VW Golf 1.6 Comfortline (2004) Driving Impression

Being tasked with designing a new-generation VW Golf must be a stressful exercise. Perhaps that’s why Volkswagen designer Marc Lichte looks like a frazzled young Einstein. The car he has penned, the VW Golf 5, carries on not only a proud legacy, but is also expected to make a healthy contribution to the Volkswagen bank account, as every Golf has done before. Failure is not an option. Lichte’s dilemma must also be viewed within the context of the market. Opel is about to launch a sexy new Astra. Renault’s quirky Megane has been doing well. And Mazda’s new “3” has garnered considerable acclaim. Then there’s also a new Focus around the corner. Observers have noted that the levels of flair evident in this market segment have never been higher. Has VW been brave and followed suit?

Classy conservatism for VW Golf 5

Volkswagen has decided to remain true to its strategy of design evolution for the new Golf and the result is a conservative, yet handsome car that is unlikely to date fast. The VW Golf has traditionally boasted high resale values, and a conservative, consistent design approach is one of the key reasons. It’s certainly not an unattractive car, with its rear end being particularly neat and boasting a tail lamp design inspired by the marque’s Phaeton luxury sedan. A lovely touch is the big VW badge that doubles as the tailgate handle. In Comfortline trim there’s nothing flashy about the VW Golf – there are no front foglamps, plenty black plastic and the wheels are relatively small 15-inch items. At least they are of the alloy variety.

Surprisingly, given the car’s compact looks, the new VW Golf is longer, wider and taller than the model it replaces. The wheelbase has also grown by a significant amount (67 mm). The result is a vastly more spacious cabin – rear legroom has been improved by more than 50 mm, and headroom has been stretched, too. The boot has shrunk slightly but this has also been the case with most of its rivals, and consequently the Golf’s packing space remains competitive.

Comfort is king

Initial impressions of the cabin are not entirely favourable. With grey being the colour of choice and not much brightwork to add some contrast, the Golf’s interior can be described as drab and boring. The design is also very straightforward, featuring a raised centre section housing logically placed controls for the entertainment and climate systems. The only slightly sporty touch is a pair of leg braces inspired by those found on the Audi TT. Thankfully the instrumentation still features Volkswagen’s classy blue backlighting and the gear lever knob exhibits a hint of aluminium.

But those first impressions quickly fade, because the Golf offers the most comfortable accommodation in its segment… by some margin. The seats are superb, offering soft cushions as well as sufficient lateral support. It goes without saying that height adjustment is part of the package. The steering wheel, too, features a wide range of adjustment (rake and reach), and therefore a comfortable driving position is a given.

Comfortline specification lives up to its name and includes such items as cruise control, auto lights and wipers, radio/CD system, electric windows, heated side mirrors and an automatic anti-dazzle rear-view mirror. The safety package consists of ABS with EBD and front, side and curtain airbags.

Under the skin

The new VW Golf is vastly different under the skin, with Volkswagen determined to improve on the somewhat dull dynamics of its predecessor. The old torsion beam rear suspension has been ditched for a more advanced (and costlier) multi-link set-up that theoretically should provide improved cornering stability without impacting negatively on ride comfort. The car’s structure is also massively stiffer (around 80 %), and yet the Golf weighs only slightly more than its predecessor.

Has it worked? In short, yes. From the moment the wheels start turning, the VW Golf feels lighter, more agile and more responsive. It still rides with the best of them, but it resists understeer far better and the body control is among the best in this segment. It certainly feels like a platform that would make for a good GTI! The only downside is the steering which, while precise enough, doesn’t offer much feel.

Powered by a slightly tweaked version of the company’s known 1,6-litre petrol engine, there are no fireworks in the performance department. In fact, the Golf 1,6 Comfortline is one of the lazier cars in its segment, proving to be rather sluggish off the mark as well as in the overtaking stakes. Perhaps as a result of its dearth of power, one tends to drive it harder and consequently its fuel economy suffers. At least it is a refined unit, revving smoothly and quietly.

VW Golf 1.6 Comfortline – Verdict

While it may thus far sound as if the VW Golf 1,6 Comfortline is a middle-of-the-road product, the reality is that as an ownership proposition it is near unbeatable. It is not only competitively priced, decently equipped and supremely comfortable, but also offers a standard maintenance plan and the very strong likelihood of unmatchable residuals. For the overwhelming majority of South Africans, this will be more important than “flair”. Sleep easy, herr Lichte.

We like:

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

We don’t like:

  • Performance
  • Drab interior

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 alloy

Top speed: 181 km/h

0-100 km/h: 12,9 seconds

Fuel economy: 9,9 litres/100 km

Source: www.um.co.za

Also consider:

  • Renault Megane 1,6 Dynamique: Rather quirky, but the Renault has proven popular in South Africa. Slightly more affordable and offers a comprehensive standard specification level. Not as spacious, though, and the resale won’t be near as good either.
  • Toyota RunX 160 RX: Feels lightweight and slightly “cheap” next to the Golf, but the upshot is far livelier performance. Small boot and a less sophisticated cabin are disappointments.
  • Mazda3 Sport 1,6 Dynamic: An underestimated rival that offers a healthy dose of “zoom-zoom” spirit in its performance and handling, and a decent standard specification list. Unfortunately road noise levels are high, so it doesn’t come across as refined enough.

 

Mercedes-Benz SLK200 Kompressor (2004) Driving Impression

Mercedes-Benz’s first-generation SLK was undeniably a sales success. Its combination of designer looks, a folding hard-top and that badge at a reasonable price proved too much to resist for the world’s upwardly mobile. But the market doesn’t stand still.

Some rivals, such as the Audi TT, BMW Z4 and Honda S2000 have surpassed the SLK’s design appeal and performance, while there have always been questions marks over the Mercedes’ ability to entertain. That’s where SLK version 2.0 comes in, said to be the result of a seriously intensive development process in pursuit of petrolheads’ approval all over the world.

Mini SLR looks

While it is immediately apparent that the new car’s proportions have been stretched (it is wider, longer and even taller), the most eye-catching part of its design is undoubtedly the nose, inspired by the current top dog in the Mercedes model hierarchy, the SLR McLaren. In turn, that car’s quirky nose treatment was directly inspired by the McLaren F1 racers. Clearly Mercedes is hoping that a little bit of F1 “DNA” will endow the SLK with some street cred. Whether you appreciate the connection or not, the SLK is certainly a striking machine.

Courtesy of its folding hard-top design (which requires more space to fold in the rear), the car’s proportions are quite different to its rivals – the nose is long and the rear deck is high, but far more rounded than before and incorporates a small, integrated spoiler. Neat 16-inch wheels put the finishing touches on what is a very pretty car. Roof down, it arguably looks even better.

The cabin represents a major step up from its rather blocky, plasticky predecessor. The longer wheelbase has been used to improve the driving position and the seats offer a wider range of adjustment. The facia design and execution look and feel significantly more upmarket, with soft touch materials and satin-silver accents contributing to the premium ambience.

Although there appears to be a frighteningly large number of buttons on the facia, familiarity soon sets in and they’re all well-marked. Besides, the reason why there are so many in the first place is because this base-model SLK is very well-equipped as standard, including the likes of cruise control, a very powerful sound system and Bluetooth phone compatibility.

Topless preference

Depending on the prevailing weather conditions, driving without a roof can be as uncomfortable as it is desirable. Mercedes-Benz’s engineers have tried very hard to make the SLK an attractive topless option, no matter what the temperature. It features an all-new neck-level ventilation system called Airscarf, which channels warm air directly to the occupants’ shoulders. The system is automatically controlled based on the outside temperature and also the speed at which the car is moving. It works a treat, and means the SLK’s top-down attributes are more readily enjoyable, more often. By the way, the SLK’s roof stows neatly into the rear compartment in a fully automated 22 seconds.

Of course, the SLK’s unique hard-top roof adds a measure of extra security compared with a soft-top, too, in addition to better NVH (noise, vibration, harshness) control. Roof-up, the SLK could just as well have been a coupe, save for the odd creak here and there.

More fun

Mercedes-Benz’s chassis experts have really worked hard to give the most junior SLK a more engaging dynamic character. That said, while the ride is certainly firm, it is hardly ever jarring, and retains its good comfort levels at higher speeds. Driven enthusiastically you’re likely to be impressed with the much higher levels of grip, and the more precise steering. The car never feels as lively at the rear as, for example, the BMW Z4 but, nevertheless, the improvement is significant. If this is the base SLK, then more powerful versions should be quite something.

Under that long bonnet is a new supercharged 1.8-litre engine that develops 120 kW and 240 Nm of torque. The Mercedes-Benz SLK200 Kompressor, of course, is no lightweight, tipping the scales at a fairly substantial 1.4 tonnes. Within that context its performance is rather impressive. Mercedes claims a 0-100 km/h time of 8.6 seconds and a 230 km/h top speed. Playing a big part in the SLK’s surprisingly spirited performance is a six-speed manual transmission that is significantly better than the self-shifters usually offered by this company. The transmission provides crisp, accurate shifts with little hindrance between the gates.

Resultantly it is a delight to move up and down the ratios in search of the optimum performance. And while the SLK200 doesn’t have a particularly rorty exhaust sound, the supercharger whine provides some aural entertainment. The engine’s other big talent is economy – even when using the engine’s performance potential the engine remains comparatively frugal. A daily figure of around 10 litres/100 km – with the odd blast thrown in – is realistic.

Verdict

In its latest guise the Mercedes-Benz SLK200 Kompressor, even in base form, is no longer a poseur’s car. Offering a balance of performance and economy, ride and handling that arguably hits the sweet spot better than any of its rivals, the SLK200 should appeal to a very wide spectrum of buyers. Now add the Mercedes badge, vastly improved build quality and even a long maintenance plan, and you really can’t go wrong here…

We like:

Attractive design

Standard equipment

Ride/handling

Build quality

Airscarf system

We don’t like:

Lack of steering feedback

Some creaks from roof

Fast facts

Engine: 1.8-litre, four-cylinder, supercharged, petrol

Power: 120 kW @ 5 500 rpm

Torque: 240 Nm @ 3 000-4 000 rpm

Transmission: six-speed manual

Wheels: 16-inch alloy

Top speed: 230 km/h

0-100 km/h: 8.6 seconds

Fuel economy: 10.46 litres/100 km

Also consider:

BMW Z4 2.5i:

Its controversial styling may be a massive turn-off to a large percentage of potential customers, but underneath that flame-surfaced skin hides an extremely capable, fun-to-drive roadster that is dynamically superior to the Mercedes.

Audi TT Roadster 1.8T:

A more predictable (boring, for some) handler, but the Audi has plenty of charm courtesy of its unique exterior design, beautifully made interior and powerful 1.8-litre turbocharged engine.

Chrysler Crossfire Roadster 3.2 V6:

A fair bit more expensive, but it does offer more power and very individualistic design. Under its skin the Crossfire is essentially a previous-generation SLK, and consequently doesn’t feel as convincing on the road as the new model.

Renault Scenic II 1.6 Expression (2004) Driving Impression

Sequels are almost always a disappointment, perhaps because by definition they can never have the impact of the original. The movie world is littered with examples, as is the automotive industry. Just ask Sylvester Stallone and British Leyland, respectively. Nevertheless, it’s fair to say that much is expected of the Renault Scenic II, the follow-up to a vehicle that had started an entirely new sub-segment in the car market and which was, consequently, massively profitable for its maker. Has Renault managed to again move the goalposts, or is Scenic II doomed to be a typical sequel-like flop?

Experience counts for Renault Scenic

The most crucial aspect of a compact MPV – its raison d’être, if you will – is to provide the type of interior space, flexibility and practicality that a similarly sized (and priced) hatchback can not. In this regard it has to be said up front that Renault has shot the lights out. Sure, the new model is a fair bit bigger than the outgoing one (wheelbase is stretched by more than 100 mm), but it’s nevertheless mighty impressive how much space Renault has managed to squeeze out of something that looks so compact from the outside. Headroom was never an issue fro the Renault Scenic, so the big improvements come in the guise of increased shoulder-room and more leg-room for rear-seated passengers. The boot is also of C-segment sedan-rivalling size, and certainly bigger than most hatches at this price.

But that’s just the basics. Renault has stuffed the cabin full of clever features. The rear seats can be completely removed if needed, transforming the Renault Scenic II into a very useful cargo carrier. And you sense the cabin was designed by a group parents. There are flip-up airliner-style tables for the rear passengers and storage boxes everywhere, including in the floor under rear passengers’ feet, and in trays under the seats.

The standard features count is deeply impressive fro the Renault Scenic II, and shows a strong focus on safety. There are dual front, side and curtain airbags in addition to ABS with EBD and disc brakes all-round. Isofix child-seat mounts are fitted at the rear. On the comfort and entertainment side, the picture is similarly rosy – joining the usual air-conditioning, electric windows/mirrors and radio/CD player on the list is the not-so-common rain-sensing wipers, auto-lights and rake and reach adjustable steering wheel.

Unfortunately, there are some gimmicky features as well, which could have been left out to simplify not only the user experience, but potentially also reliability. There’s a digital display that stretches too far away from the driver, a somewhat counter-intuitive electronic hand brake, and the remote audio controls behind the steering wheel are not as user-friendly as those that are mounted on the wheel.

Overall, though, a very impressive effort. Comfort levels are high, it is top-rated for safety, and the fit and finish seem superior, too.

Down on power?

The Renault Scenic II is such a practical, family friendly vehicle that it will undoubtedly often be called upon for long-haul journeys to family holiday destinations. While seating comfort is not an issue – in fact, with the rear seats even slightly raised to afford rear passengers a better view, comfort is superb – the driver may find the Renault Scenic II lacking in power. On paper the 1,6-litre engine looks reasonable, delivering 83 kW and more than 150 Nm of torque. But the Scenic’s problem is weight – the extra dimensions and many features have made it quite a chubby vehicle. Now factor in the weight of a family of five and their luggage, as well as the potential of driving at altitude, and suddenly the Renault looks a little under-endowed.

In truth, however, the power deficit (or rather the weight issue) only comes into play at the national speed limit and when faced with overtaking. Around town the vehicle is a joy to drive, with a slick gearshift and good get-up-and-go. The engine is also refined and fairly economical. Renault claims a consumption figure of 9,3 litres/100 km but you could beat that.

Typically French ride

The Renault Scenic II has a straightforward suspension set-up, but the tuning and, perhaps, tyre choice, have given it the unrivalled levels of ride comfort so typical of Gallic sedans of yore. It is always a very serene vehicle, even when the road conditions worsen, and it quickly becomes clear that Renault has paid a lot of attention to noise suppression. This adds to the overall feeling of refinement. Even the electronically assisted steering, which is often a problem area, is not an issue with this vehicle – the weighting is actually fairly good.

Renault Scenic II – Verdict

Based on the Megane II, but significantly different in character, the Renault Scenic II is another impressive new offering from Renault at a very impressive price. Given the vehicle’s main purpose in life, the practical, carefully thought-out cabin can only get a double thumbs-up, even if there are minor irritations. The refinement, generous standard features list and ride comfort are further positives. In fact, you have to nit-pick to fault this vehicle. As is to be expected, this sequel isn’t the breakthrough that its predecessor was, but it is a better all-round vehicle. Think of it as the Toy Story 2 of movies, perhaps lacking the novelty factor of the original, but being far more enjoyable (and clever) overall.

We like:

  • Practical cabin
  • Spaciousness
  • Standard features
  • Ride quality
  • Fuel economy

We don’t like:

  • Underpowered
  • “Techy” gimmicks


Fast facts

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

Power: 83 kW @ 6 000 rpm

Torque: 152 Nm @ 4 200 rpm

Transmission: Five-speed manual

Wheels: 15-inch steel

Top speed: 184 km/h

0-100 km/h: 12,9 seconds

Fuel economy: 9,3 litres/100 km

Source: www.um.co.za


Also consider:

  • Opel Zafira 1,8 CD: An ageing product, but still impressive. Boasts seven seats and truly massive boot space when only five of those are used. Good value product.
  • Citroen Picasso 1,8: A surprisingly strong rival. The facia design may be dating, but the overall practicality is excellent, as is the ride comfort. Bigger engine is only slightly more powerful but significantly thirstier.
  • Chrysler PT Cruiser Classic: If ultimate practicality is not the sole priority then Chrysler’s odd-ball PT Cruiser may be worth a glance, if only a fleeting one. Its 2,0-litre engine is unrefined and the boot is small.

 

Toyota Corolla Verso 180 (2004) Driving Impression

Although it was Renault that started the compact MPV craze in the ‘90s when it launched the original Megane Scenic, it was Opel that picked up the proverbial ball and ran with it. The Zafira not only gave that somewhat struggling brand a healthy sales injection, but also introduced the concept of a compact seven-seat MPV with fold-flat rear seats. It was an immediate sales success, with customers loving the practicality of having either seven seats, or five seats and a truly massive boot. Now, the Toyota Corolla Verso joins the party, a vehicle the Japanese company says is not only more practical than the Opel, but also more upmarket in its fittings, and sportier to drive.

Easy Flat 7 for Toyota Corolla Verso

The Toyota’s party trick is a seat folding system called Easy Flat 7. The second and third rows of seats can fold into the floor (with their headrests), and leave a flat load surface – aching backs from removing seats are a thing of the past, as is swearing as seatbelts and headrests get in the way of folding. You simply flip the backrests forward to set in motion the folding routine. Once the seats have all disappeared into the floor, the Toyota Corolla Verso offers commercial van-like space for transporting typical household objects, appliances and even furniture.

With the middle row of seats upright, the boot is impressively large, though not quite as big as the Zafira’s. Another plus-point is the wide range of fore/aft sliding adjustment offered by this middle row, allowing occupants to tailor their legroom. The third row of seats, however, are really only suitable for children, and when taken just about wipes out any meaningful space in the boot.

Slide into the driver’s seat for the first time and you may not immediately believe you’re in a Toyota, never mind a humble MPV. The appearance of the facia is both upmarket and adventurous, courtesy of lovely instrumentation with minty green backlighting and a centre section that resembles a top-end hi-fi. Build quality is good, and there are numerous hidey-holes, including a double glove compartment.

Generous specification

Although by no means cheap, this base model Toyota Corolla Verso nevertheless offers excellent value as a result of a comprehensive standard features list. Sure, it has neither alloy wheels, nor leather upholstery or electric windows in the rear, but air-conditioning (with rear ducts), rake/reach-adjustable steering, an audio system with remote audio controls, push-button starting, remote central locking, adjustable headlamps, height-adjustable front seats, ABS with EBD and dual front and side airbags, as well as a knee airbag, are all standard.

The exterior appearance arguably also makes the Toyota Corolla Verso look more expensive than it really is. There’s full colour coding, quirky rear lights and plastic wheel covers that do a very good job of looking like alloys. Toyota is often criticised for producing bland cars, but this isn’t one of them.

Frugal power

For now Toyota is only offering one engine option in the Verso, the proven 1,8-litre petrol that is also used in the Corolla sedan, albeit in a different state of tune. In the Verso it produces 95 kW and 170 Nm of torque, and is coupled with a five-speed manual transmission driving the front wheels. Traffic light grands prix are unlikely to be a high priority, but good overtaking power for those long-distance family holidays will be. The maximum torque figure is only available at a fairly high 4 200 rpm, but in general use the Verso is lively enough. With a full complement of passenger and luggage, however, and especially at altitude, regular downshifting may be required, but this is no hardship, as this gearbox is one of Toyota’s better efforts. The engine delivers reasonable economy, with a figure of around 10 litres/100 km being a realistic goal.

Finally, Toyota has managed to strike a particularly fine balance between achieving a comfortable ride and good dynamics. The Toyota Corolla Verso absorbs bumps with ease, but the suspension never wallows or feels floaty. Consequently, body control is good in the corners, and the Verso feels more like a tall hatchback, than a “bus”. It’s a particularly impressive achievement by Toyota because it means the stated goal of bringing sportiness to this segment has clearly been achieved.

Toyota Corolla Verso – Verdict

The Toyota Corolla Verso is a surprising package in a number of ways. Firstly, Toyota is not known for breaking its own mould all that often, but it has certainly done that here. The Verso could easily have been a conservative derivative of the Corolla, but instead it has its own character, and quite a sporty and quirky one at that! In the end, however, a seven-seat MPV has to be practical and comfortable, and on that front the Verso impresses once more. While not all customers will need seven seats, the Verso at least offers a no-compromise package, with superb comfort for five and a large boot in what is likely to be its most often used configuration. Zafira… you’ve been dethroned.

We like:

  • Versatility
  • Eager performance
  • Safety specification
  • Classy looks
  • Ride

We don’t like:

  • Boot very small with seven seats taken
  • Third row only for kids


Fast facts

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

Power: 95 kW @ 6 000 rpm

Torque: 170 Nm @ 4 200 rpm

Transmission: Five-speed manual

Wheels: 16-inch steel

Top speed: 193 km/h

0-100 km/h: 11,4 seconds

Fuel economy:  10,3 litres/100 km

Source: www.um.co.za

Also consider:

  • Opel Zafira 1,8 CD: One of the first compact MPVs to offer seven seats, the first-generation Zafira is now ageing, particularly with regards to its facia design and finish. Still, it offers excellent all-round comfort and is possibly slightly larger with all the seats folded down.
  • Volkswagen Touran 1,9 TDI: Very new on the market and lacking an entry level petrol derivative, but the 1,9 TDI makes a lot of sense. You have a choice of five or seven seats, the latter costing slightly more. Offers superb comfort all-round in a well-made cabin.
  • Renault Scenic II 2,0 Privilege: Five seats only, but if that’s not a problem, then the Renault is a strong contender for class-best honours, boasting superb flexibility and loads of clever features. Renault did start the compact MPV craze, after all…

 

Volvo S40 2.4i (2004) Driving Impression

Whether talk turns to furniture, architecture or even top-end audio equipment, Scandinavian design carries strong premium connotations. The failure of Swedish car makers to make inroads into the luxury sedan segments dominated by the German brands is therefore somewhat perplexing.

Then again, the Swedish brands have had a torrid few decades, stumbling from one owner to the next, each one of them trying to enforce its own vision of what Scandinavian design is supposed to entail, but without grasping its subtleties. With the new Volvo S40 2.4i one senses that this is about to change. New owner Ford has big ambitions for this brand, and an important part of the plan is to give Volvo a design identity that is true to its roots.

Inspiration from the Vikings

Designer Peter Horbury has spent a lot of time studying Swedish design and the result is a car that boasts the elegance and simplicity of line that characterises most items coming from this country.

Look at the car from the top, and you’ll notice the Volvo S40 2.4i gaining width in its centre, and tapering front to rear. This is said to be inspired by the shape of a Viking long boat. Another visual trademark is the strongly defined “shoulders” of the car, which create the perception of extra width and strength.

Riding on smart 16-inch alloy wheels and boasting comprehensive colour coding, the S40 is a very attractive car and also one that should date well. But by far its most attractive feature is to be found inside. Here Volvo’s design team was clearly influenced by high-end audio-visual equipment, with the car’s “centre stack” being quite an ingenious piece of design.

A very slim brushed aluminium panel stands proud of the facia and curves into the centre console. It houses a control panel (for the audio and ventilation systems) that looks like a remote control for a piece of home entertainment. The buttons are rather small, and it takes a while to get used to it, but it certainly looks the part. The unique design has also freed up space behind the panel for extra storage.

The rest of the facia is similarly minimalistic, and of high quality. The only real let-down is the awkward position of the ignition slot to the left of the steering wheel. Volvo says it’s there for safety reasons, but that’s likely to be of little consolation to most right-handed drivers who will find it awkward to use. Otherwise, there’s nothing much amiss. The driving position is superb, with generous rake/reach-adjustment from the steering wheel in addition to a height-adjustable driver’s seat.

As is to be expected from Volvo, the seats are very comfortable, and although the wheelbase is not the longest in this class, rear legroom is acceptable. The boot, however, is very small, but its size can be increased by specifying an optional space-saver spare. The rear seats also fold down but the through-loading aperture is quite narrow.

Volvo knows that the S40 will have to offer for the same money as its German rivals, especially considering the fact that it’s a bit smaller overall. As such, it has specified the S40 with a very comprehensive features list that includes cruise control, climate control, auto lights and wipers and a powerful audio system with remote audio controls. Cloth upholstery is standard, but leather can be specified as an option.

Excellent refinement

Riding on the Ford group’s new compact car platform that will also underpin the next Focus, the S40 is an impressively rigid feeling sedan. It uses a sub-frame mounted multi-link suspension set-up at the rear, which plays a big part in the car’s superb ride refinement. In fact, the S40’s overall NVH (noise, vibration, harshness) control is possibly class-leading, with very little wind, road and mechanical noise reaching the cabin. The engine, a 2.4-litre five-cylinder has a characteristic snarl under hard acceleration, but is otherwise muted.

It delivers the goods

With 125 kW and 230 Nm of torque, its outputs are better than its immediate German rivals, and this shows against the stopwatch, where the Swede manages to sprint to 100 km/h in less than 10 seconds.

Overtaking acceleration is also strong, with the S40 proving responsive to throttle inputs even at high cruising speeds. With its beautifully controlled suspension, nicely balanced steering and eager performance, the S40 is a delight to drive. There is a price to pay, though…

The 2.4-litre engine is quite thirsty – expect to average between 10.5 and 11 litres/100 km. And what would a Volvo be without high levels of safety. With a complex frontal crash structure, six airbags, anti-whiplash front seats, side-impact protection and STC (stability, traction control), the S40 ranks as one of the safest cars in its segment.

Verdict

It’s not often that a brand can so successfully reinvent itself with a single new model, but that is exactly what Volvo has done with the S40. Horbury’s design team has aced the exterior and cabin aesthetics, lending the S40 not only a very individualistic persona, but also one that is rich with relevance.

The minimalism comes as a breath of fresh air in this segment. But the S40’s appeal stretches beyond something as subjective as design. The mechanical package is superbly refined, with the S40’s 2.4-litre proving to be beautifully smooth and responsive, which also pretty much sums up the ride/handling balance. Watch out BMW, Audi and Mercedes-Benz… Volvo is knocking on the door, hard!

We like:

Attractive design

Minimalistic facia design

Build quality

Performance

Refinement

Ride/handling

We don’t like:

Small boot

Position of ignition slot

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: 9.8 seconds

Fuel economy: 11 litres/100 km

Also consider:

BMW 318i:

Slightly larger of course, and can’t match the Volvo’s power, performance and also its standard specification. On the plus side, it still offers class-leading driving enjoyment and a bigger boot. Resale is going to go the German’s way.

Audi A4 2.0:

Down on power and therefore lacking the verve of the Volvo, but the Audi is justifiably popular. Counting in its favour is cabin and boot space, the latter being particularly well shaped. Build quality is impressive

Mercedes-Benz C180K Classic:

You pay a fair bit more for the status of a three-pointed star, but the C180K is a very convincing product, feeling every bit the proper Mercedes. Slightly down on spec but certainly a comfortable, classy all-rounder that is likely to have enduring appeal and solid resale value.

Volkswagen Citi.com 1,4i (2004) Driving Impression

In the modern motoring game 20 years is the equivalent of a good few human lifetimes. There’s almost nothing that lasts that long. Entirely new brands can be established in such a time period, and automotive empires can crumble down. Trusty family pooches are born and die of old age in fewer years. It says much of designer Giugiaro’s genius, then, that one of his creations has achieved such longevity. The original Golf still soldiers on in South Africa, selling thousands of units every year. Importantly, it must be added that there are no “issues” forcing the Volkswagen Citi Golf down South Africans’ throats. It’s not particularly cheap. And there is plenty of competition from the likes of Toyota and Opel. No, its continued success is simply down to its inherent appeal. It’s a cool product, very much due to its classic status. So it’s therefore entirely understandable that Volkswagen South Africa has stuck it out for so long with this car. In fact, it has done more than “sticking it out”. It has evolved the product to a point where even German visitors from Volkswagen’s head office are amazed by it…

Volkswagen Citi 20 years young

Of course, a big part of the Citi’s enduring appeal is its unmistakeable exterior styling. For the latest round of upgrades, Volkswagen has limited itself to changing the front door windows, moving the door mirrors further forward, and a new rear wiper (now sprouting from the window itself). Consequently, the Volkswagen Citi Golf now looks more modern to passers-by, but when quizzed, they’re hard-pressed to answer why this is the case… Some did, however, remark that the car has lost some of its “spunk”. Gone are the days of “red, yellow, blue… not green”. Instead, we have upmarket metallic finishes and smart 15-inch alloy wheels.

Open the doors and let onlookers peer inside, however, and they may just fall on their backs… Here Volkswagen South Africa has really flexed its local product development muscle, raided the VW Group parts bin, and come up with a thoroughly modern and stylish facia that fits so well it may just as well have been done by Giugiaro himself. It’s a very impressive achievement, indeed.

The instrument binnacle is thoroughly modern and features two neat analogue dials and a digital odometer and clock. The centre section of the facia houses a very neatly integrated audio system and three rotary controls replace the very dated sliding-type units used previously. Even the indicator stalks are things of wonder, featuring as they do soft-touch, triple-blink, lane-change indication, similar to what you’ll find on much more expensive cars. Overall, the new facia is superbly well-integrated and lifts the ambience of the Citi interior beyond its rivals. It even makes the car feel more spacious.

Sadly, it is not. Things are acceptable in the front, where the superbly padded seats will keep driver and front passenger happy, but rear legroom is certainly tight and the backrest rather upright. Open the tailgate and you’re transported back to the ‘70s – the loading sill is very high and the boot fairly shallow.

On the go

Powering the revised Volkswagen Citi is the marque’s 1,4-litre fuel-injected engine that delivers 62 kW and 118 Nm. These outputs are competitive with other vehicles in this class and, combined with the Citi’s low weight (less than a tonne), gives spirited performance. Volkswagen claims a 0-100 km/h time of 12,5 seconds, but the Volkswagen Citi feels faster than that because it’s a bit noisy – the engine note is rather raspy. The outdated aerodynamics also have an effect on the fuel consumption, with a figure of around 9 litres/100 km being most realistic.

When it comes to the basic structure of the Volkswagen Citi, however, it is more difficult to effect sweeping changes. As such, the Citi’s underpinnings are very much as before, and this has a strong influence on its on-road behaviour. By modern standards it is rather narrow and high. Steering is unassisted rack-and-pinion and it uses drum brakes at the rear. If this sounds like a recipe for a dynamic disaster to you, you’d have a point, but nevertheless the Volkswagen Citi is quite a bundle of fun to pilot. Yes, the steering is very heavy at parking speeds and the low-speed ride is bumpy, but push the Citi to higher velocities and it actually gets better. The 195/50 tyres give good grip, which is a plus in most circumstances, too.

Volkswagen Citi – Verdict

Only many years from now will Volkswagen South Africa’s achievement with this upgrade of the Citi be properly recognised. In a globalised world, “re-engineering” a product to this extent will become increasingly rare, and the Volkswagen Citi may well be the last of the South African “specials”. Although this particular model is named .com in recognition of the era in which it competes right now, the Volkswagen Citi actually provides a fun driving experience, because it is thoroughly analogue in nature in a depressingly digital world. It’s a blast from the past.

We like:

  • Classic styling
  • Iconic status
  • New facia design
  • Fun to drive
  • Cheap to run


We don’t like:

  • Rear leg-room
  • Heavy steering when parking
  • Low-speed ride


Fast facts

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

Power: 62 kW @ 5 500 rpm

Torque: 118 N.m @ 4 500 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 173 km/h

0-100 km/h: 12,5 seconds

Fuel economy:  9,3 litres/100 km

Source: www.um.co.za

Also consider:

  • Opel Corsa Lite Sport: Much more modern than the Citi and similarly “desirable”. It’s only a three-door though, and boot space in particular is lacking. The engine gives it peppy performance and good fuel economy.
  • Toyota Tazz 130 Sport: Can’t match the Citi in the “cool” stakes, but does offer more space. The 1,3-litre engine is underpowered though, and performance lethargic. The Sport sticker is entirely unjustified.
  • Fiat Palio 1,2 EL: The Fiat’s engine is underpowered by comparison, leading to poor performance. It’s not even very economical. But its woes don’t stop there. Build quality goes a long way in justifying the poor reputation Italian cars have in this regard. One to avoid.

 

Mercedes-Benz E200 Kompressor 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

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 Avant-garde 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 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 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 E200 Kompressor a great family car, but Mercedes charges extra for folding rear seats – somewhat cheeky!

Just enough power

The 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 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 it’s 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 E200K’s case, that’s unlikely to be a priority for most of the target audience.

Verdict

There’s simply nothing “entry level” about the 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

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 Multitrack

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.

Volvo XC90 D5 Geartronic Driving Impression

Having received widespread acclaim in Europe, local expectations of the new Volvo XC90 D5 Geartronic SUV have certainly been high. One senses that it will form the cornerstone of not only Volvo’s “rebirth”, but also its profits for a good few years to come.

In South Africa, the challenge to successfully counter the German SUVs will be significantly stiffer – badge appeal counts for a lot over here, and Volvo will also have to convince a sceptical public that spending near half a million Rand on a Volvo can be a wise investment, when the brand’s resale woes are very well known. So, can the XC90 overcome these challenges to become a new premium SUV champion, as it has done elsewhere?

Handsome design

Volvo’s current design theme is well-defined and very neat. It also fits a big vehicle such as this very well, endowing the XC90 with both the manliness and sophistication required from a premium full-size SUV. The shoulder lines are strong, the bonnet bulges with the promise of power and the black plastic cladding around the lower parts of the body speak of a readiness for off-road adventure. Riding on 17-inch alloy wheels and sporting a ground clearance of well over 200 mm, the XC90 has presence in spades.

Arguably the best aspect of this car is its interior. Volvo has come up with a cabin that reeks of quality, offers stretch-out space and bristles with luxury and safety features. Let’s start at the rear. A direct benefit of the long wheelbase (2 857 mm) and large body is the third-row seating. While the two rearmost seats are certainly not where you’d like to spend much time if you’re larger than average-sized adult, it nevertheless is a nice-to-have feature that neither of its two main rivals can offer. Also, when they’re folded down, the boot’s floor is not only completely flat, but the spaciousness is class leading.

The middle row offers exceptionally comfortable accommodation, with seats that can slide fore and aft over a significant distance, either increasing legroom for its occupants, or improving luggage space (or rearmost legroom) when moved to the front. A typically Volvo touch is a centre seat that features an incorporated booster cushion. Middle-row passengers also have their own ventilation outlets – always a nice feature, especially in such a large vehicle.

The best seat in the house, however, remains behind the steering wheel. Fronted by an expensive-looking facia and with a nice thick-rimmed steering wheel in the hands, the XC90 does a lot to stroke the driver’s ego. In contrast to the very minimalistic instrumentation, the centre section of the facia features a large number of buttons and switches, but it’s not a complicated layout – the buttons are clearly marked and logically placed. It also helps to keep in mind that there are so many buttons because there are so many features. With the XC90 D5 Volvo is offering essentially a full-house vehicle, with such niceties as leather upholstery, electrically adjustable driver’s seat, multi-function steering wheel, cruise control, a top-end audio system and climate control, among others.

Focus on safety

This is a Volvo, and as such it boasts a very comprehensive safety specification. In fact, the XC90 was the first SUV to achieve a five-star EuroNCAP crash rating. It has no fewer than six airbags, and the curtain protection stretches all the way back to the rearmost passengers. ABS with EBD is fitted, of course, and there’s also a dynamic stability and traction control system, as well as RSC (roll stability control), which limits the chances of a roll-over accident happening. From behind the wheel the XC90’s feeling of stability and solidity does a lot to reinforce the perception of driving something very safe.

Speaking of being behind the wheel… The XC90 is a superb long-distance family car. The ride quality is extremely good, probably the best in this segment, and yet it doesn’t come across as too top-heavy in the corners – just a pity the seats lack side bolstering. It manages to cope admirably with poor surfaces, too, and even gravel roads do little to upset its composure. With a permanent Haldex all-wheel drive system sending 95% of power to the front wheels under most circumstances, and a lack of any serious off-road hardware, the XC90 is very obviously aimed at those who will only very rarely tread off the beaten track, and even then only slightly so. That said, the ground clearance is good, and the all-wheel drive system can send up to 65% of power to the rear when needed.

Unfortunately the engine lets down the impressive package somewhat. The 2.4-litre, five-cylinder turbodiesel engine is not new, and its outputs of 120 kW and 340 Nm are acceptable, though some way off class-leading. The problem is a lack of torque low-down, and significant turbo-lag, both problems amplified by significant weight (over two tonnes) and a rather witless five-speed automatic Geartronic transmission. Yes, there is a manual shift function, but even that is painfully slow. The drivetrain combination is more than acceptable out on the open road, where it is quiet and relatively economical, but around town the lethargy can be frustrating.

Verdict

Volvo’s XC90 is certainly a strong offering in this segment. The X5 may offer more status and a more dynamic driving experience, but the Volvo has it licked for comfort and versatility. Similarly, it is vastly superior to the Mercedes ML in nearly every aspect. The only real let-down is the drivetrain, which is unfortunately a rather big disappointment. Such a heavy vehicle needs more grunt, and seeing as the general usage pattern of this type of vehicle suggests a lot of town use, it can also do with a quicker transmission. All things considered, however, the XC90 deserves serious consideration… especially as a used buy.

We like:

Versatile, spacious interior

Safety

Ride quality

Comfort

We don’t like:

Lethargic performance

Likely resale

Fast facts

Engine: 2.4-litre, five-cylinder, petrol

Power: 120 kW @ 4 000 rpm

Torque: 340 Nm @ 1 750 rpm

Transmission: five-speed automatic

Wheels: 17-inch alloy

Top speed: 185 km/h

0-100 km/h: 12.3 seconds

Fuel economy: 10.5 litres/100 km

Also consider:

BMW X5 30d

If macho SUV looks are of more value to you than actual off-road ability, then BMW’s X5 remains a segment leader. But its appeal is more than skin deep. The X5 is very good on the road, has a great cabin, and a frugal and powerful engine.

Mercedes-Benz ML270 CDI

The same price as the Volvo, and does boast the Mercedes badge, so should offer the better trade-in value a few years down the line. That said, the ageing Mercedes is outclassed by the XC90.

Jeep Grand Cherokee Overland CRD Auto

If you do need to travel into the rough, then neither the Volvo nor the Germans will suffice. This Jeep is a seriously capable off-roader, and also offers a measure of premium appeal and luxurious trimmings. The compromise? Poorer on-road dynamics and refinement.

Land Rover Freelander TD4 HSE A/T (2004) Driving Impression

While the Land Rover Freelander immediately had an impact on the local market when it was introduced in 1998, it has not been all plain sailing for the diminutive off-roader. Various reliability related niggles have reared their ugly heads, and the Land Rover Freelander has even become the butt of a joke or two. Six years on, and the market has also evolved into a fiercely competitive environment, with very strong offerings from Jeep, Nissan, Toyota and Subaru. Can this latest upgrade buy Land Rover some time before the inevitable arrival of the generation 2 Freelander.

Refined appearance for Land Rover Freelander

Although there are certainly some areas in which the Land Rover Freelander needed an upgrade, design was not one of them. Nevertheless, the facelift has endowed the Freelander with a subtly more sophisticated overall appearance, mostly as a result of colour coding of the bumpers and a new headlamp design. Otherwise, the design has withstood the test of time remarkably well. It also remains remarkably individualistic, with its elevated roofline at the rear and clamshell bonnet remaining unique design elements in an increasingly crowded segment.

The same can, unfortunately, not be said of the interior. Land Rover has tried its best to hide the vehicle’s age by significantly revising the facia design and trim, but it has not been entirely successful. Instead of a desired upmarket ambience, the cream leather trim simply clashes rather harshly with the shiny black plastics of the facia. The fit and finish of the cabin can’t be described as poor, but certainly won’t trouble the aforementioned rivals. And there are some ergonomic issues, too. The ventilation controls are placed very low on the facia. The seats are perhaps slightly too high. And the steering wheel lacks reach adjustment. The placement of the cupholders on top of the facia is another quirk, but at least the window switches are now in the right place.

For what is a relatively small vehicle with a short wheelbase (2 557 mm), the Freelander’s rear legroom is rather good, and the boot measures a very decent 354 litres, helped by not having to accommodate a spare wheel – mounted on the sideways opening tailgate. Headroom is also excellent all-round, although it’s not the roofline bump that’s responsible for that – it really is a bit of a design gimmick in the Freelander’s case, done to endow it with mini-Discovery looks. HSE specification, of course, is synonymous with luxury, so everything but the kitchen sink is included, including park distance control and a very snazzy Harmon Kardon sound system. If there’s one area where the Land Rover Freelander perhaps falls short in terms of specification, however, it is in the safety department. Offering only two airbags these days is really the bare minimum.

BMW power for Land Rover Freelander

The Land Rover Freelander TD4 is powered by a BMW-sourced 2,0-litre turbodiesel engine that delivers 82 kW and 260 Nm of torque. These figures are somewhat short of what is expected at this level, with the Jeep, for example, offering a full 100 Nm more torque. And despite its relatively small size, the Land Rover Freelander is quite heavy, weighing in at 1,6 tonnes. Consequently, performance is not a strong point, with the Freelander needing a leisurely 15,7 seconds to “sprint” to 100 km/h. Overtaking acceleration is also rather poor, with such manoeuvres close to the national speed limit requiring plenty of patience and planning.  At least the engine is very economical – most drivers should do better than 10,5 litres/100 km.

The engine is mated with a five-speed automatic transmission that delivers torque to all four wheels, the two axles “locked” together when required by a centre viscous coupling. There’s no low-range transfer case, but first is low enough for most situations you’re likely to encounter, and an automatic transmission is a boon in those scenarios in any event. A hill-descent control system is also fitted. With a ground clearance of around 200 mm, good approach and departure angles and suspension set-up that allows for some travel, the Freelander is quite a confident little machine off the beaten track. Importantly, the Land Rover Freelander off-road prowess doesn’t come at much expense where it matters most – on the road.

The handling is benign, with early understeer being an understandable characteristic of a vehicle such as this. The ride quality is quite superb, with the Land Rover Freelander doing well to mirror the waft-like ride comfort of bigger Land Rovers and Range Rovers. Of course, the downside is quite a lot of roll in the corners, and noticeable nose diving under braking. ABS and EBD boost the car’s ability to stop in all conditions, but it must be said that the brakes are perhaps no longer among the class best (drums are used at the rear), and they lack the power of some newer rivals.

Land Rover Freelander – Verdict

Six years on and the Land Rover Freelander remains an attractive offering, even when facing stiff competition. There’s something about its design, genuine off-road ability and perhaps that Land Rover badge, that is very hard to resist. In HSE trim, however, it is perhaps over-specced, and priced beyond its station, because there are some flaws. The engine lacks power, resulting in poor performance, and the interior, though still largely comfortable, scores below par for ergonomics and build quality. Freelander 2, Land Rover needs you, soon… We like:

  • Off-road ability
  • Good looks
  • Comfort
  • Economy

We don’t like:

  • Dated facia
  • Lethargic performance
  • Expensive
  • Reputation for reliability niggles

Fast facts

Engine: 2,0-litre, four-cylinder, turbodiesel
Power: 82 kW @ 4 000 rpm
Torque: 260 Nm @ 1 750 rpm
Transmission: Five-speed automatic
Wheels: 17-inch alloy
Top speed: 162 km/h 0-100 km/h: 15,7 seconds
Fuel economy: 10,64 litres/100 km

Source: www.um.co.za

Also consider:

  • Jeep Cherokee 2,8 CRD Limited Automatic: Also offers an impressive blend of premium appeal and genuine off-road ability, but packs more power and equipment than the Landy, as well as a reputation for sturdier build. Cabin can’t match the Freelander for comfort, though.
  • Kia Sorento 2,5 CRDi Automatic: Perhaps not a direct rival – it is bigger and certainly not from a premium brand. But the Sorento is an underrated vehicle, with good looks and a very spacious, comfortable interior. Can’t match the others off-road, but is also not completely talentless in the rough.

 

Volvo XC90 D5 Geartronic 7-Seat (2004) Driving Impression

Having received widespread acclaim in Europe, local expectations of the new Volvo XC90 SUV have certainly been high. One senses that it will form the cornerstone of not only Volvo’s “rebirth”, but also its profits for a good few years to come. In South Africa, the challenge to successfully counter the German SUVs will be significantly stiffer – badge appeal counts for a lot over here, and Volvo will also have to convince a sceptical public that spending near half a million rands on a Volvo can be a wise investment, when the brand’s resale woes are very well known. So, can the Volvo XC90 overcome these challenges to become a new premium SUV champion, as it has done elsewhere?

Handsome design for Volvo XC90

Volvo’s current design theme is well-defined and very neat. It also fits a big vehicle such as this very well, endowing the XC90 with both the manliness and sophistication required from a premium full-size SUV. The shoulder lines are strong, the bonnet bulges with the promise of power and the black plastic cladding around the lower parts of the body speak of a readiness for off-road adventure. Riding on 17-inch alloy wheels and sporting a ground clearance of well over 200 mm, the Volvo XC90 has presence in spades.

Arguably the best aspect of this car is its interior. Volvo has come up with a cabin that reeks of quality, offers stretch-out space and bristles with luxury and safety features. Let’s start at the rear. A direct benefit of the long wheelbase (2 857 mm) and large body is the third-row seating. While the two rearmost seats are certainly not where you’d like to spend much time if you’re larger than average-sized adult, it nevertheless is a nice-to-have feature that neither of its two main rivals can offer. Also, when they’re folded down, the boot’s floor is not only completely flat, but the spaciousness is class leading.

The middle row offers exceptionally comfortable accommodation, with seats that can slide fore and aft over a significant distance, either increasing legroom for its occupants, or improving luggage space (or rearmost legroom) when moved to the front. A typically Volvo touch is a centre seat that features an incorporated booster cushion. Middle-row passengers also have their own ventilation outlets – always a nice feature, especially in such a large vehicle.

The best seat in the house, however, remains behind the steering wheel. Fronted by an expensive-looking facia and with a nice thick-rimmed steering wheel in the hands, the Volvo XC90 does a lot to stroke the driver’s ego. In contrast to the very minimalistic instrumentation, the centre section of the facia features a large number of buttons and switches, but it’s not a complicated layout – the buttons are clearly marked and logically placed. It also helps to keep in mind that there are so many buttons because there are so many features. With the XC90 D5 Volvo is offering essentially a full-house vehicle, with such niceties as leather upholstery, electrically adjustable driver’s seat, multi-function steering wheel, cruise control, a top-end audio system and climate control, among others.

Focus on safety

This is a Volvo, and as such it boasts a very comprehensive safety specification. In fact, the Volvo XC90 was the first SUV to achieve a five-star EuroNCAP crash rating. It has no fewer than six airbags, and the curtain protection stretches all the way back to the rearmost passengers. ABS with EBD is fitted, of course, and there’s also a dynamic stability and traction control system, as well as RSC (roll stability control), which limits the chances of a roll-over accident happening. From behind the wheel the XC90’s feeling of stability and solidity does a lot to reinforce the perception of driving something very safe.

Speaking of being behind the wheel… The Volvo XC90 is a superb long-distance family car. The ride quality is extremely good, probably the best in this segment, and yet it doesn’t come across as too top-heavy in the corners – just a pity the seats lack side bolstering. It manages to cope admirably with poor surfaces, too, and even gravel roads do little to upset its composure. With a permanent Haldex all-wheel drive system sending 95% of power to the front wheels under most circumstances, and a lack of any serious off-road hardware, the Volvo XC90 is very obviously aimed at those who will only very rarely tread off the beaten track, and even then only slightly so. That said, the ground clearance is good, and the all-wheel drive system can send up to 65% of power to the rear when needed.

Unfortunately the engine lets down the impressive package somewhat. The 2,4-litre, five-cylinder turbodiesel engine is not new, and its outputs of 120 kW and 340 Nm are acceptable, though some way off class-leading. The problem is a lack of torque low-down, and significant turbo-lag, both problems amplified by significant weight (over two tonnes) and a rather witless five-speed automatic Geartronic transmission. Yes, there is a manual shift function, but even that is painfully slow. The drivetrain combination is more than acceptable out on the open road, where it is quiet and relatively economical, but around town the lethargy can be frustrating.

Volvo XC90 – Verdict

The Volvo XC90 is certainly a strong offering in this segment. The X5 may offer more status and a more dynamic driving experience, but the Volvo has it licked for comfort and versatility. Similarly, it is vastly superior to the Mercedes ML in nearly every aspect. The only real let-down is the drivetrain, which is unfortunately a rather big disappointment. Such a heavy vehicle needs more grunt, and seeing as the general usage pattern of this type of vehicle suggests a lot of town use, it can also do with a quicker transmission. All things considered, however, the Volvo XC90 deserves serious consideration… especially as a used buy.

We like:

  • Versatile, spacious interior
  • Safety
  • Ride quality
  • Comfort

We don’t like:

  • Lethargic performance
  • Likely resale

Fast facts

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

Power:                 120 kW @ 4 000 rpm

Torque:                340 Nm @ 1 750 rpm

Transmission:    five-speed automatic

Wheels:               17-inch alloy

Top speed:         185 km/h

0-100 km/h:        12,3 seconds

Fuel economy:  10,5 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW X5 3,0d: If macho SUV looks are of more value to you than actual off-road ability, then BMW’s X5 remains a segment leader. But its appeal is more than skin deep. The X5 is very good on the road, has a great cabin, and a frugal and powerful engine.
  • Mercedes-Benz ML270 CDI: The same price as the Volvo, and does boast the Mercedes badge, so should offer the better trade-in value a few years down the line. That said, the ageing Mercedes is outclassed by the XC90.
  • Jeep Grand Cherokee Overland CRD Auto : If you do need to travel into the rough, then neither the Volvo nor the Germans will suffice. This Jeep is a seriously capable off-roader, and also offers a measure of premium appeal and luxurious trimmings. The compromise? Poorer on-road dynamics and refinement.