Renault Fluence 2.0 Privilege Review

Getting to grips with Renault’s attempt at taking on the might of Toyota’s Corolla, Chevrolet’s Cruze and the Kia Cerato. Can the Frenchman match up?

Renault Fluence is sensible

Let’s face it, the average, run-of-the-mill sedan isnot the most exciting of markets and drivers of these cars have had cars assigned to them, as opposed to buying them by choice. B-segment sedans lack of personality but more than make up for it in terms of practicality and comfort. These cars are chosen with head, not heart.

Renault Fluence design and ride

This market is dominated by the ever faithful Toyota Corolla, with the Chevrolet Cruze and Hyundai Elantra weighing in. Renault has decided to have a go at making a sensible sedan and the Fluence is its creation. As sedans go, the Fluence isn’t bad looking at all, but there’s nothing outstanding visually. Simply, it’s not unpleasant. Underneath that bodywork lies the respectable Mégane III platform which offers a stable and smooth ride. The Renault Fluence is a pleasure to drive, although it is rather uninvolving. Then again, it’s not meant to be sporty in any way at all. The Fluence will get you from A to B in the most comfortable manner possible.

Renault Fluence engine

Lurking under the bonnet of the Fluence lurks a particularly refined 2.0-litre four cylinder engine with 105kW and 195Nm. It doesn’t sound like much but at the coast, the engine pulls strongly and the lack of engine noise in the cabin is noticeable. It has impressive midrange torque which makes overtaking pretty simple. The gearbox has a precise slick action with the first five ratios being close and the sixth gear is reserved for highway use.  Once in sixth gear, the Fluence excels on the open road where it cruises along effortlessly. It also offers reasonable fuel consumption with the trip computer showing 8.7L/100km at the end of the week’s test period.

Renault Fluence interior and specification

The Fluence has one major trump card though and that’s its specification level. This vehicle comes fully loaded and features a TomTom satnav, Bluetooth radio/MP3 with iPod/USB connectivity, satellite audio controls, leather seats, climate control and keyless entry. Strangely though, cruise control and the speed limiter seen on most other Renaults have been omitted. The interior feels well put-together and high quality materials have been used extensively.

It has also been given the full five star NCAP safety treatment and boasts six-airbags and stability control. The brakes are ABS-equipped and have Electronic Brakeforce Distribution too. In essence, you’re driving something that’s solid, comfortable and most importantly, safe. Vehicles in this segment need to be able to carry and the Fluence is able to match its competitors by having a decent boot as well as plenty of rear legroom.

Renault Fluence conclusion

The Fluence is hard to fault if you’re looking for something offers comfort, respectable performance, economy and practicality if you consider that it costs R249,900. Low mileage pre-owned units, in theory, should be making a killing in sales. However, the South African market is a tough nut to crack thanks to brand reputations/history and the Fluence has its work cut out against more popular competition. Still, give it a look if you’re after something like this. I think you’ll be pleasantly surprised.

Renault Fluence price in South Africa

The Renault Fluence 2.0 Privilege retails for R254 900

We like:
·        So many gadgets and features
·         Quite refined
·         Spacious cabin and huge boot
·         Value for money offering

We don’t like:
·         Depreciation
·         Rivals have stronger brands backing them
·         This segment isn’t Renault’s forté

Renault Fluence 2.0 Privilege specifications

Engine:                2.0-litre, four-cylinder, petrol
Power:                 105 kW @ 6 000 rpm
Torque:                195 N.m @ 3 750 rpm
Transmission:      six-speed manual
Wheels:                17-inch
0-100 km/h:        10.4 seconds (claimed)
Fuel economy:   7.8l/100km (claimed combined cycle)

Also consider:
Hyundai Elantra
Toyota Corolla
Chevrolet Cruze

Lexus IS350 SE Review

Lexus shoves a 3.5-litre V6 into its attractive IS sedan. Is the Lexus IS350 SE enough to match the Germans?

Lexus IS350 SE – Introduction

The Lexus IS isn’t a bad car and is a vehicle that’s actually rather close to my heart as my dad owned a silver IS250 manual which I was allowed to drive periodically. While working at Cars in Action in 2010, I was fortunate enough to sample the V8-powered fire-breathing IS-F. Both were impressive cars and I enjoyed driving them. However, subsequent research showed that there was a 3.5-litre V6 engine available for the IS range overseas. Locally, the IS250 did okay in terms of sales, but the German competition is constantly evolving and improving.

Lexus IS350 SE – Engine

Lexus South Africa finally made the choice to bring in the IS350 and I was rather chuffed when a sparkling red example was delivered to my home. It’s a great looking vehicle and there are splashes of sportiness across the board. Despite having big alloy wheels, twin chrome exhausts and daytime LED lights, the Lexus IS350 is still rather understated.

The main point of interest here is the magnificent 3.5-litre V6 engine. With 233kW and 378Nm, the Lexus IS350 packs quite a surprising wallop both in terms of performance and soundtrack. It doesn’t feel fast off the line but once out of first gear, the Lexus effortlessly reaches illegal speeds. Lexus claim that its IS350 will hit 100km/h in around 5.5 seconds, which is impressive.

Driving the Lexus IS350 is a simple affair as it is fitted with a six-speed automatic gearbox with paddles fitted behind the steering wheel.  I chose to leave them alone and allowed the vehicle to do its own thing which seemed to work best. The downside to having this sort of performance is that fuel consumption does tend to be on the high side. Look, if you drive decently, you can expect to see around 10.5L/100km. Put your foot down and that figure will climb up to 14

Lexus IS0350 SE – Specification Level

Lexus’ strongpoint is having a full specification level that is completely comprehensive and has few options. The Germans, however, make almost everything an optional extra so Lexus has the upper hand here. Comprehensive satellite navigation with voice command, Bluetooth, reverse camera, Lexus Premium Sound System, sunroof, keyless entry/ignition, electric rear window blind, heated leather seats and HID headlights are all fitted as standard. Off the top of my head, nearly all the above equipment is an optional extra on the German equivalents.

Lexus IS350 SE – Conclusion

So it drives well, goes like the proverbial clappers and has all the gadgets and gizmos you’d ever need. This is one of the most complete and refined vehicles that I have ever driven as you’re able to perfectly blend luxury cruising with dynamic driving. Look, it may sound like an awful lot of money (R548,600) but for the price you’re taking the fight right to the Mercedes-Benz C350 and BMW 335i. They may carry far more prestige and be more desirable (and will outsell the IS350 five-to-one) but the Lexus has a touch of old school class about it and offers outstanding value for money. Sadly though, this Lexus arrived two years too late and will be squaring off against the new F30 BMW and recently face-lifted Audi A4 which is a difficult challenge.

Lexus IS350 SE – Price in South Africa

Lexus IS350 – R548 600.

We like:
·         It has everything you’d ever need
·         A lot faster than you’d think
·         Premium build quality

We don’t like:
·         Won’t appeal to anyone under 40
·         Doesn’t have the desirability or dynamics of a BMW 3-Series

Lexus IS350 SE specifications

Engine:                3.5-litre, V6, petrol
Power:                 233 kW @ 6 400 rpm
Torque:                378 N.m @ 4 800 rpm
Transmission:      six-speed automatic
Wheels:                18-inch
0-100 km/h:        5.6 seconds (claimed)
Fuel economy:   9.4l/100km (claimed combined cycle)

Also consider:
BMW 3-Series
Audi A4
Mercedes-Benz C-Class

Chevrolet Captiva Diesel 2.2D AWD LTZ Review

Chevrolet’s attractive facelifted Captiva had one glaring omission in its range – a much-needed diesel version. Now with a 2.2 diesel motor, does it fill the gap?

Chevrolet Captiva diesel engine

It has taken awhile but Chevrolet has popped a diesel motor in its Captiva range. This engine, mated to a six-speed automatic gearbox, offers 135kW and 400Nm on tap. The all-wheel drive system works a treat in mud as the picture attests but if you want take it seriously off-road, be aware that the low profile sporty 19-inch tyres are at risk of punctures from sharp objects. The real strength of the Captiva is its interior and value-for-money. It’s rather refined, quiet and you really can’t hear any wind or engine noise. The diesel version only comes in top-of-the-range LTZ specification which means you’re getting quite a lot quality kit.

Chevrolet Captiva diesel interior features

Leather trim on the gear lever, steering wheel and seats is standard, as is a power adjustable driver’s seat. Great comfort features like climate control, automatic lights and windscreen wipers, cruise control, automatic anti-dazzle rear view mirror, audio/Bluetooth, rear park assist, sunroof, and roof rails are all standard too. Did I mention that the Captiva can also seat seven people? Or, fold the extra seats back down and you’ve got a massive boot.

Chevrolet Captiva diesel ride quality

It’s comfortable, spacious and an absolute pleasure to drive. It is one of the few vehicles that I’d actually buy purely for levels of comfort and never have traffic jams been so pleasurable. Sit back, turn the music up and relax. The gearbox, while not as responsive as some transmissions, works just fine when you’re cruising. Should you wish to go anywhere in a rush, knock the lever to manual override and treat it like a tiptronic unit.

Chevrolet Captiva diesel worrying economy

Look, the addition of the diesel engine in the Captiva is a wise business move by General Motors. The petrol engines are good but they’re a little on the thirsty side and the four pot units lack in-gear urge. My gripe is this particular motor. It drives okay but the first alarm bell went off in my head as I measured the fuel consumption. It was reading just over the 11L/100km mark and I hadn’t been pushing it at all plus it was in Economy mode. Yes, I’m prepared to waive this aside and put it down to the newness and mass of the vehicle, but then the second alarm bell starting ringing when I checked the specs. Chevrolet claims 8L/100km on a combined cycle. Hang on a minute…

Chevrolet Captiva diesel conclusion

While there are serious discrepancies in the claimed versus realistic fuel consumptionfigure, there’s no doubt the diesel version of the Captiva is the one to have. It’s almost R30,000 cheaper than the V6 petrol at R427,500 and previously I would have been recommending the all-wheel drive 2.4-litre as the best but this diesel makes far more sense.

Chevrolet Captiva diesel price in South Africa

The diesel-powered Chevrolet Captiva retails for R447 500

We like:
·         Looks brawny
·         All-wheel drive suits most scenarios
·         Diesel engine a welcome addition to the range
·         Good and comfortable ride

We don’t like:
·         Surprisingly thirsty
·         Low-profile tyres are the weakest link if you want to go seriously offroad

Chevrolet Captival diesel 2.2D AWD LTZ specifications

Engine:                2.2-litre, four-cylinder, petrol
Power:                 135 kW @ 3 800 rpm
Torque:                400 N.m @ 2 00 rpm
Transmission:      six-speed automatic
Wheels:                19-inch
0-100 km/h:        10.1 seconds (claimed)
Fuel economy:   8l/100km (claimed combined cycle)

Also consider:
Subaru Forester
Honda CR-V

Nissan NP200 1.5Dci Review

After reading reviews about a new-ish powerful, economical diesel from Nissan, I had to see what all the fuss was about. Interestingly enough, I was hoping to sample it in the rather good Qashqai but imagine my surprise when a Nissan NP200 was delivered!

Nissan NP200 practicality

Despite the hordes of enjoyable sportscars and cabriolets that have come my way over the years, I still enjoy driving a solid, reliable utility vehicle. I enjoy the good, down-to-earth humbleness that goes with a sub-1 ton bakkie and Nissan’s NP200 is not something I have yet evaluated.

With gusto I got into the Nissan and made use of the space behind the driver’s seat to hide my laptop. The only downside to driving bakkie/pick-ups is the fact that I cannot lock my possessions in the boot and I’m constantly worried that I’m going to have something nicked. For a ‘small’ vehicle, the Nissan NP200 is actually rather spacious inside and even for taller folk like myself, I didn’t feel uncomfortable.

Nissan NP200 interior

Nissan’s NP200 has a familiar interior and keen-eyed readers will spot that the interior is not dissimilar to that of the affordable Renault Sandero. Now before you recoil in horror, I can reassure that there’s absolutely nothing wrong with this and the Renault/Nissan alliance is a brilliant arrangement. Did you know that the NP200 and the Sandero are built side-by-side in Rosslyn, Pretoria?

Nissan NP200 features

It has most of the basic features you can expect from a vehicle of this nature. Electric windows, air-conditioning, power-steering are there, as is a drive and passenger airbag. It’s a work-horse and you’re expected to make do with what you get. The interior has been assembled from rugged materials while the fabric seats are tough. It’s as if Nissan knows that the dirtiest and muddiest of workers will be using this Nissan…

Nissan NP200 engine

I’ve been saving the best part of the Nissan NP200 until last and here it is; a fantastic engine. Sourced from Renault, the 1.5-litre 65kW 200Nm unit is one of the most impressive small-capacity diesels that I have evaluated thanks to a combination of performance and efficiency. Put your foot down in most gears and the NP200 accelerates without hesitation.

If you’re in a hurry, the little engine does tend to sound a bit strained if you stray to the redline but if you’re a diesel fan you should know that most of the power has ended long before that. It’s frugal too and only needed a small top-up of 50ppm diesel on day seven. Nissan claims that it sips just 5.3L/100km, which is indeed impressive.

Nissan NP200 conclusion

Now here’s the cruncher. The Nissan NP200 offers good basic spec, strong build quality and a spacious 800L load bay, coupled with a revised/improved warranty of six years/150 000km as opposed to the original three year/100 000km. I had the SE version which adds some sporty touches to the exterior but that costs R191,000. The base model (far more sensible) goes for R154,000.

Many of you will have read about my enthusing over the Chevrolet Utility – a popular rival for the Nissan. Chevrolet has very recently launched a 1.3-litre diesel engine to counter this Nissan and if you’re prepared to pay a bit extra (R172,400) for marginally better spec and a more efficient engine but less load space, then consider that if you don’t like Nissan. You’d struggle to beat the base-model NP200 and I’m not the only one who shares this sentiment as the plucky bakkie has been a top seller in the South African market.

Nissan NP200 price in South Africa

Nissan NP200 Base model – R 154 000
Nissan NP200 SE – R191 000

We like:
·         Great engine
·         Light on fuel
·         Reliable
·         Reasonable build quality

We don’t like:
·         Basic interior

Nissan NP200 1.5Dci specifications

Engine:                1.5-litre, four-cylinder, diesel
Power:                 65 kW @ 3 750 rpm
Torque:                200 N.m @ 1 900 rpm
Transmission:      five-speed manual
Wheels:                15-inch
0-100 km/h:        NA seconds (claimed)
Fuel economy:   5.3l/100km (claimed combined cycle)

Also consider:
Chevrolet Utility
Ford Bantam
Second-hand Toyota Hilux

Ford Focus ST Review

After many years in the hot hatch market, Ford’s all-new Focus ST has hit the local market and promises exciting performance for an unbeatable price.

Ford Focus ST heritage and practicality

The old Ford Focus ST was still one of my favourite hot hatches. Not only was it quick, but happened to look damn good – something I think some car companies have shied away from. For me a hot hatchback is about being quick, looking quick, yet still retaining elements of practicality. There are few things worse than trying to squeeze a month’s worth of groceries into a hopelessly inadequate boot, the result of which is an earful from the ladyfriend.

The old ST’s engine was a peach too. Shared by Volvo in the C30 T5, this 2.5 5-cylinder sounded magnificent and went like stink. Tuners also loved the way the block accepted extra boost and reworked engine management without any fuss. Basically, the old ST is a legend and the new one has to make a serious mark if it wants a similar reputation.

Ford Focus ST’s all-new engine and looks

Looks-wise the 2013 Ford Focus ST is the business. My particular test unit was clad in a violent shade of orange called ‘Tangerine Scream’, which was loved by all who set eyes upon her. The ST gains daytime running lights, a huge gaping bumper with an ST badge, big rear wing, centred exhaust, while the eye-catching five star-style wheels have been retained.

Like most petrolheads, I was saddened when news broke that the five cylinder engine was no more. Thanks to emissions and economy regulations, that motor just wasn’t green enough. The good news is the all-new 2.0-litre EcoBoost is a suitable upgrade. While it may lack the distinct aircraft rumble of the old one, power and torque are up to 184 kW and 360 Nm – serious figures for a family Focus. Ford has also fitted the Focus ST with an overboost function, which makes for effortless acceleration. Is it fast? Without any real effort, you can be on the wrong side of 120km/h very quickly…

Ford Focus ST handling and dynamics

How’s it like to drive? In a word: terrific. At low revs the ST trundles along like its non-racing siblings without any hint of serious performance. Put your foot flat and the cabin fills with a deep induction roar as air. The engine reaches around the 2500rpm mark and the car picks up momentum. Unlike some turbocharged cars which experience a little power drop off at the top of the rev range, the ST goes full tilt right to the rev limit. However, it doesn’t like uneven road surfaces especially if you’ve got a heavy right foot and said road surface was in the middle of a corner. It doesn’t grip as well as track-focused RenaultSport Megane, but I don’t care. If you have your wits about you, the Focus ST provides plenty of fast fun.

Ford Focus ST features and spec levels

It may be fast, but the Ford Focus ST is still a spacious family vehicle. There’s ample space for four adults, and the boot is deep and practical. The driver and passenger sit comfortably on some tasty heated Recaro leather bucket seats. I was in the ST3 derivative, which gives you nice things like auto wipers, keyless entry/start, halogen headlamps, climate control, a comprehensive trip computer, and a very sweet Sony radio which has both USB and aux inputs. The only downside to the interior was the sheer array of buttons. There are far too many in the Focus ST’s cabin and the steering wheel is also littered with a button for everything. If you own this car, then you’ll get used to which button does what.

The car also features a rather smart system called Sync. It’s essentially a hands-free voice command that works with your mobile phone. You’re able to push the button and tell your phone to dial people and the system will even read out your text messages. You can also tell Sync what music you want to listen to and it will play the selected mp3s off of your device. The downside of this smart system is that it takes a while to figure out and set up. In fact, I broke my record of sitting in a car with the engine turned off, with the handbook in my lap and playing around by an hour. It’s finicky and daunting initially, but once Sync is set up it’ll change your life!

Ford Focus ST verdict and conclusion

Thanks to some smart pricing from Ford (R309 530 for ST1, R353 700 for higher-spec ST3), the Focus ST is an outstanding package. Sure, it may have lost two doors and the terrific 5-pot sound, but in its place is a more mature and grown up product. It offers strong performance as well as being able to transport four adults in style and comfort. It’s these attributes that make the Focus ST a strong contender of hot hatch benchmark until the next Volkswagen GTI comes along.

Ford Focus ST prices in South Africa

ST1 R309 530
ST3 R353 700

We like:
·         Relentless power
·         Looks like a hooligan
·         Decent specification
·         Five-door practicality
·         Brilliant pricing

We don’t like:
·         Can be a bit of a hooligan when driven fast
·         Infotainment system a little complicated
·         Aimed at a younger target market

Ford Focus ST specifications

Engine:                2.0-litre, four-cylinder, petrol
Power:                 184 kW @ 5 500 rpm
Torque:                360 N.m @ 2 000 rpm
Transmission:      six-speed manual
Wheels:                18-inch
0-100 km/h:        6.5 seconds (claimed)
Fuel economy:   7.2l/100km (claimed combined cycle)

Also consider:
Volkswagen Golf GTI
Opel Astra OPC
Renault Megane RS265
BMW 135i

Renault Sandero 1.4 Ambience review

It’s the cheapest vehicle on offer from Renault South Africa but cheap doesn’t always mean cheerful though. Read how it fared in our standard 7 day evaluation.

Renault Sandero powered by Nissan

I’ll come clean right now. This isn’t a Renault. This is a Dacia and for those of you that have never of this brand, basically it’s a Romanian budget car company that exists to provide affordable motoring for the masses. Thankfully we as South Africans have far better standards and thanks to the Nissan/Renault alliance, the vehicles are built right here in South Africa alongside the Nissan NP200 light pick-up. Budget origins aside, Renault is trying damn hard to get a slice of the popular budget car market and the Sandero goes head-to-head with Ford’s Figo, Volkswagen’s Polo Vivo and the new Toyota Etios. Those three are strong local brands, so how can the Sandero compete? The answer is pretty simple and has been Renault’s core strategy for a number of years; provide outstanding value-for-money.

Renault Sandero safety

It’s not a bad looking little vehicle and certainly looks a lot bigger than its rivals. Just because you have R110 000 to spend on a car doesn’t mean you land up driving a tiny lunchbox. In fact, theSandero’s key selling point is the interior space and features. It’s deceptively large on the inside and easily seats four adults. The boot ain’t bad either and a month’s groceries (or a set of golf clubs) goes in with ease. In most small cars I’m worried about safety and whether I’ll be okay in the event of a crash. Reassuringly like all of Renault’s products, the Sandero is well-covered as it has ABS brakes, Electronic Brake force Distribution as well as driver/passenger airbags. The Sandero comes standard with air-conditioning, remote central locking, power steering as well as a basic radio. It’s not much, but at this end of the scale, you can’t be too demanding.

Renault Sandero's old engine

The engine is this vehicle’s downfall though. Not only is it a little under-powered, it’s also rather noisy under hard acceleration. On closer inspection it turns that this engine is in fact a 1.4-litre 8v unit, which is rather outdated. Renault and Nissan both have some terrific engines in their respective part bins so why can’t there be something remotely decent under the hood? The 1.2-litre from the Twingo offers similar power and is quite refined. For the record, this old engine puts out 55 kW and 112 Nm which is adequate to get around town. It’s not bad in terms of fuel efficiency and Renault claims a figure of around 7L/100km. Luckily, there’s a more powerful 1.6-litre engine if you want some more oomph. It’s alright to drive, with the clutch and gearbox being extremely simple to operate. Despite every wannabe petrolhead slating the French for unreliable cars (seriously, stop that already), Renault actually has done sterling work in ensuring that there are plenty of parts available locally as well as throwing in a strong warranty/service plan. You really don’t need to stress as the Sandero is basically a Nissan underneath anyways.

Renault Sandero conclusion

For a basic entry level offering, the Sandero isn’t bad. At just under R110 000 (R109 900 to be exact), there’s precious little competition that can match it in terms of interior space and specification. It’s one of the better budget cars but that’s where the greatness stops. That engine is ancient and the vehicle feels very cheap. The Sandero Stepway on the other hand, is actually surprisingly good. Perhaps I’ve been spoilt by one too many high-end luxury vehicles but I just don’t see the point in budget new cars. Sure, they’re catering for a massive upcoming market that is desperate for affordable and practical wheels with some success but I’d much rather go for something like a second-hand Renault Clio II. Wait, I did just that and haven’t been happier!

Renault Sandero 1.4 Ambience price in South Africa

R109 900

We like: Interior space · Build quality · Decent specification · Made in SA alongside Nissan products · Cheap
We don’t like: Ancient · Unrefined engine · Feels cheap

Renault Sandero Ambience specifications

Engine:                1.4-litre, four-cylinder, petrol
Power:                 55 kW @ 5 500 rpm
Torque:                112 N.m @ 3 000 rpm
Transmission:      five-speed manual
Wheels:                15-inch
0-100 km/h:        13 seconds (claimed)
Fuel economy:   7l/100km (claimed combined cycle)

Also consider: Volkswagen Polo Vivo Hyundai i10 Ford Figo

Hyundai Accent 1,6 GLS (2011) Driving Impression

While some people still regard Hyundai as a newcomer to the South African market, the reality is that it has now been here for more than 20 years! The Hyundai Accent compact sedan – and, occasionally, hatchback – has been a part of the local offering nearly from the start. Indeed, worldwide, the Accent is now in its seventh generation and it shows just how far this South Korean brand has come. The latest model is said to represent a significant step up in terms of fit and finish, and also price. Has it outgrown its budget roots?

Mini-Elantra looks

Hyundai’s larger C-segment sedan, the Elantra, has been widely praised for not only its value offering, but also its design flair. Like the current Sonata and Elantra, the Hyundai Accent now displays some impressive sculpting and creases. On its bigger siblings the result is perhaps a little bit more flowing and elegant, but the Accent is nevertheless a reasonably attractive not-so-compact sedan. We particularly like the strong shoulder line that flows along the sides and gently terminates above the rear lamps, where there is also a hint of a boot spoiler. But, sadly, the overall impression is somewhat spoilt by the fitment of small 14-inch steel wheels with plastic covers.

It is inside where Hyundai’s design team has really worked its magic. As in the Elantra, the surfaces of the plastics are still mostly hard, but they “look” soft. Also, the application of piano black and chrome trim work well to lift the ambience, along with smart instrumentation that feature blue backlighting. It’s a classy look that not many compact sedans in this segment can compete with.

Given the Accent’s surprisingly large exterior dimensions (4 370 mm in length, 2 570 mm wheelbase), it doesn’t feel particularly spacious inside, especially in the rear. The sweeping roofline has impacted headroom for taller passengers, while perhaps the decision to prioritise a very large 389 L boot has forced the designers to push the rear seats forward, impinging on legroom. But, that being said, most families with smaller children will find the packaging superb, and will appreciate the big boot – a full-size spare wheel is included, too.

The driver is reasonably well looked after in the Hyundai Accent, even if the steering wheel only offers rake adjustability. The seat, however, has manual height adjustment and although they’re not the most supportive of seats in general, they certainly proved comfortable on longer trips. Standard features that will make such trips even more pleasurable include air-conditioning, electric mirrors/windows and a radio/CD player with remote audio controls and USB/auxiliary support. Even rear park assist is part of the deal, along with two airbags and ABS/EBD.

Good power, economy

The Hyundai Accent is powered by the familiar 1,6-litre, four-cylinder engine that delivers impressive power figures (91 kW and 156 Nm). Interestingly, especially given the Accent’s growth in size and the generous equipment, it remains a relatively lightweight vehicle (1 035 kg). The performance is therefore quite nippy, with a 0-100 km/h time of just over 10 seconds being on offer as well as a 190 km/h top speed. The engine is willing in the mid-range as well, providing good overtaking power and the transmission is very easy to use. In fact, the clutch could do with a bit of extra “feel”. If there is a concern it is with regards to mechanical noise. Perhaps the vehicle’s light weight is indicative of a lack of sound-deadening material, but the engine came across as overly “buzzy”. Fuel economy is impressive, but a figure of 6,1 L/100 km is not very realistic. Expect to average closer to 7,5 L/100 km.

Poor steering feel

The Accent’s target market will undoubtedly prioritise ease-of-driving and comfort over entertaining dynamics. A basic torsion-beam arrangement is used for the rear suspension and has certainly been set up for maximum compliancy. As a result the Hyundai Accent boasts a supple ride that should endear it to buyers who will also end up using it as a family car. Less impressive, however, is the steering – it’s not the first time that a Hyundai’s steering has come in for sharp criticism. The “feel” from the wheel is inconsistent and at times the car seemingly wants to steer itself. It is particularly badly affected by the camber of the road. Another minor point of criticism is that the rear end of the car can feel quite light when it is pushed hard into a corner. It’s not something that most owners are ever likely to experience, but nevertheless care has to be taken in such extreme situations, as there is no ESP (electronic stability system).

Hyundai Accent – Verdict

For the price of the Hyundai Accent, it offers outstanding value for money. It’s not only about a high level of standard specification either, because this Hyundai Accent now has some other talents, too, including an upmarket, well-made cabin, big boot space and an impressive engine. Not to mention… the long warranty and standard service plan. Just as Elantra has significantly improved Hyundai’s fortunes in the C-segment, the Accent is likely to contribute much more to the Korean maker’s bottom linef

We like:

  • Upmarket cabin finish
  • Strong performance
  • Standard features
  • Build quality
  • Warranty/service plan


We don’t like:

  • 14-inch steel wheels
  • Noisy engine
  • Terrible steering


Fast facts

Engine: 1,6-litre, four-cylinder, petrol
Power: 91 kW @ 6 300 rpm
Torque: 156 Nm @ 4 200 rpm
Transmission: Five-speed manual
Wheels: 14-inch steel
Top speed: 190 km/h
0-100 km/h: 10,2 seconds
Fuel economy: 6,1 L/100 km

Source: www.um.co.za

Also consider:

  • Volkswagen Polo Sedan 1,4i Trendline: Also new on the market and does offer a more upmarket-feeling package, but it can’t nearly match the Hyundai Accent standard specification, nor its performance. Given that the service plan is also optional, perhaps a bit too pricey?
  • Toyota Yaris Zen3 Sedan 1,3 Spirit: The Toyota is ageing, but it’s still a very capable compact sedan. The Yaris sedan offers a comfortable, refined interior environment and bullet-proof reliability. The standard specification is also reasonable. But it doesn’t feel as modern and sophisticated as the Hyundai Accent.
  • Ford Fiesta Sedan 1,6 Ambiente: The Fiesta sedan hasn’t quite been the success its maker had hoped. The price is a bit high, and it’s not as refined as it could be. Plus, it looks a bit awkward.

Mitsubishi ASX 2,0 MPI Mid Spec (2011) Driving Impression

You would think that being part of the Mercedes-Benz group in South Africa would be an automatic recipe for success. Unfortunately for Mitsubishi, this wasn’t quite the case. Of course, it could be argued that the brand never got the attention it needed, but still… going it alone must be quite a daunting challenge. What Mitsubishi has to its advantage, however, is the might of the Imperial group, as well as a South African populace that is well aware of the brand’s core strength – reliability. Now, with its local distributorship secured, the brand looks set to grow by adding much needed new models to its line-up. The subject of this test, the Mitsubishi ASX crossover, is one of the most important.

Compact attitude for Mitsubishi ASX

With the compact crossover segment being one of the fastest growing in the local market, Mitsubishi can count itself lucky that it has a product such as the ASX to launch. It is available locally in three derivatives, all powered by the same engine. This Mid Spec version is likely to be the top seller, seeing as it adds a number of nice-to-have features at not too much of an extra cost. It boasts an attractive design, too, with the requisite high ground clearance and stubby front and rear ends lending it that much-desired “off-roader-in-a-city-slicker-suit” appearance. Up front it gets the same massive trapezoidal grille that already appears on the Lancer sedan. There’s some neat sculpting along the sides along with attractive 17-inch alloys and, at the rear, a large black “skid plate”. This Mitsubishi ASX model also features fog lamps and a very smart panoramic sunroof.

Unfortunately, Mitsubishi’s designers have not been quite so successful inside. But first the good news… Despite its relatively compact exterior dimensions, the Mitsubishi ASX nevertheless rides on a lengthy 2 670 mm wheelbase, which ensures good legroom for all passengers. Even the boot is decently sized at 442 L. Our criticism really centres on the facia design and choice of trim materials. As per usual, fit and finish is really good on this Mitsubishi ASX and never once emitted a rattle during the period of our test, but the facia looks low-rent for a vehicle of this price category. Most of the plastics are of the hard and shiny variety, and the design is very generic – the one area of exception being the very upmarket instrument cluster. Sadly, not even the standard fitment of leather upholstery can lift the ambience.

It’s a particularly jarring disappointment because the Mitsubishi ASX Mid Spec is very well equipped indeed. You get climate control, auto lights and wipers, electrically folding and heated mirrors, electrically adjustable driver’s seat, keyless entry, rear park assist and even heated front seats. The safety package may exclude ESP (disappointing), but it does offer no fewer than seven airbags, ABS/EBD and also Isofix child seat anchors.

Straightforward mechanical package

As much as the Mitsubishi ASX broadcasts a message of adventure and excitement, it is essentially a high-riding front-wheel drive hatchback. There’s not much wrong with that formula – after all the typical usage pattern of these types of vehicles see them hardly ever leaving the confines of the city. Under the bonnet is the brand’s proven 2,0-litre, four-cylinder petrol engine that delivers 110 kW and 197 Nm of torque – both figures are good for this type of vehicle. Mated with a robust-feeling five-speed manual transmission, the engine powers the Mitsubishi ASX along at a very decent rate. Expect a 0-100 km/h time of just below 10 seconds. More importantly, the ASX feels nippy and responsive in most circumstances, even when cruising at relatively high speed. The downside is that it can’t match the fuel economy of some newer, smaller-capacity turbocharged engines that offer similar power and performance. Mitsubishi claims a consumption of around 7,5 L/100 km for this model, but you’ll have to really pussy foot to achieve that – more likely is a figure of around 10 L/100 km.

Mitsubishi is well-known for developing great handling cars from relatively ordinary underpinnings, and this talent also shines through in the ASX. Yes, the higher centre of gravity does mean that it’s no hot hatch in the corners, but generally it impresses with its grip and good body control. The steering is good, too. Perhaps the ride is slightly too firm on those 17-inch wheels, but on most surfaces we believe the suspension set-up strikes a good compromise. A final (small) criticism is the relatively high levels of road noise that reach the cabin.

Mitsubishi ASX – Verdict

Backed by a four-year warranty and five-year service plan, the ASX offers an attractive purchasing proposition. It fits very neatly into a very competitive and popular segment, but does possess its own character and is a well-polished product, save for two areas of concern – firstly, we think the facia design could be improved and, secondly, the engine is not very economical. All that said, the Mitsubishi ASX is likely to be one of those vehicles that may appear somewhat basic at first glance, but which eventually wins you over with its reliability and lack of problematic frills. Think of it as the Honda Jazz of compact crossovers – high praise indeed.

We like:

  • Attractive looks
  • Standard specification
  • Build quality
  • Performance
  • Handling


We don’t like:

  • Firm ride
  • Uninspiring cabin design


Fast facts

Engine: 2,0-litre, four-cylinder, petrol
Power: 110 kW @ 6 000 rpm
Torque: 197 Nm @ 4 200 rpm
Transmission: Five-speed manual
Wheels: 17-inch alloy
Top speed: 194 km/h
0-100 km/h: 9,5 seconds
Fuel Economy: 7,5 L/100 km

Source: www.um.co.za

Also consider:

  • Nissan Qashqai 1,6 Acenta n-tec: N-tec special edition trim brings the Qashqai closer to the Mitsubishi ASX in terms of spec and design appeal. The Qashqai has a bigger interior and better ride quality, but can’t match the Mitsubishi’s performance.
  • Hyundai ix35 2,0 GLS: A top-seller with good reason – the Hyundai offers not only more space, but also a very comprehensive standard specification and a more powerful engine. And then there’s that warranty and service plan combination…
  • Kia Sportage 2,0 Ignite: The ix35’s prettier cousin – a deadly rival. Ignite specification is not nearly as generous as the Mitsubishi’s, but you can upgrade and pay a similar amount for more features. But do you need much more than this? A superb package.

Toyota Fortuner 2.5 D-4D Raised Body (2011) Driving Impression

Much to the dismay of commentators who regard it as nothing more than a tarted-up Hilux, the Toyota Fortuner is consistently one of the top-selling vehicles in South Africa. Its appeal is not difficult to grasp – it offers a spacious, seven-seat cabin, rugged off-road ability, powerful and dependable engines and, of course, the promise of unfaltering Toyota back-up. And now Toyota has added a new entry level Fortuner version, which looks set to grow the volumes even further. Is it the pick of the range?

No-compromise looks

Following the recent facelift, the Fortuner is a far more upmarket-looking vehicle than ever before. For some the chrome grille is a little overdone, and the clear rear lamps perhaps look somewhat like aftermarket items, but there’s certainly more presence and a greater visual gap between it and its Hilux donor vehicle. We particularly like the way the bold grille flows into the bonnet (itself topped with an air-inlet), and the wide, hungry looking front airdam with its integrated fog lamps. The large 17-inch alloy wheels add plenty of visual muscle, too, and just about manage to sufficiently fill the flared wheelarches. A nice touch is that the side indicators are integrated in the rear view mirror housings. Roof rails are standard, too. There really is nothing that marks the 2.5-litre model out as the “cheapie” in the line-up.

Similarly, Toyota has not skimped on the interior. Early Fortuners had light beige trim that showed wear and dirt quickly, but the new models feature a grey/dark brown trim combination that doesn’t only look more upmarket, but should also stay that way for longer. A few alterations to the control layouts and instrumentation have also contributed to the Fortuner’s facia stepping out of its obviously bakkie-derived roots.

As before, the cabin remains a very practical one. Space all-round is good, but with seven seats up the boot space is obviously limited. Also, you either like the way the two rear seats fold up into the sides of the cabin or not. For us, the Fortuner design impinges too much on boot space. A nice touch is a separate air-conditioning system for the rear passengers.

Other standard features include air-conditioning, electric windows/mirrors, radio/CD player and multi-function steering wheel. The safety package is not as comprehensive as the more expensive 3,0-litre models, but there are still two airbags, ABS/EBD and a stability control system – the latter being an important feature given the reputation of early Fortuners for toppling over. The seats are covered in cloth upholstery, and the steering wheel offers only rake adjustment. Still, seating comfort is good and the driver will appreciate the visibility the extra height offers.

Superb new engine

Of course, the big news with this Fortuner model is the fitment of the 2.5-litre D-4D engine for the first time. It is a modern unit, featuring common-rail direct injection, inter-cooling and a variable nozzle turbocharger, too. The outputs are impressive – the maximum power is 106 kW, and it delivers exactly the same amount of torque (343 Nm) as the 3.0-litre D-4D! The bigger engine obviously has a wider torque curve, but nevertheless, the 2.5-litre’s 343 Nm is available from 1 600 to 2 800 rpm. This translates into excellent performance in the Fortuner which just about matches the 3.0-litre! Folks that do a lot of towing, however, may still want to stretch their rands for the bigger-capacity engine.

The 2.5 is also a very refined and economical engine. You’re likely to achieve an average consumption of 9 L/100 km, which is excellent for this type of vehicle. In fact, you have to wonder whether the 2.5 is not perhaps too good. As it stands, it may well end up cannibalising sales from its bigger, more expensive sibling.

Certainly, there’s precious little that separates the two in terms of on-road manners. The 2.5 performs eagerly around town and maintains steady cruising speeds easily on the highway and holiday routes. The ride is, of course, relatively stiff compared with the soft-roaders that are priced at a similar level, but it’s hardly uncomfortable. Plus, the latest Fortuner certainly feels more stable and safe on the road.

And with a 220 mm ground clearance, as well as a standard rear differential lock, the Fortuner will go places where most all-wheel drive soft-roaders won’t dare to tread.

Toyota Fortuner 2.5 D-4D Raised Body – Verdict

We knew the Fortuner 2.5 D-4D Raised Body would be good, but did not quite anticipate it being this excellent. Buyers who opt for this entry level model will sacrifice very little in terms of real ability. The start of the show is undoubtedly the new engine – offering similar power and torque to the 3.0-litre, and with excellent refinement and improved fuel economy, it really deserves a round of applause. But it’s not only the engine… The specification level is comprehensive enough and the enviable on/off-road balance is intact. We expect the 2.5-litre model will swiftly dominate the Fortuner sales charts.

We like:

  • High-value pricing
  • Revised interior trim
  • Excellent engine
  • Versatility
  • Standard diff-lock

We don’t like:

  • Bakkie-like ride
  • Fold-up rear seats

 

Toyota Fortuner 2.5 D-4D Raised Body fast facts

Engine 2.5-litre, four-cylinder, turbodiesel
Power 106 kW @ 3 400 rpm
Torque 343 Nm @ 1 600 rpm
Transmission five-speed manual
Wheels 17-inch alloy
Top speed 175 km/h
0-100 km/h n/a seconds
Fuel economy 8 L/100 km

Source: www.um.co.za

Also consider:

Ford Everest 3.0 TDCI XLT 4×2:

The Everest has always faced a stiff challenge against the 3.0 D-4D Fortuner, and at its relatively high price compared with the new 2.5-litre model it is even more comprehensively outclassed. A relaxed companion, but outdated in most respects.

Chevrolet Captiva 2.4 LT:

The Captiva is, of course, powered by a petrol engine, but in the Fortuner’s price range there aren’t that many seven-seaters around, so if that is a requirement, you can do much worse than this likeable offering. Not as spacious, though.

Mahindra XUV500 W8:

For significantly less, there is this modern offering from Indian brand Mahindra. It is powered by a surprisingly good 2.2-litre turbodiesel engine and also offers seven seats. The interior specification is comprehensive. But it’s still unproven in the local market.

Volkswagen Polo Vivo 1.6 GT (2011) Driving Impression

Although the iconic Volkswagen Citi Golf was always most successful in its more basic iterations, the presence of fun-to-drive, sports-oriented versions in the line-up had played a major part in ensuring its desirability and longevity. Models such as the CTi and Life offered big thrills for comparatively little outlay. Up until now, the Citi’s replacement, the Vivo, has lacked a model offering with a bit of sparkle. The new three-door Polo Vivo 1.6 GT derivative is meant to fill that void.

Subtle, but effective styling tweaks

The Vivo, of course, is a slightly reworked version of the previous-generation Polo. As such it is a neat, but conservatively styled compact hatchback that still looks modern. For the Polo Vivo 1.6 GT variant, however, Volkswagen has decided to use the sporty three-door bodyshell, which immediately gives this new model a more dynamic personality. Volkswagen has also added some tasty details, such as twin-exhaust outlets, a tailgate spoiler, 15-inch alloy wheels and a lowered suspension.

The darkened headlamps (as fitted to all Vivos) really suit the Vivo, and combine well with the wide front airdam (devoid of fog lamps) and even the black plastic door handles and mirror housings. These items would usually denote a budget offering, but somehow, with the Polo Vivo 1.6 GT, they appear to be part of a strong visual package.

As per usual, Volkswagen has done even better in the cabin. To put it simply, the Vivo GT’s cabin would still be competitive even among vehicles with much higher price tags. This explains to a large degree why the previous Polo was always such an attractive, desirable car, right up to its final days.

For the Polo Vivo 1.6 GT, Volkswagen has added attractive red stitching to the leather-wrapped steering wheel and gear boot. Continuing with the theme are red inserts on the sports seats and even rather OTT red seatbelts. Silver trim accents on the facia and elsewhere, as well as cool blue backlighting for the instrumentation, further boost the visual appeal.  But it’s not only the trim choices that impress. The steering wheel itself is a very neat, nice-to-hold three-spoke sports item. As ever, Volkswagen hasn’t skimped on comfort-boosting features, so the steering wheel offers full rake/reach adjustability.

Standard features on this model include a radio/CD player with an SD card slot and even Bluetooth. Air-conditioning is standard, too, as are electric windows, two airbags and ABS with EBD. What it does lack, however, is a multi-function steering wheel.

Nothing extra under the bonnet

So far, so good – the Vivo GT’s exterior design and interior details will certainly make it appealing to younger buyers looking for something with a bit of “zing”. Unfortunately, there are no changes under the bonnet. The GT is powered by the same 77 kW/155 Nm 1.6-litre petrol engine as other Vivo models, so performance should be identical. Somehow, however, the Polo Vivo 1.6 GT does feel a bit more urgent. Perhaps it’s the combination of relatively low weight (1 089 kg) and the firmer suspension, but this Vivo – subjectively speaking – feels faster than expected. A 0-100 km/h time of 10.6 seconds is however exactly the same as is claimed for the Vivo 5-door Trendline. Perhaps it’s the psychological effect of all the red detailing inside that cabin! The top speed is an impressive 187 km/h.

Fuel consumption isn’t likely to be the main concern for someone buying a sportified Vivo, but it has to be said that 6.6 L/100 km is very good. In our experience, however, this figure is likely to rise to around 8 L/100 km during normal driving that exploits some of the GT’s entertainment capabilities.

And what of the suspension changes? The impressive showing continues when the Polo Vivo 1.6 GT is pushed hard. The gear ratios are very well chosen for this engine, and the torque is available relatively low in the rev range, so the GT can be fun to hustle. The steering offers nice weighting (no feedback, of course) and is generally quite precise. The lowered, firmer suspension, meanwhile, has made the car significantly more stable upon corner entry. Grip from the wider tyres is also impressive. Overall, this Vivo, despite not offering any extra power, is noticeably more fun to pilot than its siblings and therefore does deserve the GT badge. Well done, Volkswagen!

VW Polo Vivo 1.6 GT – Verdict

At the price, there really is nothing that offers quite the same type of appeal as the Polo Vivo 1.6 GT. With clever detailing inside and out, Volkswagen has elevated the GT out of its budget car roots, and the suspension changes have certainly given it an edgier personality, even though there isn’t any extra power to exploit. For the same money, you can get a smaller, high-spec A-segment contender, or a relatively bare-boned B-segment vehicle. Once again, VW has hit the nail on the head.

We like:

  • Subtle, but good looks
  • Superb interior
  • Good to drive
  • Comfort
  • Build quality

We don’t like:

  • Nothing extra under the bonnet
  • No service plan

Volkswagen Polo Vivo 1.6 GT fast facts

Engine 1.6-litre, four-cylinder, petrol
Power 77 kW @ 5250 rpm
Torque 155 Nm @ 3500 rpm
Transmission five-speed manual
Wheels 15-inch alloy
Top speed 187 km/h
0-100 km/h 10.6 seconds
Fuel economy 6.6 L/100 km

Source: www.um.co.za

Also consider:

Renault Clio 1.6S:

More expensive and offers a five-door body. Then again, it’s not that much more expensive and also packs more features, a more modern cabin, added versatility and even more power. Should be a great nearly new used buy, this.

Mazda2 1.3 Active:

Yes, the littlest Mazda is down on power and doesn’t even have alloy wheels, but it’s just so good to drive. The cabin is good, too, and as is to be expected, the build quality is excellent. Pity about the refinement – road noise levels are quite high.

Renault Twingo 1.2 Dynamique+:

Don’t laugh, the Twingo is a far more entertaining car than its comical looks would lead you to believe. It’s cheaper, boasts individualism and is fun to drive, too. Boasts more features as well.