Fiat Strada 1,4 Working (2009) Driving Impression

South Africa’s obsession with the so-called half-tonne pick-up segment is a peculiar one shared almost exclusively with some South American markets. Still, for a country so in love with pick-ups in general, these vehicles’ popularity is not too difficult to understand. But for manufacturers keen to tap into this lucrative market, there is a big stumbling block – availability. You see, because so few world markets consume these products in any significant quantity, they’re not exactly high-priority products, and therefore not many companies produce them, and even fewer do so in right-hand drive. Fiat, however, has now managed to bring a new contender to the market. The Fiat Strada is already quite popular in the Americas, and now it faces up to the recently launched Nissan NP200 and ageing Opel Corsa Utility in South Africa. Does it stand a chance?

Good looks for Fiat Strada

Although these vehicles are primarily business tools, especially at entry level, the Fiat Strada has good looks that will certainly not be a hindrance to market acceptance. With its rugged-looking black plastic front bumper, sporty headlamps and wheelarch extensions, the Fiat Strada appears to be more expensive than it is, and possibly a trifle more upmarket than its mainstream rivals. Like these competitors, of course, it makes used of steel wheels, shod in this instance with attractive plastic covers.

It also seems to be more than just a pretty face. The Fiat Strada payload rating is a very good 715 kg, which trumps the Opel but lags the newer Nissan. Tie-down hooks are also provided. At the rear there is a neatly integrated step bumper.

So far, so good, but unfortunately there are a few snags in the cabin. Although the Fiat Strada is a late entrant into the South African market, it uses much of the Palio hatchback’s facia inside, which looks and feels dated, even when compared with the ageing Opel Corsa Utility, a vehicle that is nearing the end of its lifecycle. The facia is constructed out of hard, shiny black plastics and the fit and finish are simply not up to scratch. As an example, there’s a shelf above the glove compartment, which is nice in theory, but rendered almost entirely unusable because items slide around and eject themselves under acceleration and cornering. The gearlever, too, feels cheap, and there’s plenty of exposed metal on the doors.

Of course, the above criticisms need to be seen in the context of the Fiat Strada being the “Working” badged, entry level model. Yes, there is power steering and central locking, but no audio system, air-conditioning, airbags or ABS. The windows are of the manual wind-up type, and the mirrors are adjusted by hand, too. Still, the news isn’t all bad. The driving position is not uncomfortable, though the seat adjustment levers could use some refinement. The steering wheel is a reasonably sporty looking item, and the instrumentation actually looks more comprehensive than expected at this price level. We’ve mentioned the shelf and the glove compartment, but the cabin is otherwise relatively devoid of storage space. There is space behind the driver’s seat, but a full-size spare wheel is positioned behind the passenger seat.

Willing engine

The Fiat Strada is powered by a 1,4-litre engine that delivers “only” 60 kW and 120 Nm of torque. Don’t worry too much about the low power outputs, however, because this is an engine that punches above its weight. There is good throttle response and an inherent eagerness that endow the Fiat Strada with an energetic character, whether it carries a load or not. Expect a fuel consumption figure of around 7,5 litres/100 km, which is consistently achievable. Another upshot of this not being a high-tech, complex engine, though, is that Fiat has been able to stretch the service intervals to 20 000 km.

On the go the Fiat Strada continues to impress. The low-speed, unladen ride is not too choppy, but it certainly smoothes out considerably with a load. Bear in mind, however, that there’s no ABS… In normal, daily running, however, the brakes were impressively easy to modulate and even hard stops were executive with little sign of “being on the edge”. The steering is nicely weighted, too, and the five-speed manual transmission provides pleasantly light, yet mechanically solid-feeling shifts. Overall, this Fiat Strada is quite an energetic, agile little pick-up, with the only negative really being its stability in windy conditions. It only weighs 1 060 kg, so admittedly this is to be expected.

Fiat Strada – Verdict

The Fiat Strada appears to be a very competitive entrant into a lucrative segment that boats few, but very strong, rivals. It may be a latecomer, but it exhibits good load carrying ability, a strong, economical engine and the promise of low running costs due to stretched service intervals and good fuel economy. It will take some time to convince the South African market, however, as the Fiat name is not exactly famous at the moment for reliability and good service, two things that are crucial in this segment. That said, t he Fiat Strada does deserve consideration.

We like:

  • Load-carrying ability
  • Willing engine
  • Good fuel economy
  • Long service intervals


We don’t like:

  • Dated facia
  • Fiat reputation


Fast facts

Engine: 1,4-litre, four-cylinder, petrol

Power: 60 kW @ 5 500 rpm

Torque: 120 Nm @ 2 250 rpm

Transmission: Five-speed manual

Wheels: 14-inch steel

Top speed: n/a km/h (170 km/h est)

0-100 km/h: n/a seconds (13,5 sec est.)

Fuel economy: n/a litres/100 km (7,5 L/100 km est.)

Source: www.um.co.za

Also consider:

  • Opel Corsa Utility 1,4: Nearing the end of its product lifecycle, but still a class-leading product, although the Fiat Strada has the superior payload capability. The Opel has better build quality, a more car-like interior and a bigger support network.
  • Nissan NP200 1,6 Base: The replacement to the iconic B140 is a rebadged Dacia, but a solid all-rounder. It has the best load-carrying ability in this segment, but the engine isn’t as sprightly as the Fiat Strada and the cabin doesn’t feel as well put together as the Opel’s.

Toyota Corolla 1,3 Professional (2009) Driving Impression

There was a time, of course, when a Toyota Corolla with a 1,3-litre engine would certainly not have raised any eyebrows. But that was the ‘80s… Cars such as the Toyota Corolla, Volkswagen Jetta and Opel Astra have grown up into sophisticated offerings packed with the latest features and gadgets. And because consumer research always indicates a desire for more space, these cars have grown dimensionally, too. So, now it’s 2009 and we have a Toyota Corolla powered by a “miniscule” 1,3-litre engine – a Corolla that is not too far removed from an old Cressida in size, and which is loaded with features. Is it simply asking too much?

Upmarket finish for Toyota Corolla

While you may expect a Toyota Corolla powered by a meagre 1,3-litre engine to be a bargain basement offering, it’s not the case here. In terms of its exterior finish, there’s not much to give the game away, except for 15-inch steel wheels with plastic covers, but even those look relatively stylish. Having been around since 2007, the current Toyota Corolla is by now a very familiar sight on our roads, and while it is true that the design is not the most progressive out there, it can also not be labelled boring as easily as before. Get one in a bright metallic hue to avoid losing it in the car park…

There are also no obvious signs of cost-cutting in the cabin. The Toyota Corolla 1,3 Professional boasts the same upmarket facia design as all other Corollas and very good quality all-round – there are a surprising number of soft-touch surfaces, and even some metallic accenting to add touches of class. The instrumentation is particularly neat, incorporating digital displays within the dials that are backlit in orange. Ergonomically the design is sound, too, with chunky rotary ventilation controls being well-placed on the centre panel of the facia and remote audio buttons positioned on the steering wheel.

Comfort levels are very high all-round, with the driver’s seat boasting height-adjustment and the steering wheel offering rake/reach adjustability. The wheelbase of 2 600 mm may not be the most generous in this segment, but rear legroom is nevertheless good, and the boot is capable of accommodating 450-litres worth of luggage – also class competitive. By the way, the width of the Toyota Corolla means that three-abreast seating in the rear is not such a squeeze.

Comfort levels are further boosted by a considered standard features package that includes; air-conditioning, remote side mirrors, electric (front) windows, radio/CD player and power steering. The seats are upholstered in a neat cloth material. On the safety side four airbags and ABS/EBD remain part of the deal.

Refined and willing

Seen in isolation, a 1,3-litre engine developing 73 kW is certainly an impressive feat, but within the context of a rather heavy, big Toyota Corolla body, perhaps less so. A relatively low torque figure of 132 Nm, developed at a fairly high 3 800 rpm, makes the alarm bells ring even louder. The 0-100 km/h time of 13 seconds tells you almost everything you need to know about the Corolla’s limited sprinting potential. But what it doesn’t tell you is that the Toyota actually feels rather willing during normal town driving, responding keenly to throttle inputs. Of course, accelerating from higher speeds, or when overtaking, requires forward planning and shifting down a gear or three, but in general the performance will be acceptable for most, especially as the engine is so impressive in other respects (notably refinement and fuel economy) too. The feel of refinement is also evident in the very slick, smooth six-speed manual transmission. Note, however, that sixth is most certainly an “overdrive” ratio to save fuel, and that you’ll have to shift gear regularly to keep the engine on the boil.

All current-generation Corollas boast excellent ride refinement and bump absorbing qualities. The suspension (torsion beam at the rear) has been tuned to deliver maximum ride comfort, and is aided further in this regard by the fitment of generously sidewalled tyres. Consequently, the Toyota Corolla tends to waft along quietly, the serenity of it all boosted further by excellent NVH (noise, vibration, harshness) control. In summary, the driving experience is top notch, with the Toyota Corolla exhibiting the refinement of a bigger, more expensive car. Those drivers who want their cars to rise to the occasion when faced with a twisty piece of blacktop will however have to look elsewhere for their kicks, because the Corolla’s soft suspension, dull steering and lack of oomph make it a non-starter in the excitement stakes.

Toyota Corolla – Verdict

Having read this far, you’ll undoubtedly realise that the Toyota Corolla 1,3 Professional is a car that appears to be worth more than the sum of its parts. Yes, let’s not beat around the bush – at altitude the 1,3-litre is going to struggle more, and you’ll have to use that slick six-speed ‘box regularly – but in every other respect the Toyota Corolla puts in a first-class effort. Less can, indeed, be more… Now add the Toyota after-sales service reputation and the peace-of-mind brought by a 5 years/90 000 km service plan, and it’s clear this model could contribute to the Toyota Corolla sales tally rather more than expected.

We like:

  • Build quality
  • Cabin space
  • Refinement
  • Economy
  • Ride quality
  • Resale value


We don’t like:

  • Power (especially at altitude)

Fast facts

Engine: 1,3-litre, four-cylinder, petrol

Power: 73 kW @ 6 000 rpm

Torque: 132 Nm @ 3 800 rpm

Transmission: Six-speed manual

Wheels: 15-inch steel

Top speed: 170 km/h

0-100 km/h: 13 seconds

Fuel economy: 5 litres/100 km

Source: www.um.co.za

Also consider:

  • Mazda3 1,6i: Nearing the end of its lifecycle, but the Mazda3 remains an attractive car. However, in this instance, it can’t match the Toyota’s specification and although it has a bigger engine, it’s not vastly more powerful. Slightly unrefined, too.
  • Hyundai Elantra 1,6 GLS: This largely uninspiring Korean offering does have some redeeming features, such as good power, refinement, a large boot and a very long warranty. Otherwise, mostly forgettable, but it’s unlikely to let you down.
  • Kia Cerato 1,6: Brand new on the scene and certainly a looker. The specification level is finely judged and the cabin design neat. Good power, too, but the one let-down is relatively poor NVH control, with particularly road noise being intrusive.

Ford Bantam 1,4 TDCI XLT (2009) Driving Impression

One by one the icons of South African motoring are driving into the sunset. This also holds true for the pick-up market, where the legendary Nissan 1400 pick-up (more recently dubbed the Champ or B140) was recently replaced by the Dacia-based Nissan NP200. And while there’s still some life left in the Ford Bantam following another facelift, one senses that time is running out for this locally developed hard worker too. Is a fresh face enough for the Ford Bantam to delay the inevitable for much longer?

Ford Bantam is old fashioned but not ugly

The latest upgrade has given the Ford Bantam a revised front-end with new headlamps and a different grille treatment. It’s still quite a good looking little bakkie, but its age is given away by its size – the Ford Bantam visually looks much smaller than the newer competitors from Nissan and Opel. It comes from an era when the term “half-tonner” still loosely referred to the vehicle’s load-carrying ability. As such, the Ford Bantam can accommodate 630 kg in its load bay, which is significantly less than its rivals which are both rated to carry around the 800 kg mark.

Thankfully, in XLT trim, the Ford Bantam manages to hide its utilitarian roots quite well – there’s plenty of colour coding, integrated front fog lamps, and the diminutive 14-inch alloy wheels are attractive. Compared with the new Nissan NP200, to mention one rival, the Ford Bantam’s cabin is rather cramped. It is a narrower vehicle than its competitors and the cabin is shorter, too, which means there’s not that much range in the seats’ fore/aft adjustment and also not much space behind the seatbacks to store valuables. The seats are comfortable, though and the general layout of the curvy facia remains pleasant (it comes from the old Fiesta).

In some respects the Ford Bantam is impressively modern (the integrated audio system, as an example), but in other areas it lags newer vehicles (very little storage space for odds and ends). It also doesn’t offer an adjustable steering wheel, so especially taller drivers may struggle to find a comfortable position behind the steering wheel. The standard specification is reasonably good, and includes air-conditioning, electric windows, the aforementioned radio/CD sound system, an immobiliser and power steering. Unfortunately there are no safety features – no ABS and no airbags.

Willing and Economical

The little diesel engine underneath the bonnet is turbocharged and develops 50 kW and 160 Nm of torque (from 2 000 rpm). These outputs are lower than what is offered by Ford Bantam rivals, but then you must keep in mind that the Ford is smaller and significantly lighter than them… Fire it up and it initially sounds rather agricultural, and while it doesn’t come across as an unrefined engine at higher revolutions, it is always quite vocal. The five-speed ‘box is generally pleasant to use and the ratios well-matched to the engine’s power characteristics, but even so, the Ford Bantam is not made for relatively high-speed travel. It’s far more comfortable around town, where the engine’s relatively good torque and the bakkie’s small size and low weight combine to make it feel quite nippy. It’s a characteristic it doesn’t loose, even with a heavy load on the back. The engine is economical, with a consumption figure of around 6,5 L/100 km being quite achievable. So, as a light, economical delivery vehicle for use in town (or on the farm), the Bantam continues to make sense.

An area in which the little Ford Bantam has always performed well is in the ride department – the suspension is very supple even when it isn’t carrying a load – and it’s a talent that makes the Ford particularly pleasant to drive on gravel roads. No wonder so many of them do light duty on farms around South Africa. Ford’s knack of delivering excellent dynamic set-ups across its model range is also evident in the Bantam, because it is, in most instances, a lovely little bakkie to drive. The steering is on the heavy side for a power-assisted item, but then it does also deliver great accuracy and feel. You can still feel the Fiesta genes…

Ford Bantam – Verdict

The Ford Bantam is out-punched by its newer rivals, that much is clear from a casual inspection of the specification sheets. It neither matches them in terms of load-carrying ability, nor with regards to cabin space and comfort. And let’s not forget it’s a non-starter in the safety stakes, too. Consequently it is easy to write off the Ford Bantam as a has-been, and certainly in flagship XLT specification, as tested here, it struggles to put a convincing argument on the table, but in its cheaper forms it could still be a good bet for especially inner-city couriers and the like. The fuel economy is good, the ride excellent and the Ford Bantam is a nippy and highly manoeuvrable little bakkie that is unlikely to let you down.

We like:

• Nippy around town
• Economy
• Toughness

We don’t like:

• Small cabin
• Worst-in-class loadability
• No safety equipment

Fast Facts:

Engine: 1,4-litre, four-cylinder, turbodiesel
Power: 50 kW @ 4 000 rpm
Torque: 160 N.m @ 2 000 rpm
Transmission: Five-speed manual
Wheels: 14-inch alloy Top speed: n/a km/h 0-100 km/h: n/a seconds (16,0 sec est.)
Fuel economy: n/a litres/100 km (6,5 L/100 km)

Source: www.um.co.za

Also consider:

• Nissan NP200 1,5 DCI SE: More expensive than the Ford Bantam, but it does offer better refinement, increased load carrying ability and a more spacious, comfortable cabin. A better choice by far.

• Opel Corsa Utility 1,7 CDTI Club: Remains a very strong competitor with superior load carrying ability (to the Ford Bantam), and a cabin that is arguably still the best in this class. But it lacks some features.

Nissan 370Z Automatic (2009) Driving Impression

It’s easy to forget that Nissan, the maker of such “people’s” products as the B140 Champ and Tiida, is also a car maker with a rich automotive history, and one with a reputation for developing such a fearsome performance machine as the Skyline GT-R.

And while it is true that a really hot Nissan for the man in the street has been absent since the demise of the Sentra 200 STI, serious – and well-to-do – petrolheads have taken to the marque’s 350Z coupe in a big way. This handsome beast’s macho rear-wheel drive dynamics are increasingly rare in this age of electronic nannying. Can the Nissan 370Z Automatic continue in the same fashion, or has it been tamed?

Aggressive looks

While its predecessor was quite a square-cut machine the new Nissan 370Z Automatic is decidedly voluptuous, with massively flared rear wheelarches, boomerang-shaped front and rear lights, and a particularly aggressive front airdam treatment. Further boosting the car’s visual presence is the standard fitment of large 19-inch alloy wheels, and also the fact that it is wider than the 350Z, yet shorter. The changes in dimensions result in the car looking very squat. In fact, compared with its German rivals, the Nissan looks significantly more brash, which may not appeal to those hoping to make an impression of “sophistication”.

It’s very much the same story inside, with not a trace of subtlety to be seen anywhere. The instrumentation panel is mounted on the steering column, so adjusts up or down with the steering. Unfortunately there is no reach adjustment but perhaps surprisingly this has not compromised the driving position too much.

The instrumentation itself consists of three large dials, along with smaller digital displays, so is very comprehensive, if not very legible at a quick glance. Three smaller dials are mounted on top of the facia in little pods angled towards the driver. So, there’s a lot to take in… Thankfully, the controls for the standard Bose audio and climate systems are straightforward to operate.

Overall, the cabin’s build quality appears to be excellent, with the generous use of soft-touch surfaces and an attractive combination of leather and cloth upholstery making a good impression. Even from behind the wheel it feels like a substantial product, not a lightweight racer. On that note, the more than 1,5-tonne weight is no longer such a big surprise. The 370Z also comes close to achieving the perfect 50:50 weight distribution.

Nissan has been very generous with the standard equipment included with this car – the Bose audio system can hold six CDs, and also features auxiliary support; cruise control, auto lights and wipers, self-levelling bi-xenon headlights and no fewer than six airbags are also part of the package.

Serious power

Under the long bonnet is an Infiniti-sourced 3.7-litre V6 engine that delivers class-leading outputs of 245 kW and 363 Nm of torque. The engine is mounted lower down than before, and also behind the front axle line, benefitting the vehicle’s centre of gravity and weight distribution. Most hardcore enthusiasts will sneer at the thought of a traditional automatic transmission in a car such as the 370Z, but the seven-speed ‘box actually does well.

Of course, it offers manual shifting either via the gearlever itself, or nicely shaped levers behind the steering wheel. Unlike most such transmissions, the 370Z’s gearbox makes the car feel lively even at low speed, boasting very sharp throttle response.  Further good news is that when manual mode is selected, the transmission won’t override the driver and execute a shift as the needle approaches the red line.

The performance, predictably, is electrifying, with Nissan claiming a 0-100 km/h time of 5,6 seconds and a 250 km/h top speed. But it’s the immediacy of the engine that impresses most, and even more so considering the fact that it’s matched to an automatic. Drop a gear or two at any speed, mash the throttle, and the 370Z will squirm as it immediately unleashes all that power to the rear wheels.

Serious drivers only

The 370Z features Nissan’s latest VDC electronic stability system as well as a limited-slip differential. Even with the VDC doing its job, it allows for relatively large slip angles before intervening. This means you can, in relative safety, push the car to its grip limit. Switch the VDC off, however, and you’d better know what you’re doing.

The 370Z’s massive tyres generate a lot of grip, so you’ll be travelling very fast indeed before they will let go. Once they do, you’ll need fast reactions to catch the resultant slide. The car’s short wheelbase amplifies this tricky on-the-limit character. Enthusiastic drivers will, however, love its old-school character. It’s a car that requires time and dedication to get the best out of it, but once you do, the rewards are great.

Verdict

The Nissan 370Z Automatic is an excellent successor to the very endearing 350Z. While it is true that Nissan hasn’t really tried that hard to improve on its refinement and sophistication (relative to the German rivals), this means the latest Z car retains its unique, muscular character.

Hardcore petrolheads will most likely go for the manual transmission model, but the seven-speed automatic surprised during this test and certainly doesn’t spoil the fun. Given its high specification, excellent pricing and the driving enjoyment on offer, it gets two thumbs up.

We like:

Striking looks

Build quality

Standard specification

Performance

Entertaining dynamics

We don’t like:

Ergonomics

No reach adjustment for steering wheel

Not quite refined enough to be a daily driver

Fast facts

Engine: 3.7-litre, V6, petrol

Power: 245 kW @ 7 000 rpm

Torque: 363 Nm @ 5 200 rpm

Transmission: seven-speed automatic

Wheels: 19-inch alloy

Top speed: 250 km/h

0-100 km/h: 5.6 seconds

Fuel economy: 10.4 litres/100 km

Also consider:

Porsche Cayman PDK:

Significantly more expensive and less powerful, but delivers a knock-out driving experience as well as “that” badge on the bonnet. Resale value is excellent.

BMW Z4 sDrive23i A-Sport:

For the same money, you can get BMW’s stylish Z4, but with significantly less power. More of a poseur’s car, complete with folding hard-top roof.

Audi TT Coupe 3.2 quattro S-tronic:

Neither as powerful nor as “macho” as the Nissan, but more refined and stylish. Even with less power, the performance figures are not dissimilar. Quattro all-wheel drive a boon for less-experienced drivers.

Volkswagen Scirocco 2,0 TSI Sportline DSG (2009) Driving Impression

Some history first… Scirocco is not a new name in the Volkswagen model range, even though most of the young, affluent South Africans that constitute the target market will be unfamiliar with it. Back in the ‘70s and early ‘80s the crisp, Giugiaro-styled Volkswagen Scirocco was quite a popular coupe in Europe, and was also offered for sale in South Africa, where it never quite took off. And now it’s back. Aimed at those consumers who like the Golf’s solidity and performance, but who crave a little bit more exclusivity and don’t mind sacrificing some practicality in the process, the Volkswagen Scirocco is a stylish hatch/coupe that adds some spice to the VW line-up.

Exciting Styling for Volkswagen Scirocco

The Volkswagen Scirocco may be based on the underpinnings of the Golf, but you’d never guess it by looking at it. It is lower slung than its mainstream hatchback sibling, boasts wider track widths and is also longer. Consequently, the Scirocco looks squat and muscular, and unlike anything else in its class. The sporty looks of the Volkswagen Scirocco are bulked up even further by the fitment of stylish 18-inch alloy wheels as standard.

Riding on a 2 587 mm wheelbase, the Scirocco is not as cramped as the coupe moniker may lead you to expect. Certainly, access to the rear will require some bending and twisting, but once seated both head- and legroom are sufficient, although it can become a trifle claustrophobic back there. The boot remains usable, too (312 L). Up front, you’ll recognise the facia of the Eos folding-hardtop coupe. Build quality is as top-notch as anything else from the VW stable these days, but it must be said that, given the Scirocco’s flamboyant exterior design, perhaps Volkswagen could have done more to give this model its own character inside.

This particular 2,0 TSI Sportline derivative is a heavily sports-oriented model, and gets a flat-bottomed steering wheel, triangular door handles that are really nice to hold and lots of shiny trim pieces to break the sombreness of the otherwise predominantly black interior. The seats are superb, leather-trimmed and “ribbed” sports items that wouldn’t look out of place in a far more expensive sportscar. Some will be disappointed that the driver’s seat can’t adjust to an even lower position, but it’s certainly not uncomfortable and the steering wheel does, indeed, offer a generous range of rake/reach adjustment. From inside, then, and in particular from behind the steering wheel, the Volkswagen Scirocco comes across in much the same way as a hot hatch.

Given the Scirocco’s upmarket positioning, the trim level is suitably generous, with climate control, front/rear fog lamps, heated seats, electric seat adjustment, radio/CD with remote audio controls, cruise control and six airbags all being included in the deal.

Familiar Powertrain

Under that sculpted bonnet is the VW group’s familiar 2,0-litre turbocharged four-cylinder engine that delivers 147 kW and 280 Nm of torque, the latter figure on tap from below 2 000 rpm. Performance is sizzling and certainly places the Volkswagen Scirocco firmly in hot hatch territory. The 0-100 km/h dash is completed in a brisk 7,3 seconds and the top speed is over 230 km/h. What impresses more than the bare figures is the refinement and eagerness of the engine. It feels more willing to rev than previous examples, and the linearity of the power delivery is mighty impressive for a relatively small-capacity turbocharged engine. There is always overtaking punch if required. Flicking through the six-speed dual-clutch (DSG) transmission is also delight. The transmission includes a launch control function, by the way, a useful feature during those pesky robot-to-robot grands prix.

Thrilling Dynamics

Look, seeing as the Volkswagen Scirocco uses the same underpinnings as the current Golf, which is highly rated for its handling/ride balance and overall agility, it was hardly ever going to be a dud in the dynamics department. But Volkswagen has made doubly sure that it lives up to the expectations created by the exciting exterior design. Perhaps due to its wider stance, the Volkswagen Scirocco feels even more firmly planted, without sacrificing the Golf’s trademark adjustability. There really is very little body roll, and the steering is precise, if slightly devoid in feel (just like a Golf). Volkswagen also offers an optional adjustable chassis system that sharpens things up even further, but for the majority of owners the basic set-up will be more than good enough.

Driven hard, the Volkswagen Scirocco exhibits all the traits that make excellent hot hatches (and the Golf GTI) so popular. The engine note is raspy, the transmission fast and slick, and the ride/handling balance so well-judged that you could live with the Scirocco on a daily basis, yet never tire of its entertainment abilities when you have the opportunity to exploit them.

Volkswagen Scirocco – Verdict

Yes, the Volkswagen Scirocco could be described as a Golf in drag, but it’s more than that. The underpinnings may be familiar, but the visual character is so strong that it manages to exhibit a persona all of its own. For those buyers looking for a fast, stylish, reasonably practical daily runner, but who places a premium on design and individualism, the Volkswagen Scirocco will be hard to resist. We suspect that, this time round, Scirocco will be more eagerly accepted than in the past. It’s a winner.

We like:

  • Sporty looks
  • Refinement
  • Superb cabin
  • Excellent performance
  • Dynamic balance

We don’t like:

  • Sparse standard equipment


Fast facts

Engine: 2,0-litre, four-cylinder, turbopetrol

Power: 147 kW @ 5 100 rpm

Torque: 280 Nm @ 1 700 rpm

Transmission: Six-speed dual-clutch

Wheels: 18-inch alloy

Top speed: 233 km/h

0-100 km/h: 7,1 seconds

Fuel economy: 7,6 litres/100 km

Source: www.um.co.za

Also consider:

  • Opel Astra OPC: The OPC has built itself something of a cult following, aided by spectacular styling and lots of power. Overall, it has its charms, but the power is arguably too much for the chassis, because dynamically it can become ragged when pushed.
  • BMW 130i: At the Scirocco’s kind of price level, this fast BWM looms tantalisingly near. OK, so the looks are borderline offensive and the cabin not representative of BMW’s finest work, but the engine and rear-wheel drive dynamics go a long way to making up for those failings.
  • Volvo C30 T5 Geartronic: A far more competitive product than most people give it credit for, even though it can’t quite match the dynamic balance of the Scirocco, nor the slickness and speed of its transmission. More powerful, though, and cheaper.

Mercedes-Benz C180K BlueEfficiency Classic (2009) Driving Impression

BlueEfficiency may be one of the clumsier model names around, but make no mistake… the Mercedes-Benz C180K BlueEfficiency reviewed here is destined to be a strong seller based simply on the fact that it is the most affordable Mercedes sedan on the local market. Its “green” talents are likely to be a secondary consideration for most customers, even though that’s not the case for Mercedes-Benz. This brand is getting serious about cuttings emissions and, as you’re about to see, it takes a holistic approach that goes beyond mere engine downsizing. Prius… you’d better watch out!

Expensive Looks for Mercedes-Benz C180K

Perhaps one of the secrets to the C-Class’s success is its upmarket and elegant looks, no matter which model you’re looking at. This Mercedes-Benz C180K BlueEfficiency may be the cheapest of its ilk, but it certainly doesn’t look it. The design is crisp, modern and slightly conservative – just as South Africans like it. Even this model rides on smart 17-inch alloy wheels and sports front and rear fog lamps, two features that immediately boost the car’s “perceived” cost. What you can’t easily see, however, is the intensive work done by Mercedes’s engineers to make this C-Class cut through the air more smoothly. There’s a partially blocked-off grille, for example, as well as a smoother under body – all in the aid of aerodynamics and ultimately fuel efficiency. Even harder to spot are the results of the flab-cutting diet the C-Class was subjected to – Mercedes has used thinner insulation materials, and even a thinner windscreen.

Consequently, the Mercedes-Benz C180K weighs in at 1 485 kg, which certainly makes it one of the lighter cars of its size. Inside it is very hard to spot any significant changes. It gets the same beautifully made facia with its simple, elegant lines and straightforward ergonomics. The instrumentation panel is particularly neat, with a large digital display incorporated into the central speedo. There really is nothing about this car that would make existing Mercedes customers pull up their noses in disgust – except perhaps for the manual gearlever, but more of that later.

Overall, the cabin’s spaciousness and high comfort levels are standard C-Class fare, as is the large (475 L) boot. Unfortunately, a folding rear seat to expand packing space is not standard. What is standard, however, will perhaps surprise you; climate control, auto lights/wipers, partial electric seat adjustment, cruise control, radio/CD player and no fewer than seven airbags are all present and accounted for. There’s even a standard ESP (electronic stability system). You pay extra for park assist and satellite navigation, among other items.

Supercharged… economy

The Mercedes-Benz C180K moniker is misleading as the engine powering this model is not a 1,8-litre, but a supercharged 1,6-litre petrol. The engine delivers 115 kW and 230 Nm of torque – the same as the brand’s 1,8-litre engine, except that the torque is developed at slightly higher revs (3 000 rpm). The benchmark sprint is completed in a reasonably brisk 9,5 seconds, and there’s a 230 km/h top speed. But sprinting ability is not this car’s forte, although the engine arguably punches above its weight in that regard. Mated with a six-speed manual transmission, this drivetrain’s focus is on efficiency. The gearshift indicator on the instrument panel urges you to shift up way before you’d normally feel comfortable to, all the way to sixth which is very much an overdrive gear to achieve ultimate cruising economy. An average fuel consumption figure of 6,7 L/100 km is achievable with some effort, but a more likely consumption is around 7,5 L/100 km. So, it’s certainly economical.

As much as one can thank the transmission for that efficiency, unfortunately its clunky shift action and unpredictable clutch make it a less than smooth companion around town. In fact, it can be quite tiresome. An automatic transmission may have resulted in slightly heavier consumption but ultimately would have made this a nicer car to drive. Similarly, one senses that some compromises have been made in terms of refinement, too. The ride and handling set-up remains very impressive, perhaps partly as a result of the reasonably sized wheels and tyres (other markets get smaller, efficiency-oriented wheels), but subjectively there is more road noise coming into the cabin, which can only be because of the cutbacks on insulation materials. For most customers, however, especially those who haven’t driven a “normal” C-Class, this is unlikely to be a deal breaker.

Mercedes-Benz C180K Blue Efficiency – Verdict

In its most basic form the C-Class remains a hugely desirable product, mostly because it doesn’t look notably less sophisticated or cheaper than its more pricy siblings. The efficiency boosting changes have all happened under the skin, and they’ve combined to give this C-Class very low (potential) fuel consumption. But… the manual transmission and the “springy” clutch are disappointments, making the Mercedes-Benz C180K a frustrating car to drive around town. And out on the open road, the C180K may impress with its smoothness and fuel economy, but the thinner insulation can be felt/heard in the higher levels of road noise. Its German rivals from Audi and BMW may not be ultimately as economical, but perhaps they’re more enjoyable cars for everyday driving, while at the same time also not being gas guzzlers. Back to the drawing board, Mercedes?

We like:

• Good quality interior
• Standard specification
• Ride/handling
• Fuel economy
• Willing engine

We don’t like:

• Transmission smoothness
• No standard flat-folding rear seat

Fast Facts:

Engine: 1,6-litre, four-cylinder, supercharged petrol
Power: 115 kW @ 5 200 rpm Torque: 230 N.m @ 3 000 rpm
Transmission: six-speed manual
Wheels: 17-inch alloy
Top speed: 230 km/h 0-100 km/h: 9,5 seconds
Fuel economy: 6,7 litres/100 km

Source: www.um.co.za

Also consider:

• BMW 320i Start: Cheaper and slightly more powerful (though not as torquey) the BMW also can’t match the Mercedes’s excellent fuel economy. But it’s a far smoother drive.

• Audi A4 1,8T FSI Ambition: Actually comes pretty close to matching the Mercedes-Benz C180K in terms of fuel economy, yet also packs more power and nippier performance. Oh… and it’s cheaper. Beautifully built.

• Toyota Prius: The all-new Toyota Prius is around the corner, and will be similarly priced. If you want to green, then you can just as well do it properly. Prius offers vastly more frugal driving, but is down on power (if not specification) and the driving experience is… well… very beige.

Honda Jazz 1,5 i-VTEC EX Automatic (2009) Driving Impression

If the world ran on common sense, it would be a very different place indeed. Take the Honda Jazz for example. Without fail it has offered the most practical and spacious cabin in its segment. Its engines deliver the best balance of performance and economy. And, according to its owners, the Honda Jazz is more reliable than, er, just about anything out there. And yet, it is not even close to being a top seller. Consumers then, appear to have other, more pressing priorities, such as impressing the neighbours. Pity… they’re missing out on a superb product.

Unfortunately for Honda, the latest version is unlikely to change the above scenario, seeing as it again features a no-nonsense look that is devoid of any flair or flash. It’s not ugly by any means, but the mono-box shape and lack of design detailing endow it with anonymity in a segment that boasts a number of handsome vehicles. Style sells, it’s as simple as that, and it’s time that Honda accepts this and does something about it…

Space, and yet more space in the Honda Jazz

As before, you’d have to venture into the MPV segment to find vehicles that can match the Jazz’s interior spaciousness and flexibility. The boxy shape has a huge benefit when it comes to interior packaging. Not only is the boot bigger than most vehicles in this segment but, fold the rear seats down, and this little car can accommodate objects that won’t fit into most large SUVs. How has Honda done this? Well, the 42-litre petrol tank is positioned under the front seats, freeing up a lot of space at the rear. As a result the rear seat cushions can even flip up, forming a large opening between the rear backrests and front seatbacks.

But the Honda Jazz is not only geared to transport “cargo”. Occupants are also well-catered for. Front seat accommodation is excellent, with a driver’s seat that boasts height-adjustment. The seats initially feel a bit unsupportive, but proved comfortable on longer trips. Visibility out of the Honda Jazz is excellent for all passengers. Rear leg- and headroom is unmatched in this segment. Again.

Futuristic facia

Considering the fact that the exterior displays almost zero design effort, the facia comes as a bit of a shock. As is the case with a few modern Hondas (Civic, especially), the layout initially appears to make no sense at all. The audio controls are placed on a large silver section, and are easy enough to figure out. But to their right are the controls for the ventilation system, grouped into little “pods”, and with another circular section to display the temperature. It’s certainly quirky, but familiarity soon sets in, so it’s not a major issue, just of interest as it appears to clash with the straightforward design on the outside.

In EX trim the Honda Jazz is very well-equipped. There’s climate control, for example, as well as a comprehensive audio system that includes USB support. It also boasts four airbags, rake/reach adjustment for the steering wheel, ABS backed by EBD and BAS, and Isofix child seat mounts in the rear. Considering its price and overall quality, there’s not much more you could reasonably demand from Honda.

It is worth noting, however, that the car’s inherent quality does not really manifest itself in its interior fittings. Yes, there are no rattles and fit is good, but the plastics don’t feel particularly high grade and the cloth trim covering the hard surfaces feel a bit “thin”.

Surprising zest

The Jazz’s 1,5-litre engine is the most powerful in this segment, offering 88 kW and 145 Nm. It is also worth keeping in mind that the Honda Jazz is relatively light, so performance is quite lively, especially compared with its competitors. Sure, an 11,6-second 0-100 km/h time is hardly anything to write home about, but it’s convincingly livelier than its rivals, and it feels faster than the claimed performance figures suggest. The five-speed automatic ‘box generally does a good job of finding the right ratio, but because the engine loves revs (maximum power is at 6 600 r/min), swift progress can be accompanied by quite a lot of noise.

Considering its class-leading power outputs, the Jazz’s exception fuel economy is a big bonus. Honda claims a consumption figure of 6,7 litres/100 km, which is just as well, seeing as the tank is a very small 42 litres.

Still firm

The first-generation Honda Jazz was widely criticised for its relatively harsh ride quality. For this second-generation car Honda has made several modifications to the suspension in an effort to soften things, but it’s still rather firm, especially at low speeds, where poor surfaces often catch it out. The handling, too, is a hit-and-miss effort – there’s decent grip from the 175/65 tyres and the electrically assisted steering is better than most of its type, but there’s also quite a lot of bodyroll. If Honda has some improvements to make, it should start here…

Honda Jazz – Verdict

If you’re looking to buy a small automatic hatchback, and you’re the kind of person who tends to wear a comfy pair of sensible shoes, then the Honda Jazz is the default choice. It does almost nothing wrong and, in the few places where it does, such as its ride/handling balance, it’s not crucial to the target market. So yes, the Honda Jazz still won’t make your neighbours’ curtains twitch with envy, but know this – you almost certainly drive a better car than they do.

We like:

  • Reliability reputation
  • Interior flexibility
  • Performance/economy balance
  • Generous standard specification


We don’t like:

  • Dowdy looks
  • Firm ride


Fast facts

Engine: 1,5-litre, petrol, four-cylinder

Power: 88 kW @ 6 600 rpm

Torque: 145 N.m @ 4 500 rpm

Transmission: Five-speed automatic

Wheels: 15-inch alloy

Top speed: 189 km/h

0-100 km/h: 11,6 seconds

Fuel economy: 6,7 litres/100 km

Source: www.um.co.za

Also consider:

  • Volkswagen Polo 1,6 Comfortline Tiptronic: Pricey, as Volkswagen’s tend to be, but you get a refined product. The engine is not as powerful as the Jazz’s, and, even with an extra ratio in the transmission, the economy is worse, too.
  • Opel Corsa 1,4 Enjoy Automatic: Another quality contender, but its 1,4-litre engine only delivers 66 kW and, when mated with a power-sapping automatic, this Corsa feels even more lethargic than its manual-shift stablemate. Lovely cabin design, but lacking the Jazz’s practicality.
  • Renault Clio 3 1,6 Extreme: The Clio 3 is a likeable car with a substantial feel and a good specification level. Somehow, however, it doesn’t quite work so well as an automatic, with the transmission seemingly robbing the car of some of its inherent “zest”. That aside, it can’t match the Jazz’s interior flexibility and performance/economy balance.

New Opel Astra: Sporty with a Touch of Elegance

The new Opel Astra brings into the compact class its own interpretation of the brand’s award-winning design language of combining sculptural artistry with German precision first seen in the Insignia. Its strong sporty lines and elegant details add to a new handsome look.

Sportiness and Style defines new Opel Astra

The exterior of the new generation Astra, which debuts in September at the IAA in Frankfurt, boasts a strong cab-forward, fluid silhouette. Inside, high quality materials and a total re-think of the design add to the excitement of driving a compact car. Moreover, Opel has added innovative extras – higher quality materials, more storage, improved seats and safer bumpers – to give the new Opel Astra comfort, health and safety features not usually seen in the compact class.

“The design of the new Opel Astra takes all the best Opel has to offer and delivers it to the compact class,” says Mark Adams, Vice President of Design for GM Europe. “We have built a five-door hatchback that is as beautiful as it is safe, comfortable and practical.”

Exterior design gives Opel philosophy a new twist

Designers have given Opel’s new philosophy an interpretation fitting for the compact class using the same wing and blade styling cues first introduced on the mid-sized Insignia. Sculpted into the side panels of the new generation Astra, the blade sweeps rear ward and upward, connecting with the side window line, giving the new Opel Astra balance and harmony. Eagle eye-shaped headlamps that encompass the prominent signature wing daytime running lights give the Astra face a low, sporty character.

A graceful flowing silhouette connects the muscular shoulder lines with an expressive rear to make it sporty yet elegant. On the front fascia, the next generation Astra re-interprets the new Opel face by using the small upper grille to frame the new Opel logo, while emphasizing the bigger, bolder lower opening so as to create a sportier look.

Ford Focus 5-dr 2,0 Si (2009) Driving Impression

Although the second generation Ford Focus has been a strong seller locally for the brand in a segment where it has struggled during the past two decades (remember the Escort, Laser etc?), the competition is certainly heating up. Volkswagen’s Golf 6 has very quickly become the dominant force in this segment, but Honda’s quirky Civic hatchback is another strong rival, as are Opel’s Astra, Toyota’s Auris and the Mazda3. So the second-generation Focus’s mid-life upgrade was of particular importance to hang on to the foothold Ford has worked so hard to reclaim.

Consequently, the aesthetic changes are quite substantial and immediately noticeable, particularly at the front. The Ford Focus gains an aggressive new airdam, reshaped headlamps, different alloy wheels, more shapely wheelarches, a rear spoiler and some detail changes to the rear lights, among others. The basic design has aged well and the changes only add to the appeal. The Ford Focus looks like a substantial, yet subtly sporty machine. So far, so good…

Unfortunately, things go somewhat pear-shaped in the cabin. The interior design has not aged particularly well, and the attempts to uplift the ambience stand out for all the wrong reasons. The tacky, faux-carbon, plastic trim with its wavy black/grey print pattern that adorns much of the centre part of the dashboard is an eyesore, and the large piece of silver plastic in the upper half of the instrumentation panel looks like an afterthought at best, and an Autostyle item at worst. A more conservative approach may have been more successful, because the Focus’s basic facia is neat and tidy. Soft-touch materials are used for the upper sections of the dashboard, but it’s worth noting that the quality of the plastics take quite a noticeable dive south of the facia’s centre line.

Space for features in the Ford Focus

Where the Ford Focus claws back some lost ground against its rivals is in the space that’s on offer. It boasts a fairly long wheelbase for a C-segment hatchback, and Ford has made full use of this to give the Focus impressive rear legroom and even a spacious boot – there’s only a space-saver spare in the boot, though. The rear seatbacks are split 60:40 and fold down to unlock impressive cargo space.

Front-seat occupants have very little to complain about. The seats are nicely padded and the driver’s boasts height-adjustment. The seats’ cloth upholstery looks neat as well durable. The steering itself is also adjustable for rake and reach, which is always a big plus. The steering wheel is somewhat oversized, though, which may not please everyone.  Like most cars in this segment, the Ford Focus features a convenient centre armrest and cupholders for front occupants.

Standard equipment includes electric windows all-round, air-conditioning, remote audio controls on the steering wheel, a radio/CD system with USB plug-in functionality and four airbags. Unlike some rivals, there is no electronic stability system, or even traction control, with this Ford Focus model.

There ain’t no replacement for displacement…

In an era when most car makers are pursuing smaller engine displacements, aided by turbo- or supercharging, the Ford Focus sticks to an “old-fashioned” big-capacity, 2,0-litre four-cylinder. Of course, there are benefits to this formula – there are no highly stressed turbos to blow up, so the complexity is lower and therefore long-term reliability should theoretically be better. With 107 kW there’s also good power, but the torque figure (185 Nm at a high 4 500 rpm) looks less impressive. Performance is acceptable, though nothing to write home about, with a 0-100 km/h time of 9,5 seconds. In reality it feels a bit slower than that. The big downside with an engine such as this is fuel thirst. With a claimed – and difficult to achieve – consumption figure of 7,5 litres/100 km, there are several rivals that perform better in this regard.

The engine is mated with a five-speed manual transmission. Gear changes effected through the somewhat cheap-looking, black plastic gearknob are not very slick – in fact, the changes can feel “crunchy” and it’s not too difficult to hit the gate between shifts.

On the road

Of course, one of the Focus’s big drawcards has always been the ride/handling balance on offer. With this model much of the appeal remains intact. The suspension displays good primary bump-absorption capabilities, and the ride quality is therefore impressive. Disappointingly, however, you can’t really say it’s the dynamic benchmark anymore. There’s significant body roll in the corners and the steering lacks weighting.

That said, this is not a Ford Focus ST, and the target market will likely “focus” more on its general comfort levels. With its impressive space utilisation, good ride quality and generous standard features list, it is certainly a hatchback that could double as a family car. It is in this scenario where the Ford Focus continues to impress.

Ford Focus – Verdict

The Ford Focus remains a solid, honest offering, but this segment is bustling with talent. Although the changes have boosted the car’s visual appeal, the interior is dating and the engine fails to match the power/economy balance on offer from some rivals. However, if your priorities include space and ride comfort, this is a car that should remain on your shortlist.

We like:

  • Attractive styling
  • Ride comfort
  • Standard specification
  • Space


We don’t like:

  • Ageing facia design
  • Fuel thirst


Fast facts

Engine: 2,0-litre, four-cylinder, petrol

Power: 107 kW @ 6 000 rpm

Torque: 185 Nm @ 4 500 rpm

Transmission: Five-speed manual

Wheels: 17-inch alloy

Top speed: 206 km/h

0-100 km/h: 9,5 seconds

Fuel economy: 7,5 litres/100 km

Source: www.um.co.za

Also consider:

  • Volkswagen Golf (6) 1,4 TSI Comfortline: A very hard rival to beat, with superior refinement, excellent perceived interior quality and an engine that delivers strong performance and impressive economy. If you buy anything other than this, you’re buying at best, second-best.
  • Honda Civic 1,8i-VTEC EXi hatch: Underneath the very sci-fi exterior design and quirky instrumentation hides a solid, capable car with excellent standard specification, space utilisation and a 1,8-litre engine that loves to rev, yet which remains economical.
  • Opel Astra 1,8 Sport: An attractive, well-built rival, but just doesn’t have the spread of talents of the Ford Focus or, perhaps more importantly, the Golf 6. The 1,8-litre engine struggles to deliver fireworks that justify the Sport moniker. It also lacks the Focus’ overall spaciousness.

Audi Q5 2,0T FSI quattro S tronic (2009) Driving Impression

Having worked tirelessly during the past three decades or so to achieve parity in terms of status with “the other” two premium German brands, Audi has arguably recently achieved this ambitious goal. Through vehicles such as the TT, A8, R8 supercar and Q7 luxury SUV, it has managed to infuse a large dose of desirability into its DNA, and now it can confidently start cashing in on this new-found premium status by rolling out smaller, highly profitable niche models. Considering the current popularity of crossover vehicles, the new Audi Q5 compact SUV looks set to be a smash-hit straight out of the blocks.

Typically Audi design

While the Audi Q5 is an undeniably handsome vehicle, you have to look past the familiar Audi design elements and focus on the details to truly appreciate it. The fastback slope of its rear end blends with muscular haunches to create quite an athletic appearance. The rear lights, too, may initially look identical to several other Audi models’ lamps, but the detailing is quite stunning, and different, when they light up. Overall, it’s an athletic-looking vehicle, with the stance gaining extra muscle courtesy of the standard fitment of large 18-inch alloy wheels and a generous 200 mm of ground clearance.

While it is a significantly smaller vehicle than its bigger brother the Q7, the Q5’s “compact” moniker is a bit misleading. It is longer than an X3, and also sports a longer wheelbase (2 807 mm). This translates into generous cabin space. The cabin feels broad, and rear legroom as well as boot space is very good, lending the Audi Q5 considerable appeal as a family vehicle. Audi claims a generous 540 litres of packing space behind the rear seats.

As is the case with most modern Audis, the Q5’s facia design and general fit and finish are beyond what is currently the norm in this segment… or even the next. There’s excellent tactile quality to all the surfaces that are often touched, and although the all-black interior can be somewhat sombre, Audi has applied aluminium trim here and there to brighten things up. The instrument panel is particularly classy, and boasts a comprehensive trip computer. The centre console appears somewhat cluttered with buttons, but familiarity with the vehicles’ various controls soon sets in. An electronic park brake is mounted next to the gearlever.

Audi has an excellent track record in providing superb driving positions, and the Audi Q5 doesn’t disappoint in this regard. The seat features height adjustment, and the steering wheel’s range of rake and reach adjustment is particularly impressive. Even so, the vehicle’s high sides and relatively narrow window area, along with the seating/facia positioning, create a sensation of sitting “inside” the vehicle, rather than on top of it, as is often the case with SUVs. From behind the wheel, the Audi Q5 feels like a passenger car, and a sporty one at that.

Long options list

While even base Audi Q5 2,0T FSI models boast items such as dual, front and side airbags, climate control, front and rear fog lamps, automatic headlights, rain-sensing wipers, multi-function steering wheel and cruise control, the options list is very long and some items really should have been standard at this price level. Charging extra for metallic paint and privacy glass is somewhat cheeky. Also on the options list is Audi’s Drive Select system (R3 360), Xenon Plus headlights with LED daytime running lights, LED rear lights and headlight washers (R10 860), electric front seats (R9 600) and park distance control (R8 760). That’s just the tip of the iceberg… you can truly personalise your Audi Q5, but at a price.

Excellent powertrain

This Audi Q5 model is powered by the brand’s highly acclaimed direct-injection 2,0-litre turbopetrol engine which, in this instance, delivers an impressive 155 kW and strong torque of 350 Nm over a wide rev range (1 500 to 4 200 rpm). The engine is mated with a seven-speed dual-clutch transmission delivering power to all four wheels via Audi’s latest quattro all-wheel drive system. Perhaps as a result of its weight (approaching 1,8 tonnes) more than anything else, the Audi Q5 never feels quite as agile as its quoted performance claim of 7,2 seconds for the 0-100 km/h dash makes it sound, but it certainly doesn’t lack for overtaking punch. The seven-speed dual-clutch ‘box is a bit of a novelty in this segment, and is generally slick and fast in its responses, while also contributing to the excellent fuel economy – Audi claims 8,5 litres/100 km.

With excellent grip from its quattro drivetrain, good power and nicely weighted primary controls, the Audi Q5 is a pleasure to drive in almost all circumstances. It may be more prone to understeer than, for example, BMW’s X3, but the target market is unlikely to care about this. In almost all other respects the Audi Q5 is superior to the X3. Similarly, customers are highly unlikely to buy an Audi Q5 for off-road purposes, but those that require a degree of rough-road ability will not be disappointed. In addition to its good ground clearance, the Audi Q5 also boasts good approach/departure angles (25 degrees for both), as well as a self-locking centre differential and hill-descent control.

Audi Q5 – Verdict

The Audi Q5 can hardly fail. It’s the right product for the times, and comes with massive snob appeal. In the current market, and against current rivals, there isn’t really anything to seriously compete with its as an ownership proposition – BMW’s X3 is outclassed and outdated, and Volvo’s impressive XC60 suffers from a poor resale value reputation. The rise of Audi continues unabated.

We like:

  • Striking looks
  • Cabin quality and ambience
  • On-road comfort
  • Performance/economy mix
  • Interior space


We don’t like:

  • Expensive options
  • Heavy on-road bias


Fast facts

Engine: 2,0-litre, four-cylinder, turbopetrol

Power: 155 kW @ 4 300-6 000 rpm

Torque: 350 Nm @ 1 500- 4 200 rpm

Transmission: Seven-speed dual-clutch

Wheels: 18-inch alloy

Top speed: 222 km/h

0-100 km/h: 7,2 seconds

Fuel economy:  8,5 litres/100 km

Source: www.um.co.za

Also consider:

  • Volvo XC60 T6: A beautifully refined product with significantly more power and torque, as well as a more generous standard specification. The turbocharged six-cylinder is thirsty, though, and resale will likely be atrocious. An excellent used buy.
  • BMW X3 xDrive25i Steptronic: This German contender is ageing but remains popular. On-road dynamics are superb and the engine is silky smooth. The X3 can’t match the Audi Q5 interior ambience and modern features, though.
  • Land Rover Freelander V6 HSE Automatic: Sporting a near-premium segment badge on the bonnet and with solid off-road credentials, the Freelander is undeniably desirable. Heavy on fuel, though, and not as good as its rivals where it matters most… on the road.