Subaru Impreza WRX STi Driving Impression

Another year, another Subaru Impreza WRX STi upgrade… or so it feels. You’d never say it by looking at it, but the Impreza STi has been in an almost non-stop state of evolution ever since it first appeared on a rally stage in Monte Carlo back in the ‘90s.

This on-going development has not only seen it evolve into what is arguably one of the most recognisable and iconic cars in the world today, but has also built it a cult following among petrol heads as it grew to become a genuine slayer of supercars. Now Subaru has announced another raft of updates, this time centering on the car’s suspension.

Intensive overhaul

Of all the things in the world the Scooby STi may be in need of, a handling upgrade may not be the most obvious. Yet, grip and handling is what this car is mostly about, so staying on top of the pile is important. Consequently the changes to this model go surprisingly deep, even though you’d be hard-pressed to notice the alterations from the outside. Anoraks that look carefully though, may spot the 10 mm wider rear track and slightly wider bodywork. And utter Scooby geeks may realise that the wheelbase is longer by 15 mm. It’s the hardware that has changed most – much of the suspension has been beefed up, particularly the rear differential structure and thicker anti-roll bars are used all-round. There’s also a different castor angle at the front to improve stability at higher speeds, and front and rear lateral suspension links are now made of aluminium.

Perhaps the biggest news is the arrival of Subaru’s Driver Controlled Centre Differential (DCCD) system. Left to its own devices, DCCD will automatically calculate how much power should be sent where, but by using a switch on the centre console the driver can select his/her preferred torque spread, too, with up to 65 % of the power allowed to go to the rear wheels. A neat display in the instrumentation informs the driver of the current setting.

Upgraded interior

Talk about neat instrumentation… While the Impreza interior remains a place that will win few design awards, the instrumentation panel at least fits the character of the car. Aluminium-rimmed and with red numbering, the needles travel a full lap of the dials before the rest light up – very sporty. The rest of the facia remains much the same as before, but the quality has improved – there are soft-touch materials here and there – and there’s nothing wrong with the ergonomics. As is to be expected, the seats are aggressively bolstered and the blue inserts verge on OTT. Yet, they’re remarkably comfortable even over longer distances.

Practicality is hardly likely to be a reason for purchase, but the Subaru Impreza WRX STi remains a nicely spacious four-door sedan at heart, and there’s value in that, especially seeing as the only cars that can come close to matching it for thrills at this price are neither as spacious, nor generally offer four doors and a proper boot. Even the specification level is impressive, with welcome features such as a six-disc CD player, electric windows and climate control as well as, oddly, a cruise control stalk, the latter likely to see as much action in its lifetime as a nun.

Sizzling drive

The engine, the hugely powerful 2.0-litre turbocharged flat-four that we’ve all come to know and love, remains unchanged and still pumps out 195 kW and 343 Nm of torque. This car isn’t really about traffic light grands prix – it is quite difficult to launch, requiring a very abusive driving style – but a 0-100 km/h time of 5.77 seconds is impressive nevertheless. It is really strong under boost, and the surge of power is very addictive. Hook the right gear, floor the throttle and it’ll do a very good impersonation of a rocket-propelled sled.

Thankfully the brakes are good, because the speed with which you’re likely to arrive at corners may catch you out the first few drives. It is also at this point (corner entry), where you’ll notice the effect of the changes most. The STi now reacts with immediacy to steering inputs, while the other suspension changes keep the body more stable as it changes direction. Stick DCCD into its most rear-wheel drive friendly position, and the handling is really quite indecently neutral for such a powerful all-wheel drive machine.

Although the car’s low-speed ride is certainly on the firm side, probably to the point of being uncomfortable for the office run, it is much better at speed, and allows the STi to iron out bumps and ruts during hard cornering. The rally genes really shine through in that scenario.

Verdict

As ever, the Subaru Impreza WRX STi is not a car for everyone. It’s brash, over the top and extremely hard-core in look and nature. And yet there’s also nothing superficial about it. There’s incredible depth to this car’s abilities, and it is exactly that which makes it so addictive. On every drive you’re likely to learn something about your own driving that will help you go faster. Considering its amazing performance, thrilling dynamics and truck loads of character, the STi is almost guaranteed future collector status. Buy one, keep it unmolested, cherish it and occasionally enjoy it… One day it may even reward you financially.

We like:

Scorching performance

Superb seats

Faster steering

Grip

Practicality (yes, really)

We don’t like:

Fuel consumption

Time to move on from the blue, gold, big wing theme

Fast facts

Engine: 2.0-litre, flat-four-cylinder, turbopetrol

Power: 195 kW @ 6 000 rpm

Torque: 343 Nm @ 4 000 rpm

Transmission: six-speed manual

Wheels: 17-inch alloy

Top speed: 251 km/h

0-100 km/h: 5.77 seconds

Fuel economy: 13.4 litres/100 km

Also consider:

Audi S4 quattro

Of course, at more than R100k more expensive, the Audi isn’t a true rival, but if you can afford it, and are looking for something with a bit more “class”, then you can’t go wrong here. Effortlessly fast, and superbly comfortable. Not as much fun, though.

Volvo S60R

An often forgotten fast sedan that also boasts all-wheel drive and a quirky engine (five cylinders). The S60R certainly has its charms but it fails to convince as an outright performance car as well as a swift luxury cruiser. Volvo has simply tried to please too many, too different customers with this one.

Alfa Romeo 156 GTA

Hugely charismatic and with an exhaust tone to die for, but this Italian is deeply flawed in other areas – while the handling is good, the ride is far too hard for everyday use, and parts of the car feel “brittle”. Can’t match the Subaru’s performance either.

BMW 120i 5-dr (2004) Driving Impression

Let’s be kind and say the BMW 1 Series has had a dramatic birth. When first images of the Munich-based firm’s new C-segment hatchback first hit the internet, the response was an almost universal thumbs-down. But proving once and for all (again) that one should never judge a modern BMW by viewing two-dimensional images, the 1 Series has quickly found itself a sizeable fan-base. In the metal, its so-called “flame-surfacing” design comes alive and while it is hardly pretty, it is certainly distinctive and eye-catching. For the young and trendy at whom the 1 Series is aimed, that is seemingly enough.

But enough of the styling – you’ll know whether you like it or not. Of more importance is BMW’s controversial decision to stick to a crucial element of the company DNA in an all-out effort to make sure that the 1 Series would be regarded as a true BMW. A hatchback is already a sizeable stretch for the BMW brand, but a front-wheel drive hatchback was thought to be too much of a risk. Consequently, the 1 Series is the first rear-wheel drive compact hatchback of any significance in a few decades. This drivetrain layout, of course, brings some fairly important consequences. The question is whether the benefits of rear-wheel drive (sharper dynamics, purer steering) outweigh the negative (tight rear seat space). Lets have a closer look at the BMW 120i to find out…

Problems in the rear for BMW 120i

Let’s deal with the rear-seat accommodation first. The severe slope of the rear door means the aperture is narrow, especially around the feet area, so ingress/egress is not easy. Rear legroom is, to put it bluntly, poor. But BMW’s designers did try hard to improve matters – the 1 Series has one of the longest wheelbases in its segment and the front seatbacks feature indentations to allow for more knee-space – but these efforts have not succeeded in delivering comfortable rear accommodation. Matters are made worse by the fat transmission tunnel, which essentially turns the 1 Series into a 2+2. By comparison the boot is actually larger than you may expect, but then again it should be. The BMW 120i rides on run-flat tyres and as such there is no spare wheel in the boot.

The situation is far better up front, where the BMW 120i offers very good space and a fantastic driving position, courtesy of a rake/reach adjustable steering and height-adjustment for both front seats. The facia design is driver oriented in the mould of some slightly older BMW models, and also minimalistic in its control layout. Unfortunately the quality is perhaps not quite what you’d expect from a BMW with some signs of cost-cutting in the plastics used.

Considering the 120i’s competitive pricing (compared with mainstream brands such as VW and Alfa Romeo), this BMW’s standard features list is actually quite comprehensive, boasting such items as dual front, side and curtain airbags, radio/CD, air-conditioning, electric windows and mirrors, tyre pressure sensors and front foglamps. BMW’s iDrive control system is not standard but forms part of both of the optional navigation systems.

On the road

Initial driving impressions are mixed. The low-speed ride is firm on those run-flat tyres. The engine sounds surprisingly rough and lacks low-down torque. The steering is heavy, too. No, it is only when you start driving faster and “engage” enthusiastically with the car that the benefits of rear-wheel drive start to shine. The engine loves to rev to the 6 600 rpm limit and the six-speed transmission is so beautifully precise and slick that the frequent down- or up-shifting in search of the power band is never a chore. Sure, the 110 kW 2,0-litre engine does not possess enough firepower to turn the BMW 120i into a hot hatch, but there’s certainly fun to be had.

Things get even better in the twisties. Because the front wheels only have to steer and don’t transmit power to the road, as a front-wheel drive car would, the steering feel is beautifully uncorrupted and linear. Power assistance is hydraulic, so there’s no electronic interference either. And while the steering is heavy at low speeds, the weightiness is actually desirable when grabbing the car by the scruff of the neck and pushing harder. The rear-wheel drive set-up has a further benefit in improved weight distribution front to rear. Resultantly there’s an inherent handling balance to the 1 Series that just cries out for more power to be properly exploited.

BMW 120i – Verdict

The BMW 120i has its flaws, for sure. Rear seat accommodation is poor, the facia finish could be more upmarket and it can be a bit flat-footed at times, which is a shame, as it has the chassis to be a very entertaining warm-ish hatchback. Ultimately its biggest drawcard is the BMW roundel on the nose. Only you will know whether that makes up for its shortcomings.

We like:

  • Pin-sharp dynamics
  • Pure steering
  • Slick transmission
  • Fuel economy
  • Premium badge


We don’t like:

  • Tight rear space and access
  • Awkward styling
  • Lack of low-down grunt


Fast facts

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

Power: 110 kW @ 6 200 rpm

Torque: 200 N.m @ 3 600 rpm

Transmission: Six-speed manual

Wheels: 16-inch alloy (17-inch optional)

Top speed: 213 km/h

0-100 km/h: 10,9 seconds

Fuel economy: 10,98 litres/100 km

Source: www.um.co.za

Also consider:

  • Audi A3 2,0 FSI Ambition: Extremely popular for a good reason – the A3 is a stylish, polished product. It is not as good as the BMW 120i dynamically, but it certainly is more practical, with better rear seat space. A very close contest!
  • Alfa Romeo 147 2,0 5-dr: Alfa Romeo would desperately like to be considered being in the same league as the A3 and 1 Series, but the 147 doesn’t quite cut it. The steering is great and the design beautiful, but it can’t match the Germans for refinement and quality.
  • VW Golf (5) 2,0 FSI Sport: It may not have a “prestige” badge, but the Golf is a solid, capable offering that is unlikely to date too fast. Shares its punchy engine with the A3. Looks a bit hum-drum in this company.

Renault Megane Sport 3-dr (2004) Driving Impression

The arrival of the hottest version of the current Renault Megane could not have been better timed. As the public awaits the debut of the new Golf GTI and Astra OPC, and in the absence of a RS version of the Ford Focus, Renault will have this important segment of the market all to itself for a good few months. It is a rare window of opportunity that the French marque is keen to exploit to the maximum, and one that could be a welcome image booster.

Racy, but restrained looks for Renault Megane Sport

For the “boy racers” out there, a big part of the hot hatch appeal lies in aggressive looks. But most manufacturers agree that to achieve sales success, these machines also have to cater to those with more sophisticated aesthetic inclinations. Consequently, the Renault Megane actually treads a fine line. Available only in the three-door bodystyle, it immediately draws attention, even though it retains the so-called “bubble-butt” of all the other Megane II models.

Renault has fitted large 17-inch alloy wheels to this model, but there’s nothing garish about them and even the changes to the front airdam and rear bumper are relatively subtle. The twin exhaust outlets that exit from the centre of the rear are probably the most expressive design elements to be found. Renault has followed a similar formula inside, where you’re likely to immediately realise it’s different to lesser Meganes, but may initially struggle to point out exactly why.

The chairs are the first giveaway – heavily bolstered, leather-trimmed bucket seats look almost too big for the cabin, and eat into rear space. Look a little closer and you’ll spot smaller details as well, including the generous use of piano black (especially around the displays), a different steering wheel and aluminium pedals in the footwell. As with all Renault Megane models, the ergonomics are very good and the perceived build quality excellent. It is worth noting that this model is built in the highly regarded RenaultSport factory in Dieppe, France.

Thumping performance

Providing the power is a 2,0-litre turbocharged, intercooled engine that delivers a whopping 165 kW and 300 Nm of torque. Renault says that 90 % of that torque figure is available all the way from 2 000 to 6 000 rpm, promising excellent flexibility. The engine is mated with a six-speed manual transmission driving the front wheels. Not so long ago, sending this much power to the front wheels was considered a no-no, because of the expected torque steer.

RenaultSport’s engineers, however, believe they have found a solution through a system called “independent steering axis” front suspension. It is claimed to provide superb steering precision, but to eliminate the unwanted feedback often associated with powerful front-wheel drive cars. Does it work? Well… not really. It certainly limits the squirming effect of the steering in the driver’s hands, but you can still sense that the car is struggling to put its power down cleanly. Let’s call it torque steer “camouflage”… This is, however, not the biggest problem with the Renault Megane steering.

The electrically assisted steering is not too light, but still feels artificial and it’s difficult to “tune into” the Renault Megane Sport, and to achieve the desired accuracy through the steering. Difficult, yes, but not impossible… With prolonged exposure to the Renault Megane, you learn how to drive it to get the best out of it. It is a car that rewards a smooth, precise driver with the patience to execute finely measured throttle and steering inputs. Driven in such a measure, the Renault Megane Sport is not only devastatingly fast, but also massively rewarding. Grip levels are really very high, and the car’s body control is superb. The most enjoyable aspect of the drive is, however, the immediacy with which it responds to throttle inputs.

The power delivery is beautifully linear and strong all the way through the rev range. Third gear, in particular, is heavenly on a twisty mountain pass. The engine’s flexibility is just as well, seeing as the transmission doesn’t quite live up to what we’ve all come to expect from fast Renaults, being rather rubbery in feel. And what about the performance figures? After all, the point of buying a hot hatch is winning the real-life Top Trumps games men so like to play… The top speed is a very impressive 236 km/h, and it should complete the benchmark 0-100 km/h sprint in 6,6 seconds which blows the current hot hatch crop into the weeds.

Renault Megane Sport – Verdict

The Renault Megane Sport is surprising in a number of ways – surprisingly comfortable, surprisingly restrained in terms of design and even surprisingly well-equipped (there’s climate control, cruise control and even eight airbags). But there are negative surprises, too, the biggest of which is the artificial, confusing steering feel. Towards the end of the test term, we were getting to grips with it, but for serious drivers the lack of delicacy, precision and honest feel will be stumbling blocks too big to overcome.

That’s a pity, because the basics are certainly there for a hot hatch that could reign as the best of its kind, and not only because it’s the only one of its kind. As it stands, it will have a tough battle on its hands when the new fast Astra and Golf models arrive.

We like:

  • Scorching performance
  • Standard specification
  • Driving comfort
  • Build quality

We don’t like:

  • “Artificial” steering
  • Torque steer
  • Rubbery gearshift


Fast facts

Engine: 2,0-litre, four-cylinder, turbopetrol
Power: 165 kW @ 5 500 rpm
Torque: 300 Nm @ 3 000 rpm
Transmission: Six-speed manual
Wheels: 17-inch alloy
Top speed: 236 km/h 0-100 km/h: 6,63 seconds
Fuel economy: 11,78 litres/100 km

Source: www.um.co.za Also consider:

  • Alfa Romeo 147 GTA: In the absence of new-generation Golfs and Astras to battle, this quirky Alfa comes closest to matching the Renault offering, even though it is significantly more expensive. For your money you get a sizzling-hot hatch, but it’s far from perfect… The ride is harsh, the interior brittle, the torque steer epic…
  • BMW 325ti Compact: Unlikely to be around for much longer, but still provides plenty of driving thrills. Rear-wheel drive and a charismatic straight-six engine make beautiful music together. But it lacks the hardcore edge of the Renault.
  • Mercedes-Benz C230K Sports Coupe: Strictly speaking not a hot hatch, but it’s a reasonably swift, stylish offering that may appeal to those for whom the Renault is simply too brash.

 

Subaru Impreza WRX STi (2004) Driving Impression

Another year, another Subaru Impreza WRX STi upgrade… or so it feels. You’d never say it by looking at it, but the Impreza STi has been in an almost non-stop state of evolution ever since it first appeared on a rally stage in Monte Carlo back in the ‘90s. This on-going development has not only seen it evolve into what is arguably one of the most recognisable and iconic cars in the world today, but has also built it a cult following among petrolheads as it grew to become a genuine slayer of supercars. Now Subaru has announced another raft of updates, this time centering on the car’s suspension.

Intensive overhaul for Subaru Impreza

Of all the things in the world the Scooby STi may be in need of, a handling upgrade may not be the most obvious. Yet, grip and handling is what this car is mostly about, so staying on top of the pile is important. Consequently the changes to this model go surprisingly deep, even though you’d be hard-pressed to notice the alterations from the outside. Anoraks that look carefully though, may spot the 10 mm wider rear track and slightly wider bodywork. And utter Scooby geeks may realise that the wheelbase is longer by 15 mm. It’s the hardware that has changed most – much of the suspension has been beefed up, particularly the rear differential structure and thicker anti-roll bars are used all-round. There’s also a different castor angle at the front to improve stability at higher speeds, and front and rear lateral suspension links are now made of aluminium.

Perhaps the biggest news is the arrival of Subaru’s Driver Controlled Centre Differential (DCCD) system. Left to its own devices, DCCD will automatically calculate how much power should be sent where, but by using a switch on the centre console the driver can select his/her preferred torque spread, too, with up to 65 % of the power allowed to go to the rear wheels. A neat display in the instrumentation informs the driver of the current setting.

Upgraded interior

Talk about neat instrumentation… While the Subaru Impreza interior remains a place that will win few design awards, the instrumentation panel at least fits the character of the car. Aluminium-rimmed and with red numbering, the needles travel a full lap of the dials before the rest light up – very sporty. The rest of the facia remains much the same as before, but the quality has improved – there are soft-touch materials here and there – and there’s nothing wrong with the ergonomics. As is to be expected, the seats are aggressively bolstered and the blue inserts verge on OTT. Yet, they’re remarkably comfortable even over longer distances.

Practicality is hardly likely to be a reason for purchase, but the Subaru Impreza WRX STi remains a nicely spacious four-door sedan at heart, and there’s value in that, especially seeing as the only cars that can come close to matching it for thrills at this price are neither as spacious, nor generally offer four doors and a proper boot. Even the specification level is impressive, with welcome features such as a six-disc CD player, electric windows and climate control as well as, oddly, a cruise control stalk, the latter likely to see as much action in its lifetime as a nun.

Sizzling drive for Subaru Impreza

The engine, the hugely powerful 2,0-litre turbocharged flat-four that we’ve all come to know and love, remains unchanged and still pumps out 195 kW and 343 Nm of torque. This car isn’t really about traffic light grands prix – it is quite difficult to launch, requiring a very abusive driving style – but a 0-100 km/h time of 5,77 seconds is impressive nevertheless. It is really strong under boost, and the surge of power is very addictive. Hook the right gear, floor the throttle and it’ll do a very good impersonation of a rocket-propelled sled.

Thankfully the brakes are good, because the speed with which you’re likely to arrive at corners may catch you out the first few drives. It is also at this point (corner entry), where you’ll notice the effect of the changes most. The Subaru Impreza WRX STi now reacts with immediacy to steering inputs, while the other suspension changes keep the body more stable as it changes direction. Stick DCCD into its most rear-wheel drive friendly position, and the handling is really quite indecently neutral for such a powerful all-wheel drive machine.

Although the car’s low-speed ride is certainly on the firm side, probably to the point of being uncomfortable for the office run, it is much better at speed, and allows the STi to iron out bumps and ruts during hard cornering. The rally genes really shine through in that scenario.

Subaru Impreza – Verdict

As ever, the Subaru Impreza STi is not a car for everyone. It’s brash, over the top and extremely hardcore in look and nature. And yet there’s also nothing superficial about it. There’s incredible depth to this car’s abilities, and it is exactly that which makes it so addictive. On every drive you’re likely to learn something about your own driving that will help you go faster. Considering its amazing performance, thrilling dynamics and truck loads of character, the STi is almost guaranteed future collector status. Buy one, keep it unmolested, cherish it and occasionally enjoy it… One day it may even reward you financially.

We like:

  • Scorching performance
  • Superb seats
  • Faster steering
  • Grip
  • Practicality (yes, really)

We don’t like:

  • Fuel consumption
  • Time to move on from the blue, gold, big wing theme?

Fast facts

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

Power: 195 kW @ 6 000 rpm

Torque: 343 Nm @ 4 000 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

Top speed: 251 km/h

0-100 km/h: 5,77 seconds

Fuel economy: 13,4 litres/100 km

Source: www.um.co.za

Also consider:

  • Audi S4 quattro: Of course, at more than R100k more expensive, the Audi isn’t a true rival, but if you can afford it, and are looking for something with a bit more “class”, then you can’t go wrong here. Effortlessly fast, and superbly comfortable. Not as much fun as the Subaru Impreza, though.
  • Volvo S60 R: An often forgotten fast sedan that also boasts all-wheel drive and a quirky engine (five cylinders). The S60R certainly has its charms but it fails to convince as an outright performance car as well as a swift luxury cruiser. Volvo has simply tried to please too many, too different customers with this one.
  • Alfa Romeo 156 GTA: Hugely charismatic and with an exhaust tone to die for, but this Italian is deeply flawed in other areas – while the handling is good, the ride is far too hard for everyday use, and parts of the car feel “brittle”. Can’t match the Subaru Impreza performance either.

 

Volvo V50 2.4i Driving Impression

You can blame the rise of the SUV and MPV for much of the modern station wagon’s woes. Unable to match the lifestyle appeal of the former, and also not the utter practicality of the latter, the station wagon market has shrunk into insignificance. Volvo, however, is also not without blame.

Of course, the Swedish manufacturer is synonymous with station wagons, having built and sold millions of them in the previous three decades. But it is these very same no-nonsense, boxy, practicality obsessed machines that have endowed the entire station wagon market with an unfortunate “uncool” perception.

Square is out

With its new V50, Volvo hopes to inject a degree of sportiness and desirability back into the station wagon market. It’s certainly an attractive car, this Volvo V50 2.4i . Based on the very popular S40 sedan, it features the same Viking long-boat inspired overview, well-defined shoulders and nicely sculpted rear end. Riding on stylish 16-inch alloy wheels that fill the wheel arches effectively, the V50 certainly has a hint of athleticism about it that few other station wagons can match.

It is obvious, however, that the slightly smaller dimensions and new found design focus have resulted in some compromises in the packaging of the interior. The wheelbase is slightly shorter than most of the competition, and consequently rear legroom is no better than the S40 sedan’s, which in turn is some way short of the best in this class. Furthermore, the boot is rather small. Save for the ability to pack “higher” in the boot, you may wonder what the point is of this station wagon. It is all about changing market trends. You see, station wagons are apparently no longer to be bought by antique furniture salesmen, but rather by active families who need a car that is sporty and comfortable for the daily slog to the office, but which can transform into a bit of a leisure vehicle for the weekends.

Once you start playing with the Volvo’s seats, it all starts to make sense. The rear seats fold flat completely, leaving a long and very flat floor which, combined with the increased vertical space (compared with a sedan), allows for some very big objects to be transported. Then there are also roof rails, good for carrying a load of up to 75 kg. Overall, the V50 is certainly a more practical all-rounder than the S40 it is based upon.

Comfort & safety

In typical Volvo fashion, safety has been a high priority. There are six airbags, integrated booster cushions in the rear seats, Isofix anchorages and a number of other clever touches. No wonder the V50 has achieved a five-star EuroNCAP crash rating. It also boasts ABS with EBD, as well as stability traction control.

In fact, Volvo has been generous with the overall specification; Climate control, cruise control, automatic headlights and wipers, radio/CD with remote audio controls and front and rear fog lamps are all standard. Further boosting comfort levels for the driver are a steering wheel adjustable for rake and reach, and a seat with manual height-adjustment. Volvo has always been good at fitting supportive seats that remain comfortable during long-distance driving, and the V50 is no different.

Surprising power

This V50 derivative is powered by the brand’s 2,4-litre, five-cylinder engine that delivers a surprisingly “naughty” exhaust sound that do much to substantiate Volvo’s claim that this is a performance wagon. The outputs are good, too, with 125 kW and 230 Nm on tap. In reality, however, the V50 feels even livelier than those figures suggest. It will sprint to 100 km/h in around 10 seconds – not bad for a “wagon”, and faster than most of the competition. The big-displacement engine also shows excellent flexibility during high-speed cruising, with enough overtaking punch remaining available without the need for constant gear changing. Speaking of which, the five-speed manual transmission is very impressive, delivering accurate, fast shifts.

One typical downside of a large-capacity petrol engine tends to be fuel consumption. Normal daily driving in the V50 2.4i should realistically result in a consumption figure of around 10 litres/100 km, perhaps even significantly more at altitude and when transporting goods or more than just a driver. Then again, drive in an economically minded fashion, and you could achieve below 9 litres/100 km without resorting to economy run shenanigans.

Riding on a multi-link rear suspension set-up and boasting a body shell that one senses is very rigid, the Volvo V50 2.4i does excellently in the dynamic department as well. The ride quality is superb, with the car portraying a loping, cushioning gait during cruising that will certainly please the family. And yet, when the opportunity presents itself and the driver is in a playful mood, there’s also good body control, responsive steering and lots of grip. It is very enjoyable, yet relaxing car to drive, with superb levels of noise, vibration and harshness (NVH) refinement being the cherry on top.

Verdict

If you’re looking for an old-fashioned station wagon that prioritises space above anything else, then you should look elsewhere – the V50 is a true sports wagon that offers appreciably improved practicality compared with a sedan, but which remains an entertaining and agile car to drive. Volvo, which at a time not so long ago seemed to exist entirely to produce humdrum, box-shaped wagons with limited driving appeal has really reinvented not only itself but the genre with this impressive product. The V50 is great value.

We like:

Build quality

Refinement

Value

Safety

Ride comfort

We don’t like:

Small boot

Ignition slot placement

Fast facts

Engine: 2.4-litre, five-cylinder, petrol

Power: 125 kW @ 6 000 rpm

Torque: 230 Nm @ 4 400 rpm

Transmission: five-speed manual

Wheels: 16-inch alloy

Top speed: 218 km/h

0-100 km/h: N/A seconds (10 seconds EST.)

Fuel economy: N/A litres/100 km (9.5 litres/100 km EST.)

Also consider:

BMW 318i Touring

Ageing and lacking in power, but the BMW remains a solid choice if performance is not that important. Resale value should be superior to the Volvo’s.

Audi A4 1.8T Avant

A fair bit pricier, but the Audi is arguably the Volvo’s most serious rival, offering similar power, more space, and a very upmarket cabin environment.

Mercedes-Benz C180 Kompressor Classic

Compared with previous Mercedes station wagon offerings, this C-Class is certainly less boxy, but this has impacted its load-carrying ability – the boot is similarly small to the Volvo’s. The Mercedes is also down on power.

Volvo V50 2.4i (2004) Driving Impression

You can blame the rise of the SUV and MPV for much of the modern station wagon’s woes. Unable to match the lifestyle appeal of the former, and also not the utter practicality of the latter, the station wagon market has shrunk into insignificance. Volvo, however, is also not without blame. Of course, the Swedish manufacturer is synonymous with station wagons, having built and sold millions of them in the previous three decades. But it is these very same no-nonsense, boxy, practicality obsessed machines that have endowed the entire station wagon market with an unfortunate “uncool” perception. Can the Volvo V50 turn things around?

Square is out in the new Volvo V50

With its new V50, Volvo hopes to inject a degree of sportiness and desirability back into the station wagon market. It’s certainly an attractive car, this Volvo V50. Based on the very popular S40 sedan, it features the same Viking long-boat inspired overview, well-defined shoulders and nicely sculpted rear end. Riding on stylish 16-inch alloy wheels that fill the wheelarches effectively, the Volvo V50 certainly has a hint of athleticism about it that few other station wagons can match.

It is obvious, however, that the slightly smaller dimensions and newfound design focus have resulted in some compromises in the packaging of the interior. The wheelbase is slightly shorter than most of the competition, and consequently rear legroom is no better than the S40 sedan’s, which in turn is some way short of the best in this class. Furthermore, the boot of the Volvo V50 is rather small. Save for the ability to pack “higher” in the boot, you may wonder what the point is of this station wagon. It is all about changing market trends. You see, station wagons are apparently no longer to be bought by antique furniture salesmen, but rather by active families who need a car that is sporty and comfortable for the daily slog to the office, but which can transform into a bit of a leisure vehicle for the weekends.

Once you start playing with the Volvo’s seats, it all starts to make sense. The rear seats fold flat completely, leaving a long and very flat floor which, combined with the increased vertical space (compared with a sedan), allows for some very big objects to be transported. Then there are also roof rails, good for carrying a load of up to 75 kg. Overall, the Volvo V50 is certainly a more practical all-rounder than the S40 it is based upon.

Volvo V50 – Comfort & safety

In typical Volvo fashion, safety has been a high priority. There are six airbags, integrated booster cushions in the rear seats, Isofix anchorages and a number of other clever touches. No wonder the Volvo V50 has achieved a five-star EuroNCAP crash rating. It also boasts ABS with EBD, as well as stability traction control.

In fact, Volvo has been generous with the overall specification; Climate control, cruise control, automatic headlights and wipers, radio/CD with remote audio controls and front and rear foglamps are all standard. Further boosting comfort levels for the driver are a steering wheel adjustable for rake and reach, and a seat with manual height-adjustment. Volvo has always been good at fitting supportive seats that remain comfortable during long-distance driving, and the Volvo V50 is no different.

Surprising power for Volvo V50

This V50 derivative is powered by the brand’s 2,4-litre, five-cylinder engine that delivers a surprisingly “naughty” exhaust sound that do much to substantiate Volvo’s claim that this is a performance wagon. The outputs are good, too, with 125 kW and 230 Nm on tap. In reality, however, the Volvo V50 feels even livelier than those figures suggest. It will sprint to 100 km/h in around 10 seconds – not bad for a “wagon”, and faster than most of the competition. The big-displacement engine also shows excellent flexibility during high-speed cruising, with enough overtaking punch remaining available without the need for constant gear changing. Speaking of which, the five-speed manual transmission is very impressive, delivering accurate, fast shifts.

One typical downside of a large-capacity petrol engine tends to be fuel consumption. Normal daily driving in the Volvo V50 2,4i should realistically result in a consumption figure of around 10 litres/100 km, perhaps even significantly more at altitude and when transporting goods or more than just a driver. Then again, drive in an economically minded fashion, and you could achieve below 9 litres/100 km without resorting to economy run shenanigans.

Riding on a multi-link rear suspension set-up and boasting a bodyshell that one senses is very rigid, the Volvo V50 does excellently in the dynamic department as well. The ride quality is superb, with the car portraying a loping, cushioning gait during cruising that will certainly please the family. And yet, when the opportunity presents itself and the driver is in a playful mood, there’s also good body control, responsive steering and lots of grip. It is very enjoyable, yet relaxing car to drive, with superb levels of noise, vibration and harshness (NVH) refinement being the cherry on top.

Volvo V50 – Verdict

If you’re looking for an old-fashioned station wagon that prioritises space above anything else, then you should look elsewhere – the Volvo V50 is a true sports wagon that offers appreciably improved practicality compared with a sedan, but which remains an entertaining and agile car to drive. Volvo, which at a time not so long ago seemed to exist entirely to produce humdrum, box-shaped wagons with limited driving appeal has really reinvented not only itself but the genre with this impressive product. The Volvo V50 is great value.

We like:

  • Build quality
  • Refinement
  • Value
  • Safety
  • Ride comfort

We don’t like:

  • Small boot
  • Ignition slot placement

Fast facts

Engine:                 2,4-litre, five-cylinder, petrol

Power:                 125 kW @ 6 000 rpm

Torque:                230 Nm @ 4 400 rpm

Transmission:    five-speed manual

Wheels:               16-inch alloy

Top speed:         218 km/h

0-100 km/h:        n/a seconds (10 seconds est.)

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

Source: www.um.co.za

Also consider:

  • BMW 318i Touring: Ageing and lacking in power, but the BMW remains a solid choice if performance is not that important. Resale value should be superior to the Volvo V50.
  • Audi A4 1,8T Avant: A fair bit pricier, but the Audi is arguably the Volvo’s most serious rival, offering similar power, more space, and a very upmarket cabin environment.
  • Mercedes-Benz C180 Kompressor Classic : Compared with previous Mercedes station wagon offerings, this C-Class is certainly less boxy, but this has impacted its load-carrying ability – the boot is similarly small to the Volvo V50. The Mercedes is also down on power.

 

BMW X3 2,5i (2004) Driving Impression

Another day, another controversial new BMW. This time it’s not only about what Chris Bangle’s done to the looks, either. Much of the debate in the motoring media has centred on the positioning of the BMW X3 . Here is another BMW SUV with limited off-road ability, and which sits rather close to its bigger brother, the older X5, in terms of both size and price. So they say. Will BMW not be cannibalising itself? It’s a valid question but one that doesn’t necessarily apply to all BMW X3 models. Take the derivative featured in this review as a case in point. There is no 2,5-litre manual-transmission X5. There is also no X5 near this price point. Suddenly the initially awkward-looking BMW X3 starts to look quite appealing, doesn’t it?

Size matters

The BMW X3 “compact SUV” positioning is a bit misleading. In the metal it is quite an imposing vehicle, measuring 4 565 mm in length and standing 1 675 mm tall. The ground clearance is a not-insignificant 200 mm. On this sizeable canvas BMW’s design team has applied a much gentler form of the company’s much-talked-about “flame surfacing” and the result is quite a crisp-looking vehicle. Also worth noting are the black plastic bumpers and wheelarch linings, all hinting at the possibility of regular rough-road use.

It’s inside where the generous exterior dimensions play heavily in the X3’s favour – this vehicle is very spacious. There’s lots of head-, leg- and shoulder-room  all round, even for rear passengers. Due to the generous glass area provided by the windows, the cabin is light and airy, and the feeling of spaciousness enhanced. The boot is of a very practical shape (deep and square) and when the rear seats are tumbled forwards, the loading space is long enough to accommodate some very unexpectedly big objects.

Premium feel for BMW X3

In typically modern BMW fashion, the X3’s facia design initially appears a trifle stark. The instrumentation panel almost looks too small, and houses to very neat, but basic-looking dials. The centre section of the facia displays a similar no-nonsense approach to ergonomics. The buttons (of which there are a few) are neatly marked and logically placed. There’s no sign of BMW’s controversial iDrive control system here. But perhaps BMW could’ve added a few dashes of contrasting trim (chrome surrounds for the vents, for example), to brighten things up a little. As it stands the cabin is practical, seemingly well-built and comfortable, but just lacking a bit in the visual delight department.

What it’s certainly not lacking is a good driving position. BMW is a master in this, and the X3 offers generous rake and reach adjustment for the steering wheel as well as height-adjustment (manual) for the driver’s seat. Standard equipment on this model is acceptable, but no better than that. You get electric windows and mirrors, remote audio controls, radio/CD player, air-conditioning and no fewer than six airbags.

What lies beneath

While the standard interior specification is a bit meagre, BMW has not skimped on technology. The BMW X3 uses the company’s new xDrive system which monitors a number of parameters to always (and in near real-time) ensure that traction is maintained. It works in conjunction with a number of other clever systems, including hill-descent control, which limits speeds down steep declines to between 6 and 25 km/h. Combine xDrive with BMW’s usual array of stability control and other electronic systems, and the X3 feels near unflappable on the road and, to some extent, off it. Make no mistake, the BMW X3 isn’t an off-roader and lacks low-range, but it’s good enough for most light excursions off the beaten track. BMW says the system has been optimised for use in mud and snow.

On tar the BMW X3 is easily a class leader, boasting levels of body control and grip that most sedans can aspire to. xDrive plays a big role here, as it can basically manage both over- and understeer out of the system by sending torque to the axle with the most traction. Of course, this being a BMW, the basic suspension is also not to be sneezed at, and it’s worth noting that these electronic systems function quietly in the background. Most drivers will never know about the trickery going on underneath.

This BMW X3 is powered by a 2,5-litre straight-six petrol unit that delivers 141 kW and 245 Nm of torque. With a mass of over 1,6 tonnes, the X3 is certainly not a lightweight, so those power figures look fairly worrying. In reality, though, the BMW X3 2,5i feels lively to drive around town and retains impressive overtaking urge on the highway. But it doesn’t feel like a vehicle that can do the 0-100 km/h sprint in 9,6 seconds, as BMW claims. It is also quite thirsty. Driven normally on a daily basis (mix of town, highway and B-road) should see it return a figure of around 13 litres/100 km. All that said, the BMW X3 2,5i is a pleasure to drive, with nicely weighted steering, a slick six-speed manual transmission and excellent ride/handling.

BMW X3 – Verdict

As BMW has proven to the critics countless times… the proof is always in the pudding. In the case of the BMW X3 2,5i, the pudding tastes rather good. At the price it is an excellent entry into the BMW SUV range and one which should prove very popular in the local market. Expect rival brands to react very quickly, as the X3 is poised to win many new fans for BMW.

We like:

  • Premium appeal
  • Classy looks
  • Ride/handling
  • Build quality
  • Interior space


We don’t like:

  • Facia looks a bit cheap in places
  • Basic standard specification
  • Quite thirsty


Fast facts

Engine: 2,5-litre, straight-six, petrol

Power: 141 kW @ 6 000 rpm

Torque: 245 Nm @ 3 500 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

Top speed: 213 km/h

0-100 km/h: 9,6 seconds

Fuel economy: 12,9 litres/100 km

Source: www.um.co.za

Also consider:

  • Volvo XC70 2,5T: More of a station wagon in hiking boots than an SUV, but they’re similarly capable. The Volvo has a bit more power as well as significantly more space. Of course, the Volvo badge can’t match the BMW roundel, but it does possess significant charm and capability.
  • Subaru Forester 2,5 XT: A fantastically entertaining vehicle but ultimately lacks the BMW’s polish and desirability. The Forester does, however, feature low range and packs a serious performance punch. Heavy on fuel, though…
  • Land Rover Freelander V6 HSE Automatic: There isn’t a manual Freelander V6, but nevertheless this model could be worth considering as it is similarly sized to the BMW X3, features all-wheel dive and boasts a measure of badge appeal. Very thirsty.

BMW 645Ci (2004) Driving Impression

There’s an elephant in the room. And it’s a pretty big one. No matter how technologically advanced, how fast or dynamically adept BMW’s new 6 Series coupe may turn out to be, all talk eventually turns to the same topic – design.

Adrian van Hooydonk, one of the Chris Bangle disciples, is credited with penning the controversial styling. In the end, the big question is this… is the BMW 6 Series so good that you can even forgive it the awkward exterior? Is there another type of beauty under that skin? Let’s find out!

Powerful presence

Whether you like the design or not, there’s no denying this BMW’s very powerful visual presence. Measuring in at 4 820 mm long, 1 855 mm wide and 1 373 mm high, the 6 Series is a squat, muscular car that casts a big shadow. The wheelbase is long and the sloping roofline that terminates in that weird “whale tail” is very striking. The standard wheels are just about big enough at 18-inches, but huge 19-inch items are also offered and arguably improves the overall visual balance of the car.

Considering the 6’s size, the cabin is actually not that spacious. In fact, rear legroom is extremely limited and headroom is not exactly overly generous either. The length of the body has however enabled BMW to offer a very spacious boot, similar in size to most large sedans.

Up front, comfort levels are excellent. The seats are upholstered in plush leather and boast generous side bolstering as well as electronic adjustment. A nice touch is the adjustable cushion length, which helps even very tall drivers achieve excellent under-thigh support.

The facia design follows in the style set by the 7 Series, offering very minimalistic instrumentation and a centre section that has surprisingly few buttons, considering the vast number of features packed in the BMW’s cabin. Of course, this has much to do with the presence of iDrive, BMW’s much-maligned control system that takes a good few days to completely become familiar with.

In the BMW 645Ci, however, there have been some improvements and with time most luxury cars will boast similar systems as it does cut the clutter in the cabin. And this car certainly offers all the mod-cons, including climate control, satellite navigation, cruise control and a top-end sound system with DVD functionality.

Charismatic engine

Under that very long bonnet is BMW’s by now familiar 4.4-litre V8 engine that boasts such features as bi-Vanos valve timing, Valvetronic valve lift control, dual overhead camshafts and a variable-length intake manifold. It delivers 245 kW, revs freely all the way up to 6 500 rpm and crunches out 450 Nm of torque at 3600 rpm. It is a glorious power unit that delivers relentless performance in a very refined way, albeit with a very naughty (and nice) sound track.

Sprinting to 100 km/h takes only 6.1 seconds, and the overtaking acceleration is deeply impressive, too. This has much to do with the six-speed automatic transmission’s ability to hook the right gear at the right time. Underpinning the large coupe is a shortened version of the BMW 5 Series’ platform, sporting a sub-frame-mounted multi-link arrangement at the rear and active anti-roll bars at both ends. Providing safety back-up, and allowing the driver in some instances to sharpen up the car’s reactions, is the standard DSC (dynamic stability control) system that incorporates a raft of sub-systems, including dynamic traction control and cornering brake control among others. Also fitted, somewhat controversially, is Active Steering and Dynamic Drive.

Going into the inner working of these systems will take up many paragraphs of text, but essentially Active Steering tries to be light and manoeuvrable around town but more direct at speed. Dynamic Drive, on the other hand features a Sport function which sharpens up the throttle response, stiffens the dampers and adds speed and weight to the steering.

Does it all work? To a large degree yes. The BMW 645Ci corners with great poise and virtually no bodyroll, with the levels of grip generating such forces as to squash the driver’s ribs into those generous side bolsters. Driven hard, this BMW certainly rewards the pilot.

But there are moments when the car’s bulk and weight count against it. It feels less rear-biased than most BMW coupes of the past and when cruising at speed the “virtual” steering response can be off-putting. But let’s not forget that this is not an M-car. It needs to satisfy enthusiastic drivers and those who simply want a swift, luxurious cruiser. In that context the 645Ci delivers a very good dynamic compromise.

Verdict

This is a pricey car, and to a large extent the amount of technology, luxury and performance on offer justify the expense. Spend some time with this continent crusher and most of the concerns about the styling even fade away. The 645Ci may not be a love-at-first sight type of car, and even on paper it doesn’t immediately jump out as an obviously good buy, but it’s a hugely charismatic machine that slowly wins over its driver. It’s just a pity that the cabin is not as spacious as the size of the car suggests, because that is pretty much the only serious flaw of this package.

We like:

Performance

Ride/Handling balance

Comfort

Quality

We don’t like:

Cramped rear seats

Fuel consumption

Artificial steering feel

Fast facts

Engine: 4.4-litre, V8, petrol

Power: 245 kW @ 6 250 rpm

Torque: 450 Nm @ 3 600 rpm

Transmission: six-speed automatic

Wheels: 18-inch alloy

Top speed: 250 km/h

0-100 km/h: 6.1 seconds

Fuel economy: 13.4 litres/100 km

Also consider:

Porsche 911 Carrera Tiptronic:

Yes, it’s not quite the same type of car, and yes, the Porsche is more expensive… but it is very likely that the iconic 911 will feature strongly on the radar of those considering the large BMW. The Porsche is the superior driver’s car, though obviously not as practical, as it lacks the BMW’s packing space.

Jaguar XK8 Coupe:

Ageing the Jaguar may be, but it’s getting better with continuous refinements. Down on power, but not so much on performance. The big problem is the interior, which lacks the BMW’s quality and sophistication.

Mercedes-Benz CLK55 AMG:

Slightly smaller than the BMW, but in full fat AMG trim the CLK55 is a blisteringly fast, and massively fun modern muscle car. Similarly practical to the BMW, and the build quality is also excellent. And it’s cheaper.

Kia Picanto LX (2004) Driving Impression

Until very recently, the South African budget car buyer had a very simple choice to make – CitiGolf, Tazz or Corsa? Based on proven previous-generation vehicles and therefore offering a great deal of peace of mind, this trio has achieved enormous sales success. But their reign may be coming to an end. The CitiGolf can’t go on forever, no matter what Volkswagen says, and the Tazz is starting to feel as old as it looks. One senses the opportunity exists more than ever before for those superminis so loved by other countries, to finally take root in South Africa. But if you were expecting the established brands to take a lead with this, you may have to think again. Based on its new Kia Picanto, Korean brand Kia may have just sprung a big surprise.

Ultra-modern looks for Kia Picanto

The Kia Picanto is all-new and not based on anything that has come before. As a result it boasts the latest in small-car packaging and design, two things that should stand it in good stead against its geriatric competitors. It’s quite a square-cut little car with large, near-rectangular front lights and big, black bumpers. And it really is rather compact, measuring less than 3,5 metres in length and weighing in at below a tonne. The quality of the paintwork and the fit and finish is really impressive all-round.

The spaciousness of the cabin (in front at least), comes as a big surprise. There’s ample head-, shoulder- and legroom, and the facia design is anything but basic, creating the sensation that you’re sitting in a vehicle from a class above. The neatly cloth-upholstered seats boast substantial width and provide good comfort levels during general driving, but lack some lateral support. The steering wheel is not adjustable but the driving position should suit most – visibility out of the vehicle is excellent. Kia has to be applauded for the style and fit and finish of the interior. All the controls work with the type of precision and slickness we’ve come to expect from Japanese vehicles. The designers have also managed to find space for a number of clever storage spaces, even above the driver’s legs.

With a wheelbase of only 2 370 mm rear legroom is predictably not great, but probably still better than most will expect. With some compromise from those seated in front, adults can be accommodated in the rear, but note that there are no rear headrests. The boot is, sadly, very small. Perhaps worse from a South African usage perspective is the lack of a luggage cover and spare wheel. The rear seats are split and can fold down to improve cargo carrying ability when needed.

At the price one can’t expect too many features, and the Kia Picanto LX comes without power steering, air-conditioning, a sound system and ABS. What it does have, however, is a driver’s airbag, which is not that common at this price level. Central locking is also included as are height-adjustable headlights and rear foglamps. It needs to be emphasised that although the Kia Picanto LX is sparsely equipped, it doesn’t look like that from behind the steering wheel, which is quite an achievement. This car looks more expensive than it actually is…

Good driveability

The Kia Picanto LX is powered by a 1,1-litre, four-cylinder petrol engine that pumps out a meagre 47 kW and 99 Nm of torque. Thankfully the car is not heavy, and performance feels far nippier than you’d expect looking at those figures. In reality it is quite a zippy little car to drive around town, with the lack of power only really becoming an irritation when you hit the highway or need to overtake at near the national speed limit. The engine is mated with a five-speed transmission that delivers light, uneventful gearshifts. The fuel consumption is not unreasonable – the little engine has to work hard, of course. A consumption figure of 8,4 litres/100 km is achievable with some careful driving. This is just as well, seeing as the fuel tank holds only 35 litres.

Easily one of the Picanto’s best attributes is its ride quality. The little car absorbs bumps very effectively and yet it doesn’t feel particularly “floaty”. Even the unassisted steering is quite good – if you thought it would be a wrestling match to park, you’re wrong. The only real concern is in the braking department. Be mindful that there’s no ABS, because the wheels lock up quite easily under hard braking. The car is unlikely to be bought by boy racers, and Kia knows this. Driving enthusiasts will have to look elsewhere for their kicks, as the Kia Picanto LX doesn’t have enough power to chirp its wheels or get (almost) into trouble. Predictable understeer is the name of the game.

Kia Picanto – Verdict

The Kia Picanto is a breath of fresh air in the entry-level new car market. Modern-looking on the outside, surprising classy (and spacious) inside and with an excellent performance/economy mix it sets a new benchmark in this segment. The only real downside is that, for some people, it will simply not offer enough rear passenger and boot space. Judged by this impressive new contender, Kia is certainly a brand to keep an eye on.

We like:

  • Cute looks
  • Standard driver’s airbag
  • Front-seat comfort
  • Fuel economy
  • Ride comfort


We don’t like:

  • Small boot
  • No spare wheel
  • No ABS


Fast facts

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

Power: 47 kW @ 5 500 rpm

Torque: 99 Nm @ 3 000 rpm

Transmission: Five-speed manual

Wheels: 14-inch steel

Top speed: 155 km/h

0-100 km/h: 15,6 seconds

Fuel economy:  8,4 litres/100 km

Source: www.um.co.za

Also consider:

  • Daihatsu Charade CX: As always, the Daihatsu is a quirky choice but it’s unlikely to give you any trouble. Sadly, in CX trim, it doesn’t give you much of anything in the way of standard features either. Rear legroom is superb, though, as is economy.
  • Hyundai Atos Prime: Past its… er, prime. This Hyundai doesn’t offer a lot of standard features and also can’t match the power/economy balance of some newer rivals.
  • Chevrolet Spark LS: It may be a modern-day reincarnation of the Daewoo Matiz, but the Spark comes closest to matching the Picanto’s appeal. Offers decent specification but is significantly down on power.

Volkswagen Touareg 2.5 R5 TDI (2004) Driving Impression

Quite often the entry level derivatives of premium-segment vehicles turn out to be the best buys in their line-ups. Why, you may ask? Well, it has, of course, something to do with entry level pricing. But perhaps even more important is the fact that these models are usually developed to be at their most competitive at “flagship” level.

Take the Mercedes-Benz S-Class for example. During its development, a great emphasis is placed on making sure that the top-dog S500 and S600 models set new standards. But all that engineering expertise filter down to the S320s as well… Does the same ring true for the entry level VW Touareg?

City slicker looks

There’s actually preciously little to aesthetically differentiate the base Touareg from the flagship V10. Besides some chrome detailing here and there, perhaps the biggest giveaway is the fitment of 17-inch alloy wheels as standard, as opposed to the 18-inch items fitted to the V10. The design of the Touareg has garnered lots of praise. It has far more in common with the offerings from BMW and Mercedes-Benz than the “mass-market” offerings from the likes of Toyota, Mitsubishi and Land-Rover with which it competes on price.

But don’t let its urban warrior looks fool you, because the basics of the Touareg’s design seem to point to a vehicle that was conceived with strong off-road potential in mind. The ground clearance is a high 222 mm, but opt for the optional air suspension and you can raise it up to 300 mm. The approach (28.4 degrees) and departure (28.1 degrees) angles are impressive, too. These things are worth pointing out, because the Touareg is a big vehicle, and manoeuvring it around obstacles will be challenging. Its wheelbase alone stretches to an impressive 2 855 mm, and its 1 928 mm wide.

The immediate benefit of these dimensions is superb cabin space. The boot measures a massive 555 litres, and yet rear legroom is impressive, too. This makes the Touareg well-suited to the role of family holiday car. But by the far the Touareg’s most impressive cabin feature is the perceived quality.

In fact, the Volkswagen Touareg 2.5 R5 TDI feels like it belongs in the premium segment every bit as much as the X5 and M-Class have. Inspired by the company’s Phaeton luxury sedan, the design is fairly straightforward, but the detailing quite superb. This, of course, is a direct result of Volkswagen benchmarking the Touareg V10 to the best out there during development. This “baby” Touareg doesn’t feel entry level at all.

Some of the V10 models nice-to-have features are obviously not standard on this 2.5, but in general the specification level is comprehensive. Included are; dual-zone air-conditioning, climate control, a radio/CD player, heated front seats, six airbags and leather upholstery. The options list is quite long, including satellite navigation, different leather colours, electrically adjustable seats and Xenon headlamps, among other items.

Half-hearted?

Powering this 2.5-litre, five-cylinder derivative is half of the five-litre V10 engine fitted to the flagship. Still, the power and torque outputs are competitive, rated as 128 kW and 400 Nm respectively. Power goes to all four wheels via what is becoming something of a rarity in this segment – a six-speed manual transmission, when the market is shifting to automatics.

The Touareg, which was co-developed with Porsche’s Cayenne, has some serious off-road hardware under its skin, including an electronically controlled system that can send 100 % of the power to even just wheel. The default power split is 50/50 front to rear. Also boosting the VW’s off-road prowess is a low-range transfer case and centre diff-lock.

Our test unit didn’t really have tyres that looked entirely suitable to hardcore off-roading, but a light venture into the rough confirmed that the Touareg will take most families as far as they’d ever want to go. Only the tricky clutch/manual transmission combination requires some concentration off-road, to avoid stumbling out of the engine’s power band.

The engine itself is not quite flawless. It sounds very rough at idle and some vibration can be felt through the pedals. Clearly, it lacks the balance of the V10, but that being said, it’s probably no worse than what is on offer from its direct (price) rivals. Tipping the scales at 2.2 tonnes, this is a heavy machine, and consequently the engine struggles to move the big SUV from rest with great haste. A 0-100 km/h time of 12.4 seconds is not always going to be achievable, because you really have to become very familiar with the clutch/transmission to effect swift pull-aways.

The good news is that the engine is significantly more impressive at cruising speeds, and fuel economy, given the vehicle’s size, is also very good. It is in this cruising role that the Touareg is most comfortable, with the suspension soaking up the bumps and thumps and the cabin being a superbly luxurious environment to spend time in.

Verdict

Priced to compete against the likes of Toyota, Mitsubishi, Land Rover and Volvo, this Volkswagen Touareg 2.5 R5 TDI feels like it actually belongs in a higher – read premium – segment. The cabin is superb, the off-road ability impressive and the long-distance comfort very good. The only downside, really, is the relative lack of refinement of the engine, and particularly the tricky clutch/transmission. This vehicle is, however, available with Volkswagen’s Tiptronic automatic transmission, which should address most of the criticisms.

We like:

Value

Safety specification

Perceived quality

Spaciousness

We don’t like:

A bit flat-footed at times

Laborious gearshift action

Fast facts

Engine: 2.5-litre, five-cylinder, turbodiesel

Power: 128 kW @ 3 500 rpm

Torque: 400 Nm @ 2 000 rpm

Transmission:  six-speed manual

Wheels: 17-inch alloy

Top speed: 184 km/h

0-100 km/h: 12.4 seconds

Fuel economy:  9.8 litres/100 km

Also consider:

Land Rover Discovery TD5 S:

The ageing Land Rover can’t hold a candle to the new Volkswagen, being seriously down not only on power, but also sophistication, refinement and safety. A new version can’t come soon enough.

Mitsubishi Pajero 3.2 D-ID 5-dr:

The big Mitsubishi certainly has its charms – it is massively capable off-road and very spacious inside – but on the downside it can’t match the on-road comfort and overall refinement of the Touareg.

Toyota Land Cruiser Prado 3.0DT:  

A popular choice in South Africa and a fair bit cheaper than the Volkswagen, but it lacks power and the interior refinements that make the Touareg feel so special. Also not as good on the road as the German.