Toyota Auris 1.4 RT (2007) Driving Impression

Looking at Toyota’s latest attempt at C-segment hatchback glory, there are clear signs that the Japanese brand has closely studied the Volkswagen recipe. This is neither a surprise, nor a bad approach… Then again, many have tried and failed – gunning for Golf appears to be the unenviable task set for every new C-segment hatchback. But it’s not only the rival manufacturers that have been hoping for the top-selling hatchback to be toppled. The Golf’s continuing global success has also been an irritation to motoring enthusiasts who lament Volkswagen’s conservative approach with its champion. Ironically perhaps, it is in this conservatism and careful evolution that one can find the secret to the Golf’s success.

Now we have the Toyota Auris which, based on appearances alone, seems perfectly middle-of-the-road from the outside, but significantly more impressive in its cabin. Just like a Golf, then…

Softly, softly…

Unlike its predecessor, the RunX, which exhibited a few racy elements in its exterior styling, the new Toyota Auris is a grown-up’s car, devoid of frills and any kind of sporty pretensions. In fact, courtesy of its somewhat bloated looks, there are elements of MPV styling to be found in its overall design. Its big body is further emphasised by the fitment of small 15-inch steel wheels to this RT model, as well as the absence of front and rear foglamps to break the monotony of the full colour coding. Visually it is entirely inoffensive, and unlikely to get any pulses racing.

The Toyota designers worked considerably harder inside… Compared with the plasticky facia of its predecessor, which was identical to what you’d find inside the previous-generation Corolla, the Toyota Auris gets its own dashboard made from premium materials and boasting a number of “artsy” details. There’s a flowing, raised centre console, for example, which positions the gear lever closer to hand, and which boasts storage space underneath. Also rather quirky is a near-vertical handbrake lever.

At this price level the use of so much soft-touch plastics is to be commended, and overall the lasting impression of even this base-model Auris’s interior is of quality and sophistication. Adding to this near-premium ambience is a very neat instrument panel with striking chronograph-inspired dials housing comprehensive digital displays.

The standard specification of the Toyota Auris RT model reviewed here is acceptable and the selection process clearly put the emphasis on comfort and safety. As such, there are four airbags, ABS with EBD and Isofix child seat anchorages at the rear. The driving position is superbly comfortable, mostly because the Auris boasts a steering column that offers generous adjustment for rake and reach. Also included in the package are; air-conditioning, power steering, electric windows and mirrors, radio/CD player and remote central locking. The cloth-upholstered seats, by the way, are very comfortable, offering exceptional support. Rear legroom is probably average for this segment, but unfortunately the boot is quite small. You do, however, get a full-size spare wheel as standard, which partly explains the high floor of the boot.

Slowly, slowly…

The feeling of solidity and the excellent NVH (noise, vibration and harshness) control come with a weight penalty. The Toyota Auris is fairly heavy for a C-segment hatchback. As a result, its admittedly willing 71 kW 1,4-litre petrol engine struggles to move it along with any sense of urgency. The slow 0-100 km/h performance (13 seconds) is unlikely to matter much to the target market, but the fact that it feels rather lethargic at the Reef, especially with a full complement of occupants, may well be of concern.

Partly because of this lack of power, you’re likely to wring the little engine’s neck, which impacts fuel consumption. You’re unlikely to match Toyota’s claimed 6,9 litres/100 km. Expect a figure of closer to 8 litres/100 km.

No, this is a car that demands a more leisurely approach. Driven in such a fashion the Toyota Auris is actually mighty impressive. The electrically assisted steering is light and precise, but devoid of weighting and feedback. The ride is beautifully damped and road-, mechanical- and wind-noise suppression is probably class-leading. It certainly would make for a lovely daily driver.

Toyota Auris RT – Verdict

There’s a feeling of solidity, quality and refinement about the new Toyota Auris that the RunX never possessed. On that score Toyota has succeeded admirably in bringing a convincing Golf challenger to market. In fact, in terms of its interior comfort, design and perceived quality, it runs the Golf not only close, but arguably edges ahead in some respects. Also mirroring the base-model Golf (1,6-litre) is the Toyota Auris 1,4 RT’s lack of performance and focus on ride comfort in preference to sporty dynamics. On paper and from inside the cabin, then, it really is hard to choose between the two.

Yet, there is one area in which the Toyota Auris will struggle to match the Golf, and that has much to do with the fact that the Volkswagen has been evolving, consistently, since the late ‘70s into the car it is today. It’s got heritage and, perhaps because of that, has risen above its econo-box origins to become quite a desirable, quasi-premium product. The Toyota Auris doesn’t have this, and it’s not something a manufacturer can replicate, so in terms of ultimate appeal in this segment, at best can hope for second place.

We like:

  • Refinement
  • Comfort
  • Perceived quality
  • Ride comfort
  • Standard safety spec


We don’t like:

  • Small boot
  • Lethargic performance
  • Dull looks


Fast facts

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

Power: 71 kW @ 6 000 rpm

Torque: 130 Nm @ 4 400 rpm

Transmission: Five-speed manual

Wheels: 15-inch steel

Top speed: 170 km/h

0-100 km/h: 13 seconds

Fuel economy: 6,9 litres/100 km

Source: www.um.co.za


Also consider:

  • Ford Focus 5-dr 1,6 Ambiente: The Ford’s bigger-capacity engine gives it a torque advantage, but not by much. The Focus also offers more boot space, but lacks the Toyota’s safety specification and perceived quality.
  • Opel Astra 1,6 Essentia: Somewhat ageing in this group, but still a good car with solid build quality and decent standard specification. Noticeably swifter than the Toyota Auris, too, but can’t match the Auris’s more modern, better executed cabin.
  • Mazda3 Sport 1,6 Original: Shares some genes with the Focus but feels different – the Mazda comes across as livelier on the road and the emphasis is more on dynamic sharpness than ride comfort. The interior looks good but it lacks spec compared with the Toyota Auris and it’s not as refined either.

 

Nissan Grand Livina 1.6 Accenta+ (2007) 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 Nissan 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, appears to be a particularly attractive offering. Does it live up to expectations?

Nissan Grand Livina is grand… as in large

Being 240 mm longer than its smaller sibling, the Nissan 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 Nissan 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 Nissan 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 for Nissan Grand Livina

The Nissan 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 Nissan 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 Nissan 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 Nissan 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 Nissan Grand Livina should be a very good long distance family car, and remains composed on poorer surfaces. ABS brakes further boost driver confidence.

Nissan Grand Livina – Verdict

While the Nissan 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

Source: www.um.co.za

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

 

Mazda2 1.3 Dynamic (2007) Driving Impression

While it is true that some of the best value cars on the market can be found at the mid-level of the so-called B-segment for hatchbacks, what has been lacking is a small car with spunk. The Fiesta is fun to drive, sure, but it looks a bit humdrum. The Germans (Corsa and Polo) have grown up and feel like bigger cars. And the Toyota Yaris doesn’t really register on the fun(k)-o-meter, either. Enter the Mazda2, a model its maker says puts driving enjoyment high on the priority list. But, we wonder, at what cost?

Edgy looks for Mazda2

Mazda has finally emerged from its jelly-bean era of forgettable design in recent years. The latest Mazda2 is a case in point. From its gaping front airdam, to the curves over the front wheels and the rising shoulder line, the Mazda2 is certainly one of the sportiest cars in its class. In Dynamic trim as tested here, it also gains smart 15-inch alloy wheels and a tailgate spoiler among other smaller trim additions. The colour palette offered by Mazda is also suitably fruity.

The sporty looks of the Mazda2 have not compromised the interior packaging. In fact, with a relatively long wheelbase of 2 486 mm, the Mazda doesn’t only gain a wheels-at-the-corners stance, but also a spacious interior. Rear legroom is surprisingly good given the compact dimensions, and even headroom will be sufficient for most adults. The only real let-down is the boot, which can only accommodate 250 litres-worth of luggage, and that is with a space-saver spare wheel, too. The rear seats can fold forward, of course.

Mazda’s designers have done well to carry the sporty theme through to the facia of the car. The instrumentation is particularly attractive, with an oversized speedometer taking pride of place, overlapping a small rev counter on the left and a digital trip computer on the right. The centre section of the facia also boasts some smart design, with a very neatly integrated audio system and rotary controls for the ventilation system. If there is a design- or trim-related complaint, it really only concerns the overwhelming expanses of shiny, hard, black plastic. Had Mazda added metallic surrounds for the neat ventilation outlets and door handles, for example, perhaps the monotony would not be so overbearing. That said, build quality is as good as one tends to expect from Mazda.

Dynamic trim includes a number of features not commonly found at this price level. Although the steering wheel is only adjustable for height, the seat can move up and down, too, so a comfortable driving position is easy to find. The steering wheel itself is a sporty three-spoke item with very solid-feeling remote audio controls incorporated on one of the spokes. By the way, an auxiliary port for the sound system is also provided. Furthermore, there are dual front airbags, ABS with EBD, front and rear fog lamps, electric windows and mirrors all-round (including power folding for the mirrors).

Mazda2 offers eager performance

Much of the Mazda2’s surprising verve stems from it being relatively lightweight compared with its peers, weighing in at under a tonne. The fact that the 1,3-litre engine develops 62 kW and 121 Nm of torque is therefore not so much of a concern. In fact, the Mazda2 feels livelier than the 0-100 km/h time of 13,2 seconds makes it sound. There is a negative, however. The lightness has certainly come at the expense of some refinement, because road and mechanical noise do filter into the cabin more noticeably than on some rivals. However, if your’e a driving enthusiast, the higher levels or engine noise are unlikely to be a major turn-off, especially when you keep in mind that the lightness also contributes to the excellent fuel consumption figure of 5,4 litres/100 km.

Like almost all cars in its segment, the Mazda2 makes use of a MacPherson strut front and torsion beam rear suspension arrangement. And just like many others, it boasts an electrically assisted power steering system. Yet, from behind the wheel, the Mazda2 feels rather different. There’s still some of that slight steering vagueness around the straight-ahead position, but turn it with purpose and you’ll be surprised (and delighted) with its exquisite weighting and precision. The suspension, which is firmer than most cars in this segment and consequently can get crashy over poor surfaces, is a delight on smooth roads. The Mazda2 provides exceptional grip for this class and excellent body control, too. Combine all of this with the precise steering and good throttle response from the eager little engine and you have a car that really lives up to the expectations of driving enjoyment created by its maker.

Mazda2 – Verdict

The Mazda2 won’t be for everyone. The ride is quite firm, which can be tiresome if you regularly drive over poor surfaces. The relatively poor NVH (noise, vibration, harshness) control means the cabin can be quite noisy, too. And the boot is too small. In all other respects, however, the Mazda2 is comfortably near the top of its class, but adds a proper dose of driving enjoyment to the mix which no other car in this class can quite match. It’s a winner.

We like:

· Handling

· Eager engine

· Fuel economy

·  Standard features

·  Build quality

We don’t like:

·NVH control

·Small boot

· Ride refinement

Fast facts

Engine: 1,3-litre, four-cylinder, petrol

Power: 62 kW @ 6 000 rpm

Torque: 121 Nm @ 3 500 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 172 km/h

0-100 km/h: 13,2 seconds

Fuel economy: 5,4 litres/100 km

Source: www.um.co.za

Also consider:

·Volkswagen Polo 1,6 Comfortline: A fair bit more expensive than the Mazda but Comfortline trim gets you a decent specification level, a more powerful 1,6-litre engine and solid residuals. Understandably popular but lacks a standard service plan.

· Opel Corsa 1,4 Enjoy: A very solid newcomer that offers a good blend of build quality, specification and back-up (a service plan is standard). The Opel is a slightly more spacious, refined car all-round but lacks the Mazda’s sparkle.

· Toyota Yaris Spirit:  This very popular car has a similar power output and performance to the Mazda, but trumps everything in this segment in terms of safety, seven airbags are fitted. Otherwise, not to much to write home about, but there is that promise of reliability and Toyota after-sales care.

Audi R8 4.2 (2007) Driving Impression

Even though we’ve had plenty of time to get used to the idea of an Audi supercar, through numerous motor show concepts and years of hinting, seeing the R8 in the metal for the first time is still a breath-taking experience.

It would have been easy for Audi to come up with a conservative first effort, one that would immediately find favour with the majority of wealthy shoppers in this small but lucrative corner of the market. And yet Audi has done the exact opposite by creating a car with near shocking visual presence and jaw-dropping individuality. Have they not, perhaps, gone overboard, though?

Sci-fi looks

The general consensus is… no. The Audi R8 4.2 is a car that gets people talking excitedly, almost always while pointing their cell-phone cameras in the Audis direction. If you’re looking for a car that will garner plenty of stares and admiration, then look no further. In terms of head-turning ability, there’s nothing on the market right now that comes close.

Yes, the R8 is loosely based on the Lamborghini Gallardo, but you’ll never guess it, even though the proportions are not dissimilar. The trademark single-frame Audi grille is flanked by a pair of beautifully detailed headlamps that seem to float on top of the large front air inlets. LED lamps create a stunning “eye-liner” effect that also adds to this Audi’s significant overtaking presence.

Everywhere you look there is exceptional detailing to be found – the contrasting side blades are an important element of the R8’s design DNA, as is the large glass “tailgate” that puts the V8 engine on such magnificent display.

Snug interior

Swing open the long doors and the visual assault continues. The controls are tightly packaged together, the instrumentation comprehensive and the attention to detail quite superb – notice the carbon fibre door-pulls, as examples. You sit low in the R8, which is to be expected, but visibility out of the vehicle is not too bad for this type of machine, and the comfort levels certainly among the best.

Audi has always been good at interiors, and the R8 is no different. The steering wheel boasts generous rake and reach adjustment, and the seats are excellent, too. If there is a small criticism to be made, it concerns packing space – hardly a high priority, we know, but Porsche’s similarly priced 911 Carrera 4S is certainly more practical. What you’ll also notice is the feeling of solidity. Audi has skimped neither on equipment, nor on the quality of the textures. So, even though the R8 is constructed using a lot of aluminium, it still weighs a hefty 1 560 kg.

Under the… er… glass

Mounted low-down and towards the rear of the R8 is an engine that we’ve all come to know and love in the magnificent RS4. The 4.2-litre V8 is one of the most high-revving of its kind and delivers 309 kW and 430 Nm of torque. In the R8, however, the maximum torque figure remains available over a wider range of engine speed, and the company says 90 % is available from as low as 3 500 rpm. Falling nicely to hand is an aluminium gear knob, and lovers of classic supercars will love the exposed shift gates as much as they’ll adore the click-clack sound every gearshift makes. After all, these days a manual transmission in a supercar is a rare thing…

The transmission delivers power to all four wheels via Audi’s quattro all-wheel drive system. But before you sigh in dismay… be aware that this is a heavily reworked quattro system. For one, in its default mode a whopping 90 % of the power goes to the rear wheels, and the maximum that can be sent to the fronts is only 35 %. This was done to give the R8 the rear-end bias so loved by petrolheads the world over, but to also ensure that it would retain the legendary grip levels of fast quattro models of the past.

And boy does it work… Considering the car’s not-insignificant weight, the R8 is a hugely accomplished robot racer. All-wheel drive helps it vault off the line and to 100 km/h in around 4.6 seconds, all the time accompanied by a gloriously rich V8 thunder. Approach a corner, lift off the gas and there’s a slight lightness in the nose that is initially unsettling, but soon forgotten once you’ve learnt to trust its immediate grip and acceleration when the throttle is planted.

Where other quattro Audis would soon start pushing the nose, the R8 remains beautifully neutral, with the steering – another usual Audi problem – remaining informative and nicely weighted. This is a properly entertaining supercar, undoubtedly, and yet its talents run even deeper.

The ride quality is quite superb for this kind of car, with the R8 ironing most road surface irregularities like a sedan, and the cabin remaining free from shake and noise, except for that spine-tingling roar from the V8. So, very possibly, this is a supercar that could be driven to the office and back quite comfortably. Every day.

Verdict

The Audi R8 4.2 has easily been one of the most hyped and eagerly anticipated cars of this decade. In the automotive world, such heady expectations almost always turn into disappointments. With the R8, however, Audi has outdone itself. At the price there is nothing that offers a similar blend of supercar emotional appeal, and luxury coupe comfort and quality. In fact, Audi has in one move rendered most supercars at twice the price obsolete. Yes, that includes you, Lamborghini…

We like:

Sci-fi looks

Ride/Handling balance

Build quality

Performance

Value

We don’t like:

A bit tight on packing space… but do you care?

Fast facts

Engine: 4.2-litre, V8, petrol

Power: 309 kW @ 7 800 rpm

Torque: 430 Nm @ 4 500 rpm

Transmission: six-speed manual

Wheels: 18-inch alloy

Top speed: 301 km/h

0-100 km/h: 4.6 seconds

Fuel economy: 14.6 litres/100 km

Also consider:

Porsche 911 Carrera 4S:

Also offers all-wheel drive grip and security, but adds some extra practicality, if that is what you’re looking for. Arguably can’t match the Audi’s visual drama, but is every bit as fast and fun.

Aston Martin Vantage:

This beautiful Brit is seriously down on power and performance, as well as build quality, but makes up for it with drop-dead gorgeous looks and a sound track straight from automotive heaven. Overpriced, however.

Lamborghini Gallardo:

Costs about twice as much as the Audi, and shares a lot under the skin… But in its defence, the Lamborghini does have true supercar status and looks.

 

Ford Ranger Double-Cab 3,0 TDCI XLE 4×4 (2007) Driving Impression

Rebuilding a reputation lost in the fiercely contested South African pick-up market is no easy task – just ask Ford. Once a trusted supplier of hardy machines for the working man, it has in the past two or three decades lost major ground to the likes of Toyota and Isuzu in what has become an even more lucrative corner of the market. But now, as part of an overall product revitalisation (Focus, Fiesta etc.) and in partnership with sister-company Mazda, the Blue Oval is confident that it finally has a product to once again stake a claim for best-in-class honours. Then, the Ford Ranger rolls into town…

Macho looks for Ford Ranger

The new Ford Ranger is certainly a fine-looking bakkie. Even parked next to its Mazda BT-50 cousin, the Ford has a personality all of its own, and that has much to do with that big, square, grille. Taking design cues from some of Ford’s American F-series trucks, the new Ford Ranger looks chunky and macho. Top-spec XLE models also feature upmarket chrome trim here and there, as well as smart alloy wheels. The ground clearance is a claimed 200 mm.

Measuring 3 000 mm, the Ranger’s wheelbase is not significantly shorter than some of its rivals, but somehow Ford has not managed to achieve the same levels of progress in terms of rear door ingress/egress and rear legroom as some other modern competitors. Combine the narrow door aperture with significant height, and some occupants will struggle to easily get in. Once seated things are not much better – rear legroom is quite tight and the seating position upright.

The situation is much improved in front. The edgy design of the exterior is carried over inside, and the facia is resultantly quite blocky in appearance. Fit and finish, however, is good, as are the ergonomics. That bulging, silver-faced centre section of the facia brings the controls close to hand. There are some nice touches, too, such as a documents tray above the glove compartment and cupholders for front and rear occupants. But then again there are also some surprisingly “dated” design elements, such as an old-fashioned under-facia mounted pull/push-type handbrake and a secondary lever to operate the low-range transfer case.

In terms of its standard comfort and safety specification, however, the new Ford Ranger is certainly class competitive. It is equipped with dual front as well as side airbags, in addition to the expected ABS-backed braking. Air-conditioning, a radio/CD player, electric window and mirror adjustment, leather upholstery and remote central locking are also part of the package.

Powerful, refined engine

While one can debate the necessity or not of some of the modern cabin trimmings, most pick-up buyers will agree that the engine under the bonnet needs to be up to scratch. In this regard the new Ford Ranger offers a rather persuasive argument. It’s new 3,0-litre turbodiesel engine packs a powerful 115 kW at 3 200 rpm and oodles of torque – 380 Nm from just under 2 000 rpm. But more impressive than the power, is the engine’s refinement. It feels strong from the get-go, yet spins easily up the rev range and never sounds or feels like it was designed for a purely utilitarian purpose. The only downside is that it seems to be rather thirsty compared with some rivals, negating one of the major benefits of turbodiesel power – economy.

The engine is matched to a five-speed manual transmission that offers well-spaced ratios, delivering excellent driveability not only in town and on the highway, but also off-road. A low-range transfer case is fitted, as well as a rear diff-lock, which further improves matters when the going gets really tough. The only real negative in an off-road situation is the very big turning circle (12,6 metres), which seriously hampers manoeuvrability.

On the road, the Ford Ranger is a mixed bag. The engine is very impressive, and front occupants are unlikely to complain about the comfort levels. And yet, considering its relative freshness, it is quite surprising that, in terms of ride quality and stability, the Ford Ranger appears to be lagging the class-best by some margin. The steering, though power assisted, is of the old-fashioned ball and nut set-up, so it is very vague in feel and rather lifeless. Another clue to the Ranger’s comparatively “aged” underpinnings is its narrowness. The track widths are significantly smaller than, for example, the Isuzu KB’s or Toyota Hilux’s, so the Ford Ranger can’t match them for directional stability. Another consequence of its high centre of gravity, narrowness and vague steering is that it feels comparatively top heavy. Combine all of this with a relatively firm suspension set-up, and the Ford Ranger is not terribly confidence inspiring when the road surface deteriorates.

Ford Ranger – Verdict

The new Ford Ranger is a significantly better product than the vehicle it replaces but compared with its direct rivals, it comes up short in a number of important areas. The new engine is superbly powerful and refined, but thirsty. The interior may be packed with goodies and boasts an attractive facia design, but rear-seat comfort is compromised. Most crucially, however, considering its targeted leisure role, Ford has not made the same strides in terms of ride comfort as some rivals. As a result of all of these, the Ford Ranger is a somewhat disjointed offering, impressive in some areas, but disappointing in others. Back to the drawing board, Ford.

We like:

  • Macho looks
  • Refined, powerful engine
  • Off-road ability
  • Standard specification
  • Load-carrying ability


We don’t like:

  • Fuel thirst
  • Cramped rear
  • Top-heavy feel
  • Dim-witted steering


Fast facts

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

Power: 115 kW @ 3 200 rpm

Torque: 380 Nm @ 1 800 rpm

Transmission: Five-speed manual + low-range transfer case

Wheels: 16-inch alloy

Top speed: n/a km/h

0-100 km/h: n/a seconds

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

Source: www.um.co.za

Also consider:

  • Toyota Hilux Double-Cab 3,0 D-4D Raider 4×4: Still the vehicle to beat. Offers a more spacious cabin and easier rear access as well as a more modern facia overall. The engine isn’t as refined but is more powerful as well as more economical.
  • Isuzu KB300 TDi Double-Cab 4×4 LX: Remains a popular choice, partly due to its attractive looks, and also partly due to a reputation for reliability. With “only” 96 kW and 280 Nm its engine is no longer competitive and the cabin is lacking some of the mod-cons of newer rivals.
  • Nissan Navara 2,5 dCi 4×4: A next-generation pick-up with a strong leisure-market emphasis. The Navara’s engine delivers a strong 128 kW and more than 400 Nm of torque, so it’s got the grunt to back its butch looks. Can’t take as hefty a load as some of the others, but is a good tow vehicle.

BMW M3 (2007) Driving Impression

Even in the rarified domain of the automotive icon, the BMW M3 occupies a very special place. South Africans may have missed out on the first-generation car, but we made do with our locally developed 325i, 333i and Shadowline models. When the E36 M3s finally arrived, putting near supercar power (at the time) in the hands of Joe Public, they were eagerly snapped up and often promptly crashed. The E46-generation model continued the legend, adding sophistication and even greater desirability that will ensure it the type of classical status that the E36 is unlikely to ever be bestowed. And now the E90-generation BMW M3 has arrived, promising giant-slaying performance and handling. Can it live up to the benchmark set by its illustrious forebears?

V8 thunder for BMW M3

As the focus usually quickly moves to engines when M3s are discussed, let’s go there first. After all, the new BMW M3 has something rather special under that bulging bonnet. The all-new, 4,0-litre, 32-valve V8 engine has been a controversial choice, not only because it replaces such a stunning straight-six, but also because of concerns of extra weight hung over the front axle. BMW has been quick to squash any such worries. The new V8, they say, is actually 15 kg lighter than the straight-six, yet delivers massively more power, 309 kW of it in fact (as opposed to 252 kW). Perhaps even more impressively, torque is rated at 400 Nm, and 85 % of that figure remains available throughout the rev range, promising brilliant flexibility. In this age of dual-clutch and semi-automatic transmissions, enthusiasts will be happy to see that the BMW M3 can still be had with a proper six-speed manual transmission, sending power to the rear wheels via a variable M limited slip differential.

The straight-line performance is sizzling. The 0-100 km/h dash takes a blistering 4,8 seconds, and the top speed is limited to 250 km/h. What helps the acceleration time is that the BMW M3 can get past 100 km/h in second gear, so there’s no need to shift to third before the benchmark is reached. And before you ask… yes, the new BMW M3 doesn’t have that charismatic straight-six sound, but the V8 is pleasant to listen to in its own way. There’s always the underlying threat of typical V8 thunder, but it never quite erupts and seems a little more metallic than some other V8s, especially those of Mercedes-Benz.

Pin-sharp dynamics

Although the BMW M3 looks like a muscular version of the current 3 Series coupe, the changes are far more significant. In fact, 80 % of its components are unique, and a lot of effort has gone into lowering weight and especially the centre of gravity. To this end it even features a carbon-fibre reinforced roof. Furthermore, the suspension boasts a lot of revisions, nearly exclusively making use of lightweight aluminium components. Available as a (pricey) optional extra is MDrive, which allows the driver to electronically customise the suspension using three settings.

Like most sporty BMW 3 Series models, the steering is heavy and the low-speed ride quite firm, yet like all its siblings, the BMW M3 is never a harsh machine, retaining composure beautifully even when the road surface deteriorates badly. The promise of a great driving experience starts with the seating position. The steering wheel is a nice, thick-rimmed item that is very pleasant to hold, and the electrically adjustable seat offers superb lateral support. Fire up that V8, sit back for a moment or two to take in the growl, engage the somewhat stiff clutch to select first and you’re ready to rock. Even with lots of grip from those fat rear tyres as well as traction control, being too aggressive with the throttle and clutch could result in the BMW M3 breaking traction anyway. Certainly, switching off the electronic aids will see you paint long black lines of expensive rubber.

Like previous M3s, the key to this car’s unique appeal is its adjustability and precision. At 2,3 turns lock-to-lock, the steering is massively fast and it responds with immediacy and eagerness to driver inputs, whether your aim is precision, or just to let it “hang out”. It’s hard to think of another car that can be so blistering fast around a track and against a stop watch, yet can also be so loose and entertaining when the driver just wants to have fun. There really is only one minor point of criticism, and that is the transmission, which can baulk during very fast (snap) shifts.

Luxury and style

So, the BMW M3 certainly lives up to the heady expectations thus far, but what about the looks and cabin? During our time with the M3, it attracted huge attention, and comments were always positive. The BMW M3 looks very muscular with that power bugle on the bonnet, narrow slits in the front fenders, flared wheel arches, rear diffuser and two pairs of shiny exhaust outlets to blast out its particular brand of music. Smart 18-inch wheels are standard, but the shape looks infinitely better when stretched over the optional 19-inch items.

Inside, the BMW M3 is no stripped-out road racer. You get climate control, auto lights and wipers, radio/CD player and leather upholstery among other items. There are also M logos everywhere to remind you that you’re seated in something special, as if you’re likely to forget. The instrumentation is also quite special, with the rev counter boasting a variable warning field that changes as the car warms up.

BMW M3 – Verdict

At the price, the BMW M3 is almost impossible to fault. Yes, perhaps an Audi RS4 or Mercedes C63 is more practical because of their four doors, but that’s about it. The BMW M3 is hardly uncomfortable in the back, and its boot remains of a useful size, too. Far more important for this genre of motorcar is the performance and handling on offer, and here the BMW M3 remains untouchable. The new engine is a marvel, a definite future classic that boasts not only superb outputs, but also great flexibility and responsiveness. And then there’s the handling. You’ll have to buy a Porsche to come close to matching the M3’s precision and poise. If you were worried that the new BMW M3 would be a heavy, compromised luxury performance car in the way that AMGs tend to be, then relax. It’s more focused than ever before.

We like:

  • Aggressive looks
  • Phenomenal performance
  • Superb dynamics
  • Standard specification


We don’t like:

  • Gearbox could be smoother


Fast facts

Engine: 4,0-litre, V8, petrol

Power: 309 kW @ 8 300 rpm

Torque: 400 Nm @ 3 900 rpm

Transmission: Six-speed manual

Wheels: 18-inch alloy

Top speed: 250 km/h

0-100 km/h: 4,8 seconds

Fuel economy:  12,4 litres/100 km

Source: www.um.co.za

Also consider:

  • Audi RS4: A stunning competitor that not only looks and sounds the part, but is also good fun to drive, even though it can’t match the rear-wheel drive antics on offer from the BMW M3. Four-door body boosts practicality. Ride/handling balance well judged. Steering somewhat lifeless.
  • Mercedes-Benz C63 AMG: A really hardcore machine, almost shockingly so for a Mercedes C-Class saloon. Sounds like thunder and goes like the clappers but lacks the finesse of the BMW M3 and the daily driver appeal of the Audi.

Toyota Yaris lights up subcompact segment

October 1, 2007 – Torrance, CA – The Toyota Yaris brings a high level of refinement, sophistication, and a fun-to-drive experience to the entry subcompact segment. The most affordable passenger car in the Toyota model lineup, Yaris is available in four-door Sedan and three-door Liftback models.

Toyota Yaris is a fresh addition

For 2008, the Toyota Yaris adds the sport-themed Liftback S model and features color-keyed front and rear under-bumper spoilers, amber illuminated tachometer, sport seat fabric, a leather-wrapped steering wheel and shift knob, rear window defroster, rear window wiper, AM/FM/CD player with MP3/WMA capability, universal mini-jack port and “S” badging. The Liftback S model’s standard 15-inch steel wheels can be upgraded with optional aluminum-alloy wheels.

The Toyota Yaris combines contemporary exterior styling and an upscale interior with truly impressive fuel efficiency and overall low cost of ownership. Toyota engineered Yaris to be enjoyable to own and drive, and offers customers numerous options to individualize their cars.

“Yaris of course has strong appeal for its affordability and excellent fuel efficiency, yet Toyota designed it as a car that customers will want to own for its styling, quality and driveability,” said Jim Lentz, executive vice president Toyota Motor Sales, U.S.A., Inc.

The Liftback is available in six colors and Sedan is offered in nine colors. Only two colors, Polar White and Black Sand Pearl, are shared by both body styles for an array of 13 color choices over the two models.

BMW X5 4.8i Steptronic (2007) Driving Impression

Question the merits of the existence of the performance SUV as much as you want, they’re big business – both in the strictest sense (making money) and as image builders that through shared DNA raise the desirability levels of lesser models.

In both instances BMW has done well with the original X5, creating a niche within the SUV segment for a series of macho performance- and road-oriented vehicles that have become smash-hit sales successes, and also allowing for the emergence of a little brother, the X3. Who knows what will follow next!

But right now, the spotlight is on the second-generation X5, a vehicle that has to defend BMW’s honour against a whole raft of newcomers from the likes of Porsche, Audi and Volvo. Tested here is the most powerful variant, the 4,8i.

Presence by the bucket load

Being more than 50 mm wider than the original, as well as a significant near-200 mm longer, the new X5 casts a significantly larger shadow. And with mammoth 19-inch alloy wheels filling flared wheel arches, and plenty of “power bulges” to be seen in the design, especially on the bonnet, the X5 broadcasts its powerful intentions with zero restraint. Yet, at the same time, the design is also far neater than before, with beautifully balanced proportions and a particularly neat rear-end.

The extra length has been used to accommodate a third row of seats to combat the likes of Volvo and Audi. As with most such premium seven-seaters, the rearmost pews are optional, and in the BMW’s case cost R13 900. While it is true that seven seats are occasionally useful, most owners are likely to keep them folded down most of the time, in which case the extra length results in a truly massive boot, swallowing 620-litres worth of luggage! It helps, of course, that there’s no spare wheel to accommodate – in typical modern-day BMW fashion the X5 uses RunFlat tyres. Spare wheels are, however, offered as options on five-seater variants.

As for the rest of the cabin, BMW has managed to not only improve the perceived quality, but also the comfort levels. The second row of seats is split 60:40 and can fold/recline and slide individually. By sliding the seats forward, legroom for those in the third row can be improved. That said, those two extra rear seats are really not very comfortable and are only suitable for children and for shorter distances.

In front there’s preciously little to complain about. The layout follows the modern BMW norm, with a very simple, almost minimalistic instrumentation panel, neatly grouped audio and ventilation system interfaces and a colour screen to access a mind-boggling number of control sub menus. BMW’s iDrive has been refined significantly since the first generation made its debut at the dawn of the new millennium, and now offers far more logical menu structures. The standard specification of this model is comprehensive to say the least, and includes climate control, xenon headlamps, cruise control, a premium sound system, six airbags etc. And yet the options list is rather vast, allowing customers to effectively personalise their X5.

Lots of grunt

This X5 is powered by BMW’s high-tech 4.8-litre V8 petrol engine that delivers a whopping 261 kW and 475 Nm of torque. It makes use of a six-speed automatic transmission to send power to all four wheels via BMW’s xDrive permanent all-wheel drive system. xDrive was really developed more for extra security and grip in slippery conditions, rather than off-road ability, and the X5 offers no diff-locks and low-range transfer ‘box.

What it does offer, however, is frankly stupendous performance! Weighing in at over 2.2 tonnes, this X5’s sprinting ability will surprise many a lightweight sports car. The 0-100 km/h dash is completed in 6.5 seconds, accompanied by a lovely roar from the exhausts. The overtaking acceleration is excellent, too. There is a penalty, of course, and it is in the form of very high fuel consumption. The figure of 12.5 litres/100 km will take some light-footed driving to match.

Agility of a sports car

BMW’s chassis engineers need to stand up for a round of applause. That a vehicle of this size and weight can corner with the poise, precision and agility that it does is an enormous achievement, and very nearly matches the best that is out there (Porsche’s Cayenne). Even the “basic” X5s handle brilliantly, but when specified with the optional Adaptive Drive system (more than R30 000 extra), the X5’s body control is really stupendous.

Amazingly, the ride has not been badly compromised in the pursuit of its dynamic edge. Sure, at low speed the stiff sidewalls of the RunFlat tyres can be felt over poor surfaces, but as speeds rise, the ride becomes more absorbent and relaxing. A slight negative remains the low-speed steering, which is simply too heavy.

Verdict

Although the BMW X5 4.8i Steptronic is not cheap, it is nevertheless nearly R100 000 cheaper than a Porsche Cayenne and runs it very close for performance and agility. It also offers the option of seven seats, which the Cayenne can’t. Does that make the BMW the new champion? In many respects, yes, but it can’t yet match the Porsche for badge desirability and resale value. And in this segment for top-dog SUVs, desirability and badge appeal count for more than usual. In a few years’ time, when the Cayenne’s high residuals will still keep it beyond the financial means of most, a well-kept X5 4,8i may just be one of the biggest bargains around.

We like:

Performance

Ride/Handling balance

Comfort

Quality

We don’t like:

Low-speed ride is too firm

Fuel consumption

Expensive options

Fast facts

Engine: 4.8-litre, V8, petrol

Power: 261 kW @ 6 250 rpm

Torque: 475 Nm @ 3 500 rpm

Transmission: six-speed automatic

Wheels: 19-inch alloy

Top speed: 240 km/h

0-100 km/h: 6.5 seconds

Fuel economy: 12.5 litres/100 km

Also consider:

Porsche Cayenne S Tiptronic:

Following the recent facelift, a lot better looking though still not as stylish as the BMW. More powerful than the X5, and remains the class leader from a dynamics point of view. Bullet-proof residuals.

Mercedes-Benz ML500:

Down on power, but a new 5.5-litre V8 engine will soon address that criticism. Remains a very strong rival, with excellent comfort levels and superior rough-road ability, should it be needed.

Audi Q7 4.2 FSI:

This German is well-priced and has been popular with South Africa’s fashion conscious. Imposing looks and a well-built cabin that offers seven seats are big attractions, but dynamically it can’t match the Porsche… or the BMW.

 

Volkswagen Touareg 3.0 TDI Tiptronic (2007) Driving Impression

It may not be that obvious, but the Volkswagen Touareg model is a pivotal product for this German marque. As the brand continues its ascent to the near-premium segment, a desirable and luxurious SUV offering is a crucial piece of the puzzle. So, while sales volumes are perhaps a secondary concern, a product being capable of withstanding direct comparison with the class-best offerings is not. Touareg simply has to measure up. To some extent this explains the company’s (expensive) efforts in the Dakar Rally, all in pursuit of credibility and desirability.

Volkwagen Touareg subtly facelifted

Even in the three short years since Touareg’s original introduction, the Volkswagen design language has refined considerably. Reflecting the brand’s increasingly upmarket aspirations, the upgraded Volkswagen Touareg broadcasts its premium-segment intentions via its brash, chrome-laden front-end and design changes to its head- and taillights, among other smaller modifications. It remains a handsome vehicle.

The interior changes are similarly minor and understandably so… the Volkswagen Touareg has always boasted a superb cabin with excellent fit and finish and high levels of comfort. Perhaps more work could have gone into simplifying some of the minor controls (there are an awful number of buttons), but familiarity soon sets in. Perhaps most importantly, the Touareg’s commanding seating position endows the driver with a sense of “superiority”. The T-shaped transmission lever falls nicely to hand and the fat transmission tunnel with its padded armrest further contributes to the feeling of empowerment. Unfortunately, one’s ego gets somewhat deflated when reaching for the electric seating adjustment only to find that there is none…

Of course, the Volkswagen Touareg shares much of its basic structure with the Audi Q7, but unlike that vehicle, the Volkswagen is not offered with seven seats, perhaps wisely so. Due to its five-seat only layout, Volkswagen has managed to design a vehicle that offers both superb rear legroom as well as a capacious boot. Take note, however, that a full-size spare wheel is an optional item.

Speaking of which… while the Volkswagen Touareg is a decently equipped vehicle, a number of nice-to-have features remain on the options list, including metallic paint, adaptive, cruise control, iPod plug-in for the sound system and air suspension.

What you do get for your half-a-bar are; climate control, fog lamps all-round, electrically adjustable and heated mirrors, cruise control, six airbags, hill-start assist and hill-descent control.

Power, but…

Weighing in at well over two tonnes, the Volkswagen Touareg is a bit of a fatty. So, even though its 3,0-litre turbodiesel V6 engine packs a solid 500 Nm of torque (and 165 kW of power), it never feels particularly agile. The engine is mated with a six-speed automatic transmission that offers the option of manual shifting. It’s a smooth ‘box but it perhaps plays a role in the Touareg’s feeling of lethargy off the mark. Once up to speed, it shifts unobtrusively and generally finds the correct gear for the prevalent driving situation. The powertrain always exhibits superb refinement, contributing to the feeling of relaxed, stately progress in the cabin. There is, however, a price to pay – it is quite a thirsty engine. Volkswagen claims a consumption figure of 10,9 litres/100 km, but you’ll have to drive gingerly to achieve that.

Touring excellence

The Volkswagen Touareg excels as a long-distance family tourer. For a family of five plus their luggage, there aren’t many vehicles out there that can rival it for comfort. The Touareg’s standard steel suspension does a very good job of ironing out road imperfections, so think carefully before specifying the costly (R30 000+) air suspension. The latter brings some advantages (particularly off-road), but at the cost of some ride quality during everyday use. Besides, the standard 237 mm ground clearance is more than good enough for most and the long-term reliability of a normal steel set-up is likely to be better than that of a technically complex air-suspension system.

Where the Volkswagen Touareg potentially trumps its rivals most convincingly is in the balance it achieves between being a consummate on-road mile-muncher, and a capable off-roader. Rivals products tend to either be too off-road biased (Jeep) or, on the other side of the scale, are almost entirely road-oriented (Volvo). By comparison the Volkswagen Touareg packs enviable “hiking gear”, including low range and a centre diff-lock, and yet it doesn’t sacrifice any composure on tar. Job well done, Volkswagen.

Volkswagen Touareg – Verdict

The Volkswagen Touareg 3,0 TDI comes close to being the perfect solution for families who want one vehicle to fulfil all requirements. It cuts a distinctive and stylish figure, so will impress the neighbours. The interior is a fine place to spend the daily slog in traffic, and with that ground clearance finding a parking spot will never be an issue. Then, when the time comes for the family holiday at the sea-side, there’s more than enough space for people and luggage (as well as a good tow rating) and excellent ride comfort in the nicely chilled (dual-zone climate control) cabin. Finally, should you wish, it can even do some hardcore rock climbing or sand driving, if required. Bearing all that capability in mind, the issue of relatively poor fuel economy suddenly looks like a minor sacrifice. This is an excellent vehicle.

We like:

  • Luxurious, well-built interior
  • Refined engine
  • Spaciousness
  • Capable off-road
  • Comfort


We don’t like:

  • Heavy, so economy suffers
  • Off-the-line lethargy


Fast facts

Engine: 3,0-litre, V6, turbodiesel

Power: 165 kW @ 4 000 rpm

Torque: 500 Nm @ 1 750 rpm

Transmission: Six-speed automatic + low range

Wheels: 17-inch alloy

Top speed: 201 km/h

0-100 km/h: 9,9 seconds

Fuel economy: 10,9 litres/100 km

Source: www.um.co.za

Also consider:

  • Land Rover Discovery TDV6 SE: Pairs superb off-road capability with enviable status appeal. The Discovery can’t, however, match the Volkswagen Touareg on the road where these vehicles will spend most of their time.
  • Volvo XC90 D5 Geartronic: Not such a serious off-road machine and can’t match the Touareg’s performance/economy balance, as well as its refinement, but the Volvo offers a very spacious cabin (including seven seats), and superb levels of comfort.
  • Mercedes-Benz ML320 CDI Automatic: Slightly more expensive, but the Mercedes offers similar spaciousness, power, economy and off-road ability. And, of course, that status symbol on the nose.  Extra cost should be recouped come trade-in time.

 

Land Rover Freelander 2 3.2 SE Automatic (2007) Driving Impression

There’s a lot riding on the success of the Freelander 2. As impressive as the latest-generation Discovery and Range Rover models may be, the money making machine is the Freelander, the SUV that brings the desirable Land Rover badge within reach of far more people. But it’s got some convincing to do. You see, the previous (first-generation) model sold well, but it has left a legacy of relatively poor quality that could seriously damage the chances of its successor to fend off a number of new rivals. We tested the mid-spec petrol version to find out whether Land Rover has successfully banished the quirks and niggles of Freelander I.

Bigger, mini-Disco looks for Freelander 2

In wheelbase alone the new Freelander 2 is a significant 100 mm longer than its predecessor. Now add substantial growth in every direction, and it’s clear that Freelander has evolved into a less dainty offering, and into one with a fair degree of presence. Some traits of the previous car remain such as the slight bump in the roof line towards the rear, but overall Freelander 2 borrows more from such new vehicles as Discovery 3 and the latest Range Rovers. The rectangular headlamps are large and contain pronounced circular detailing within their borders. The grille is square cut and the bumpers chunky. At the rear, the spare wheel no longer appears on the tailgate in classical SUV fashion, but has moved into a position underneath the boot board, it’s a full-size item, by the way. Riding high on smart 17-inch alloy wheels and boasting a ground clearance of 210 mm, the newcomer looks both suitably posh, and serious SUV. It’s a combination that not many compact SUV’s successfully manage to accomplish.

The most dramatic improvement to the Freelander 2, however, has occurred inside, where the Freelander 2 now arguably boasts the type of perceived quality, upmarket design and modern features that most people would expect from a premium brand. Those familiar with the Land Rover experience will enjoy the high seating position and relatively low facia, affording a great view over the facia. The controls for the electric windows are placed on the window sill, in similar fashion to larger models from this stable. And many of the controls have a familiar feel, too.

The most obvious of these is the much-talked about Terrain Response system, which is accessed via a rotary dial placed on the centre console. It allows drivers to select one of four driving modes, suited to the prevailing off-road situation, such as sand, mud, rocks or even ruts. More about how it works later, but suffice to say, it is integral to the appeal of the vehicle, as it offers access to astonishing off-road adventures, but in a sophisticated fashion.

Land Rover’s designers have used the bigger dimensions to create a far more comfortable, relaxing cabin environment, with lots of rear legroom, for example, and even a large boot, notwithstanding the fact that it now has to accommodate a rather large spare wheel. Another Land Rover tradition is the positioning of the rear seats slightly higher than those in the front, to afford those seated in the back a better view. Still, headroom is impressive all-round, and in SE specification a sunroof is fitted, with a mesh cover that lets through a lot of light, which contributes to the airy cabin environment.

Freelander 2 offers off-road prowess

This Freelander 2 is powered by a straight-six cylinder 3,2-litre engine that develops an impressive 171 kW and 317 Nm of torque. Being an all-wheel drive vehicle with a Haldex centre coupling, the Landy runs in a predominantly front-wheel drive mode most of the time (to save fuel), but the system will apportion torque to whichever wheels have the most traction. Using the Terrain Response system, one can then fine-tune not only how the power gets distributed, but also influence the set-up of the transmission and even the brakes to some extent, for maximum ability. The result is that you don’t need low-range, because the Freelander 2 will adjust its power delivery according to the driving situation. And boy does it work! It takes a lot of thinking out of off-roading, which will make some amateurs feel particularly confident off the beaten track.

On tar the latest Freelander 2 is similarly impressive. The ride is soft and absorbent, which combined with the refined nature of the engine and transmission (a slick six-speeder) as well as the well-insulated cabin, result in a very relaxing drive. This is a great long-distance cruiser, boasting superb comfort levels, lots of overtaking power and plenty of interior creature comforts. There really are only two major downsides, for one, the fuel economy suffers, as is to be expected from a large-capacity six-cylinder petrol engine. And, secondly, the soft suspension results in some pitching and diving of the body under hard acceleration or braking.

Freelander 2 – Verdict

Wow, what a change. Although there are some aesthetic similarities between this new model and its forerunner, Freelander 2 is so different in perceived quality, refinement, comfort and sophistication to the first-generation machine, it appears to compete in an entirely different, more premium segment. It sets a new standard for compact SUVs, and boasts a quite superb combination of on- and off-road ability that is currently unmatched. Judged by this newcomer, the future for Land Rover looks bright.

We like:

· Off-road ability

· On-road ride comfort

· Quality improvement

· Performance

· Badge appeal

We don’t like:

· Pitch/diving of body under acceleration/braking

· Fuel consumption

Fast facts

Engine: 3,2-litre, six-cylinder, petrol

Power: 171 kW @ 6 300 rpm

Torque: 317 Nm @ 3 200 rpm

Transmission: Six-speed automatic

Wheels: 17-inch alloy

Top speed: 200 km/h

0-100 km/h: 8,9 seconds

Fuel economy: 11,2 litres/100 km

Source: www.um.co.za

Also consider:

· Subaru Forester 2,5 XT Premium Auto: Yes, the Forester isn’t as good off-road as the Freelander 2, but for many consumers this won’t matter. On the road, it will run rings around the Land Rover. Then again, it lacks the brand cachet of the Landy.

· Nissan X-Trail 2,0 dCi LE Automatic: Significantly cheaper and delivers similar performance/economy. While reasonably good off-road, it also can’t match the Freelander 2 in that respect. The interior is well-put together, but ultimately the Nissan doesn’t have the same badge appeal as the Land Rover.

· Toyota Fortuner 4,0 Auto: The Fortuner is a bakkie-based vehicle and feels far less car-like from behind the wheel than the Freelander 2, but it does have its charms, including seven seats… The 4,0-litre engine packs a punch, but the fuel consumption is atrocious.