Renault Sport races into South Africa

The Renault Sport brand is to enjoy a much stronger presence in South Africa with the announcement of two new, special-edition Renault Sport models, as well as a network of specialist Renault Sport dealers. An advanced Renault Sport advanced driving course, and the availability of a catalogue of special Renault Sport parts and accessories, are also included in a comprehensive strategy to bring the excitement and exclusivity of Renault Sport to South African motorists.

“Renault and performance have always been closely associated, and is currently best expressed by the Renault Formula 1 racing programme,” says Xavier Gobille, Managing Director of Renault South Africa.

“Renault Sport allows our customers to share in the advanced technology, dynamic appeal and driving excitement of motorsport in the context of special-edition production cars, an exclusive line of carefully engineered parts and accessories, and even Renault Sport’s special racing vehicles.”

Two models in Renault Sport range

The Renault Sport programme will be spearheaded by two special-edition versions of the Mégane Renault Sport R26, and the Clio Renault Sport.

“To celebrate the return of the Renault F1 Road Show to South Africa, and the launch of our Renault Sport strategy here, we have managed to procure a limited number of Mégane R26 and Clio R27 Special Edition vehicles,” says Gobille.

Launched today, these special editions are based on the current Mégane Renault Sport R26 and Clio Renault Sport models, but feature a number of key differentiating factors.

Special treatment for Renault Sport customers

In addition, Renault SA is establishing a small network of Renault Sport specialist dealers, drawn from its current dealer body. “These dealers will develop a Renault Sport corner in their showroom, and will have specifically trained, dedicated salespersons and technicians to provide expert Renault Sport sales and after-sales service,” Gobille adds.

The six appointed Renault Sport dealers are Route 24 Renault in Germiston, The Glen Renault in Bassonia, Renault Bryanston, Renault Durban, Renault Cape Town, and Auto Xtra Menlyn in Pretoria.

These Renault Sport dealers will offer customers a comprehensive range of Renault Sport accessories and specialised Renault Sport parts, while a dedicated local Renault Sport website, www.renaultsportsa.co.za, will provide customers with access to information.

A Renault Sport advanced driving course, compiled specifically for drivers of Renault Sport vehicles, will be offered to all Mégane Renault Sport and Clio Renault Sport buyers. More details on the course, including venue and frequency, will be confirmed at a later date.

For Renault customers seeking to import and race Renault Sport-manufactured race cars, the good news is that Renault South Africa is willing to actively assist with the procurement and importation of these cars. It’s an exciting line-up that includes the likes of the Renault Mégane Trophy, Clio Cup, Clio R3, and even Formula Renault 2.0 and Formula Renault 3.5 racers.

In addition, core Renault SA departments – marketing, sales, service and distribution, for instance – will now include a key specialist focussed specifically on providing Renault Sport-related back-up service and assistance.

“The Renault Sport brand is a strong differentiator which has already done much to add further lustre and appeal to our range of Renault passenger cars.

Renault Sport is popular in South Africa

“South Africa ranked seventh in worldwide sales of Renault Sport vehicles in 2007, ahead of Belgium and Australia, proving just how popular these special vehicles have become in the local market.

“By making the brand and its products more accessible to South African customers, we are hoping to grow the Renault reputation for exciting, dynamic and ultimately satisfying cars even further,” Gobille concluded.

Renault Sport vehicles, parts and race cars are developed and produced by Renault Sport Technologies, a division of the Renault Group created in 2001 as part of Renault’s Strategic Planning, Product Planning and Project Management Division (DPPP).

It specialises in limited-run, sport-based volume production models such as the Megane R26, the Clio Sport and Clio R27, as well as motorsport-targeted racing cars, excluding Formula 1. These include Formula Renault 3.5, Formula Renault 2.0, the Renault Megane Trophy, and the Renault Clio Cup.

Since the introduction of the Formula Renault 2.0 in 2001 in excess of 700 units of the single-seater have been sold for competition racing worldwide,. This makes Renault Sport Technologies the number one manufacturer of competition racing cars.

Chevrolet sales strong in Africa

General Motors African Operations sold nearly 111,000 vehicles in the first half of 2008 growing total volume by 36 percent over the same time period last year.

Led by a phenomenal 95 percent increase in Egypt and 82 percent growth in North and West Africa, this marks the first time GM African Operations has sold more than 100,000 vehicles in the first six months of a calendar year positioning the region well above pace to reach a historic 200,000 units or more.

“We’re looking for 2008 to be another record-setting sales year for our African Operations,” GM African Operations president Stevan Koch said. “It’s gratifying to see the tremendous growth of our Chevrolet brand throughout the continent.”

Chevrolet sales lead the charge

Led by the strength of Chevrolet’s full line of passenger vehicles, pick-up trucks and light commercial vehicles, 2008 will mark GM’s fifth consecutive year for record sales in Africa. Chevrolet sales increased 77 percent the first half of 2008 versus 2007 while small and mid-size vehicles soared, growing 123 percent.

Leading all vehicle sales growth with a staggering 154 percent increase over last year, the Chevrolet Optra is clearly being recognized by African markets as the ultimate family vehicle. The Optra achieves an average of 7.6 l/100 km and combines peace-of-mind safety features including a collapsible steering column, side impact beams, fog lamps, alarm, automatic engine immobilizer, steering lock, and central locking with modern luxury conveniences like air conditioning, power steering, power windows and a high tech audio system.

Chevrolet presence growing in Africa

“We’ve been building momentum for the last several years in Africa tripling our business between 2002 and 2007,” Koch said. “With a solid first half behind us, we’re well on our way to surpassing the significant milestone of 200,000 unit sales this year.”

Introducing 19 new vehicles into Africa over the course of 2008, GM African Operations is leveraging the company’s global size and scope to give consumers the widest range of purchasing options available.

“GM offers one of the broadest ranges of vehicles throughout Africa including SUVs, off-road and luxury vehicles,” Koch said. “But with the global rise of fuel prices driving consumers to be more energy conscious, GM is in the perfect position to meet this need offering a wide array of more fuel efficient small and mid-size passenger vehicles.”

“Great products are only half of the story,” Koch acknowledges. “To achieve the tremendous growth we’re experiencing, GM partners with an industry-leading distribution network.” Nearly 200 dealers strong in the region with almost 300 points of sale, GM dealers are continuously investing millions on facility upgrades, new showrooms and expanded aftersales service and support to ensure the best vehicle ownership experience for every customer.

“We are on pace to achieve our fifth consecutive year of record sales in Africa,” Koch noted. “With our strong network partnerships and the growing popularity of the Chevrolet brand throughout the continent, I’m very confident we’ll see it happen.”

Total Economy Run draws big car brands

The 32nd TOTAL Economy Run has attracted a strong field and a distinguished driver/co-driver line-up.

Exciting lineup for Total Economy Run

The three-day event, which starts at Forever Resorts Loskop Dam in Mpumalanga with documentation and scrutineering on Thursday, July 24 at 11h00 and finishes some 1 050 km later back at Loskop Dam on Saturday afternoon, July 26, will be contested by an entry of 40 vehicles in 13 classes.

There are entries from 16 local manufacturers, importers and their dealers and the large field is made up of 20 different makes including Chana, Chery, Chevrolet, Chrysler, Citroen, Daihatsu, Fiat, Ford, Geely, Hummer, Hyundai, Land Rover, Mazda, Nissan, Opel, Peugeot, Renault, Ssangyong, Subaru and Volvo.

BMW 135i Coupe (2008) Driving Impression

In the eyes of many enthusiasts, modern performance cars, especially those from the so-called premium brands, have lost the rawness that made their predecessors so appealing. Don’t misunderstand – the latest M cars from BMW and the RS models from Audi are excellent machines, but because they all have to also play a luxury role to a degree, their performance and thrills are delivered in a “cushioned” manner. What many hardcore fans want is a vehicle that has, for lack of a better description… chest hair – a car that places a priority on edgy handling, driver feedback, adjustability and thrills, as opposed to “balanced” dynamics, refinement and frills. Enter the BMW 135i Coupe…

Pumped up muscles for BMW 135i Coupe

In hatchback guise the BMW 1 Series is far from pretty, but the addition of a stubby rear deck and altered roofline have transformed it into quite a muscular-looking compact coupe. This BMW 135i Coupe model further benefits from a lowered suspension and wide 18-inch wheels to give it an even more aggressive appearance. If you’re still in doubt about its performance credentials, also note the two large exhaust outlets and the M aerodynamic package that come as standard. As one onlooker commented, its racy looks, “make you want to go burn rubber immediately.”

Indeed. In some ways the cabin is a bit of a disappointment. Yes, it gets a very nice thick-rimmed steering wheel and the seats are superb, but there’s little to remind you that this is indeed quite a special little machine. Perhaps BMW is saving something for a future, full-fat M-division 1 Series… Still, quality levels are high, even though the plastics do not look particularly convincing at first glace. As you’d expect from a compact coupe based on an already compromised hatchback, the cabin is not exactly spacious. Things are fine in front, where there’s plenty of head-, shoulder and legroom, but at the rear it’s strictly tailored for two (very short) people. The boot, however, is surprisingly spacious and can accommodate 330-litres of luggage – not that this is particularly important for the target customer of this specific model.

Perhaps to keep the car’s weight down (1 560 kg), BMW has been pretty stingy in terms of standard features. The BMW 135i Coupe features air-conditioning, front electric windows, a radio/CD system and six airbags, but that’s about it. The seats are manually adjustable and you pay extra for navigation etc.

Phenomenal Engine

The BMW 135i Coupe is powered by the same twin-turbocharged, 3,0-litre six-cylinder engine that performs such magic in the 335i. It delivers 225 kW and a glorious 400 Nm of torque from only 1 300 rpm. You’d expect that the much smaller BMW 135i Coupe should therefore be significantly faster, but interestingly enough the 1 Series is not much lighter. What plays to its advantage, however, is its excellent weight distribution and greater rigidity. Shifting through a racy six-speed manual gearbox that feels incredibly robust, the 135i can blast to 100 km/h in 5,3 seconds – fast enough to give some far more expensive sports cars a serious fright. Impressively, the engine is not only about top-end power. There’s virtually no lag, with the double turbocharger set-up used to even out the power curve. Oh, and if you drive with some restraint – which, admittedly, is not easy – you can average a sub 10 L/100 km fuel consumption. So far, so good. And now it gets even better…

The 1-Series Coupe is already superb in the dynamic stakes but this BMW 135i Coupe takes it to an all new level. In fact, in its edginess and driver involvement this car reminds of the 325i and 325iS road racers of the past. Of course, the BMW 135i Coupe features dynamic traction control (DTC) and also an electronic stability system, but even with these activated, it feels far livelier than less-powerful versions. With the electronic nanny turning a blind eye, it’s a very serious adrenaline booster, because the rear end can be made to break traction very easily.

For the experienced driver, however, this is not a concern, but a pleasure. The steering feel is excellent and the weighting ever so slightly on the heavy side (preferred that way by most driving enthusiasts). Similarly, the clutch also requires strong pressure and the gearlever a determined hand. All of this combines to engage the driver in the action. It is seriously addictive fun to steer this little charger over a twisty stretch of road, each gearshift followed by a strong push in the back as the BMW 135i Coupe hurls itself at the horizon.

BMW 135i Coupe – Verdict

With the 135i Coupe BMW has rekindled memories of performance stars from the ’80s and ‘90s. In fact, the highest praise we can give it is that it encroaches on M-division levels of raw entertainment. For the hardcore driving enthusiast, the car’s adjustability, agility and responsiveness will be hard to resist, especially as such levels of interactivity usually is accompanied by a much higher price tag. On the other hand, less experienced drivers can still have a lot of fun while still operating with a safety net (ESP) in place. It doesn’t get much better than this.

We like:

• Muscular looks
• Excellent engine
• Grip and poise
• Entertaining dynamics

We don’t like:

• Quite pricey
• Practicality
• Cabin doesn’t feel very special

Fast Facts:

Engine: 3,0-litre, six-cylinder, turbopetrol
Power: 225 kW @ 6 000 rpm
Torque: 400 Nm @ 1 300 rpm
Transmission: Six-speed manual
Wheels: 18-inch alloy
Top speed: 250 km/h 0-100 km/h: 5,3 seconds
Fuel economy: 9,6 litres/100 km

Source: www.um.co.za

Also consider:

• Mazda RX-8 6-speed: Often forgotten, but the RX-8 is a massively seductive (and unique) offering that backs its quirkiness with true ability. The rotary engine can’t match the BMW 135i Coupe outputs and the performance isn’t on par, but it’s a special experience nonetheless.

• Audi TT 2,0 TFSI Coupe: OK, so the Audi can’t match the BMW 135i Coupe in performance or entertainment abilities, but it does look very special and is beautifully built. If cruising and looking good are the main priorities, few cars do it better than the TT.

• Chevrolet Lumina 6,0 V8 SS: Slightly more expensive than the BMW 135i Coupe, but if it’s entertainment you’re after, it doesn’t often get delivered in bigger doses than with this brawny Aussie. Not nearly as sophisticated (nor as good, to be frank), but massive fun.

Peugeot 308 1.6 XT (2008) Driving Impression

French brands remain under pressure in South Africa. That much is clear from any car-related banter around the braai, as well the resale values the machines from the land of je ne sais quoi continue to attract. In some ways, of course, the poor reputation is deserved. There have been examples of some rather shoddy build quality in the past decade or so. But generally speaking, the reputation has more to do with the back-up provided by the local importers than the cars themselves.

Peugeot has worked hard on restoring some confidence, and the new 308, tested here, comes backed with a comprehensive 5 year/60 000 km maintenance plan, when most rival brands can only offer service plans. So, the new hatchback is off to a good start in that regard. But for the 308 to be a success it will have to be vastly better than its predecessor, the unimpressive 307. It faces the toughest segment in the market. Good will not be enough.

“Weird” styling

Peugeot’s design department has not been terribly successful in the past few years, mostly busying itself, it would appear, with pasting very large airdams onto the fronts of small cars. Unfortunately the 308 continues in this vein. Seemingly inspired by the gaping maw of the 908 concept supercar of a few years ago, the 308 is certainly neither conservative, nor particularly handsome (to most people). Still, it does look less “bloated” than the 307, and the detailing on this XT specification model adds some class. The wheels, for example, are large 17-inch items. Then there’s also full colour-coding and an expansive (standard) panoramic glass roof to take note of.

The cabin is much improved. Firstly, the perceived quality moves the 308 near the top of the class. The upper section of the facia is finished in a soft-touch material, and fit and finish of all the panels is truly excellent. It also displays some real class – the neat instrumentation is chrome rimmed, as are the round ventilation outlets. What also helps to lift the ambience is an exceptionally high specification level. The 308 XT boasts dual-zone climate control, automatic lights and wipers and even cruise control, among other items. The only thing that seems missing is leather upholstery. Oh, and while there are remote audio controls, they’re placed behind the steering wheel, and not on it, which is not quite as convenient.

The Peugeot 308 1.6 XT is only marginally bigger than the 307 in most directions, and yet it feels even more spacious inside, especially in the rear where legroom is impressive. The boot, too, is one of the bigger ones in this segment. In typical Peugeot tradition, occupant comfort is excellent, with the seats being wide and supportive. The driver’s chair is height-adjustable and the steering wheel boasts rake/reach adjustability, too. Consequently, the 308 is probably near the front of its class when it comes to long-distance driving comfort.

Mini power

As most motoring enthusiasts know, the 1.6-litre turbocharged engines used in the Mini Cooper S models were co-developed with PSA (Peugeot/Citroen). This 308 also uses this engine, which develops 110 kW and 240 Nm of torque. The 308 needs the power, because at nearly 1.5 tonnes, it is one of the heavier cars in its segment. As a result, the performance is not quite as sizzling as you might expect, or as the claimed performance figures suggest. Certainly, a 0-100 km/h time of 8,8 seconds is nothing to sniff at, but the 308 never feels that fast, perhaps also because it is so refined and the cabin is so quiet.

Fitted with a five-speed manual transmission with nicely spaced ratios, the 308 is however a pleasure to drive on the open road, with good overtaking power being on hand when needed. The fuel economy is good, too, but you’ll struggle to match 7.1 litres/100 km. The reality is likely to be closer to 8.5 litres/100 km if you often dig into its power reserves, an exercise that unfortunately requires use of the gearbox, which is as rubbery in feel as most manual Peugeot transmissions.

The suspension is very well sorted, even though a torsion beam set-up is used at the rear, and not the more sophisticated multi-link arrangement offered by some rivals. Of course, this being a Peugeot, the emphasis is on comfort. The car displays a supple ride quality that seems largely unaffected by changes in the quality of the road surface. We suspect the tyres, Pirelli P Zero Nero items, also play a role in the 308’s impressive dynamic balance. Even over coarse surfaces there is little road roar that reaches the cabin, and yet grip levels are impressive, too. Sure, with its noticeable body roll the 308 is not really a car that encourages any type of spirited driving, but at the same time it also doesn’t turn all wobbly kneed at the sight of a fast corner.

Verdict

There’s a lot to like about this new Peugeot 308 1.6 XT. The cabin is a big step in the right direction in terms of perceived quality, comfort and especially standard specification. The engine delivers and admirable combination of power and economy, while the suspension will particularly impress those customers who rate comfort and quietness as priorities. The maintenance plan also does a lot to grow confidence, but nevertheless resale values are likely to be relatively poor. This means that a used 308 may be an exceptionally attractive purchase in a year or two…

We like:

Cabin comfort

Ride quality

Standard specification

Performance & economy balance

We don’t like:

Rubbery gear-shifting action

Likely resale value

Awkward styling

Fast facts

Engine: 1.6-litre, four-cylinder, turbopetrol

Power: 110 kW @ 5 800 rpm

Torque: 240 Nm @ 1 400 rpm

Transmission: five-speed manual

Wheels: 17-inch alloy

Top speed: 213 km/h

0-100 km/h: 8.8 seconds

Fuel economy: 7.1 litres/100 km

Also consider:

Honda Civic 1.8:

Honda’s sci-fi styled Civic may be an acquired taste, but there’s a class-leading car underneath. Based on an extended Jazz platform, the Civic’s interior packaging is superb. The build quality is exceptional, too, and the standard features list comprehensive.

Volkswagen Golf 2.0 FSI Sportline:

The Golf 5 remains a very strong contender and this well-specified, similarly powerful Sportline version does not cost much more than the Peugeot. Resale on the VW will be much better.

Toyota Auris 1.8 RX:

Although the Auris doesn’t really do much wrong, it also doesn’t excel in any particular area. Sure, the safety specification is impressive (with seven airbags), but equalled by the Peugeot. And while the cabin comfortable, the boot is small.

Opel Corsa 1,4 Enjoy (2008) Driving Impression

Opel’s attempts to stay with Volkswagen as its old rival leaps up the premium ladder has perhaps not been entirely successful, but has nevertheless yielded positive results for those customers who do take the plunge. The latest Opel Corsa, for example, is a significantly more mature, upmarket product than its econo-box predecessor. In the process, however, has Opel given up some of its hard-won reputation for performance and driving enjoyment? A test of the latest Opel Corsa 1,4 Enjoy yields some interesting answers…

Opel Corsa offers premium polish, inside and out

In its latest guise the Opel Corsa is an inoffensive, yet subtly stylish product. There’s nothing flashy about it. Full colour coding has been applied, it rides on neat 15-inch alloy wheels and the roof spoiler is so neatly integrated you hardly notice it. There’s a lot of Astra in the overall style, which is no bad thing.

It gets even better inside where the ambience is vastly more upmarket than before. Although the plastics are generally hard, the look and feel of their surfaces suggests upmarket quality. Fit and finish is excellent, all round, and although the cabin is a bit sombre with all the black and gray plastic, the flashes of silver plastic go a long way to brighten things up. All the controls have a solid feel to them and work with typical German efficiency. The centre piece of the facia features a very neatly integrated audio system and rotary controls for the ventilation system. Remote audio controls are placed on the steering wheel, which features rake and reach adjustment, the latter a welcome surprise in this segment.

In general, the specification level of the Opel Corsa Enjoy is very good. The driver’s seat also boasts height-adjustment, so the driving position is excellent. In typical Opel fashion, the seats are superb with good side bolstering. The sound system features an auxiliary input point, electric windows are fitted at the front, the headlights can be adjusted for height and there’s even cruise control. General Motors SA has also specced the Opel Corsa Enjoy with a good balance of safety equipment. Not only are dual airbags fitted at front, along with the expect ABS, EBD and BAS support for the brakes, there are also Isofix mounts for child seats in the rear.

(Not much) power

The Opel Corsa Enjoy is powered by a 1,4-litre petrol engine that delivers a meagre 66 kW and 125 Nm of torque. It is coupled with a five-speed manual transmission. Now, one has to keep in mind that the extra solidity that the new Corsa offers carries a weight penalty. As a result, the little engine has its work cut out to move the Opel Corsa along with much verve. Still, it’s good enough for general use in town and the motorway, but overtaking situations at speed require some careful planning and use of the slick transmission. Although the engine does not deliver much power, it does however exhibit excellent refinement and doesn’t mind working hard. Drive in a leisurely manner, and you should come fairly close to matching Opel’s fuel consumption claim of 6,2 litres/100 km but, generally speaking, you’ll average closer to 7,5.

Leisurely approach

Previous Opel Corsa models tended to fizz with energy, urging their drivers to exploit their performance-oriented drivetrains. This new model, however, is very different. The focus is very much on comfort and relaxation. The engine’s lack of power on its own doesn’t promote any kind of enthusiastic driving, and the suspension set-up is similarly focused on taking it easy.

Riding on 185/65 tyres and with its MacPherson strut front and torsion beam rear suspension tuned for comfort, there’s plenty of bodyroll in the corners. The upshot is, of course, excellent ride comfort, which is ultimately more important for the target market. In fact, this Opel exhibits suspension tuning that’s similar to what you’d expect from a French car. Boasting electro-hydraulic steering assistance, the Corsa’s steering wheel is almost completely devoid of any feel or weighting. For some its lightness will be a bonus, but perhaps a bit more weight at higher speeds, even if it was artificially done, would be welcome.

Opel Corsa Enjoy – Verdict

In many ways the Opel Corsa is a very likeable little car. There’s sufficient space for a small family, it’s got all the necessary comfort and safety toys, build quality appears to be excellent and it’s a very comfortable daily driver. It may lack oomph, and it’s dynamically a no-show, but this will not bother the majority of shoppers in this segment. But it must be said that it’s probably grown up so much, that the typical Opel sparkle we’ve become used to is hard to detect. For Opel’s sake, let’s hope its new-found quality is enough to bring new customers to the brand, because some of its long-time supporters may be put off by this dramatic change in approach.

We like:

  • Quality interior
  • Standard specification
  • Ride comfort
  • Seats
  • Ergonomics


We don’t like:

  • Flat-footed performance
  • Zero steering feel


Fast facts

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

Power: 66 kW @ 5 600 rpm

Torque: 125 N.m @ 4 000 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 172 km/h

0-100 km/h: 12,4 seconds

Fuel economy: 6,2 litres/100 km

Source: www.um.co.za

Also consider:

  • Renault Clio 3 1,4 Expression: Similarly sized and specced to the Opel Corsa. It’s an underrated car, with good perceived build quality, more power and good safety features. It’s also a bit more “perky” to drive.
  • Honda Jazz 1,4 DSI: The most practical car in this segment by a country mile and boasts the highest levels of customer satisfaction. Don’t expect any fireworks, though – it’s a car for sensible people.
  • Mazda2 1,3 Dynamic: Although it has even less power than the Opel Corsa, the Mazda is lighter and feels far livelier. It has a more youthful, zesty, character, but is not entirely unpractical, though the boot is on the small side and it’s not as refined.

Jaguar XF SV8 (2008) Driving Impression

This has undoubtedly been said many times before about a new Jaguar model, but the XF really is a crucial, perhaps even last-chance, new product for the beleaguered, yet iconic British brand. No wonder, then, that it is such a bold product, one that represents clean-sheet thinking and which attempts to redefine the relevance of Jaguar in the 21st Century. The Jaguar XF arrives at a critical time in the company’s history too, as control moves from Ford to new owners, Indian giant Tata. After testing the current flagship of the new range, the Jaguar XF SV8, we believe Tata may have just lucked into a very wise investment indeed.

Hints of Aston Martin in new Jaguar XF

If Aston Martin were to ever introduce a four-door sedan of this size, it would probably not look too dissimilar to the Jaguar XF. This should not come as a surprise. Both design director Ian Callum and the man credited with much of the XF’s design, Wayne Burgess, have previously worked for Aston Martin. The similarities are particularly evident in the slope and shape of the curvaceous rear end, and the rear-light treatment. In profile, the Jaguar XF reminds slightly of Lexus’ GS model, but at the front it displays the expressive new face of Jaguar. Ironically, this new face is probably the only bit of retro that anoraks may pick up on. The grille was inspired by the Jaguar sedans of the 60’s.

In totality, the Jaguar XF is a strikingly handsome sedan, one that looks appreciably more expensive than it actually is. A major contributing factor to this is the standard fitment of large 20-inch alloy wheels and the subtle, but very effective use of chrome detailing.

Cocktail lounge interior for Jaguar XF

Jaguar traditionalists beware, the interior of the Jaguar XF initially comes as a bit of a shock! Gone is the obsession with recreating the look of the upright, wood-laden, dashboards of Jaguars of the past. In its place is a truly exquisite piece of overall design, which seemingly effortlessly blends high-tech features with traditional materials such as leather, chrome and, yes, wood. The facia is lower, the dials deep-set, and the transmission tunnel high. But it’s the brave technology that stands out. Gone is the traditional gear lever, and in its place a neat rotary dial that allows the driver to simply dial up his selection. It rests flush with the transmission tunnel, but rises gently into the palm of your hand when the starter button (located just ahead of it), is pressed. At this point you’ll also notice the ventilation outlets are usually closed when the car is switched off, they rotate into their open positions when the car is started.

Other highlights (there are many) include very cool blue mood lighting at night that remind of an upmarket cocktail lounge/bar and a centre console that’s remarkably uncluttered and simple, because most of the functionality has been transferred to a very neat, easy to use, touch-screen system that also doubles as the navigation display.

The interior feels snug, partly because Jaguar wanted the car to feel sporty, but also partly because it is smaller inside than the competition. The wheelbase is long, but the slope of the rear window has certainly compromised the interior packaging to some extent, as rear legroom is not as good as is offered by the German competition. It’s not unbearable, just not as good. The boot is also a fair bit smaller than most cars in this segment.

Jaguar XF offers thumping power

Under the XF’s bulging bonnet lies the thundering heart of the XKR, a supercharged 4,2-litre V8 that delivers more than 300 kW and a crunching 560 Nm of torque. Power goes to the rear wheels via a six-speed automatic box that offers manual shifting via neatly positioned levers behind the steering wheel. Before we delve into the performance ability of the car, understand the following first. Although it shares its engine with hot derivatives of the Jaguar line-up, this is not a replacement for the M5/E63-rivaling S-type R. No, this is still a gentlemanly, luxury sedan that attempts to offer a balance of performance, dynamics, comfort and luxury that will please a wider clientele.

So, although it is certainly not lacking in the handling-boosting technologies department, and boasts adaptive damping as well as a track mode, it is not the all-out, hardcore performance sedan its specification may make it appear to be. Nevertheless, the performance figures are impressive, with a 0-100 km/h time of just over five seconds and a 250 km/h top speed (limited). The overtaking punch is also excellent, and the engine does make its voice heard, if not as loudly as in the branded derivatives.

But what really impresses about the Jaguar XF is its ability to adapt to the driver’s mood. Want to cruise? Stick it in Drive, put some music on the excellent sound system and even the fitment of those large 20-inch alloy wheels can’t destroy the serenity. The steering is appreciably light, too. However, select Sport mode, and the car immediately feels tenser, with a keenness to respond to inputs, whether via throttle, brakes or steering wheel, that is massively engaging. Pushed hard, the Jaguar XF may not be quite as impressive as the 5 Series, which remains the dynamic benchmark, but it runs it very, very close indeed.

Jaguar XF – Verdict

The Jaguar XF is an excellent new car that is very hard to fault. Yes, the rear legroom is not that good, and the fuel consumption rather heavy, but it exudes such a likeable, desirable character in the way it looks and drives that those are minor irritations. One senses that Ford poured a lot of money into the Jaguar XF project to make sure it beats the competition, because this rates as a borderline perfect new product that doesn’t only rely on an iconic badge or beautiful styling. It’s superb, through and through, matching or beating the competition in most respect and adding unrivaled desirability as the sweetener. Tata will laugh all the way to the bank.

We like:

· Brave design

· Very classy, upmarket, modern cabin

· Strong performance

· Standard features

· Build quality

We don’t like:

· Rear legroom

·Fuel consumption

Fast facts

Engine: 4,2-litre, V8, supercharged, petrol

Power: 306 kW @ 6 250 rpm

Torque: 560 Nm @ 3 500 rpm

Transmission:  Six-speed automatic

Wheels: 20-inch alloy

Top speed: 250 km/h

0-100 km/h: 5,1 seconds

Fuel economy: 12,6 litres/100 km

Source: www.um.co.za

Also consider:

· BMW 550i: The BMW is cheaper than the Jaguar, but then again it is not as powerful and also lacks some of the XF’s features. Ultimately, however, the BMW feels just as fast as the Jaguar and dynamically remains the class benchmark. But it can’t hold a candle to the Jaguar’s style, inside and out.

· Mercedes-Benz CLS500: Slinky CLS is quite close to the Jaguar XF in overall packaging, but a facelift is due. Price-wise, too, the Mercedes very close to the Jaguar, but lacks its power and high-tech features. Feels the older car, which it is.

· Audi S6 quattro: Slightly more expensive than the Jaguar, this super-saloon boasts the heart of a Lamborghini and quattro all-wheel drive grip. It is a highly underrated machine that also displays excellent build quality. Engine apart, it can’t match the Jaguar’s emotional appeal.

New Ford Fiesta is a global small car

Ford of Europe is reinventing its small car range for a new generation of customers in 2008, starting with a stylish and exciting new Ford Fiesta. The car makes its global debut in both three- and five-door hatchback bodystyles at the 2008 Geneva Motor Show.

New Ford Fiesta to take world by storm

Designed and developed in Europe for sale in Europe, Asia, South Africa, Australia and the Americas between 2008 and 2010, the new Ford Fiesta is the first major product of Ford’s new global product development process. Its stylish and dynamic flair combines with all the traditional Ford small car strengths to create a confident, contemporary introduction to the next chapter of the Fiesta success story.

The new Ford Fiesta opens another chapter in the story of the popular Ford small car that has sold more than 12 million units since its introduction in 1976. Charismatic and individual, the new model makes major strides in craftsmanship, quality of materials and product choice while continuing to represent Fiesta’s traditional strengths of practicality, value for money, agility and safety. It also brings a host of big-car features to the small-car segment for the first time.

The new Ford Fiesta clearly embodies the hallmarks of ‘kinetic design’, which has so convincingly infused emotion into the core of the Ford range in Europe. The Geneva debut confirms that new Fiesta will bring the most appealing elements of Verve, a trio of concept cars shown recently around the world, to production reality.

It also ends speculation surrounding the name of Ford’s new-generation small car for global markets.

“This new car embodies the very essence of Fiesta – fun, vitality and emotion,” said John Fleming, President and CEO, Ford of Europe. “We know there isn’t a better name for the new model, and we have over thirty years of investment in the Fiesta brand to consider.

“We’re confident that the combination of dynamic new ‘kinetic design’ exterior, great interior design and craftsmanship, and a host of new technologies and features will provide compelling reasons for a new generation of customers around the world to take a fresh look at the Ford Fiesta. I know they will be both surprised and delighted with what they see and feel,” Fleming added.

Isuzu KB250 D-TEQ Double-Cab LE 4×2 (2008) Driving Impression

The popularity of double-cab pick-ups in South Africa is not terribly difficult to understand. They suit our outdoorsy/active lifestyles, can handle a bad road (of which we increasingly have many), and you don’t mind putting a wet and stinky Fido on the back… with a lawnmower or a wheelbarrow. But increasingly they’re being pushed upmarket by customer demands for more “car-like” refinement and safety, and these demands are totally at odds with their, shall we say, agricultural underpinnings. The result is the “luxury” double-cab, a vehicle that attempts to be all things to all people. Can the formula be successful? Perhaps more importantly, at what price?

Isuzu, of course, has been playing the double-cab game longer than most and knows the South African market inside-out. Lately, however, it has been feeling the pressure, and has upgraded its KB range to remain competitive. Visually, the facelift is a bit more intensive than you’d normally expect in the bakkie market. The lines are far more angular (especially up front), and the result is a vehicle that looks both fresh and “macho”, particularly in LE trim, which brings a black bumper that flows into the grille, as well as black wheelarch extensions. Meet the Isuzu KB250…

Ageing interior for Isuzu KB250

The upgrade hasn’t quite been as successful inside, where the KB’s “true” purpose is harder to camouflage. The facia plastics are hard and the design lacking any form of creativity. That said, there’s nothing much wrong with the way everything works. The instrumentation is large and clear. The controls are big and logical. The only nod to “new-age” spec is a large-faced audio system.

Space up-front is very good, with lots of head-, shoulder- and legroom. The driver’s seat is adjustable for height (not very common in the pick-up market), and the steering wheel also boasts rake adjustability. In typical bakkie fashion you sit with your feet fairly high, but it’s not uncomfortable. In the rear, however, things are not so rosy. Ingress is a bit tricky for older folk, because the door is quite narrow and the ground clearance (220 mm) demands a bit of a “jump”. Once seated legroom is acceptable, but the backrest is rather upright, which can become uncomfortable on longer trips.

Isuzu is pitching this vehicle at the leisure market, and as such the Isuzu KB250 boasts LE trim, which brings in addition to the items listed above, air-conditioning, power steering, electric windows and remote central locking. On the safety side it boasts ABS, dual airbags and three-point seatbelts for all three rear passengers. Upholstery is a neat dark cloth.

Under the bonnet

New for this model is the company’s 2,5-litre D-Teq turbodiesel engine which features common-rail direct injection and inter-cooling. Yet, the power output is a low 85 kW (at 3 600 rpm) and maximum torque of 280 Nm is delivered from 1 800 to 2 200 rpm. Although 1 800 rpm sounds impressive for maximum torque to come on tap, there’s not much available before reaching that point, as a result of fairly pronounced turbo lag. Swift progress therefore requires regular use of the five-speed manual ‘box, which itself feels a bit “utilitarian”. The driving experience is therefore not quite as upmarket as some potential customers will like. In fact, coupled with the lack of oomph, it may be quite a frustrating vehicle for long family trips as overtaking manoeuvres require careful thought. At least the engine is economical – you should get around 8 litres/100 km – and knowing Isuzu, should also prove just about bullet-proof.

Isuzu KB250 – Verdict

The Isuzu KB250 D-Teq LE is an admirable attempt at being a one-car-for-all-purposes offering. It’s relatively spacious and well-equipped to transport five people in safety. It retains good load carrying ability (970 kg) and laughs at poor or gravel roads. It even looks good. But, considering its intended (part) purpose as a leisure vehicle (and its resultant fairly high price), there are some issues. The engine may be economical and reliable, but it lacks power and sounds unrefined. The ride is typical bakkie-fare – in other words, stiff. In the end you know best whether you really need a luxury bakkie, or can actually make do with a slightly smaller SUV. As it stands the KB250’s workhorse roots shine through a bit too strongly for it be considered a true leisure alternative.

We like:

  • Build quality
  • Economy
  • Safety features
  • Styling
  • Load-carrying ability


We don’t like:

  • Bouncy ride
  • Lazy engine
  • Plasticky interior appearance


Fast facts

Engine: 2,5-litre, turbodiesel, four-cylinder

Power: 85 kW @ 3 600 rpm

Torque: 280 N.m @ 1 800 – 2 200 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 160 km/h est

0-100 km/h: n/a seconds

Fuel economy: 7,7 litres/100 km

Source: www.um.co.za

Also consider:

  • Nissan Hardbody Double-Cab 3,0 TD: Although the Hardbody’s design is older than the KB’s, it has aged well and is a respected player. Its 3,0-litre engine is also significantly more powerful than the Isuzu KB250. Interior not quite as “posh” as more modern rivals.
  • Mazda BT-50 Double-Cab 2500 TDI SLE: An underrated player in South Africa, but a good one. Features a high specification level (including four airbags), but the engine is similarly underpowered to the Isuzu KB250.
  • Ford Ranger Double-Cab 2,5TD Hi-Trail: The Mazda’s twin, so it shares the somewhat disappointing 80 kW 2,5-litre engine. Although it looks smart with its macho ground clearance, it also lacks the Mazda’s safety spec – there are no airbags, nor ABS.

New Toyota Corolla continues heritage

January 25, 2008 – Torrance, CA – Nearly 40 years after the Corolla was introduced to American drivers, an all-new Toyota Corolla, now in it’s 10th generation will continue to offer the quality and value for which the brand has long been known.

New Toyota Corolla better than ever

Originally launched in 1966, Corolla first arrived in America in 1968 to instant success. For nearly four decades, Corolla has been synonymous with Toyota quality, style and value, earning a distinction as one of the most trusted cars in America. Over that span more than 30 million Corollas have been sold worldwide, making it one of the best-selling cars of all time.

The new Toyota Corolla remains true to the brand’s role as a subcompact sedan, with dimensions similar to the model it replaces. But it offers an all-new body with a lean, muscular shape, and it delivers increased interior and luggage room, more power, more economical engines and an all-new chassis and suspension.

Options

In addition to the array of standard equipment, an impressive list of optional comfort and utility features are available to further enhance the Corolla driving experience. Options available on Standard Corolla include cruise control, AM/FM/six-disc CD changer with MP3/WMA playback capability, satellite radio (subscription required) and six speakers, and an All Weather Guard package.

In addition to the options on Standard Corolla, the LE adds 16-inch alloy wheels and remote keyless entry.

The XLE adds tilt and slide moonroof, VSC with TRAC and off switch, P205/55 R16 tires with 16-inch alloy wheels, a JBL audio system with AM/FM/six-disc CD changer with MP3/WMA playback capability, XM® satellite and eight speakers in six locations and navigation system with AM/FM CD with MP3/WMA playback capability.

Options for the S grade include an available rear deck spoiler, Power Package, Sport Package, and leather-trimmed seats, steering wheel and shift knob.

The XRS adds the S grade options, as well as, JBL Audio system with AM/FM six-disc CD changer with eight speakers, navigation system with AM/FM CD with MP3/WMA playback capability and XM® satellite radio with NavTraffic capable with six speakers, and leather-trimmed seats, steering wheel and shift knob.