Land Rover Freelander TD4 HSE Automatic 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 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 Land Rover Freelander TD4 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 vehicles 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 cant be described as poor, but certainly wont 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 cup holders 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 Freelanders 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 its not the roofline bump thats responsible for that it really is a bit of a design gimmick in the Freelanders 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 theres 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

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 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. Theres no low-range transfer case, but first is low enough for most situations youre 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, its off-road prowess doesnt 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 cars 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.

Verdict

Six years on and the Land Rover Freelander remains an attractive offering, even when facing stiff competition. Theres 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 dont 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

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 cant 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. Cant match the others off-road, but is also not completely talentless in the rough.

Audi A4 1.8T (2004) Driving Impression

While swift S4 and 3,0-litre variants are offered higher up the Audi A4 price ladder, this model range has for some time been in need of a slightly more performance-oriented model lower down to do battle against such drivers cars as the BMW 325i and Alfa 156. To answer this need, Audi has simply turned up the boost on its 1,8-litre turbocharged petrol engine to deliver an extra 20 kW. This may sound like a half-hearted attempt at creating a sports sedan out of something fairly sedate, but dont for a moment believe it

More than just extra power for Audi A4

The extra 20 kW (and 15 Nm of torque) is of course the biggest news, but Audi has tried hard to give this model its own identity in the A4 range. It helps, of course, that the starting point is the particularly handsome A4 sedan, but in this instance the overall look is significantly more muscular. The lowered ride height and big six-spoke 17-inch alloys play a big part in the visual transformation. The two large-diameter exhaust outlets at the rear also broadcast serious performance intentions. The end result is a car that looks powerful, without being OTT there are no big wings and splitters.

Inside, the only clue to the fact that youre sitting in a rather special version of the Audi A4 is the pair of heavily bolstered sports seats in front. Featuring a wide range of adjustment options including the ability to move the front section of the squab the seating position is really superb, further aided by a steering wheel that adjusts for rake and reach. Its a pity, however, that the steering wheel doesnt feature remote audio controls on its spokes. Or perhaps weve simply become too spoilt

Devoid of fake wood and with plenty of convincing-looking aluminium accents to lift the ambience of the sombre, black interior, the Audi A4 cabin makes an immediate quality impression. In fact, the Audi A4 is arguably the class leader in this respect. Theres a solidity and a polish to every piece of this Audis interior that makes it feel more expensive than it is. The standard leather trim certainly helps, too, as do the comprehensive standard specification, which includes a powerful audio system, climate control, cruise control, no fewer than six airbags as well as an electronic stability system.

In essence the Audi A4 is also a practical family car. Rear legroom is good, and the boot measures a massive 445 litres. But its somewhat cheeky of Audi to charge its customers extra for folding rear seats.

Refined delivery

With a 0-100 km/h sprint time of 8,9 seconds, this Audi A4 completes the benchmark acceleration run around 0,6 seconds faster than the standard 120 kW version, which is impressive, though still not quite as fast as BMWs 325i, nor Volvos hasty S40 T4. But to judge the Audi A4 by that 0-100 km/h time alone would be unfortunate, as the additional power is particularly noticeable in the extra oomph on hand when executing overtaking manoeuvres. In-gear acceleration is particularly strong, and very addictive, with the Audi A4 responding almost instantaneously to pressure on the throttle pedal. And although theres noticeable lag under 2 000 rpm, above that mark the engine delivers its power in a refined and very linear fashion.

The fuel economy you can expect from this model depends really very much on your usage pattern. Driven sedately, the Audi A4 1,8Ts consumption could drop as low as 9 litres/100 km, but make use of the extra boost often, and youll pay a penalty, with a figure of around 11 litres/100 km not being unrealistic.

Grip aplenty

The Audi A4 is by no means a poor-handling sedan, but it certainly lacks the sharpness and agility of BMWs rear-wheel drive 3 Series. If you were hoping that the lowered suspension and bigger wheels would transform it for the better, then youre likely to be disappointed, although this model does indeed feel noticeably keener to turn in. The Audi A4 1,8T remains a predictable handler with good body control and lots of grip, but it still feels rather heavy at the front and starts pushing its nose far sooner than its most serious rival. The steering, too, remains lacking in feel and precision, and the six-speed transmission is not the smoothest shifter in the business. It needs to be pointed out, however, that these negatives are only likely to irk serious petrolheads. Those potential buyers out there looking for a performance-oriented luxury sedan with good road manners are unlikely to be too concerned.

Audi A4 – Verdict

All things considered, this sporty Audi A4 is certainly worth the extra R24k over the standard 1,8T. The extra power may not be that noticeable during traffic light sprints, but youll appreciate it on those long-distance drives and particularly during overtaking. The lowered suspension and bigger wheels have boosted the cars visual appeal and although the dynamic improvements are fairly minimal, they also have not come with too much of a ride comfort penalty. This is a very desirable, handsome, swift, well-made performance sedan.

We like:

Build quality
Performance boost
Standard specification
Driving position

We dont like:

Front-end heavy
No folding rear seats

Fast facts

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

Power: 140 kW @ 5 700 rpm

Torque: 240 Nm @ 1 950 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

Top speed: 237 km/h

0-100 km/h: 8,9 seconds

Fuel economy: 11,5 litres/100 km

Source: www.um.co.za

Also consider:

BMW 325i: The A4s nemesis. This 3 Series model is one of the best in a very strong line-up, offering a fine balance of performance and economy, as well as entertaining dynamics and comfort.
Volvo S40 T4: Slightly smaller than the Audi A4, but if its primarily a performance sedan youre after the T4 is well worth a look, seeing as it offers 147 kW of power and strong acceleration.
Alfa Romeo 156 V6: This very charismatic Italian boasts a sonorous V6, lively performance and a decent standard specification level, but lacks the overall refinement and quality of the Audi A4, BMW and Volvo.

Opel Astra OPC (2004) Driving Impression

Finally, theres a truly hot Opel in town again. Following such iconic machines as the legendary Superboss and the ferocious 200tS models, Opel performance fans have had to wait what must have felt like an eternity for a hot version of the current Astra. It will not be easy to restore confidence lost. After all, Opel recently made matters worse by creating false hope with the 2,2-litre GSI model, which simply does not live up to its famous moniker. So now it is up to the new Opel Astra OPC to re-establish Opel as the Boss of the hot hatch segment.

Aggressive looks for Opel Astra OPC

The current Astra is nearing the end of its lifecycle, but in OPC form youd never guess its age. Available only in three-door guise, it boasts completely different front and rear bumpers, sill extensions and a rather large rear wing, too. The wheelarches are comprehensively filled by stunning 17-inch alloy wheels, giving the Opel Astra OPC a really mean stance which gains extra muscle courtesy of the 20 mm lower suspension. Adding a touch of aggression are darkened head- as well as tail lamps. Its a car that attracts a lot of attention, yet cant be labelled as being OTT. In metallic blue, its a real beauty.

Unfortunately the Opel Astra OPC upgrade is less pronounced inside, where Opel hasnt quite managed to hide the Astras age. The build quality is not bad, but the overall design is quite bland and the centre section, which houses an aftermarket-looking audio system and storage cubicle that is finished in hard, shiny, black plastic, falls well short of expectations at this level. On the other hand, the white-faced instrumentation is very neat, the steering wheel boasts a nice-to-grip thick rim and the seats are sporty Recaros finished in a classy leather/cloth combination.

Although the Opel Astra OPC is a three-door hatch, it is not an entirely unpractical proposition. Rear access requires a degree of flexibility from those passengers who didnt say shotgun fast enough, but once seated the levels of space and comfort are actually remarkably good. The rear windows cant open, though, so it can get a bit stuffy back there. The boot is quite large, almost matching the five-door Golf GTIs in size. The rear seats can still fold down to increase utility space.

Opel Astra OPC has flexible power

Power comes from Opels impressive 2,0-litre turbocharged four-cylinder that also does duty in the attractive Coupe model. It delivers 147 kW, but more importantly, a torque curve as flat as Table Mountain. 250 Nm of torque is available from just below 2 000 rpm all the way to 5 600 rpm. This indicates, of course, superb flexibility, which is particularly important for responsiveness and overtaking acceleration. The engine is mated with a five-speed manual transmission (surely, a hot hatch of this power level should have a six-speed, Opel?). Its not an atrociously bad transmission, but it does lack the mechanical feel and precision of the best boxes out there. Then again, with such an amazingly tractable engine, changing gear is not something youll be doing very often.

Opel claims a 0-100 km/h time of 7,5 seconds, which places the Opel Astra OPC near the front of the class, as well as a top speed of around 240 km/h. Its a seriously capable sprinter. But thats only half the story. The claimed torque spread is not a lie the OPC is incredibly responsive to throttle input, always reacting with a surge of power when demanded. Just as impressive is the linearity of the power delivery the power comes in smoothly and strongly.

Not all show and no go

In the handling department the Opel Astra OPC also has a few surprises up its sleeve. Opel has lowered and stiffened the suspension, but the basics remain pretty much the same. There are no trick bits, just some considered fine-tuning. And boy has it worked. Boasting superb body control and very high grip levels, the Opel Astra OPC remains a far more composed car when pushed to the limits compared with its siblings. And the better body control has not come at the expense of ride comfort. The Opel Astra OPC has fairly long-travel suspension (for a hot hatch) and consequently it never gets crashy. This is a hot hatch you could very well drive every day. If theres one fly in the ointment, its the steering, so often the downfall of many a modern-day performance car. Firstly, the steering wheels diameter is too big. A sporty, small steering wheel with a similarly thick rim wouldve been far better. More worryingly, however, is the lack of feel through the helm. While its fairly accurate and the weighting is decent, theres just little or no information about what the front wheels are doing, save for the occasional tug to indicate torque steer. The anodyne steering is highlighted because the rest of the car is so responsive, so immediate and engaging. Pity

Opel Astra OPC – Verdict

At present the hot hatch segment is littered with fast but ultimately flawed competitors. The Opel Astra OPC is another. The design treads a fine line between being aggressive and upmarket, the interior is spacious, well-built, but aged, and the engine is a cracker. Dynamically, the Opel Astra OPC also impresses with an excellent ride/handling balance and strong brakes. The only let-down is the steering. However, all things considered, it is polished and good enough to take back the crown for now.

We like:

Good looking
Engine flexibility
Fun to drive
Ride quality
Performance

We dont like:

Numb steering
Rubbery gearshift

Fast facts

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

Power: 147 kW @ 5 700 rpm

Torque: 250 Nm @ 1 950 5 600 rpm

Transmission: Five-speed manual

Wheels: 17-inch alloy

Top speed: 240 km/h

0-100 km/h: 7,84 seconds

Fuel economy: 9,77 litres/100 km

Source: www.um.co.za

Also consider:

Volkswagen Golf GTI: Nearing the end of its product life, and theres also a slightly more expensive R version to consider, but the current Golf is more of a fast executive hatchback than a hot one. Short on power and handling finesse.
Toyota RunX RSI: Powered by a screaming 1,8-litre, naturally aspirated engine, this Toyota cant quite match grunt of its German rivals, but nevertheless has established a strong following, partly also because it is a lot cheaper than all of them.
Ford Focus ST170: A very entertaining hatchback with superb agility and beautifully crisp responses. Significantly cheaper than the others listed here, the only real downside is that its not as powerful and therefore not as fast.

Nissan 350Z (2004) Driving Impression

Sometimes clearly evolution can go wrong. The animal kingdom can present a number of candidates to prove this theory, but for the purpose of this article, lets focus on the Datsun Z-car. The original stunned the automotive world with its Jaguar/Ferrari-esque looks, stirring performance and affordable price. But its decline started almost as soon as it arrived at dealerships.

Subsequent offerings grew heavier with luxury and safety equipment to satisfy the big American market, eventually leading to a product that had neither the aesthetic nor driving appeal of the original. Thankfully, the degeneration of the Z became a matter of concern also to the folks at Nissan headquarters in Japan, and about ten years ago it was decided to hit the reset button, wipe the slate clean, and reinvent this iconic machine.

Forget about retro

The result is the Nissan 350Z, a car which visually bears little resemblance to any Z-car of the past and instead seeks to establish an identity of its own. The lines are a very handsome mix of curved and edgy, the wheel arches are muscular and there are some stunning details, too.

For example, the upright door handles echo the look of the vertical gills at the front. The profile is particularly striking, with an elongated rear section and sloping roofline lending the car a kind of slingshot appearance. 18-inch wheels and a pair of large exhaust outlets round off what is a very masculine design, and one that promises serious performance. This is clearly no boulevard cruiser.

And if there was ever any doubt about that, the very driver-focused cabin will soon dispel it. As is to be expected from a dedicated two-seater, the driving position is deep-set and the stubby transmission lever mounted slightly high-up. The instrumentation is very comprehensive, including a row of three additional gauges on top of the facia. The three main dials are mounted in a pod located directly on the steering column, and adjust up and down with the steering. Sadly, there is no reach adjustment, one of a few minor flaws in the cabin.

Open the large tailgate and the first thing youll notice is a very substantial strut brace that not only limits space but also impacts visibility to the rear. The luggage area is not really separated from the cabin in the traditional sense, so take care under hard braking. At least there is a lidded compartment behind the passenger seat and a lidded storage box in the facia.

With a price tag approaching R400 000, the Nissan 350Z is certainly not cheap, but besides the class-leading power figures Nissan has been generous with the specification a powerful Bose sound system, cruise control, climate control, electric windows, Xenon headlamps with washer jets, partial electric adjustment for the seats and no fewer than six airbags are standard.

Muscle car appeal

Powering the new Z is a 3.5-litre V6 engine that delivers 206 kW and a meaty 363 Nm of torque. Power goes the rear wheels via a limited slip differential, and Nissans VDC electronic stability system is also standard fitment. The latter can be switched out, but only skilled drivers should attempt this as this Nissan can be quite a handful The rear tyres are slightly wider than those at the front, and this, along with the vehicles low centre of gravity and width, give the 350Z dizzyingly high levels of grip. In fact, youd have to be going really fast to prompt the VDC system into action.

Without the safety net of VDC, however, fast reactions will be needed when the Z eventually does decide to let go. The steering is very fast and the low-speed ride very firm, resulting in a car that feels as if it is straining at the leash. This hyper-active character seriously impacts the Zs appeal as a daily driver. But the 350Z was not designed to be a rival for a 3 Series Coupe. This is a car aimed at driving enthusiasts.

For such owners the Z offers arguably the most entertainment value this side of a Porsche. While it is not the only rear-wheel drive performance car at this price point, it is the only one with enough power to really maximise the potential for gung-ho tail-out action so loved by fans of old-school muscle cars. And yet to pigeonhole the 350Z as a purveyor of lurid slides, only, would also be wrong.

Driven intelligently, with the driver focusing on corner entry speeds, apexes and steering inputs, this Nissan is one of the fastest (and sharpest) point-to-pointers out there. Driven this way, the engine really impresses with its mid-range grunt and sonorous exhaust note, while the transmission feels unburstable and provides slick, fast shifts.

Nissan 350z Verdict

This is not a poseurs car. If youre looking for something thatll look cool while stuck in traffic on the way to work, dont even bother. The 350Z is for true enthusiasts only and provides thrills by the bucket load across a wide range of driving scenarios. In spirit it is more hardcore than the 240Z, but some of the originals purity has certainly been reclaimed.

One senses that, had the Z-cars development path not been directed by American market forces, natural evolution would have taken it to a car similar to the Nissan 350Z. Talk about reinvention!

We like:

Striking looks

Strong engine

Thrilling dynamics

Old-school feel

Value

We dont like:

Ergonomics

No reach adjustment for steering wheel

Lack of proper luggage area

Fast facts

Engine: 3.5-litre, V6, petrol

Power: 206 kW @ 6 200 rpm

Torque: 363 Nm @ 4 800 rpm

Transmission: six-speed manual

Wheels: 18-inch alloy

Top speed: 250 km/h

0-100 km/h: 6.7 seconds

Fuel economy: 13.14 litres/100 km

Also consider:

Audi TT Coupe:

Unique styling still turns heads and the 1.8-litre turbo engine punches above its power outputs. Beautifully made interior and all-wheel drive grip are further plusses. But the TT is not as engaging as a drivers tool as the Nissan.

Chrysler Crossfire:

Based on the Mercedes-Benz SLK, but somehow manages to feel cheaper than the Nissan. V6 engine is down on power and dynamically it could do with further refinement and extra sharpness.

Mazda RX-8:

A truly unique offering, being the only rotary engine car on sale in South Africa today. The screaming powerplant delivers excellent power but is even thirstier than the Nissans V6! Adds suicide rear doors for extra practicality and weirdness.

Honda CR-V 200i i-VTEC A/T (2003) Driving Impression

The fact that the second generation Honda CR-V has almost immediately managed to carve itself a sizeable niche in the South African market speaks volumes of how accurately Hondas product planners were in predicting the evolution of the compact SUV segment. When the segment was born it was though that a reasonable degree of off-road ability would be required, but increasingly the priority has shifted towards offering an interior environment that boasts unmatchable flexibility and comfort, with a modicum of gravel-road ability to enable families to reach their off-the-beaten-track destinations. The current Honda CR-V does this better than almost anything else in its class.

Honda CR-V Automatic for the adventurous

This particular model takes another step closer to being the ultimate family leisure vehicle, by offering the convenience of automatic gearshifting. The transmission is a simple four-speed unit, with fourth actually being an overdrive ratio for cruising. A switch allows the box to be locked into the first three gears, to allow for better responsiveness. The transmission accessible via a lever placed on the facia in a rather old-fashioned style is mated with Hondas 2,0-litre four-cylinder that boasts i-VTEC (intelligent variable valve timing). This engine delivers a healthy 110 kW, but the torque output is quite low at 190 Nm, and it is developed at high revs (4 000 rpm), pointing to an engine that will need a lot of revs to get going. Weighing in at over 1,5 tonnes, the Honda CR-V is also quite a heavy vehicle, and the automatic all-wheel drive system saps more power. Resultantly, this is not the swiftest of vehicles in its segment. Expect a leisurely 13,5 seconds to reach 100 km/h from rest, and with the throttle nailed to the floor. That said, it is significantly better at cruising speeds, and overtaking acceleration is not bad.

Clearly, however, performance is certainly not why you would buy the Honda CR-V. And neither is fuel economy with a consumption figure of close to 14 litres/100 km regular fill-ups will be required the tank is a relatively small 58 litres.

Where the engine/transmission combination impresses, however, is in the refined cruising ability the Honda CR-V displays. Obviously taller gearing helps in this regard, as the Honda CR-V is a quiet cruiser at the national speed limit.

Superb cabin practicality

The Honda CR-V cabin displays a lot of MPV influences. For example, the mounting of both the gearshift and the handbrake lever on the facia has allowed Hondas designers to create a flat floor and free space between the front seats, enough for a flip-up tray with cupholders. The sensation of space (which is not an optical illusion) carries through to the rear seats, where there is also a flat floor design and ample rear legroom. In fact, rear seat passengers can not only alter the angles of their seatbacks, but also adjust their legroom by sliding the seats fore/aft. Push the seats as far forward as they can go and you will have what is quite possibly the biggest boot around. As if that is not enough, the seats also fold down to free up even more cargo space. The boot, also accessible through the pop-open rear window, even features a luggage cover that can double as a picnic table clever! Overall, full marks for practicality in terms of design. Unfortunately, the light beige interior colour is not quite as practical

Facing the driver is a facia that appears somewhat dated, mostly because of the aftermarket audio system and the use of shiny, hard, brown plastics. Nevertheless, build quality is good, as youd expect from Honda. The front seats are wide and generally comfortable (especially on longer trips), but lack lateral support. Height adjustment for the drivers chair is included. Standard equipment is comprehensive and includes even cruise control and a sunroof. Two airbags are fitted, as are ABS with EBD.

And off-road?

This Honda CR-V is certainly not aimed at those folk who need to cross rivers to get to the family destination. The automatic all-wheel drive system is always active, but generally runs in front-wheel drive mode to save fuel, only sending power to the rear wheels once the front wheels are losing traction. The tyres are also very road-biased. So, although the ground clearance is a good 205 mm, the Honda CR-V really is only suitable for the odd gravel road, and for extra security when road conditions deteriorate due to the weather (mud, ice etc).

Honda CR-V – Verdict

One has to wonder how the evolution of the compact SUV to incorporate more MPV elements will impact the long-term potential for stand-alone versions of the latter. After all, SUVs boast far more desirable design, and extra versatility in the form of a measure of off-road ability. The Honda CR-V comes close to achieving a perfect combination of these two types of vehicles, and in automatic form is a very comfortable long-distance family car. The only concerns are the high fuel consumption and lethargic acceleration off the mark, but the latter will not be of much concern to a large proportion of the target market.

We like:

Very practical interior
Comfort
Quality
Standard specification

We dont like:

Dated facia design
Lethargic performance
Heavy fuel consumption

Fast facts

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

Power: 110 kW @ 6 500 rpm

Torque: 190 Nm @ 4 000 rpm

Transmission: Four-speed automatic

Wheels: 15-inch alloy

Top speed: 165 km/h

0-100 km/h: 13,5 seconds

Fuel economy: 13,73 litres/100 km

Source: www.um.co.za

Also consider:

Subaru Forester 2,5 XEL Automatic: This underrated vehicle is one of the markets best-kept secrets. Its symmetrical permanent all-wheel drive endows it with excellent handling in all conditions and on all surfaces. The interior is practical, comfortable and hard-wearing. And its just about bullet proof.
Nissan X-Trail 2,5 SE Automatic: One of the most popular compact SUVs on the market and for obvious reasons the looks are stylish, the ride very good and the interior quirky but practical. Offers significantly more power than the Honda and Subaru.
Toyota RAV4 200 5-dr Automatic: Similar to the Honda in overall execution, power and specification, but is of a newer design and could be the best long-term option in this segment. Although its power outputs are almost identical to the Hondas it feels a fair bit livelier.

Honda CR-V 200i i-VTEC Automatic Driving Impression

The fact that Honda’s second-generation CR-V has almost immediately managed to carve itself a sizeable niche in the South African market speaks volumes of how accurately Honda’s product planners were in predicting the evolution of the compact SUV segment. When the segment was born it was though that a reasonable degree of off-road ability would be required, but increasingly the priority has shifted towards offering an interior environment that boasts unmatchable flexibility and comfort, with a modicum of gravel-road ability to enable families to reach their “off-the-beaten-track” destinations. Honda’s current CR-V does this well than almost anything else in its class. test1

Automatic for the adventurous

This particular Honda CR-V 200i takes another step closer to being the ultimate family leisure vehicle, by offering the convenience of automatic gearshifting. The transmission is a simple four-speed unit, with fourth actually being an overdrive ratio for cruising. A switch allows the ‘box to be locked into the first three gears, to allow for better responsiveness. The transmission – accessible via a lever placed on the facia in a rather old-fashioned style – is mated with Honda’s 2.0-litre four-cylinder that boasts i-VTEC (intelligent variable valve timing). This engine delivers a healthy 110 kW, but the torque output is quite low at 190 Nm, and it is developed at high revs (4 000 rpm), pointing to an engine that will need a lot of revs to get going. Weighing in at over 1.5 tonnes, the CR-V is also quite a heavy vehicle, and the automatic all-wheel drive system saps more power. Resultantly, this is not the swiftest of vehicles in its segment. Expect a leisurely 135 seconds to reach 100 km/h from rest, and with the throttle nailed to the floor. That said, it is significantly better at cruising speeds, and overtaking acceleration is not bad. Clearly, however, performance is certainly not why you would buy this vehicle. And neither is fuel economy – with a consumption figure of close to 14 litres/100 km regular fill-ups will be required – the tank is a relatively small 58 litres. Where the engine/transmission combination impresses, however, is in the refined cruising ability the CR-V displays. Obviously taller gearing helps in this regard, as the CR-V is a quiet cruiser at the national speed limit.

Superb cabin practicality

The CR-V’s cabin displays a lot of MPV influences. For example, the mounting of both the gearshift and the handbrake lever on the facia has allowed Honda’s designers to create a flat floor and free space between the front seats, enough for a flip-up tray with cup holders. The sensation of space (which is not an optical illusion) carries through to the rear seats, where there is also a flat floor design and ample rear legroom. In fact, rear seat passengers can not only alter the angles of their seatbacks, but also adjust their legroom by sliding the seats fore/aft. Push the seats as far forward as they can go and you will possibly have the biggest boot around. As if that is not enough, the seats also fold down to free up even more cargo space. The boot, also accessible through the pop-open rear window, even features a luggage cover that can double as a picnic table… clever! Overall, full marks for practicality in terms of design. Unfortunately, the light beige interior colour is not quite as practical… Facing the driver is a facia that appears somewhat dated, mostly because of the aftermarket audio system and the use of shiny, hard, brown plastics. Nevertheless, build quality is good, as you’d expect from Honda. The front seats are wide and generally comfortable (especially on longer trips), but lack lateral support. Height adjustment for the driver’s chair is included. Standard equipment is comprehensive and includes even cruise control and a sunroof. Two airbags are fitted, as are ABS with EBD.

And off-road?

This Honda CR-V 200i is certainly not aimed at those folk who need to cross rivers to get to the family destination. The automatic all-wheel drive system is always active, but generally runs in front-wheel drive mode to save fuel, only sending power to the rear wheels once the front wheels are losing traction. The tyres are also very road-biased. So, although the ground clearance is a good 205 mm, the CR-V really is only suitable for the odd gravel road, and for extra security when road conditions deteriorate due to the weather (mud, ice etc.).

Verdict

One has to wonder how the evolution of the compact SUV to incorporate more MPV elements will impact the long-term potential for stand-alone versions of the latter. After all, SUVs boast far more desirable design, and extra versatility in the form of a measure of off-road ability. Honda’s CR-V comes close to achieving a perfect combination of these two types of vehicles, and in automatic form is a very comfortable long-distance family car. The only concerns are the high fuel consumption and lethargic acceleration off the mark, but the latter will not be of much concern to a large proportion of the target market. We like: Very practical interior Comfort Quality Standard specification We don’t like: Dated facia design Lethargic performance Heavy fuel consumption

Fast facts

Engine: 2.0-litre, four-cylinder, petrol Power: 110 kW @ 6 500 rpm Torque: 190 Nm @ 4 000 rpm Transmission: four-speed automatic Wheels: 15-inch alloy Top speed: 165 km/h 0-100 km/h: 13.5 seconds Fuel economy: 13.73 litres/100 km

Also consider:

Subaru Forester 2.5 XEL Automatic This underrated vehicle is one of the market’s best-kept secrets. Its symmetrical permanent all-wheel drive endows it with excellent handling in all conditions and on all surfaces. The interior is practical, comfortable and hard-wearing. And it’s just about bullet proof. Nissan X-Trail 2.5 SE Automatic One of the most popular compact SUVs on the market and for obvious reasons – the looks are stylish, the ride very good and the interior quirky but practical. Offers significantly more power than the Honda and Subaru. Toyota RAV4 200 5-dr Automatic Similar to the Honda in overall execution, power and specification, but is of a newer design and could be the best long-term option in this segment. Although its power outputs are almost identical to the Honda’s it feels a fair bit livelier.