longer than before. That translates to a more spacious interior with added rear legroom (plus sliding rear seats), and, thanks to the high-roofed SUV stance, an airy and open feel to the cabin.
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ON THE ROAD

  • Engine: 2.0-litre four-cylinder turbo diesel, 140kW @4000rpm, 400NM @1750-2500rpm
  • Transmission: Eight-speed automatic, all wheel drive
  • Suspension: MacPherson strut front, multi-link independent rear
  • Brakes: Ventilated front discs, solid rear discs
  • Steering: Electrically assisted power steering
  • Towing Capacity: 1800 kg braked, 750 kg unbraked
By definition a Cooper SD Countryman should be sporty, light on its feet, and agile - all the things that Mini’s marketing department has gone to great lengths to instil in its last decade of advertising messages.
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The heavy lifting is handled by a 2.0-litre four-cylinder turbo diesel engine producing 140kW at 4000rpm and 400Nm of torque between 1750 and 2500rpm. Engine noise is low, even at high revs, and Mini claims that the 0-100 km/h sprint takes a warm hatch-like 7.4 seconds.
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The Countryman SD’s ALL4 all-wheel drive system is also rather handy in the car's role as an all-rounder rather than an outright sports star. On loose surfaces, or in the way the Cooper SD Countryman is more easily able to get torque down, there’s no wheelspin and no tugging or kickback from the steering wheel.

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