Hummer H3 3,7 Adventure Hydramatic (2007) Driving Impression

Finally, it’s here. While Hummer-mania, fuelled by The Terminator, mister Arnold Schwarzenegger himself, has seemingly been sweeping the globe for years, South Africans have had to wait until now to get in on the action. And boy, what hype… A short drive down the road in the Hummer H3 is enough to convince anyone that this is a vehicle that will get its owners noticed, so in that regard it has certainly lived up to expectations. But is it more than just a “look at me” consumer product, or is there substance hiding under that military vehicle-inspired bodywork? Judgement day has arrived for the Hummer H3… Let’s find out.

Point-and-stare styling for Hummer H3

Originating as it does from the land of the big Mac, the general expectation when first approaching the Hummer H3 is one of sheer bulk. Certainly, it’s an imposing machine. It stands very high on those generously sidewalled tyres, and the vast, chrome-laden front-end is so bright you can be blinded when walking up the Hummer H3 in bright sunlight. But your eyes are being fooled… You see, the Hummer H3 is actually no longer or higher than many of its direct – normal-looking – rivals from the likes of Toyota, Mitsubishi and even Land Rover. Yes, it is wider, and those muscular wheelarches make it look even more so, but in truth the Hummer H3 is not the behemoth we were all expecting. And in all honestly, it doesn’t count on its size to turn heads – the stubby front and rear ends, upright and narrow windows and uniquely styled 16-inch alloy wheels further cement the Hummer’s status as a very individualistic machine.

Hit-and-miss cabin

As is often the case with American products, the design team unfortunately ran out of flair when it came to the cabin. There’s a generic-looking facia finished in a variety of types and qualities of black plastics, many of them not entirely convincing in terms of tactile quality. The instrumentation is neat and simple enough, and there’s a leather-wrapped steering wheel, but the gunmetal-painted hangdown section looks cheap and the audio system somewhat old-fashioned. The ergonomics also leave a lot to be desired – there are no remote audio controls on the steering wheel, and some of the wiper/lightning functions are integrated on a single steering column stalk, yet buttons for the auto lights and rear wiper are fitted to the facia…

Seated in the Hummer H3, however, you quickly start to feel invincible. The seating position is elevated, even in its lowest setting, and the result is good outward visibility, even though the window apertures are rather narrow. The steering wheel is only adjustable for rake, but in general driver comfort is good and the seats are thickly padded and supportive.

Rear cabin space is also generous, though the high floor does result in a something of a “knees-in-the-air” seating position. The Hummer H3 is a five-seat vehicle, and its spare wheel is mounted on the tailgate in typical, old-school SUV style, and the upshot of this is that the boot is very big (835-litres worth can be accommodated). The boot floor, like the cabin, is rather high, so you may have to hoist some items in there. On that topic, some grab handles positioned lower down would have been a thoughtful addition as several older passengers complained that entering the H3’s cabin required a bit of a jump.

Rough, but eager engine

General Motors turned to its truck division to find a suitable engine for the Hummer H3, and selected a 3,7-litre five-cylinder petrol unit coupled with a four-speed automatic transmission. The engine delivers impressive power and torque outputs of 180 kW and 328 Nm respectively, but at more than two tonnes in weight the Hummer H3 certainly needs all the power the relatively small engine can muster. Still, it’s certainly an eager powerplant, if a slightly noisy and unrefined one. Stab the throttle and it may get you to 100 km/h from rest in just over 10 seconds, which is more than good enough. The transmission is probably less impressive, often kicking down with a clunk, and at times proving recalcitrant to shift down at all. Oh… and the fuel economy will rival some V8 units out there. It’s thirsty.

The Hummer H3 uses a permanent all-wheel drive system which during normal running has a default power split of 40:60, front to rear. However, there is also a 4H-Lock function, which locks the torque spread at 50:50, as well as a 4L-Lock setting which engages low-range. A rear diff-lock is also standard. Off-road, the Hummer H3 is pretty much as unstoppable as it looks. The approach/departure angles are excellent, and the claimed ground clearance of 216 mm seems conservative. Coupled with soft, long-travel suspension and excellent axle articulation, this is a macho SUV in more than just looks. It’s got real ability.

Of course, there is a penalty to pay on tar. There is plenty of body movement under braking, acceleration and cornering. Then again, for the vehicle’s likely target audience, the H3’s very comfortable cruising gait is probably of more importance.

Hummer H3 – Verdict

The Hummer H3 Adventure model is well-priced and features comprehensive specification, including six airbags, electronic stability control, cruise control, partial electric seat adjustment, radio/CD and air-conditioning. Negatives? Well, yes, there are a few… the fuel consumption is poor and the finish and design of the facia is frankly disappointing. So yes, perhaps the Hummer craze will die down and history may end up recording it as a cynical marketing exercise, but the reality is that there’s real ability underneath the macho exterior. The Hummer H3 is one of the best off-roaders on the market, and the on-road cruising comfort is good, too. It’s worth a test drive, even if you don’t care particularly for its brash looks.

We like:

  • Very macho looks
  • Off-road ability
  • Cabin spaciousness
  • Soft ride


We don’t like:

  • Fuel consumption
  • Wallowing ride
  • Facia ergonomics


Fast facts

Engine: 3,7-litre, five-cylinder, petrol

Power: 180 kW @ 5 600 rpm

Torque: 328 Nm @ 4 600 rpm

Transmission: Four-speed automatic

Wheels: 16-inch alloy

Top speed: n/a km/h (160 km/h est)

0-100 km/h: n/a seconds (11,0 sec est.)

Fuel economy: 14,7 litres/100 km

Source: www.um.co.za

Also consider:

  • Mitsubishi Pajero 3,8L V6 GLS LWB Auto: Often ignored, but the Pajero offers a similar blend of petrol power, off-road ability and luxury specification as the Hummer H3, but has the benefit of being a seven-seater. Pricey, though.
  • Toyota Landcruiser Prado 4,0 VX Auto: Although the type of person considering the Hummer H3 is probably not going to want the Toyota in the first place, the Prado should not be underestimated. Its 4,0-litre V6 is smoother, similarly powerful, and the specification is broadly comparable, too. But it’s not as good off-road as the Hummer H3. Better on-road, though.
  • Jeep Grand Cherokee 5,7L Overland Auto: Another macho American, and this one packs good ‘ol V8 power, a colossal 240 kW of it. Overland specification is also generous (though lacking in airbags) and the all-round off/on-road balance is attractive.

Audi S3 (2007) Driving Impression

Oh the anguish and torment… What to do if you really would like to own an Audi TT, but need the practicality of an A3? Fret no more folks, as Audi has just launched the S3, a three-door luxury hatchback with a comfy cabin that also offers a claimed 0-100 km/h time of under six seconds! The big question, however, is whether it justifies a price tag of near R350 000, especially seeing as a number of nice-to-have features are extra-cost options.

Sophisticated sportiness

To clearly mark out the Audi S3 as a more sophisticated offering than cheaper “boy-racer” hot hatches, there is nothing garish about its exterior design. In fact, casual on-lookers may not even notice the 25 mm lower ride height, chrome-edged grille, more aggressive front bumper and silver mirror housings. Even the very attractive 18-inch alloy wheels could be seen as aftermarket items applied to a run-of-the-mill three-door A3. But that’s not to say the S3 is not attractive. In fact, its subtlety is very endearing.

Swing open the large doors and the clues to the car’s special position in the Audi hierarchy remain hidden. Yes, there’s a flat-bottom steering wheel similar to the one used in the brilliant RS4, some aluminium trim and an S3 badge here and there, but you’ll have to delve into the extensive optional extras list to make your S3 look noticeably different to any other A3. Satellite navigation and heavily bolstered sports seats are two of the optional extra boxes that owners may want to tick, but note that they’re rather expensive, with the seats alone adding around R40 000 to the purchase price.

That said, the standard features list is not too bad, and includes climate control, a radio/CD system with remote audio controls, cruise control and six airbags. Automatic wipers and lights are also optional.

Thankfully, the basic A3 cabin is a good one, with an excellent seating position courtesy of the raised transmission tunnel (gear-lever falls nicely to hand), height-adjustable seat and rake/reach-adjustment for the steering wheel. The seats (even the standard ones) are supremely comfortable and rear legroom is better than you’d think by looking at the three-door body. The boot is nicely sized and shaped, too.

Grunt, all the time

Under the bonnet is the same 2.0-litre turbocharged, direct injection petrol engine that also powers the TT, but for use in the S3 power has actually been upped to 188 kW. A number of changes have been made to reach this power figure, including the fitment of a larger turbocharger and intercooler, changes to the cylinder block, intake system and cylinder head. The torque figure is very promising, with 350 Nm claimed to be on tap from 2 500 to 5 000 rpm. And, in a somewhat surprising move, the S3 uses a traditional six-speed manual transmission driving all four wheels via Audi’s trademark quattro system. This model is not yet offered with the dual-shift transmission.

With a 0-100 km/h time of 5.7 seconds, the S3 is a lightning fast machine, but even more impressive is the engine’s flexibility. That torque curve is clearly not just marketing speak, as the S3 responds cleanly and keenly to any throttle input above 2 500 rpm, resulting in explosive overtaking acceleration. Third gear, in particular, is a do-anything gear, and makes the S3 lots of fun to drive on, for example, a curvy mountain pass. The transmission is also generally good, though changes could be a little faster, especially during down-shifting.

Grip and gun it

In general, fast Audis of the past that have featured quattro all-wheel drive have been understeer-prone disappointments. The S3, thankfully, can’t be classified as such. The low speed ride is very firm, though well controlled, and smoothes out beautifully as speeds rise. Similarly, the steering is perhaps too light at town speeds, but gains some weighting when the car is pushed through corners at higher speeds.

What remains lacking is feedback – the feel is numb – but at least the accuracy is good. Most impressively, the Audi S3 manages to feel more agile than its weight would suggest. It helps that some of the suspension components are made from lightweight aluminium. It resists understeer well and remains quick to respond to steering angle tweaks up to very high limits. In the end, however, some enthusiasts will still say it should be more rear biased, but if that’s the case you’d have to start questioning whether they want quattro in the first place. As it stands right now, the all-wheel drive system allows you to get on the power very quickly when exiting a corner, with the extra grip and massive torque fairly blasting the S3 towards the next curve.

Verdict

It’s important to understand Audi’s positioning of the S3. This is not a hot hatch, even though its performance and mechanical package may suggest so. The S3 is aimed at sophisticated buyers looking for a swift, comfortable, quality product from a premium brand that doesn’t shout its abilities. In that context it’s very hard to find a rival that can seriously challenge the S3. It’s a superbly polished product from a very confident company.

We like:

Performance

Agility

Build quality

Manual transmission

Value

We don’t like:

Expensive options

Fast facts

Engine: 2.0-litre, four-cylinder, turbopetrol

Power: 188 kW @ 6 000 rpm

Torque: 330 Nm @ 2 400 rpm

Transmission: six-speed manual

Wheels: 18-inch alloy

Top speed: 250 km/h

0-100 km/h: 5.7 seconds

Fuel economy: 9.1 litres/100 km

Also consider:

BMW 130i Sport:

Similarly powerful and priced to the Audi, the BMW’s big appeal is rear-wheel drive, which gives it very entertaining handling characteristics. Unfortunately it can’t really match the Audi in any other department.

Alfa Romeo GT V6:

Slightly down on power but the performance figures are similar. The Alfa has gorgeous styling and a very charismatic engine, but also decent build quality, making it one of the best Alfas of modern times.

Volkswagen Golf R32:

Powered by a 3.2-litre V6 engine that delivers 184 kW and 320 Nm of torque, this uber Golf packs a serious punch. Also offers all-wheel drive security and grip, but is available only with the DSG transmission. Too expensive.

Mazda5 2.0 Individual (2007) Driving Impression

The compact MPV is growing up. It was a natural step, of course, started by the smash-hit first-generation Opel Zafira, which packed seven seats and amazing practicality into a relatively compact body.

It was a clever move that even caught Renault, a leader in the field of people movers by surprise. But not for long. Already on sale is a seven seat “Grand” version of its Scenic. Toyota has joined with its successful Verso and Honda has created the quirky FR-V, a boxy six-seater that takes a different approach.

Still awake?

That’s the problem, says Mazda. Compact MPVs are amazing feats of engineering, but they’re not exciting enough. The one thing all of these vehicles lack, according to the Japanese firm, is a bit of “zoom-zoom”… some driving enjoyment. Mindful of the fact that most vehicles of this type are bought due to necessity, rather than desire, Mazda’s 5 aims to soften the blow of the MPV compromise by injecting some agility, performance and fun-to-drive character into the MPV recipe. The concern is, however, whether the focus on spiritedness has led to compromises in the crucial MPV areas of excellence such as cabin practicality, spaciousness, flexibility and comfort.

The GT of MPVs

The focus on sportiness is immediately apparent in the styling. Riding on large 17-inch alloy wheels shod with low-profile rubber and featuring sculpted bumpers and side sills, as well as aggressively slanted headlamps, the Mazda5 2.0 Individual is certainly not your typical cuddly MPV. In fact, it looks rather edgy. The design actually conceals the fact that the Mazda5 is significantly larger than most of its rivals.

Also worth noting is the fitment of sliding side doors, a unique trait in the class, and which shows that Mazda also paid close attention to the practical implications of the overall design, because they’re a boon in tight parking spots. Kids often throw doors without thinking, and the sliding doors help you avoid not only costly damage to your own vehicle, but also embarrassing parking lot altercations.

The cabin is massively spacious, with both the second and third row of seats being able to fold away into the floor, leaving a cavernous loading space, fit for the transportation of some fairly hefty home appliances and furniture. Interestingly the middle row of seats is described as being “2+1”, referring to the fact that the centre seat is actually not a proper one, and really only suitable for short distances. It can be folded away (leaving walk-through space), or alternatively can double as a kind of table. Importantly, the middle row of seats can also slide fore and aft, which allows either more rear legroom, or more luggage space, depending on whether the third row is stowed or not.

In front, the driver gets the a very modern facia build from quality materials and an excellent driving position, courtesy of rake/reach-adjustable steering as well as a height-adjustable driver’s seat. The Mazda’s standard equipment level is also generous, with the list including six airbags, climate control, automatic headlamps, a good quality audio system with remote audio controls and electric windows all-round.

Only the lack of cruise control will be a disappointment to some, given the vehicle’s likely role as a long-distance family car.

Power and Agility

The Mazda5 2.0 Individual is powered by a 2.0-litre engine that delivers 107 kW and 185 Nm of torque, the latter figure at a fairly high 4 500 rpm. These figures are not worth writing home about, especially when viewed against the vehicle’s not-inconsiderable weight of over 1.5 tonnes, but nevertheless Mazda has achieved its goal of making the “5” feel noticeably livelier than its rivals.

Much of it has to do with the crispness of the controls and the way it immediately responds to driver input, but the clock doesn’t lie – with a 0-100 km/h time of below 11 seconds, the Mazda5 is comfortably one of the faster vehicles in this class.

The one downside to the vehicle’s responsive character is the firmer ride. Mind you, it is far from uncomfortable, just noticeably firmer than, for example, a Grand Scenic. This means that poor road surfaces can thump through into the cabin. The benefit, on the other hand, is a greater feeling of stability when driving on roads that are not only straight. And, in any event, the ride certainly smoothes out with a load and at speed.

Verdict

Mazda has sprung quite a surprise with the “5”. It is not a company known for this kind of vehicle, and at the same time its stated goal of injecting some fun into the segment may have come across as naive and misguided. But what we have here is potentially the new class champion, and that’s unexpected. The “5” is an excellent MPV, exhibiting great attention to detail in the cabin, the most space in its class, a considered specification level that puts the emphasis on safety (including stability control) in addition to the achieved goals of heightened driving enjoyment. Yes, this truly is an MPV that makes the school run fun for everyone, including dad…

We like:

Attractive design

Nice to drive

Build quality

Spaciousness

Performance

Value

We don’t like:

Firmer ride than other MPVs

No cruise control

Actually a six-seater, not seven…

Fast facts

Engine: 2.0-litre, four-cylinder, petrol

Power: 107 kW @ 6 000 rpm

Torque: 185 Nm @ 4 500 rpm

Transmission: five-speed manual

Wheels: 17-inch alloy

Top speed: 196 km/h

0-100 km/h: 10.8 seconds

Fuel economy: 8.2 litres/100 km

Also consider:

Renault Grand Scenic 2.0 Dynamique:

Renault invented this segment and has used its expertise to create a people carrier that’s very difficult to fault. Not cheap, but loaded with standard features and the comfort levels are very high.

Toyota Verso 180 TX:

Boasts a very clever seat-folding system that gives it a flat floor and massive load space. Can’t match the Mazda’s performance and when all seven seats are taken, there is no boot space.

Opel Zafira 1.8 Enjoy:

A bit of a dark horse in this category and often overlooked. The Zafira is a very comfortable car for both driver and passengers and the specification level is good. Build quality is also impressive.

Chrysler 300C SRT-8 (2007) Driving Impression

There’s a lot to like about the imposing Chrysler 300C sedan. For one, it is one of the world’s better examples of platform sharing. Be honest now… would you have ever guessed that there was so much of the Mercedes E-Class underneath that vast expanse of sheet metal? Yes sir, the Chrysler 300C certainly has character by the truck load. And much like its aesthetics, the charismatic drivetrain also harks back to the glory days of the American muscle car. What we have here, then, is a (big) slice of nostalgia with solid German engineering underneath. What’s not to like about that? Well… according to the boys over at Chrysler’s head office, what the 300C has always needed was a bigger engine. And bigger wheels. Certainly, the saying “less is more” is not applicable here.

Chrysler 300C delivers big power

Let’s focus on the engine first. First Chrysler’s powertrain engineers took the standard 5,7-litre Hemi V8, bored out the block to 6,1 litres and upped the compression ratio to boost power to a total of 320 kW. Then they painted the block orange (as one does) and fitted black rocker covers – both these colour choices hark back to the ‘50s, by the way. The result? Yeeeeeeeha! Or shall we say 5,0 seconds to sprint to 100 km/h, accompanied by an almighty roar. And the acceleration doesn’t stop there. You see, unlike its German cousin, Chrysler doesn’t abide by the “gentleman’s agreement” to limit high-performance sedans to 250 km/h. Consequently, the Chrysler 300C has free reign to run all the way to 270 km/h!

While Mercedes is moving towards the 7G-tronic transmission across its entire model range, Chrysler has decided to stick to the tried and tested five-speed automatic for the 300C. It is by no means the fastest ‘box in town, and the perception of “lag” is reinforced by somewhat tardy throttle response, but it get’s better at speed and does at least offer a manual shifting function (if not a very good one). No, let’s be honest here… The Chrysler 300C SRT-8 is not about driver engagement in the sense of lightning fast gear changes, immediacy and responsiveness. It is all about straight-line grunt, a magnificent exhaust tone and comfort. Cruising along, with the engine barely ticking over, the knowledge that standing on the throttle will result in explosive acceleration and thunder a moment or two later, without any further involvement, is very addictive in its own way.

A word of caution, though. The fuel consumption is atrocious – think 16,8 litres/100 km. Then again, the money you’re saving by buying the Chrysler 300C and not one of the pricey German thunder saloons alone will make up for many years of enjoyable drag racing.

Focus on comfort

For all its speed and fury, the Chrysler 300C SRT-8 is, at its core, a big ol’ softie. Slide into the plush leather/alcantara upholstered seats, grab the (very) big steering wheel and the limo-like qualities of the 300C’s character come to the fore. Those seats are so soft, so plush, that full-throttle action doesn’t seem to be on the agenda at all. As with all 300Cs, the facia design is a mixed bag. There are some older-generation Mercedes controls to be spotted, which is not a bad thing, but the displays look too old-fashioned and lower down the quality of the plastics take a noticeable turn for the worse. But, in its defence, fit and finish is very good indeed.

With a wheelbase of over 3,0 metres, the Chrysler 300C is also very spacious, with particularly excellent rear legroom and a capacious boot (442 litres). But the “chopped” roofline does mean that, at worst, tall folk will have to leave their top hats at home.

Given the SRT-8’s exceptional performance and relatively low price, the standard features list remains very generous, with items such as climate control, automatic headlamps, heated and electrically folding side mirrors, an 8-way electrically adjustable driver’s seat, top-notch radio/CD sound system and cruise control all being standard. It also rates highly for safety, with six airbags and an electronic stability control system being fitted. The brakes are massive, and feature high-performance Brembo callipers.

Riding on Dub-size (20-inch) alloy wheels that are a tight fit for those large wheelarches, you’d not be misguided to expect a harsh ride, but the Chrysler 300C is surprising in that regard, because it retains much of the “standard” model’s cosseting ride comfort. Perhaps, at a push, you can identify better body control on turn-in and a slightly firmer rear end, for example, but overall the SRT-8 remains a good cruiser. The downside is that it’s not terribly impressive in the corners. The steering is light and lacks the accuracy of some other high-performance sedans. At the same time, there’s still considerable “lean” in the corners and you have to be quite aggressive to tempt it into a more rear-end biased cornering stance.

Chrysler 300C – Verdict

Although Chevrolet’s Aussie-sourced Lumina is similar in technical make-up to the Chrysler 300C SRT-8, the two cars are really very different. The Chrysler 300C is a far more individualistic product, unique in most areas, and boasts such a strong aesthetic character, as well as an old school driving experience, that you can forgive it the areas in which it doesn’t quite live up to the best out there. Also remember, it’s significantly cheaper, too. Ultimately its unique character does limit its appeal somewhat, but for whose who are looking for these kind of kicks, it represents a very tempting proposition.

We like:

· Immense character

· Straight-line grunt

· Cabin comfort

· Value

We don’t like:

· Vague, overly light steering

· Horrendous fuel consumption

· Well, if you don’t like bling…

Fast facts

Engine: 6,1-litre, V8, petrol

Power: 320 kW @ 6 000 rpm

Torque: 569 Nm @ 4 800 rpm

Transmission: five-speed automatic

Wheels: 20-inch alloy

Top speed: 270 km/h

0-100 km/h: 5,0 seconds

Fuel economy: 16,8 litres/100 km

Source: www.um.co.za

Also consider:

· Jaguar S-type R V8 : Some British beef… The S-type R is highly acclaimed for its dynamic finesse, and it’s a comfortable daily driver too. About R100k more expensive than the Chrysler and not as powerful. The cabin reeks of old-worlde charm, which is somewhat at odds with its sporty personality.

· Mercedes-Benz E63 AMG: The 300C’s sister car is a magnificent brute but more than R350k more expensive. It’s more powerful, faster, even louder and dynamically a far more balanced offering.

· Chevrolet Lumina 5,7 SS: About R200k cheaper than the Chrysler and admittedly neither as lavishly appointed, nor as powerful, but the concept is similar – big bang V8 in a large sedan. The Chevy also can’t match the Chrysler’s performance, and only has a four-speed autobox.

 

 

Audi TT 2.0 TFSI (2007) Driving Impression

Break-out products are increasingly rare in the modern automotive world of incremental improvement. But at the turn of the millennium Audi achieved just that with its first-generation TT. Making the transition almost completely unaltered from motor show concept to production reality, the original TT was the ballsy product of a very confident company, and one that changed a lot of perceptions.

The problem with such products is always the follow-up. How do you improve on something that, despite some foibles, proved to be such a smash-hit? With the second-generation TT Audi believes it has found a simple solution – you erase those glitches, and you keep the essence the same. Has it been successful?

The same, but not

TT is all about style. The first-generation car’s brave Bauhaus design contributed significantly to its overall appeal. But time, and fashion, has moved on. While the new Audi TT 2.0 TFSI retains its predecessor’s narrow window line, arched roof and basic silhouette, the details are rather different and the dimensions stretched.

The latter is particularly evident at the rear, where the rounded rump has been extended significantly to not only allow for more packing space under the rear hatch, but also to incorporate an electronic spoiler.

The car also appears noticeably wider than the previous model, which combined with its low height endows it with a very squat, muscular appearance, beefed up further by those flared wheel arches that are so perfectly filled by 18-inch alloy wheels. Overall, TT generation two may lack the stop-you-in-your-tracks look of the original, but it’s arguably a more balanced, neater design.

Class-leading cabin

Audi has been on an impressive run when it comes to cabins, and the TT doesn’t disappoint. Featuring plenty of input from South African interior designer Oona Scheepers, the perceived quality and stylish design are unmatched by any other coupe rival. The overall look is similar to the previous models, but the various elements are less obviously from the VW parts bin.

The facia is constructed mostly from an expensive looking (and feeling) soft-touch plastic, and convincing aluminium trim inserts add a dash of class. The circular, pod-like ventilation outlets of the previous model have been retained, but now there are more of them. The instrumentation, housed in deep-set dials with a digital display between them, is superb.

For the keen driver, what stands out most, however, is the driving position. The seat’s default position is lower, the transmission lever is placed higher, and the steering wheel boasts generous rake and reach adjustment.

The seats themselves are superb, too, boasting excellent lateral support. Audi has done well to use the more generous dimensions to endow the TT with a more spacious-feeling cabin, without making the car feel “big”. Rear legroom is still very tight, though, and the limited headroom means it is only really suitable for children or contortionists.

Sharper, more agile

Perhaps the previous TT’s biggest failing – its unconvincing dynamics – was an area of specific focus for Audi’s engineers. Quattro all-wheel drive or not (or because of it), the first-generation TT failed to engage the driver, felt rather heavy at the front and understeered too soon. This entry level version of the Audi TT 2.0 TFSI no longer features all-wheel drive, which results in a considerable weight saving.

Perhaps most surprisingly, the new car’s construction uses a lot of aluminium – in fact nearly 70 % of TT consists of this lightweight material. Then there’s also a new multi-link rear suspension (the previous car had a torsion beam arrangement) and due to the wider tracks and its construction, the centre of gravity is significantly improved.

Does it all work? Oh yes… There’s a harmony or, perhaps a better word is “fluidity”, to the TT’s major controls that was seriously lacking in the previous model. Although Audi has resisted the temptation of simply adding weight to the steering, the feel has improved while the effort required from the driver remains minimal. The crispness of its responses, whether driving slow or fast, is eerily engaging and immediately forges a far stronger bond between man and machine.

Dive into a corner and you’ll notice that the body control is exceptional and the car retains a feeling of agility where the previous one would start feeling clumsy. The brakes are superb, easy to modulate and scrubs off vast speed time and time again without fade. And upon corner exit, where quattro would’ve theoretically allowed for earlier throttle application, the new car’s nose is far better planted, so you don’t miss all-wheel drive at all.

As an option, Audi will also sell you a magnetic ride system that essentially gives you adjustable damping to firm up the ride and to further improve handling, but the basic set-up will certainly be good enough for most. In fact, consider the driving experience transformed, all for the better.

Just enough power

Powering this TT is Audi’s proven 2.0-litre turbocharged, direct-injection petrol engine that delivers 147 kW and 280 Nm of torque, the latter figure available over a very wide engine speed range, from 1 800 to 5 000 rpm. Consequently, the Audi TT 2.0 TFSI is never lacking in punch.

Audi’s claimed 0-100 km/h time of 6.6 seconds is very realistic, but just as impressive is the fact that, when driven normally, the fuel economy is impressive too. The engine sends its power to the front wheels only using a superb six-speed manual transmission.

Verdict

So, what’s wrong with the second-generation TT? To be honest, not much… Yes, it’s still not the most practical car around, being essentially a two-seater with a decently sized boot, but that’s not really what it’s about.

It’s a very attractive, beautifully made car that is now also a lot of fun to drive. The second-generation TT is a clever evolution of a design icon, having added a large dose of substance to that style. It’s no longer just a pretty face.

We like:                                                      

Build quality

Refinement

Driving position

Performance

Stylish looks

We don’t like:

Not much!

Fast facts

Engine: 2.0-litre, four-cylinder, turbopetrol

Power: 147 kW @ 5 100-6 000 rpm

Torque: 280 Nm @ 1 800-5 000 rpm

Transmission: six-speed manual

Wheels: 18-inch alloy

Top speed: 240 km/h

0-100 km/h: 6.6 seconds

Fuel economy: 7.7 litres/100 km

Also consider:

BMW 325i Coupe:

A stunning driver’s car, but has fairly “normal” styling next to the Audi, so those who want to stand out may not be impressed. A more practical, spacious cabin is the main benefit.

Alfa Romeo Brera 2.2 JTS:

Undoubtedly boasts superstar looks, but the price is high and the package comes nowhere near the levels of finesse displayed by the Audi. Some build quality worries, too.

Mazda RX-8 6-spd:

A somewhat oddball choice but the Mazda is destined for future classic status due to its quirky suicide door packaging and high-rev rotary engine. A quality product, and an engaging one at that. Long-term reliability uncertain.

Peugeot 107 X-Line (2007) Driving Impression

Europe’s superminis have never really taken off in South Africa, mostly because of a perceived lack of value. You see, importing from Europe is expensive, and South Africa’s domestic manufacturers used the opportunity this presented to develop entry level cars from previously discontinued models. These cars were almost always bigger than the superminis offered for slightly more cash, and resultantly have been seen to offer more “metal for the same or less money”.

Now that the likes of Mazda’s Midge, the Ford Tracer, Fiat Palio, Toyota Conquest and VW Citi have (or will soon) gone the way of the Dodo, the European supermini may finally have its day. We test a quirky newcomer from Peugeot to find out whether this is indeed the case.

Super compact

Measuring in at just over 3.4 metres in length, the Peugeot 107 X-Line is certainly a tiny tot. It boasts very short front and rear overhangs, but even with the little 14-inch wheels pushed to the corners, the wheelbase remains relatively short at 2.34 metres. As a side note, it is interesting to note that the 107 was co-developed with the Citroen C1 and Toyota Aygo, and that all three cars are built in the same factory in the Czech Republic. The three cars are pretty much identical underneath, but all three manufacturers have endeavoured to give their products a look that is in line with the rest of their line-ups.

Peugeot has been particularly successful in that regard. The 107’s headlamps are oversized and the front grille takes the shape of a large, smiling mouth, lending the 107 a cartoonish face. At the rear the tail lamps are similarly oversized, taking up almost the entire C-pillar, while the tinted rear window doubles as a tailgate. The slightly flared wheelarches give the 107 some cheeky visual muscle.

Perhaps most surprisingly, Peugeot has managed to squeeze five doors out of this small package. And even more impressive is the fact that the cabin does not come across as being too cramped, even for four adults. Legroom is acceptable in the rear for such a small car, and headroom is sufficient for adults, too. Of course, the boot is really very small and only suitable for a few shopping bags. Then again, the 107 was never developed to be anything but a compact city runabout.

The car’s dashboard is similarly quirky to the exterior. There’s an oversized speedometer behind the steering wheel, with a separate, pod-like rev-counter situated near the A-pillar. The heating/ventilation controls use clever vertical guides and some of the buttons are finished in an almost see-through type of plastic that light up when the headlamps are switched on. The sound system is a neat, fully integrated system.

This Peugeot 107 X-Line model is currently the flagship of the 107 range, and features no fewer than four airbags, ABS, air-conditioning and electric windows. The mirrors are still adjusted manually, but this is no hardship seeing as the car’s cabin is so compact – they’re hardly a massive stretch away. The steering wheel lacks any adjustment, but the set driving position is a good one.

Perky performance

Fire up the tiny 1.0-litre three-cylinder engine, give it some revs and you may be surprised by the sporty exhaust note. The engine delivers only 50 kW and 93 Nm of torque, but it’s certainly a willing little unit. Remember also that it only has to lug 830 kg of metal and plastic around, so the power/weight ratio is not completely atrocious. The engine is mated with a five-speed manual transmission that delivers light and accurate shifts.

Overall, the performance is impressive. It’s not the quickest off the mark, but once up and running the power delivery is impressive and linear in nature. The 0-100 km/h dash takes 13.7 seconds, but more important than this is the fact that the 107 doesn’t struggle to keep up with swift-moving traffic. It is also very economical – 4.6 litres/100 km is excellent in anyone’s book.

Peugeot is highly regarded for its ability to develop cars that strike a near-perfect compromise between ride and handling. Achieving such a delicate balance with a small car is, however, far more difficult. Still, it has done well. Although the ride is on the firm side, the suspension appears to boast plenty of travel, so bigger bumps are impressively “erased”. It only gets a trifle unsettled on rippled surfaces. Oh, and for parents who may be looking to buy a first car for their university bound child, the 107’s standard safety systems (ABS, EBD, four airbags), will be a massive reassurance at this price level.

Verdict

This particular example of the Peugeot 107 X-Line is quite expensive, even though the standard equipment and overall quality of the vehicle go a long way to justifying the price. It will be interesting to see whether it can lure South Africans out of slightly bigger, slightly cheaper cars that offer fewer features (particularly with regards to safety items). For shoppers looking for an economical, safe and fun-to-drive city runabout, the 107 deserves serious consideration.

We like:

Fuel economy

Character

Safety specification

Passenger space (given the size)

We don’t like:

Boot size

Price

Fast facts

Engine: 1.0-litre, three-cylinder, petrol

Power: 50 kW @ 6 000 rpm

Torque: 93 Nm @ 3 600 rpm

Transmission: five-speed manual

Wheels: 14-inch alloy

Top speed: 157 km/h

0-100 km/h: 13.7 seconds

Fuel economy: 4.6 litres/100 km

Also consider:

Renault Clio 1.2 VaVaVoom:

Silly name apart, this budget-friendly Clio is a winner. It may lack ABS, which is a big disappointment, but there are two airbags, air-con, an audio system, electric windows and power steering. Plus, it’s nice to drive.

Toyota Yaris T1 3-dr:

At about R10 000 less, the Yaris is a very strong contender. It is a bigger car overall, but keep in mind it offers only three doors. Safety wise it is a strong package, with two airbags and ABS as standard, but it lacks air-conditioning and an audio system.

Kia Picanto EX:

A very likeable car that feels less entry level than you may think. A driver’s airbag and ABS are standard, but there’s no radio. Still, an aftermarket item is not too expensive and the price is very attractive.

New BMW 3 Series Coupe is a winner

The new BMW 3 Series Coupe is a sales success and a winner in the minds of motoring critics. On sale since October 2006, BMW has sold 729 of the new generation 3 Series model, with its hyper-performance Twin Turbo straight six engine being the driving force behind its show-vroom appeal.

The all new E92 generation 3 Series Coupé finished on the podium in the annual WHEELS Car of the Year judging and was recognized as the top imported car and best overall luxury car.

3 Series experiences worldwide success

Electrifying acceleration from it’s silky smooth 225kW motor has propelled the 335i, and its 323i and 323i six-pot siblings even further ahead of its closest rivals in the hearts and minds of compact luxury sport coupé buyers in Australia.

In the past ten years, the E36 and E46 generation BMW 3 Series Coupés have been overwhelmingly successful in the market, offering a heady mix of six-cylinder smoothness, agility and power.

In the E36 generation, a feisty four-cylinder motorsport-tuned engine enthralled buyers, but with the advent of the E46 in 1999, the 3 Series Coupé became a six-cylinder-only model, emphasizing its premium market credentials.

New BMW 3 Series Coupe dominates sales

From the start of 1996 to the end of 2007, BMW sold 11,470 3 Series Coupe models, compared with 6,938 sales of its closest rival, an impressive lead of more than 65 percent. In some years, the BMW outsold its rival by more than three to one. These figures do not account for the track-bred M3 super-coupe.

The powerful appeal of the BMW 3 Series Coupé is enduring. No better example can be found than in 2003 when its closest rival was renewed and all-but tripled its 2002 sales. But even then, the BMW 3 Series Coupé was still a mighty 10 percent more popular with buyers.

Worldwide the 3 Series Coupe has a very special role to play in the 3 Series family. Its best sales year in the E46 generation was 78,600 sales in 2000, while in 2005, its last year in full production , it achieved more than 25,600 sales. It’s no surprise then that in total, more than 460,000 BMW customers drove off in a new E46 3 Series Coupe.

BMW 1-Series Limited Sports Edition is a 3-door beauty

The BMW 1-Series Limited Sports Edition has been unleashed. The 1-Series is getting some major attention from BMW these days. Not only has the new 3-door just been unveiled for 2007, but it’s also finally been announced that the 1-Series will cross the pond and be sold in the U.S. soon (as a coupe and convertible with the hot 3.0L twin-turbo inline-six initially, but no hatches).

Souped-up BMW 1-Series Limited Sports Edition is a sporty ride

Today BMW heaped some more 1-Series love on the pile and revealed the BMW 1-Series Limited Sports Edition. Our German sucks worse than our English, so it’s tough to glean the details, but Carscoop claims it’s basically like an M Sports package that upgrades the rims to 18-inches, adds an M body kit, tighter suspension, and some more M accouterments on the inside like seats and whatnot.

It definitely adds some gloss to the polarizing design of the 1-Series. Though only 2,000 units will be produced, the Limited Sports Edition package will be available across the 1-Series lineup adding €4,660 to the cost of the 118i and 118 D, €4,560 to the 120i and 120d, and €3,360 to the 130i.

New Mercedes-Benz C-Class makes world premiere

Stuttgart, Jan 18, 2007
Deliveries of more than two million units make the predecessor model the best-selling C-Class ever. The new Mercedes-Benz C-Class is celebrating its world premiere today at the Mercedes-Benz World in Stuttgart. The new C-Class sedan offers outstanding safety, comfort and agility, and stands out through a product concept that emphasizes variety to meet the most diverse customer requirements. In addition, the three individual models have a visibly different appearance from one another. “Through innovative high-performance technologies we aim to raise the bar even higher when it comes to safety, comfort and agility in the segment of compact premium automobiles,” says Dr. Dieter Zetsche, Chairman of the Board of Management DaimlerChrysler AG and head of the Mercedes Car Group. “The new C-Class will thus set new standards when it comes to providing the most sophisticated driving experience in its segment.”

Individual design of the new Mercedes-Benz C-Class underscores its agility and comfort

The distinctive design of the new Mercedes-Benz C-Class, which will arrive at dealerships in Europe at the end of March and in the U.S. just a few weeks later, is based on the modern Mercedes-Benz idiom. For the first time in a Mercedes sedan, the model variants differ from one another through different front views.

The AVANTGARDE model with its centrally positioned Mercedes star is an extremely agile C-Class in a sporty design. For customers who rather prefer a comfortable and elegant ride, Mercedes-Benz offers a truly classic model in the CLASSIC and ELEGANCE lines with the traditional Mercedes radiator grille. “With this design variety, the new C-Class can be tailored even more specifically to what typically are very heterogenous customer demands in this segment.

Depending on the line, the new C-Class sets an individual tone in terms of comfort or agility,” says Dr. Klaus Maier, Executive Vice President Mercedes Car Group, responsible for Sales and Marketing.

C-Class is a best-seller

Mercedes-Benz C-Class models have been among the most popular vehicles in the Mercedes-Benz product portfolio ever since the launch of the 190 Series – the so-called Baby Benz – 25 years ago. With the latest model changeover, the fourth generation of the C-Class will now continue the success story of its predecessor, the 203 Series.

More than two million sedans, station wagons and sport coupes have been sold of this model since its market launch in March 2000. This makes the 203 Series the best-selling C-Class model ever. Germany is the most important market for the C-Class, accounting for approximately 30 percent of worldwide sales. The new C-Class will be built at the Sindelfingen and Bremen plants in Germany and at the East London plant in South Africa.

BMW 335i Coupe (2006) Driving Impression

Oh, the torment. The frustration. The sheer agony… of waiting for the next-generation BMW M3. With the much-loved E46-generation M3 being a thing of the past, and the E90-based model still many months away, just what is a BMW M-car fan boy to do? Well, BMW may unwittingly be offering an M3 alternative in its own, current line-up, and as you’ll see shortly, it is a very tempting one… It’s called the BMW 335i Coupe and it is rather brilliant.

Subtle looks for BMW 335i Coupe

Throughout its history, the 3 Series coupe has never been a flamboyantly styled machine. This new-generation model continues in much the same fashion, being very clearly derived from the 3 Series. But here’s a surprise… According to BMW not a single body panel is shared with the four-door sedan. So, let your gaze slide beyond the recognisable kidney grille and headlamps, and there is actually quite a lot that’s different to take in, especially towards the rear. The roofline is more sweeping and the rear end is longer, endowing the BMW 335i Coupe with an elegance it didn’t previously possess. The rear lights are also particularly attractive, and the two big-bore exhaust pipes signify the presence of some serious power. Overall, we’d say the 335i looks squatter and more muscular than before, especially when riding on striking 17-inch wheels (or bigger). But aggressive or hardcore? No, not quite.

Similarly, the interior gives very few clues of just how special this car actually is. Yes, it is all very neat and tidy, and there’s a lovely thick-rimmed steering wheel but in terms of design and trim, you could just as well have been in the sedan. That’s not necessarily a bad thing, though, because the BMW 335i Coupe boasts a truly superb driving position, which is of course a prerequisite for any car with sporting intentions. With the side-hugging driver’s seat lowered as far down as it can go, the gearlever falls perfectly to hand and one feels immediately ready for action.

But it’s not all about the driver. The cabin is spacious and would score full marks for practicality if only the front seats weren’t so cumbersome to move forward to allow passengers to get into the rear. Even the boot is of a decent size (430 L). As the flagship of the current 3 Series coupe line-up, the 335i is loaded with features, including climate control, auto lights, xenon headlamps, radio/CD player, multi-function steering wheel, cruise control (with a braking function), leather upholstery and 6 airbags. You pay extra for park assist.

Sizzler of an engine

If you’re one of those traditionalists who believe an M3 should always have six-cylinder power, then the rumoured V8 in the next-generation M3 will of course be upsetting. If that’s the case the BMW 335i Coupe starts to look even more attractive, because under that long bonnet is a twin-turbocharged derivative of the cracker of a 3,0-litre straight-six utilised to such great effect in the 330i. Each of the turbos feeds three cylinders, but they’re quite small, and their primary purpose is to boost in-gear acceleration. And no, the presence of turbochargers (and direct injection) has not robbed this charismatic engine of its trademark sound.

Delivering 225 kW and a stonking 400 Nm of torque from a low 1 300 rpm, the 335i feels lively from the moment you release pressure on the clutch. The engine is mated with a six-speed manual transmission that’s every bit as refined as the engine. Even so, full-bore starts are quite tricky, because if the traction control is deactivated you may end up with a lot of wheelspin. On the other hand, with the electronic nanny on duty, the car may bog down slightly. Get it right, however, and you’ll scorch past the 100 km/h market in 5,5 seconds – pretty much a match then, for the previous-generation M3! Frankly speaking, the acceleration time comes as something of a surprise, because the way in which it is achieved is so smooth and refined that it doesn’t “feel” so fast. This must rate as one of the best powerplants on the planet at the moment, not least because of the linearity of the power delivery.

Flawless chassis

Seeing as the basis for the BMW 335i Coupe is the best-handling executive sedan in the world, the 335i was never going to be a dynamic disappointment. Even so, we can’t help but sing its praises. The BMW 335i coupe is 25 % stiffer than the sedan and boasts near perfect weight distribution of 51/49 front to rear. In addition to what is clearly a very accurately set up chassis, there are also anti-drive/roll assistance at both ends and an electronic stability control system (ESP) with dynamic traction control (DTC) and cornering brake control (CBC). Keep the electronic systems activated and you’d have to do something very stupid to get the 335i unstuck, but at the same time it also doesn’t mean you can’t have fun. Switch the systems off, however, and the 335i can be transformed into a sideways hooligan machine at will.

In terms of dynamics, the BMW 335i Coupe is very close to perfect. The steering is, as on all 3 Series models, a mite heavy at low speed, but displays such precision and beautiful weighting elsewhere that it more than makes up for a bit of muscle work in the car park. And while the ride is quite firm around town, it never jars, and is stunningly supple at higher velocities.

BMW 335i Coupe – Verdict

This year, the BMW 335i Coupe rates as one of the most impressive new cars to come our way. It just about matches the outgoing M3 for performance and poise, but adds huge dollops of elegance, comfort and everyday usability to the recipe. If the next-generation M3 is better than this, then we’re really in for something special. But those who can’t wait are unlikely to be disappointed by this stunning machine.

We like:

  • Superb performance
  • Excellent handling
  • Engine sound
  • Refinement
  • Build quality


We don’t like:

  • Access to rear seats


Fast facts

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

Power: 225 kW @ 5 800 rpm

Torque: 400 Nm @ 1 300 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

Top speed: 250 km/h

0-100 km/h: 5,5 seconds

Fuel economy: 9,5 litres/100 km

Source: www.um.co.za

Also consider:

  • Mercedes-Benz CLK500 Elegance 7G-tronic: A fair bit more expensive, but ultimately not with too much reason. The V8 engine delivers similar power figures but the BMW 335i Coupe is the faster car. Crucially, the CLK also lags the BMW in the dynamics stakes.
  • Nissan 350Z Coupe: If you’re looking for a coupe that offers a fair degree of practicality, then the 350Z doesn’t quite fit the bill. However, if driving thrills are the overriding consideration, then the hardcore Nissan rates highly. Good value.
  • Peugeot 407 3,0 V6 Coupe: Don’t laugh… the big Peugeot coupe is more convincing than you may think, offering silky smooth performance and great comfort levels at a reasonable price. But the resale will be atrocious and dynamically it is left bobbing in the BMW’s wake.