BMW 750i (2009) Driving Impression

We’ve heard it before, of course, but BMW is adamant that its latest-generation 7 Series model will finally dethrone the Mercedes-Benz S-Class as the world’s best luxury car. Beating the S-Class, even halfway through its lifecycle, though, is never going to be easy. Mercedes places a very high priority on the class leadership of the S-Class, and already a raft of improvements is being readied to battle BMW’s new contender. Can the 7 Series BMW 750i pull ahead far enough so as to keep the top spot when that reworked “S” arrives? Let’s see.

Much improved looks fro BMW 750i

After the design debacle that was the previous-generation, so-called “Dame Edna” 7 Series, BMW has taken a far more measured approach with the styling of the new 7 Series BMW 750i. The front end is dominated by probably the largest version yet of the kidney grille, but is otherwise quite conservative and in line with current BMW models. The rear, which was the, er, butt of many jokes with the previous car, has been massively improved, now looking striking without trying too hard. But what first hits you about the new BMW 750i is its presence. This is a BIG car, measuring just under 5,1 metres in length and boasting a 3 070 mm wheelbase. In fact, so big is the car’s body that the standard 19-inch wheels look relatively small!

The interior is similarly restrained, looking very much like a fancier, larger 3 Series inside. Although there’s nothing much wrong with that approach, it does mean that the BMW 750i doesn’t feel noticeably “grand” or “exclusive” inside, just very well made and loaded with features. Even though a current S-Class doesn’t offer all of the features that the BMW does, it still manages to make the driver feel more “special”, and that’s important in this segment. The BMW 750i is, however, undeniably high-tech, and boasts features that Mercedes can’t yet match. The very clear, large navigation screen is a case in point, and so is the refined latest-generation iDrive control system, which now boasts the kind of menu structures that even technologically challenged individuals will navigate with ease.

You’ll have to be very oddly shaped not to find a comfortable driving position in this BMW 750i. A height- and reach-adjustable steering wheel is a given at this level, but the BMW adds a seat that is adjustable in a mind-boggling number of ways. In addition to all the adjustments, heating and cooling, as well as a massaging function are included.

Those seated in the rear – which may occasionally include the actual owner of the car – will find that legroom has improved, but that ultimate stretch-out space still can’t quite match the Mercedes. For customers who want more rear legroom, BMW offers the long-wheelbase 750iL at about R100 000 more. A vast number of other extras are offered on the BMW 750i, including rear DVD screens and even iDrive control. Going into the list of standard features will take you hours to read…

Twin Turbo Thrust

The BMW 750i nomenclature is misleading, as this BMW is powered by the brand’s brilliant 4,4-litre twin-turbocharged petrol. The engine develops a colossal 300 kW and 600 Nm of torque, the latter figure available all the way from 1 750 to 4 500 rpm. It is mated with a very slick six-speed automatic transmission that is controlled via a novel new “pistol-grip” shaped lever which falls to hand very easily. Manual shifting is also offered.

With a 0-100 km/h time of 5,2 seconds, the BMW 750i will scare a great many sportscars. It is almost unbelievable to think that a two-tonne luxury limo can move so fast! The power delivery is strong from very low revs and builds in a very linear fashion, while the engine feels and sounds refined all the way, even though there is a somewhat throaty roar under hard acceleration, which fits in with the character of the car. The transmission complements the engine beautifully, with well-timed shifts when left in automatic mode, and swift responses when the driver uses the manual shift function. Overtaking acceleration is ferocious, making the BMW 750i one of the fastest, most comfortable long-distance continent crushers out there.

Sheer Driving Pleasure?

In the past, BMW’s 7 Series attempted to counter the S-Class’s unrivalled ride comfort, by being the large limo with the most engaging drive. You don’t have to be an automotive industry analyst to realise that buyers in this segment will place a bigger emphasis on ride. So… for the new car, the company has attempted to match the S-Class’s supreme ride… while maintaining the dynamic edge. It’s a big challenge, and BMW has thrown every bit of technology the 7 Series’s way to make it happen, including Dynamic Driving Control, which alters the damping, the transmission, throttle sensitivity, steering response and even DSC (stability system) according to the chosen setting (Normal, Comfort, Sport and Sport+). This system is standard, but if you need even more finely tuned dynamics there are more options to choose from.

In the end, the 7 Series comes very close to matching the Mercedes’s legendary ride quality, but falls slightly short of offering the same “waft-ability”, even in Comfort mode. But it is now very close. At the same time, it has certainly maintained its dynamic edge. With the various systems dialled to their sportiest settings, the 7 Series feels more agile than a car of this size and weight has any right to be.

BMW 750i – Verdict

The Mercedes-Benz S-Class has met its match. BMW’s new 7 Series is superior in terms of luxury and entertainment features, matches the S-Class for quality, and beats it convincingly in terms of performance and ride/handling balance. It does lack the Mercedes’s elegance, though, and you know that historically an S-Class keeps its value far better than a 7 Series. But that aside, it is safe to say that, right now, BMW makes the best luxury car in the world.

We like:

  • Performance
  • Ride/Handling balance
  • Comfort
  • iDrive improvements

We don’t like:

  • Facia doesn’t look “special” enough

Fast facts

Engine: 4,4-litre, V8, twin-turbopetrol

Power: 240 kW @ 5 800 rpm

Torque: 450 Nm @ 1 500 rpm

Transmission: Six-speed automatic

Wheels: 19-inch alloy

Top speed: 250 km/h

0-100 km/h: 5,2 seconds

Fuel economy: 11,4 litres/100 km

Source: www.um.co.za

Also consider:

  • Mercedes-Benz S500: The King may be under fire, but it’s certainly not going down without a fight. Can’t match the BMW 750i for performance and for ultimate driver involvement, but remains the more comfortable, luxurious, regal choice.
  • Audi A8 4,2 quattro: Cheaper than the Mercedes and BMW 750i, and can’t match them for power, but is nevertheless highly appealing. The interior, especially, is beautifully made. Quattro all-wheel drive gives great grip, but the ride is not refined as the BMW’s.
  • Lexus LS460: Hasn’t quite managed to match the Germans yet for desirability, but is slowly getting there. The engine is slightly down on power, but impressively refined, and the build quality is flawless. Wafts along like a Mercedes of old… and new.

 

New Volkswagen Polo unveiled at 2009 Geneva Motor Show

The new Volkswagen Polo, the fifth generation of VW’s evergreen supermini has been unveiled at the Geneva Motor Show, 34 years after the original went on sale in the UK. The new Volkswagen Polo is sharper, lighter, safer and more cutting edge than ever before and is set to establish new standards in the small car class.

New Volkswagen Polo breaks boundaries

Not only does the new Volkswagen Polo weigh 7.5 per cent less than the vehicle it replaces – despite being marginally wider and longer – but it’s also stronger, promises greater refinement and efficiency and features new packaging to make it the most versatile iteration yet.

The stylish Polo debuts a new look as well as highly efficient TSI and common rail TDI engines to set new benchmarks in efficiency – bettering even the high standards set by the outgoing car. In addition, advanced safety systems and an all-new construction allow it to meet the criteria for the recently introduced five-star EuroNCAP standard.

Styled by a team led by Walter de Silva (Head of Design, Volkswagen Group) the fifth generation Polo establishes a distinctive new look for the car that draws on the design direction established by the Scirocco and Golf.

At 3,952 mm in length the new Volkswagen Polo is 36 mm longer than the car it replaces. Its width, at 1,682 mm, has also grown by 32 mm, yet the overall height has dropped by 13 mm to 1,454 mm, lending the car a more purposeful stance.

These slightly larger dimensions and a longer wheelbase mean there’s greater space inside the new Volkswagen  Polo. Head, shoulder and legroom have all increased, as has the load volume which now totals a minimum of 280 litres and a maximum of 952 litres.

Up front, elegant white backlit dials are set into a dashboard constructed out of high-quality, soft touch plastics. Volkswagen’s renowned attention to detail remains apparent in the new Polo with subtle aluminium highlights dotted around the interior and the option of a handy air conditioned glovebox and an easily accessed connection point for an MP3 player.

In addition, and for the first time on a Polo, the RNS 310 touchscreen satellite navigation system can be specified along with a three-spoke, multifunction steering wheel.

Renault Koleos 2.0 dCi 4×4 Dynamique Premium Driving Impression

Such is the importance of the compact SUV segment that even those brands with little or no 4×4 credibility are jumping onto the bandwagon. Take Renault for instance. This French brand is better known for its compact hatchbacks and very cleverly packaged MPVs, but now we have the Koleos, another entrant in what has very quickly become a very crowded segment.

Borrowing some off-road hardware from sister company Nissan is a clever move, but even the X-Trail has its faults. And yet Renault is confident that it can compete for top honours, straight out of the box.

Feminine looks

Whereas the Nissan X-Trail is all blocky and masculine, Renault has taken a softer approach for the Koleos’s design. It’s a particularly curvaceous-looking car, with a sloping rear section that reminds somewhat of the Audi Q5. The front end is quite “pointy”, as one onlooker commentated, and this is a result of the fitment of a steeply angled scuff plate at the front. The angle of approach is a decent 27 degrees as a consequence.

The ground clearance, by the way, is rather low at 188 mm, but once again the angle of departure is quite good, at 31 degrees. Riding on smart 17-inch alloy wheels and boasting full colour coding with subtle satin silver detailing, the Koleos looks upmarket and ready for the school-run, but doesn’t really inspire thoughts of “roughing it”.

Open the solid-feeling doors and you’re greeted by an interior that quite possibly matches the current champion (Honda’s CR-V) for spaciousness and practicality. This should not come as a massive surprise, seeing as Renault is acknowledged to be a pioneer in the field of practical MPVs. Perhaps the bigger surprise is the perceived quality, which would not look out of place in a German luxury brand’s product. The upper section of the curvy facia is in a soft-touch material, and the steering wheel is trimmed with stitched leather. Black leather upholstery is standard fitment, but the cabin is not too dark, aided by soft, satin silver trim detailing and a generous glass area.

Some of the minor controls on the fascia are quite small and fiddly, but everything works with such slickness and solidity that such quirks are easily forgiven. Renault has really equipped this particular Koleos 2.0 dCi 4×4 Dynamique Premium model very well. Standard features include; dual-zone climate control, a premium sound system, cruise control, automatic lights and wipers and six airbags (including curtain bags). An electronic stability control system is also fitted. Driver comfort is boosted by the rake- and reach-adjustable steering wheel and a seat that is also adjustable for height.

Renault’s MPV experience has also benefitted those seated in the rear. Not only is the legroom impressive, but there are also fold-up airliner-style tables attached to the front seatbacks, as well as a large folding centre armrest with a lidded compartment and drinks holders. Impressively, rear headroom has not been compromised by the sloping roofline. The boot is big, measuring 450 litres and it includes a full-size alloy wheel under its floor. A rather unique feature in this segment is the split tailgate. The boot can be accessed either by opening the rear glass and hoisting your items in, or by folding down the lower section to slide bigger items onto the flat floor. The rear seats fold down very easily – levers are placed in the boot and when pulled, send the corresponding section of the rear seat tumbling forwards and into the floor automatically.

Power and economy

Another area of expertise for this brand is diesel power. Renault knows a thing or two about building powerful and economical diesel powerplants, and the 2.0-litre unit in the Koleos is a fine example. It delivers the most power in this segment (127 kW) as well as the most torque (360 Nm) and yet is also impressively frugal. The 9.6 litres/100 km figure can be easily beaten. Most drivers should average around 8.5 litres/100 km.

The engine is mated with a six-speed manual transmission that has that typically Renault rubbery shift action, but in a vehicle such as this, such a shift action is not the end of the world. With so much torque at hand, you’re unlikely to be stirring the pot all the time to keep the engine on the boil.

As mentioned before, the engine transmits power to all four wheels (potentially) via a Nissan-sourced all-wheel drive system. It usually runs in front-wheel drive mode, but it can also be locked into 4×4 when needed. Off-road, the Koleos puts in an impressive performance, with the soft suspension helping it to coast over and through most obstacles without negatively affecting interior comfort too much.

The good low-down torque also helps it crawl around at low speed very confidently. Plus, there’s a hill-descent control system, too, which limits speeds to 7 km/h. The way in which the Koleos also manages to be a comfortable, stable road vehicle in addition to its rough-road abilities, is really deeply impressive. Renault has done very well.

Verdict

Surprise, surprise… The Koleos is quite an achievement. Renault’s first compact SUV is no mere pretender, but a serious challenger for class-best honours. It represents the best of what is available within the Renault-Nissan alliance, marrying the off-road credibility and hardware from Nissan with the MPV expertise of Renault to create a vehicle that ticks all of the boxes.

Except, perhaps, for one… As good as the Koleos 2.0 dCi 4×4 Dynamique Premium is, spending near R400 000 on a Renault remains a risky exercise as resale values are bound to be poor. For that reason, be on the lookout for a demo unit or a one-year old used example. It’s bound to go for a steal.

We like:

Spacious, practical interior

Standard specification

Driving comfort

Build quality

Fuel economy

We don’t like:

Expensive

Potential resale value

Body roll

Fast facts

Engine: 2.0-litre, four-cylinder, turbodiesel

Power: 127 kW @ 3 750 rpm

Torque: 360 Nm @ 2 000 rpm

Transmission: six-speed manual

Wheels: 17-inch alloy

Top speed: 191 km/h

0-100 km/h: 9.9 seconds

Fuel economy: 9.6 litres/100 km

Also consider:

Honda CR-V 2.2i-CTDi

Honda’s spacious crossover is similar to the Koleos in spirit in that it boasts an interior that is almost MPV-like in its practicality and flexibility. And that 2.2-litre diesel engine is a peach, revving like a refined petrol unit and delivering excellent fuel economy.

Nissan X-Trail 2.0 dCi SE

Much of what lies under the Koleos’s skin comes from this car. Ironically, the Koleos is the better package, marrying the Nissan’s impressive off-road capability with a far better packaged interior.

Volkswagen Tiguan 2.0 TDI Track & Field

A bit more compact than the other offerings here but certainly a sophisticated, beautifully made vehicle with great comfort levels. Engine is down on power and lacks the refinement of the Honda.

Toyota Hilux Double-Cab D-4D Raider 4×4 A/T (2009) Driving Impression

Given the importance of the Toyota Hilux for the brand’s global fortunes, the company’s relentless efforts to enhance this product is to be expected. At first glance, the latest round of updates appear minor, but viewed within the context of current market trends, it would appear that Toyota has listened very closely to what its customers are saying.

Take, for example, something as subjective as styling. From the moment the current Toyota Hilux rolled into showrooms in 2006 there were complaints that the vehicle’s rounded styling was too effeminate for what was after all supposed to be a butch bakkie. What has Toyota done for the facelift? Well, without changing any of the sheetmetal, it has instead modified the grille and bumper to be more square-cut, more… manly. The new looks certainly give the Toyota Hilux a healthy dose of macho presence.

Inside, there were complaints about the lack of remote audio controls on the steering wheel and the fitment of rather old-fashioned ventilation system controls. With the upgraded model, Toyota has addressed both these issues. The new climate control panel is particularly attractive, featuring a wide digital display with the buttons neatly positioned around it.

The last bit of news concerns something far more serious than aesthetics. As further evidence of a trend that sees more and more customers use their double-cabs primarily for a leisure/quasi-SUV role, the flagship Toyota Hilux is now offered with an automatic transmission.

Toyota Hilux has some rough edges

While there have been small trim changes here and there in an effort to lift the interior ambience, it has to be said that the Hilux’s utilitarian roots still shine through in some  places. The quality of the plastic used for the upper section of the facia looks good and befitting the positioning of the vehicle, but the materials lower down are too shiny and simply too “plasticky”. Other irritations include a steering wheel that only adjusts for rake, a driver’s seat without height adjustment, and the continuing fitment of secondary lever to operate the low-range transfer case. It looks terribly out of place next to an automatic transmission lever and that glitzy climate control system.

All that said, the Hilux’s cabin is not an unpleasant place to be. There’s lots of space (even in the rear), and the standard specification is good, including four airbags, a good radio/CD system and electric mirrors/windows. Given the price for the Toyota Hilux, leather upholstery would have been appreciated. Another feature missed is park distance control, because at 5 255 mm in length, manoeuvring the Hilux is somewhat stressful.

Impressive refinement

While the fitment of an automatic transmission to a double-cab pick-up is not a new idea, the growth in demand for this combination has spurred a number of manufacturers into offering such derivatives. This Toyota Hilux sees the company’s impressive 3,0-litre D-4D turbodiesel engine mated with a somewhat old-fashioned four-speed transmission. The power and torque figures (120 kW and 343 Nm) are impressive for this segment, but then again the Toyota Hilux Double-Cab weighs nearly two tonnes, so performance is never going to be electrifying. Couple this with a four-speed ‘box, and initial progress seems lethargic. However, things improve markedly soon after, with the drivetrain feeling (and sounding) refined and the transmission intelligent enough to generally make the correct shifts at the right time. Of course, at around 9,5 litres/100 km, the Toyota Hilux D-4D Automatic can’t match the manual model for economy.

Once you get used to – and learn to compensate for – the initial slow pull-away, this is a lovely vehicle to drive. The D-4D engine has always been impressive, but the automatic transmission has erased some of its low-rev noises. It’s a far more relaxing drive as a result.

Go anywhere in the Toyota Hilux

What would a Toyota Hilux be without proper off-road ability? Even with an automatic ‘box this model is well-geared for the rough stuff, boasting not only low-range, but also a rear diff-lock activated at the push of a button, as well as a front diff-lock that is engaged as soon as the driver selects four-wheel drive. The ground clearance is excellent (more than 220 mm) and approach/departure and breakover angles all good – just watch the side steps (if fitted). In many ways the automatic transmission improves the Hilux’s off-road ability as it eliminates a lot of the clutch/throttle balancing act that will conspire to get novices, especially, stuck.

On the road, the Toyota Hilux is very much as before. The ride is firmer than most, but well-controlled, so it’s not bone-jarring. That firmness helps it carry a bigger load than most competitors.

Toyota Hilux – Verdict

This vehicle marks another step in the evolution of the Double-Cab. If you need one vehicle to fulfil all possible tasks, from transporting bicycles or dirty sporting gear, to a mom ferrying the kids to school, and to take the family on a holiday in far-flung nature, then you can’t really go wrong with this Toyota Hilux. It’s got a few rough edges, but for many that adds to the charm of picking a bakkie over a SUV in the first place.

We like:

  • Refinement
  • Working ethic
  • New climate control interface
  • Promise of reliability/back-up
  • Good off-road


We don’t like:

  • Utilitarian roots shine through in cabin
  • Some initial transmission lag


Fast facts

Engine: 3,0-litre, four-cylinder, turbodiesel

Power: 120 kW @ 3 400 rpm

Torque: 343 Nm @ 1 400-3 200 rpm

Transmission: Four-speed automatic

Wheels: 16-inch alloy

Top speed: 175 km/h

0-100 km/h: n/a seconds

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

Source: www.um.co.za

Also consider:

  • Isuzu KB300 Double-Cab D-Teq LX Automatic : Playing in the Isuzu’s favour is its more leisure-oriented ride and, some would say, better looks. Otherwise, the Toyota seems to have the edge, with better load-carrying ability and a more spacious cabin. The Toyota’s drivetrain also feels more refined.
  • Mitsubishi Triton Double-Cab 3,2 Di-D Automatic: Hasn’t found much love in the South African market, mostly due to its odd-ball looks. But underneath all the curves is a solid, capable vehicle that deserves to do better. Has a spacious, well-built cabin and is good off-road.
  • Ford Ranger Double-Cab 3,0 TDCI XLE Automatic: Rather expensive, and not as good overall as the Toyota, Mitsubishi or Isuzu. Its chassis feels old and rear passengers are not particularly well-catered for. Nice engine though, but it’s thirsty.

Toyota Yaris 1.8 TS (2009) Driving Impression

Let’s be honest now… Toyota’s cuddly-wuddly Yaris is not the most obvious candidate for a hot hatch project. Nevertheless, Toyota’s marketing team has thought it wise to attempt turning it into a genuine performance hatchback to challenge the compact GTi models from especially Peugeot and Volkswagen. Is stuffing a 1,8-litre engine into the three-door Toyota Yaris good enough to transform it into an entertaining driver’s car? And, at a price of around R210k, does it stand a chance against the aforementioned rivals? For Toyota’s sake, we hope so – thousands of supporters of the brand have been patiently waiting for a new performance Toyota, a machine that has been absent from local pricelists for far too long. Putting a dud on the market may persuade some of these fans to start looking elsewhere…

Slightly beefed-up looks for Toyota Yaris

Toyota has certainly tried to make the Yaris look sportier. With its compact three-door body, large 17-inch alloy wheels and more aggressive front and rear bumpers, it is both obviously not a run-of-the-mill Yaris, yet also quite subtle. Do we these changes endow the Toyota Yaris with some street-cred, however? Probably not…

The interior treatment is even more restrained – the drilled pedals and racy steering wheel expected from a car such as this are absent. Yes, the seats are unique to this model, but besides being different, there really isn’t much that’s special about them as they even lack the more aggressive side bolstering you’d expect from a hot hatch. At least there’s height-adjustment for the driver’s seat, and the steering wheel offers rake- and reach-adjustment.

Save for the seats, the rest is pretty much straightforward Toyota Yaris – the central instrumentation that is so loved and hated in equal measure remains, and makes little sense in a sporty hatch where you’d expect the driver to want the rev counter in front of his/her eyes. Save for that irritation, the control layout is actually quite good and rather quirky. The ventilation system, for example, is controlled using three large stacked knobs below the audio system. Another plus is the abundance of storage spaces – there’s a double glove compartment, in addition to a number of nooks and crannies for smaller items. Build quality all-round is good, and the space for front occupants is very generous. At the rear it is obviously rather cramped, but that’s unlikely to concern the target customer. The biggest problem with this model is the lack of model-specific detailing. There’s simply nothing to make the buyer feel special…

At the price the standard features list is acceptable, and includes front and side airbags, as well as one for the driver’s knee. There’s also a comprehensive audio system, keyless entry/start and remote audio controls. Perhaps the biggest surprise is the standard fitment of Toyota’s electronic stability control system (VSC).

Toyota Yaris is dynamically talented

While mainstream Toyota Yaris models have been tuned for comfort, the 1,8 TS surprises with its agility. Toyota has fettled with the damper and spring settings, as well as the steering, which is quick and endows this Yaris with a feeling of sharpness. The grip levels, too, impress, with those fat Yokohamas undoubtedly playing a big role in this regard. Even using the impressively powerful and fade-resistant brakes hard into a corner doesn’t unsettle the car too much. Overall, the Toyota Yaris TS can be grabbed by the scruff of the neck and made to do the type of entertaining things you’d never expect just by looking at it.

Providing the power is a 16-valve 1,8-litre engine that delivers 98 kW and 173 Nm of torque. Both these figures are well below the competition, but then again the Toyota Yaris is significantly lighter. The engine likes to rev, and the sound from the bigger exhaust is eager. For maximum effect, you have to keep the engine on the boil through regular gear shifting, but this is no hardship, seeing as the six-speed manual transmission is slick and precise. That said, the lack of ultimate power can’t be hidden from the stopwatch, with a time of 9,8 seconds to complete the 100 km/h sprint being well off what its main rivals can achieve. Less important, but certain to be part of the bar-counter banter, is the fact that its top speed is below 200 km/h. Where the Toyota Yaris hits back is with excellent fuel economy for a relatively sporty car – 7,0-litres/100 km may be hard to achieve, but even 8,0-litres/100 km is better than the competition. Does this matter, though? Unlikely…

Toyota Yaris – Verdict

The Toyota Yaris 1,8 TS is not without charm – it’s an attractive little car with subtly sporty looks, very good dynamics and a willing little engine. The problem, really, is the price. It is positioned uncomfortably close to the likes of the Polo GTi and the Peugeot 208 GTi, and both those cars are more desirable, more powerful and do a great job of stroking their owners’ egos. Ironically, perhaps, the Toyota Yaris is every bit as much fun as those two to drive, but the visual appeal and ultimate performance just aren’t there. Pity…

We like:

  • Attractive styling
  • Build quality
  • Standard specification
  • Composed dynamic behaviour


We don’t like:

  • Not as fast as rivals
  • Unsupportive seats
  • Too expensive


Fast facts

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

Power: 98 kW @ 6 000 rpm

Torque: 173 Nm @ 4 400 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

Top speed: 195 km/h est

0-100 km/h: 9,8 seconds est

Fuel economy:  7,0 litres/100 km

Source: www.um.co.za

Also consider:

  • Mini Cooper: The Mini is not as powerful but it posts similar performance figures. Has bags of charm and is an engaging car to drive. Likely to keep its value better than the Toyota Yaris.
  • Peugeot 207 GTI: An underrated challenger, as it boasts the engine used in the fiery Mini Cooper S and therefore packs the most power. Features an upmarket cabin and great comfort, but is not quite as sharp as a GTi from Peugeot should be.
  • Volkswagen Polo GTI: A fair bit more expensive than the Toyota Yaris, but it’s more powerful, more practical (has five doors) and is of higher perceived quality than its Japanese rival. A bit woolly to drive, though.

 

Volvo XC60 3.0T Geartronic (2009) Driving Impression

Although a premium compact crossover has been described as being unfaithful to Volvo’s DNA by some commentators, the reality is that such a vehicle perfectly fits the company’s long-standing focus on quality, practicality and safety. In fact, it’s a natural evolution for a company that has spent decades developing hiked-up station wagons for more rural folk. The fact that this type of vehicle has now become fashionable as well is just pure luck, and judging by first impressions of the brand’s new Volvo XC60, the accountants at HQ in Sweden must be rubbing their hands together in anticipation.

Attractive design for Volvo XC60

Boasting curves in all the right places and a particularly sexy rear-end, the Volvo XC60 exterior design could not be further removed from the boxy wagons of the past. It’s a very striking car, with a contrasting silver front airdam and rear skid plate adding to the classy appearance. Those who see the Volvo XC60 for the first time often commentate that it’s bigger than they had anticipated. At 4 627 mm in length, and measuring 1 888 mm in width and 1 713 mm in height, it certainly casts a substantial shadow. Considering its heavy on-road bias, the 230 mm ground clearance represents another welcome surprise.

The generous dimensions (2 774 mm wheelbase) have allowed Volvo’s designers to create a very spacious cabin packed with goodies and upmarket materials. Cabin space all-round is impressive, with particularly rear legroom raising an eyebrow or two. The boot is also well-sized and shaped, and overall utility space (with the rear seats folded down), probably best in this class. The only negative from a packaging point of view is the adoption of a space-saver spare wheel.

Where the Volvo XC60 really hits a rival such as BMW’s X3 for a six is in its facia execution. Boasting the most handsome interpretation yet of Volvo’s free-standing “centre stack” design, the big news is the adoption of some very high-class materials, including a number of different wood trims and leathers. Whatever is chosen, the appearance is classy, subtly sporty and “premium”. Where it perhaps falls slightly short is in the ergonomics department – there are a multitude of buttons and although they’re always neatly grouped, hitting the right one on the move does not always come easily. With so many new features to discover, perhaps it is time that Volvo considers a rival system for BMW’s iDrive or Audi’s MMI?

That said, comfort levels for everyone but in particular the driver are high. The driver’s chair is electrically adjustable (including height) and boasts three memory settings, as well as manual lumbar support. Dual-zone climate control is standard, and rear passengers have their own ventilation outlets. Also included on the standard features roster are; cruise control, six airbags, sound system with auxiliary support, auto-dimming interior mirror, park assist and auto wipers. The optional extras available are mind-boggling in their sophistication and include the likes of collision warning with automatic braking and lane departure warning systems. City Safety is another interesting safety feature – it limits the likelihood of city-speed (30 km/h) fender benders by automatically applying the brakes if the driver doesn’t respond in time.

Hot-hatch performance

This Volvo XC60 3,0T model is powered by a turbocharged version of Volvo’s in-line six-cylinder, 3,0-litre engine. It delivers class-leading outputs of 210 kW and 400 Nm of torque, giving it real live-wire performance. The 0-100 km/h sprint is completed in a hot-hatch rivalling 7,5 seconds, accompanied by a nice snarl from the engine. Unfortunately there is a price to pay for this performance at the fuel pumps – a figure of close to 13 litres/100 km is realistic.

The engine is mated with a six-speed automatic transmission which offers a Sport mode and manual shifting, but even in its default position delivers smooth, considered shift points. The Volvo XC60 utilises a permanent all-wheel drive system and a Haldex coupling to shift power to the wheels that have the best traction. There is no low-range or Land Rover-rivalling Terrain Response system, but nevertheless the Volvo XC60 is a competent off-roader, with the high ground clearance, good low-down torque and smooth transmission playing important roles. Limiting adventures off the beaten track to some extent is the long front overhang.

On the road the Volvo XC60 is simply superb. There’s a feeling of refinement and smoothness that greatly contribute to a comfortable cabin environment. Multi-link suspension is used at the rear, with anti-roll bars fitted at both ends to keep body movement in check. Consequently the Volvo XC60 corners with great composure and deals with road imperfections with confidence.

Volvo XC60 – Verdict

The first problem the Volvo XC60 faces is market resistance to expensive Volvos. It is an undeniably good car, but its high price will be difficult to swallow for South Africans who are well aware of the poor resale value of past pricey examples of this brand. It’s an unfair reality, because the Volvo XC60 is a convincing new segment leader, at least until Audi joins the party with its eagerly anticipated Q5.

We like:

  • Safety focus
  • Attractive design
  • Spacious interior
  • Refinement
  • Performance

We don’t like:

  • Expensive
  • Fuel thirst


Fast facts

Engine: 3,0-litre, six-cylinder, turbopetrol

Power: 210 kW @ 5 600 rpm

Torque: 400 Nm @ 1 500 rpm

Transmission: Six-speed automatic

Wheels: 18-inch alloy

Top speed: 210 km/h

0-100 km/h: 7,5 seconds

Fuel economy: 11,7 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW X3 xDrive30i Steptronic: Recently upgraded and as good as ever, but can’t match the Volvo’s refinement and high-tech new gadgets. Dynamically still the best in class (on-road).
  • Land Rover Freelander II HSE Automaic: Slightly smaller than the Volvo XC60, but boasts superb off-road ability, more than enough power and a long standard specification list even though it is not as sophisticated. The Land Rover badge also has considerable appeal.
  • Volkswagen Touareg 3,6 FSI Tiptronic: A bigger vehicle at a similar price. The Touareg may not have a premium badge on the bonnet but hits back with an enviable on-/off-road balance and spacious, well-made cabin.

 

Ford Fiesta 1.6 TDCI Ambiente (2009) Driving Impression

Judging by current sales figures, South Africans have immediately taken to the new generation Ford Fiesta. It’s not hard to understand why. Boasting a stylish design, smart cabin and a range of frugal, punchy engines at high-value prices, the compact Ford Fiesta seems to be a very strong new competitor to traditional rivals from Volkswagen, Renault etc. In South Africa, the market for such vehicles with diesel engines remains restricted, mostly due to the high cost of such models – Volkswagen’s cheapest Polo turbodiesel is priced well above R200 000! The new Ford Fiesta 1,6 TDCI Ambiente, however, can be had for around R30 000 less. Is it a good buy?

Where’s the glamour?

Ambiente is of course Ford’s most basic trim level. When applied to the new Ford Fiesta, it does rob this otherwise sexy compact hatchback of some glamour. The wheels are 15-inch steel items, but at least they’re covered with plastic lids that do a good job of emulating an alloy wheel design. The exterior is also devoid of any brightwork – there aren’t even foglamps – so the overall appearance is rather “basic”. Nevertheless you’d be hard-pressed to call it ugly.

The facia design of the latest Ford Fiesta is particularly striking, boasting a nifty cellular phone-inspired interface for the audio system and deep-set, beautifully detailed instrumentation. The build is good too, but the trim quality takes a noticeable dive as you start poking around lower down in the cabin. In Ambiente trim the cabin does a reasonable job of not coming across as being sparsely equipped. The steering wheel features remote audio controls, a radio/CD player is fitted, air-conditioning keeps the cabin cool and the front windows are electrically powered. The upholstery is a dark grey cloth which feels durable and the front seats are superb. It also scores highly for driver comfort, with the seat boasting height adjustment and the steering wheel being rake and reach adjustable.

Space in the rear is not quite class-leading, but the boot, measuring 284 litres, is one of the bigger ones in this segment. A full-size spare wheel is fitted. One negative aspect about the rear accommodation is the limited headroom, caused by the sloping design of the roofline. Another is the fact that the rear seats don’t fold completely flat when tumbled forwards.

Focus on economy for Ford Fiesta

The Ford Fiesta TDCI is powered by a 1,6-litre turbodiesel engine that was partly developed by the folks at PSA (Peugeot-Citroen). As you may know, the French know a thing or two about building diesel powerplants. This engine develops 66 kW, and an impressive 200 Nm of torque is available at a low 1 500 rpm. Like most small diesels with common-rail direct injection, there is quite a lot of clatter at start-up, but don’t be fooled into thinking that it’s unrefined. Once up and running, refinement is impressive, as is the power delivery. The 0-100 km/h time of 13,5 seconds may seem too long, but in general use the power is sufficient. It is a very frugal engine, too, and the stated average of 5,14 litres/100 km is not completely unrealistic. Drive cautiously and you may even do better than that!

Ford Fiesta is fun to drive

Ford has had a good run of building fun-to-drive compact cars, and the latest Ford Fiesta continues the trend. The steering may be electrically assisted and is largely devoid of feedback, but the weighting and accuracy are both good. What’s more, the suspension tuning is excellent, with the Ford Fiesta striking a fine balance between cosseting ride comfort and engaging dynamics. Its ability to iron out road imperfections mirrors that of a C-segment car. In fact, overall NVH (noise, vibration, harshness) suppression is probably class-leading.

Many small turbodiesels are tricky to drive smoothly around town due to a lack of low-down torque, often accompanied by turbo-lag. The Ford Fiesta is significantly better, with enough torque being on hand to avoid stumbling in traffic. Also helping in this regard is a five-speed manual transmission that delivers smooth, fast shifts.

Ford Fiesta – Verdict

Seen in isolation, the Ford Fiesta 1,6 TDCI Ambiente appears to tick all the boxes. It doesn’t only offer the expected excellent fuel economy, but also delivers superb driver comfort and a feeling of overall refinement that not too long ago would have been unheard of in such a compact diesel car. Even against its turbodiesel rivals the Ford Fiesta seems to excel, being offered as it is at a seemingly reasonable price. But all is not what it seems. The excellent fuel economy aside, this Ford Fiesta does not make more economic sense than one of its cheaper petrol-powered siblings. Consider this… The Ford Fiesta 1,4 Trend boasts such features as Bluetooth, alloy wheels, rear electric windows and remote central locking for about R20 000 less… And although the 1,4 petrol can’t quite match the TDCI’s frugality, it’s no fuel guzzler either. How much fuel can R20 000 buy you, after all? And then remember the higher specification of the 1,4… Not so simple anymore, is it?

We like:

  • Fuel economy
  • Smart looks
  • Good build quality
  • Driver comfort

We don’t like:

  • Sparse equipment level
  • Price

Fast facts

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

Power: 66 kW @ 4 000 rpm

Torque: 200 Nm @ 1 500 rpm

Transmission: Five-speed manual

Wheels: 15-inch steel

Top speed: 180 km/h

0-100 km/h: 13,5 seconds

Fuel economy:  5,41 litres/100 km

Source: www.um.co.za

Also consider:

  • Renault Clio 3 1,5 dCi Expression: A surprisingly classy, well-made product that isn’t getting the recognition it deserves. Similarly packaged to the Fiesta, and boasting a few more features, the Clio is a strong candidate, but ultimately suffers poor resale due to a general perception of poor parts availability and reliability of the Renault brand – the Clio 3, however, seems to be an innocent victim.
  • Hyundai Getz 1,5 CRDI HS: One of Hyundai’s first mainstream turbodiesel offerings is surprisingly good, with lots of power and impressively low fuel consumption. The interior, however, is not as modern as the rivals listed here, and it “feels” a less substantial product. The engine also lacks the others’ refinement.
  • Nissan Micra 1,5 dCi Acenta: As a result mostly of its quirky design, the Nissan has been largely ignored by mainstream car shoppers. It’s just about competitive in terms of power and specification, but the cabin is very tight and the price rather high.

 

Renault Koleos 2.0 dCi 4×4 Dynamique Premium (2009) Driving Impression

Such is the importance of the compact SUV segment that even those brands with little or no 4×4 credibility are jumping onto the bandwagon. Take Renault for instance. This French brand is better known for its compact hatchbacks and very cleverly packaged MPVs, but now we have the Renault Koleos, another entrant in what has very quickly become a very crowded segment. Borrowing some off-road hardware from sister company Nissan is a clever move, but even the X-Trail has its faults. And yet Renault is confident that it can compete for top honours, straight out of the box.

Feminine looks for Renault Koleos

Whereas the Nissan X-Trail is all blocky and masculine, Renault has taken a softer approach for the Koleos’s design. It’s a particularly curvaceous-looking car, with a sloping rear section that reminds somewhat of the Audi Q5. The front end is quite “pointy”, as one onlooker commentated, and this is a result of the fitment of a steeply angled scuff plate at the front. The angle of approach is a decent 27 degrees as a consequence. The ground clearance, by the way, is rather low at 188 mm, but once again the angle of departure is quite good, at 31 degrees. Riding on smart 17-inch alloy wheels and boasting full colour coding with subtle satin silver detailing, the Renault Koleos looks upmarket and ready for the school-run, but doesn’t really inspire thoughts of “roughing it”.

Open the solid-feeling doors and you’re greeted by an interior that quite possibly matches the current champion (Honda’s CR-V) for spaciousness and practicality. This should not come as a massive surprise, seeing as Renault is acknowledged to be a pioneer in the field of practical MPVs. Perhaps the bigger surprise is the perceived quality, which would not look out of place in a German luxury brand’s product. The upper section of the curvy facia is in a soft-touch material, and the steering wheel is trimmed with stitched leather. Black leather upholstery is standard fitment, but the cabin is not too dark, aided by soft, satin silver trim detailing and a generous glass area.

Some of the minor controls on the facia are quite small and fiddly, but everything works with such slickness and solidity that such quirks are easily forgiven. Renault has really equipped this particular Koleos model very well. Standard features include; dual-zone climate control, a premium sound system, cruise control, automatic lights and wipers and six airbags (including curtain bags). An electronic stability control system is also fitted. Driver comfort in the Renault Koleos is boosted by the rake- and reach-adjustable steering wheel and a seat that is also adjustable for height.

Renault’s MPV experience has also benefitted those seated in the rear. Not only is the legroom impressive, but there are also fold-up airliner-style tables attached to the front seatbacks, as well as a large folding centre armrest with a lidded compartment and drinks holders. Impressively, rear headroom has not been compromised by the sloping roofline. The boot is big, measuring 450 litres and it includes a full-size alloy wheel under its floor. A rather unique feature in this segment is the split tailgate. The boot can be accessed either by opening the rear glass and hoisting your items in, or by folding down the lower section to slide bigger items onto the flat floor. The rear seats fold down very easily – levers are placed in the boot and when pulled, send the corresponding section of the rear seat tumbling forwards and into the floor automatically.

Power and economy

Another area of expertise for this brand is diesel power. Renault knows a thing or two about building powerful and economical diesel powerplants, and the 2,0-litre unit in the Renault Koleos is a fine example. It delivers the most power in this segment (127 kW) as well as the most torque (360 Nm) and yet is also impressively frugal. The 9,6 litres/100 km figure can be easily beaten. Most drivers should average around 8,5 litres/100 km.

The engine is mated with a six-speed manual transmission that has that typically Renault rubbery shift action, but in a vehicle such as this, such a shift action is not the end of the world. With so much torque at hand, you’re unlikely to be stirring the pot all the time to keep the engine on the boil. As mentioned before, the engine transmits power to all four wheels (potentially) via a Nissan-sourced all-wheel drive system. It usually runs in front-wheel drive mode, but it can also be locked into 4×4 when needed. Off-road, the Renault Koleos puts in an impressive performance, with the soft suspension helping it to coast over and through most obstacles without negatively affecting interior comfort too much. The good low-down torque also helps it crawl around at low speed very confidently. Plus, there’s a hill-descent control system, too, which limits speeds to 7 km/h. The way in which theRenault Koleos also manages to be a comfortable, stable road vehicle in addition to its rough-road abilities, is really deeply impressive. Renault has done very well.

Renault Koleos – Verdict

Surprise, surprise… The Koleos is quite an achievement. Renault’s first compact SUV is no mere pretender, but a serious challenger for class-best honours. It represents the best of what is available within the Renault-Nissan alliance, marrying the off-road credibility and hardware from Nissan with the MPV expertise of Renault to create a vehicle that ticks all of the boxes. Except, perhaps, for one… As good as the Renault Koleos is, spending near R400 000 on a Renault remains a risky exercise as resale values are bound to be poor. For that reason, be on the lookout for a demo unit or a one-year old used example. It’s bound to go for a steal.

We like:

  • Spacious, practical interior
  • Standard specification
  • Driving comfort
  • Build quality
  • Fuel economy

We don’t like:

  • Expensive
  • Potential resale value
  • Body roll

Fast facts

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

Power: 127 kW @ 3 750 rpm

Torque: 360 Nm @ 2 000 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

Top speed: 191 km/h

0-100 km/h: 9,9 seconds

Fuel economy:  9,6 litres/100 km

Source: www.um.co.za

Also consider:

  • Honda CR-V 2,2i-CTDi: Honda’s spacious crossover is similar to the Renault Koleos in spirit in that it boasts an interior that is almost MPV-like in its practicality and flexibility. And that 2,2-litre diesel engine is a peach, revving like a refined petrol unit and delivering excellent fuel economy.
  • Nissan X-Trail 2,0 dCi SE: Much of what lies under the Koleos’s skin comes from this car. Ironically, the Renault Koleos is the better package, marrying the Nissan’s impressive off-road capability with a far better packaged interior.
  • Volkswagen Tiguan 2,0 TDI Track & Field: A bit more compact than the other offerings here but certainly a sophisticated, beautifully made vehicle with great comfort levels. Engine is down on power and lacks the refinement of the Honda.

 

Fiat Grande Punto 1,4 T-Jet Dynamic (2009) Driving Impression

Building a new brand is very tough. Just ask the Koreans, and more lately, the Chinese. But what is arguably even tougher is to rebuild a brand that has fallen from grace. It is not very difficult to understand why. People are more likely to try something new, than to give a second chance after having burnt their fingers the first time round. The French brands are in this boat at the moment, and so is Fiat. Once a near default market leader when it came to small cars, it has slipped out of the mainstream and into a very niche (read, “small”) positioning of appealing to only Fiat “enthusiasts”. It’s a slippery slope that almost always leads to irrelevance. Can the company’s facelifted Fiat Grande Punto reclaim some lost ground and re-establish Fiat in the mainstream motoring consciousness.

Mini-Maserati looks for Fiat Grande Punto

One thing is certain… Fiat has not lost its ability to design attractive cars. While there may be a number of reasons for the failure of the Fiat Grande Punto thus far, styling has not been one of them. Its grille design and even the shape and position of the headlamps have a whiff of Maserati 3200 GT about them, and this is not a mere coincidence. Both cars were designed by style master Giugiaro. So the Fiat Grande Punto certainly has the kind of Italian flair that should stand it in good stead in this segment. And while it has been around for a good couple of years, it hasn’t dated much. Consequently, Fiat has wisely not fiddled too much with the exterior styling.

Instead, it has focused on improving the interior, which needed it. The improvements to the visual quality of the cabin are noticeable, but the refresh has not done enough to put the Fiat Grande Punto on an equal footing next to newer rivals such as Ford’s Fiesta and the Mazda2. The centre section of the facia still looks comparatively dated, and the control layout lacks the style of some competitors. Still, build quality has certainly improved.

As is the case with many older-generation Italian vehicles, the driving position takes some getting used to. Sure, the steering wheel is adjustable for rake and reach, and the driver’s seat can move up and down, but even so the driver will have to compromise slightly in terms of how far he/she slides the seat back, in order to get the preferable position behind the steering wheel. The seats, however, are good. Initially they feel a bit too firm, but proved comfortable on longer trips. Rear space is also acceptable for this segment and has not come at the expense of boot space, where a full-size spare is also accommodated. As with most cars in this segment, the rear seat is split 60/40 and folds forward.

“Dynamic” specification means the standard features count for the Fiat Grande Punto is relatively generous, especially in terms of safety. Included in the price are; six airbags, air-conditioning, electric mirrors and windows (front only), a radio/CD player and multi-function steering wheel. Upholstery is in a durable, comfortable cloth.

Pleasant drive

Besides aesthetic appeal, another trait that is generally expected from an Italian car is performance and agile handling. In most respects the Fiat Grande Punto delivers. Power comes from a turbocharged 1,4-litre petrol engine that delivers 88 kW and 206 Nm of torque. The engine impresses not only with its power, but also the linearity of the power delivery (there’s very little lag) and refinement. It is also very well-matched to a slick six-speed manual transmission.

Resultantly, performance is very good, with a 0-100 km/h time of around 9,0 seconds and a top speed of near 200 km/h. It’s a delight to shift up and down the gears and feel the thrust of the power delivery. And… it’s even economical. Drive like a normal person (not a motoring journalist) and you could very average around 7,0 L/100 km.

There’s nothing particularly unique about underpinnings of the Fiat Grand Punto – it features a torsion beam arrangement at the rear – but what is peculiar to it is the “City” steering mode. This lightens the steering feel around town, making the Fiat an almost entirely effortless city car, and especially so during parking manoeuvres. The downside is that even when the City mode is deactivated, the steering remains too light and too lifeless, resulting in the driver feeling somewhat disconnected from the car. At least the steering is relatively fast.

To be honest, the driving experience is somewhat at odds with the mini-Maserati looks and the performance of the engine. The focus has clearly been on comfort, rather than sporty dynamics, and consequently the Fiat Grande Punto has good bump suppression qualities, but probably too much bodyroll. This means the Fiat Grande Punto is lovely to drive when you’re not in the mood for thrills, but also that cars such as a Fiesta or Mazda2 are superior in terms of driver enjoyment. Admittedly, this is unlikely to be a major deterrent to most consumers…

Fiat Grande Punto – Verdict

What remains the biggest turn-off, unfortunately, is the badge on the nose. For some consumers the poor reputation for quality and after-sales service will be too hard to swallow, especially given the relatively high price. Sure, Fiat has added a lengthy service plan to sweeten the deal, and the long service intervals further boost confidence, but we fear the product itself needs to be more convincing too, as a complete package. At present, it is delightful in certain areas, but disappointingly sub-par in others…

We like:

  • Good looks
  • Willing engine
  • Refinement
  • Quality improvement


We don’t like:

  • Facia layout
  • Fiat reputation


Fast facts

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

Power: 88 kW @ 5 000 rpm

Torque: 206 Nm @ 2 000 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 195 km/h

0-100 km/h: 8,9 seconds

Fuel economy:  6,6 litres/100 km

Source: www.um.co.za

Also consider:

  • Ford Fiesta 1,6 Titanium: A deadly rival, especially as the price is essentially the same. The Ford’s facia design is vastly more modern and made of better materials. The specification level is good, too, and the driving experience very pleasurable.
  • Mazda2 1,5 Individual: Slightly underpowered compared with the others, but it is also lighter, so the performance on the road is similar. Zesty dynamics make the Mazda a fun car to drive and specifications levels are high. Could do with some NVH refinement.
  • Honda Jazz 1,5i-VTEC EX: A very highly rated car by those that should know best – owners. Build quality, space, practicality and even performance are all good. Slightly down on spec, but you’re unlikely to regret this choice.

 

Mini Cooper S JCW (2008) Driving Impression

With its cutie-pie looks, it’s quite hard to take the Mini Cooper S seriously as a hardcore performance machine, even in “S” form. But appearances can be deceptive. Just a few kilometres down a challenging road in a JCW version will leave its driver with little doubt that this is a serious challenger for the ultimate hot hatch crown.

MINI Cooper S JCW gives extra grunt

This is a car that is very much dominated by its engine, and yet the basics sound familiar. Using the BMW/PSA co-developed turbocharged 1.6-litre four as a base, Mini’s engineers have extracted a further 27 kW and 20 Nm of torque by upping the boost (to 1,3 bar) and making a number of revisions to the crank- and camshafts, inlet cam timing, through-flow exhaust and twin-scroll turbocharger, among other smaller modifications.

In total, power now stands at 155 kW and torque at 260 Nm. Now keep in mind that the Mini only weighs around 1.2 tonnes, so the power/weight ratio is impressive. What is very memorable about this engine is the very strong and quick way in which the boost “comes on” as well as a rorty exhaust sound, which is massively addictive.

The engine is mated with a six-speed manual transmission with shifts executed via a slightly oversized and awkwardly shaped gearknob. The shift action can be a trifle hesitant at times, suggesting that it doesn’t like to be rushed through the gates. This is not an entirely accurate impression, though, as it feels robust and well up to withstanding repeated hard use.

There is a “sport” button to sharpen the already live-wire throttle even more, which seems almost superfluous to requirements. A very likeable trait of the MINI Cooper S JCW is its responsiveness to throttle input – there always seems to be more power on tap, and overtaking acceleration is particularly impressive.

Fitted with large 17-inch wheels shod with 205/45 rubber, the Mini Cooper S certainly has plenty of grip. Launching the car for an acceleration run is therefore quite tricky, with the Mini either bogging down, or breaking traction too much. Familiarity will breed success in robot-to-robot dices, but before then, be aware that the car’s claimed acceleration time (6.5 seconds) may prove difficult to match.

Precision tool

The Mini Cooper S already has a firmly established reputation for being an engaging driving machine with fine dynamics. It is clear that the basics are good, because this MINI Cooper S JCW version certainly never creates the impression that the car’s dynamic envelope is being pushed.

In fact, it feels like it could handle even more power. Those 17-inch wheels really fill the wheelarches snugly, and the ground clearance is very limited, yet the ride is not unforgivably hard – firm, yes, but not harsh. The upshot is excellent body control, superb turn-in and great stability. Be too aggressive on the throttle, and you can induce some torque steer, but it’s easily controlled, and the steering is one of the best with electric assistance, boasting lovely accuracy and even a measure of authentic feel.

There’s also an electronic diff-lock keeping a watchful eye, but even so it is clear that the Mini Cooper S prefers smoother surfaces, as it can struggle to put its power down when the road surface deteriorates. In its preferred environment, however, it is simply sublime, with that crackling exhaust note adding to the sense of occasion. And with discs all-round (measuring 320 mm in front), the JCW scrubs of speed with no fuss and they appear resistant to fade during prolonged hard use, so play time can be prolonged.

Racy looks

With so many personalisation options offered for the Mini range, it is not that easy to spot this JCW version, but there are some subtle hints. Besides the wheels, look out for a John Cooper Works badge at the rear, a naughty little spoiler on the tailgate and two large-diameter exhaust pipes.

The treatment is similarly subtle inside, but remember that you can basically personalise a JCW to your heart’s content. What is important to note is that this is no stripped-out performance special and that the features count remains high – included are; six airbags, a sound system with auxiliary support, cruise control and climate control in addition to the regular items. The driving position remains excellent, as is the case with all Minis. The seat features (manual) height adjustment and the steering wheel boasts generous rake/reach adjustment.

Of course, the overall design of the interior remains a love/hate affair, with as many likely to be put off by the oversized and centrally mounted speedo as there are those who wouldn’t have it any other way. There’s no argument about the quality, though… the Mini Cooper S JCW is a very well-built little car.

Verdict

Expensive at bang-on R300k, the MINI Cooper S JCW is however a front-runner for best-in-class honours. Often performance editions are unbalanced because they stretch the underpinnings of the basic design too far, but this is not the case here. The Mini Cooper S JCW feels as if it was part of the development process from the start, and is a massively entertaining (addictive, even) hot hatch that also boasts bags of charm.

We like:

Power delivery

Exhaust sound

Thrilling dynamics

Quality

Character

We don’t like:

Throttle could be a tad more relaxed for daily use

Pricey

Essentially a two-seater

Ergonomics

Fast facts

Engine: 1.6-litre, four-cylinder, turbopetrol

Power: 155 kW @ 6 000 rpm

Torque: 260 Nm @ 1 850 rpm

Transmission: six-speed manual

Wheels: 17-inch alloy

Top speed: 238 km/h

0-100 km/h: 6.5 seconds

Fuel economy: 6.9 litres/100 km

Also consider:

Renault Megane F1 R26:

Bigger, of course, but also packs more power so performance is similar. Arguably the most entertaining hot hatch out there right now, but it’s not exactly subtle.

Volvo C30 T5:

A quasi-coupe with a quasi-premium badge… An almost-there product, with good looks, a characterful, powerful engine, but it ultimately lacks the dynamic finesse and sharpness of the Renault, VW and Mini.

Volkswagen Golf GTI:

Not quite as hot as the others here, but the Golf is such a polished product and also cheaper. Beautifully balanced in terms power and suspension set-up, it’s a real keeper of a car.