Toyota Fortuner 4,0 V6 4×4 Automatic (2006) Driving Impression

It doesn’t take rocket science to realise that a Hilux-based SUV spin-off would go down well with South Africans. After all, not only is the Hilux the best-selling vehicle in South Africa, there’s also the precedent of the Isuzu KB-based Frontier, a vehicle that did very well in South Africa. In fact, it would appear to be such an obvious recipe for success that one wonders why Toyota hasn’t done it before! But better late than never. The Toyota Fortuner is here and judging by the market’s initial response, seems set for massive sales. We tested the 4,0-litre petrol Toyota Fortuner to find out whether it can successfully bridge the gap between double-cab pick-ups and fully fledged SUVs.

Upmarket looks for Toyota Fortuner

There is no mistaking the Hilux origins in the Fortuner’s design, especially at the front, but the transition into a SUV body has been very successful. The Toyota Fortuner is an imposing vehicle, with a 220 mm ground clearance, attractive 16-inch alloy wheels and a particularly neat, sweeping C-pillar design. Overall, the Toyota Fortuner manages to look a fair bit more expensive than its utilitarian roots would suggest. In fact, it would certainly not look out of place parked among all the Land Rovers and Jeeps at the local golf club, or school drop-off.

Hoist yourself into the driver’s seat (it’s high) and you’re fronted by a facia that comes straight from the Hilux. This is not such a bad thing, seeing as the Hilux boasts one of the most car-like dashboards in its class. Nevertheless, given the Fortuner’s more upmarket positioning, perhaps a few detail changes would have been wise. As it stands, the ventilation controls are rather rudimentary, slightly old-fashioned devices and there aren’t any remote audio controls on the steering wheel either. Also somewhat jarring is the secondary lever to operate the low-range transfer case.

The Toyota Fortuner cabin is finished in light beige, which may not be entirely practical considering the likely family use most Fortuners will be subjected to. At least the seats are leather upholstered, so can be wiped clean quite easily. Speaking of family use, there’s certainly plenty of space. The second row of seats can slide fore/aft to either give rear passengers more legroom or allow those seated in the second row stretch-out space. The two flip-up rear seats are also surprisingly practical, with the space being sufficient for smaller adults or kids. Unfortunately these seats take up a lot of boot space when they’re folded up. A more modern fold-flat solution would have been preferable. The boot is still of a very practical size, mostly because the spare wheel is mounted underneath the body.

Comfort and refinement

The driver’s seat offers a good range of adjustment, including height, and the steering wheel is rake adjustable. Whatever setting you select, the driving position is commanding, affording the driver an excellent view out of the vehicle. We took the Toyota Fortuner on a fairly long road trip, and must commend the comfort of the seats, too. This flagship model also comes loaded with goodies, including air-conditioning (with separate outlets and controls for the third-row passengers), electric windows/mirrors, radio/CD, cruise control and power steering. The safety specification consists of two front airbags and ABS. Unfortunately there is no ESP (electronic stability programme).

Toyota must be applauded for the Fortuner’s overall display of refinement – it certainly feels distinctly less bakkie-like than a Hilux double-cab. The engine plays a big part in this, delivering not only scorching performance, but also going about its business in a quiet and smooth way. It really is quite a performer, this Toyota Fortuner. The 4,0-litre V6 delivers a whopping 175 kW and 376 Nm of torque, enough to propel this near two-tonne bruiser to 100 km/h in well under nine seconds. As is to be expected, fuel economy is not this engine’s forte. Expect it to return around 15 L/100 km, which combined with a relatively small fuel tank of 65 litres will call for frequent refuelling.

Respectable road manners

The Toyota Fortuner may be based on the Hilux, but there have been some significant changes underneath. For one, the Hilux’s leaf springs are gone, and replaced by coils, four links and a lateral rod. In front, there’s a stabiliser bar. On the go, the Fortuner’s ride comfort is largely dependent on the road conditions. It deals very well with large bumps, but rippled road surfaces can upset its composure to the point where it starts feeling fidgety. The ride is better at cruising speed, but beware the corners, as the Toyota Fortuner does feel rather top heavy, and remember there is no ESP. Talking of safety nets… The brakes are discs in front and, rather disappointingly for such a powerful, weighty SUV, only drums at the rear.

The one place where the Fortuner’s bakkie roots really allow it to shine is off-road. Boasting good ground clearance and approach/departure angles, as well as light steering and an automatic transmission, the Toyota Fortuner is easy to manoeuvre. Centre and rear differential locks are fitted, and as mentioned before, there is low-range too. And should you ever have to cross a river, the Toyota Fortuner boasts a 700 mm wading depth.

Toyota Fortuner – Verdict

It’s not often a vehicle comes across as being worth more than the sum of its parts, the Toyota Fortuner does just that. Comfortable, spacious, practical, handsome and extremely capable off-road, and very fast on it, this big Toyota is destined to find lots of South African homes. Ultimately, due to its heavy fuel consumption, the 3,0-litre turbodiesel version makes more sense, though, and not only because of its better economy. The 4,0-litre petrol engine in this Toyota Fortuner delivers huge power, but we feel given the performance potential Toyota should’ve gone further with the safety package and included an electronic stability programme. Nevertheless, this is a very likeable new Toyota.

We like:

  • Upmarket looks
  • Seven seats
  • Refinement
  • Performance
  • Off-road ability


We don’t like:

  • Two airbags only
  • Top-heavy feel


Fast facts

Engine: 4,0-litre, V6, petrol

Power: 175 kW @ 5 200 rpm

Torque: 376 Nm @ 3 800 rpm

Transmission: Five-speed automatic

Wheels: 16-inch alloy

Top speed: 180 km/h

0-100 km/h: 9,3 seconds

Fuel economy: n/a litres/100 km

Source: www.um.co.za

Also consider:

  • Nissan Pathfinder 4,0 LE Auto: The Pathfinder is a superior product in many ways, including cabin design, finish and overall refinement, but is it nearly R100 000 better? Probably not.
  • Ford Territory 4,0 Ghia AWD Auto: Think of the Territory more as a station-wagon-esque crossover, rather than a SUV, and you have an idea of its capabilities. The cabin is comfortable and it’s a lovely family car, but the fuel consumption is horrendous.
  • Kia Sorento 3,5 Auto: The Sorento has done much to elevate the Kia brand’s desirability, and boasts good looks, a comfortable cabin and a high-value price. But the engine lacks grunt in this comparison and it can’t stay with the Fortuner off-road.

Mercedes-Benz ML500 7G-tronic (2006) Driving Impression

As much as the original Mercedes-Benz M-Class was a ground-breaking product for the three-pointed star, simply because it allowed the German brand to immediately tap into a market segment that was about to experience exponential growth, it has to be said that it was feeling a mite tired at the end of its product life cycle.

In terms of on-road behaviour, interior quality and the latest high-tech gadgets, it had simply fallen behind. This new Mercedes-Benz ML500 7G-tronic is therefore a rather crucial addition to the brand’s stable and will have to fight off stiff competition for at least the next five years or so. Does it also manage to correct the wrongs of its predecessor?

Bigger, bolder and more refined

Although the two generations of M-Class are not too dissimilar in overall appearance, the new model (dubbed X164 internally) is a significantly more polished product. Firstly, it is about 150 mm longer than the previous model, and much of that gain in length has gone into the extended wheelbase. This alone gives the ML far better proportions than before.

Secondly, it is also wider, which contributes to a more muscular stance, and it is slightly lower and therefore looks less top-heavy. Riding on smart 18-inch wheels and boasting some curves in the bodywork over the rear wheels, the ML500 looks at once upmarket, yet rugged. Those with first-hand experience of the previous model will also marvel at the improved build quality. The panel gaps and shutlines are consistently tight, which wasn’t always the case with its predecessor.

The significant step up in terms of perceived quality is particularly prevalent in the cabin, where the has been leap in the quality of the materials used in construction of the facia, as well as a far neater, more elegant and modern control interface. This facia would not look out of place in an upmarket passenger car, in fact. The instrumentation is particularly sporty, with two deep-set dials flanking a digital display. The ventilation outlets follow a similar “pod-like” design.

Outstanding cabin comfort

The Mercedes-Benz ML500 7G-tronic sits near the top of the ML family tree, so boasts a comprehensive standard features list that includes, among other items, climate control, auto-on headlamps and wipers, electrically adjustable front seats with memory and heating, cruise control and six airbags. Satellite navigation, however, remains an optional extra.

Of course, the comfort-boosting features are nice to have in a vehicle such as this, but in the end the fundamentals influencing cabin comfort are far more important, and prime amongst these is passenger space. Mercedes-Benz has done well to utilise the extra length in the wheelbase to endow rear-seat occupants with stretch-out legroom, as well as still offering a very large luggage area (550 litres). Up front the news is also good, with a wide range of (electric) adjustment for the seats and plenty of adjustability for the steering wheel as well.

Compared with its predecessor, another big improvement is in the area of NVH (noise, vibration, harshness) control. The cabin remains a quiet, isolated place, even when the road surface gets coarse. It is a factor that boosts the overall sense of sophistication and refinement tremendously.

On the road

This Mercedes-Benz ML500 7G-tronic is powered by the marque’s 5.0-litre V8 petrol engine that delivers 225 kW and 460 Nm of torque. It is mated with the company’s seven-speed (7G-tronic) automatic transmission, which transmits power to all four wheels via the 4Matic permanent all-wheel drive system. There’s no low-range, telling you as much as you probably need to know about the likelihood of it being used in extreme off-road conditions. That said, the ground clearance is good and 4Matic works well with the automatic ‘box to allow the ML to crawl over most obstacles.

Mercedes knows that it is far more important that the ML excels on the road, where it will spend near 100 % of its time. From the first few hundred metres, it is immediately clear that this model represents a vast improvement. The low-speed ride is far better controlled than before, and the suspension remains supple as the speeds rise. The body roll, as well as the diving under braking that were so noticeable on the old ML have been eradicated, making the new car one of the most comfortable large SUVs on the road today.

In fact, it is even impressive from a driver enjoyment point of view. As supple as the suspension may be, this does not mean it turns all wallowy in the corners. Body control is good, and the steering is nicely accurate and weighted for such a large vehicle. But the biggest grin is likely to be provided by the 5.0-litre V8 under the bonnet. With a 0-100 km/h time of under seven seconds and strong in-gear acceleration, this is an effortless cruiser. Of course, the fuel consumption is rather horrific, which is to be expected from a two-tonne, petrol, V8 SUV.

Verdict

While the previous ML became a darling of the fashion-conscious due to its SUV looks and Mercedes badge, the new model backs up the emotional appeal with crushing all-round ability. Vastly more refined and comfortable than before, the ML500 proves that Mercedes is back on track following the wobbles it experienced at the turn of the century as it expanded aggressively (and possibly too fast) in markets it has never competed in before. Right now, this seems to be the SUV to beat.

We like:

Build quality

Ride refinement

Cabin comfort

Performance

Status appeal

We don’t like:

Fuel economy

Occasional “hunting” from 7G-tronic transmission

Fast facts

Engine: 5.0-litre, V8, petrol

Power: 225 kW @ 5 600 rpm

Torque: 460 Nm @ 4 750 rpm

Transmission: seven-speed automatic

Wheels: 18-inch alloy

Top speed: 240 km/h

0-100 km/h: 6.9 seconds

Fuel economy: 13.4 litres/100 km

Also consider:

BMW X5 4.4i Exclusive Steptronic:

The X5 is ageing now, but looks like an impressive prospect on paper, especially with the brand’s 4.4-litre V8 that develops more power and similar torque to the Mercedes’s 5.0-litre engine. But it is dated inside, and lacks the refinement of the newer ML.

Land Rover Discovery 3 4.4 V8 HSE Commandshift:

The very successful Discovery 3 has done a lot to give Land Rover a foothold in the “posh” SUV market. A very comfortable vehicle on the road, and astonishingly accomplished off the beaten track.

Lexus RX350 XE Auto:  

Increasingly seen as a viable alternative. Yes, it lacks the power of the V8s, but then it is not much slower, yet uses less fuel and boasts a beautifully built cabin. Off-road ability is negligible, however.

Mercedes-Benz S500 (2006) Driving Impression

For almost its entire existence the Mercedes S-Class has been unchallenged at the top of the automotive hierarchy, arguably even outclassing the likes of Rolls-Royce in the process, relatively speaking, of course… But in recent years it has unquestionably come under threat. On the one hand, Audi has seriously raised its game, with its current A8 boasting a superb cabin, excellent quality and a desirability that seems ooze from every ultra-tight panel gap. And then there is old arch-enemy BMW with its 7 Series, a controversially styled techno-fest on wheels that boasts the handling and agility of a much smaller, sportier car. One senses that “winning” has never been good enough for Mercedes when it comes to the S-Class. Only utter domination will do. Is the new Mercedes-Benz S500 destined to rule or surrender?

Mini Maybach?

The one area where Mercedes has often treaded water with the S-Class is design. Remember the unsightly box on wheels from two generations ago? To some onlookers’ eyes, the new model’s design is a disappointment, especially at the rear where the body-coloured strips in the tail lamps remind strongly of the much maligned Maybach ultra-luxury sedan. On the other hand, the curves along the flanks and tidy front-end do a lot to restore the balance and there’s certainly one thing that can’t be disputed – the Mercedes-Benz S500 has a lot of presence. Interestingly, the newcomer appears smaller than before, even though it is actually marginally bigger, especially between the wheels (70 mm stretched). It is also 43 mm longer and 16 mm wider.

The curvy design theme continues in the cabin, and the overall look is certainly vastly more modern and less cluttered than before. Older, more conservative buyers may take a while to get used to the info-tainment systems and their controls, but Mercedes must be commended for moving with the times, and doing it in a way that is not as frustrating as in a BMW.

As is to be expected from Mercedes-Benz, the driving position is spot-on and the comfort levels exceptional. The front seats offer not only vast adjustability and great padding, but also heating and ventilation (massaging is optional). Those seated in the rear are well catered for too, although legroom is not exactly of the stretch-out variety. The boot is vast, able to swallow 560 L of luggage.

As is to be expected these days, Mercedes-Benz offers a large number of optional extras, but in reality the standard specification is acceptable. Climate control, auto lights/wipers, active bi-xenon headlamps, radio/CD shuttle, keyless entry, voice control and front/rear park distance control are standard. You do have to pay extra for navigation, though, which is mighty cheeky. There are no qualms about the safety spec – eight airbags are fitted, as are ESP, ASR, hill-start/hold and adaptive brakes.

Iron fist, velvet glove

Ultimately, the S-Class experience is all about luxury, comfort and refinement. Historically the engines fitted to the flagship models (such as this Mercedes-Benz S500) have played a big role in defining the character of this model. So, expectations are certainly high of the new 5,5-litre V8. On paper, it promises much, with 285 kW and 530 Nm of torque being on tap. On the other hand, the Mercedes-Benz S500 does weigh nearly 2 tonnes and is equipped with the 7G-tronic transmission which hasn’t always been impressive. Does it deliver?

Certainly, and how! Firstly, there’s the performance. The Mercedes-Benz S500 can sprint to 100 km/h in just over 5 seconds, but do so in almost complete silence. There’s just a relentless, but very smooth, wave of power that pushes the occupants into their comfy chairs. And it doesn’t really matter at what speed you’re driving, the Mercedes-Benz S500 always seems to have power in reserve. And while the transmission was sometimes a bit clunky on down shifts, it is otherwise well-suited to the engine, quietly and quickly shifting up the ratios in such an unobtrusive way you’re hardly aware of its presence.

Riding on a sophisticated air-suspension (Airmatic) system with adaptive damping (ADS), the S-Class delivers the type of ride comfort that may exceed even your highest expectations, and which comfortably surpasses what is offered by the Audi A8 and BMW 7 Series. The computer systems monitor driving style, vehicle load, road conditions etc to make sure the ride stays as comfortable and composed as possible, but there is also the option of stiffening it all up, if required, by using the S/C/M key on the centre console. The “S” setting makes it significantly firmer, and keeps the body flatter during cornering. We don’t think it really suits the S-Class, though, because even in “C”, for “Comfort”, the S-Class is a remarkably agile sedan. Still, at least you know you can switch to a racier setting when needed. Overall, the Mercedes-Benz S500 is an effortless cruiser, stunningly quiet, smooth and with a ferocious turn of speed.

Mercedes-Benz S500 – Verdict

What a return to form. The new S-Class effortlessly surpasses anything else in this segment, in just about every manner possible. Yes, it’s not quite as agile as a BMW, and yes, the cabin may not possess the beauty of the A8’s, but that’s where its deficiencies stop. The refinement is the most memorable aspect of this incredible machine, and it’s a refinement that’s palpable not only in the quietness of the cabin, but also the way in which the engine delivers its massive thrust. Once more, the S-Class defines this, er, class.

We like:

  • Superb refinement
  • Ride comfort
  • Performance
  • Build quality
  • Resale


We don’t like:

  • A bit awkward looking
  • 7G-tronic not always smooth


Fast facts

Engine: 5,5-litre, V8, petrol

Power: 285 kW @ 6 000 rpm

Torque: 530 Nm @ 2 800 rpm

Transmission: Seven-speed automatic

Wheels: 18-inch alloy

Top speed: 250 km/h

0-100 km/h: 5,4 seconds

Fuel economy: 11,9 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW 750i: Significantly cheaper but on the other hand it is quite convincingly outclassed by the Mercedes-Benz S500. The BMW may be a dynamic class leader, but its interior environment is not as soothing and overall it’s not quite as refined. And then there are those looks…
  • Audi A8 4,2 Quattro Tiptronic: Still a favourite that boasts an exceptionally fine cabin and massive grip. It’s not as powerful, though, and the ride refinement can’t match the Mercedes-Benz S500.
  • Lexus LS430: The big Lexus has never quite taken off in South Africa and in its latest guise it continues to play an also-ran role. The engine lacks power and it’s dynamically behind the leading pack. Superb refinement, though.

Mercedes-Benz SLK55 AMG (2006) Driving Impression

Sadly, us South Africans can but dream of owning an awe-inspiring Mercedes-Benz SLR McLaren. Due to its left-hand drive only construction, it simply can’t be imported even if there are, apparently, a number of well-heeled South Africans that would like to have one. What they can have, though, is this, the Mercedes-Benz SLK55 AMG, which not nearly the same thing, but which does borrow a number of styling cues from the SLR, including its F1-inspired nose section. But can an SLK, which to some remains a ladies toy rather than a serious sportscar, really pull of the AMG treatment? After all, it never quite worked on the previous-generation SLK32 AMG…

Hardcore looks for Mercedes-Benz SLK55 AMG

The current SLK is an attractive little hard-top roadster, but in base form it looks relatively harmless. This Mercedes-Benz SLK55 AMG, however, gets a far more aggressive front airdam, trademark quad AMG exhaust outlets and very striking 18-inch alloy wheels to set it apart from the rest. It draws lots of admiring glances, although it must be said this is at least partly due to the burble (or roar, at higher speeds) that emanates from those exhausts.

Inside, the AMG treatment is evident in the lovely nappa leather covering the seats, door panels and armrests, and a nice to hold small-diameter sports steering wheel, among a few other details. There is also a powerful Harmon Kardon audio system, as well as electrically adjustable seats that provide lots of lateral support during hard cornering.

Given the Mercedes-Benz SLK55 AMG high price (it’s more expensive than a Boxster S), Mercedes could ill afford to put it on the market with a barren standard features list. It didn’t. Included in the deal are; satellite navigation, a Bluetooth phone, climate control, the innovative air-scarf neck-level heating system, auto lights/wipers, radio/CD, cruise control, keyless entry, Xenon lights and, of course, that electrically folding roof. The safety specification includes four airbags, massive ventilated and perforated discs all-round, and an ESP (stability control) system.

Roaring performance

A quick read of the Mercedes-Benz SLK55 AMG specification sheet is all it takes to confirm that this is a seriously powerful little sportscar. Fitting the large 5,4-litre V8 into its engine bay must have been a feat of engineering in itself. It develops 265 kW and 510 Nm of torque, without the aid of turbo- or supercharging. As with all AMG engines, it is hand-built by a single technician, and they’re all proud enough of their work to place their signatures on them. The colossal power goes to the rear wheels via an AMG version of the 7G-tronic automatic transmission, renamed Speedshift. The name is very apt, seeing as the shifts are apparently 35% faster than with the normal transmission, and boy can you feel the difference. Using the shift buttons on the steering wheel you can rifle through the ratios at an immense pace, each shift followed by enough thrust to push your back firmly into those sporty seats. And best of all… in manual mode the transmission will not shift up. It will wait for your instruction. Lovely. As it should be.

The raw performance figures don’t quite tell the full story. The 0-100 km/h dash is done and dusted in just over five seconds, but it’s the accompanying drama that is most memorable. The engine sound is massively addictive – it goes like the clappers.

Suspension changes

Thankfully, AMG hasn’t just dropped a big engine into the chassis and made it look a bit more hardcore. They’ve spent a lot of time on making sure the chassis can handle the extra power. The basics are sound, of course, with the latest multi-link rear suspension giving the base SLKs decent grip and agility. The Mercedes-Benz SLK55 AMG gets a lot of AMG-specific parts, though, including the brakes, anti-roll bars and struts. Even the ESP system has been given an once-over by AMG’s software boffins.

Still, the Mercedes-Benz SLK55 AMG is not exactly light (1 540 kg), and once senses that the weight distribution is not entirely ideal, because the SLK doesn’t feel all that keen to change direction (relatively to a Porsche or BMW, as examples). It will push its nose determinedly as the limit approaches. But this doesn’t mean you can’t have fun. The ESP system has been tuned to intervene quite late, so it does allow for some slip to happen before it comes into play. Also, if you’re really aggressive on the throttle, you can get it to lay down some rubber. In the end, it just doesn’t have the natural responsiveness of a Boxster or M3, with the controls feeling more artificial.

Mercedes-Benz SLK55 AMG – Verdict

The Mercedes-Benz SLK55 AMG does a lot of things right. It looks like a mini SLR, sounds like one too, and can go like stink. The cabin is loaded with toys, and let’s not forget you’re essentially getting two cars for the price of one (a coupe and a cabriolet). But there are some flaws. It lacks the precision, responsiveness and ultimate agility that would see it regarded as being a true, fantastic sportscar. It’s a pity, because if you factor that failing into the high price, the Mercedes-Benz SLK55 AMG doesn’t make all that much sense anymore given what else is available.

We like:

  • Striking design
  • More comfortable interior
  • Roaring performance
  • Standard specification
  • Fast gearshifts in manual mode


We don’t like:

  • Some rattles
  • Steering not as pure as Boxster’s


Fast facts

Engine: 5,4-litre, V8, petrol

Power: 265 kW @ 6 100 rpm

Torque: 510 Nm @ 4 000 rpm

Transmission: Seven-speed automatic

Wheels: 18-inch alloy

Top speed: 250 km/h

0-100 km/h: 5,1 seconds

Fuel economy: 16,2 litres/100 km

Source: www.um.co.za

Also consider:

  • Porsche Boxster S Tiptronic: An almost impossible rival to beat. The Porsche is cheaper and although it doesn’t have the SLK’s power, it feels more agile and is more fun to drive. Plus, it is a Porsche…
  • Audi TT 3,2 Roadster Quattro DSG: Almost R200 000 cheaper than the Mercedes-Benz SLK55 AMG and significantly less powerful, but the Audi is a very appealing roadster. The styling’s as fresh as ever, the interior is superb and then there’s quattro all-wheel grip…
  • Chrysler Crossfire SRT-6: A bit of an odd-ball rival but it nearly matches the SLK’s power and is almost R200 000 cheaper. Underneath its quirky skin is the previous-generation SLK, and unfortunately this shows on the road where the Crossfire is simply not dynamically competitive.

New Ford Focus Coupe-Cabriolet makes debut

Ford returns to the world of open-topped motoring with the elegant yet practical Ford Focus Coupé-Cabriolet – making its preview debut at the 2006 Geneva Motor Show. The introduction of the Focus Coupé-Cabriolet has been led by customer response to Ford’s Vignale Concept, which was displayed at the 2004 Paris Motor Show. The positive reaction prompted Ford to green-light the car for production, and it has been made ready in less than two years.

New Ford Focus Coupe-Cabriolet: From Concept to Reality

The new Ford Focus Coupé-Cabriolet has been developed jointly by Ford of Europe and Italy’s Pininfarina, which enjoys a worldwide reputation for the design of some of the world’s most attractive vehicles. The Focus Coupé-Cabriolet will go into volume production in mid-2006.

“We were delighted with the reaction to the Focus Vignale Concept and were determined to progress it to volume production,” said Gunnar Herrmann, Vehicle Line Director for the Ford Focus. “We also wanted to keep the production model as true to the beautiful concept car as we could, while making it convenient and affordable for everyday use.”

Refinement, elegance, and agility

The new Ford Focus Coupé-Cabriolet is a true example of the design and engineering direction Ford is going in; stylish and stimulating, but a delightful day-to-day car. In short, a car people will be proud to be seen in.

Toyota Hilux 3,0 D-4D Double-Cab Raider 4×4 (2006) Driving Impression

One of the eternal truths of the world is that as soon as an athlete/singer/F1 team or even computer operating system achieves a dominant position in the market, a sizeable portion of the public starts secretly hoping for its demise and for the rise of a new champion, preferably an underdog. Those who have had similar fantasies of failure for the all-conquering Toyota Hilux must by now be close to giving up – the Hilux just seems unstoppable. That said, the release of this generation of Hilux may have resulted in the nay-sayers excitedly shifting closer to the edges of their seats, as it represents a rather controversial shift in approach for the traditionally conservative automotive giant.

For one, the new Toyota Hilux has grown significantly in size. It’s a full 15 cm longer than the previous model and also wider and higher. Combine its newfound bulk with somewhat curvaceous and “feminine” styling, and it has to be said that the design has not received a universal thumbs-up. Then again, the increased dimensions have had positive implications elsewhere. The loadbox is bigger and is double-skinned, so can carry a heavier load than before. Inside the cabin, there’s appreciably more space than anything else in this segment, and particularly rear passengers will find long-distance trips far more comfortable. With a high ground clearance (220 mm), a “jump” into the cabin is, however, required from smaller passengers. Toyota perhaps fits a side-step as standard for that reason, but during off-road driving this piece of equipment gets badly bashed rather quickly.

Toyota Hilux gets SUV design for the cabin

The Toyota Hilux features easily one of the most SUV-like facia designs in bakkie-land. The three instrumentation roundels are neatly presented in front of the driver and the sound system and ventilation control panels are as neatly integrated into the middle of the facia. There are a large number of storage holes for wallets, phones, keys and the like and the driving position is commanding. Reach adjustment on the steering wheel would have been a welcome addition, however, as would remote audio controls on the steering wheel. Another point of criticism centres on the colour of the trim. Finished in light grey cloth, care will have to be taken to ensure the cabin retains its neat looks.

The standard features count is quite reasonable for a double-cab bakkie. There are two airbags, ABS, air-conditioning, central locking, electric windows and mirrors, a radio/CD sound system, sliding rear window and front foglamps. From an off-roader’s perspective it is also worth noting that a low-range transfer case is fitted and on-the-fly shifting into four-wheel drive is possible via a secondary lever. Importantly, a rear differential lock is also fitted. The ground clearance is good (mind those shiny side steps), the approach angle excellent, but the departure angle less so.

On the road (and off it)

The Toyota Hilux D-4D 4×4 is very impressive off-road, to a large degree as a result of the engine. With 343 Nm of torque from 1 400 to 3 200 rpm, as well as low-range, the Toyota Hilux just seems capable of clambering over anything. The engine is also highly impressive where the Hilux will be spending most of its time – on the road en route to a holiday destination. It’s got class-leading grunt (120 kW) which endows it with superb performance and, surprisingly perhaps, excellent fuel economy. It should also make for an excellent towing vehicle.

But is the Toyota Hilux still more of a “hard” workhorse than a leisure-oriented softy, or has the balance shifted the other way? In this guise it actually finds a very good middle ground. The ride is firmer than its rivals, for sure, but this does make it feel more robust as well as enabling it to carry a heavier load than before. A bit of firmness is also not necessarily a bad thing off-road. Importantly, the ride quality improves significantly with a load and with a full complement of five passengers, an attribute which combined with its excellent cabin space and creature comforts, transforms the Toyota Hilux into a seriously impressive leisure family vehicle.

Toyota Hilux – Verdict

With the Hilux, Toyota seems to be able to stay ahead of the pack with every new generation. It is not without its flaws (the ride remains on the firm side) but compared with the opposition it is simply a more complete package that offers a large degree of peace-of-mind, particularly when shopping for a used example. As a 4×4, it is virtually unbeatable, because of its excellent torque delivery, standard diff-lock and good ground clearance. It’s a very wise purchase.

We like:

  • Off-road ability
  • Torquey engine
  • Interior space
  • Fuel economy
  • After-sales support


We don’t like:

  • Bouncy ride
  • Side steps easily bashed off-road
  • Impractical trim colour


Fast facts

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

Power: 120 kW @ 3 400 rpm

Torque: 343 N.m @ 1 400 – 3 200 rpm

Transmission: Five-speed manual, plus low range transfer case

Wheels: 15-inch alloy

Top speed: 170 km/h

0-100 km/h: n/a seconds

Fuel economy: n/a litres/100 km

Source: www.um.co.za

Also consider:

  • Isuzu KB300 TDI LX Double-Cab 4×4: The Hilux’s most deadly rival runs it very close. It can’t match the newer Toyota’s engine for performance, but has a better ride and is well equipped.
  • Nissan Hardbody 3,0 TD Double-Cab 4×4: Another ageing contender but its engine outpunches rivals from Mitsubishi, Ford and Mazda. Interior shows its age, but overall, still a very capable vehicle.
  • Mitsubishi Colt 2800 TDI Rodeo Double-Cab 4×4: The Colt is not nearly as modern as the Toyota Hilux, and although this is not so much a problem in terms of design, the powertrain certainly is. The old 2,8-litre engine is underpowered and thirsty by comparison with the Hilux.

Chevrolet Spark 1,0 LS (2006) Driving Impression

Until very recently South Africans shopping at the entry-level side of the car market faced buying one of a number of “revitalised” oldies. Their trusted mechanicals, well-known badges and large service networks made them look like “safe” choices. Consequently, it has taken a long time for the modern supermini to gain a foothold in the South African market. One little car that did remarkably well considering its relatively unknown badge was the Daewoo Matiz. It offered bags of character, great packaging, decent build quality and a cheap price. The Matiz, more so than anything else perhaps, proved that there is a market for such vehicles in South Africa. And now things are about to get even more interesting. Chevrolet, of course, bought Daewoo a couple of years back, and quickly reworked the Matiz into the Spark to great effect. Now the latest model has arrived, and judging by this test Chevrolet Spark, looks set to drive a few more nails into the coffins of the golden oldies.

Cutie-pie looks for Chevrolet Spark

Although the latest Chevrolet Spark looks markedly less “dinky” than its predecessor, it remains a car that will most likely be described as “cute”. There are almost no straight lines to be found on the rounded body, but there are, however, some interesting design details. For example, it gets front lights that resemble fried eggs. There’s also a curious dip in the window line. Overall, you certainly can’t say it looks boring. And neither does it look cheap. This LS specification model features comprehensive colour coding and little 13-inch alloy wheels. Build quality appears to be very good, too.

It gets even better inside, because it certainly appears (and feels) bigger in the cabin than the exterior dimensions suggest. Surprisingly, there’s even sufficient rear legroom for adults to be transported in relative comfort. Headroom, too, is good all-round. Where Chevrolet has been forced to compromise is in the luggage compartment. The tiny boot can only accommodate 170 L-worth of goods, but at least the rear seats can fold forward when needed to transport bulkier items.

In the front of the cabin Chevrolet’s Korean design team has done a sterling job. The Chevrolet Spark features a centrally mounted instrument binnacle, which usually isn’t very popular but it works particularly well in the Spark, because the car is relatively narrow. A full-width shelf runs underneath the facia and there are plenty other little spaces to store loose items. You’ll also notice that, although the plastics are most certainly of the hard and shiny variety, they feel very durable and resist scratching well. It is a car that feels more substantial than its size (3 495 mm in length) and weight (830 kg) suggest.

Surprising comfort

At this price you’re not quite going to get spoilt in terms of comfort features, but the Chevrolet Spark boasts a carefully considered specification. Included are; air-conditioning, electric windows in front, a rear demister, central locking and adjustable side mirrors. You also get an airbag for the driver. What the Chevrolet Spark lacks is an audio system (which can be fitted aftermarket) and, more importantly, ABS. That said, the standard disc/drum set-up worked well, even under hard braking. Also absent is power steering, but the car is so light and the wheels so thin that this is unlikely to be an issue.

The driving position is well judged – there is no adjustment for the steering wheel, but the seat can move up and down – and visibility out of the vehicle is excellent. The seats do not offer much in the way of lateral support, but they are certainly soft and comfy (less so in the rear).

But what really boosts comfort levels in this car is the very good suspension. Small cars such as this often exhibit a choppy ride quality, due to their short wheelbases, but the set-up work was certainly done very well for the Chevrolet Spark. The ride remains supple, no matter what the speed, and while this does mean that there’s considerable roll in the corners, that is unlikely to concern the target market. It is a real pleasure to drive around town and fits in the tiniest of parking spots.

Nippy performance

With such a low kerb weight, the Chevrolet Spark doesn’t need a big powerful engine to feel perky. The little 1,0-litre engine is more than up to the task, and delivers 49 kW and 87 Nm of torque. The five-speed transmission is a good match for it too, providing slick, easy shifts and also exhibiting a feeling of robustness. In fact, the car feels “strong” overall, promising mechanical longevity. The target audience is more likely to be concerned about fuel consumption than performance, and the economy figure of 7,3 L/100 km should please most.

Chevrolet Spark – Verdict

Appearances can be deceptive. The Chevrolet Spark looks like a lightweight cheapie, but doesn’t feel like one when you’re inside. In fact, the cabin alone will go a long way in convincing those buyers still swearing by their aged runabouts. The engine – in fact, the entire drivetrain – feels very robust yet also refined, and the general ride quality and nippy performance make the Chevrolet Spark a pleasure to drive. Finally, the quality is good, too. This should do very well in South Africa, especially given the fact that this brand (unlike Daewoo) has a very large national footprint.

We like:

  • Quality feel
  • Willing engine
  • Refinement
  • Fuel economy


We don’t like:

  • No ABS


Fast facts

Engine: 1,0-litre, four-cylinder, petrol

Power: 49 kW @ 5 400 rpm

Torque: 87 Nm @ 4 200 rpm

Transmission: Five-speed manual

Wheels: 13-inch alloy

Top speed: 154 km/h

0-100 km/h: 15,4 seconds

Fuel economy: 7,3 litres/100 km

Source: www.um.co.za

Also consider:

  • Kia Picanto LX: This little Korean has quickly built itself a sizeable following. The design is appealing inside and out, and there’s an air of quality about it, too. Spec levels are very competitive.
  • Opel Corsa Lite: Older, larger and three-door only, but the Opel remains a charmer. It’s probably the nippiest car in this class but the downside is relatively poor fuel economy. The cabin has dated remarkably well.
  • Hyundai Atos Prime: The “other” Korean rival is a good R10 000 or so cheaper but there’s a reason for that – it lacks the others’ refinement and specification. Still, they are solid little cars.

Nissan Navara 2,5 DCI Double-Cab 4×2 (2006) Driving Impression

While double-cab pick-ups have been popular in South Africa ever since Toyota rolled out the first Hilux derivative in the eighties, the rest of the world hasn’t really followed – except for America, but their vehicles are much bigger and very different. The result is that during development of these vehicles in far-away Asian countries, the basis remains the utilitarian single-cab vehicles that the double-cab derivatives are developed from. Consequently, as much as the South African manufacturers try, it is hard to escape the “workhorse” roots of these vehicles. But now Nissan may have bucked the trend. The new Nissan Navara is a double cab only product at this stage and was developed primarily to fulfil a lifestyle purpose. Is this finally the ideal South African go-anywhere, do-anything, all-in-one vehicle that manages to blend the utility of a pick-up with the car-like comfort and sophistication of an upmarket SUV?

Macho looks for Nissan Navara

The Nissan Navara is off to a very good start in terms of its design. It’s a big, imposing vehicle and the chunky, SUV-like detailing immediately sets it apart from other double cabs. The wheelarches are suitably accentuated and house attractive 17-inch alloys. The big, square-cut grille is finished in chrome, and there’s further brightwork in the shape of the roof rails, side mirrors and a rear step bumper. The success of the design has much to do with the fact that the Nissan Navara was co-developed with the Pathfinder SUV, and not a single-cab workhorse pick-up. Still, the Nissan Navara retains much of the load-carrying ability that makes double cabs so popular. The payload rating is a very good 933 kg.

The cabin easily sets a new standard for double cabs in terms of design, sophistication and seating comfort, again a direct consequence of the rather different development path. The facia is finished in good quality materials that wouldn’t look out of place in an upmarket passenger car and the controls are where you’d expect to find them in a modern SUV, not a bakkie. The attention to detail is also excellent – the rear seat cushions, for example, can be lifted up to access extra storage space, and in front the passenger seatback can be folded flat to transform into a table. There is also a useful double glove compartment and extendable sunvisors, the latter a very practical touch that more vehicles should feature.

Comfort and features

The seats are superbly comfortable with excellent padding and support, while rear legroom is very good indeed. The only oversight in the Nissan Navara is the steering wheel adjustment (rake only) which will force some taller drivers to compromise their seating position.

Otherwise, the standard equipment is comprehensive, with air-conditioning, electric mirrors/windows, radio/6-disc CD player, multi-function steering wheel and cruise control being part of the mix. Perhaps some customers would desire leather upholstery to also be included, but the fitted cloth is of a good quality and looks durable.

Further contributing to the sense of sophistication is the NVH (noise, vibration, harshness) refinement. Compared with other bakkies, the Navara’s cabin is superbly quiet, with road and mechanical noise kept down to a minimum.

Refined, torquey engine

The theme of refinement also applies to the engine underneath the bonnet. The 2,5-litre turbodiesel develops an impressive 106 kW and 356 Nm of torque, but just as good is the smoothness and quietness of the engine. The maximum torque is already on tap at 2 000 rpm, but even below that mark the Nissan Navara pulls strongly, so gearing down is not required too often. When it is, you’ll also be impressed with the slickness of the six-speed manual transmission. Even the fuel economy is impressive, with a figure of around 9,0 L/100 km being very achievable.

So far, the Nissan Navara is indeed a very convincing leisure pick-up. Unfortunately, the driving experience highlights some issues. Firstly, given the vehicle’s primary role as a leisure vehicle, the ride is possibly unacceptably stiff. Perhaps Nissan could compromise slightly on payload ability and soften the rear somewhat to improve the unladen ride quality. Alternatively, owners must make sure that their tyre pressures are suitable and, perhaps, to permanently put a bit of weight on the back. In the Navara’s defence, the suspension gets better at cruising speeds, and when loaded with a full complement of passengers and their gear on the back (typical holiday mode), it is actually very comfortable.

Around town, however, the big Nissan Navara can be a bit cumbersome. The turning circle is rated at 13,4 metres, which is big, and the slow, “disconnected” steering feel further impacts city manoeuvrability. Then again, it wasn’t really made for this.

This test vehicle was of the 4×2 variety, so is not a weapon of choice for off-roading, but nevertheless the Nissan Navara is impressive off the beaten track. The ground clearance is good, and the short front overhang means the angle of approach is excellent. Keep in mind, however, that a diff-lock is not fitted.

Nissan Navara – Verdict

The Nissan Navara ticks almost all the boxes. It is handsome, boasts the best cabin in its class and is powered by a superbly refined and powerful engine. Only the ride quality is a concern, but given its impressive spread of talents the competition will be watching the progress of this vehicle in the South African market very keenly, as it will be a good pointer to the possible success (or not) of purely leisure-oriented pick-ups. It does come at a cost, though… The Nissan Navara is relatively expensive.

We like:

  • Butch looks
  • Refinement
  • Punchy engine
  • Standard equipment
  • Build quality


We don’t like:

  • Stiff ride without a load
  • Oversized for town use?


Fast facts

Engine: 2,5-litre, four-cylinder, turbodiesel

Power: 106 kW @ 4 000 rpm

Torque: 356 Nm @ 2 000 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

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

0-100 km/h: n/a seconds (12,5 sec est)

Fuel economy: 8,4 litres/100 km

Source: www.um.co.za

Also consider:

  • Toyota Hilux 3,0 D-4D Raider 4×2: The ever-popular Hilux boasts the impressive 3,0 D-4D engine that endows it with superior power and economy. The cabin is reasonably well-equipped, but the Nissan Navara is the more leisure-oriented vehicle, and ultimately more car-like inside.
  • Isuzu KB300 TDI LX 4×2: While the KB is an undeniably attractive product with arguably the best ride comfort in its class, the engine is underpowered compared with the latest contenders and rear space is relatively cramped.
  • Mitsubishi Colt 2800 TDI Rodeo 4×2: The Colt is starting to feel rather dated next to its newer rivals, especially in terms of cabin layout and drivetrain refinement. It is also, in this case, underpowered and rather thirsty. Time for an update, Mitsubishi.

Ford Focus Sedan 1,6 Trend (2005) Driving Impression

When the original Ford Focus was launched, it emphasised the car’s youthful spirit compared with the dull-as-dishwater Escort models that had preceded it. The new-found zest for life certainly contributed to the Focus’s rapid climb up the sales charts. The media (and the public) loved it. Well, to be more accurate, they loved the hatchback version. As Toyota could have told Ford’s product planners in one sentence, the target audience for compact four-door sedans don’t care much about slashes and “New Edge” design themes, they’ve got grown-ups’ problems… So, for the second-generation Focus, Ford has been significantly more conservative, particularly for the sedan model, which has to battle such staples as the Corolla, Volkswagen Jetta, Honda Ballade and its own cousin, the Mazda3.

Out with “New Edge”, curves are back for Ford Focus

Parked next to its predecessor, which had a very awkwardly “tacked-on” sedan bum which didn’t gel very well with the slashes and edges that typified Ford’s “New Edge” design theme, the second-generation Ford Focus sedan looks mature, sophisticated and, er, a bit like a Corolla. No surprises there, to be honest, because the Toyota continues to lead the sales charts and conservatism in this segment is seemingly a requirement. That’s not to say that the Ford Focus is an unattractive car. The strongly defined wheelarches provide some visual muscle. The rear end is particularly crisp in the way it incorporates a bootlid spoiler, and there are a couple of strong edges that flow into other curves or trim pieces. It’s a coherent design, and one that shouldn’t age too swiftly.

You also quickly notice that this Ford Focus is appreciably larger than its predecessor. The 2 640 mm wheelbase may have only grown very slightly, but its tracks are 40 mm wider, and this is important, because it results in noticeably improved shoulder-room in the cabin. The boot, also, is huge, probably the biggest in this segment, and hasn’t come at the expensive of much rear legroom, which still rates as very good.

If you had thought the exterior had been sobered up, wait until you cast your eyes over the Focus’s upmarket and very neat new facia design. Gone are the hard plastics and slashes, replaced by soft-touch materials where it matters and a straightforward but ergonomically very successful centre section that incorporates all the audio and ventilation system controls. To avoid the interior coming across as overbearingly grey and sombre, Ford has included some silver trim accents to brighten things up. Overall, it’s successful redesign, one that fits with the car’s newfound “seriousness”.

All the toys

The standard specification list has been very carefully considered and compares favourably with the competition. A good start in the quest for driver comfort is always the fitment of a height-adjustable driver’s seat and a steering wheel that can adjust for rake and reach. The Ford Focus scores full marks in this regard, and as a result even long-distance drives will leave the driver feeling fresh. Also included are; air-conditioning, power steering, radio/CD/MP3, electrically adjustable mirrors and windows, remote central locking and remote audio controls (on a stalk behind the steering wheel).

It’s also a very safe car, having scored the maximum five stars in Euro-NCAP crash testing. Disc brakes are fitted all-round, backed by ABS with EBD and, inside the cabin, dual front and side airbags are standard.

The Big Easy

Tipping the scales at around 1,3 tonnes, the Ford Focus sedan is no lightweight, so the little 77 kW 1,6-litre engine has its work cut out to move the car along with any great sense of urgency. Consequently, performance can not be placed in the “swift” category. That said, the competition is not much better, and the target market doesn’t really care about 0-100 km/h sprint times (Ford claims 11,5 seconds, but it feels perhaps a bit slower than that). What the engine does, however, provide is excellent fuel economy. Ford says the Focus 1,6 will sip 7,2 litres/100 km. In the real world, expect your fuel consumption to sit around the 8,5 litres/100 km mark, as you’ll have to work the engine at times…

The engine’s relaxed character fits the rest of the driving experience. Riding on 15-inch alloy wheels with plump 195/65 tyres, the ride comfort is excellent. It’s also a very quiet cruiser which, combined with the excellent seats and oodles of space, makes it a great family holiday car. The suspension has obviously been tuned for comfort rather than pin-sharp dynamics, as there’s considerable bodyroll in the corners. Then again, the target customer prefers it this way.

Ford Focus – Verdict

With this Focus, Ford has done a Corolla. Some may see that as a negative, but it’s not meant to be. The target market prefers this kind of vehicle, one that prioritises comfort, space and economy over flashiness and performance. But, that’s not the end of it. The Ford Focus is also better than the Corolla at being a Corolla… Its sober interior is more upmarket and crafted out of finer materials. It’s got more space in the cabin and in the boot. It’s more economical and should be similarly affordable to maintain – service intervals are set at only every 20 000 km. Ford has done its homework well. This Focus scores an “A”.

We like:

  • Relaxed personality
  • Big boot
  • Equipment level
  • Ride quality
  • Economy


We don’t like:

  • Bland styling
  • “Relaxed” performance


Fast facts

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

Power:  77 kW @ 6 000 rpm

Torque: 145 N.m @ 4 000 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 183 km/h

0-100 km/h: 11,5 seconds

Fuel economy: 7,2 litres/100 km

Source: www.um.co.za

Also consider:

  • Honda Civic Sedan 150i: Highly rated for its durability and comfort, this Civic just lacks the overall style of the Ford and some other rivals. Its 1,5-litre engine provides zippy performance, but at the cost of fuel economy.
  • Toyota Corolla 160i GLS: Remains a very strong rival with a good mix of talents, including build quality, performance/economy balance and spaciousness in the cabin. The boot, however, is not as big as some others here.
  • Mazda3 1,6 Active: A sharp looker with a neat, modern interior. It doesn’t have the Focus’s spaciousness, though, and also lacks the relaxed “refinement” of the Ford, coming across as a bit noisy and harsh.

BMW 130i Sport (2005) Driving Impression

Being the subject of plenty of debate, criticism and even ridicule has not stopped the BMW 1 Series from being an immediate sales success. The allure of the BMW badge on an entertaining, rear-wheel drive hatchback has simply been too strong for many to resist. But we’ve always had the sneaking suspicion that we had yet to experience the best of the 1 Series. Examine the clues… As a traditional five-door hatchback alternative, the 1 Series simply doesn’t make sense. It is simply too compromised in its rear accommodation. At the same time, the engines on offer thus far have not exactly been able to exploit what is undoubtedly a fine chassis. That’s where this BMW 130i Sport derivative comes in. Perhaps the 1 Series will make most sense when viewed as a hot hatch alternative?

Get the Sport kit

Let’s not beat about the bush, the 1 Series is not exactly a “looker”. Somehow, however, the Sport kit fitted to this BMW 130i has transformed the design in a very positive way, adding some muscle and balance to the shape. Due to its so-called “flame-surfacing” design, which consists of a complex combination of concave and convex curves, the 1 Series can look a bit awkward from some angles. By lowering the suspension and adding bigger wheels (17-inch items), the shape appears to be better balanced, more dynamic and somehow “tauter”. There are a few other nice touches, too, including a neatly integrated rear diffuser.

Slide into the low-mounted driver’s seat and you may for a moment be misled into thinking that you’ve boarded a proper M-division machine, judging by the number of M badges scattered around. The front seats are fabulously supportive sports items that grip in all the right places, without being too aggressively bolstered. And the steering wheel is one of those excellent M-division items too, boasting a thick, leather-trimmed rim that is lovely to hold. Using the somewhat awkward manual seat lifting mechanism, and the rake/reach adjustment of the steering wheel, most driver’s will be able to secure a spot-on driving position.

The rest of the cabin is much the same as other 1 Series models. Build quality is good, but some of the trim materials are hard and disappointing in their tactile quality. And spare a thought for those banished to the frankly useless rear seats. Not only is ingress/egress difficult thought the narrow door apertures (especially around the feet), but once seated there is very limited legroom. The boot, however, is well-sized and shaped.

Considering the BMW 130i Sport’s relatively high price, the standard specification is rather meagre. It does have climate control, cruise control, leather upholstery and a good quality radio/CD system, but you pay extra for auto lights/wipers, park assist, satellite navigation and xenon headlamps.

Thrilling drivetrain

Under the bonnet is one of those singing sixes that BMW is so renowned for. This particular 3,0-litre powerplant delivers a whopping 195 kW and 315 Nm of torque and is mated to a superb six-speed manual transmission that will really delight driving enthusiasts with its slickness and speed. It is a very refined drivetrain, too, with the engine being quiet at idle, but emitting a lovely rasp at higher speeds. And it revs so freely and smoothly…

The performance certainly lives up to expectations. The BMW 130i Sport is not the heaviest car around, so it makes good use of all that power, with the benchmark 0-100 km/h dash completed in 6,1 seconds. Get your standing-start right – this can be tricky, due to a clutch that “takes” very suddenly – and you may embarrass many a true sportscar in a traffic light grand prix. Oh, and this little charger will run all the way to 250 km/h. In typical BMW fashion, it is not only the measurable performance that impresses – flex your right ankle at any time and the response is fantastic, ensuring great overtaking acceleration and the type of immediacy that is usually the preserve of proper sports machines.

Pin-sharp dynamics

We already knew, from having sampled the 120i and 120d models, that the 1 Series chassis could easily cope with more power. But even so BMW has made a few tweaks for this BMW 130i Sport derivative. It has also uprated the brakes to 300 mm ventilated discs all round, and man do they have bite! The package also includes an ESP system with dynamic traction control that can be deactivated in two stages. Given the relatively short wheelbase and huge power, deactivating it completely should only be done by experienced drivers, and when there’s plenty of run-off…

Starting off, the BMW 130i feels very much like any other 1 Series. The low speed ride is firm, and the steering is on the heavy side. It’s only really when you boot the throttle, get pinned into your seat and hear that throaty roar, when the true 130i steps forward. The steering is superb for such a sporty car, being very direct, precise and nicely weighted (on the go). The sporty suspension set-up and low-profile tyres do mean it can get a bit bouncy on poor surfaces, but generally speaking the ride remains composed enough for the BMW 130i to be considered a comfortable daily driver. But it’s most definitely at its best when grabbed by the scruff of the neck and worked hard through a series of bends. Grip levels are high, and it feels as if the car pivots around its centre, so you really have to be ham-fisted to provoke early understeer.

BMW 130i Sport – Verdict

Packaging issues aside, the BMW 130i is a cracking hot hatch. In fact, perhaps it should rather be viewed as a quirky, “shooting brake” type of mini estate with explosive power, much like the old Z3-based M Coupe? Either way, buyers of this car can take great joy in the knowledge that the BMW 130i must rate as one of the most thrilling cars you can have for under R500k. Doesn’t look half so bad now, does it?

We like:

  • Great performance
  • Excellent handling
  • Engine sound


We don’t like:

  • Tight rear space
  • Easy to stall


Fast facts

Engine: 3,0-litre, six-cylinder, petrol

Power: 195 kW @ 6 600 rpm

Torque: 315 Nm @ 2 500 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

Top speed: 250 km/h

0-100 km/h: 6,1 seconds

Fuel economy: 9,2 litres/100 km

Source: www.um.co.za

Also consider:

  • Audi A3 3,2 Quattro: Similarly powerful and priced, the Audi is the BMW 130i most serious rival. It is offered in three-door shape only, but once seated rear space and comfort are actually impressive. Quattro all-wheel drive gives limpet-like grip.
  • Mercedes-Benz C230 Sports Coupe: A popular choice in South Africa and still a strikingly styled competitor with massive badge appeal. Priced at the same level, but is down on power and entertainment ability.
  • Alfa Romeo 147 3,2 V6 GTA: Yes, the Alfa badge comes with a stigma of poor quality, but the 147 GTA has future classic written all over it. The performance is on par, the sound lovely, and the handling certainly entertaining. A left-field choice, but an alluring one.