Jeep Cherokee Limited 2.8 CRD (2005) Driving Impression

Although ageing and under fire from newer soft-roaders, Jeep’s current Cherokee, first introduced locally in 2002, continues to sell in healthy numbers. In fact, courtesy of its quirky looks, iconic Jeep badge and the underlying promise of being better off-road than anything else in this price range, it has become a bit of a status symbol – a vehicle not so much to buy because of its abilities, but because of what it potentially says of you… Now Jeep has given the model line-up a serious overhaul in a bid to keep the Cherokee at the head of its class. How does it fare?

Ready for action

As any enthusiast of the brand will tell you, a true Jeep wouldn’t look quite right if it resembled all the other curvaceous soft-roaders. A real Jeep needs to display some attitude. Well, they needn’t have worried, because the upgraded Cherokee Limited 2.8 still looks rather butch and ready for action. The trademark seven-slot grille is now finished in chrome (on this Limited spec vehicle) for extra some extra bling. The wheelarches still stand proud of the bodywork, resembling bulging muscles, and at the rear the spare wheel is still mounted on the tailgate. There’s simply no mistaking the Cherokee for anything else.

The interior, however, is not entirely convincing. For a supposed status symbol, the texture of the various grades of plastics is not quite good enough, and the overall layout of the controls leaves much to be desired. For example, the switches for the electric windows are not placed on the doors, but the central locking buttons are.

The audio system also looks intimidating, with a plethora of small switches. And then there’s the driving position… With plenty of intrusion from the transmission tunnel into the driver’s footwell, there’s no place to rest the left foot. The seating position is also very upright, and there’s limited adjustment for the steering wheel. The feeling of sitting on top of the Cherokee, rather than inside it is exacerbated by the flat, upright facia and a front window that seems to be right in front of your nose.

In the rear the situation is slightly better, but still not as good as the competition. The cabin is quite narrow, and the seat cushion is mounted low, so you tend to sit with your knees quite high up. Again, the window switches are not where you’d expect to find them, but rather at the back of the centre console tunnel. The boot is of a reasonable size, as it should be, given that it doesn’t have to accommodate a spare, and the load-carrying ability can be further improved by folding the rear seats completely flat.

Italian heart

This Cherokee is powered by a 2.8-litre turbodiesel engine made by VM Motori, an Italian outfit that specialises in diesel powerplants. With quoted figures of 120 kW and 400 Nm of torque, the outputs are certainly healthy. The maximum torque is already available at a low 1 800 rpm. The engine is quite a gruff-sounding unit, but it somehow fits the character of the vehicle and is not unwilling to rev. The Jeep’s overtaking performance is more than acceptable, especially when you’ve factored in its weight – just under two tonnes! Unfortunately the weight does impact the fuel economy – although 9.3 litres/100 km is quoted, a more likely daily figure is around 10.5 litres/100 km.

The engine is mated with a six-speed manual transmission that is very mechanical in its feel and which requires a firm hand. The Cherokee Limited 2.8 makes use of a selectable four-wheel drive system. Usually it runs in rear-wheel drive mode, but four-wheel drive can be engaged on the go at speeds of close to 90 km/h. Should you wish to engage low-range, however, you need to travel at below 5 km/h. Also fitted is a limited slip rear differential.

In addition to the hardware, the basic design of the Cherokee also contributes to its excellent off-road ability. The short front and rear overhangs, as well as the generous ground clearance make it possible to tackle fairly scary looking obstacles with confidence.

On the road

Sadly, the Cherokee Limited 2.8 is nowhere near as good as most of its rivals on the road, where it is likely to spend most of its time. The ride is rather firm and a quick succession of jolts from road imperfections can flummox the suspension to such an extent that it can feel skittish. The firm ride also doesn’t contribute to good body control in the corners, or under braking, with the top-heavy feel further highlighted by its tall and narrow stance, and high seating position.

Verdict

While it is admirable that Jeep continues to ensure that its entry level model offers proper off-road ability, the market may be shifting away from this requirement. The reality is that most consumers shopping for a compact SUV doesn’t need a Trail-rated performer, but rather one that broadcasts that perception, while being exceptionally good at the daily drive.

In this regard, the Cherokee Limited 2.8 falls short in a number of key areas – the ride comfort, ergonomics and interior packaging are simply not good enough. Then again, should you be one of the few who actually need one vehicle for everything, including some pretty hardcore off-road work, it is very possibly without equal at the price.

We like:

Individualistic looks

Off-road ability

Good power

Standard specification

We don’t like:

Messy ergonomics

Cramped footwell

Fast facts

Engine: 2.8-litre, four-cylinder, turbodiesel

Power: 119 kW @ 3 800 rpm

Torque: 400 Nm @ 1 800 rpm

Transmission: six-speed manual

Wheels: 16-inch alloy

Top speed: 174 km/h

0-100 km/h: 13.5 seconds

Fuel economy: 9.3 litres/100 km

Also consider:

Land Rover Freelander 2.0 HSE TD4:

Can’t match the Jeep for power, but the Freelander is arguably the more comfortable vehicle on-road, while still offering a healthy degree of four-wheel drive ability.

Nissan X-Trail 2.2D SE:

Again, not as powerful as the Jeep, but a far more refined and comfortable vehicle to drive daily and also a fair bit more economical. Not as good as in the rough, but quite adept at some light off-roading.

BMW X3 2.0d:

If you’re buying the Jeep partly because of the badge, then the BMW’s snob factor may also appeal. It is a far more comfortable, refined vehicle but one which offers far less off-road ability by comparison, should that matter.

Mercedes-Benz E200 Kompressor (2004) Driving Impression

Although the rise of the premium SUV has somewhat eroded the appeal of the traditional luxury sedan, there remains something innately appealing about a large Mercedes-Benz sedan that is not terribly difficult to explain. Take the new Mercedes-Benz E200 Kompressor as an example. With a few carefully selected options, this elegant sedan can fool most people into thinking it costs twice as much as it actually does. And even today, there’s nothing that makes the neighbours’ curtains twitch with as much envy as the sight of a large, obviously luxurious, Mercedes-Benz sedan pulling into the driveway…

Elegance in spades for Mercedes-Benz E200 Kompressor

By now the current E-Class is a familiar sight on South Africa’s roads, and this test unit, boasting the standard “Elegance” trim level, is essentially the entry level version. But you’d never say it by looking at it. Boasting comprehensive colour-coding, chrome detailing here and there, smart 16-inch alloy wheels and fog lamps, there’s precious little to distinguish it from its more expensive siblings. Mercedes also offers an Avantgarde trim level, which makes the stately E-Class look a bit sportier, through different alloy wheels and a lowered ride height, among other small details.

While the exterior will impress the neighbours, the interior also succeeds in stroking the driver’s ego. Featuring a curvy design theme that is somewhat at odds with Mercedes’s traditional conservatism, the facia is attractive to look at and, boasting top-quality finishes, also nice to touch. The wood inlays and leather inserts on the doors elevate the ambience even further. Base model?  Not really… The Mercedes-Benz E200 Kompressor feels like a proper, full-fat E-Class from behind the wheel, an impression that has as much to do with the inherent build quality as it does the surprisingly comprehensively specification sheet. Included are; climate control, a superb audio system, multi-function steering wheel, cruise control, automatic headlamps and a full package of airbags – including curtains.

A focus on comfort

Mercedes is currently working hard to change its image from staid and predictable, to something sportier and youthful. The AMG models therefore catch a lot of shine. This Mercedes-Benz E200 Kompressor, however, is a typical old-school Mercedes in the way it drives. And that’s a good thing. The driving position is superb, with generous adjustment on offer from the seats (partial electric) and steering wheel. Rear legroom is excellent, and the seats are shaped and padded for long-distance comfort. The boot can accommodate 540-litres worth of luggage, which makes the Mercedes-Benz E200 Kompressor a great family car, but Mercedes charges extra for folding rear seats – somewhat cheeky!

Just enough power for Mercedes-Benz E200

The Mercedes-Benz E200 badge is misleading as the engine is actually the same 1,8-litre, supercharged unit that does duty in other, smaller Mercedes models. The power outputs look rather small for such a big car (weighing in at 1 570 kg), with Mercedes claiming 120 kW and 240 Nm of torque. Power goes to the rear wheels via a five-speed automatic transmission that offers a manual-shift function. Although the performance can’t be described as being “energetic”, the Mercedes-Benz E200 Kompressor is swift enough for most, with a 0-100 km/h time of just under 10 seconds and a 227 km/h top speed. In fact, the engine does an admirable job of hauling the big sedan around at a decent pace, but what is most impressive is the refinement and quietness. The engine never feels like its working too hard, and that’s quite an achievement. It’s also economical, with a consumption figure of around 9 litres/100 km being a realistic target.

Overall, the engine fits the character of the E200K perfectly. Unlike some top-end E-Class models, the E200K doesn’t ride on air-suspension, but a traditional set-up of MacPherson struts in front and a multi-link arrangement at the rear. Stabiliser bars are fitted at both ends. The set-up is certainly biased towards offering exceptional ride comfort and refinement, which will please most customers. Cruising at the national speed limit, the E200K’s cabin is an exceptionally quiet, comfortable place to be. Road irregularities are dealt with easily, with only a distant thud to remind occupants that they haven’t in fact boarded a Rolls-Royce. The superb aerodynamics and slippery shape undoubtedly play a big role in the impressive NVH (noise, vibration, harshness) showing. Of course, dynamically the E-Class can’t quite match a BMW 5 Series, but we suspect that in this Mercedes-Benz E200 Kompressor’s case, that’s unlikely to be a priority for most of the target audience.

Mercedes-Benz E200 Kompressor – Verdict

There’s simply nothing “entry level” about the Mercedes-Benz E200 Kompressor. Yes, the engine doesn’t deliver a lot of power, but if ultimate performance is not a requirement, you won’t notice the deficit because the refinement is so impressive. The interior is superb, boasting all the comfort, space, quality and luxury that have made Mercedes sedans so popular all over the world. And once you hit the long road, you’ll be very impressed by the cruising refinement and comfort levels. At the price, the Mercedes-Benz E200 Kompressor could be described as something of a bargain.

We like:

  • Classy design
  • Cabin fit and finish
  • Comfort
  • Ride quality
  • Performance & economy balance

We don’t like:

  • Lack of standard fold-down rear seats

Fast facts

Engine: 1,8-litre, four-cylinder, supercharged petrol

Power: 120 kW @ 5 500 rpm

Torque: 240 Nm @ 3 000 rpm

Transmission: Five-speed automatic

Wheels: 16-inch alloy

Top speed: 227 km/h

0-100 km/h: 9,9 seconds

Fuel economy: 8,7 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW 525i Steptronic: A fair bit more expensive than this entry level Mercedes, but if you can afford it, the BMW arguably currently represents the pinnacle of the executive sedan pile. Beautifully made inside and out, and with excellent dynamics.
  • Audi A6 2,4 Multitronic: The A6 continues to improve and continues to be ignored by the public. Perhaps the forthcoming all-new model will be more desirable. As it stands, the Audi is somewhat outdated and also makes use of a CVT gearbox, which is not universally liked. Try first.
  • Volvo S80 2,5T: Something a bit different. Always underestimated, the big Volvo is supremely comfortable so worth considering if dynamic sharpness is not a priority. But it’s pricey, and the resale will be woeful.

 

Audi A4 2,0T FSI (2005) Driving Impression

If there’s one car that symbolises the relentless progress that Audi is making these days, it is this, the facelifted Audi A4. Usually, midi-life facelifts are superficial affairs, often restricted to new lights and grilles, a few new features inside and, perhaps, a new engine. This upgraded Audi A4, however, is the result of some very invasive surgery. One senses that Audi, buoyed by recent advances across its line-up, simply could not wait to implement such upgrades on its bread-and-butter model. The result is a car that can firmly stand its ground against its major German competition, even the models that are still to be launched.

Much improved looks for Audi A4

Look closely and you may still be able to identify the outline of the previous model, but there’s no question about it – this model actually looks all-new. And to vividly illustrate just what a significant departure it is from its predecessor, Audi claims that the only body panel the two have in common is the roof! The general consensus is that the new looks endow the Audi A4 with not only a more distinctive character, but also elevates its premium status. Up front, there’s Audi’s new trademark single-frame grille, and at the rear some neat new tail lamps. The overall shape is very coherent, with little in the way of ornamentation. This accentuates the sense of solidity that the Audi A4 exudes. The build quality really is exquisite, with very tight and consistent panel gaps. The subtly flared wheelarches also frame the 17-inch wheels very “tightly”. Our test unit had an optional sports pack, which drops the ride height by 33 mm.

Inside, the changes aren’t quite as extensive, but it wasn’t necessary because the previous Audi A4 already boasted a great interior with superb quality and ergonomics. Audi has just added some neat trim details to elevate the premium ambience even further. What they haven’t quite managed to improve is the rear-seat accommodation, where legroom remains slightly pinched. The boot, however, is massive, and able to swallow 460 L-worth of luggage.

There are no comfort-oriented concerns up front, because the A4’s seats boast excellent cushion comfort and lateral support. The driver will appreciate the standard height-adjustment (manual) as well as the rake/reach adjustability of the steering wheel. As is the case with all Audi products, everything that is regularly touched has a solid, silky feel that leaves a long-lasting impression of quality.

The standard features package is quite comprehensive, with this Audi A4 boasting climate control, auto lights/wipers, a radio/CD player and a multi-function steering wheel. Navigation is optional, and there’s a neat full-colour screen on the facia that swivels up to reveal SD card slots. Six airbags are also fitted, as is ESP (electronic stability system).

Heart of the GTI

Being part of the giant Volkswagen group certainly has its benefits. One of them is access to a vast range of very efficient, powerful engines, such as the direct-injection, 2,0-litre, four-cylinder unit utilised in this Audi A4. The engine is shared with the Golf GTI, where it is used to great effect, delivering strong power, flexibility and great refinement. The outputs of 147 kW and 280 Nm may not sound earth-shattering, but are nevertheless enough to propel this 1 425 kg luxury sedan to 100 km/h in a brisk 7,6 seconds, and on to a top speed of 235 km/h. It is also economical when circumstances allow, and can return a consumption figure of as low as 7,8 L/100 km. The engine is mated with a six-speed manual transmission that impressed with its slick and precise shifts.

It is said that Audi implemented a lot of lessons learned with the latest-generation A6 and A8 models in the revised A4. Generally speaking, Audis have always offered great stability and grip, but have never managed to offer the same kind of dynamic agility as a BMW, for example, without a wooden ride quality being the compromise. In an effort to improve matters, Audi has not only improved the weight distribution but has fettled with the suspension set-up, too. Anti-roll bars are used at both ends. This Audi A4 test car boasted the lowered and stiffened “sports” suspension, so it’s hard to say what the effect will be on run-of-the-mill standard models, but there’s no question that improvements are very perceptible.

While the low-speed ride certainly is on the firm side, it is never harsh, and the Audi A4 manages to feel more alert and “light on its feet”, as the speeds rise. Subjectively speaking, there appears to be slightly more feel in the steering, too, but it remains perhaps slightly too light. It also tends to feel a bit numb, though precision is actually not bad. Overall, however, this Audi A4 is more fun to drive fast than before, and much of that is due to the engine. Because the torque is available across such a wide spread of the rev range, responsiveness is excellent.

Audi A4 – Verdict

Don’t think of this Audi A4 as a mere facelift, it is a significantly improved product in all facets and certainly will provide stiff competition for the likes of the upcoming new BMW 3 Series and Mercedes C-Class. It only really has two flaws – tight rear space and numb steering – and these are unlikely to limit its sales success, because the package is otherwise so superb. If this is what Audi can do with a facelift, imagine the leap it will make once the next all-new model arrives! Scared yet, BMW and Mercedes? You should be…

We like:

  • New looks
  • Build quality
  • Cabin quality
  • Standard features
  • Performance


We don’t like:

  • Tight rear space


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: 7,6 seconds

Fuel economy: 7,8 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW 325i: Although BMW’s charismatic six-cylinder engine remains a delightful powerplant, it is outpunched by the turbo Audi. That said, the BMW remains a great choice for the driver that puts the emphasis on entertaining chassis dynamics. But a new model comes soon.
  • Volvo S40 T5: Slightly cheaper, and marginally smaller, the Volvo packs a fair bit more power courtesy of its turbocharged five-cylinder engine. A great interior and generous standard specification are further highlights. A bit ragged on the edge, though.
  • Alfa Romeo 156 2,5 V6 TI: Still a thing of beauty, but has fallen behind the best in terms of interior execution and sophistication. The glorious V6 engine delivers great performance, but is rather thirsty. Build quality niggles remain.

Hyundai Tucson 2.7 V6 Automatic (2005) Driving Impression

The rise of Hyundai as a global automotive superpower has been picking up pace of late, with especially the Getz compact hatchback proving extremely popular in South Africa and elsewhere.

With its latest arrival, the Tucson compact SUV, this Korean brand may just have hit the jackpot once again. It is predicted that the market for compact, predominately on-road SUVs will grow considerably in the next few years, and Hyundai is one of the first to capitalise on this trend, as the Tucson packs a lot of style, spec and space into its very attractive price tag. But is it any good?

Classy looks

Much of this segment’s popularity is based on the fact that customers want the macho SUV look. In that regard the Hyundai Tucson 2.7 V6 does not disappoint. It features crisp, clean-cut styling with just a hint of masculinity, as well as all the expected SUV design traits, such as good ground clearance (195 mm), black lower body cladding, flared wheelarches, fog lamps and roof rails. It’s a handsome vehicle, and unlikely to date fast.

Its compact dimensions, however, is quite a surprise. At 4 325 mm in length it is a fair bit smaller than a vehicle such as the Mitsubishi Outlander or Subaru Forester. But the Tucson does have a reasonably long wheelbase. Consequently, Hyundai has managed to pack quite a lot of space between the two axles, and passenger space is impressive, front and rear.

The only place where the smaller body really has a negative impact, is in boot space, which is significantly less than some rivals. Should you need more packing space, the good news is that the rear seats fold completely flat, as does the front passenger seat. Telling you all you need to know about the Tucson’s off-road intentions is the fact that it only has a space-saver spare wheel.

Lots of kit

As has come to be expected of Hyundai, the Tucson offers a lot of features as standard, some of which are unheard of at this price level. Save for the expected electric windows/mirrors and so forth, this Hyundai also boasts an electric sunroof, climate control, leather upholstery and cruise control! Even the safety package is pretty decent, with dual front airbags, ABS with EBD and traction control all included in the price.

So, what’s the catch? It has to be said that the Hyundai Tucson 2.7 V6 can’t quite match the perceived interior quality of, for example, a Forester. The plastics are mostly grey, and mostly of the hard and shiny variety. Also, there isn’t a great deal of adjustment on offer from the steering wheel and driver’s seat, so a comfortable driving position may not be easily attainable for all.

Unimpressive drivetrain

On paper, the Tucson 2.7 V6 sounds like a steal at the price, at least partly because it boasts a large-capacity V6 combined with all-wheel drive. The claimed figures look healthy, too, with 129 kW being available at 6 000 rpm and 241 Nm of torque on tap from 4 000 rpm. Unfortunately, the Tucson V6 never feels as lively as these figures would suggest it should be. There are three reasons for this.

Firstly, the Tucson, compact dimensions notwithstanding, is quite heavy at around 1.7 tonnes. Secondly, the engine is mated to a rather lethargic four-speed automatic. And lastly, there’s also an active – but power-sapping – all-wheel drive system to contend with…

As a result of all of the above, the Tucson is not particularly impressive against the stopwatch, even though the initial throttle response when pulling away suggests otherwise. The transmission is rather witless, shifting up and down at inopportune times in a seemingly never-ending hunt for power.

There is a manual-shift function, of course, but that rather defeats the point of having an automatic in the first place… The transmission undoubtedly also contributes to the high fuel consumption – 12.3 litres/100 km is a realistic figure

Surprisingly, given current trends, the Tucson 2.7 V6 features an active all-wheel drive system. Market analysis shows that all-wheel drive is hardly a priority in this segment, so Hyundai’s decision to include it on a vehicle that is clearly mostly aimed at urban use is rather baffling.

The system generally runs in nearly 100 % front-wheel drive mode, but will shift up to 50 % of the power to the rear if necessary. You can also manually select four-wheel drive, but as soon as the speed rises over 40 km/h it switches back to automatic all-wheel drive. So, clearly, the Tucson is a serious off-roader, and the all-wheel drive traction is really just there for slippery surfaces.

On the road, the Tucson is largely impressive, even though the ride is surprisingly firm and seemingly very sensitive to tyre pressures. The firmness does result in reasonable body control in the corners, however, and the overall stability is good. The steering is very light, and almost completely devoid of feel. On gravel roads the Tucson is not quite as impressive, and can feel quite skittish.

Verdict

For the money, the Hyundai Tucson 2.7 V6 really offers a lot, including a maintenance plan. It’s a vehicle that should do well in South Africa, where crossovers of similar type offered at the same price generally can’t match the Tucson’s specification and design appeal. But the Tucson is not without its flaws – the engine is powerful but thirsty, and the transmission comes close to spoiling an otherwise fine package. A diesel engine coupled with an automatic transmission would really suit this vehicle.

We like:

Classy looks

Passenger space

Value for money

Decent on-road dynamics

We don’t like:

Hunting four-speed auto

Fuel thirst

Small boot

Fast facts

Engine: 2.7-litre, V6, petrol

Power: 129 kW @ 6 000 rpm

Torque: 241 Nm @ 4 000 rpm

Transmission: four-speed automatic

Wheels: 16-inch alloy

Top speed: 197 km/h

0-100 km/h: 13.7 seconds

Fuel economy: 12.3 litres/100 km

Also consider:

Kia Sportage 2.7 Automatic:

Essentially the same car under the skin, but looks significantly different inside and out. The Sportage is slightly cheaper and also offers a longer maintenance plan.

Subaru Forester 2.5X Automatic:

Not nearly as stylish and therefore lacks yuppie appeal, but it’s a very solid car and extremely comfortable. Ride comfort is simply superb and it beats the others in terms of performance.

Honda CR-V 2000 RVi Automatic:

Certainly no longer a new kid on the block, but the CR-V continues to impress as a reliable, capable and superbly comfortable all-rounder. Could be the best of all for long-term ownership.

BMW 120d (2005) Driving Impression

A quick spin in the 120i petrol version of BMW’s controversial new hatchback will do much to convince anyone that the chassis is begging for more power. There is a delicacy – perhaps a better word is “crispness” – to its responses and a steering purity that no front-wheel drive hatchback can come close to matching. But, while the 120i is not without its charms, it doesn’t quite have the grunt to exploit its undoubtedly fine underpinnings. Can the BMW 120d diesel derivative address this shortcoming?

Growing appeal

Let’s be honest – when BMW first revealed the 1 Series, reactions were not exactly positive. Since then, however, many of those onlookers who were not convinced at the start have changed their minds about BMW’s little ‘un. It has much to do with familiarity, of course, but it also has to be said that the 1 Series appears to be remarkably colour sensitive – darker hues suit it particularly well, perhaps hiding some of the extremities of the so-called “flame surfacing” design. What also helps are bigger wheels – while 16-inch alloys are standard, these don’t quite fill the wheelarches with sufficient purpose, so you may want to consider the optional bigger wheels.

As with the 120i, the design – or more accurately speaking the choice of a rear-wheel drivetrain – has impacted the vehicle’s practicality. Yes, it may offer five doors but the door apertures at the rear are awkwardly shaped, so ingress/egress is compromised, and once inside, you’ll also find that space is lacking – severely so, in fact. This is purely the result of BMW not being willing to compromise on its traditional virtues of near 50/50 weight distribution and rear-wheel drive. As admirable as that may be, it certainly means that those looking for a family hatchback may have to look elsewhere. Of course, for smaller kids rear space will be sufficient, and the boot is certainly of an acceptable size.

Those seated in front are much better catered for. The leather-upholstered seats may only feature manual adjustment, but are superbly comfortable and very supportive. BMW usually does very well when it comes to driving positions and the BMW 120d is no different – there is a good range of rake/reach adjustment from the steering wheel. Build quality is certainly very good, with very impressive fit all-round, but some of the plastics are not quite up to BMW’s usual high standards.

Standard equipment fro the BMW 120d includes; air-conditioning, radio/CD, keyless go, electric windows and mirrors and fog lamps front and rear. You pay extra for such niceties as a multifunction steering wheel (a bit naughty), cruise control and satellite navigation. But, in terms of safety equipment at least, the BMW 120d is a top-notch effort, boasting six airbags, ABS/EBD, CBC (cornering brake control) and ESP (electronic stability control).

Impressive diesel engine

BMW’s familiar and impressive 2,0-litre turbodiesel four-cylinder engine powers this model, and it does a brilliant job. It delivers 115 kW and a strong 330 Nm of torque from 2 000 rpm, powering the BMW 120d to 100 km/h in 9,1 seconds (significantly faster than the 120i) while also returning excellent fuel economy (8,9 L/100 km). Refinement levels are high, too, even at idle, but it does lack torque low down. Combined with a tricky clutch that engages rather suddenly, this lack of low-down power can result in frequent stalling. Of course, one gets used to this trait with familiarity.

On the go the engine delivers lovely thrust and great overtaking power. It is a pleasure shifting through the six-speed manual gearbox, too. It really isn’t much hardship to keep it in its “power band” between 2 000 and 4 000 rpm. In fact, compared with the slightly flat-footed 120i, this diesel model feels even more powerful and responsive than the power figures may suggest.

Sportscar dynamics

It would’ve been rather disappointing if BMW had gone to all the trouble of endowing the 1 Series with its trademark rear-wheel drivetrain, only for there to be no dynamic benefit. Luckily this is not the case. The BMW 120d boasts superb balance, the near 50/50 weight distribution lending the car enviable cornering neutrality, with little of the overbearing understeer bias so typical of its front-wheel drive rivals to be found. This is not to say that the BMW 120d is an “oversteery” hooligan’s car, but simply that the balance is spot-on. The steering boasts hydraulic assistance and is quite heavy at low speed, but on the go the weighting is finely judged and the accuracy class-leading. Because the front wheels only steer and don’t transmit power, there is also none of the ugly torque steer that sometimes plague powerful front-wheel drive cars.

Overall, then, the BMW 120d is a delight to drive, and you don’t have to push it to its limits to enjoy the subtleties of its superb dynamic set-up. The suspension is firm at low speed, but never jars, and delivers great bump absorption qualities, even at high cruising speeds.

BMW 120d – Verdict

The 1 Series is far more convincing in diesel form. The engine’s power puts the focus on the undoubtedly fine chassis, resulting in a car that is a delight to drive fast. But as a family hatchback the 1 Series remains something of a non-starter – rear access is tricky and the space is limited. For the upwardly mobile or empty nester that craves performance/economy and a premium badge, it is however a very tempting proposition.

We like:

  • Great performance
  • Fuel economy
  • Handling balance
  • Quality


We don’t like:

  • Tight rear space
  • Meagre standard specification
  • Easy to stall


Fast facts

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

Power: 115 kW @ 4 000 rpm

Torque: 330 Nm @ 2 000 rpm

Transmission: Six-speed manual

Wheels: 16-inch alloy

Top speed: 218 km/h

0-100 km/h: 9,1 seconds

Fuel economy: 8,9 litres/100 km

Source: www.um.co.za

Also consider:

  • Audi A3 2,0 TDI Ambition: Similarly priced, the Audi is a very strong rival, but lacks the practicality of a five-door body. The 2,0 TDI engine delivers competitive power and performance, and is even more economical. Not as much fun to drive, though.
  • Volkswagen Golf 2,0 TDI Sport: Essentially a five-door version of the Audi A3… In its latest guise the Golf has matured to a near-premium level, and it certainly beats the BMW 120d for practicality and comfort.
  • Renault Megane 1,9 dCi Dynamique+: Quite a popular car in South Africa and one that delivers a comfortable driving experience. The interior is well-screwed together and loaded with features. But it’s down on power and snob appeal.

BMW X3 2,0d (2005) Driving Impression

Thus far the world’s motoring press has not exactly been singing BMW X3 praises, pointing to its relatively high price and lack of off-road ability as the main areas of concern. But guess what, the people that matter most – the buying public – love it to bits. Real off-road ability has not been a high priority item in the SUV market for many years, and the very desirable BMW badge on the bonnet addresses the price issue for most very convincingly. Now BMW has added a new entry level model that brings the X3 within reach of far more potential customers. It can only sell.

Improved looks?

Desirability has played a major role in the immediate success of the BMW X3, and if anything the new 2,0d model actually could be the best looking of the bunch! With its dark plastic bumpers and cladding, the 2,0d looks more like a real SUV than elevated station wagon, which is a description that has thus far often been used for the BMW X3. Attractive 17-inch alloy wheels and standard roof rails boost the kerb-side appeal even further. It treads a fine line between looking rugged enough for a dirt road, and sophisticated enough to be parked at the marina. The upwardly mobile (and active) will continue to love it.

There’s also preciously little that has been sacrificed in the cabin. Like all X3’s it gets a snug, almost minimalistic instrument cluster, neat build quality and excellent ergonomics. Smart wood inlays and the occasional bit of brightwork do a lot to banish any thoughts there may be of this being an “entry level” derivative. And if there’s still any doubt about that, just look at the standard features list. Included in the price are; climate control, radio/CD player, multi-function steering wheel, cruise control and leather upholstery. If this is not enough BMW offers a vast list of optional extras, including tv/navigation systems, panoramic sunroofs and even sport packages. As it stands, however, the standard specification is certainly comprehensive, and also includes no fewer than eight airbags.

BMW hardly ever gets a vehicle’s driving position wrong, and it certainly hasn’t done it in the BMW X3. The steering wheel offers generous rake/reach adjustment, and there’s a good range of adjustment from the seat as well. Consequently the driver can have a low-down, arms-outstretched driving position if required, or the high-up position so loved by many SUV buyers. The rear passengers will also appreciate the stretch-out space offered by the long wheelbase, and the boot is not only large (480 L), but also shaped to accommodate bulky objects. The rear seats can, of course, fold down if more space is required.

Economical punch

BMW’s well-known and proven 2,0-litre turbodiesel engine powers this X3 model. It delivers 110 kW and a meaty 330 Nm of torque, from a nice and low 2 000 rpm. Unfortunately that torque figure seems to be somewhat misleading, as there is considerable lag below 2 000 rpm, which may cause the occasional stumble or stall. The situation is not helped by a heavy and springy clutch. So, from pull-aways and in a traffic situation the BMW X3 2,0d is not the easiest of cars to drive. In fact, it would be considerable better as an automatic, but the situation does improve markedly on the move when the BMW X3, like all BMWs, is exceptionally refined and a pleasure to pilot.

Considering the vehicle’s not-inconsiderable weight of 1 740 kg, the performance is impressive. Juggle the clutch and torque successfully and you may even be able to accelerate to 100 km/h in just over nine seconds, which is very good indeed. Even more impressive is the fuel economy and the fact that a figure of 6,5 L/100 km is actually achievable. On long-distance cruises, keep in mind that sixth is actually an overdrive “economy” gear, and that you may need to shift to fifth or lower to execute overtaking manoeuvres. On that note, the six-speed manual ‘box fitted to this test vehicle wasn’t particularly smooth, especially during downshifts.

Great ride/handling balance

The BMW X3 handles unlike any other SUV of its size. Of course, this is partly because it doesn’t possess much in the way of off-road ability, BMW instead focusing on the on-road dynamics and the X3’s ability on slippery surfaces. It makes use of a full-time xDrive all-wheel drive system that sends power to whichever wheels can best accommodate the power. This boosts stability and grip in muddy, wet or icy conditions in particular. As per usual, BMW’s dynamic stability control system is also fitted.

In normal conditions it handles and rides much like any other BMW, which is to say excellent. The ride is quite firm and the steering on the heavy side at low speeds, but at higher speeds it all smoothes out very impressively, the ride quality being particularly good for a vehicle with such low-profile rubber.

BMW X3 – Verdict

The BMW X3 is a quiet, economical, luxurious and classy SUV that is also a delight to drive, whether in the city, or out on the open road. It’s not a vehicle that will take you very far off the beaten track, but that was never BMW’s intention. If you’re looking for something high-riding, spacious and safe, but don’t want to sacrifice performance and handling, then this BMW X3 will take some beating.

We like:

  • Upmarket looks
  • Fuel economy
  • Handling balance
  • Quality
  • Spaciousness


We don’t like:

  • Long options list
  • Easy to stall


Fast facts

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

Power: 110 kW @ 4 000 rpm

Torque: 330 Nm @ 2 000 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

Top speed: 215 km/h

0-100 km/h: 9,1 seconds

Fuel economy: 6,5 litres/100 km

Source: www.um.co.za

Also consider:

  • Land Rover Freelander 2,0 Td4 SE: Significantly cheaper than the BMW X3, but also older, less powerful and not nearly as refined. An all-new model can’t be too far away and it’s needed.
  • Jeep Cherokee 2,8L CRD Limited: A very popular vehicle in South Africa, and it certainly has its charms. Iconic design and real off-road ability are the major attractions. Unfortunately the interior is neither as comfortable nor as well-built as the BMW X3.
  • Kia Sorento 2,5 CRDi 4×4: Don’t snigger… The Sorento is a well-equipped, spacious and surprisingly refined competitor from Korea. What is lacks in badge appeal it makes up for in terms of cabin comfort, features, and overall value.  But yes, not quite as polished.

Ford Mondeo ST220 (2005) Driving Impression

Although a large number of South African males will get a twinkle in the eye when talk turns to big six-cylinder Ford performance sedans of the past, perhaps an equally large number will pull up their noses in disgust. As much as the XR-6 derivatives of the Cortina and Sierra were entertaining, there was also an inherent tackiness to them that would make a similar effort these days as popular as a mullet and handle-bar moustache. So, the new Ford Mondeo ST220 faces a stiff challenge – it not only has to live up to whatever dormant fantasies there may be out there about a fast, big Ford performance sedan, but also has to do so in a way that is appreciably more “sophisticated”.

Ford Mondeo has got the look

Even well into its product life-cycle, the current Ford Mondeo remains a handsome machine and a far cry from the overtly oval-themed models that first arrived in South Africa. The design is quite edgy in places, and the addition of sporty ST detailing has actually improved it. Filling those nicely flared wheelarches are very striking (and very shiny) 18-inch alloy wheels. Twin exhaust outlets sprout from the rear. And there have been subtle, but very effective revisions to the bumpers and sills. A very small spoiler has been added to the bootlid. Overall, Ford has done well to add performance cred to the Mondeo without being garish.

Interior changes have been even more subtle. Save for the aggressively bolstered Recaro sports seats and racy looking instrumentation, it is very much standard Ford Mondeo fare in there, but that’s not necessarily a bad thing, seeing as the facia design has aged well. It’s a very tidy layout, with the emphasis on simplicity and solidity of build. Ford has also been generous with the standard kit – with a powerful audio system, six airbags (including curtain items), leather upholstery, electric seat adjustment, climate control, rake/reach adjustable steering wheel and remote audio controls all being present and accounted for.

One of the Mondeo’s advantages over its direct competitors is size. Its bigger dimensions translate into a more spacious cabin, and particularly rear legroom is vastly superior to what is on offer by its rivals. The boot, too, is big, and able to accommodate more than 500 litres worth of luggage. In front, the driving position is superb, with plenty of adjustment on offer from both the seat as well as steering wheel. As an aside, both front seats boast electric adjustment.

Refined power for Ford Mondeo

Under the bonnet is a modern, transversely mounted 3,0-litre V6 with four valves per cylinder. It delivers a strong 166 kW and 280 Nm of torque at a somewhat heady 4 900 rpm. Unlike its colourful predecessors, the Ford Mondeo is front-wheel drive, so there are no tail-out antics on offer here. Power is transmitted to the front wheels via a slick, but noticeably spring-loaded gearbox.

Full-bore starts immediately reveal the character of this car as being surprisingly refined. There is no thunder from exhausts and the initial forward motion feels strong and linear, rather than thumping. Nevertheless, the Ford Mondeo is faster than it feels, with a 0-100 km/h time of 7,5 seconds being comfortably among the speediest in this segment. The top speed is an impressive 240 km/h. So, it certainly has grunt. As is to be expected, however, the penalty is a heavier thirst for petrol than its turbocharged rivals – expect to average around 12,5 litres/100 km.

Grippy handling

The standard Ford Mondeo is already a fine-handling sedan, so Ford had a good starting point for the development of the ST220. It didn’t need to change much. The ride is a noticeably stiffer, but not so much that the car’s everyday usability has been spoilt. And those large 225/40 Continental tyres certainly provide lots of grip. It’s a car that remains impressively neutral all the way up to its heady handling limit, and the steering is excellent, too, boasting impressive turn-in sharpness and a nicely weighted feel. As a performance sedan, it really comes very close to hitting the nail squarely on its head.

All the time it is the car’s refinement that impresses most. It’s a far cry from the fast Fords of the past, which traded heavily on machismo and which were very rough around the edges. The Mondeo is always faster than it sounds or feels, and yet the power delivery becomes addictive once you’ve learnt its ways. There’s plenty torque low down, so out on the open road, when cruising at near the national limit, extra overtaking punch is just a flex of the right foot away.

Ford Mondeo – Verdict

At nearly R300 000, the Ford Mondeo ST220 is certainly not cheap, but all things being equal, the price is not unjustified. The standard specification, safety package, performance and size of the vehicle place the ST220 near the front of the field. Unfortunately, however, the Ford badge finds itself among some premium-level rivals from BMW, Audi, Mercedes and Volvo, and within that context, it’s hard to see it being a sales hit. It’s a big pity, because the Ford Mondeo ST220 is a very charming, capable car that may be remembered more fondly in future, than it is likely to be respected today.

We like:

  • Refined, powerful engine
  • Performance
  • Luxurious interior
  • Striking looks
  • Good handling

We don’t like:

  • Fuel thirst
  • Price

Fast facts

Engine: 3,0-litre, V6, petrol

Power: 166 kW @ 6 150 rpm

Torque: 280 Nm @ 4 900 rpm

Transmission: Six-speed manual

Wheels: 18-inch alloy

Top speed: 240 km/h

0-100 km/h: 7,5 seconds

Fuel economy: 13,4 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW 325i: Remains the quintessential executive sedan to those looking for entertaining performance and engaging dynamics. That said, it’s nearing the end of its product lifecycle, and it can’t match the Ford’s power, nor its spaciousness.
  • Volvo S40 T5: A very desirable compact performance sedan with a powerful turbocharged five-cylinder engine that delivers plenty of fireworks. The interior, though not as spacious as the others, is very neatly made and ergonomically excellent.
  • Alfa Romeo 156 V6: If you’re considering the Ford, then you’re after something a bit different, so why not look at this very charismatic Alfa? The engine is a beauty, though not as powerful and handling/ride is good, too. Only the interior trim quality lets the side down somewhat. A future classic?

 

Volkswagen Caddy Kombi 1,6i (2005) Driving Impression

What initially seemed to be a particularly French affair, has now apparently also acquired a German flavour. We’re talking, of course, of that peculiarity of the French car makers to turn rudimentary commercial vans into passenger vehicles. The likes of the Kangoo, Partner and Berlingo are big business in France and now Volkswagen wants a piece of the pie with its Caddy. Of course, the Volkswagen Caddy name will be familiar to South Africans, but this model is rather different to the old Golf Mk1-based pick-up and takes the fight straight to the French family vans.

Mini-Touran looks for Volkswagen Caddy Kombi

In typical Volkswagen fashion, the Caddy’s looks are fairly predictable… not that that’s always a bad thing. In a segment boasting three French vehicles which look – let’s be gentle – quirky at best, the Caddy’s mini-Touran looks lend the Volkswagen a more upmarket appearance than its rivals. It’s a good thing, seeing as the Volkswagen Caddy is a fair bit more expensive than most of them. On this entry level version there’s no colour-coding for the bumpers and the wheels are basic 15-inch steel items. Alloys are offered as optional extras. It’s by no means an ugly vehicle, and there’s an honesty about its utilitarian appearance.

The big benefit of its van-like appearance is, of course, interior space. Accessed either through a large tailgate or a sliding side door, it really is incredibly spacious in there. Need to transport bicycles or large home appliances? The Volkswagen Caddy will swallow them. Total utility space may not quite match the Renault Kangoo’s, but it’s close. The rear seats can fold forward neatly, leaving an entirely flat floor behind them. So, yes, the Volkswagen Caddy has the versatility aspect well and truly licked. How does it fare as a passenger vehicle?

Volkswagen Caddy – Basic specification

The facia design also mirrors the Touran’s, being very straightforward in layout, ergonomically super efficient and of good quality, although there’s not a soft-touch surface to be seen. Those concerned about storing items out of sight (important in this country) may be slightly perturbed by the lack of a lockable glove compartment. Also note there’s no sliding luggage cover.

Seating comfort in front is very good. The steering wheel adjusts for rake and reach and even though the driver’s seat doesn’t adjust vertically, the seating position is good for most. Interestingly, the plastic cladding for the inside walls of the cabin stops just aft of the B-pillar, and consequently those seated in the back will see a lot of exposed metal around them. Rear seat comfort is not too bad, but the seats are rather flat and featureless. Legroom, however, is good and headroom is hardly going to be a problem. The rear windows, by the way, don’t have up-and-down adjustment, but slide open. Manual window winders are fitted in front.

In truth, the basic specification is a touch too, er, basic. Given the premium price for the Volkswagen Caddy, the lack of a sound system, air-conditioning, electric mirror adjustment and a passenger-side airbag is unfortunate. At least there’s ABS.

Underpowered engine

Although the Volkswagen Caddy seems sparsely equipped, it certainly is no lightweight. Tipping the scales at around 1,4 tonnes, the Caddy is fairly heavy, and you can feel it on the daily drive. The 1,6-litre engine delivers 75 kW, superior to all the rivals, but its 148 Nm torque figure is comprehensively beaten by the turbodiesel Peugeot (205 Nm). Power goes to the front wheels via a five-speed manual transmission.

It’s a refined drivetrain, for sure, but it struggles to move the Volkswagen Caddy with much enthusiasm and the driver will have to use the gearlever often to remain in its power band. With five people on board, in addition to luggage, it’s a very sluggish vehicle. Fuel economy also suffers as a result, with a daily figure of around 10 litres/100 km for mixed-cycle driving being the likely reality – again comprehensively beaten by the Peugeot.

Comfortable, wallowy ride

With a suspension set-up that clearly (and understandably so) prioritises ride comfort, the Volkswagen Caddy comes across as a relaxed long-distance cruising vehicle. Its ride quality actually improves with a load – it uses leaf springs at the rear – but, when unladen, and driven on a poor surface, it can loose composure and feel skittish at the rear. The steering is actually rather good. Volkswagen has opted for an electrically assisted system, which usually spells vague, overly light, artificial steering feel, but generally the Caddy’s steering is pretty similar to a hydraulically assisted system. It’s a good thing, because with those slab sides the Caddy is quite sensitive to cross winds, and there’s a disconcerting amount of body roll in the corners. The “honest” steering feel actually boosts confidence in these circumstances.

Volkswagen Caddy – Verdict

The Volkswagen Caddy is a likeable vehicle that brings a maturity and conservatism to this segment. But its price puts it in a difficult position, as it has neither the power/economy balance that is needed, nor the mix of standard features that the others offer. Yes, the more mature design and the Volkswagen badge help a lot, but at this price level, we think the company needs to sharpen its  pencils and improve the value offering somewhat.

We like:

  • Practicality
  • Comfortable seats
  • Refinement

We don’t like:

  • Basic features
  • Expensive
  • Lethargic performance

Fast facts

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

Power: 75 kW @ 5 600 rpm

Torque: 148 Nm @ 3 800 rpm

Transmission: Five-speed manual

Wheels: 15-inch steel

Top speed: 164 km/h

0-100 km/h: 13,7 seconds

Fuel economy: 10,4 litres/100 km

Source: www.um.co.za

Also consider:

  • Peugeot Partner 2,0 HDI Grand Raid: A little bit different to the norm in this segment in that it offers a degree of “SUV” appeal courtesy of its raised ground clearance and body add-ons. Standard equipment list is long and includes safety features. Pricey, though.
  • Citroen Berlingo 1,4 Multispace: A very neat little car at a good price, but it lacks features – there is only one airbag and no air-con or audio system. Performance from the 1,4-litre engine is good.
  • Renault Kangoo Multix 1,4 Authentique: A good value offering with a decent space/practicality/features mix. The performance is a little short of what is the norm in this segment, but then it does win where it matters most – space.

 

Toyota Camry 2.4 XLi (2005) Driving Impression

There was a time when large sedans such as the Toyota Camry were a staple of the South African market, but the rise of the SUV, crossover, MPV and, not to mention, the compact German executive, has all but erased this segment from existence. Ford and Opel no longer offer such products, with the former having shifted its attention to the smaller Mondeo.

Toyota, however, is not giving up. Its Camry was once one of the top sellers in the local market and the company hopes that the recent facelift and (downwards) price adjustment of the Aussie-made Camry will inject some interest back into the large family sedan.

Dull as dishwater

That’s just as well, seeing as the car’s design certainly is unlikely to ignite any kind of desire. At just over 4.8 metres in length, the Camry dwarfs all other sedans at this price point and on this large canvas Toyota’s designers have painted a rather sombre picture.

The car’s pointy nose, high ground clearance and long rear overhang make it appear almost American, and the 15-inch alloy wheels struggle to fill the wheel arches with any kind of conviction. The facelift has, however, neatened up the appearance – the front headlamps, grille and bumper are new, and the rear lights look a tad more modern. Still, it remains a car for conservative folk that lack any kind of interest in automotive aesthetics.

Still awake after viewing the exterior? No worries… the drab grey interior will leave you comatose within minutes. Again seemingly inspired by large American sedans, the Camry’s facia is high and wide, placing some of the controls awkwardly out of comfortable reach of the driver.

Remote audio controls (as well as switches for the cruise control) would have solved some of the bigger ergonomic issues were they mounted on the steering wheel, but they’re not. Everything, barring the audio system’s black faceplate, is in a shade of grey.

The upshot

Will all of this matter much to the target customer? Unlikely. Of far bigger importance is cabin space and overall comfort levels. In this regard the Toyota Camry 2.4 XLi will put a few MPVs to shame… Its long body translates into vast rear legroom and a boot the size of which the South African market has not seen the likes of for some time.

The rear seats can also fold down to further boost practicality, and there’s a large storage box between the front seats. Rear seat occupants get their own ventilation outlets and a fold-down armrest with built-in cup holders.

The seats are large, padded for comfort and trimmed in cloth (leather is optional), but lack significant side support. The driver’s seat is height-adjustable, as is the steering wheel. Unfortunately the lack of reach adjustment for the steering wheel means that some of the car’s bigger drivers may be forced to drive with their arms outstretched.

The significant downwards price adjustment announced by Toyota did not come as a result of a specification downgrade. In fact, the Camry still offers a decent number of features, including cruise control, electric windows, electric mirrors, air-conditioning, a radio/CD player, ABS with EBD and two airbags. Rear seat child anchorages are also fitted.

Smooth engine

Power comes from a refined 2.4-litre petrol engine that delivers class-leading outputs of 112 kW and 218 Nm. Given the car’s size and weight, the performance may come as a surprise, because the Camry feels eager from low revs and the power delivery remains strong as the revs build.

It should have ample power for family use, even at altitude. Of course, as is to be expected, a 2.4-litre petrol engine is never going to win economy contests, and owners should be prepared for figures of just over 10 litres/100 km.

With anti-vibration sub-frames at both ends, the emphasis during the development of this Camry was on ride refinement. This car just wafts along, seemingly unperturbed by changing road surfaces and bumps. Also assisting in this regard, of course, are the plump tyres, but overall Toyota has to be commended for delivering a car with the type of ride comfort that the target customers will crave. Now add in impressively low levels of wind, road and mechanical noise, and the Camry must rate as an ace of a long-distance cruiser.

For those customers looking for a car that is also fun to drive, there isn’t much appeal here. The Toyota Camry 2.4 XLi is by no means a sloppy handler for what it is, but the steering is vague and the bias certainly towards safe understeer.

Verdict

There is much to like about the Camry; it should be extremely reliable, is superbly comfortable and spacious, and impressively refined. The 5-year/90 000 km service plan adds further peace of mind (as if that was necessary). And yet it is hard to believe that, even with the more affordable price tag and a solid number of talents, the Camry will be around for much longer.

More compact sedans from the likes of Ford, Mazda and even Hyundai may lack the ultimate stretch-out space, but they’re not far behind in that aspect, and also manage to add a measure of style, sportiness and upmarket appeal. For some customers out there, the Camry will be all the car they’ll ever need but in these image-conscious times, we suspect the number of them is dwindling.

We like:

Very spacious

Build quality

Value

Quiet cabin

Ride quality

We don’t like:

Bland design

Ergonomics

Quite thirsty

Fast facts

Engine: 2.4-litre, four-cylinder, petrol

Power: 112 kW @ 5 600 rpm

Torque: 218 Nm @ 4 000 rpm

Transmission: five-speed manual

Wheels: 15-inch alloy

Top speed: 204 km/h Est

0-100 km/h: 10.6 seconds Est

Fuel economy:  10.64 litres/100 km

Also consider:

Mazda6 2.0 Elegant
A very sporty looking car with the dynamic behaviour to back up that impression. That said, the “6” is also a comfortable family sedan, though the cabin is not as quiet as the Camry’s. The boot is significantly smaller.

Ford Mondeo 2.0 Trend
Probably the best option here, offering a measure of style in addition to its comfortable, spacious cabin and good performance/economy balance. Offers six airbags, too.

Hyundai Sonata 2.0 GLS
Soon to be replaced, and it’s necessary, because the current model is outclassed in a number of areas. The engine isn’t very powerful, and is also quite thirsty. The cabin lacks the perceived quality of its rivals. And the design is extremely polarising.

Opel Corsa Utility 1,7 DTI Sport (2004) Driving Impression

If you thought South Africa’s love affair with the pick-up was somewhat peculiar, then you’d only be partially correct. There are other nations, such as America and, perhaps ironically, Iraq, that share our passion for these hardy machines. Far more unique to the land of biltong and Mandela, however, is a big appetite for half-tonne pick-ups. There’s almost no other country where they are as desirable, except perhaps certain nations in South America. The reason? Well, you have to say we’re an outdoorsy nation, and we need to stretch our rands, so a vehicle that doubles as an affordable leisure toy and practical workhorse is always going to succeed.

In many ways the Opel Corsa Utility represents the latest evolution of a very specific breed. Partly developed in South America and further refined in South Africa, it is no longer strictly speaking a half-tonne vehicle. You see, it can carry a load of 735 kg! It’s got rear side steps, a neat plastic liner that runs along the top of the bin with tie-down points, as well as a few more conveniently placed inside the load bay. It may look rather pretty, but given its load-carrying credentials, it’s also a pretty serious worker. The figures don’t lie – the Ford Bantam, VW Caddy and vintage Nissan Champ are simply no longer in the same league!

But what about the leisure aspect? If anything, it has to be said that the Opel Corsa Utility is as impressive from that point of view as it is as a purely practical tool. It looks modern, with the front-end of the Opel Corsa, and rather funky aft of the B-pillar. Backwards from there it gains some serious curves, a sporty roof spoiler/tie-down bar and even side-mounted steps a la certain American full-size pick-ups. This Sport version rides on neat 14-inch alloy wheels and sports front foglamps and a generous amount of colour coding.

The Opel Corsa Utility cabin

The interior knocks anything else available straight back into the stone age where they’ve come from. The facia is from the Opel Corsa, complete with the flagship GSI model’s white-faced instrumentation. The centre piece of the facia is a neat silver-faced section that incorporates an integrated radio/CD sound system. The individual bucket seats are upholstered in a vibrant print and the driver’s chair is adjustable for height (the steering wheel is not). It’s a very youthful-feeling cabin. It is also very spacious, with excellent head- and shoulder-room. Nissan Champ drivers will certainly feel like they’ve stepped into a luxury car. There’s even useful space behind the front seats to store valuable items out of sight.

On the road

Diesel pick-ups of this size are few and far between. Nissan and Volkswagen don’t offer anything, and only Ford has a somewhat underpowered 44 kW oil-burner in the Bantam. This Opel’s 55 kW/165 N.m 1,7-litre turbodiesel is therefore somewhat of a revelation. It doesn’t only endow the Opel Corsa Utility with the best acceleration figures and the strongest pulling power, but also the best fuel economy. Yes, it is somewhat noisy, but the Ford is no better, and the Opel smoothes out rather nicely once up to the speed limit. The five-speed ‘box is typical Opel fare, somewhat recalcitrant and not one to be rushed. However, you soon learn to adapt your driving style to the Opel’s powertrain, surfing the “surge” of torque that follows a well-timed gearshift.

Around town the Opel Corsa Utility is similar to any other small hatchback to drive. The ride quality is good, aided by the longer wheelbase (compared with the previous Corsa) and generous suspension travel. Strangely, the steering on this vehicle felt more direct than the somewhat wishy-washy feedback from a Corsa hatch or sedan. Overall, given its “cool” looks, economy, well-specced and spacious cabin, the Opel Corsa Utility is likely to gain as much traction with young buyers looking for a leisure activity vehicle (or even student car), as those in need of something compact and economical that can work hard.

Opel Corsa Utility – Verdict

The Opel Corsa Utility 1,7 DTI Sport is a little more expensive than its direct rivals, but the price is entirely justified. It is a vehicle that is very hard to fault given its intended purpose. Stack it up against its ageing rivals from Ford, Nissan and VW, and it looks like unbeatable value.

We like:

  • Spacious cabin
  • Build quality
  • Leisure/workhorse balance
  • Fuel economy
  • Load-carrying ability


We don’t like:

  • Noisy engine


Fast facts

Engine: 1,7-litre, turbodiesel, four-cylinder

Power: 55 kW @ 4 400 rpm

Torque: 165 N.m @ 1 800 rpm

Transmission: Five-speed manual

Wheels: 14-inch alloy

Top speed: 150 km/h

0-100 km/h: 15,4 seconds

Fuel economy: 7,14 litres/100 km

Source: www.um.co.za

Also consider:

  • Ford Bantam 1,8D XL: The Ford is a popular purchase, but outclassed by the Opel Corsa Utility. The cabin is smaller, the engine less powerful and it can’t match the Corsa for load-carrying ability.
  • Volkswagen Caddy Club: Only available with petrol power and significantly cheaper, but for a reason. Its design is archaic compared with the Opel Corsa Utility and it lacks the mod-cons too.