Toyota Yaris 1,3 T3 Spirit (2005) Driving Impression

Although the elderly Tazz is not quite driving off into the sunset just yet (give it a few months), Toyota South Africa has finally entered the modern city car game with its eagerly anticipated (and long overdue) Yaris hatchback, a direct competitor to the likes of Fiesta, Corsa and Getz. Looking ahead to a period of increased “down-sizing”, the Toyota Yaris is likely to remain a key model for Toyota for many years and a certain bet for sales stardom. Of course, the Toyota badge alone will make the Yaris near impossible to resist for thousands of buyers, but the question remains whether it is as good as its main competition, especially seeing as it is not exactly cheap…

Cuddly looks for Toyota Yaris

At first glance, the Toyota Yaris looks like a smaller car than its rivals, but much of this is due to its curvy design. Still, it is compact, with very short front and rear overhangs and an almost comically bulbous front-end that rises steeply into the windshield. There are almost no straight lines or hard corners to be found anywhere, a design approach that should endear the Toyota Yaris to female buyers in particular. As ever, build quality is good, with the Toyota Yaris displaying a solidity that belies its very light kerb weight (1 040 kg). Neat 15-inch alloy wheels add a sporty touch.

Thankfully, the interior is significantly more spacious than the exterior dimensions suggest. There’s good head-, shoulder- and legroom all-round, but at the rear this has undoubtedly come at the expensive of boot space – only 192 L-worth of luggage can be accommodated. Interestingly, the rear seat can slide forwards or backwards, allowing occupants to tailor bootspace/rear legroom to a degree. The rear seat is also split 60/40 and can fold to accommodate larger objects. The sensation of space in the cabin is further accentuated by the high seating and large glass area, so the cabin is light and airy. Also contributing to this are light trim colours.

The front seats provide good comfort, and there will be few complaints about the driving position, seeing as the steering wheel boasts rake and reach adjustment and the seat itself can be raised and lowered, though not quite low enough. Fronting the driver is… nothing. The Yaris’s instrumentation is centrally mounted, which may not please everyone, but we found it worked quite well. The facia’s layout has allowed Toyota’s designers to place lidded storage areas in front of both front occupants, as well as fold-out cupholders beneath the ventilation outlets. There is also a tray below the front passenger seat.

Toyota has been fairly generous with standard features, which is just as well given the relatively high price. Included are; air-conditioning, front and rear fog lamps, electric mirrors, electric windows, radio/CD with remote audio controls, central locking and, on the safety front, no fewer than 7 airbags and ABS with EBD.

Willing engine

The Toyota Yaris is powered by a modern 1,3-litre engine that develops 63 kW and 121 Nm of torque, the latter figure at a rather high 4 400 rpm. Thankfully the Toyota Yaris is not a heavy car, because there is certainly a lack of torque low down in the rev range. It is not so much a hassle around town, where the Yaris feels reasonably nippy anyway, but rather at higher speeds and when faced with overtaking. You may need to drop down a gear or two to extract the performance. Thankfully, the five-speed transmission is precise and slick, contributing to an overall feeling of excellent drivetrain refinement. For what it’s worth, the Toyota Yaris will sprint to 100 km/h in just over 12 seconds and can reach a 170 km/h top speed. More important, however, is that it can also be very economical when driven in a frugal state of mind – achieving 5,5 L/100 km will, however, take some doing.

Overall, the Toyota Yaris is very impressive on the go, with the aforementioned sense of refinement also prevalent in the way it rides and keeps its occupants isolated from the noises and bumps of our roads. The suspension set-up is certainly on the soft side, which benefits ride comfort, but at the same time it can also not be labelled as being excessively top-heavy or “wobbly”. The relatively long wheelbase and wide track lend the Toyota Yaris a more sizeable footprint than you may think, after all. It impresses particularly in its most likely environment, that of the city. The electrically assisted steering is very light, but accurate, and visibility out of the car is excellent, too.

Toyota Yaris – Verdict

Although the Toyota Yaris initially looks like quite an expensive product, there’s a lot of depth to its ability that is not immediately apparent. The safety specification alone is impressive, and the refinement levels are almost certainly near class best. Add a frugal and willing little engine, great manoeuvrability and a decent service plan and there really is very little standing between the Toyota Yaris and that number one slot on the local sales charts.

We like:

  • Practical cabin
  • Refinement
  • Safety spec
  • Fuel economy
  • Likely resale


We don’t like:

  • Central instrumentation
  • A bit pricey


Fast facts

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

Power: 63 kW @ 6 000 rpm

Torque: 121 Nm @ 4 400 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 170 km/h

0-100 km/h: 12,4 seconds

Fuel economy: 5,5 litres/100 km

Source: www.um.co.za

Also consider:

  • Volkswagen Polo 1,6 Comfortline: A very popular choice with good reason – the Polo offers excellent perceived quality and a very stylish package overall. Resale values are high, and so are comfort levels. Lacking in standard specification, though.
  • Honda Jazz 1,4i-DSI: Although there’s not much that’s exciting about the Jazz, it is a high-quality, practical offering that puts the emphasis on longevity and convenience. Really hard to fault.
  • Ford Fiesta 1,6 Ghia: The current Fiesta is very popular, primarily because of its sprightly character and good price. The cabin may lack the sophistication of the VW and the space utilisation of the Honda, but the Ford is a far more agile, fun car to drive.

Volkswagen Polo 1.9 TDI Sportline (2005) Driving Impression

The recent rise in popularity of the turbodiesel hatchback can very much be attributed to one single car – Volkswagen’s Golf 4 TDI. Prior to that model’s arrival on the local market, diesel hatchbacks were as desirable as having a modern house in the suburbs, but one with an outside toilet. The Golf 4, an upmarket hatch with plenty of appeal beyond its frugal and, crucially, refined turbodiesel powertrain, changed all of that. These days the TDI badge carries significant appeal. Now the brand is attempting to revolutionise the use of turbodiesel power in another segment – the compact hot hatch – with its new 3-door Volkswagen Polo 1,9 TDI.

Underwhelming looks for Volkswagen Polo

In typical fashion, Volkswagen has not cared much for the segment’s rulebook. Whereas you’d expect a compact hot hatch to look over-the-top with spoilers and other colourful addenda, the Volkswagen Polo looks very much like, well, another Polo, albeit one with only three doors and attractive 16-inch alloy wheels. This is not to say that the Polo 1,9 TDI Sportline is unattractive, but simply that if you want your car to make a “boy-racer” statement, you’d have to look elsewhere. No, the Volkswagen Polo is targeted at more upmarket types. It features Volkswagen’s stylish new family nose, as well as other details from the recent facelift, including new rear lights. Besides the wheels and three-door body, you’d be hard-pressed to call this Polo out as the sportiest in the line-up. For some, that would be part of the appeal.

Straightforward interior

The interior of the Volkswagen Polo is similarly lacking in occasion. Swing open those large doors and you’re presented with a facia that looks very much like any other Polo’s. Again, this is not necessarily a bad thing, because the Volkswagen Polo has not only the most upmarket and stylish facia design in its segment, but also the highest levels of perceived quality. The control interface could not be simpler and there’s an understated style to everything that is massively appealing from a long-term ownership point of view. The seats, however, could and should have been better. This is a quasi hot hatch after all, so where are the leather-trimmed bolsters, Volkswagen? In fact, where are the bolsters at all? The Polo’s seats provide surprisingly little lateral support. Thankfully the steering wheel features generous rake and reach adjustment, and both front seats are height-adjustable, too.

The standard features list is fairly decent, but then again at the price it should be. A sound system with a six-disc CD shuttle is part of the deal as are air-conditioning, electric windows etc. Perhaps surprisingly, there are no remote audio controls. The steering wheel is a sporty three-spoke number, though, but again it lacks any kind of pizzazz. Perhaps some aluminium-look pedals, inserts on the steering wheel and gear-knob should have been considered to make the Sportline live up to its name in visual appeal.

As far as cabin space goes, however, the Volkswagen Polo is impressive, even in three-door form. This isn’t a cramped little two-seater at all. Even the boot is of a decent size.

Economy & Power

Now to the all-important oily bits. This Volkswagen Polo is powered by the 96 kW version of Volkswagen’s 1,9-litre turbodiesel engine. For a small hot hatch that weighs in excess of 1,2 tonnes, 96 kW may not sound like enough. But what you’re not realising is that there’s a crunching 310 Nm of torque on tap from below 2 000 rpm. This means that the little Polo pulls like a train from rest, delivering acceleration times similar to the zesty 2,0-litre petrol Ford Fiesta ST. In-gear flexibility is strong, too, and it quickly become addictive to “surf” that wave of torque that is so easily accessible by flexing the right ankle. Volkswagen claims a 0-100 km/h time of just over 9 seconds, and this feels entirely achievable. Power goes to the front wheels via one of Volkswagen’s typically slick six-speed manual gearboxes.

Of course, the Polo’s biggest talent is that it can offer this kind of performance, but also amazing economy. Driven like a sane person, you should even do better than Volkswagen’s claim of 6,8 litres/100 km. There isn’t another car at even close to this price that can offer such an impressive performance/economy balance.

Comfort first

In the dynamics department the 1,9 TDI Sportline is again very much similar to any other Volkswagen Polo. There’s nothing fundamentally wrong with its road-holding or grip, but it’s certainly not the most engaging car, nor the most agile. Predictable understeer is the name of the game, and even with a sports suspension set-up, there’s more roll in the corners, a problem made worse by the lack of lateral support from the seats. The ride quality, however, is exceptional, so if you’re looking for a classy, somewhat sporty, compact hatch with swift long-distance cruising potential, this is your car.

Volkswagen Polo – Verdict

As the looks inside and out, as well as the dynamics suggest, this Volkswagen Polo is not really a hot hatch, even though the performance says the opposite. It’s a refined, fast, economical and superbly comfortable compact car for the upwardly mobile. For those reasons, it’s unlikely to be considered by the typical hot hatch buyer, but they should nevertheless watch out at those traffic light grands prix, because this Polo certainly can fly.

We like:

  • Restrained, sporty design
  • Build quality
  • Spaciousness
  • Performance
  • Fuel econoy

We don’t like:

  • Lack of sporty seats
  • No remote audio controls

Fast facts

Engine: 1,9-litre, four-cylinder, turbodiesel

Power: 96 kW @ 4 000 rpm

Torque: 310 Nm @ 1 900 rpm

Transmission: Six-speed manual

Wheels: 16-inch alloy

Top speed: 206 km/h

0-100 km/h: 9,2 seconds

Fuel economy: 6,8 litres/100 km

Source: www.um.co.za

Also consider:

  • Ford Fiesta ST: Yes, the Fiesta lacks the VW’s turbodiesel economy, but if you’re really after a compact, fun car to drive, then the Fiesta is a better proposition. It is a very finely honed driver’s car with excellent dynamics. Can’t quite match the VW’s build.
  • Peugeot 206 GTI: Similar to the Fiesta in its appeal, the 206 possesses plenty of zest and character. Its performance is similar to the VW’s, but of course you will pay more for fuel. Deservedly popular.
  • Fiat Stilo 1,9 JTD Dynamic 3-dr: If you must have both three doors and a turbodiesel engine, the only other option is Fiat’s largely unimpressive Stilo 1,9 JTD. It’s not a bad-looking car, and certainly more spacious than the VW, but in every other department it is seriously outclassed.

 

Alfa Romeo 147 1.9 JTD MultiJet Distinctive (2005) Driving Impression

The Alfa Romeo 147 has been an underrated quasi-premium hatchback from the very first moment it arrived in South Africa. A legacy of dodgy build quality has been hard to shake, and it has consequently not made such a big splash in its segment, as its bigger 156 sibling had done when it was originally launched. And yet, it’s an undeniably charming car that will please the Alfisti. The looks are distinctive and the driving experience, particularly as a result of really lively steering, very engaging. Now, with a few tweaks here and there, and the addition of a powerful turbodiesel engine and a very high specification level, Alfa Romeo hopes to turn more longing glances into signed OTPs.

Subtle cosmetic changes for Alfa Romeo 147

The original Alfa Romeo 147, penned by Andreas Zapatinas who has since moved to Subaru, was a really pretty car, but with a slightly blunt face. The redesign appears to exist to some extent for the sole purpose of addressing this “bluntness”. The facelifted car’s nose has grown by 50 mm and this is quite noticeable when viewed from the front three-quarter, because the extra length is accentuated by the more sharply angled headlamps, too. The rear lights are slightly different as well, but overall the Alfa Romeo 147 has retained its quirkiness and visual appeal. In top-spec Distinctive guise, the car’s shape is further enhanced by the fitment of striking multi-spoke 16-inch alloy wheels.

The changes to the cabin are perhaps not quite as successful. The old individual triple-dial layout has made way for a single cluster that incorporates all the dials, which is perhaps in line with the competition, but certainly not as sporty. Alfa Romeo has also changed the texture of the facia plastics, and in some places it actually now looks a bit cheaper than before. Furthermore, this test car exhibited a rattle or two, mostly emanating from the centre section of the facia and the doors, and the overall impression is therefore not quite as upmarket as Alfa may have hoped, especially considering this particular model’s high price.

But that’s pretty much all the bad news dealt with right there. The seats remain superb and in the case of this Distinctive version, are clad with leather. The side bolstering, in particular, is excellent. With good adjustment on offer from the steering wheel as well as the driver’s seat, the driving position is near-perfect and a far cry from the much-criticised short-legs, long arms posture demanded by Italian cars of old. The facia controls, however, generally lack the strict ergonomic efficiency of its German rivals, especially the sound system with its numerous small and fiddly buttons, but after a few days most drivers will be used to them.

Space-wise the Alfa Romeo 147 is one of the more compact cars in this segment. Rear legroom is probably below average, but nonetheless sufficient for shorter trips. The rear seats, by the way, are also very comfortable. Unfortunately the boot is not very big, a victim of the car’s compact and curvaceous styling. Then again, a Golf’s boot is not much larger. A space-saver spare is fitted.

Smooth turbodiesel

The star of the show is undoubtedly this car’s new 1,9-litre, four-cylinder turbodiesel engine. It’s a state-of-the-art unit, with common-rail direct injection and intercooling, and develops an impressive 110 kW and strong 305 Nm of torque from 2 000 rpm. Power goes to the front wheels via a very slick six-speed manual transmission that’s a delight to use. Although the engine is clearly (read, audibly) of the diesel persuasion at start-up, it is very refined and loves to rev. It also provides stunning performance, with a 0-100 km/h time of 8,8 seconds, which will surprise some petrol hot hatches out there. The engine is also beautifully flexible, providing strong overtaking power without the need for constant gear changing. And with a consumption figure of around 6,0 litres/100 km, fuel economy is excellent too…

The Alfa Romeo 147 has always been a fun car to drive, with very sharp and direct steering, a nicely balanced ride and good grip levels. The suspension set-up works best on smooth surfaces, however, with ridges upsetting its composure noticeably. Usually a heavier engine at the front will result in earlier understeer, but the Alfa resists this very well and feels agile, yet superbly planted upon corner entry.

Alfa Romeo – Verdict

Age has done little to diminish the Alfa 147’s appeal. It remains one of the sexier offerings in this segment, and while it can’t match the premium build of Audi, Volkswagen, and BMW, it makes up for this with bags of character and plenty of emotional appeal. The MultiJet engine is a gem, probably the best of its type on the market, providing superb refinement, economy and a good deal of power. It is a pricey car, however, and for some the stigma of poor build quality is simply too big a hurdle. Alfa Romeo now offers a three-year maintenance plan to illustrate its belief in its products, and this may well tempt a few more buyers. They’re unlikely to be disappointed by their purchase.

We like:

  • Still good looking
  • Engaging drive
  • Power/economy
  • Standard specification

We don’t like:

  • Pricey
  • Rattles

Fast facts

Engine: 1,9-litre, four-cylinder, turbodiesel

Power: 110 kW @ 4 000 rpm

Torque: 305 Nm @ 2 000 rpm

Transmission: Six-speed manual

Wheels: 16-inch alloy

Top speed: 208 km/h

0-100 km/h: 8,8 seconds

Fuel economy: 5,9 litres/100 km

Source: www.um.co.za

Also consider:

  • Volkswagen Golf 2,0 TDI: This German rival boasts a more practical, better-built cabin as well as a fuel consumption advantage. What it lacks, however, is the Alfa’s flexibility and refinement.
  • BMW 120d 5-dr: Only about R20 000 more than the Alfa Romeo 147, and sports the very attractive BMW badge, as well as a more powerful engine and slightly better economy. But the interior is poorly packaged, a consequence of the rear-wheel drive layout. And then there are those looks…
  • Audi A3 2,0 TDI Ambition: OK, so the Audi has only three doors, but if you’re considering the Alfa Romeo 147, perhaps practicality is not such a high priority? In that case the Audi may be the nicest of all, being beautifully made and boasting the Golf’s powerful and economical engine.

 

BMW M5 (2005) Driving Impression

Talk about being highly anticipated. Judging by the internet forum chatter prior to its launch, BMW has not just launched the next M5, but a full-blown supercar to end all others. It’s easy to understand all the hype, though – the technical sheet reads like a petrolheaded geek’s fantasy.

There’s a rev-happy V10 inspired by the company’s Formula 1 efforts, for example, as well as extraordinarily “tweakable” dynamics systems, including electronic dampers and a seven-speed SMG transmission with adjustable ratios. Is the BMW M5 a tech overkill? Do all the computer systems smother the driver’s car underneath? One way to find out!

Hardcore looks

The latest 5 Series is of course a handsome machine, even though it features some aspects of Chris Bangle’s controversial “flame surfacing” design theme. In M-guise, the basic shape comes alive with purpose. The subtly flared wheelarches house striking 19-inch multi-spoke alloys and very fat rubber – 285/35 at the rear. The front and rear bumpers and lower air intakes add entirely appropriate visual muscle. And, of course, there are those quad exhaust outlets at the rear. There’s no mistaking it for anything else.

The interior is perhaps not quite as successful at pushing the driver’s adrenaline buttons. The button-pushing, in fact, will be left to the driver – be warned, there are many of them. That said, the initial impression is of a pretty straightforward facia and layout. The instrumentation is large and minimalistic. The control interface for the ventilation and sound systems look simple enough.

If it wasn’t for the odd “M” badge here and there, you could just as well have been in any other high-specification 5 Series. The driving position is spot-on, with generous adjustment from the steering wheel and the seat (including the top half of the driver’s seat and side bolsters). As is to be expected, the build quality, too, seems very good with a feeling of solidity to all the cabin fittings. From behind the steering wheel of a static BMW M5, you may wonder what all the fuss is about.

Complex drivetrain

When you fire up that V10, however, things change rather dramatically, with a surprisingly rich engine note with metallic overtones immediately making a strong impression of “eagerness”. Once booted up, you also realise there’s more to the M5’s cabin than you may have initially thought.

There’s a heads-up display in the lower part of the windscreen, for example, that reminds of the type of systems used on fighter jet pilots’ visors. It can be switched out, but is quite useful, as it displays essential information in a very clear fashion.

Then the attention turns to the stubby transmission lever. Undoubtedly, at this point, you will notice a rather large number of buttons positioned around the lever. And this is where it gets (somewhat) complex. In an effort to make the M5 as adaptable as possible to the driver’s requirements, BMW has made just about everything adjustable, including the gear ratios, dampers and even engine power settings. For the technologically challenged this may seem simply too complicated, but there is a silver lining, too.

It is possible to “save” your favourite setting, which then becomes available at the press of a single button marked with an “M”. In other words, you can set the car up for general, daily use, but have its sportiest settings available on, essentially, a type of “speed dial”.

Infuriating transmission

While the M5’s dynamic talents make the entertainment facet of the car’s personality very addictive, the reality is that it will spend much of its daily life tootling along like a traditional luxury sedan. In this setting the M5 is not entirely convincing.

In normal “Drive” mode, the transmission is lethargic and there’s a Smart-like nodding effect between shifts that becomes infuriating after a while. The car is much better driven in manual mode, which kinds of begs the question – why not fit a normal manual transmission rather than an overly complicated semi-auto?

The answer is that, when driven enthusiastically, the SMG transmission is really impressive, with slick, quick and very dramatic shifts that allow you to concentrate on other things, such as apexes and braking, for example, rather than a clutch and clumsy manual shift action.

Also, if you simply want to demolish a rival at a robot-to-robot race, you simply dial up M-mode and the electronics will see you execute perfect launches that few mere mortals would be able to match. The claimed 0-100 km/h time of 4.7 seconds is actually easily achievable.

The engine, a naturally aspirated 5.0-litre V10, is a stunner. It is also very complicated – each cylinder has its own throttle, for example! The result is stupendous power – 373 kW developed at a dizzy 7 750 rpm.

The power delivery is also very linear, meaning you don’t have to be near the red line to make full use of its power. If you’re in the right gear, at the right moment, and mash your foot on the throttle, the acceleration is explosive and the sound shattering enough to make those on the sidewalk duck for cover.

Razor-sharp dynamics

As stated before, the M5’s various sub-systems can be tuned to the driver’s desires. But strip all that away, switch off the electronic nannies, and what you have here is a car that possesses a dynamic balance unmatched by any other saloon car. In essence then, the BMW M5 is a sharp, dynamic tour-de-force with exceptional body control, superb braking, beautifully pure steering and the ability to “let it hang out”, while remaining easily controllable.

There’s no other powerful sedan of this size that can corner with such poise and precision. Couple this with the excellent engine, figure out how to use the transmission properly, and you’ve got a car that will deliver the kind of driving enjoyment for which you would have to pay much more to equal.

Verdict

The M5 is not perfect. If you’re looking for a car to cruise around in every day, with only the occasional bit of “dragster” behaviour thrown into the mix, there are other cars that do it better – the Mercedes E55, for one. But, if you are a true driving enthusiast keen on exploring every facet of a complex and challenging machine, and pushing not only its boundaries, but also your own, then the M5 is a winner.

The engine is a marvel, the dynamics near flawless, and even the transmission, once you’ve learned its ways, contribute to a thrilling a drive. Isn’t that what an M-car is supposed to be about?

We like:                                                      

Macho looks

Aural entertainment

Sharp dynamics

Performance

Luxury features

We don’t like:

SMG transmission is slow in automatic mode

Ergonomics

Fast facts

Engine: 5.0-litre, V10, petrol

Power: 373 kW @ 7 750 rpm

Torque: 520 Nm @ 6 100 rpm

Transmission: seven-speed SMG

Wheels: 19-inch alloy

Top speed: 250 km/h

0-100 km/h: 4.7 seconds

Fuel economy: 14.8 litres/100 km

Also consider:

Mercedes-Benz E55 AMG:

Not as sharp as the BMW, but as an everyday drive the more comfortable option. Still, the E55 is ferociously fast while at the same time also being very good at being a traditional luxury car, with better ride comfort and a less complicated control interface.

Jaguar S-Type R:

Significantly cheaper, but also for a reason – the S-Type is an entertaining car to drive, but can’t match the quality, sophistication and raw power of the German offerings. Good value as a used buy.

Audi RS6 Avant quattro Tiptronic:

No saloon equivalent at the moment, but the RS6 Avant is very desirable, combing exceptional versatility with explosive performance and high levels of grip. Sounds good, too.

Nissan Pathfinder 4.0 V6 LE 4×4 Automatic (2005) Driving Impression

Although big, petrol-powered SUVs are in the news these days for all the wrong reasons, they retain great inherent appeal. After all, when buying a fairly pricey, luxurious SUV, you want a degree of performance and refinement, and there’s nothing quite like a big petrol engine to provide those.

Case in point, the new Nissan Pathfinder 4.0 V6, a macho SUV that uses the heart of the racy 350Z. Sure, there are turbodiesel Pathfinders available and they are good (even cheaper), but this V6 version, as you’re about to find out, really puts a smile on the dial.

Visual muscle

The appeal starts with the exterior design. Featuring square-cut detailing, massively flared wheel arches and a cliff-faced jaw, the Pathfinder is a manly looking thing. Think of it as a Japanese Hummer. Although there are some quirks – such as hidden rear door handles – the design is clean and modern, yet still manages to stand out in a crowd, at least partly due to its imposing dimensions.

The Pathfinder is big, stretching the measuring tape to 4 740 mm and boasting a very generous 2 850 mm wheelbase. Standing 1 865 mm tall, you’d better make sure it’ll fit in your garage. It has a ground clearance of 234 mm, which is among the best in its class, and which adds to the off-road possibilities. The angle of approach is also impressive, the departure angle less so.

Massive interior

The stretched wheelbase pays dividends in the cabin, because the Nissan Pathfinder 4.0 V6 is a genuine a seven-seater. Let’s start at the back. The boot, with all seven seats taken, is about the size of a compact hatchback’s, which is not terribly impressive, but then again the Pathfinder is bound to be a good towing vehicle and also features standard roof rails.

The two rearmost seats can fold flat completely, in which case the boot space swells to be genuinely cavernous. If that’s still not good enough, the centre row and even the front passenger seat can also be folded completely flat, allowing for the transportation of some very long objects. By the way, when the seats are folded down, the load space is very box shaped, which is perfect for transporting items such as washing machines, cabinets etc. The fittings are also sturdy.

Slide into the very wide driver’s seat, and you’re greeting by a seemingly vast facia that continues the straight-cut design theme of the exterior. Quality levels appear to be very high, with excellent fit and finish all-round and an impressively upmarket feel from the fittings. The only negative is perhaps the fake wood trim on the facia, which clashes rather harshly with the silver trim used on the upper section.

As is to be expected from this rather pricey derivative, the Pathfinder boasts a comprehensive standard features list, including leather upholstery, climate control, a high-power audio system, electrically adjustable front seats (with memory for the driver), cruise control and even an electric sunroof.

Under the skin

Although the Pathfinder looks quite upmarket and is certainly a pricey product, it is a fairly straightforward product under the skin. It uses a separate ladder chassis and the suspension has been tuned for softness to provide as comfortable as possible a ride. Consequently, there’s a fair degree of body-roll, and the nose dives noticeably under braking. More worrying, perhaps, is the primary ride control – soft suspension or not, road imperfections can make themselves felt in the cabin more than expected.

But this is typical of ladder-frame chassis vehicles, and there’s an upshot… Off-road, the Pathfinder is a very, very capable machine. In fact, the Pathfinder is so good off-road that you don’t often have to venture beyond the use of the Automatic off-road setting, which determines how much power needs to go to the front wheels. If the going gets really tough, you can lock the drivetrain into a 50:50 front/rear power split and there’s also a low-range option. Although there’s no traditional diff-lock, the Pathfinder’s ABS system delivers a similar function.

Charming powerplant

In V6 petrol guise, the Pathfinder is a real brute, with a 0-100 km/h time of 8.8 seconds! This is massively impressive for a SUV that weighs comfortably over two tonnes. The engine is a real gem, being essentially a slightly modified version of the same unit that does duty in the Nissan 350Z. It delivers 198 kW and a meaty 385 Nm of torque and is mated with a five-speed automatic transmission that offers the option of manual shifting.

Plant the throttle and there’s a slight delay before all that power reaches the wheels, then the nose lifts in speedboat-style and you’re pushed into the back of the seat. It even sounds like a sportscar! On a more serious note, the Pathfinder should prove to be an excellent towing vehicle, albeit a thirsty one. The average fuel consumption figure should be around 13.5 litres/100 km.

Verdict

The Nissan Pathfinder 4.0 V6 is not cheap and more illustrious badges from the likes of Jeep and Land Rover are available at this price level. But none of these brands’ offerings can match the Nissan for power, cabin refinement and versatility. If you’re looking for an all-round leisure vehicle that potentially has to do some off-road work as well as towing, while providing a comfortable and safe travel environment for its occupants, the Pathfinder V6 is a must on the shortlist. Let’s hope you can find a way of getting someone else to pay for the fuel!

We like:

Macho appearance

Seven-seat capability

Refined, powerful engine

Off-road ability

Build quality

We don’t like:

On-road refinement

Fuel thirst

Fast facts

Engine: 4.0-litre, V6, petrol

Power: 198 kW @ 5 600 rpm

Torque: 385 Nm @ 4 000 rpm

Transmission: five-speed automatic

Wheels: 17-inch alloy

Top speed: 190 km/h

0-100 km/h: 8.8 seconds

Fuel economy: 13.5 litres/100 km

Also consider:

Jeep Grand Cherokee Laredo 4.7 Automatic:

The updated Grand Cherokee is an impressive machine with exceptional off-road abilities. In its latest guise it is also not as compromised on tar. Lacks the Nissan’s seven-seat capability and interior refinement.

Mitsubishi Pajero 3.8 GLS Automatic:

Has become quite pricey, perhaps because Mitsubishi’s Dakar successes have endowed it with high desirability. It is a quality product, but not nearly as refined/polished as the Nissan.

Land Rover Discovery 3 V6 S Automatic:

This high-tech, premium-badged offering is currently massively popular for obvious reasons. It’s a pleasure to drive on- and off-road, and comes with a very solid safety package. If you crave power, however, this Disco can’t compare with the Nissan.

Volkswagen Golf GTI (2005) Driving Impression

Volkswagen’s GTI badge remains one of the most famous and iconic in the automotive world, but even VW itself has admitted that recent products have not done the moniker justice. As Golf 3 and 4 evolved into plusher, more sophisticated offerings, much of the agility, lightness and “verve” of the legendary Mark 1 and 2 models were sacrificed in the process. Now, the Wolfsburg-based car maker says, the time has come to rectify the situation. The new Golf 5 GTI, they claim, is a real return to form. Marketing speak or the truth? Let’s find out.

Subtle, but strong visual identity

The Golf Volkswagen Golf GTI is a handsome, upmarket-looking hatchback in standard form, but even with its neat rear light clusters and rising window line, the more accurate description is “sophisticate”, rather than “sporty”. Somehow, however, designer Marc Lichte and his team have managed to inject a healthy dose of visual testosterone into the look of the GTI. The grille is much more aggressive than the standard car’s and the thin red line that follows its lip was inspired by a similar one on the Golf 1 GTI. The lower sections of the bumpers and sills are also beefier and at the rear the double exhaust tips are a sign of intent. But to really make the look work, you have to specify the stunning optional 18-inch wheels.

The cabin of the Golf 5 reminds strongly of the one in the Touran MPV. For a hot hatch such as the GTI this may not sound very promising, but the opposite is true. After all, in MPVs the controls are usually moved higher, to free up space for storage spaces etc. lower down, but the other benefit is that the controls are closer to hand… and in an engaging hot hatch, that can only be a good thing. Consequently, the driving position offered by the Golf GTI is just about perfect. There’s plenty of adjustment on offer from the steering wheel and driver’s seat, and the gear-lever falls nicely to hand, too. To remind the driver that he (or she) is at the helm of something special, there’s a flat-bottomed steering wheel, heavily bolstered Recaro sports seats, drilled pedals etc.

The rest of the cabin is pretty much standard Golf 5 fare, which is no bad thing. The build quality of this car is probably unmatched in this segment, and the levels of comfort and spaciousness certainly near the top of the class, too. There has been no compromise on occupant comfort in the transformation to hot hatch, so this Volkswagen Golf GTI should still be able to perform well in the daily grind and even as a family car. The specification level is good, too. Volkswagen has included climate control, heated front seats, rain-sensing wipers and even cruise control.

Beautifully balanced

At this point it is worth mentioning that a big goal during the development of the Golf 5 was to cut the flab in an effort to regain some of the lost agility. With a weight of 1 364 kg, this has certainly been achieved. Another important development has been the fitment of a multi-link rear suspension system, an important development because this is a superior design, and one which suits particularly the requirements of a performance car because the lateral and longitudinal forces that a car is subjected to under hard driving (including braking and direction changes) are better controlled that with a traditional torsion beam system.

Under the bonnet is the Volkswagen group’s 2.0-litre turbocharged four-cylinder engine that develops 147 kW and 280 Nm of torque. It fires up with a gruff sound, and remains a talkative unit, especially in terms of its turbo, at higher engine speeds. But it always feels smooth and eager to rev. It delivers its power to the front wheels via a six-speed manual transmission, a ‘box that is a real delight to use…

… Not that you’ll have to use that gearbox very often, because the power delivery is very linear and strong from low-down, remaining so until very high engine speeds. This means the flexibility is very good. Potter around in traffic in third gear, spot an opening, floor it, and the take-up is immediate and eager. It’s a car that always feels keen to respond, and it’s not only about the throttle and the power, but, thankfully, also about the way it feels on the road.

The steering, devoid of much feel as it may be, is very accurate and the weighting is not bad at all. This means the nose of the car responds very quickly to the driver’s inputs. And the suspension set-up is truly excellent. Volkswagen says the only real differences between a GTI and other, more basic Golfs are firmer dampers and springs, and 20 per cent stronger anti-roll bars. Well, it works. The Golf GTI has beautiful body control and exhibits a remarkable resistance to understeer. In fact, it feels as if this platform can easily cope with even more power.

Verdict

Welcome back, Golf GTI. Volkswagen has been true to its word, because the latest hot Golf marks a real return to form for the GTI badge. The handling is sublime, being beautifully balanced, and with no cost to the ride comfort. The engine delivers its power willingly, efficiently and with an eagerness that fits perfectly with the car’s overall sense of urgency. It really is a very difficult car to try and fault. Go on… you try it.

We like:

Dynamic finesse

Eager performance

Perceived quality

Cabin comfort

Driving fun

We don’t like:

No steering feedback

Fast facts

Engine: 2.0-litre, four-cylinder, turbopetrol

Power: 147 kW @ 5 100 rpm

Torque: 280 Nm @ 1 800 rpm

Transmission: six-speed manual

Wheels: 17-inch alloy

Top speed: 235 km/h

0-100 km/h: 7.2 seconds

Fuel economy: 8 litres/100 km

Also consider:

Opel Astra GSi:

Another famous badge returns, but ultimately it is not quite as convincing as the GTI. The engine is similarly powerful, the build quality good and the specification generous, but the engine lacks the VW’s responsiveness, and dynamically it is off the pace.

Renault Megane II 2.0T Sport:

More powerful than the Germans and of even higher specification. Not a bad effort at all, but there’s the sense that it is almost overpowered for its underpinnings, especially compared with the better-balanced Golf. Three-door body only.

Toyota RunX RSi:  

Not without its charms, the much more affordable RunX offers a very different type of driving enjoyment… that of a very high-revving naturally aspirated engine. Performance apart, however, it can’t match the other cars here for sophistication and balance.

Range Rover 4.4 V8 HSE Steptronic (2005) Driving Impression

Now that Range Rover is in the Ford stable, it was only a matter of time before the previous BMW engines got the boot. In its revised form the Range Rover sports not only an engine from British stable mate Jaguar, but also a raft of other smaller aesthetic and mechanical improvements.

Following these changes the company is confident that the latest Range Rover 4.4 V8 HSE can reclaim its position as the undoubted king of the SUVs. In fact, some suggest that it’s now a genuine alternative to a luxury sedan such as the Mercedes-Benz S-Class. Can this aristocratic machine really blend eyebrow-raising off-road ability with executive jet luxury? It’s a tough challenge, but judging by this test unit, perhaps Ford has good reason to be so bullish…

Rolls-Royce of off-roaders

There’s no mistaking a Range Rover for anything else. Yes, a Toyota Land Cruiser may be similarly bulky, but the RR’s presence is not only a result of its sheer size (it weighs more than 2.5 tonnes, by the way). The detailing is both superb and carries significant historical reference – notice the clamshell bonnet, the floating roof courtesy of blacked out pillars and even the shape of the rear lights. It’s a very square cut machine, similar to a Rolls-Royce in its stature, and this similarity has not gone unnoticed by the upper classes all over the world, from London to Moscow…

It’s the interior that really sets the Range Rover apart from anything else. Yes, there are luxury SUVs out there, but this is opulence of a grand scale. The cushy looking seats are covered in expensive looking hide with neat piping in a contrasting colour. There isn’t too much wood, but what is there certainly came from a tree, and not a plastic. Quality? Well, there are some places where the plastics are not quite convincing, but on the test unit nothing rattled and everything worked faultlessly.

Given the vastness of the sheet metal, the Range Rover’s cabin is perhaps not quite as cavernous as you might have expected, but it’s far from snug, too. Rear legroom, though not limousine-like, is sufficient to make long-distance travel for taller adults a comfortable proposition. The boot is of a good size and shape, too, and can be accessed through a split tailgate that offers a drop-down lid which can double as a seat at a picnic or even a nappy changing station should you wish.

With a price tag of near R900 000, you’d rightfully expect this Range Rover to come fully loaded, and that’s exactly the case. Besides the obvious, you get a sunroof, climate control, automatic adaptive bi-xenon headlamps, Bluetooth, satellite navigation, six airbags and a premium Harman/Kardon Logic7 sound system etc. There are some options to choose from, too, including DVD screens for those seated in the rear.

That Jaguar engine

The big news is of course the new Jaguar engine. Following significant fettling by Land Rover’s engineers to make it suitable for extreme off-road use, the 4.4-litre V8 delivers 225 kW and 440 Nm of torque. Torque is sent to all four wheels via a ZF six-speed automatic transmission, with the centre differential moving torque to the front and rear axles as required by the conditions. That’s only a start – there are a vast number of systems to ensure the Range Rover keeps plugging along, no matter what nature rolls into its path.

From automatically adjusting air suspension (with manual selection, too) to low range and hill-descent control, the Range Rover boasts every conceivable gadget. And boy does it work. We’re not sure how many owners will be taking their near R1 million luxury land yachts for some serious off-roading, but even so you can rest assured that it will go just about anywhere. And that, of course, is part of the appeal.

Most owners are likely to spend 100 % of their time on sealed roads, and here the Range Rover again reminds strongly of a Rolls-Royce. The self-levelling air suspension lends the big SUV a wafting ride quality, while the Jaguar V8 provides strong grunt for overtaking. One can sense that a lot of work has gone into improving the levels of NVH (noise, vibration and harshness), because the Range Rover’s cabin remains a serene, relaxing space even when the speeds rise and the road conditions worsen. Seated on that plush, soft driver’s chair the pilot will feel invincible… and massively to superior to other road users.

Verdict

In many ways the Range Rover 4.4 V8 HSE defies logic. It is packed with technology to ensure unbeatable off-road ability, yet very few owners will ever click those particular switches into position. Its sheer size contains a cabin that is not that much more spacious than SUVs costing significantly less. And while the new engine certainly delivers sufficient power, those very same smaller, yet premium SUVs from the likes of Porsche and Mercedes-Benz will run rings around it on tar, where the Range Rover’s soft set-up results in plenty of body roll. And yet none of this matters. No other SUV… indeed, perhaps no other vehicle, has quite such a powerful impact on a driver’s psyche.

Drive a Range Rover and you’ll immediately feel like you’re part of the aristocracy. And yet you don’t have to feel guilty about it, because it backs up its ego-stroking with real-world ability that everyone knows about. Consequently, it rates as one of the world’s ultimate status symbols.

We like:

Ride quality

Refinement

Luxury

Off-road ability

Tech features

We don’t like:

Bodyroll

Fuel consumption

Fast facts

Engine: 4.4-litre, V8, petrol

Power: 225 kW @ 5 750 rpm

Torque: 440 Nm @ 4 000 rpm

Transmission: six-speed automatic

Wheels: 19-inch alloy

Top speed: 200 km/h

0-100 km/h: 8.7 seconds

Fuel economy: 14.9 litres/100 km

Also consider:

Toyota Land Cruiser 100 VX V8 Auto:

Looking for a big SUV that can travel all the way up Africa without its occupants ever breaking a sweat, then this is it. But it lacks the Range Rover’s premium appeal and is not really regarded as a status symbol, as the RR is.

Mercedes-Benz ML500:

The second-generation M-Class represents a big step up in terms of quality, luxury equipment and refinement, but is still a smaller offering than the Range Rover. Similar power, though.

Porsche Cayenne S Tiptronic:

Also smaller than the Range Rover, but has a badge that may be similarly appealing. The Cayenne is a superb all-rounder, with excellent road handling and blistering performance. But can you stomach the looks?

VW Golf 1.9 TDI Comfortline (2005) Driving Impression

If all people went car shopping while wearing their sensible shoes, the roads would be dominated by diesel hatchbacks such as this VW Golf 1,9 TDI. In many ways they represent a perfect all-round package, offering strong performance combined with excellent economy, compact dimensions but practical interior packaging, in addition to high-value pricing. With the fourth-generation Golf, Volkswagen very much started this “diesel movement” in South Africa, and number five only makes an even stronger case.

VW Golf 1.9 TDI is conservative but classy

By now the VW Golf 5 is a familiar face – this Marc Lichte design represents a gentle evolution of Golf, with the trademark fat C-pillar a stand-out feature in an otherwise conservative overall look. That’s not to say the Golf is not attractive… There’s a sophistication to its appearance, a conservatism that is strangely alluring, and which will see it retain its value well in the second-hand market. In Comfortline trim there’s a marked absence of brightwork – the rubbing strips, lower rear bumper and door handles are all in black plastic, and the wheels are relatively small 15-inch items.

The interior is similarly devoid of flash, being mostly black and dark grey in colour and with only the cool Volkswagen blue backlighting providing some relief to the monotony. It’s a very straightforward design, too, with neatly laid-out controls and the instrumentation is both simple and classy. Where the VW Golf really impresses, however, is in the tactile quality of the cabin. Every surface that is often touched possesses a soft, satin-like finish, endowing this hatch with premium sedan-like perceived interior quality. The facia moulding is of the soft-touch variety, too.

Because there’s nothing distracting or garish about it, the VW Golf is a car in which you immediately feel comfortable and relaxed. The steering wheel is adjustable for rake and reach, and the driver’s seat adjusts for height, too. The seats, upholstered in a grey cloth, boast excellent support and lateral bolstering. Up front, it really is difficult to fault the driving environment. Perhaps Volkswagen could’ve been a bit more generous with the standard specification, however. There aren’t remote audio controls, for example, but at the same time it has to be mentioned that the VW Golf does surprisingly feature automatic wipers. Also part of the package are; air-conditioning, electric windows all-round, radio/CD player, 6 airbags and ABS with EBD.

The overall packaging is good, too. Rear legroom is impressive, and the car’s width and rear cabin height endow it with good head- and shoulder-room. Ventilation outlets are provided for the rear passengers, which is always a nice touch. The boot could’ve perhaps been a bit bigger, but it is nicely shaped.

Outdated engine?

Powered by a fairly old-fashioned 1,9-litre turbodiesel that features direct injection but not the more modern common-rail pressure system, the VW Golf is increasingly facing stiff competition from rivals with smaller, more high-tech engines that match the Golf’s power and improves on its economy. With “only” 77 kW being on offer, the Golf ranks as one of the least powerful cars of its type, but the torque output (250 Nm) is however impressive. Power goes to the front wheels via a very slick five-speed manual ‘box. The engine is very obviously of the diesel variety at idle (it sounds rattly), but the refinement on the move is impressive, with the engine note soon disappearing into the background.

The performance figures are what they are – 11,6 seconds to 100 km/h is certainly not fast, but then again does the target market care? Of more importance is the overtaking power (flexibility) of the engine, and here that torque figure comes into play. Keep the engine in its powerband, and there’s plenty of shove to shoot past slower traffic. Of course, one of the main reasons for considering a car of this type is fuel consumption. In this regard the VW Golf does not disappoint, sipping fuel at the rate of around 8,2 litres/100 km – a very reasonable figure and actually easily bettered with a bit of concentration.

Comfort and balance

The previous two generations of Golf were often criticised for their dynamic dullness, the result of piling on weight and the fitment of torsion beam rear suspension systems. The VW Golf 5, however, is not too portly, tipping the scales at under 1,3 tonnes. Perhaps of equal importance is the adoption of a multi-link rear suspension set-up, which has given the car the ability to not only retain its trademark ride comfort levels, but also to add some dynamic sharpness to the mix. The VW Golf displays excellent body-control and stability when diving into a corner, even on the relatively plump tyres of this test car. And while the steering isn’t particularly communicative, it is at least very precise. Perhaps the best description would be to say that the VW Golf feels “light on its feet”.

VW Golf 1.9 TDI Comfortline – Verdict

Although some may lament the overall conservatism of this car’s design, inside and out, it represent a very clever product from a very clever company. By endowing the VW Golf with such high levels of perceived quality, cabin comfort and superb ride/handling, Volkswagen has elevated what could have just been another diesel C-segment hatchback, into a type of “classless” position, which will only stand the brand’s long-term premium-segment ambitions in good stead. There’s precious little reason not to buy this car.

We like:

  • Perceived quality
  • Interior comfort
  • Ride/handling balance
  • Resale value

We don’t like:

  • Falling behind in the engine department
  • Lacks some mod-cons as standard


Fast facts

Engine: 1,9-litre, four-cylinder, turbodiesel

Power: 77 kW @ 4 000 rpm

Torque: 250 Nm @ 1 900 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 193km/h

0-100 km/h: 11,6 seconds

Fuel economy: 8,2 litres/100 km

Source: www.um.co.za

Also consider:

  • Ford Focus 2,0 TDCi Si: The Ford is a significantly more powerful car, quite a bit faster and yet doesn’t consume vastly more diesel. It rivals the Volkswagen for space, but can’t match the German’s overall perceived quality and refinement.
  • Renault Megane 1,9 dCi Dynamique+: A quirky option that has enjoyed good success in South Africa. Very high comfort levels, though not quite as spacious in the rear as the Golf.
  • Citroen C4 1,6 HDi: Another quirky Frenchman, but the Citroen is the newer car and you can see it in the interior, which is quite “out there”, especially in terms of its instrumentation and steering wheel. Build quality appears solid, though, and overall the C4 scores highly for comfort, performance and economy.

 

Opel Astra 2.0 GSi (2005) Driving Impression

If you thought Volkswagen’s iconic GTI badge has been through some trying times of late, then spare a thought for Opel’s GSi moniker. Following a decade of near invincibility on South African racing circuits, Opel’s GSi-badged road cars became very desirable road burners, too, reaching its zenith with the immortal and South Africa-only Superboss.

Sadly, for Opel fans, the brand’s emphasis then turned to sophistication and economy, and the GSi badge appeared destined to gather dust in the trophy cabinet. A late attempt to revive it on the previous-generation Astra was seen to be half-hearted, and these days the OPC badge appears to have taken its place. What then, to make of this new Opel Astra 2.0 GSi model? Is it the start of a revival?

Attractive, but not hot

The current Astra remains an attractive hatchback, with chiselled lines and good attention to detail. In theory it would make a good starting point for a very hardcore hot hatch. Bizarrely, however, Opel has decided to keep the looks pretty much untouched. Save for the fitment of 17-inch alloy wheels and a GSi badge here and there, this Astra blends into the car park. Of course, some owners may prefer it that way, as the mainstream looks could theoretically turn the Opel into something of a Q-car, provided the performance and dynamics are up to scratch, of course.

Inside, the product planners have gone for a long specification sheet to boost the car’s on-paper appeal, but again there’s little to appeal to the emotional side of the petrolheaded hot hatch customer. There is leather upholstery, but the seats don’t look overtly sporty. At least there are metallic-look pedals.

For the typical hot hatch enthusiast, the driving position is key to unlocking the entertainment potential. Unfortunately the Astra doesn’t quite tick all the boxes in this regard. Yes, the steering wheel boasts sufficient rake and reach adjustability and the driver’s seat can adjust for height, too, but not by enough. Consequently one always feels somewhat “on top” of the Astra, rather than part of it. The seats, too, lack noticeable side bolstering, which is a problem in the corners, especially. And the gearlever isn’t well-placed for fast shifts, either.

Perhaps because of these deficiencies Opel has loaded the cabin with luxuries, including automatic headlamps, climate control, heated seats, rain-sensing wipers and even active headlamps that follow the direction of the steering. Build quality, by the way, is really very impressive, with the GSi not emitting even one faint rattle during the test term.

Active suspension, but where’s the fun?

As is the case with its arch-enemy, the Golf GTI, the powerplant of choice for the GSi is a 2.0-litre turbocharged four-cylinder unit. It delivers exactly the same amount of power as the VW (147 kW), but slightly less torque (262 Nm). Transmitting the power to the front wheels is a six-speed manual transmission that is unfortunately not the slickest in the business. In fact, fast shifts are not easy, and this interrupts the flow of power, so after changing gear there is often a moment where it feels as if the Astra has lost momentum. It comes as no surprise then to find that the GSi can’t match its rivals for performance – the 0-100 km/h time of 8.2 seconds is nowhere near the best in class. In its defence, however, the flexibility is good. If you’re looking for a luxurious hatchback that delivers effortless overtaking power, then it’s certainly right up there.

Dynamically, too, the Opel Astra 2.0 GSi is somewhat of a disappointment if judged as a hot hatch. The advanced active suspension system that boasts continuous damping control (CDC) may keep the body relatively level during cornering, but can’t make up for the deficiencies of the torsion-beam rear set-up.

The latest Golf GTI has moved the benchmark significantly, mostly as a result of its new multi-link rear suspension design. When driven normally the Astra delivers ride comfort that’s pretty good for such a performance-oriented hatchback, but as soon as the speeds rise and the road becomes twisty, and the surface bumpier, it loses a big chunk of composure. It just doesn’t feel like a car that encourages this kind of behaviour, which means, unfortunately, that it is not a hot hatch.

Verdict

You may have read this report and now be under the impression that the Opel Astra 2.0 GSi is a bad car. That is not the case. It is exceptionally well-built, loaded with high-tech features, and a very fast, comfortable cruiser. It is even seemingly good value.

The problem is that that badge creates expectations that the car can’t live up to, because one senses that it was never intended to. This is a fast, luxurious, high-tech hatchback, not a hot hatch. GSi seems to mean something entirely different now, while OPC has taken its place in the Opel stable. This will take time to get used to.

We like:

Standard features

Overtaking performance

Build quality

We don’t like:

Rubbery suspension

Unsupportive front seats

Slow gearshift

Fast facts

Engine: 2.0-litre, four-cylinder, turbopetrol

Power: 147 kW @ 5 400 rpm

Torque: 262 Nm @ 4 200 rpm

Transmission: six-speed manual

Wheels: 17-inch alloy

Top speed: 230 km/h

0-100 km/h: 8.2 seconds

Fuel economy: 9.3 litres/100 km

Also consider:

Volkswagen Golf (5) GTi:

Brand new on the market and goes straight to the top of the charts. Beautifully balanced dynamics, an efficient, eager engine and a quality, comfortable cabin combine to set a new class benchmark.

Renault Megane II 2.0T Sport:

More powerful than the Germans and of higher specification than most. Not a bad effort at all, but there’s the sense that it is almost overpowered for its underpinnings, especially compared with the better-balanced Golf. Three-door body only.

Toyota RunX RSi: 

Not without its charms, the much more affordable RunX offers a very different type of driving enjoyment… that of a very high-revving naturally aspirated engine. Performance apart, however, it can’t match the other cars here for sophistication and balance.

Mercedes-Benz A180 CDI (2005) Driving Impression

To say the first-generation Mercedes-Benz A-Class had a problematic birth is to put it mildly. Not only did it tip over in that controversial Swedish “Elk-test”, the interior quality was never quite regarded as being up to Mercedes’ usual high standards, what with a curvy facia design executed in shiny grey plastics. Oh the horror! Consequently, the motoring public has looked down on Mercedes’ smallest offering from the start though, ironically perhaps, they’ve had to actually look up to it, due to its elevated seating position. With the second-generation model a big emphasis was to correct the quality perception. So, How does the Mercedes-Benz A180 fare then?

A true Mercedes?

Visually, the Mercedes-Benz A180 model appears significantly more “grown-up” and less like a bloated Smart ForTwo. Sure, the monobox bodystyle is more-or-less the same, but the detailing is far more upmarket and the various design elements chunkier, more in keeping with current Mercedes design trends. In the right colour and on the right wheels, it looks suitably upmarket and far more deserving of the three-pointed star on the grille. Interestingly, this A-Class is both longer and wider than the long-wheelbase version of the previous model that was introduced late in the first-generation A’s lifetime. And yet, somehow, it looks as compact as the short-wheelbase model. This visual “trick” is simply the result of a more coherent overall design.

Inside, the changes have been even more radical. Gone are the curves and the budget-car plastics. In their place, a straight-faced facia with various controls and displays borrowed from current, more expensive Mercedes models, as well as luxurious soft-touch materials spread liberally through the cabin. It not only looks more upmarket, it even smells like a real Mercedes now. At the price, this is a very impressive achievement.

On the other hand, one can sense that the emphasis with this car was not so much on interior flexibility and space, but on “upgrading” the car to be a worthy Mercedes-Benz. As a result, it’s not quite as impressive at being a quasi-MPV as the previous model was. Rear legroom is still good, but not as impressive as on the “Long” version of the previous model. And the boot is quite small, too. Of course, its boxy shape means that, once the seats are folded down, utility space is truly cavernous, but make no mistake, a regular car such as a Volkswagen Golf comes close to matching the A-Class for truly usable interior space. Therefore, you have to consider the A-Class not so much because it is a cheap Mercedes-badged MPV but, simply, because it is a (relatively) cheap Mercedes, full stop.

On that front the news is surprisingly good. The quality for the Mercedes-Benz A180, as mentioned before, is really good, and the standard specification also surprisingly generous. The Classic trim line includes air-conditioning, electric windows all-round, a radio/CD system and even cruise control. Undoubtedly partly as a result of the previous car’s safety woes, the new model features not only dual front and side airbags, but also ABS with BAS and an electronic stability system (ESP) which, surprise-surprise, can’t be switched out – just in case you’re ever faced with swerving out to avoid hitting an Elk…

High and mighty

The A-Class retains the much-publicised sandwich floor design. According to Mercedes the benefit of this is not only that the engine can be channelled away from the passenger compartment in the case of an accident, but also that, theoretically, an alternative energy powertrain could fit in there – a layer of batteries, perhaps. Whatever… the packaging has a significant impact on the A-Class driving experience because it dictates the seating position. Due to the high floor, the driver sits with fairly high knees and stretched-out legs and arms. For some, this will actually be desirable. If, however, you typically like to feel “one” with a car, rather than sitting “on top” of it, the A-Class will feel awkward. Then again, as market research will tell you, there is a big percentage of buyers (particularly female), who prefer a higher seating position due to the perception of greater visibility and safety.

However, while the basic design has stayed much the same, the driving experience is significantly improved compared with its predecessor. The steering has more feel and communicates more faithfully. Although there’s still a top-heavy feel in the corners compared with a normal car, it’s less accentuated in this model than before. And while the ride is fairly firm at low speeds (tyre sensitive, bigger sidewalls are best), it does smooth out at speed.

Power and economy

First things first, the Mercedes-Benz A180 CDI moniker is somewhat misleading. Under the bonnet is in fact a 2,0-litre turbodiesel that features common-rail direct injection and intercooling. Yet, the power output is a fairly conservative 80 kW. Torque, however, is claimed to be 250 Nm, on tap from as low as 1 600 rpm, so the A180 CDI pulls strongly from the get-go. The engine is, as is the case with many direct injection diesels, somewhat noisy at first, but also quietens down as the speeds rise. Performance is good, aided by a slick (for a Mercedes) six-speed manual transmission. Even more impressive is the fuel economy – Mercedes claims a figure of 5,2 litres/100 km and, if you behave yourself, this should be attainable. However, expect a figure of around 6,5 litres/100 km for normal driving, which is astonishing.

Mercedes-Benz A180 – Verdict

While Mercedes connoisseurs could easily find reasons to poke fun at the previous A-Class, they’ll have more trouble with the new-generation model. Certainly, the interior feels just as well built as a C-Class. It retains much of its predecessor’s flexibility and boasts an impressive performance/economy balance. Most importantly, perhaps, the Mercedes badge on the nose appears to have gained some extra lustre this time round, because the A-Class has matured into a proper Benz. For many, this will be the clincher. It’s still not flawless, but with that badge, the market will forgive it a lot… once again.

We like:

  • Interior quality
  • Standard specification
  • Comfort
  • Fuel economy
  • Likely resale value


We don’t like:

  • Top-heavy feel
  • Small-ish boot
  • Surprisingly firm ride


Fast facts

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

Power: 80 kW @ 4 200 rpm

Torque: 250 N.m @ 1 600 – 2 600 rpm

Transmission: Six-speed manual

Wheels: 15-inch alloy

Top speed: 186 km/h

0-100 km/h: 10,8 seconds

Fuel economy: 5,2 litres/100 km

Source: www.um.co.za

Also consider:

  • Opel Meriva 1,7 CDTI Elegance: Don’t laugh, the Opel is quite a competent rival, even if it lacks a premium badge on the nose. The space utilisation is excellent and the 1,7-litre turbodiesel engine punchy and economical, if a little gruff.
  • Volkswagen Golf 1,9 TDI Comfortline: Again, there’s no premium “snob appeal” here, but the Golf is an upmarket product nevertheless. Can’t quite match the Mercedes’ cabin flexibility, nor its premium finish, but is ahead in terms of the ride/dynamics balance.
  • Renault Scenic II 1,9 dCi Expression: If it’s true versatility you’re after, a typical, full-blown MPV is still best, and the Renault Scenic arguably the best of the lot. Impressive cabin flexibility and a focus on occupant comfort (all occupants) make it a winner.