Nissan 370Z Automatic (2009) Driving Impression

It’s easy to forget that Nissan, the maker of such “people’s” products as the B140 Champ and Tiida, is also a car maker with a rich automotive history, and one with a reputation for developing such a fearsome performance machine as the Skyline GT-R.

And while it is true that a really hot Nissan for the man in the street has been absent since the demise of the Sentra 200 STI, serious – and well-to-do – petrolheads have taken to the marque’s 350Z coupe in a big way. This handsome beast’s macho rear-wheel drive dynamics are increasingly rare in this age of electronic nannying. Can the Nissan 370Z Automatic continue in the same fashion, or has it been tamed?

Aggressive looks

While its predecessor was quite a square-cut machine the new Nissan 370Z Automatic is decidedly voluptuous, with massively flared rear wheelarches, boomerang-shaped front and rear lights, and a particularly aggressive front airdam treatment. Further boosting the car’s visual presence is the standard fitment of large 19-inch alloy wheels, and also the fact that it is wider than the 350Z, yet shorter. The changes in dimensions result in the car looking very squat. In fact, compared with its German rivals, the Nissan looks significantly more brash, which may not appeal to those hoping to make an impression of “sophistication”.

It’s very much the same story inside, with not a trace of subtlety to be seen anywhere. The instrumentation panel is mounted on the steering column, so adjusts up or down with the steering. Unfortunately there is no reach adjustment but perhaps surprisingly this has not compromised the driving position too much.

The instrumentation itself consists of three large dials, along with smaller digital displays, so is very comprehensive, if not very legible at a quick glance. Three smaller dials are mounted on top of the facia in little pods angled towards the driver. So, there’s a lot to take in… Thankfully, the controls for the standard Bose audio and climate systems are straightforward to operate.

Overall, the cabin’s build quality appears to be excellent, with the generous use of soft-touch surfaces and an attractive combination of leather and cloth upholstery making a good impression. Even from behind the wheel it feels like a substantial product, not a lightweight racer. On that note, the more than 1,5-tonne weight is no longer such a big surprise. The 370Z also comes close to achieving the perfect 50:50 weight distribution.

Nissan has been very generous with the standard equipment included with this car – the Bose audio system can hold six CDs, and also features auxiliary support; cruise control, auto lights and wipers, self-levelling bi-xenon headlights and no fewer than six airbags are also part of the package.

Serious power

Under the long bonnet is an Infiniti-sourced 3.7-litre V6 engine that delivers class-leading outputs of 245 kW and 363 Nm of torque. The engine is mounted lower down than before, and also behind the front axle line, benefitting the vehicle’s centre of gravity and weight distribution. Most hardcore enthusiasts will sneer at the thought of a traditional automatic transmission in a car such as the 370Z, but the seven-speed ‘box actually does well.

Of course, it offers manual shifting either via the gearlever itself, or nicely shaped levers behind the steering wheel. Unlike most such transmissions, the 370Z’s gearbox makes the car feel lively even at low speed, boasting very sharp throttle response.  Further good news is that when manual mode is selected, the transmission won’t override the driver and execute a shift as the needle approaches the red line.

The performance, predictably, is electrifying, with Nissan claiming a 0-100 km/h time of 5,6 seconds and a 250 km/h top speed. But it’s the immediacy of the engine that impresses most, and even more so considering the fact that it’s matched to an automatic. Drop a gear or two at any speed, mash the throttle, and the 370Z will squirm as it immediately unleashes all that power to the rear wheels.

Serious drivers only

The 370Z features Nissan’s latest VDC electronic stability system as well as a limited-slip differential. Even with the VDC doing its job, it allows for relatively large slip angles before intervening. This means you can, in relative safety, push the car to its grip limit. Switch the VDC off, however, and you’d better know what you’re doing.

The 370Z’s massive tyres generate a lot of grip, so you’ll be travelling very fast indeed before they will let go. Once they do, you’ll need fast reactions to catch the resultant slide. The car’s short wheelbase amplifies this tricky on-the-limit character. Enthusiastic drivers will, however, love its old-school character. It’s a car that requires time and dedication to get the best out of it, but once you do, the rewards are great.

Verdict

The Nissan 370Z Automatic is an excellent successor to the very endearing 350Z. While it is true that Nissan hasn’t really tried that hard to improve on its refinement and sophistication (relative to the German rivals), this means the latest Z car retains its unique, muscular character.

Hardcore petrolheads will most likely go for the manual transmission model, but the seven-speed automatic surprised during this test and certainly doesn’t spoil the fun. Given its high specification, excellent pricing and the driving enjoyment on offer, it gets two thumbs up.

We like:

Striking looks

Build quality

Standard specification

Performance

Entertaining dynamics

We don’t like:

Ergonomics

No reach adjustment for steering wheel

Not quite refined enough to be a daily driver

Fast facts

Engine: 3.7-litre, V6, petrol

Power: 245 kW @ 7 000 rpm

Torque: 363 Nm @ 5 200 rpm

Transmission: seven-speed automatic

Wheels: 19-inch alloy

Top speed: 250 km/h

0-100 km/h: 5.6 seconds

Fuel economy: 10.4 litres/100 km

Also consider:

Porsche Cayman PDK:

Significantly more expensive and less powerful, but delivers a knock-out driving experience as well as “that” badge on the bonnet. Resale value is excellent.

BMW Z4 sDrive23i A-Sport:

For the same money, you can get BMW’s stylish Z4, but with significantly less power. More of a poseur’s car, complete with folding hard-top roof.

Audi TT Coupe 3.2 quattro S-tronic:

Neither as powerful nor as “macho” as the Nissan, but more refined and stylish. Even with less power, the performance figures are not dissimilar. Quattro all-wheel drive a boon for less-experienced drivers.

Volkswagen Scirocco 2,0 TSI Sportline DSG (2009) Driving Impression

Some history first… Scirocco is not a new name in the Volkswagen model range, even though most of the young, affluent South Africans that constitute the target market will be unfamiliar with it. Back in the ‘70s and early ‘80s the crisp, Giugiaro-styled Volkswagen Scirocco was quite a popular coupe in Europe, and was also offered for sale in South Africa, where it never quite took off. And now it’s back. Aimed at those consumers who like the Golf’s solidity and performance, but who crave a little bit more exclusivity and don’t mind sacrificing some practicality in the process, the Volkswagen Scirocco is a stylish hatch/coupe that adds some spice to the VW line-up.

Exciting Styling for Volkswagen Scirocco

The Volkswagen Scirocco may be based on the underpinnings of the Golf, but you’d never guess it by looking at it. It is lower slung than its mainstream hatchback sibling, boasts wider track widths and is also longer. Consequently, the Scirocco looks squat and muscular, and unlike anything else in its class. The sporty looks of the Volkswagen Scirocco are bulked up even further by the fitment of stylish 18-inch alloy wheels as standard.

Riding on a 2 587 mm wheelbase, the Scirocco is not as cramped as the coupe moniker may lead you to expect. Certainly, access to the rear will require some bending and twisting, but once seated both head- and legroom are sufficient, although it can become a trifle claustrophobic back there. The boot remains usable, too (312 L). Up front, you’ll recognise the facia of the Eos folding-hardtop coupe. Build quality is as top-notch as anything else from the VW stable these days, but it must be said that, given the Scirocco’s flamboyant exterior design, perhaps Volkswagen could have done more to give this model its own character inside.

This particular 2,0 TSI Sportline derivative is a heavily sports-oriented model, and gets a flat-bottomed steering wheel, triangular door handles that are really nice to hold and lots of shiny trim pieces to break the sombreness of the otherwise predominantly black interior. The seats are superb, leather-trimmed and “ribbed” sports items that wouldn’t look out of place in a far more expensive sportscar. Some will be disappointed that the driver’s seat can’t adjust to an even lower position, but it’s certainly not uncomfortable and the steering wheel does, indeed, offer a generous range of rake/reach adjustment. From inside, then, and in particular from behind the steering wheel, the Volkswagen Scirocco comes across in much the same way as a hot hatch.

Given the Scirocco’s upmarket positioning, the trim level is suitably generous, with climate control, front/rear fog lamps, heated seats, electric seat adjustment, radio/CD with remote audio controls, cruise control and six airbags all being included in the deal.

Familiar Powertrain

Under that sculpted bonnet is the VW group’s familiar 2,0-litre turbocharged four-cylinder engine that delivers 147 kW and 280 Nm of torque, the latter figure on tap from below 2 000 rpm. Performance is sizzling and certainly places the Volkswagen Scirocco firmly in hot hatch territory. The 0-100 km/h dash is completed in a brisk 7,3 seconds and the top speed is over 230 km/h. What impresses more than the bare figures is the refinement and eagerness of the engine. It feels more willing to rev than previous examples, and the linearity of the power delivery is mighty impressive for a relatively small-capacity turbocharged engine. There is always overtaking punch if required. Flicking through the six-speed dual-clutch (DSG) transmission is also delight. The transmission includes a launch control function, by the way, a useful feature during those pesky robot-to-robot grands prix.

Thrilling Dynamics

Look, seeing as the Volkswagen Scirocco uses the same underpinnings as the current Golf, which is highly rated for its handling/ride balance and overall agility, it was hardly ever going to be a dud in the dynamics department. But Volkswagen has made doubly sure that it lives up to the expectations created by the exciting exterior design. Perhaps due to its wider stance, the Volkswagen Scirocco feels even more firmly planted, without sacrificing the Golf’s trademark adjustability. There really is very little body roll, and the steering is precise, if slightly devoid in feel (just like a Golf). Volkswagen also offers an optional adjustable chassis system that sharpens things up even further, but for the majority of owners the basic set-up will be more than good enough.

Driven hard, the Volkswagen Scirocco exhibits all the traits that make excellent hot hatches (and the Golf GTI) so popular. The engine note is raspy, the transmission fast and slick, and the ride/handling balance so well-judged that you could live with the Scirocco on a daily basis, yet never tire of its entertainment abilities when you have the opportunity to exploit them.

Volkswagen Scirocco – Verdict

Yes, the Volkswagen Scirocco could be described as a Golf in drag, but it’s more than that. The underpinnings may be familiar, but the visual character is so strong that it manages to exhibit a persona all of its own. For those buyers looking for a fast, stylish, reasonably practical daily runner, but who places a premium on design and individualism, the Volkswagen Scirocco will be hard to resist. We suspect that, this time round, Scirocco will be more eagerly accepted than in the past. It’s a winner.

We like:

  • Sporty looks
  • Refinement
  • Superb cabin
  • Excellent performance
  • Dynamic balance

We don’t like:

  • Sparse standard equipment


Fast facts

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

Power: 147 kW @ 5 100 rpm

Torque: 280 Nm @ 1 700 rpm

Transmission: Six-speed dual-clutch

Wheels: 18-inch alloy

Top speed: 233 km/h

0-100 km/h: 7,1 seconds

Fuel economy: 7,6 litres/100 km

Source: www.um.co.za

Also consider:

  • Opel Astra OPC: The OPC has built itself something of a cult following, aided by spectacular styling and lots of power. Overall, it has its charms, but the power is arguably too much for the chassis, because dynamically it can become ragged when pushed.
  • BMW 130i: At the Scirocco’s kind of price level, this fast BWM looms tantalisingly near. OK, so the looks are borderline offensive and the cabin not representative of BMW’s finest work, but the engine and rear-wheel drive dynamics go a long way to making up for those failings.
  • Volvo C30 T5 Geartronic: A far more competitive product than most people give it credit for, even though it can’t quite match the dynamic balance of the Scirocco, nor the slickness and speed of its transmission. More powerful, though, and cheaper.

Mercedes-Benz C180K BlueEfficiency Classic (2009) Driving Impression

BlueEfficiency may be one of the clumsier model names around, but make no mistake… the Mercedes-Benz C180K BlueEfficiency reviewed here is destined to be a strong seller based simply on the fact that it is the most affordable Mercedes sedan on the local market. Its “green” talents are likely to be a secondary consideration for most customers, even though that’s not the case for Mercedes-Benz. This brand is getting serious about cuttings emissions and, as you’re about to see, it takes a holistic approach that goes beyond mere engine downsizing. Prius… you’d better watch out!

Expensive Looks for Mercedes-Benz C180K

Perhaps one of the secrets to the C-Class’s success is its upmarket and elegant looks, no matter which model you’re looking at. This Mercedes-Benz C180K BlueEfficiency may be the cheapest of its ilk, but it certainly doesn’t look it. The design is crisp, modern and slightly conservative – just as South Africans like it. Even this model rides on smart 17-inch alloy wheels and sports front and rear fog lamps, two features that immediately boost the car’s “perceived” cost. What you can’t easily see, however, is the intensive work done by Mercedes’s engineers to make this C-Class cut through the air more smoothly. There’s a partially blocked-off grille, for example, as well as a smoother under body – all in the aid of aerodynamics and ultimately fuel efficiency. Even harder to spot are the results of the flab-cutting diet the C-Class was subjected to – Mercedes has used thinner insulation materials, and even a thinner windscreen.

Consequently, the Mercedes-Benz C180K weighs in at 1 485 kg, which certainly makes it one of the lighter cars of its size. Inside it is very hard to spot any significant changes. It gets the same beautifully made facia with its simple, elegant lines and straightforward ergonomics. The instrumentation panel is particularly neat, with a large digital display incorporated into the central speedo. There really is nothing about this car that would make existing Mercedes customers pull up their noses in disgust – except perhaps for the manual gearlever, but more of that later.

Overall, the cabin’s spaciousness and high comfort levels are standard C-Class fare, as is the large (475 L) boot. Unfortunately, a folding rear seat to expand packing space is not standard. What is standard, however, will perhaps surprise you; climate control, auto lights/wipers, partial electric seat adjustment, cruise control, radio/CD player and no fewer than seven airbags are all present and accounted for. There’s even a standard ESP (electronic stability system). You pay extra for park assist and satellite navigation, among other items.

Supercharged… economy

The Mercedes-Benz C180K moniker is misleading as the engine powering this model is not a 1,8-litre, but a supercharged 1,6-litre petrol. The engine delivers 115 kW and 230 Nm of torque – the same as the brand’s 1,8-litre engine, except that the torque is developed at slightly higher revs (3 000 rpm). The benchmark sprint is completed in a reasonably brisk 9,5 seconds, and there’s a 230 km/h top speed. But sprinting ability is not this car’s forte, although the engine arguably punches above its weight in that regard. Mated with a six-speed manual transmission, this drivetrain’s focus is on efficiency. The gearshift indicator on the instrument panel urges you to shift up way before you’d normally feel comfortable to, all the way to sixth which is very much an overdrive gear to achieve ultimate cruising economy. An average fuel consumption figure of 6,7 L/100 km is achievable with some effort, but a more likely consumption is around 7,5 L/100 km. So, it’s certainly economical.

As much as one can thank the transmission for that efficiency, unfortunately its clunky shift action and unpredictable clutch make it a less than smooth companion around town. In fact, it can be quite tiresome. An automatic transmission may have resulted in slightly heavier consumption but ultimately would have made this a nicer car to drive. Similarly, one senses that some compromises have been made in terms of refinement, too. The ride and handling set-up remains very impressive, perhaps partly as a result of the reasonably sized wheels and tyres (other markets get smaller, efficiency-oriented wheels), but subjectively there is more road noise coming into the cabin, which can only be because of the cutbacks on insulation materials. For most customers, however, especially those who haven’t driven a “normal” C-Class, this is unlikely to be a deal breaker.

Mercedes-Benz C180K Blue Efficiency – Verdict

In its most basic form the C-Class remains a hugely desirable product, mostly because it doesn’t look notably less sophisticated or cheaper than its more pricy siblings. The efficiency boosting changes have all happened under the skin, and they’ve combined to give this C-Class very low (potential) fuel consumption. But… the manual transmission and the “springy” clutch are disappointments, making the Mercedes-Benz C180K a frustrating car to drive around town. And out on the open road, the C180K may impress with its smoothness and fuel economy, but the thinner insulation can be felt/heard in the higher levels of road noise. Its German rivals from Audi and BMW may not be ultimately as economical, but perhaps they’re more enjoyable cars for everyday driving, while at the same time also not being gas guzzlers. Back to the drawing board, Mercedes?

We like:

• Good quality interior
• Standard specification
• Ride/handling
• Fuel economy
• Willing engine

We don’t like:

• Transmission smoothness
• No standard flat-folding rear seat

Fast Facts:

Engine: 1,6-litre, four-cylinder, supercharged petrol
Power: 115 kW @ 5 200 rpm Torque: 230 N.m @ 3 000 rpm
Transmission: six-speed manual
Wheels: 17-inch alloy
Top speed: 230 km/h 0-100 km/h: 9,5 seconds
Fuel economy: 6,7 litres/100 km

Source: www.um.co.za

Also consider:

• BMW 320i Start: Cheaper and slightly more powerful (though not as torquey) the BMW also can’t match the Mercedes’s excellent fuel economy. But it’s a far smoother drive.

• Audi A4 1,8T FSI Ambition: Actually comes pretty close to matching the Mercedes-Benz C180K in terms of fuel economy, yet also packs more power and nippier performance. Oh… and it’s cheaper. Beautifully built.

• Toyota Prius: The all-new Toyota Prius is around the corner, and will be similarly priced. If you want to green, then you can just as well do it properly. Prius offers vastly more frugal driving, but is down on power (if not specification) and the driving experience is… well… very beige.

Honda Jazz 1,5 i-VTEC EX Automatic (2009) Driving Impression

If the world ran on common sense, it would be a very different place indeed. Take the Honda Jazz for example. Without fail it has offered the most practical and spacious cabin in its segment. Its engines deliver the best balance of performance and economy. And, according to its owners, the Honda Jazz is more reliable than, er, just about anything out there. And yet, it is not even close to being a top seller. Consumers then, appear to have other, more pressing priorities, such as impressing the neighbours. Pity… they’re missing out on a superb product.

Unfortunately for Honda, the latest version is unlikely to change the above scenario, seeing as it again features a no-nonsense look that is devoid of any flair or flash. It’s not ugly by any means, but the mono-box shape and lack of design detailing endow it with anonymity in a segment that boasts a number of handsome vehicles. Style sells, it’s as simple as that, and it’s time that Honda accepts this and does something about it…

Space, and yet more space in the Honda Jazz

As before, you’d have to venture into the MPV segment to find vehicles that can match the Jazz’s interior spaciousness and flexibility. The boxy shape has a huge benefit when it comes to interior packaging. Not only is the boot bigger than most vehicles in this segment but, fold the rear seats down, and this little car can accommodate objects that won’t fit into most large SUVs. How has Honda done this? Well, the 42-litre petrol tank is positioned under the front seats, freeing up a lot of space at the rear. As a result the rear seat cushions can even flip up, forming a large opening between the rear backrests and front seatbacks.

But the Honda Jazz is not only geared to transport “cargo”. Occupants are also well-catered for. Front seat accommodation is excellent, with a driver’s seat that boasts height-adjustment. The seats initially feel a bit unsupportive, but proved comfortable on longer trips. Visibility out of the Honda Jazz is excellent for all passengers. Rear leg- and headroom is unmatched in this segment. Again.

Futuristic facia

Considering the fact that the exterior displays almost zero design effort, the facia comes as a bit of a shock. As is the case with a few modern Hondas (Civic, especially), the layout initially appears to make no sense at all. The audio controls are placed on a large silver section, and are easy enough to figure out. But to their right are the controls for the ventilation system, grouped into little “pods”, and with another circular section to display the temperature. It’s certainly quirky, but familiarity soon sets in, so it’s not a major issue, just of interest as it appears to clash with the straightforward design on the outside.

In EX trim the Honda Jazz is very well-equipped. There’s climate control, for example, as well as a comprehensive audio system that includes USB support. It also boasts four airbags, rake/reach adjustment for the steering wheel, ABS backed by EBD and BAS, and Isofix child seat mounts in the rear. Considering its price and overall quality, there’s not much more you could reasonably demand from Honda.

It is worth noting, however, that the car’s inherent quality does not really manifest itself in its interior fittings. Yes, there are no rattles and fit is good, but the plastics don’t feel particularly high grade and the cloth trim covering the hard surfaces feel a bit “thin”.

Surprising zest

The Jazz’s 1,5-litre engine is the most powerful in this segment, offering 88 kW and 145 Nm. It is also worth keeping in mind that the Honda Jazz is relatively light, so performance is quite lively, especially compared with its competitors. Sure, an 11,6-second 0-100 km/h time is hardly anything to write home about, but it’s convincingly livelier than its rivals, and it feels faster than the claimed performance figures suggest. The five-speed automatic ‘box generally does a good job of finding the right ratio, but because the engine loves revs (maximum power is at 6 600 r/min), swift progress can be accompanied by quite a lot of noise.

Considering its class-leading power outputs, the Jazz’s exception fuel economy is a big bonus. Honda claims a consumption figure of 6,7 litres/100 km, which is just as well, seeing as the tank is a very small 42 litres.

Still firm

The first-generation Honda Jazz was widely criticised for its relatively harsh ride quality. For this second-generation car Honda has made several modifications to the suspension in an effort to soften things, but it’s still rather firm, especially at low speeds, where poor surfaces often catch it out. The handling, too, is a hit-and-miss effort – there’s decent grip from the 175/65 tyres and the electrically assisted steering is better than most of its type, but there’s also quite a lot of bodyroll. If Honda has some improvements to make, it should start here…

Honda Jazz – Verdict

If you’re looking to buy a small automatic hatchback, and you’re the kind of person who tends to wear a comfy pair of sensible shoes, then the Honda Jazz is the default choice. It does almost nothing wrong and, in the few places where it does, such as its ride/handling balance, it’s not crucial to the target market. So yes, the Honda Jazz still won’t make your neighbours’ curtains twitch with envy, but know this – you almost certainly drive a better car than they do.

We like:

  • Reliability reputation
  • Interior flexibility
  • Performance/economy balance
  • Generous standard specification


We don’t like:

  • Dowdy looks
  • Firm ride


Fast facts

Engine: 1,5-litre, petrol, four-cylinder

Power: 88 kW @ 6 600 rpm

Torque: 145 N.m @ 4 500 rpm

Transmission: Five-speed automatic

Wheels: 15-inch alloy

Top speed: 189 km/h

0-100 km/h: 11,6 seconds

Fuel economy: 6,7 litres/100 km

Source: www.um.co.za

Also consider:

  • Volkswagen Polo 1,6 Comfortline Tiptronic: Pricey, as Volkswagen’s tend to be, but you get a refined product. The engine is not as powerful as the Jazz’s, and, even with an extra ratio in the transmission, the economy is worse, too.
  • Opel Corsa 1,4 Enjoy Automatic: Another quality contender, but its 1,4-litre engine only delivers 66 kW and, when mated with a power-sapping automatic, this Corsa feels even more lethargic than its manual-shift stablemate. Lovely cabin design, but lacking the Jazz’s practicality.
  • Renault Clio 3 1,6 Extreme: The Clio 3 is a likeable car with a substantial feel and a good specification level. Somehow, however, it doesn’t quite work so well as an automatic, with the transmission seemingly robbing the car of some of its inherent “zest”. That aside, it can’t match the Jazz’s interior flexibility and performance/economy balance.

New Opel Astra: Sporty with a Touch of Elegance

The new Opel Astra brings into the compact class its own interpretation of the brand’s award-winning design language of combining sculptural artistry with German precision first seen in the Insignia. Its strong sporty lines and elegant details add to a new handsome look.

Sportiness and Style defines new Opel Astra

The exterior of the new generation Astra, which debuts in September at the IAA in Frankfurt, boasts a strong cab-forward, fluid silhouette. Inside, high quality materials and a total re-think of the design add to the excitement of driving a compact car. Moreover, Opel has added innovative extras – higher quality materials, more storage, improved seats and safer bumpers – to give the new Opel Astra comfort, health and safety features not usually seen in the compact class.

“The design of the new Opel Astra takes all the best Opel has to offer and delivers it to the compact class,” says Mark Adams, Vice President of Design for GM Europe. “We have built a five-door hatchback that is as beautiful as it is safe, comfortable and practical.”

Exterior design gives Opel philosophy a new twist

Designers have given Opel’s new philosophy an interpretation fitting for the compact class using the same wing and blade styling cues first introduced on the mid-sized Insignia. Sculpted into the side panels of the new generation Astra, the blade sweeps rear ward and upward, connecting with the side window line, giving the new Opel Astra balance and harmony. Eagle eye-shaped headlamps that encompass the prominent signature wing daytime running lights give the Astra face a low, sporty character.

A graceful flowing silhouette connects the muscular shoulder lines with an expressive rear to make it sporty yet elegant. On the front fascia, the next generation Astra re-interprets the new Opel face by using the small upper grille to frame the new Opel logo, while emphasizing the bigger, bolder lower opening so as to create a sportier look.

Ford Focus 5-dr 2,0 Si (2009) Driving Impression

Although the second generation Ford Focus has been a strong seller locally for the brand in a segment where it has struggled during the past two decades (remember the Escort, Laser etc?), the competition is certainly heating up. Volkswagen’s Golf 6 has very quickly become the dominant force in this segment, but Honda’s quirky Civic hatchback is another strong rival, as are Opel’s Astra, Toyota’s Auris and the Mazda3. So the second-generation Focus’s mid-life upgrade was of particular importance to hang on to the foothold Ford has worked so hard to reclaim.

Consequently, the aesthetic changes are quite substantial and immediately noticeable, particularly at the front. The Ford Focus gains an aggressive new airdam, reshaped headlamps, different alloy wheels, more shapely wheelarches, a rear spoiler and some detail changes to the rear lights, among others. The basic design has aged well and the changes only add to the appeal. The Ford Focus looks like a substantial, yet subtly sporty machine. So far, so good…

Unfortunately, things go somewhat pear-shaped in the cabin. The interior design has not aged particularly well, and the attempts to uplift the ambience stand out for all the wrong reasons. The tacky, faux-carbon, plastic trim with its wavy black/grey print pattern that adorns much of the centre part of the dashboard is an eyesore, and the large piece of silver plastic in the upper half of the instrumentation panel looks like an afterthought at best, and an Autostyle item at worst. A more conservative approach may have been more successful, because the Focus’s basic facia is neat and tidy. Soft-touch materials are used for the upper sections of the dashboard, but it’s worth noting that the quality of the plastics take quite a noticeable dive south of the facia’s centre line.

Space for features in the Ford Focus

Where the Ford Focus claws back some lost ground against its rivals is in the space that’s on offer. It boasts a fairly long wheelbase for a C-segment hatchback, and Ford has made full use of this to give the Focus impressive rear legroom and even a spacious boot – there’s only a space-saver spare in the boot, though. The rear seatbacks are split 60:40 and fold down to unlock impressive cargo space.

Front-seat occupants have very little to complain about. The seats are nicely padded and the driver’s boasts height-adjustment. The seats’ cloth upholstery looks neat as well durable. The steering itself is also adjustable for rake and reach, which is always a big plus. The steering wheel is somewhat oversized, though, which may not please everyone.  Like most cars in this segment, the Ford Focus features a convenient centre armrest and cupholders for front occupants.

Standard equipment includes electric windows all-round, air-conditioning, remote audio controls on the steering wheel, a radio/CD system with USB plug-in functionality and four airbags. Unlike some rivals, there is no electronic stability system, or even traction control, with this Ford Focus model.

There ain’t no replacement for displacement…

In an era when most car makers are pursuing smaller engine displacements, aided by turbo- or supercharging, the Ford Focus sticks to an “old-fashioned” big-capacity, 2,0-litre four-cylinder. Of course, there are benefits to this formula – there are no highly stressed turbos to blow up, so the complexity is lower and therefore long-term reliability should theoretically be better. With 107 kW there’s also good power, but the torque figure (185 Nm at a high 4 500 rpm) looks less impressive. Performance is acceptable, though nothing to write home about, with a 0-100 km/h time of 9,5 seconds. In reality it feels a bit slower than that. The big downside with an engine such as this is fuel thirst. With a claimed – and difficult to achieve – consumption figure of 7,5 litres/100 km, there are several rivals that perform better in this regard.

The engine is mated with a five-speed manual transmission. Gear changes effected through the somewhat cheap-looking, black plastic gearknob are not very slick – in fact, the changes can feel “crunchy” and it’s not too difficult to hit the gate between shifts.

On the road

Of course, one of the Focus’s big drawcards has always been the ride/handling balance on offer. With this model much of the appeal remains intact. The suspension displays good primary bump-absorption capabilities, and the ride quality is therefore impressive. Disappointingly, however, you can’t really say it’s the dynamic benchmark anymore. There’s significant body roll in the corners and the steering lacks weighting.

That said, this is not a Ford Focus ST, and the target market will likely “focus” more on its general comfort levels. With its impressive space utilisation, good ride quality and generous standard features list, it is certainly a hatchback that could double as a family car. It is in this scenario where the Ford Focus continues to impress.

Ford Focus – Verdict

The Ford Focus remains a solid, honest offering, but this segment is bustling with talent. Although the changes have boosted the car’s visual appeal, the interior is dating and the engine fails to match the power/economy balance on offer from some rivals. However, if your priorities include space and ride comfort, this is a car that should remain on your shortlist.

We like:

  • Attractive styling
  • Ride comfort
  • Standard specification
  • Space


We don’t like:

  • Ageing facia design
  • Fuel thirst


Fast facts

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

Power: 107 kW @ 6 000 rpm

Torque: 185 Nm @ 4 500 rpm

Transmission: Five-speed manual

Wheels: 17-inch alloy

Top speed: 206 km/h

0-100 km/h: 9,5 seconds

Fuel economy: 7,5 litres/100 km

Source: www.um.co.za

Also consider:

  • Volkswagen Golf (6) 1,4 TSI Comfortline: A very hard rival to beat, with superior refinement, excellent perceived interior quality and an engine that delivers strong performance and impressive economy. If you buy anything other than this, you’re buying at best, second-best.
  • Honda Civic 1,8i-VTEC EXi hatch: Underneath the very sci-fi exterior design and quirky instrumentation hides a solid, capable car with excellent standard specification, space utilisation and a 1,8-litre engine that loves to rev, yet which remains economical.
  • Opel Astra 1,8 Sport: An attractive, well-built rival, but just doesn’t have the spread of talents of the Ford Focus or, perhaps more importantly, the Golf 6. The 1,8-litre engine struggles to deliver fireworks that justify the Sport moniker. It also lacks the Focus’ overall spaciousness.

Audi Q5 2,0T FSI quattro S tronic (2009) Driving Impression

Having worked tirelessly during the past three decades or so to achieve parity in terms of status with “the other” two premium German brands, Audi has arguably recently achieved this ambitious goal. Through vehicles such as the TT, A8, R8 supercar and Q7 luxury SUV, it has managed to infuse a large dose of desirability into its DNA, and now it can confidently start cashing in on this new-found premium status by rolling out smaller, highly profitable niche models. Considering the current popularity of crossover vehicles, the new Audi Q5 compact SUV looks set to be a smash-hit straight out of the blocks.

Typically Audi design

While the Audi Q5 is an undeniably handsome vehicle, you have to look past the familiar Audi design elements and focus on the details to truly appreciate it. The fastback slope of its rear end blends with muscular haunches to create quite an athletic appearance. The rear lights, too, may initially look identical to several other Audi models’ lamps, but the detailing is quite stunning, and different, when they light up. Overall, it’s an athletic-looking vehicle, with the stance gaining extra muscle courtesy of the standard fitment of large 18-inch alloy wheels and a generous 200 mm of ground clearance.

While it is a significantly smaller vehicle than its bigger brother the Q7, the Q5’s “compact” moniker is a bit misleading. It is longer than an X3, and also sports a longer wheelbase (2 807 mm). This translates into generous cabin space. The cabin feels broad, and rear legroom as well as boot space is very good, lending the Audi Q5 considerable appeal as a family vehicle. Audi claims a generous 540 litres of packing space behind the rear seats.

As is the case with most modern Audis, the Q5’s facia design and general fit and finish are beyond what is currently the norm in this segment… or even the next. There’s excellent tactile quality to all the surfaces that are often touched, and although the all-black interior can be somewhat sombre, Audi has applied aluminium trim here and there to brighten things up. The instrument panel is particularly classy, and boasts a comprehensive trip computer. The centre console appears somewhat cluttered with buttons, but familiarity with the vehicles’ various controls soon sets in. An electronic park brake is mounted next to the gearlever.

Audi has an excellent track record in providing superb driving positions, and the Audi Q5 doesn’t disappoint in this regard. The seat features height adjustment, and the steering wheel’s range of rake and reach adjustment is particularly impressive. Even so, the vehicle’s high sides and relatively narrow window area, along with the seating/facia positioning, create a sensation of sitting “inside” the vehicle, rather than on top of it, as is often the case with SUVs. From behind the wheel, the Audi Q5 feels like a passenger car, and a sporty one at that.

Long options list

While even base Audi Q5 2,0T FSI models boast items such as dual, front and side airbags, climate control, front and rear fog lamps, automatic headlights, rain-sensing wipers, multi-function steering wheel and cruise control, the options list is very long and some items really should have been standard at this price level. Charging extra for metallic paint and privacy glass is somewhat cheeky. Also on the options list is Audi’s Drive Select system (R3 360), Xenon Plus headlights with LED daytime running lights, LED rear lights and headlight washers (R10 860), electric front seats (R9 600) and park distance control (R8 760). That’s just the tip of the iceberg… you can truly personalise your Audi Q5, but at a price.

Excellent powertrain

This Audi Q5 model is powered by the brand’s highly acclaimed direct-injection 2,0-litre turbopetrol engine which, in this instance, delivers an impressive 155 kW and strong torque of 350 Nm over a wide rev range (1 500 to 4 200 rpm). The engine is mated with a seven-speed dual-clutch transmission delivering power to all four wheels via Audi’s latest quattro all-wheel drive system. Perhaps as a result of its weight (approaching 1,8 tonnes) more than anything else, the Audi Q5 never feels quite as agile as its quoted performance claim of 7,2 seconds for the 0-100 km/h dash makes it sound, but it certainly doesn’t lack for overtaking punch. The seven-speed dual-clutch ‘box is a bit of a novelty in this segment, and is generally slick and fast in its responses, while also contributing to the excellent fuel economy – Audi claims 8,5 litres/100 km.

With excellent grip from its quattro drivetrain, good power and nicely weighted primary controls, the Audi Q5 is a pleasure to drive in almost all circumstances. It may be more prone to understeer than, for example, BMW’s X3, but the target market is unlikely to care about this. In almost all other respects the Audi Q5 is superior to the X3. Similarly, customers are highly unlikely to buy an Audi Q5 for off-road purposes, but those that require a degree of rough-road ability will not be disappointed. In addition to its good ground clearance, the Audi Q5 also boasts good approach/departure angles (25 degrees for both), as well as a self-locking centre differential and hill-descent control.

Audi Q5 – Verdict

The Audi Q5 can hardly fail. It’s the right product for the times, and comes with massive snob appeal. In the current market, and against current rivals, there isn’t really anything to seriously compete with its as an ownership proposition – BMW’s X3 is outclassed and outdated, and Volvo’s impressive XC60 suffers from a poor resale value reputation. The rise of Audi continues unabated.

We like:

  • Striking looks
  • Cabin quality and ambience
  • On-road comfort
  • Performance/economy mix
  • Interior space


We don’t like:

  • Expensive options
  • Heavy on-road bias


Fast facts

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

Power: 155 kW @ 4 300-6 000 rpm

Torque: 350 Nm @ 1 500- 4 200 rpm

Transmission: Seven-speed dual-clutch

Wheels: 18-inch alloy

Top speed: 222 km/h

0-100 km/h: 7,2 seconds

Fuel economy:  8,5 litres/100 km

Source: www.um.co.za

Also consider:

  • Volvo XC60 T6: A beautifully refined product with significantly more power and torque, as well as a more generous standard specification. The turbocharged six-cylinder is thirsty, though, and resale will likely be atrocious. An excellent used buy.
  • BMW X3 xDrive25i Steptronic: This German contender is ageing but remains popular. On-road dynamics are superb and the engine is silky smooth. The X3 can’t match the Audi Q5 interior ambience and modern features, though.
  • Land Rover Freelander V6 HSE Automatic: Sporting a near-premium segment badge on the bonnet and with solid off-road credentials, the Freelander is undeniably desirable. Heavy on fuel, though, and not as good as its rivals where it matters most… on the road.

Hyundai H-1 2.4 GLS (2009) Driving Impression

There was a time when minibuses were rather popular family cars in South Africa. Consider the iconic VW Kombi and David Kramer combination of the ‘80s, for example. But even Toyota’s Hiace once sold well to private buyers.

Due to a number of factors, but mostly rising costs, high theft rates and the popularity of SUVs, sales of these vehicles have declined sharply. A family friendly version of Volkswagen’s classy T5 now sells for more than R350 000, beyond the financial reach of most households. And on the other hand, most well-to-do families won’t consider a Quantum for fear of theft etc.

But now Hyundai has introduced the H-1, a spacious, well-equipped nine-seater bus that sells for less than R300 000, with a long service plan included. Could it reignite interest in the minibus?

Not a box

Unlike most minibuses available in South Africa at present, the Hyundai H-1 doesn’t look particularly utilitarian. Yes, the cheap-looking 16-inch steel wheels are unfortunate, but as for the rest the Hyundai looks appreciably upmarket. Through the clever use of colour-coding, hidden rear door rails and a curve here and there, the H-1 avoids the slab-sided look that plagues most rivals.

But don’t for a moment be fooled into thinking that its rounded design has negatively impacted occupant and cargo space. The H-1 is a big vehicle, measuring 5 125 mm in length and standing 1 935 mm high. If you plan to park it in your garage, make sure it’ll fit first…

Like most vehicles in this segment the H-1 boasts three rows of seating, each catering for three passengers. But unlike its main rivals, the H-1 features lots of seating adjustment, meaning occupants can tailor legroom not only for themselves, but also to the benefit of those seated behind them.

For example, the front bench seat for two passengers is separate to the driver’s and can slide backward/forwards to improve legroom. Even so, the centre “seat” in the front row should be reserved for the person who drew the short straw, as it’s not particularly comfortable and also doubles as a type of drinks table.

The middle row is arguably the best, boasting sliding functionality over a range of 100 mm, as well as reclining backrests. The sliding function allows middle passengers to move slightly forward, to free up legroom for those seated in the rear. Hyundai has made sure that all passengers are as comfortable as possible, with second- and third-row passengers benefiting from overhead ventilation outlets, drinks holders and reading lights. The boot is massive, too, with Hyundai claiming an 851-litre capacity.

Upmarket ambience

Where the Hyundai puts clear distance between itself and class rivals is in the look and feel of its interior fittings. Surprisingly, the facia is mostly constructed out of soft-touch materials. The charcoal-coloured upper section of the cabin contrasts nicely with the beige upholstery and trim lower down, too. This is, however, not the most practical colour for the vehicle’s potential frequenters (children).

With a height-adjustable driver’s seat, as well as rake-adjustment for the steering wheel, the H-1 driving position is more “SUV” than “minibus”. The centre section of the facia is also neatly laid out, with clearly marked controls and a handsome silver finish. The gear-lever sprouts from the bottom of the facia, freeing up foot space and falling easily to hand. Unfortunately (some of) the controls for the audio system require a bit of a stretch, an irritation exacerbated by the lack of remote audio controls on the steering wheel.

The standard features list is comprehensive, as you’d expect from Hyundai, but possibly not for this size of vehicle and at this affordable price level. It includes air-conditioning (with separate rear controls), power steering, and radio/CD system with auxiliary support, electric windows/mirrors, dual front airbags as well as ABS with EBD.

The fly in the ointment

If the H-1 has a weak spot, unfortunately it is in the powertrain department. Even in the smaller Sonata sedan, the 2.4-litre petrol engine is neither the most energetic nor most efficient of engines, feeling more asthmatic than its 126 kW and 224 Nm output figures would suggest.

In the H-1 its relatively poor flexibility (important for overtaking acceleration) is highlighted by the vehicle’s more than 2-tonne weight. That said, it feels decent around town, only suffering at higher speeds and when called upon to overtake. Another negative of the engine is its high fuel consumption – expect to achieve around 13 litres/100 km… at best.

If you’re not in a hurry, however, the H-1 is a lovely vehicle to drive, and to be driven in. The NVH (noise, vibration, harshness) control is really good, lending the H-1 a refined character that fits perfectly with the upmarket cabin ambience.

Verdict

At the price, the Hyundai H-1 GLS is excellent value for money, offering the kind of space, practicality and luxury that once made minibuses very attractive alternatives to sedans or stations wagons. Yes, the engine doesn’t quite deliver the goods, and it’s thirsty, but it shouldn’t be a deal breaker, as the rest of the package is quite superb.

We like:

Value for money

Build quality

Driver comfort

Large boot

Spaciousness

We don’t like:

Impractical beige trim

Fuel thirst

Lacks overtaking power

Fast facts

Engine: 2.4-litre, four-cylinder, petrol

Power: 126 kW @ 6 000 rpm

Torque: 224 Nm @ 4 200 rpm

Transmission: five-speed manual

Wheels: 16-inch steel

Top speed: 182 km/h

0-100 km/h: 16.5 seconds

Fuel economy: 10.2 litres/100 km

Also consider:

Nissan Primastar 1.9 dCi:

Consider this weird-looking vehicle to be part utilitarian workhorse, part people carrier. Surprisingly nice to drive (it’s mostly French, after all), and massively spacious.

SsangYong Stavic SV270 XDi:

Certainly an odd-ball choice, but the Stavic is not without its charms. Features a plucky 2.7-litre turbodiesel engine and good comfort levels. Only seven seats, though, and it’s popular with funeral companies…

Toyota Quantum 2.7 10-seat:

Don’t laugh… The Quantum may be more utilitarian than the Hyundai, but if you need a reliable people transporter for your business, then it’s still worth a good look. Packs two airbags as part of a surprisingly comprehensive standard features list.

Volkswagen Polo BlueMotion concept revealed

The new Volkswagen Polo BlueMotion concept car has been revealed at the Geneva Motor Show. Aimed at being the worlds most fuel-efficient 5-seater car, the Volkswagen Polo BlueMotion concept boasts an impressive 3.3 litres per 100km.

Volkswagen Polo BlueMotion is a frugal runner of note

Regarding the environment and being green, the CO2 emissions are at just 87g/km. The engine on-board the Bluemotion is a 1.2 litre TDI producing 55kW. While still in concept stage the Volkswagen Polo BlueMotion is likely to enter mass production and if it does will be available in the next few years.

Renault Sandero 1,6 Dynamique (2009) Driving Impression

In theory, a car such as the Renault Sandero is perfectly suited to South Africa. Affordability is a major concern here, not only when it comes to purchasing a new vehicle, but also the replacement parts down the line. Furthermore, our roads are deteriorating, so a car that was designed specifically to deal with such conditions should find favour here. But…there’s always a, but. What happens when a car maker takes its cheap-as-chips, rough-around-the-edges entry-level model and dresses it up, and attempts to sell it at a higher price?

What happens is that you get a product such as the Renault Sandero 1,6 Dynamique. Designed for developing nations and sharing its basic architecture with the cut-price Logan sedan, the Sandero is also made in South Africa in an effort to boost affordability. But at near R150 000, this particular model is fairly expensive. Sure, Renault has loaded it with standard features, but the fact of the matter is this. Its lofty list price puts it up against some fairly sophisticated rivals. Does it cut the “moutarde”?

Renault Sandero with extra frills

The basic Renault Sandero shape is inoffensive, of course, and in Dynamique spec gains some extra garnish in the form of more comprehensive colour coding, front foglamps and 15-inch alloy wheels. Rivals such as the Kia Rio and Opel Corsa, however, look significantly more stylish, at least partly because more affordable derivatives are not offered. The Renault Sandero, on the other hand, can’t quite escape its “cheap” roots. After all, the reason for its existence is to provide affordable motoring, and this shows in the relatively unsophisticated design.

It’s the same story inside. Renault has tried hard to hide the Sandero’s econobox roots by adopting predominantly dark, charcoal cloth trim and the occasional flash of (fake) silver painted plastic. But you don’t have to be an anorak to spot the Renault parts-bin pieces, nor the cost-cutting measures. Bits of the instrumentation come from the Clio 2, and the facia switchgear is shared with the Logan and Nissan NP200 pick-up. Consequently, there are some ergonomic “quirks” – the front electric window switches are placed on the centre piece of the facia (not the doors), and those for the rear windows are located behind the handbrake lever. Oh, and the control switch for the electrically adjustable mirrors is placed underneath the handbrake…

So, ergonomically at least, the Renault Sandero is not quite a success. Some controls are not where you expect them to be. The steering wheel feels too big and can’t adjust. And the sound system’s buttons are too small. It all feels a bit “mix-and-match”, because that’s exactly what it is…

Where the Renault Sandero claws back some points, especially for those customers looking for an affordable vehicle that could double as family transport, is in terms of its spaciousness. It offers the biggest boot in its segment and also features a 60/40 split rear bench. Rear legroom is good, too, as is headroom all-round. The seats are not great, though, with padding that feels a bit thin. The front seats also lack sufficient lateral support, a fact highlighted when experiencing the substantial body-roll in the corners.

Focus on ride comfort

The body roll is to some extent to be expected, as well as forgivable. In typical French fashion, the Sandero is set up for maximum ride comfort. Also keep in mind that the ground clearance is a crossover-rivalling 155 mm, so the centre of gravity is fairly high. But it suits the car. The Renault Sandero is very good at ironing out road imperfections and even handling the occasional unsealed road. The high profile 185/65 tyres also help in this regard. It really is very well-suited to our increasingly pot-holed roads.

The engine, a relatively low-tech single-overhead-cam, 8-valve 1,6-litre unit, should keep the Renault Sandero going reliably for many a year. It will however not keep it going very swiftly. The relatively low power output of 64 kW is probably sufficient for daily town driving, but when the car’s interior space is exploited for a long-distance family trip, its power deficit is highlighted by comparatively poor overtaking acceleration. Renault claims a 0-100 km/h time of 11,5 seconds, but it doesn’t quite feel that fast. Economy, however, is good. The quoted figure of 7,2 litres/100 km should be achievable for most owners.

Renault Sandero – Verdict

The honesty that is so endearing of the base-model Renault Sandero is somewhat eroded by the addition of the frills to get this car to Dynamique specification. Its existence is a bit of a product planning mystery, in fact, seeing as the superior, similarly sized and vastly more modern Clio 1,4 can be bought for not much more. In essence, the Renault Sandero is a decent product, but at this price level the competition is simply too fierce.

We like:

  • Boot space
  • Ride comfort
  • Standard airbags and ABS


We don’t like:

  • Ergonomics
  • Driving position
  • Price


Fast facts

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

Power: 64 kW @ 5 500 rpm

Torque: 128 N.m @ 3 000 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 175 km/h

0-100 km/h: 11,5 seconds

Fuel economy: 7,2 litres/100 km

Source: www.um.co.za

Also consider:

  • Opel Corsa 1,4 Essentia: A far more sophisticated offering than the Renault Sandero and don’t be put off by the smaller engine – the Corsa’s 1,4 provides sufficient power and better fuel economy. The interior feels and looks like that of a car from a premium segment, compared with the others here.
  • Daihatsu Sirion Sport: Often overlooked, but the Sirion is a good-value buy. The 1,5-litre engine is punchy, if not very frugal and although the boot looks small at first glance, the overall spaciousness of the cabin is excellent. Good standard specification and top-notch quality, too.
  • Hyundai Getz 1,6 HS: Popular with reason. The 1,6-litre engine provides perky performance. The interior may be a bit plasticky in places, but fit and finish is good. Like the Renault Sandero, you get airbags and ABS, too.