Mercedes-Benz C280 Avantgarde 7G-tronic (2007) Driving Impression

In the automotive world – and unlike in nature – the sheer competitiveness of business means that evolution takes place at a very rapid rate. In the compact executive sedan segment, the stakes are even higher. Market research will tell these manufacturers much the same thing and highlight advantages of rival products. In the end it is clear that the three German rivals from Audi, Mercedes and BMW are on evolutionary paths that will soon meet. With each passing generation, BMW sacrifices a little bit of its sharpness for extra comfort, because that’s where Mercedes and Audi historically have triumphed. At the same time, with each new C-Class, the car grows a little sportier, because historically speaking, that’s where it has fallen short.

Take the latest Mercedes-Benz C280 as a case in point. When Avantgarde trim is selected, the iconic Mercedes badge moves off the bonnet, and onto the grille, a position it usually only occupies on the marque’s sports models, such as the SL and SLK. This is because Mercedes wants the new C-Class to be taken seriously by “enthusiastic” drivers – read, those who would otherwise consider a 3 Series – as well. It goes beyond the looks, of course. Mercedes’s marketing material focuses heavily on the topics of agility and driving enjoyment. The question is whether this focus on sportiness comes in addition to the usual Mercedes strengths of comfort and ride quality, or at the cost of them…

A lightness of touch for Mercedes-Benz C280

With its crisp lines and subtle hints of sportiness on the outside, the new C-Class is a handsome machine that is unlikely to date too fast. Mercedes doesn’t always get the proportions of their designs spot-on, but it certainly has done so with this car. More conservative customers will be happy to learn that they can still select Elegance trim, which places the three-pointed star back on the bonnet where many believe it should always be on a Mercedes sedan.

The interior design is of a similar “crispness” – the lines are dead-straight, creases well-defined and the overall look quite angular. The lack of curves inside means the cabin can come across as somewhat stark and uninviting, but it’s undeniably modern. Thankfully, most of the surfaces that will regularly be touched are of the soft variety.

Ergonomically speaking, the Mercedes-Benz C280 is not entirely convincing. The button count on the facia is relatively high, so the additional fitment of Mercedes’s iDrive-rivalling Comand control system is somewhat baffling, as some of the functions are duplicated. It seems Mercedes wanted to please both its conservative existing clientele, as well as attracting those who crave the latest technologies. The result is a somewhat awkward marriage of both. This is also evident in the instrumentation. A fairly conservative, silver-backed instrument panel faces the driver, but on top of the facia sits a digital colour display that is linked to the Comand system.

In typical Mercedes fashion, the focus on occupant comfort is still there. The steering wheel features generous adjustment, as does the driver’s seat. A comfortable driving position should therefore be attainable for all. The new C-Class boasts a 3 Series-matching wheelbase of 2 760 mm and consequently boasts similar – perhaps slightly more generous – rear legroom. The boot is not only bigger than the BMW’s, but also accommodates a spare under its floor. Rather disappointingly, but again mirroring the BMW, the  Mercedes-Benz C280 does not offer fold-down functionality for the rear seats as standard (it costs over R3 000 extra).

Controlled agility

While the previous model was not completely hopeless in the dynamic department, the new model represents a significant step forward. Fitted with Mercedes’s new hydro-mechanical damping system (called Agility Control) the new Mercedes-Benz C280 possesses superb body control, stability and a sense of real agility. It feels nearly unflappable and, importantly, the ride comfort that has become a C-Class hallmark has not been compromised.

Fitted with the company’s proven 3,0-litre V6, the Mercedes-Benz C280 is positioned to make good use of its newfound dynamic confidence. The engine delivers 170 kW and 300 Nm of torque, good enough for a 7,2 second 0-100 km/h sprint time. The engine, however, is mated with Mercedes’s 7G-tronic seven-speed automatic ‘box and, although it offers both Comfort and Sport settings, this transmission is certainly geared for comfort rather than entertainment. Consequently, it really adds to the package when cruising along, shifting smoothly and quickly up and down the ratios, but it never quite transforms in Sport mode. So while one senses the basics are there for the C-Class to rival the 3 Series in terms of driving enjoyment when pushed hard, it never quite encourages that behaviour, due to the transmission’s focus on smoothness and cruising. And, of course, you can’t buy a Mercedes-Benz C280 with a manual transmission, while you can buy a 325i or even a 330i with a six-speed self-shifter.

Mercedes-Benz C280 – Verdict

The new C-Class has evolved into a far more rounded offering. It now offers a superb combination of agility and ride comfort and a design (inside and out) that will please both conservatives and those who want a bit more visual “oomph”. In C280 form it is a fantastically powerful, yet relaxing car to drive, but those who had hoped it would match the 3 Series dynamically may have to wait a bit longer. Price-wise the Mercedes-benz C280 falls somewhat uncomfortably between competitors such as the BMW 325i and 330i, but the ticking of a few options boxes will see it quickly move closer to the latter. Against that vehicle, the Mercedes’s V6 not only lacks power but also entertainment value. If you want your C-Class to back its newfound sharpness with some bite, perhaps the slightly more expensive C350 is the model to go for.

We like:

  • Laid-back character
  • Quality
  • Comfort
  • High safety spec
  • Agility


We don’t like:

  • Overly light steering
  • Slightly “basic” facia design


Fast facts

Engine: 3,0-litre, V6, petrol

Power: 170 kW @ 6 000 rpm

Torque: 300 Nm @ 2 500 rpm

Transmission: Seven-speed automatic

Wheels: 17-inch alloy

Top speed: 244 km/h

0-100 km/h: 7,2 seconds

Fuel economy: 9,4 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW 330i Steptronic (E92): The Mercedes’s fiercest rival packs a more powerful engine and a dynamic balance that certainly sits on the entertaining side of the spectrum. More expensive, but not by much. Steering comparatively heavy and the ride is firm on those RunFlat tyres. For less, the 325i model offers similar appeal.
  • Audi A4 3,2 FSI quattro Tiptronic: Ageing now, and this can be seen in its comparatively snug cabin and control interface. Nevertheless, the A4 remains a classy, capable rival and the engine in particular is a peach. We’d skip the cheaper Multitronic model and go for this quattro Tiptronic as the driving experience is significantly enhanced.
  • Lexus IS250 SE: A stylish offering with considerable appeal, but it lacks the power of the German offerings, as well as the cabin quality. The standard features list is generous and the driving experience enjoyable. Almost there…

Jeep Patriot 2.4l Limited (2007) Driving Impression

The crossover segment, occupied by vehicles that look like macho SUVs but offer very little real-world off-road ability, is predicted by analysts to be one of the biggest areas of growth in the global automotive market in the years to come.

Jeep, a brand that has built its name on developing and selling vehicles with true “Trail Rated” ability has recently joined the pack with the Compass and Patriot models, based on the same platform as the much-maligned Dodge Caliber.

Some Jeep loyalists may not agree with this development, regarding these “soft-roaders” as damaging to the Jeep brand. Do they have a point?

Chunky styling

The Jeep Patriot 2.4l Limited is off to a good start because compared with its Caliber and Compass siblings it is most definitely the manliest. Featuring very chunky design – just look at those squared-off wheel-arches and blocky bumpers – the Patriot is certainly closer in spirit to the design of Jeeps of old.

There are also some very nice details – the large 17-inch wheels feature dark grey inserts, for example, and the vehicle’s name is neatly “branded” on the rear bumper. It is nevertheless somewhat oddly proportioned for a Jeep – the roof line is very low and the bonnet long and flat, creating a squashed appearance that is very different to the usual taller, bigger Jeeps of before.

The square-cut design theme continues inside where the facia features almost no curves at all. Most of the switchgear and panels are shared with the Caliber, and that’s not really such a good thing. The plastics are generally of the hard and shiny variety, and though the

Patriot looks better put together than the Dodge some focus on tactile quality would have been appreciated. In fact, the facia exhibits little attention to detail at all. The instrumentation is very simple, very minimalistic. The ventilation outlets are seemingly just square-cut holes in the facia. And some rubber matting would’ve been nice for the storage spaces. It wouldn’t take much to improve the perceived quality – a little bit of a chrome edging here and there, some rubber for the knobs/flat surfaces etc.

The rest of the cabin is better. Considering the compact dimensions of the vehicle, the Jeep Patriot 2.4l Limited actually offers very good rear legroom and a sizeable boot (334 litres). Unlike some other Jeeps the spare wheel is positioned under the boot floor, and not attached to the tailgate. The cloth-upholstered seats actually provide some soft relief in the otherwise hard, blocky cabin, and proved comfortable on longer trips. The driver’s chair is height-adjustable, and so is the steering wheel.

Reach adjustment would’ve improved the driving position even further, but even as it stands it is easier to get comfortable in a Patriot than a Cherokee, for example. Given the high-value pricing, and the fitment of an all-wheel drive system, the standard specification is generous. All the expected items are fitted, including air-conditioning, electric windows all-round, power steering, a nice radio/CD system and front and curtain airbags. Remote audio controls are missing, however…

Petrol power

The Jeep Patriot 2.4l Limited is powered by a 2.4-litre petrol engine that was co-developed with Hyundai and Mitsubishi. It delivers a strong 125 kW and 220 Nm of torque – but at a fairly high 4 400 rpm.

The engine is mated to a five-speed manual transmission that sends most of the power to the front wheels, until slip is detected, wherein the Freedom Drive 1 all-wheel drive system will direct some torque to the rear axle. The front and rear differentials can also be locked, so the Patriot offers proper off-road grip and traction. It may look quite low to the ground but that’s clearly an optical illusion, as the ground clearance is a very proper 204 mm.

On the road the engine impresses with its power, flexibility and refinement, with the expected lack of torque not really materialising, unless you find yourself on a very serious incline in too high a gear.

The performance is decent, with Jeep’s claim of a 0-100 km/h time of 10.7 seconds seemingly being realistic, judging by the vehicle’s nippy behaviour during town driving. The five-speed ‘box is also generally pleasant to use, with a light shift action, but our test car’s transmission sometimes exhibited a grating characteristic.

As is to be expected, a relatively large-capacity petrol engine is not going to be the most frugal, and the figure of 8.7 litres/100 km is near impossible to achieve. Expect an average of between 10 and 11 litres/100 km.

The Patriot is a nice cruiser, with a suspension set-up biased towards providing a comfortable ride, rather than firm handling. It soaks up bumps well, but the downside is that it can feel a bit top-heavy in the corners, a sensation exacerbated by the lack of lateral support on the seats and lifeless steering feel.

Verdict

The Patriot ticks a lot of boxes. It looks suitably macho, is decently kitted out and offers a nice balance of power and superb ride quality. At the price it is a very strong new contender in the crossover segment, but one that offers more usable off-road ability than most of the vehicles priced around it. In that sense, it remains a true Jeep.

That said, the company can easily further improve it by adding a touch of class to what is a very uninviting facia design.

We like:

Rugged looks

Standard equipment

Ride quality

Spaciousness

We don’t like:

Plasticky interior

Body roll

Fast facts

Engine: 2.4-litre, four-cylinder, petrol

Power: 125 kW @ 6 000 rpm

Torque: 220 Nm @ 4 500 rpm

Transmission: five-speed manual

Wheels: 17-inch alloy

Top speed: 183 km/h

0-100 km/h: 10.7 seconds

Fuel economy: 8.7 litres/100 km

Also consider:

Subaru Forester 2.5X:

The most basic Forester may not have the visual appeal of the Jeep, but it’s the better car, with superior build quality, spaciousness and superb all-wheel drive grip on all surfaces.

Kia Sportage 2.0:

Often ignored in this segment, which is unfair, given the Sportage’s nicely packaged cabin, decent build quality and all-round practicality. Lacks the Jeeps power and ride quality, however.

Nissan Qashqai 2.0 Acenta:

Yes, it doesn’t offer all-wheel drive but ask yourself whether you really, really need it… The Qashqai is a superb crossover, offering excellent build quality, a modicum of rough road capability and a very comfortable cabin.

 

Opel Corsa 1.3 CDTI Enjoy (2007) Driving Impression

It’s tough to be Opel. Once one of Europe’s (and South Africa’s) most popular car brands, it has seen its share of the market decline significantly in recent years. It’s not entirely attributable to product, either.

No, many analysts point to General Motors’ poor management of the Opel brand. Rival Volkswagen is successfully climbing up the premium ladder and gets away with charging a premium, which Opel has failed to replicate.

On the other hand, it has to fight off an aggressive onslaught from the Korean brands that are rising through the ranks. So, Opel is unsure where it wants to go premium, or stay a brand for the masses. With the latest Opel Corsa 1.3 CDTI Enjoy, it appears to suggest it could be a premium car for masses…

Mini-Astra styling

The latest Corsa is a very grown-up looking car, borrowing many styling cues from its bigger sibling, the Astra. This is a good thing in the sense that it lends the Corsa an upmarket aura, which sits well with its maker’s quasi-premium aspirations. On the other hand, the “mature” design does rob the Corsa of some youthful appeal.

Ultimately, however, a closer inspection of the Opel Corsa 1.3 CDTI Enjoy reveals excellent build quality, with tight panel gaps and a superb paint finish.

Sit down on the firm, but ultimately comfortable driver’s seat, shut the weighty feeling door and take in an interior that rivals the best in this class for perceived quality. Yes, soft-touch plastics are hard (pun intended) to find, but the look of the facia is upmarket and the detailing excellent. The controls also have a Germanic solidness about them. The driving position is excellent, with a height-adjustable seat and rake/reach-adjustment for the steering wheel (which features very neat remote audio controls). In fact, it is clear that General Motors

SA has specced this Corsa to be comfort-oriented. Also on the standard features list are; air-conditioning, electric windows in front, electric mirror adjustment, cruise control, remote central locking and an audio system with iPod compatibility.

New Corsa may be a bigger car than its forebear, but the dimensions haven’t been stretched too much. Consequently rear legroom is better than before, but not quite best in class, while the size of the boot is about average for this class. Interestingly, the boot features a double floor. With the rear seats folded flat, and the double floor in its highest position, a completely flat load floor is offered.

Alternatively, with the floor in its lowest position, the size of the boot is increased.

Mini Diesel Opel’s 1.3-litre, common-rail direct injection, turbodiesel engine powers this Corsa – previously a 1.7-litre Isuzu unit was used. This 1.3-litre engine’s outputs (66 kW and 200 Nm) are class competitive, and power goes to the front wheels via a six-speed manual transmission. The engine is impressively refined, being one of those rare diesels that likes to rev, even all the way up to 5 000 rpm, without much of that diesel clatter and vibration reaching the cabin.

It is also very frugal – with a fuel consumption figure of 4.6 litres/100 km it is among the most economical in this segment – and yet the power delivery around town is good, too.

Unfortunately, the picture is less rosy at higher speeds and out on the open road. The problem is the gearing. Sixth gear is very tall, which means lots of gearing down for the hills, itself not entirely pleasurable as the shift action is typically Opel – rubbery. One can learn to drive around this problem, however, and fundamentally this Corsa is not a bad cruiser, just one that requires some planning when an overtaking situation presents itself.

Comfort-oriented ride

Around town the Corsa is a convincing daily runner with premium aspirations. The cabin is quiet and refined, and the controls work with a well-oiled slickness and solidity that never fails to impress.

Opel’s engineers selected a comfort-oriented approach for the Corsa’s suspension set-up and consequently the ride is cosseting and quiet.

Unlike previous-generation Corsas, this is not a car that will awaken the enthusiast driver in you – it doesn’t come across as particularly agile, for example – but for the majority of likely buyers, the set-up is probably spot-on. Interestingly traction control is standard fitment, which is probably unnecessary in a car with such little power. If there’s one major criticism, it is the steering. The assistance feels very artificial and is also inconsistent, resulting in lots of adjustments having to be made.

Verdict

The Corsa has grown up, and all the boy racer antics of previous generation cars are a thing of the past. In its place we now have a mature, sophisticated product that rivals the VW Polo very strongly on perceived build quality and refinement. The flaws are few and even negligible with prolonged exposure, so the Corsa is well-positioned to play an important role in Opel’s climb up the premium ladder. But it will take time. True desirability usually comes not only from being consistent, but also requires something outstanding, and this Corsa, consistently good as it is, needs that one stand-out feature to help it break-through in this market.

We like:

Stylish, well-built interior

Economy

Refinement

Ride comfort

We don’t like:

Overtaking grunt

“Artificial” steering

Fast facts

Engine: 1.3-litre, four-cylinder, turbodiesel

Power: 66 kW @ 4 000 rpm

Torque: 200 Nm @ 1 700-2 500 rpm

Transmission: six-speed manual

Wheels: 15-inch alloy

Top speed: 172 km/h

0-100 km/h: 12.7 seconds

Fuel economy: 4.6 litres/100 km

Also consider:

Renault Clio 1.5 dCi Expression:

Unfairly ignored by the South African car market, this well-built Renault offers a classy interior and good specification level. It is slightly down on power, but you’re unlikely to notice it on the road. No standard service plan, though.

Ford Fiesta 1.6 TDCi Ambiente:

An older offering, for sure, but the engine is a good one, with impressive refinement and a good combination of performance and economy. Fun to drive, too…

Hyundai Getz 1.5 CRDi HS:

Not a regular sight on South African roads and therefore something of a well-kept secret. Lots of power, though refinement could be better. Interior is reasonably spacious and comfortable but not up to the same levels of build as its European rivals.

Toyota Auris 1.4 RT (2007) Driving Impression

Looking at Toyota’s latest attempt at C-segment hatchback glory, there are clear signs that the Japanese brand has closely studied the Volkswagen recipe. This is neither a surprise, nor a bad approach… Then again, many have tried and failed – gunning for Golf appears to be the unenviable task set for every new C-segment hatchback. But it’s not only the rival manufacturers that have been hoping for the top-selling hatchback to be toppled. The Golf’s continuing global success has also been an irritation to motoring enthusiasts who lament Volkswagen’s conservative approach with its champion. Ironically perhaps, it is in this conservatism and careful evolution that one can find the secret to the Golf’s success.

Now we have the Toyota Auris which, based on appearances alone, seems perfectly middle-of-the-road from the outside, but significantly more impressive in its cabin. Just like a Golf, then…

Softly, softly…

Unlike its predecessor, the RunX, which exhibited a few racy elements in its exterior styling, the new Toyota Auris is a grown-up’s car, devoid of frills and any kind of sporty pretensions. In fact, courtesy of its somewhat bloated looks, there are elements of MPV styling to be found in its overall design. Its big body is further emphasised by the fitment of small 15-inch steel wheels to this RT model, as well as the absence of front and rear foglamps to break the monotony of the full colour coding. Visually it is entirely inoffensive, and unlikely to get any pulses racing.

The Toyota designers worked considerably harder inside… Compared with the plasticky facia of its predecessor, which was identical to what you’d find inside the previous-generation Corolla, the Toyota Auris gets its own dashboard made from premium materials and boasting a number of “artsy” details. There’s a flowing, raised centre console, for example, which positions the gear lever closer to hand, and which boasts storage space underneath. Also rather quirky is a near-vertical handbrake lever.

At this price level the use of so much soft-touch plastics is to be commended, and overall the lasting impression of even this base-model Auris’s interior is of quality and sophistication. Adding to this near-premium ambience is a very neat instrument panel with striking chronograph-inspired dials housing comprehensive digital displays.

The standard specification of the Toyota Auris RT model reviewed here is acceptable and the selection process clearly put the emphasis on comfort and safety. As such, there are four airbags, ABS with EBD and Isofix child seat anchorages at the rear. The driving position is superbly comfortable, mostly because the Auris boasts a steering column that offers generous adjustment for rake and reach. Also included in the package are; air-conditioning, power steering, electric windows and mirrors, radio/CD player and remote central locking. The cloth-upholstered seats, by the way, are very comfortable, offering exceptional support. Rear legroom is probably average for this segment, but unfortunately the boot is quite small. You do, however, get a full-size spare wheel as standard, which partly explains the high floor of the boot.

Slowly, slowly…

The feeling of solidity and the excellent NVH (noise, vibration and harshness) control come with a weight penalty. The Toyota Auris is fairly heavy for a C-segment hatchback. As a result, its admittedly willing 71 kW 1,4-litre petrol engine struggles to move it along with any sense of urgency. The slow 0-100 km/h performance (13 seconds) is unlikely to matter much to the target market, but the fact that it feels rather lethargic at the Reef, especially with a full complement of occupants, may well be of concern.

Partly because of this lack of power, you’re likely to wring the little engine’s neck, which impacts fuel consumption. You’re unlikely to match Toyota’s claimed 6,9 litres/100 km. Expect a figure of closer to 8 litres/100 km.

No, this is a car that demands a more leisurely approach. Driven in such a fashion the Toyota Auris is actually mighty impressive. The electrically assisted steering is light and precise, but devoid of weighting and feedback. The ride is beautifully damped and road-, mechanical- and wind-noise suppression is probably class-leading. It certainly would make for a lovely daily driver.

Toyota Auris RT – Verdict

There’s a feeling of solidity, quality and refinement about the new Toyota Auris that the RunX never possessed. On that score Toyota has succeeded admirably in bringing a convincing Golf challenger to market. In fact, in terms of its interior comfort, design and perceived quality, it runs the Golf not only close, but arguably edges ahead in some respects. Also mirroring the base-model Golf (1,6-litre) is the Toyota Auris 1,4 RT’s lack of performance and focus on ride comfort in preference to sporty dynamics. On paper and from inside the cabin, then, it really is hard to choose between the two.

Yet, there is one area in which the Toyota Auris will struggle to match the Golf, and that has much to do with the fact that the Volkswagen has been evolving, consistently, since the late ‘70s into the car it is today. It’s got heritage and, perhaps because of that, has risen above its econo-box origins to become quite a desirable, quasi-premium product. The Toyota Auris doesn’t have this, and it’s not something a manufacturer can replicate, so in terms of ultimate appeal in this segment, at best can hope for second place.

We like:

  • Refinement
  • Comfort
  • Perceived quality
  • Ride comfort
  • Standard safety spec


We don’t like:

  • Small boot
  • Lethargic performance
  • Dull looks


Fast facts

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

Power: 71 kW @ 6 000 rpm

Torque: 130 Nm @ 4 400 rpm

Transmission: Five-speed manual

Wheels: 15-inch steel

Top speed: 170 km/h

0-100 km/h: 13 seconds

Fuel economy: 6,9 litres/100 km

Source: www.um.co.za


Also consider:

  • Ford Focus 5-dr 1,6 Ambiente: The Ford’s bigger-capacity engine gives it a torque advantage, but not by much. The Focus also offers more boot space, but lacks the Toyota’s safety specification and perceived quality.
  • Opel Astra 1,6 Essentia: Somewhat ageing in this group, but still a good car with solid build quality and decent standard specification. Noticeably swifter than the Toyota Auris, too, but can’t match the Auris’s more modern, better executed cabin.
  • Mazda3 Sport 1,6 Original: Shares some genes with the Focus but feels different – the Mazda comes across as livelier on the road and the emphasis is more on dynamic sharpness than ride comfort. The interior looks good but it lacks spec compared with the Toyota Auris and it’s not as refined either.

 

Nissan Grand Livina 1.6 Accenta+ (2007) Driving Impression

As Toyota has illustrated very successfully with its Avanza, there is a large number of South African families that need an affordable, spacious and versatile people-mover. When the budget is tight, considerations such as sophisticated design and interior frills are banished to the third row seat. Now Nissan has staked its claim with the arrival of the 5-seat Livina and 7-seat Nissan Grand Livina models, both offering high-value packages in a slightly more upmarket design than the Avanza. On paper the subject of this test, the Nissan Grand Livina, appears to be a particularly attractive offering. Does it live up to expectations?

Nissan Grand Livina is grand… as in large

Being 240 mm longer than its smaller sibling, the Nissan Grand Livina certainly has more presence than an Avanza. Unfortunately much of the extra length has been added behind the rear wheels, creating a rather unfortunate “long-tail” look. Nevertheless, the Nissan Grand Livina is a largely inoffensively designed product, with only a very shiny grille, chrome door handles and attractive 15-inch alloy wheels to break the monotony. Importantly, however, it creates the impression of being more expensive than it actually is, which is never a bad thing…

The interior is its trump card, with the elongated body paying dividends in terms of packaging. Nissan has paid careful attention to the flexibility offered by the seating arrangements, resulting in a vehicle that should fulfil most owners’ needs. The middle row in particular has been cleverly designed. The usual 60:40 split of the backrests has been extended to the base cushion, and Nissan has fitted individual sliding mechanisms, so the middle row “seats” can be individually slid fore and aft, either to create stretch out legroom for those seated on them, or to create more luggage space in the boot – or to improve knee space for those banished to the third row. As per usual, the rearmost seats really are only for smaller individuals, but certainly suitable for use on the school run. With all three rows occupied, boot space is extremely limited. Fold down the rear seats, however, and you’ll have ample packing space for that family holiday. If even bigger items need to be transported, the middle row can also fold/tumble, leaving long, relatively flat floor. A full-size spare wheel is included.

In the front, the driver faces a surprisingly upmarket dashboard that boasts impressive levels of fit and finish. Unfortunately, however, Nissan has thought it wise to use a very light-coloured trim for the lower part of the cabin, and this will show use very quickly. The upper section is in a more practical brown hue, and Nissan has also added some fake wood trim, which the Nissan Grand Livina really could’ve done without… especially on the steering wheel.

There’s not much to criticise about the driving environment, but more adjustability to the driving position would have been welcome (the steering is only rake adjustable), and there are no remote audio controls on the steering wheel. The rest of the news is good – Nissan is offering a very decent standard specification level, with a radio/CD system, electric windows, air-conditioning and power steering all being part of the deal. Only two airbags are fitted, though.

Zippy performance for Nissan Grand Livina

The Nissan Grand Livina is powered by the same 1,6-litre four-cylinder engine that does duty in the Tiida. It’s a sprightly performer, delivering 80 kW and 153 Nm of torque through a five-speed manual transmission that drives the front wheels. At just over 1,2 tonnes, the Nissan Grand Livina is quite light considering its size, and this undoubtedly aids its sprinting ability. At the same time, it is nearly 200 kg heavier than an Avanza, and you can feel this extra weight on the road not in the performance, but in its significantly better stability. The Nissan Grand Livina feels like a more substantial product, mostly because that is what it is. More good news for families on a budget is the fuel economy – you’ll struggle to match the figure of 7,2 litres/100 km, but even the more realistic consumption figure of 9 litres/100 km is impressive given the vehicle’s likely usage pattern.

On the road, the Nissan Grand Livina is far superior to the Avanza. There’s good grunt from low down, and the engine delivers its power in a linear, refined way. The steering, electrically assisted as it may be, offers reasonable weighting and certainly superior accuracy compared with the Toyota. And the long wheelbase aids ride comfort. The Nissan Grand Livina should be a very good long distance family car, and remains composed on poorer surfaces. ABS brakes further boost driver confidence.

Nissan Grand Livina – Verdict

While the Nissan Grand Livina isn’t going to win any styling awards and it is ultimately quite a bland product, there is also a disarming honesty about it. It does what it was designed to do in an impressively convincing way, and without feeling like it was developed on a tight budget. The build quality is impressive, and the feeling of solidity on the road will please – and surprise – a lot of buyers. The standard service plan is a sweetener to a deal that already seems almost too good to be true.

We like:

  • Very spacious cabin
  • Performance
  • Value for money
  • Ride quality
  • Fuel economy

We don’t like:

  • Light interior trim

Fast facts

Engine: 1,6-litre, four-cylinder, petrol

Power: 80 kW @ 6 000 rpm

Torque: 153 Nm @ 4 400 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 180 km/h

0-100 km/h: 11,2 seconds

Fuel economy: 7,2 litres/100 km

Source: www.um.co.za

Also consider:

  • Toyota Avanza 1,5 TX: Slightly cheaper, but it feels it. The Avanza is a more compact package but similarly packaged and with near identical power outputs. The Nissan feels like the classier, more solid offering, though.
  • Opel Zafira 1,6 Essentia: Around R30 000 more expensive, but the Opel does represent a significant step up in terms of overall execution and sophistication. Importantly for a family vehicle, it also offers a more comprehensive safety package.
  • Toyota Corolla Verso 160: Similarly equipped to the Opel, this Toyota also offers a more sophisticated mom’s taxi solution, but at a significantly higher price. A comprehensive service plan is included in the price

 

Mazda2 1.3 Dynamic (2007) Driving Impression

While it is true that some of the best value cars on the market can be found at the mid-level of the so-called B-segment for hatchbacks, what has been lacking is a small car with spunk. The Fiesta is fun to drive, sure, but it looks a bit humdrum. The Germans (Corsa and Polo) have grown up and feel like bigger cars. And the Toyota Yaris doesn’t really register on the fun(k)-o-meter, either. Enter the Mazda2, a model its maker says puts driving enjoyment high on the priority list. But, we wonder, at what cost?

Edgy looks for Mazda2

Mazda has finally emerged from its jelly-bean era of forgettable design in recent years. The latest Mazda2 is a case in point. From its gaping front airdam, to the curves over the front wheels and the rising shoulder line, the Mazda2 is certainly one of the sportiest cars in its class. In Dynamic trim as tested here, it also gains smart 15-inch alloy wheels and a tailgate spoiler among other smaller trim additions. The colour palette offered by Mazda is also suitably fruity.

The sporty looks of the Mazda2 have not compromised the interior packaging. In fact, with a relatively long wheelbase of 2 486 mm, the Mazda doesn’t only gain a wheels-at-the-corners stance, but also a spacious interior. Rear legroom is surprisingly good given the compact dimensions, and even headroom will be sufficient for most adults. The only real let-down is the boot, which can only accommodate 250 litres-worth of luggage, and that is with a space-saver spare wheel, too. The rear seats can fold forward, of course.

Mazda’s designers have done well to carry the sporty theme through to the facia of the car. The instrumentation is particularly attractive, with an oversized speedometer taking pride of place, overlapping a small rev counter on the left and a digital trip computer on the right. The centre section of the facia also boasts some smart design, with a very neatly integrated audio system and rotary controls for the ventilation system. If there is a design- or trim-related complaint, it really only concerns the overwhelming expanses of shiny, hard, black plastic. Had Mazda added metallic surrounds for the neat ventilation outlets and door handles, for example, perhaps the monotony would not be so overbearing. That said, build quality is as good as one tends to expect from Mazda.

Dynamic trim includes a number of features not commonly found at this price level. Although the steering wheel is only adjustable for height, the seat can move up and down, too, so a comfortable driving position is easy to find. The steering wheel itself is a sporty three-spoke item with very solid-feeling remote audio controls incorporated on one of the spokes. By the way, an auxiliary port for the sound system is also provided. Furthermore, there are dual front airbags, ABS with EBD, front and rear fog lamps, electric windows and mirrors all-round (including power folding for the mirrors).

Mazda2 offers eager performance

Much of the Mazda2’s surprising verve stems from it being relatively lightweight compared with its peers, weighing in at under a tonne. The fact that the 1,3-litre engine develops 62 kW and 121 Nm of torque is therefore not so much of a concern. In fact, the Mazda2 feels livelier than the 0-100 km/h time of 13,2 seconds makes it sound. There is a negative, however. The lightness has certainly come at the expense of some refinement, because road and mechanical noise do filter into the cabin more noticeably than on some rivals. However, if your’e a driving enthusiast, the higher levels or engine noise are unlikely to be a major turn-off, especially when you keep in mind that the lightness also contributes to the excellent fuel consumption figure of 5,4 litres/100 km.

Like almost all cars in its segment, the Mazda2 makes use of a MacPherson strut front and torsion beam rear suspension arrangement. And just like many others, it boasts an electrically assisted power steering system. Yet, from behind the wheel, the Mazda2 feels rather different. There’s still some of that slight steering vagueness around the straight-ahead position, but turn it with purpose and you’ll be surprised (and delighted) with its exquisite weighting and precision. The suspension, which is firmer than most cars in this segment and consequently can get crashy over poor surfaces, is a delight on smooth roads. The Mazda2 provides exceptional grip for this class and excellent body control, too. Combine all of this with the precise steering and good throttle response from the eager little engine and you have a car that really lives up to the expectations of driving enjoyment created by its maker.

Mazda2 – Verdict

The Mazda2 won’t be for everyone. The ride is quite firm, which can be tiresome if you regularly drive over poor surfaces. The relatively poor NVH (noise, vibration, harshness) control means the cabin can be quite noisy, too. And the boot is too small. In all other respects, however, the Mazda2 is comfortably near the top of its class, but adds a proper dose of driving enjoyment to the mix which no other car in this class can quite match. It’s a winner.

We like:

· Handling

· Eager engine

· Fuel economy

·  Standard features

·  Build quality

We don’t like:

·NVH control

·Small boot

· Ride refinement

Fast facts

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

Power: 62 kW @ 6 000 rpm

Torque: 121 Nm @ 3 500 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 172 km/h

0-100 km/h: 13,2 seconds

Fuel economy: 5,4 litres/100 km

Source: www.um.co.za

Also consider:

·Volkswagen Polo 1,6 Comfortline: A fair bit more expensive than the Mazda but Comfortline trim gets you a decent specification level, a more powerful 1,6-litre engine and solid residuals. Understandably popular but lacks a standard service plan.

· Opel Corsa 1,4 Enjoy: A very solid newcomer that offers a good blend of build quality, specification and back-up (a service plan is standard). The Opel is a slightly more spacious, refined car all-round but lacks the Mazda’s sparkle.

· Toyota Yaris Spirit:  This very popular car has a similar power output and performance to the Mazda, but trumps everything in this segment in terms of safety, seven airbags are fitted. Otherwise, not to much to write home about, but there is that promise of reliability and Toyota after-sales care.

Audi R8 4.2 (2007) Driving Impression

Even though we’ve had plenty of time to get used to the idea of an Audi supercar, through numerous motor show concepts and years of hinting, seeing the R8 in the metal for the first time is still a breath-taking experience.

It would have been easy for Audi to come up with a conservative first effort, one that would immediately find favour with the majority of wealthy shoppers in this small but lucrative corner of the market. And yet Audi has done the exact opposite by creating a car with near shocking visual presence and jaw-dropping individuality. Have they not, perhaps, gone overboard, though?

Sci-fi looks

The general consensus is… no. The Audi R8 4.2 is a car that gets people talking excitedly, almost always while pointing their cell-phone cameras in the Audis direction. If you’re looking for a car that will garner plenty of stares and admiration, then look no further. In terms of head-turning ability, there’s nothing on the market right now that comes close.

Yes, the R8 is loosely based on the Lamborghini Gallardo, but you’ll never guess it, even though the proportions are not dissimilar. The trademark single-frame Audi grille is flanked by a pair of beautifully detailed headlamps that seem to float on top of the large front air inlets. LED lamps create a stunning “eye-liner” effect that also adds to this Audi’s significant overtaking presence.

Everywhere you look there is exceptional detailing to be found – the contrasting side blades are an important element of the R8’s design DNA, as is the large glass “tailgate” that puts the V8 engine on such magnificent display.

Snug interior

Swing open the long doors and the visual assault continues. The controls are tightly packaged together, the instrumentation comprehensive and the attention to detail quite superb – notice the carbon fibre door-pulls, as examples. You sit low in the R8, which is to be expected, but visibility out of the vehicle is not too bad for this type of machine, and the comfort levels certainly among the best.

Audi has always been good at interiors, and the R8 is no different. The steering wheel boasts generous rake and reach adjustment, and the seats are excellent, too. If there is a small criticism to be made, it concerns packing space – hardly a high priority, we know, but Porsche’s similarly priced 911 Carrera 4S is certainly more practical. What you’ll also notice is the feeling of solidity. Audi has skimped neither on equipment, nor on the quality of the textures. So, even though the R8 is constructed using a lot of aluminium, it still weighs a hefty 1 560 kg.

Under the… er… glass

Mounted low-down and towards the rear of the R8 is an engine that we’ve all come to know and love in the magnificent RS4. The 4.2-litre V8 is one of the most high-revving of its kind and delivers 309 kW and 430 Nm of torque. In the R8, however, the maximum torque figure remains available over a wider range of engine speed, and the company says 90 % is available from as low as 3 500 rpm. Falling nicely to hand is an aluminium gear knob, and lovers of classic supercars will love the exposed shift gates as much as they’ll adore the click-clack sound every gearshift makes. After all, these days a manual transmission in a supercar is a rare thing…

The transmission delivers power to all four wheels via Audi’s quattro all-wheel drive system. But before you sigh in dismay… be aware that this is a heavily reworked quattro system. For one, in its default mode a whopping 90 % of the power goes to the rear wheels, and the maximum that can be sent to the fronts is only 35 %. This was done to give the R8 the rear-end bias so loved by petrolheads the world over, but to also ensure that it would retain the legendary grip levels of fast quattro models of the past.

And boy does it work… Considering the car’s not-insignificant weight, the R8 is a hugely accomplished robot racer. All-wheel drive helps it vault off the line and to 100 km/h in around 4.6 seconds, all the time accompanied by a gloriously rich V8 thunder. Approach a corner, lift off the gas and there’s a slight lightness in the nose that is initially unsettling, but soon forgotten once you’ve learnt to trust its immediate grip and acceleration when the throttle is planted.

Where other quattro Audis would soon start pushing the nose, the R8 remains beautifully neutral, with the steering – another usual Audi problem – remaining informative and nicely weighted. This is a properly entertaining supercar, undoubtedly, and yet its talents run even deeper.

The ride quality is quite superb for this kind of car, with the R8 ironing most road surface irregularities like a sedan, and the cabin remaining free from shake and noise, except for that spine-tingling roar from the V8. So, very possibly, this is a supercar that could be driven to the office and back quite comfortably. Every day.

Verdict

The Audi R8 4.2 has easily been one of the most hyped and eagerly anticipated cars of this decade. In the automotive world, such heady expectations almost always turn into disappointments. With the R8, however, Audi has outdone itself. At the price there is nothing that offers a similar blend of supercar emotional appeal, and luxury coupe comfort and quality. In fact, Audi has in one move rendered most supercars at twice the price obsolete. Yes, that includes you, Lamborghini…

We like:

Sci-fi looks

Ride/Handling balance

Build quality

Performance

Value

We don’t like:

A bit tight on packing space… but do you care?

Fast facts

Engine: 4.2-litre, V8, petrol

Power: 309 kW @ 7 800 rpm

Torque: 430 Nm @ 4 500 rpm

Transmission: six-speed manual

Wheels: 18-inch alloy

Top speed: 301 km/h

0-100 km/h: 4.6 seconds

Fuel economy: 14.6 litres/100 km

Also consider:

Porsche 911 Carrera 4S:

Also offers all-wheel drive grip and security, but adds some extra practicality, if that is what you’re looking for. Arguably can’t match the Audi’s visual drama, but is every bit as fast and fun.

Aston Martin Vantage:

This beautiful Brit is seriously down on power and performance, as well as build quality, but makes up for it with drop-dead gorgeous looks and a sound track straight from automotive heaven. Overpriced, however.

Lamborghini Gallardo:

Costs about twice as much as the Audi, and shares a lot under the skin… But in its defence, the Lamborghini does have true supercar status and looks.

 

Ford Ranger Double-Cab 3,0 TDCI XLE 4×4 (2007) Driving Impression

Rebuilding a reputation lost in the fiercely contested South African pick-up market is no easy task – just ask Ford. Once a trusted supplier of hardy machines for the working man, it has in the past two or three decades lost major ground to the likes of Toyota and Isuzu in what has become an even more lucrative corner of the market. But now, as part of an overall product revitalisation (Focus, Fiesta etc.) and in partnership with sister-company Mazda, the Blue Oval is confident that it finally has a product to once again stake a claim for best-in-class honours. Then, the Ford Ranger rolls into town…

Macho looks for Ford Ranger

The new Ford Ranger is certainly a fine-looking bakkie. Even parked next to its Mazda BT-50 cousin, the Ford has a personality all of its own, and that has much to do with that big, square, grille. Taking design cues from some of Ford’s American F-series trucks, the new Ford Ranger looks chunky and macho. Top-spec XLE models also feature upmarket chrome trim here and there, as well as smart alloy wheels. The ground clearance is a claimed 200 mm.

Measuring 3 000 mm, the Ranger’s wheelbase is not significantly shorter than some of its rivals, but somehow Ford has not managed to achieve the same levels of progress in terms of rear door ingress/egress and rear legroom as some other modern competitors. Combine the narrow door aperture with significant height, and some occupants will struggle to easily get in. Once seated things are not much better – rear legroom is quite tight and the seating position upright.

The situation is much improved in front. The edgy design of the exterior is carried over inside, and the facia is resultantly quite blocky in appearance. Fit and finish, however, is good, as are the ergonomics. That bulging, silver-faced centre section of the facia brings the controls close to hand. There are some nice touches, too, such as a documents tray above the glove compartment and cupholders for front and rear occupants. But then again there are also some surprisingly “dated” design elements, such as an old-fashioned under-facia mounted pull/push-type handbrake and a secondary lever to operate the low-range transfer case.

In terms of its standard comfort and safety specification, however, the new Ford Ranger is certainly class competitive. It is equipped with dual front as well as side airbags, in addition to the expected ABS-backed braking. Air-conditioning, a radio/CD player, electric window and mirror adjustment, leather upholstery and remote central locking are also part of the package.

Powerful, refined engine

While one can debate the necessity or not of some of the modern cabin trimmings, most pick-up buyers will agree that the engine under the bonnet needs to be up to scratch. In this regard the new Ford Ranger offers a rather persuasive argument. It’s new 3,0-litre turbodiesel engine packs a powerful 115 kW at 3 200 rpm and oodles of torque – 380 Nm from just under 2 000 rpm. But more impressive than the power, is the engine’s refinement. It feels strong from the get-go, yet spins easily up the rev range and never sounds or feels like it was designed for a purely utilitarian purpose. The only downside is that it seems to be rather thirsty compared with some rivals, negating one of the major benefits of turbodiesel power – economy.

The engine is matched to a five-speed manual transmission that offers well-spaced ratios, delivering excellent driveability not only in town and on the highway, but also off-road. A low-range transfer case is fitted, as well as a rear diff-lock, which further improves matters when the going gets really tough. The only real negative in an off-road situation is the very big turning circle (12,6 metres), which seriously hampers manoeuvrability.

On the road, the Ford Ranger is a mixed bag. The engine is very impressive, and front occupants are unlikely to complain about the comfort levels. And yet, considering its relative freshness, it is quite surprising that, in terms of ride quality and stability, the Ford Ranger appears to be lagging the class-best by some margin. The steering, though power assisted, is of the old-fashioned ball and nut set-up, so it is very vague in feel and rather lifeless. Another clue to the Ranger’s comparatively “aged” underpinnings is its narrowness. The track widths are significantly smaller than, for example, the Isuzu KB’s or Toyota Hilux’s, so the Ford Ranger can’t match them for directional stability. Another consequence of its high centre of gravity, narrowness and vague steering is that it feels comparatively top heavy. Combine all of this with a relatively firm suspension set-up, and the Ford Ranger is not terribly confidence inspiring when the road surface deteriorates.

Ford Ranger – Verdict

The new Ford Ranger is a significantly better product than the vehicle it replaces but compared with its direct rivals, it comes up short in a number of important areas. The new engine is superbly powerful and refined, but thirsty. The interior may be packed with goodies and boasts an attractive facia design, but rear-seat comfort is compromised. Most crucially, however, considering its targeted leisure role, Ford has not made the same strides in terms of ride comfort as some rivals. As a result of all of these, the Ford Ranger is a somewhat disjointed offering, impressive in some areas, but disappointing in others. Back to the drawing board, Ford.

We like:

  • Macho looks
  • Refined, powerful engine
  • Off-road ability
  • Standard specification
  • Load-carrying ability


We don’t like:

  • Fuel thirst
  • Cramped rear
  • Top-heavy feel
  • Dim-witted steering


Fast facts

Engine: 3,0-litre, four-cylinder, turbodiesel

Power: 115 kW @ 3 200 rpm

Torque: 380 Nm @ 1 800 rpm

Transmission: Five-speed manual + low-range transfer case

Wheels: 16-inch alloy

Top speed: n/a km/h

0-100 km/h: n/a seconds

Fuel economy:  9,5 litres/100 km (est)

Source: www.um.co.za

Also consider:

  • Toyota Hilux Double-Cab 3,0 D-4D Raider 4×4: Still the vehicle to beat. Offers a more spacious cabin and easier rear access as well as a more modern facia overall. The engine isn’t as refined but is more powerful as well as more economical.
  • Isuzu KB300 TDi Double-Cab 4×4 LX: Remains a popular choice, partly due to its attractive looks, and also partly due to a reputation for reliability. With “only” 96 kW and 280 Nm its engine is no longer competitive and the cabin is lacking some of the mod-cons of newer rivals.
  • Nissan Navara 2,5 dCi 4×4: A next-generation pick-up with a strong leisure-market emphasis. The Navara’s engine delivers a strong 128 kW and more than 400 Nm of torque, so it’s got the grunt to back its butch looks. Can’t take as hefty a load as some of the others, but is a good tow vehicle.

BMW M3 (2007) Driving Impression

Even in the rarified domain of the automotive icon, the BMW M3 occupies a very special place. South Africans may have missed out on the first-generation car, but we made do with our locally developed 325i, 333i and Shadowline models. When the E36 M3s finally arrived, putting near supercar power (at the time) in the hands of Joe Public, they were eagerly snapped up and often promptly crashed. The E46-generation model continued the legend, adding sophistication and even greater desirability that will ensure it the type of classical status that the E36 is unlikely to ever be bestowed. And now the E90-generation BMW M3 has arrived, promising giant-slaying performance and handling. Can it live up to the benchmark set by its illustrious forebears?

V8 thunder for BMW M3

As the focus usually quickly moves to engines when M3s are discussed, let’s go there first. After all, the new BMW M3 has something rather special under that bulging bonnet. The all-new, 4,0-litre, 32-valve V8 engine has been a controversial choice, not only because it replaces such a stunning straight-six, but also because of concerns of extra weight hung over the front axle. BMW has been quick to squash any such worries. The new V8, they say, is actually 15 kg lighter than the straight-six, yet delivers massively more power, 309 kW of it in fact (as opposed to 252 kW). Perhaps even more impressively, torque is rated at 400 Nm, and 85 % of that figure remains available throughout the rev range, promising brilliant flexibility. In this age of dual-clutch and semi-automatic transmissions, enthusiasts will be happy to see that the BMW M3 can still be had with a proper six-speed manual transmission, sending power to the rear wheels via a variable M limited slip differential.

The straight-line performance is sizzling. The 0-100 km/h dash takes a blistering 4,8 seconds, and the top speed is limited to 250 km/h. What helps the acceleration time is that the BMW M3 can get past 100 km/h in second gear, so there’s no need to shift to third before the benchmark is reached. And before you ask… yes, the new BMW M3 doesn’t have that charismatic straight-six sound, but the V8 is pleasant to listen to in its own way. There’s always the underlying threat of typical V8 thunder, but it never quite erupts and seems a little more metallic than some other V8s, especially those of Mercedes-Benz.

Pin-sharp dynamics

Although the BMW M3 looks like a muscular version of the current 3 Series coupe, the changes are far more significant. In fact, 80 % of its components are unique, and a lot of effort has gone into lowering weight and especially the centre of gravity. To this end it even features a carbon-fibre reinforced roof. Furthermore, the suspension boasts a lot of revisions, nearly exclusively making use of lightweight aluminium components. Available as a (pricey) optional extra is MDrive, which allows the driver to electronically customise the suspension using three settings.

Like most sporty BMW 3 Series models, the steering is heavy and the low-speed ride quite firm, yet like all its siblings, the BMW M3 is never a harsh machine, retaining composure beautifully even when the road surface deteriorates badly. The promise of a great driving experience starts with the seating position. The steering wheel is a nice, thick-rimmed item that is very pleasant to hold, and the electrically adjustable seat offers superb lateral support. Fire up that V8, sit back for a moment or two to take in the growl, engage the somewhat stiff clutch to select first and you’re ready to rock. Even with lots of grip from those fat rear tyres as well as traction control, being too aggressive with the throttle and clutch could result in the BMW M3 breaking traction anyway. Certainly, switching off the electronic aids will see you paint long black lines of expensive rubber.

Like previous M3s, the key to this car’s unique appeal is its adjustability and precision. At 2,3 turns lock-to-lock, the steering is massively fast and it responds with immediacy and eagerness to driver inputs, whether your aim is precision, or just to let it “hang out”. It’s hard to think of another car that can be so blistering fast around a track and against a stop watch, yet can also be so loose and entertaining when the driver just wants to have fun. There really is only one minor point of criticism, and that is the transmission, which can baulk during very fast (snap) shifts.

Luxury and style

So, the BMW M3 certainly lives up to the heady expectations thus far, but what about the looks and cabin? During our time with the M3, it attracted huge attention, and comments were always positive. The BMW M3 looks very muscular with that power bugle on the bonnet, narrow slits in the front fenders, flared wheel arches, rear diffuser and two pairs of shiny exhaust outlets to blast out its particular brand of music. Smart 18-inch wheels are standard, but the shape looks infinitely better when stretched over the optional 19-inch items.

Inside, the BMW M3 is no stripped-out road racer. You get climate control, auto lights and wipers, radio/CD player and leather upholstery among other items. There are also M logos everywhere to remind you that you’re seated in something special, as if you’re likely to forget. The instrumentation is also quite special, with the rev counter boasting a variable warning field that changes as the car warms up.

BMW M3 – Verdict

At the price, the BMW M3 is almost impossible to fault. Yes, perhaps an Audi RS4 or Mercedes C63 is more practical because of their four doors, but that’s about it. The BMW M3 is hardly uncomfortable in the back, and its boot remains of a useful size, too. Far more important for this genre of motorcar is the performance and handling on offer, and here the BMW M3 remains untouchable. The new engine is a marvel, a definite future classic that boasts not only superb outputs, but also great flexibility and responsiveness. And then there’s the handling. You’ll have to buy a Porsche to come close to matching the M3’s precision and poise. If you were worried that the new BMW M3 would be a heavy, compromised luxury performance car in the way that AMGs tend to be, then relax. It’s more focused than ever before.

We like:

  • Aggressive looks
  • Phenomenal performance
  • Superb dynamics
  • Standard specification


We don’t like:

  • Gearbox could be smoother


Fast facts

Engine: 4,0-litre, V8, petrol

Power: 309 kW @ 8 300 rpm

Torque: 400 Nm @ 3 900 rpm

Transmission: Six-speed manual

Wheels: 18-inch alloy

Top speed: 250 km/h

0-100 km/h: 4,8 seconds

Fuel economy:  12,4 litres/100 km

Source: www.um.co.za

Also consider:

  • Audi RS4: A stunning competitor that not only looks and sounds the part, but is also good fun to drive, even though it can’t match the rear-wheel drive antics on offer from the BMW M3. Four-door body boosts practicality. Ride/handling balance well judged. Steering somewhat lifeless.
  • Mercedes-Benz C63 AMG: A really hardcore machine, almost shockingly so for a Mercedes C-Class saloon. Sounds like thunder and goes like the clappers but lacks the finesse of the BMW M3 and the daily driver appeal of the Audi.

Toyota Yaris lights up subcompact segment

October 1, 2007 – Torrance, CA – The Toyota Yaris brings a high level of refinement, sophistication, and a fun-to-drive experience to the entry subcompact segment. The most affordable passenger car in the Toyota model lineup, Yaris is available in four-door Sedan and three-door Liftback models.

Toyota Yaris is a fresh addition

For 2008, the Toyota Yaris adds the sport-themed Liftback S model and features color-keyed front and rear under-bumper spoilers, amber illuminated tachometer, sport seat fabric, a leather-wrapped steering wheel and shift knob, rear window defroster, rear window wiper, AM/FM/CD player with MP3/WMA capability, universal mini-jack port and “S” badging. The Liftback S model’s standard 15-inch steel wheels can be upgraded with optional aluminum-alloy wheels.

The Toyota Yaris combines contemporary exterior styling and an upscale interior with truly impressive fuel efficiency and overall low cost of ownership. Toyota engineered Yaris to be enjoyable to own and drive, and offers customers numerous options to individualize their cars.

“Yaris of course has strong appeal for its affordability and excellent fuel efficiency, yet Toyota designed it as a car that customers will want to own for its styling, quality and driveability,” said Jim Lentz, executive vice president Toyota Motor Sales, U.S.A., Inc.

The Liftback is available in six colors and Sedan is offered in nine colors. Only two colors, Polar White and Black Sand Pearl, are shared by both body styles for an array of 13 color choices over the two models.