Land Rover Defender 110 SW (2007) Driving Impression

Now able to trace its roots back 60 years, the Land Rover Defender is perhaps – bar Bernie Ecclestone – the automotive industry’s greatest survivor. Even the recent rise in popularity of so-called soft-roaders has seemingly been shrugged off nonchalantly. What about the green lobby? Pah… it’s more often than not a Defender that gets them out there deep into nature in the first place! Safety? Puh-leeze, a real man cares more about diff-locks than airbags, doesn’t he?  So what are the reasons for its ongoing popularity? And will the latest round of updates be enough to extend its lifespan by another ten years or so. After all – unstoppable off-road prowess or not – one senses the inevitability of a death knell must surely happen sooner rather than later?

Land Rover Defender is grand daddy cool

In its latest guise, the Land Rover Defender looks… well, like a Defender. Land Rover is very much aware that the iconic appearance plays a big role in the vehicle’s success and has wisely not messed with it. The design is purely utilitarian – exposed hinges, very little deformable plastic, and not even a nod to aerodynamic considerations of any sort. In 110 SW guise it displays more than a hint of military purpose, too, which will appeal to some potential customers. But while its looks has been kept the same partly because Land Rover knows that customers want it this way, because it looks “cool” and reflect well on them, the design is also very purposeful.

Standing more than 300 mm off the ground on generously side-walled all-terrain tyres, the Land Rover Defender immediately looks well-suited to clambering over obstacles. The lack of modern safety improving bumpers also means the approach and departure angles are good. In fact, with an approach of 48,7 degrees there isn’t much that this Defender won’t be able to (at the very least) get its grip on. Its design also results in it being given a 45 degree gradient rating, 149,7 degree break-over angle and a full 500 mm wading depth. These are not the specifications you see very often in modern-day press releases and if they excite you… then this Landy is very possibly the car for you.

It’s very much the same story inside. The cabin is surprisingly snug for such a large vehicle. In fact, shoulder room in particular is limited. Even the so-called stadium-seating (which sees each subsequent row of seats placed slightly higher for better outward visibility) ends up compromising head room for those in the rear. Occupant comfort was clearly not the highest priority. The steering wheel can’t be adjusted at all, for example, and the ergonomics are clearly the result of years of adding-on items, rather than a clean-sheet design. And yet, most Land Rover Defender owners won’t have it any other way. There’s a sense of purpose to each element of the Defender that transcends such fripperies as human-machine interface (HMI) design. After a few days behind the wheel you don’t even mind the shiny hard plastics and clumsy primary controls. In fact, these items become part of the charm, because they force you to bond with this incredible machine.

The oily bits

The clumsy primary controls have already been mentioned but need further explanation. The steering is of an old-fashioned worm-and-roller type design and lacks the feel, precision and speed of modern rack-and-pinion systems. The clutch pedal is stiff. The brake pedal feels wooden (though there is ABS in the background). And the gearshift is very mechanical and the throws are long. As a result of all of the above, the Land Rover Defender is not a car that one can drive absent-mindedly. It demands your constant attention, a trait that plays a big part in the vehicle’s undeniable charm and personality.

In its most recent heart transplant the Land Rover Defender received a Ford-sourced 2,4-litre turbodiesel engine. If you’re reading this and thinking refinement and performance, think again… The engine is noisy and there’s significant lag, so have to use that gearshift very often to keep momentum going. This Defender model weighs over two tonnes, so it was never going to be a good sprinter, but even so this Landy feels lethargic. Expect to spend a lot of time looking at oncoming traffic when attempting overtaking at anywhere over 100 km/h. In fact, if you’re thinking of primarily buying an SUV as a long-distance family car with occasional off-roading in the mix once you’ve arrived, cross the Land Rover Defender off the list right now. Along with its lack of grunt and limited refinement, the ride is also rather harsh, with suspension movements not being terribly well controlled.

If, however, you’re looking for a vehicle that will primarily be used off-road, then this is the car for you. The tougher the conditions, the seemingly better suited the Landy becomes. With four-wheel drive and the centre diff-lock engaged, the Land Rover Defender just crawls over most things in its way.

Land Rover Defender – Verdict

It’s hard, at first drive, to understand the appeal of this vehicle. It is undeniably excellent at what it does best, but heavily compromised at what most people will use it for. One can only speculate that a large proportion of Land Rover Defender buyers these days want a vehicle that broadcasts to others that its driver is a typical Camel Trophy type of man. In other words, it appeals as much because of its ability, than what it says about its driver’s lifestyle. And these days that’s more important than ever before. Expect it to stick around for a good few years more…

We like:

  • Classic looks
  • Go-anywhere ability
  • Charm


We don’t like:

  • Uncomfortable, aged interior
  • Lethargic performance
  • On-road refinement


Fast facts

Engine: 2,4-litre, four-cylinder, turbodiesel

Power: 90 kW @ 3 500 rpm

Torque: 360 Nm @ 2 000 rpm

Transmission: Six-speed manual

Wheels: 16-inch alloy

Top speed: n/a km/h (135 km/h est.)

0-100 km/h: n/a seconds (20 sec est.)

Fuel economy: 11,0 litres/100 km

Source: www.um.co.za

Also consider:

  • Toyota Fortuner 3,0 D-4D 4×4 : Massively popular and not without reason. The Fortuner promises great durability in addition to a seven-seat cabin, excellent off-road ability and a far more modern, comfortable cabin. Not without its flaws, but exceptionally well-suited to local lifestyles.
  • Toyota Land Cruiser 70 SW: If the Fortuner’s modern conveniences do not appeal to your macho preferences, then consider the Landcruiser 70-series. Not quite as old-fashioned as the Land Rover Defender, but similarly simplistic, the Toyota is also likely to go on forever.
  • Hummer H3: OK, let’s assume you’re interested in the Land Rover Defender as much for what it reflects about you, than what it is really capable of. In that case, the Hummer is a strong contender, looking all macho and unstoppable and boasting a whiff of military cred. But it’s far more modern than the Landy, and far more comfortable as well.

 

Mazda2 1,5 Individual (2007) Driving Impression

Often regarded as “the other” Japanese car brand due to the low profile it tends to maintain, it is perhaps ironic that it is frequently Mazda that pulls a truly stunning product out of the bag. Think MX-5, for example, or RX-7 and RX-8. Or even a surprise Le Mans victory… With its new supermini, the Mazda2, it appears to have done so again. Not only is the immediate appeal of the new model way ahead of anything Mazda has offered in this segment before, but it seems to be a genuine contender for class-best honours.

Appealing looks for Mazda2

Attractive styling always helps, and in this regard the Mazda2 is off to a strong start. It’s a sporty looking car, with a cheeky grin and taught surfacing. In top-spec Individual guise it looks even better, courtesy of smart 16-inch alloy wheels and a more aggressive front-end treatment with integrated foglamps. Mazda offers a wide range of vibrant colours to suit the car’s personality.

The interior is similarly bursting with character. The bulging centre section features a circular digital display module for the audio system (which boasts auxiliary support) and two pod-like ventilation outlets protrude from the upper section. The gearlever is mounted on the facia and falls very easy to hand, which is just as well, seeing as the Mazda2 does not feature a reach-adjustable steering column. In fact, given the absence of the latter, the driving position is surprisingly good, if a tad high. Also catching the eye is an upmarket-looking steering wheel with neatly integrated remote audio controls. Keyless-go rounds off a fairly high-tech interior package that also includes automatic lights, rain-sensing wipers and no fewer than six airbags.

The generous specification goes a long way in lifting the Mazda2’s cabin ambience beyond the supermini norm, but what it can’t hide is the compactness of the car. Although there’s plenty space in front, it progressively gets more cramped towards the rear. Legroom for rear passengers are probably par for the course, but the boot is rather small and contains only a space-saver spare.

Sharp dynamics

Given the Mazda2’s fairly straightforward underpinnings – MacPherson struts front, torsion beam at the rear – its dynamic character may come as a surprise, particularly as it also features electric power steering, which usually detracts from driving enjoyment in the traditional, “enthusiastic” sense. Mazda’s engineers have however managed to tune the suspension for fun, which is immediately noticeable in the firm ride. The steering is also nicely weighted, albeit artificially so, and impresses with its accuracy. Around town the Mazda2 can be a tad on the fidgety side, and perhaps in pursuit of ultimate agility, Mazda seems to have decided not to make use of too much weight-adding noise suppression materials, and consequently road noise levels can be high on coarser surfaces. Grab the Mazda2 by the scruff of its neck, however, and drive it with vigour, and you’ll get the best out of it. This is a car that relishes being driven hard and it probably rates as a class leader in this regard. Those who prioritise refinement, silence and ride comfort may need to look elsewhere.

Providing the zoom-zoom

Powering this Mazda2 is a 1,5-litre petrol engine that delivers a competitive 76 kW, but which appears somewhat down on torque (136 Nm developed at a fairly high 4 000 rpm). Resultantly it is an engine that needs to be revved to get the best out of it, but this is no hardship, as this driving method suits the character of the car. The gearbox is a slick five-speeder that provides fast, accurate shifts with a pleasantly precise feel. It’s no slouch, this Mazda2, and higher up the rev range there remains considerable power for executing an overtaking manoeuvre if needed. Mazda claims a 0-100 km/h time of 10,7 seconds, but subjectively the Mazda2 feels faster than that. On the other hand, Mazda’s fuel consumption claim of 5,9 litres/100 km is not easy to achieve. You’re likely to see figures of closer to 7,5 litres/100 km.

Mazda2 – Verdict

With its lively character the Mazda2 appears to have been injected with a large dose of the company’s corporate “zoom-zoom” spirit. It is a truly fun car to pilot. But it’s also not a one-trick pony. The interior is stylish, upmarket, well-built and loaded with luxury segment features which are not common at this price level. In Mazda’s pursuit for driving enjoyment a few compromises have however been made – the “2” exhibits high levels of road noise, and the ride is on the firm side. All things considered, however, the rather dull B-segment has lacked such a fun offering for a long time. The Mazda2 may not be for everyone, but if you fancy yourself somewhat of a petrolhead and enjoy the thrills of driving, it is a must for the shortlist.

We like:

  • Agile handling
  • Standard specification
  • Safety features
  • Fuel economy


We don’t like:

  • Road noise
  • Lack of reach adjustment for steering wheel


Fast facts

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

Power: 76 kW @ 6 000 rpm

Torque: 136 Nm @ 4 000 rpm

Transmission: Five-speed manual

Wheels: 16-inch alloy

Top speed: 188 km/h

0-100 km/h: 10,7 seconds

Fuel economy:  5,9 litres/100 km

Source: www.um.co.za

Also consider:

  • Ford Fiesta 1,6 Ghia: An ageing contender, but still a strong one. Has similar power to the Mazda2, but more torque. The interior is not as modern as the Mazda2 and it lacks its Japanese rival’s safety specification, too. Similarly fun to drive.
  • Opel Corsa 1,4 Cosmo: Often overlooked, but the Corsa is a good effort, with excellent build quality, a decent specification level and a willing little engine. Packs four airbags, too. Lacks the Mazda’s sparkle, though.
  • Volkswagen Polo 2,0 Highline: The Polo’s restrained stylishness ensures it considerable appeal, and in 2,0-litre guise it boasts considerably more torque than most of its rivals. Spec-level is acceptable and the build quality is good. Fuel economy considerably higher than the competition.

Nissan Qashqai 2,0 Acenta (2007) Driving Impression

Having already achieved success in Europe, Nissan’s C-segment crossover, the oddly named Nissan Qashqai, is now available in South Africa. Its development came as a direct result of this brand’s continuing failure in the “Golf-segment” for traditional hatchbacks with vehicles such as the Sunny and Almera, as well as the rising popularity of compacts SUVs. The Qashqai’s arrival and immediate success, then, appears to indicate that Nissan’s design team has hit the nail on the head. But how will it fare in South Africa?

Quasi-SUV looks for Nissan Qashqai

Judging by the on-going success of vehicles such as Hyundai’s Tucson, the Toyota RAV4 and Nissan’s own X-Trail, South Africans love their compact SUVs. Where does the Nissan Qashqai fit in design-wise? Well, it’s based on the same underpinnings as the brand’s X-Trail, but unlike that rather boxy, typically SUV-themed offering, the Qashqai straddles a fine line between being a traditional hatchback and a compact SUV. It is a crossover in the purest meaning of the word. Perhaps more importantly, it boasts a more appealing exterior design than its one very direct rival, the Dodge Caliber. There are some very neat touches, including a ribbed bonnet, rising rear window line and particularly neat rear lights. Riding 200 mm high on smart 16-inch alloy wheels and featuring black lower body cladding and wheelarch linings, the Nissan Qashqai looks both elegant and butch, and should therefore appeal to both sexes.

High-quality interior

It is inside where this Nissan Qashqai knocks the opposition for a six. Featuring soft-touch materials and fit and finish one would normally expect from a near-premium product, the Qashqai makes an immediately good first impression – it is vastly superior to not only the Caliber, but also the Korean twins from Hyundai and Kia. Slide in behind the upmarket-looking steering wheel (with remote audio controls), and you’ll find it is both rake and reach adjustable. The superb driver’s seat, too, is adjustable for height, meaning a good driving position is easy to find. A stand-out feature of the Nissan Qashqai is that, unlike most compact SUVs, the sensation of sitting on top of the car is diminished by the low default position of the seat, a narrow window line and high transmission tunnel. It feels like a normal C-segment hatchback from behind the wheel, which will appeal to some, but not those who actually crave the commanding view offered by others. Also impressing is the vehicle’s spaciousness on a class-average wheelbase (2 630 mm). There’s plenty of rear legroom, as well as a spacious boot which still boasts a full-size spare wheel. Perhaps standard roof rails would’ve been a nice touch, too.

Power and economy

Although this Nissan Qashqai is powered by a 2,0-litre petrol engine that delivers a decent 102 kW and 198 Nm of torque, it is worth mentioning that the Nissan tips the scales at a not-inconsiderable near-1,4 tonnes. As a result, performance isn’t exactly sparkling. Nissan claims a somewhat ambitious 10,1 second 0-100 km/h time, but in reality the Qashqai doesn’t feel that fast. That said, the target market is unlikely to care about sprinting ability. Of more concern is the overtaking performance. While the six gear ratios and good torque deliver acceptable punch, you have to go “find” the power, as the grunt really comes on tap at fairly high revs. Frequent usage of the gearbox is therefore required when overtaking at or beyond the national speed limit, which is admittedly not much of hardship, as the gearshifts are slick. An upshot of the gearing is good cruising economy. Nissan claims a consumption figure of 8,2 litres/100 km, but a more realistic consumption during mixed driving (highway, town, B-roads) is between 9 and 9,5 litres/100 km.

Good road manners

With its higher ground clearance the Nissan Qashqai obviously suffers more body roll in the corners than, say, a Golf or Focus, but it’s also not as pronounced as with its direct crossover rivals. And although the low-speed ride is somewhat firmer than expected, it smoothes out as the speeds rise and exhibits excellent bump suppression qualities. The steering, too, impresses, being appreciably light around town, but gaining some feel at higher speeds. The big surprise is the standard fitment of Nissan’s electronic stability system that includes traction control. It forms part of a comprehensive safety package that also includes six airbags and rear Isofix child seat mounts. Given the overall refinement of the vehicle, including its engine and transmission and the lack of wind noise, the relatively high levels of road noise represent perhaps the only real black mark against the Qashqai’s name.

Nissan Qashqai – Verdict

The Nissan Qashqai looks set for big success in South Africa, too. More spacious and practical than a typical C-segment hatch, boasting superb perceived quality and a long standard features list that includes Bluetooth, dual-zone climate control and auto lights and wipers, at a very competitive price, the Nissan Qashqai 2,0 Acenta makes a lot of sense. A powerful and frugal turbodiesel engine would make it an almost perfect compact family car. Just such a model is coming, of course, but will be significantly more expensive. As it stands, the Nissan Qashqai 2,0 Acenta is a great buy.

We like:

  • Car-like seating position
  • SUV-like ground clearance
  • Quality
  • High standard spec, including Bluetooth
  • Refinement


We don’t like:

  • Road noise
  • Performance


Fast facts

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

Power:  102 kW @ 6 000 rpm

Torque:  198 Nm @ 4 800 rpm

Transmission: Six-speed manual

Wheels: 16-inch alloy

Top speed: 192 km/h

0-100 km/h: 10,1 seconds

Fuel economy: 8,2 litres/100 km

Source: www.um.co.za

Also consider:

  • Hyundai Tucson 2,0 4×2: A very popular choice in South Africa but its bested by the Nissan Qashqai in most areas, including cabin quality, fuel economy and space. Boasts a more typical SUV-like design, if that is what you want.
  • Kia Sportage 2,0 4×2: Very much a Tucson with a different hat and therefore can’t match the Nissan Qashqai for the same reasons as above. Resale value not particularly good, so can be picked up used for a steal.
  • Dodge Caliber 2,4 R/T: A slightly more powerful, more macho-looking rival, but the extra oomph doesn’t necessarily translate into better performance. The Caliber lacks the refinement and quality of the Nissan, as well as its boot space.

Toyota Corolla 1.6 Advanced (2007) Driving Impression

Talk about a double-edged sword… The Toyota Corolla with its legendary image of quality and reliability has become as much a blessing as a curse. Sure… while there are still a big number of car buyers out there looking for its trademark attributes, it has also become clear that those shopping for a C-segment sedan want a more complete package – something also boasting a modicum of design appeal and driving pizzazz. Unfortunately for Toyota, its efforts to prove to consumers that quality and reliability need not equal boredom have thus far not been successful – the Toyota Corolla is still seen as a “safe” choice, rather than a desirable one. This all-new model is the Japanese company’s latest attempt to change this perception.

Smooth looks for Toyota Corolla

In terms of aesthetics, the new model is a significant departure from the past. The latest Toyota Corolla looks a lot bigger than the model it replaces, far sleeker and more upmarket. In fact, one senses that Toyota’s premium Lexus division had some input in the design phase. The neatly sculptured flanks and bulging tail lamps catch the eye while the subtly stylish 16-inch alloy wheels and full colour-coding of this Advanced model round off a surprisingly attractive package. Overall, it’s a design that is unlikely to date very fast.

The interior design benefits from a similar step up, boasting excellent fit and finish as well as a particularly neatly executed instrument panel – the latter features a sporty “double-bubble” cowl and a cleverly integrated trip computer. The centre part of the facia is finished in shiny silver, which helps lift the somewhat sombre ambience of the otherwise predominantly black and grey cabin. Compared with the solid, but (hard) plasticky cabin of the previous model, the tactile nature of most of the newcomer’s cabin surfaces elevates the Toyota Corolla out of the econo-box roots it had come from.

Although the Toyota Corolla is ultimately not the most spacious offering in its segment – the Jetta bests it in most dimensions – its designers have made good use of the space there is. There is a double glove compartment, for example, in addition to large door pockets, a handy lidded storage box between the seats and a boot that is claimed to accommodate a handy 450 litres of luggage while still featuring a full-size spare wheel under its floor. The rear seat is split 60:40 and can fold to accommodate bigger objects.

Comfort- and safety boosting features

With this new model Toyota has certainly thrown down the safety gauntlet to its rivals. Boasting no fewer than seven airbags (including a novel knee airbag), the Toyota Corolla sets a new class benchmark in C-segment standard safety features. Of course, ABS with EBD and Brake Assist also feature, as do Isofix child seat anchorages at the rear. Perhaps the only black mark against the Toyota Corolla – which has achieved a five-star EuroNCAP crash rating – is the lack of an electronic stability system or even traction control to round off its newfound high-tech status.

Advanced specification brings a solid number of comfort and entertainment features to the party – the steering wheel is adjustable for rake and reach, the driver’s seat for height and the usual electric windows/mirrors, power steering, air-conditioning , remote audio controls, radio/CD system with MP3 playback are accounted for. There aren’t any surprise-and-delight items, for sure, but you’re unlikely to ever find yourself uncomfortable while driving this particular Toyota Corolla.

No fireworks under the bonnet

Under the bonnet of this substantially larger new-generation Corolla is Toyota’s 91 kW/157 Nm 1,6-litre petrol engine mated to a five-speed manual transmission that provides entirely uneventful, if slightly rubbery, gear-shifting. There is nothing much wrong with this engine’s power figures, and it certainly contributes to a car that can pick up its skirt and run quite fast (0-100 km/h in 10,4 seconds), but it needs revs. The maximum torque figure is only available at 5 200 rpm, contributing to the somewhat sluggish feel when pulling away, at least at altitude, in any event, and when compared with bigger-engined rivals from Honda and Hyundai. In the Toyota’s defence, however, it is economical, with Toyota claiming a consumption figure of 6,9 litres/100 km that is not very realistic – expect closer to 8 litres/100 km, which still beats most of the competition and means the Corolla’s performance/economy balance treads a careful middle ground.

It’s much the same story with its on-road behaviour – the Corolla’s suspension tuning has certainly been done with a strong comfort bias in mind, which is entirely expected and suited to the target market. Consequently, the car absorbs bumps very well, and is a comfortable cruiser. Some rivals – the Honda Civic in particular – is however superior in the dynamic balance they manage to find, offering both cosseting ride quality but without the Corolla’s pronounced roll in corners and overly light and vague steering.

Toyota Corolla – Verdict

While those waiting for a Toyota Corolla that delivers fun, agile dynamics will be disappointed, this new model is both a significant step up from the previous iteration, and also a strong rival for current segment leaders. Toyota’s knows this market, and it understands that comfort and economy are far more important than sprint times and edgy handling. Its decision to rather concentrate on making the new model aesthetically more appealing and sophisticated inside and out, is therefore entirely understandable. It’s not a breakthrough model by any means, but it didn’t need to be. The new Toyota Corolla promises all the virtues of quality and reliability it has become revered for, but wrapped in a more attractive design. It can’t fail.

We like:

  • Quality
  • Comfort
  • Spaciousness
  • Potential resale value
  • Standard safety spec


We don’t like:

  • Dull dynamics
  • Bodyroll


Fast facts

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

Power: 91 kW @ 6 000 rpm

Torque: 157 Nm @ 5 200 rpm

Transmission: Five-speed manual

Wheels: 16-inch alloy

Top speed: 195 km/h

0-100 km/h: 10,4 seconds

Fuel economy: 6,9 litres/100 km

Source: www.um.co.za


Also consider:

  • Honda Civic 1,8 EXi: The Honda’s futuristic looks (outside and inside) are not universally appreciated, but they hide an excellent family sedan. With its bigger engine the Honda outperforms the Toyota Corolla by a significant margin, but at a slight fuel consumption cost. Also boasts an excellent ride/handling balance, but the boot is smaller than the Toyota’s.
  • Volkswagen Jetta 1,6 Trendline: A typically stylish Volkswagen offering that boasts a degree of status appeal beyond the Toyota’s reach. That said, it is significantly less powerful and lacks the Toyota’s comprehensive standard specification, too. Massively spacious and superbly comfortable, though.
  • Mazda3 1,6 Active: A sportier offering that puts the emphasis on agility and sharpness over comfort and refinement. It’s a well-specced offering, for sure, but lacks the Toyota’s power as well as safety features.

 

Chevrolet Lumina 6,0 V8 SS (2007) Driving Impression

Although the days of XR-6 Ford Cortinas and big-block Chevys are undeniably behind us, there are, according to General Motors at least, a dedicated group of petrolheads out there hankering after the same kind of bad-ass, rear-wheel drive entertainment that made such cars so unforgettable. In its latest guise the Aussie-sourced Chevrolet Lumina gains a 6,0-litre V8 engine borrowed from the Corvette sports car in an effort to provide unrivalled bang for the buck. Does the recipe still appeal, or is it simply too kitsch for modern tastes?

Chevrolet Lumina is a hard-edged, hardcore, big-hearted softie…

Look, you can’t really miss the Chevrolet Lumina. Developed in Australia and sold there as the Holden Commodore, the Lumina is a 4 984 mm-long muscle car that competes – on price – against smaller offerings such as BMW’s 3 Series and the Lexus IS. But unlike these two compact executives, subtlety and sophistication are not adjectives that fit the Chevrolet Lumina. It is brash, with a square cut jaw, aggressive sill extensions and a bootlid spoiler straight out of the ‘80s. It’s safe to say that it won’t appeal to everyone, and yet the response from the public to our test unit was largely positive.

Back in the large sedan’s halcyon days, there were no SUVs and MPVs on the price lists, so these cars had the family market all to themselves. The Lumina’s vast cabin is a great reminder of just how spacious these cars were. The boot can swallow nearly 500-litres worth luggage, yet still features a full-size (18-inch) spare wheel underneath its floor. Rear legroom is really of the stretch-out variety and the width of the cabin means that five-up motoring is a real possibility without the centre rear passengers having to feel “squeezed”.

In front, the seats are wide, yet there’s good side bolstering and the odd “SS” logo to remind you that you’re seated in something fast. The driver’s chair features electric adjustment, and there’s a good range of adjustment on offer from the steering wheel, too. Overall, the design of the facia is neat and straightforward, and the build quality good, though nothing to trouble the Germans.

Similarly, it lacks the high-tech features of its German rivals but the basics are all accounted for – climate control, auto lights, cruise control etc. are all standard. On the safety side it features only four airbags, but an electronic stability system (ESP) is fitted.

V8 grunt

But enough of the “frills”. What of the thrills?  Under the long bonnet hides the L98 6,0-litre V8 engine from the Corvette which, although not the most high-tech power unit in the world, still churns out a thumping 270 kW and 530 Nm of torque. All that power goes to the rear wheels via what is increasingly rare in the modern performance car landscape, a six-speed manual transmission. This alone will put the Lumina high on the wish list of many an enthusiast, because the number of rear-wheel drive, high-power, manual-transmission cars out there is very, very small. Before you get too excited, though, keep in mind that the Chevrolet Lumina weighs a not-insignificant 1 770 kg…

The driving experience may initially come as a surprise. Certainly, there is strong power and acceleration from rest (0-100 km/h in 5,7 seconds), but because the engine is surprisingly smooth and the power builds in a linear fashion, it doesn’t feel all that fast, a sensation further compounded by the absence of a deafening V8 soundtrack. Sure, the V8 burble is there, and it’s a nice sound, too, but it always sounds “distant”. Drivers will also have to spend time to get used to the transmission. Dump the clutch too suddenly and you may be rewarded with some axle tramp. Smooth, fast starts will take time to perfect.

The Chevrolet Lumina is considerably more impressive on the go. In-gear acceleration is very impressive and third and fourth gears can be hugely entertaining on the right kinds of roads. And what about the promise of sideways action? It’s certainly on offer, but again you will need to spend time with the car to learn its ways. The steering feel is rather numb, and grip levels are probably higher than you may have anticipated. Consequently the Chevrolet Lumina SS is not a very easy to car to throw around straight out of the box. If this sounds like a criticism, it is not… The Chevrolet Lumina may look like a lurid sideways monster, but the handling is actually far more benign than that, and beautifully balanced. Stabiliser bars are used at both ends, and so the big Chev feels very good upon corner entry and resists roll well, too. It covers ground faster than you’d think, even with some corners thrown in.

Chevrolet Lumina – Verdict

Appearances can be deceptive. In many ways the Chevrolet Lumina lives up to the expectations created by its brash appearance. Sideways action is on offer, certainly, and so is the furious performance. And yet, this Lumina is able to adapt to the driver’s mood far better than anticipated. It can be quiet, even relaxed. It’s comfortable, and the ride, too, is good enough not to upset grandma on the family trip. On the other hand, learn its ways and grab it by the scruff of the neck, and it can be wildly entertaining beast, too… Perhaps there’s more longevity in this recipe after all…

We like:

  • Hardcore looks
  • Strong performance
  • Interior space
  • Standard features
  • Handling potential
  • Value


We don’t like:

  • Slow gearbox
  • Fuel economy


Fast facts

Engine: 6,0-litre, V8, petrol

Power: 270 kW @ 5 700 rpm

Torque: 530 Nm @ 4 400 rpm

Transmission: Six-speed manual

Wheels: 18-inch alloy

Top speed: n/a km/h (240 km/h est)

0-100 km/h: n/a seconds (5,7 sec est)

Fuel economy: n/a litres/100 km (13 L/100 km est.)

Source: www.um.co.za

Also consider:

  • BMW 335i: For not-too-much-more cash you can have the very impressive BMW 330i, in M Sport trim. The lovely 3,0-litre straight-six may produce a lot less power, but the 330i comes close to matching the performance of the Chevrolet Lumina, and it’s cabin and dynamics are more sophisticated, too.
  • Mazda6 MPS: A not-so-obvious choice, but one that is well worth considering if you crave something left-field. The performance is good, rather than startling, but the Mazda’s kicks are delivered differently… through grip. The all-wheel drive system gives it superb all-weather handling.
  • Audi A4 3,2 Quattro: It may not quite be a S4, but this A4 boasts the marque’s 188 kW V6 engine, coupled to its legendary quattro all-wheel drive system. Again, the performance is not quite up to the Chevy’s or BMW’s, but for most it will be plenty fast enough, while offering a more sophisticated ride overall.

New Audi A3 Cabriolet revealed

Sporty, elegant, emotion-packed – the new Audi A3 Cabriolet is making its appearance in perfect time for spring 2008. The open-top Audi A3 Cabriolet is the premium option in the compact class. It offers the sporting genes of the A3 coupled with the uncompromising quality that distinguishes every Audi model. There are four engines to choose from, together with an extensive range of individual equipment options. Sales commence in Germany at the start of February 2008.

Classy open top motoring for new Audi A3 Cabriolet

Audi convertible models generally sport a classic fabric top – and in the case of the new Audi A3 Cabriolet this feature lends its profile a note of harmonious elegance and coupé-like sportiness. Its soft top is notable for its light weight and excellent fit. It can be opened hydraulically in just nine seconds; when open, it takes up very little space. The hood is available in semi-automatic and fully automatic versions, in the latter instance as a specially soundproofed acoustic hood.

The body structure of this premium convertible from Audi contains a high proportion of high-strength, ultra-high-strength and hot-formed steels, as well as a large number of reinforcing measures that provide maximum rigidity and crash safety. Inside, the accustomed uncompromising build quality, attractive design and exemplary ergonomics create an atmosphere of sporting elegance. There is ample space here for four occupants. The rear seat backs can be folded down, increasing the luggage capacity from 260 to 674 litres – whether the hood is up or down.

Engine Performance

The new Audi A3 Cabriolet is being built in four engine versions – two petrol and two TDI. They combine ample power with impressive efficiency. All of them are direct injection units with turbocharging. The performance range extends from 77 kW (105 bhp) to 147 kW (200 bhp). As an option, the innovative S tronic dual-clutch gearbox takes charge of applying the engine’s power to the wheels.

Nissan Grand Livina 1.6 Acenta+ Driving Impression

As Toyota has illustrated very successfully with its Avanza, there is a large number of South African families that need an affordable, spacious and versatile people-mover. When the budget is tight, considerations such as sophisticated design and interior frills are banished to the third row seat.

Now Nissan has staked its claim with the arrival of the 5-seat Livina and 7-seat Grand Livina models, both offering high-value packages in a slightly more upmarket design than the Avanza. On paper the subject of this test, the Nissan Grand Livina 1.6 Acenta+, appears to be a particularly attractive offering. Does it live up to expectations?

Grand… as in large

Being 240 mm longer than its smaller sibling, the Grand Livina certainly has more presence than an Avanza. Unfortunately much of the extra length has been added behind the rear wheels, creating a rather unfortunate “long-tail” look. Nevertheless, the Grand Livina is a largely inoffensively designed product, with only a very shiny grille, chrome door handles and attractive 15-inch alloy wheels to break the monotony. Importantly, however, it creates the impression of being more expensive than it actually is, which is never a bad thing.

The interior is its trump card, with the elongated body paying dividends in terms of packaging. Nissan has paid careful attention to the flexibility offered by the seating arrangements, resulting in a vehicle that should fulfil most owners’ needs. The middle row in particular has been cleverly designed.

The usual 60:40 split of the backrests has been extended to the base cushion, and Nissan has fitted individual sliding mechanisms, so the middle row “seats” can be individually slid fore and aft, either to create stretch out legroom for those seated on them, or to create more luggage space in the boot – or to improve knee space for those banished to the third row. As per usual, the rearmost seats really are only for smaller individuals, but certainly suitable for use on the school run.

With all three rows occupied, boot space is extremely limited. Fold down the rear seats, however, and you’ll have ample packing space for that family holiday. If even bigger items need to be transported, the middle row can also fold/tumble, leaving long, relatively flat floor. A full-size spare wheel is included.

In the front, the driver faces a surprisingly upmarket dashboard that boasts impressive levels of fit and finish. Unfortunately, however, Nissan has thought it wise to use a very light-coloured trim for the lower part of the cabin, and this will show use very quickly. The upper section is in a more practical brown hue, and Nissan has also added some fake wood trim, which the Grand Livina really could’ve done without… especially on the steering wheel.

There’s not much to criticise about the driving environment, but more adjustability to the driving position would have been welcome (the steering is only rake adjustable), and there are no remote audio controls on the steering wheel. The rest of the news is good – Nissan is offering a very decent standard specification level, with a radio/CD system, electric windows, air-conditioning and power steering all being part of the deal. Only two airbags are fitted, though.

Zippy performance

The Grand Livina is powered by the same 1.6-litre four-cylinder engine that does duty in the Tiida. It’s a sprightly performer, delivering 80 kW and 153 Nm of torque through a five-speed manual transmission that drives the front wheels.

At just over 1.2 tonnes, the Grand Livina is quite light considering its size, and this undoubtedly aids its sprinting ability. At the same time, it is nearly 200 kg heavier than an Avanza, and you can feel this extra weight on the road not in the performance, but in its significantly better stability.

The Grand Livina feels like a more substantial product, mostly because that is what it is. More good news for families on a budget is the fuel economy – you’ll struggle to match the figure of 7.2 litres/100 km, but even the more realistic consumption figure of 9 litres/100 km is impressive given the vehicle’s likely usage pattern.

On the road, the Grand Livina is far superior to the Avanza. There’s good grunt from low down, and the engine delivers its power in a linear, refined way. The steering, electrically assisted as it may be, offers reasonable weighting and certainly superior accuracy compared with the Toyota. And the long wheelbase aids ride comfort. The Grand Livina should be a very good long distance family car, and remains composed on poorer surfaces. ABS brakes further boost driver confidence.

Verdict

While the Grand Livina isn’t going to win any styling awards and it is ultimately quite a bland product, there is also a disarming honesty about it. It does what it was designed to do in an impressively convincing way, and without feeling like it was developed on a tight budget.

The build quality is impressive, and the feeling of solidity on the road will please – and surprise – a lot of buyers. The standard service plan is a sweetener to a deal that already seems almost too good to be true.

We like:

Very spacious cabin

Performance

Value for money

Ride quality

Fuel economy

We don’t like:

Light interior trim

Fast facts

Engine: 1.6-litre, four-cylinder, petrol

Power: 80 kW @ 6 000 rpm

Torque: 153 Nm @ 4 400 rpm

Transmission: five-speed manual

Wheels: 15-inch alloy

Top speed: 180 km/h

0-100 km/h: 11.2 seconds

Fuel economy: 7.2 litres/100 km

Also consider:

Toyota Avanza 1.5 TX

Slightly cheaper, but it feels it. The Avanza is a more compact package but similarly packaged and with near identical power outputs. The Nissan feels like the classier, more solid offering, though.

Opel Zafira 1.6 Essentia

Around R30 000 more expensive, but the Opel does represent a significant step up in terms of overall execution and sophistication. Importantly for a family vehicle, it also offers a more comprehensive safety package.

Toyota Corolla Verso 160

Similarly equipped to the Opel, this Toyota also offers a more sophisticated mom’s taxi solution, but at a significantly higher price. A comprehensive service plan is included in the price.

Mercedes-Benz C280 Avantgarde 7G-tronic (2007) Driving Impression

In the automotive world – and unlike in nature – the sheer competitiveness of business means that evolution takes place at a very rapid rate. In the compact executive sedan segment, the stakes are even higher. Market research will tell these manufacturers much the same thing and highlight advantages of rival products. In the end it is clear that the three German rivals from Audi, Mercedes and BMW are on evolutionary paths that will soon meet. With each passing generation, BMW sacrifices a little bit of its sharpness for extra comfort, because that’s where Mercedes and Audi historically have triumphed. At the same time, with each new C-Class, the car grows a little sportier, because historically speaking, that’s where it has fallen short.

Take the latest Mercedes-Benz C280 as a case in point. When Avantgarde trim is selected, the iconic Mercedes badge moves off the bonnet, and onto the grille, a position it usually only occupies on the marque’s sports models, such as the SL and SLK. This is because Mercedes wants the new C-Class to be taken seriously by “enthusiastic” drivers – read, those who would otherwise consider a 3 Series – as well. It goes beyond the looks, of course. Mercedes’s marketing material focuses heavily on the topics of agility and driving enjoyment. The question is whether this focus on sportiness comes in addition to the usual Mercedes strengths of comfort and ride quality, or at the cost of them…

A lightness of touch for Mercedes-Benz C280

With its crisp lines and subtle hints of sportiness on the outside, the new C-Class is a handsome machine that is unlikely to date too fast. Mercedes doesn’t always get the proportions of their designs spot-on, but it certainly has done so with this car. More conservative customers will be happy to learn that they can still select Elegance trim, which places the three-pointed star back on the bonnet where many believe it should always be on a Mercedes sedan.

The interior design is of a similar “crispness” – the lines are dead-straight, creases well-defined and the overall look quite angular. The lack of curves inside means the cabin can come across as somewhat stark and uninviting, but it’s undeniably modern. Thankfully, most of the surfaces that will regularly be touched are of the soft variety.

Ergonomically speaking, the Mercedes-Benz C280 is not entirely convincing. The button count on the facia is relatively high, so the additional fitment of Mercedes’s iDrive-rivalling Comand control system is somewhat baffling, as some of the functions are duplicated. It seems Mercedes wanted to please both its conservative existing clientele, as well as attracting those who crave the latest technologies. The result is a somewhat awkward marriage of both. This is also evident in the instrumentation. A fairly conservative, silver-backed instrument panel faces the driver, but on top of the facia sits a digital colour display that is linked to the Comand system.

In typical Mercedes fashion, the focus on occupant comfort is still there. The steering wheel features generous adjustment, as does the driver’s seat. A comfortable driving position should therefore be attainable for all. The new C-Class boasts a 3 Series-matching wheelbase of 2 760 mm and consequently boasts similar – perhaps slightly more generous – rear legroom. The boot is not only bigger than the BMW’s, but also accommodates a spare under its floor. Rather disappointingly, but again mirroring the BMW, the  Mercedes-Benz C280 does not offer fold-down functionality for the rear seats as standard (it costs over R3 000 extra).

Controlled agility

While the previous model was not completely hopeless in the dynamic department, the new model represents a significant step forward. Fitted with Mercedes’s new hydro-mechanical damping system (called Agility Control) the new Mercedes-Benz C280 possesses superb body control, stability and a sense of real agility. It feels nearly unflappable and, importantly, the ride comfort that has become a C-Class hallmark has not been compromised.

Fitted with the company’s proven 3,0-litre V6, the Mercedes-Benz C280 is positioned to make good use of its newfound dynamic confidence. The engine delivers 170 kW and 300 Nm of torque, good enough for a 7,2 second 0-100 km/h sprint time. The engine, however, is mated with Mercedes’s 7G-tronic seven-speed automatic ‘box and, although it offers both Comfort and Sport settings, this transmission is certainly geared for comfort rather than entertainment. Consequently, it really adds to the package when cruising along, shifting smoothly and quickly up and down the ratios, but it never quite transforms in Sport mode. So while one senses the basics are there for the C-Class to rival the 3 Series in terms of driving enjoyment when pushed hard, it never quite encourages that behaviour, due to the transmission’s focus on smoothness and cruising. And, of course, you can’t buy a Mercedes-Benz C280 with a manual transmission, while you can buy a 325i or even a 330i with a six-speed self-shifter.

Mercedes-Benz C280 – Verdict

The new C-Class has evolved into a far more rounded offering. It now offers a superb combination of agility and ride comfort and a design (inside and out) that will please both conservatives and those who want a bit more visual “oomph”. In C280 form it is a fantastically powerful, yet relaxing car to drive, but those who had hoped it would match the 3 Series dynamically may have to wait a bit longer. Price-wise the Mercedes-benz C280 falls somewhat uncomfortably between competitors such as the BMW 325i and 330i, but the ticking of a few options boxes will see it quickly move closer to the latter. Against that vehicle, the Mercedes’s V6 not only lacks power but also entertainment value. If you want your C-Class to back its newfound sharpness with some bite, perhaps the slightly more expensive C350 is the model to go for.

We like:

  • Laid-back character
  • Quality
  • Comfort
  • High safety spec
  • Agility


We don’t like:

  • Overly light steering
  • Slightly “basic” facia design


Fast facts

Engine: 3,0-litre, V6, petrol

Power: 170 kW @ 6 000 rpm

Torque: 300 Nm @ 2 500 rpm

Transmission: Seven-speed automatic

Wheels: 17-inch alloy

Top speed: 244 km/h

0-100 km/h: 7,2 seconds

Fuel economy: 9,4 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW 330i Steptronic (E92): The Mercedes’s fiercest rival packs a more powerful engine and a dynamic balance that certainly sits on the entertaining side of the spectrum. More expensive, but not by much. Steering comparatively heavy and the ride is firm on those RunFlat tyres. For less, the 325i model offers similar appeal.
  • Audi A4 3,2 FSI quattro Tiptronic: Ageing now, and this can be seen in its comparatively snug cabin and control interface. Nevertheless, the A4 remains a classy, capable rival and the engine in particular is a peach. We’d skip the cheaper Multitronic model and go for this quattro Tiptronic as the driving experience is significantly enhanced.
  • Lexus IS250 SE: A stylish offering with considerable appeal, but it lacks the power of the German offerings, as well as the cabin quality. The standard features list is generous and the driving experience enjoyable. Almost there…

Jeep Patriot 2.4l Limited (2007) Driving Impression

The crossover segment, occupied by vehicles that look like macho SUVs but offer very little real-world off-road ability, is predicted by analysts to be one of the biggest areas of growth in the global automotive market in the years to come.

Jeep, a brand that has built its name on developing and selling vehicles with true “Trail Rated” ability has recently joined the pack with the Compass and Patriot models, based on the same platform as the much-maligned Dodge Caliber.

Some Jeep loyalists may not agree with this development, regarding these “soft-roaders” as damaging to the Jeep brand. Do they have a point?

Chunky styling

The Jeep Patriot 2.4l Limited is off to a good start because compared with its Caliber and Compass siblings it is most definitely the manliest. Featuring very chunky design – just look at those squared-off wheel-arches and blocky bumpers – the Patriot is certainly closer in spirit to the design of Jeeps of old.

There are also some very nice details – the large 17-inch wheels feature dark grey inserts, for example, and the vehicle’s name is neatly “branded” on the rear bumper. It is nevertheless somewhat oddly proportioned for a Jeep – the roof line is very low and the bonnet long and flat, creating a squashed appearance that is very different to the usual taller, bigger Jeeps of before.

The square-cut design theme continues inside where the facia features almost no curves at all. Most of the switchgear and panels are shared with the Caliber, and that’s not really such a good thing. The plastics are generally of the hard and shiny variety, and though the

Patriot looks better put together than the Dodge some focus on tactile quality would have been appreciated. In fact, the facia exhibits little attention to detail at all. The instrumentation is very simple, very minimalistic. The ventilation outlets are seemingly just square-cut holes in the facia. And some rubber matting would’ve been nice for the storage spaces. It wouldn’t take much to improve the perceived quality – a little bit of a chrome edging here and there, some rubber for the knobs/flat surfaces etc.

The rest of the cabin is better. Considering the compact dimensions of the vehicle, the Jeep Patriot 2.4l Limited actually offers very good rear legroom and a sizeable boot (334 litres). Unlike some other Jeeps the spare wheel is positioned under the boot floor, and not attached to the tailgate. The cloth-upholstered seats actually provide some soft relief in the otherwise hard, blocky cabin, and proved comfortable on longer trips. The driver’s chair is height-adjustable, and so is the steering wheel.

Reach adjustment would’ve improved the driving position even further, but even as it stands it is easier to get comfortable in a Patriot than a Cherokee, for example. Given the high-value pricing, and the fitment of an all-wheel drive system, the standard specification is generous. All the expected items are fitted, including air-conditioning, electric windows all-round, power steering, a nice radio/CD system and front and curtain airbags. Remote audio controls are missing, however…

Petrol power

The Jeep Patriot 2.4l Limited is powered by a 2.4-litre petrol engine that was co-developed with Hyundai and Mitsubishi. It delivers a strong 125 kW and 220 Nm of torque – but at a fairly high 4 400 rpm.

The engine is mated to a five-speed manual transmission that sends most of the power to the front wheels, until slip is detected, wherein the Freedom Drive 1 all-wheel drive system will direct some torque to the rear axle. The front and rear differentials can also be locked, so the Patriot offers proper off-road grip and traction. It may look quite low to the ground but that’s clearly an optical illusion, as the ground clearance is a very proper 204 mm.

On the road the engine impresses with its power, flexibility and refinement, with the expected lack of torque not really materialising, unless you find yourself on a very serious incline in too high a gear.

The performance is decent, with Jeep’s claim of a 0-100 km/h time of 10.7 seconds seemingly being realistic, judging by the vehicle’s nippy behaviour during town driving. The five-speed ‘box is also generally pleasant to use, with a light shift action, but our test car’s transmission sometimes exhibited a grating characteristic.

As is to be expected, a relatively large-capacity petrol engine is not going to be the most frugal, and the figure of 8.7 litres/100 km is near impossible to achieve. Expect an average of between 10 and 11 litres/100 km.

The Patriot is a nice cruiser, with a suspension set-up biased towards providing a comfortable ride, rather than firm handling. It soaks up bumps well, but the downside is that it can feel a bit top-heavy in the corners, a sensation exacerbated by the lack of lateral support on the seats and lifeless steering feel.

Verdict

The Patriot ticks a lot of boxes. It looks suitably macho, is decently kitted out and offers a nice balance of power and superb ride quality. At the price it is a very strong new contender in the crossover segment, but one that offers more usable off-road ability than most of the vehicles priced around it. In that sense, it remains a true Jeep.

That said, the company can easily further improve it by adding a touch of class to what is a very uninviting facia design.

We like:

Rugged looks

Standard equipment

Ride quality

Spaciousness

We don’t like:

Plasticky interior

Body roll

Fast facts

Engine: 2.4-litre, four-cylinder, petrol

Power: 125 kW @ 6 000 rpm

Torque: 220 Nm @ 4 500 rpm

Transmission: five-speed manual

Wheels: 17-inch alloy

Top speed: 183 km/h

0-100 km/h: 10.7 seconds

Fuel economy: 8.7 litres/100 km

Also consider:

Subaru Forester 2.5X:

The most basic Forester may not have the visual appeal of the Jeep, but it’s the better car, with superior build quality, spaciousness and superb all-wheel drive grip on all surfaces.

Kia Sportage 2.0:

Often ignored in this segment, which is unfair, given the Sportage’s nicely packaged cabin, decent build quality and all-round practicality. Lacks the Jeeps power and ride quality, however.

Nissan Qashqai 2.0 Acenta:

Yes, it doesn’t offer all-wheel drive but ask yourself whether you really, really need it… The Qashqai is a superb crossover, offering excellent build quality, a modicum of rough road capability and a very comfortable cabin.

 

Opel Corsa 1.3 CDTI Enjoy (2007) Driving Impression

It’s tough to be Opel. Once one of Europe’s (and South Africa’s) most popular car brands, it has seen its share of the market decline significantly in recent years. It’s not entirely attributable to product, either.

No, many analysts point to General Motors’ poor management of the Opel brand. Rival Volkswagen is successfully climbing up the premium ladder and gets away with charging a premium, which Opel has failed to replicate.

On the other hand, it has to fight off an aggressive onslaught from the Korean brands that are rising through the ranks. So, Opel is unsure where it wants to go premium, or stay a brand for the masses. With the latest Opel Corsa 1.3 CDTI Enjoy, it appears to suggest it could be a premium car for masses…

Mini-Astra styling

The latest Corsa is a very grown-up looking car, borrowing many styling cues from its bigger sibling, the Astra. This is a good thing in the sense that it lends the Corsa an upmarket aura, which sits well with its maker’s quasi-premium aspirations. On the other hand, the “mature” design does rob the Corsa of some youthful appeal.

Ultimately, however, a closer inspection of the Opel Corsa 1.3 CDTI Enjoy reveals excellent build quality, with tight panel gaps and a superb paint finish.

Sit down on the firm, but ultimately comfortable driver’s seat, shut the weighty feeling door and take in an interior that rivals the best in this class for perceived quality. Yes, soft-touch plastics are hard (pun intended) to find, but the look of the facia is upmarket and the detailing excellent. The controls also have a Germanic solidness about them. The driving position is excellent, with a height-adjustable seat and rake/reach-adjustment for the steering wheel (which features very neat remote audio controls). In fact, it is clear that General Motors

SA has specced this Corsa to be comfort-oriented. Also on the standard features list are; air-conditioning, electric windows in front, electric mirror adjustment, cruise control, remote central locking and an audio system with iPod compatibility.

New Corsa may be a bigger car than its forebear, but the dimensions haven’t been stretched too much. Consequently rear legroom is better than before, but not quite best in class, while the size of the boot is about average for this class. Interestingly, the boot features a double floor. With the rear seats folded flat, and the double floor in its highest position, a completely flat load floor is offered.

Alternatively, with the floor in its lowest position, the size of the boot is increased.

Mini Diesel Opel’s 1.3-litre, common-rail direct injection, turbodiesel engine powers this Corsa – previously a 1.7-litre Isuzu unit was used. This 1.3-litre engine’s outputs (66 kW and 200 Nm) are class competitive, and power goes to the front wheels via a six-speed manual transmission. The engine is impressively refined, being one of those rare diesels that likes to rev, even all the way up to 5 000 rpm, without much of that diesel clatter and vibration reaching the cabin.

It is also very frugal – with a fuel consumption figure of 4.6 litres/100 km it is among the most economical in this segment – and yet the power delivery around town is good, too.

Unfortunately, the picture is less rosy at higher speeds and out on the open road. The problem is the gearing. Sixth gear is very tall, which means lots of gearing down for the hills, itself not entirely pleasurable as the shift action is typically Opel – rubbery. One can learn to drive around this problem, however, and fundamentally this Corsa is not a bad cruiser, just one that requires some planning when an overtaking situation presents itself.

Comfort-oriented ride

Around town the Corsa is a convincing daily runner with premium aspirations. The cabin is quiet and refined, and the controls work with a well-oiled slickness and solidity that never fails to impress.

Opel’s engineers selected a comfort-oriented approach for the Corsa’s suspension set-up and consequently the ride is cosseting and quiet.

Unlike previous-generation Corsas, this is not a car that will awaken the enthusiast driver in you – it doesn’t come across as particularly agile, for example – but for the majority of likely buyers, the set-up is probably spot-on. Interestingly traction control is standard fitment, which is probably unnecessary in a car with such little power. If there’s one major criticism, it is the steering. The assistance feels very artificial and is also inconsistent, resulting in lots of adjustments having to be made.

Verdict

The Corsa has grown up, and all the boy racer antics of previous generation cars are a thing of the past. In its place we now have a mature, sophisticated product that rivals the VW Polo very strongly on perceived build quality and refinement. The flaws are few and even negligible with prolonged exposure, so the Corsa is well-positioned to play an important role in Opel’s climb up the premium ladder. But it will take time. True desirability usually comes not only from being consistent, but also requires something outstanding, and this Corsa, consistently good as it is, needs that one stand-out feature to help it break-through in this market.

We like:

Stylish, well-built interior

Economy

Refinement

Ride comfort

We don’t like:

Overtaking grunt

“Artificial” steering

Fast facts

Engine: 1.3-litre, four-cylinder, turbodiesel

Power: 66 kW @ 4 000 rpm

Torque: 200 Nm @ 1 700-2 500 rpm

Transmission: six-speed manual

Wheels: 15-inch alloy

Top speed: 172 km/h

0-100 km/h: 12.7 seconds

Fuel economy: 4.6 litres/100 km

Also consider:

Renault Clio 1.5 dCi Expression:

Unfairly ignored by the South African car market, this well-built Renault offers a classy interior and good specification level. It is slightly down on power, but you’re unlikely to notice it on the road. No standard service plan, though.

Ford Fiesta 1.6 TDCi Ambiente:

An older offering, for sure, but the engine is a good one, with impressive refinement and a good combination of performance and economy. Fun to drive, too…

Hyundai Getz 1.5 CRDi HS:

Not a regular sight on South African roads and therefore something of a well-kept secret. Lots of power, though refinement could be better. Interior is reasonably spacious and comfortable but not up to the same levels of build as its European rivals.