Mercedes-Benz CLK63 AMG (2006) Driving Impression

Mercedes-Benz coupes are for intelligent and successful, but conservative, balanced individuals, not so? Well, historically that has certainly been the trend, but the memo appears to have gotten lost on the way to the AMG offices in Affalterbach, Germany, because judged by the hardcore character of its latest offering, the CLK63 AMG, Mercedes-Benz appears set to give us a rare glimpse of its darker, evil side.

Hear it before you see it

With the slinky, seductive shape of the CLK coupe as a basis, this AMG version gains a lot of extra visual muscle primarily through the adoption of AMG 18-inch wheels that fill those subtly flared wheelarches oh so perfectly, giving it a really hunkered stance. But there’s more… The front airdam is particularly aggressive, with hard-to-miss gills in front of the wheels. And at the rear there is a quartet of very big, very shiny chrome exhaust tips.

As handsome as the Mercedes-Benz CLK63 AMG is in the metal, the reality is that you’re likely to hear it before you see it. Those exhausts emit an almighty roar at even small throttle openings, and the kind of thunderous sound at full bore that one would’ve thought illegal by now. Happily, this is clearly not the case, as the CLK63 AMG emits easily one of the most addictive soundtracks known to modern petrolheads.

The source of the thunder is a 6.2-litre, naturally aspirated V8 that develops a whopping 354 kW and 630 Nm of torque. In this day and age an un-blown, large-capacity engine of this nature may seem odd, but don’t let it fool you into thinking of it as being unsophisticated. This all-alloy, quad-cam beauty features a variable intake manifold, continuously variable inlet and exhaust timing and low-friction cylinder bores, among other items. Consequently, it pulls strongly from low engine speeds, but also doesn’t mind chasing the red line and revs smoothly (and quickly) to the power peak, set at a heady 6 800 r/min.

Wild pony

Mercedes-Benz claims a 0-100 km/h time of 4.6 seconds, which is certainly impressive, but rather difficult to match. You see, even the 255/35 R18 Pirellis struggle to put all that power on the ground, and consequently wheelspin is almost inevitable under full-bore starts. The throttle pedal is very sensitive, and perhaps too sharp initially with little “progression” in the power coming through.

As a result you’re likely to see that traction control light flickering an awful lot, and also to experience short rear tyre life. The transmission is a seven-speed automatic with two driving modes as well as manual shifting. While this ‘box flicks through the gears with impressive smoothness, it has to be said that it lacks the sharpness of some other transmissions. You therefore tend to leave it in auto-mode and influence the shift points through the position of the right foot.

Also somewhat out of sync with the nature of the power delivery is the steering, which lacks the linearity of, for example, a high-performance BMW or Porsche. One senses that with some additional sharpening of the steering, as well as giving the throttle a more progressive character, the CLK63 AMG could’ve been a significantly more balanced performance car.

In fact, the suspension set-up also suggests that AMG’s designers were in two minds about the nature of this particular beast – although the ride has been noticeably firmed up, there remains considerable body movement under hard cornering, and a definite tendency towards understeer.

However, if all of this sounds unimpressive thus far, keep in mind that no matter what position you find yourself in with this car, you simply have to squash the throttle to alter its cornering “pose”. Switch off the traction and stability control systems and the CLK63 turns into one of the few modern cars that has oversteer available on demand.

Big value

Considering the CLK63 AMG’s performance potential and standard specification, the price is quite a surprise. At under R800 000 there aren’t really any serious challengers that are similar in character. For the money you are also getting a surprising practical and luxuriously equipped coupe – the CLK’s rear seats are actually quite usable and the boot is of a decent size. It’s a fully-loaded package, with no fewer than eight airbags and an interior trimmed with all the usual Mercedes luxuries. Really smart AMG detailing to specifically the instrumentation lend a distinguishing touch.

Verdict

Those who are looking for a hot Mercedes-Benz coupe with the performance and dynamic sharpness to rival a BMW M3 will be disappointed by the CLK63 AMG. It is clear that such a vehicle was not AMG’s intention with this incredibly charming machine. No, instead it is a delightful throwback to the muscle-car era, with the emphasis being tar-rippling acceleration and a thunderous soundtrack.

On the other hand, the interior remains a classy, luxurious place to be, and all the mod-cons are there, too. In the end it has a duality of character that resembles Frankenstein and his monster, but it takes very little provocation to unleash the latter…

We like:

Aural entertainment

Massive grunt

Practical interior

Ride quality

Character

We don’t like:

Throttle tricky to modulate

Fuel thirst

Could be sharper

Fast facts

Engine: 6.2-litre, V8, petrol

Power: 354 kW @ 6 800 rpm

Torque: 630 Nm @ 5 000 rpm

Transmission: seven-speed automatic

Wheels: 18-inch alloy

Top speed: 250 km/h

0-100 km/h: 4.6 seconds

Fuel economy: 14.2 litres/100 km

Also consider:

BMW 650i Coupe:

Not nearly as hardcore as the Mercedes, but also a performance-oriented premium coupe with usable space. With “only” 270 kW on tap, it’s not as fast and loud, and is a subtler, more sophisticated daily driver with a good deal of go.

Jaguar XK8 Coupe:

One of the best Jaguars in ages looks good and feels like a premium product. Dynamically also impresses with a fine ride/handling balance but it lacks the ultimate performance of the Mercedes and its rear seats are practically useless.

Porsche Cayman S Tiptronic:  

Not quite the same type of car, but if you want sizzling performance and a sharper driving experience, and don’t mind sacrificing some practicality, then the Porsche is without equal.

Toyota Avanza 1.5 TX (2006) Driving Impression

Although the frequent use of “value-for-money” as a marketing term has somewhat eroded the impact of the description, there can be little doubt about its authenticity when applied to a seven-seater MPV that sells for less than R100 000.

Toyota has achieved just that with its new Avanza, the entry level derivative of which sells for a measly R99 900.  Once again, it would appear, Toyota is set to cash in big time by providing cash-strapped consumers with an honest package at a near-unbelievable price.

Tested here, however, is not the entry level model, but the flagship 1,5 TX, which is rather more expensive at near R140 000, which brings it into direct contest with a few van-based French MPVs as well as a more car-like Korean rival. Do the Avanza’s cut-price basics shine through too brightly at this price level?

Neat design

Compared with its rather agricultural-looking forerunners (the Venture and Condor), the Toyota Avanza 1.5 TX looks modern and perhaps a bit more expensive than its price tag would suggest.

It boasts full colour-coding, a neat chrome grille, tailgate spoiler, smart 15-inch alloy wheels and integrated front fog lamps. The design is the work of Toyota affiliate, Daihatsu, which markets this product in Indonesia and surrounding nations with great success. It looks significantly longer than it really is and is in actual fact quite compact at 4 120 mm in length.

Interestingly, it is taller than it is wide, something which plays a significant part in the Avanza’s driving behaviour, but more of that later. The ground clearance is an SUV-rivalling 190 mm, making the Avanza very suitable for use on rougher roads.

Seven up

Of course, the Avanza’s trump card is the fact that it can accommodate seven people inside its compact body. The key to its impressive packaging is a long wheelbase of nearly 2.7 metres.

Interestingly, the Toyota Avanza 1.5 TX makes use of rear-wheel drive, which usually hampers cabin space but has not played much of a space-limiting role in this instance. With all three rows of seats occupied, boot space is very limited, but as is the case with most seven seaters, the Avanza is most likely to be used in this configuration only for short trips – the school run, for example.

Fold down that rear bench and boot space grows considerably, making it a very practical holiday car for a family of five. If need be, the centre seats (split 50/50) can also be folded down. One practicality related complaint, however, concerns the choice of a very light-coloured cloth upholstery and interior trim. Family buyers will need to invest in a good set of seat covers.

The Avanza has a neat, simple facia design with logically laid-out controls and instrumentation (a Daihatsu strength) and fit and finish are good, even if the quality of the plastics is clearly of the entry level variety – read, hard and shiny… The standard features list is quite impressive – Toyota has included dual front airbags, ABS, electric windows, air-conditioning (with rear ventilation outlets), power steering and remote central locking. Unfortunately an audio system is optional.

For a vehicle that offers no steering wheel adjustment at all, the driving position is actually quite acceptable. One sits high, though, which will appeal to some, but the lack of sufficient lateral support does mean the sensation of top-heaviness is pronounced.

Zippy and economical

With a mass of only 1 128 kg, the Toyota Avanza 1.5 TX weighs no more than a current B-segment hatchback. Consequently, the 80 kW 1.5-litre petrol engine has no trouble hauling this Toyota around town and at a fair pace on the highway.

Of course, loaded with seven occupants, the performance takes a noticeable dive, especially at altitude, but overall the Avanza can’t be fairly described as lethargic. It is also surprisingly economical, with a figure of just around 8.5 litres/100 km being a very attainable daily average.

Where the Avanza loses some points is in its dynamic behaviour. The laws of physics are simply against it. The Avanza is slab-sided, taller than it is wide and very light, so no wonder it gets pushed around quite noticeably by a stiff breeze.

Compounding the problem is overly light steering that is completely devoid of feel. In general, however, the ride quality is good and some extra weight on board makes it feel significantly more “planted”.

Verdict

While the Toyota Avanza 1.5 TX is undeniably built to a price, it doesn’t necessarily reek of the bargain basement. In flagship trim the exterior design is neat and inoffensive. The interior – poor colour choice notwithstanding – is practical and nicely put together. The standard fitment of dual airbags and ABS is laudable at this price level and then there is, of course, Toyota’s legendary after-sales support to consider as well.

Just like it did with Venture and Condor, Toyota again seems to be perfectly in tune with what local consumers want. Expect to see plenty of Avanza’s on our roads, as it really is excellent value for money in the truest meaning of the phrase.

We like:

Seven seats

Eager performance

Two airbags and ABS

Value

We don’t like:

Stability

Impractical interior colour

Fast facts

Engine: 1.5-litre, four-cylinder, petrol

Power: 80 kW @ 6 000 rpm

Torque: 141 Nm @ 4 400 rpm

Transmission: five-speed manual

Wheels: 15-inch alloy

Top speed: 165 km/h EST

0-100 km/h: 12.8 seconds EST

Fuel economy: 7.5 litres/100 km EST

Also consider:

Citroen Berlingo Multispace Exec
A good example of the delivery-van-turned-into-passenger-vehicle phenomenon that is so uniquely French. There are positives, though – the Citroen is very spacious, and can carry large objects. Not as powerful as the Toyota and can only take five occupants. No ABS.

Renault Kangoo Multix 1.4 Authentique
Similar to the Citroen in execution but slightly more basic. Also down on power and is a five-seater only. Lacks ABS and has only one airbag.

Hyundai Matrix 1.6
The Hyundai has its quirks but is a far more straightforward little MPV than the more basic offerings from Citroen, Renault and, yes, Toyota. Comfort levels are much higher and it drives like a small hatchback. But it only has five seats and far less packing space.

Audi Q7 3,0 TDI Quattro Tiptronic (2006) Driving Impression

Audi’s first stab at the luxury SUV market has arrived rather late. Mercedes-Benz has already launched the follow-up to its first-generation ML and BMW’s X5 successor is also just around the corner. Does this mean the ship has sailed and that Audi has missed its chance? Judging by the immense interest in our Audi Q7 test vehicle, we suspect not. In fact, perhaps the delay has allowed Audi to study the market’s response to the first-generation examples of its German competitors more carefully and better hone its own product…

Size matters for the Audi Q7

As we’ve already seen with the new Mercedes ML, and will again with the second-generation X5, size seems to matter in this segment. Of course, this is partly due to these vehicles’ popularity in America. The result is that the Audi Q7 is big. Very BIG. It stretches the tape measure to 5 085 mm and tips the scales at a hefty 2 295 kg. And yet Audi has managed the styling well because the Audi Q7 doesn’t look like a Big Mac on wheels. The front overhang is very short and characterised by that bluff, imposing chrome-rimmed Audi grille. The wheelarches are nicely accentuated and frame the standard 18-inch alloy wheels purposefully, while the slope of the windscreen and the relatively narrow side windows provide an element of sportiness. The Audi Q7 is a car that gets heads turning, and for many a luxury SUV shopper, that’s reason enough…

Quality and comfort

The big body and three metre-long wheelbase contribute to a very spacious cabin. In standard trim the Audi Q7 is a five-seater, in which case the boot capacity is a cavernous 775 L, while rear legroom is very impressive, too. For an extra ten grand or so Audi will add third-row seating, which seems like good value if you need to occasionally travel seven-up. Note, however, that those two rear seats are really only for small adults or kids.

Up front there is precious little to complain about as the Audi Q7 facia could easily have come from a large Audi sedan. The perceived quality is impeccable, with excellent fit and finish being evident all-round. Even the metallic surfaces feel convincing. Ergonomically speaking there are a few quirks (including an oddly positioned glove box release), but one gets used to this quickly. Besides, the things that really matter have been executed brilliantly.

The driver’s seat features a wide range of adjustability (electric) and the steering wheel is also adjustable for rake and reach. The seats themselves are nicely shaped and supportive, so there are no complaints in the comfort department. The standard features list is reasonable, including climate control, auto lights and wipers, cruise control and no fewer than eight airbags. Satellite navigation, however, remains an optional extra.

Diesel grunt

Given the vehicle’s size and weight, we were initially concerned that the brand’s 3,0-litre turbodiesel V6 might not quite be up to the task, but a short drive quickly laid to rest such fears. The Audi Q7 offers 500 Nm of torque from as low as 1 750 rpm, and it feels as if the majority of that grunt is already available from around 1 000 rpm, so the big Audi feels more responsive than you may think. In fact, a 0-100 km/h time of 9,1 seconds is perfectly acceptable for a vehicle of this calibre. More important than acceleration figures are the economy figures and its towing capability. The stated fuel consumption of 10,5 litres/100 km is actually not too difficult to improve on, provided it is driven by someone in a fuel-saving state of mind. And given the vehicle’s likely leisure application, the 3 500 kg tow rating is also impressive.

It is worth pointing out, however, that the Audi Q7 is probably even less off-road oriented than its already tar-biased rivals. Yes, it features quattro all-wheel drive, a diff-lock and hill-descent control, but in general these features are really there to boost its ability in slippery (European or American) conditions such as ice or snow. Keep this in mind and the Audi Q7 won’t disappoint – it feels very stable on the road (tarred or not), with the all-wheel drive system smoothly shifting power to where it is needed most.  Of course, Audi’s electronic stability system is fitted, too.

Audi offers two suspension systems for the Audi Q7, standard fitment being a steel-sprung set-up. However, for some extra money, you can get an air-sprung system that can give you even more ground clearance when needed. As with most such systems, it struggles somewhat to deal smoothly with rippled road surfaces, so the standard steel suspension may actually be the wiser choice. That said, in general the Audi Q7 is a pleasure to drive on almost all surfaces. The cabin is vault-like in its isolation, and it provides the driver with that sense of superiority that most shopping in this segment crave so much.

Audi Q7 – Verdict

The Audi Q7 may be largely targeted at American families, but that doesn’t mean it won’t fit South African lifestyles too. Overall, the Audi Q7 is a finely executed luxury SUV that seems to be perfectly in tune with the requirements of the modern consumer. Is it better than the current X5? Yes, it is a more complete, more sophisticated vehicle of a higher quality. And what about the Mercedes ML? That’s a tougher one… The Mercedes may not offer third-row seating, but it’s a nimbler, less-imposing vehicle with superior off-road ability. You know what you really need…

We like:

  • Build quality
  • Eager engine
  • Performance/economy mix
  • Safety
  • Cabin space


We don’t like:

  • Third row only for kids
  • Firm ride


Fast facts

Engine: 3,0-litre, V6, turbodiesel

Power: 171 kW @ 4 000 rpm

Torque: 500 Nm @ 1 750 rpm

Transmission: Six-speed automatic

Wheels: 18-inch alloy

Top speed: 210 km/h

0-100 km/h: 9,1 seconds

Fuel economy: 10,5 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW X5 3,0d Steptronic: Can’t match the Audi Q7 for power and there is no seven-seat option. But that’s not the big Beemer’s only problem… An all-new model is not too far off…
  • Mercedes-Benz ML320 CDI Auto: Although the Mercedes doesn’t offer the option of seven-seat capability, the cabin is very spacious for five and their luggage. In its latest guise the ML is a nicely refined and high quality package that is not short of features and charm.
  • Land Rover Discovery TDV6 SE: If you really need to occasionally transport seven in luxury, then the Disco is also a good option, though it is not as swift as the Audi Q7. The driving experience is more relaxed with the emphasis being on ride comfort. And off-road this model will run rings around the others.

Nissan Tiida 1,6 Acenta 5-dr (2006) Driving Impression

Although the Datsun Pulsar used to be a reasonably popular product in South Africa, Nissan’s subsequent offerings in the hatchback segment (or let’s be more accurate, the “Golf” class) have never garnered much favour. The Sabre and Almera hatchbacks simply failed to “connect” with the local car buyer. But Nissan is certainly not giving up. In fact, with the Nissan Tiida it has seemingly come up with a completely different approach, one that puts the emphasis on practicality and value, rather than sportiness and style. It’s a formula that usually works well for Toyota, but will it pay off for Nissan this time round?

Nissan Tiida ain’t pretty…

Design is an admittedly subjective matter, but the general consensus is that the Nissan Tiida lacks aesthetic “charm”. Some comments were far more derogatory. Due to the focus on interior practicality and space, the overall design is rather blocky and squared off, and Nissan’s efforts to endow the Tiida’s box-like shape with some individualism have only really emphasised its awkwardness. It looks reasonably attractive at the rear but it’s safe to say that this is not a car that is going to sell on sex appeal.

The sense of spaciousness is immediately apparent when seated behind the steering wheel, or indeed on any of the seats. There’s vast head room, and rear seat occupants can slide the base of the seat over a range of 240 mm to either improve legroom or to make the luggage compartment bigger. It’s a unique feature in this class, and means the Nissan Tiida stands with one foot in the MPV segment – think of it as a slightly bigger Honda Jazz and you won’t be too far from the mark. Certainly, as with people carriers like the Renault Scenic, there is an abundance of “hidey holes”. But all that having been said, at 289 L, the boot is not massive.

Solid, but unspectacular

The facia’s appearance is very squared-off, and the vast expanses of shiny black plastic do not exactly contribute to Golf-rivalling perceived interior quality. It’s clear, however, that fit and finish is rather good, with the Nissan Tiida proving to be rattle free during this test and, following a good clean at the end of the loan period, appearing as new again, without too many scratches being visible. Here and there you will even notice a bit of flair creeping into the design, such as the metallic-accented instrument bezels.

The Nissan Tiida Acenta specification is reasonably comprehensive and includes four airbags, ABS/EBD, a radio/CD player, electric windows/mirrors, air-conditioning and 15-inch alloy wheels. Unfortunately the steering wheel is only adjustable for rake, but the driving position is not too severely compromised as a result. And although the seats look fairly flat and uninviting, they proved to be very comfortable, even on longer trips.

Good go, lots of roll

The Nissan Tiida is powered by Nissan’s 1,6-cylinder, four-cylinder petrol engine that develops 80 kW and an unspectacular 153 Nm of torque at a high-ish 4 000 rpm. You should therefore not expect fireworks in the performance department. But in truth the Nissan Tiida is very much competitive with its rivals, as the 0-100 km/h time of around 11 seconds confirms. The good news is that it doesn’t feel as sluggish as you may think, pulling eagerly from low down and delivering good overtaking power, too. What helps is the relatively light weight (1 138 kg), and also the ratios of the slick five-speed manual transmission. Perhaps the car’s relative lightness is indicative of a lack of noise-deadening material, however, because the cabin can become quite “boomy” at higher speeds, and road and mechanical noise also start to intrude. The Tiida’s perky performance also does not come at the expense of fuel economy, because the figure of 7,4 L/100 km is not too far fetched.

As is to be expected given the rest of the package, the suspension set-up is very much geared for comfort. There’s good compliancy in the ride, and the Nissan Tiida remains reassuringly composed over bumpy surfaces, but it doesn’t much like cornering. The steering is vague and, due to the high centre of gravity and soft suspension, there’s quite a lot of body roll to contend with, too. We suspect, though, that the target customer is unlikely to find the lack of agility and sharpness problematic.

Nissan Tiida – Verdict

It’s quite often refreshing to see a car of such honesty as the Nissan Tiida. It doesn’t attempt to be “funky” as most modern contenders do, and consequently seems to be pitched almost entirely at conservative, older folk who place a premium on reliability, practicality and no-fuss A-to-B motoring. Buyers looking for that type of car will not mind the Nissan’s lack of style and pizzazz. But we do wonder whether it will pay off for Nissan, who is keener to find more private buyers this time round than with the Almera which was, for all intents and purposes, pure fleet fodder. With the Nissan Tiida, we suspect it will be a case of more of the same.

We like:

  • Interior space
  • Sliding rear seat
  • Standard equipment
  • Ride comfort


We don’t like:

  • Dreary design
  • Driving position


Fast facts

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

Power: 80 kW @ 6 000 rpm

Torque: 153 Nm @ 4 000 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 190 km/h

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

Fuel economy: 7,4 litres/100 km

Source: www.um.co.za

Also consider:

  • Ford Focus 1,6 SI 5-dr : The Focus is a significantly more stylish offering with similar specification to the Nissan Tiida. It may not be as spacious inside, but it’s not cramped either and the ride/handling balance is significantly better. A superior product.
  • Toyota RunX 160 RS: The RunX is nearing the end of its product cycle but if you’re considering the straightforward charms of the Nissan Tiida, then the Toyota may be attractive for similar reasons. The RunX remains a nice car to drive, but the big appeal lies in its mechanical integrity and Toyota back-up.
  • Volkswagen Golf 1,6 Trendline: As per usual, the Volkswagen is more expensive, but the sophisticated cabin ambience alone goes a long way to making up for it. The standard specification is nothing to write home about, but comfort levels are nevertheless very high. Ride and handling are excellent.

Volkswagen Polo GTI (2006) Driving Impression

It was only a matter of time, of course. With the Golf growing bigger with each new generation, more sophisticated and more powerful, it has moved beyond the means of most middle-income South Africans. And when it comes to the iconic Golf GTI… well, that is but a dream car for most locals these days. Still, sales of the Golf GTI have remained strong, even though the clientele is significantly more affluent these days. But all of this has convinced the brand’s product planners that a proper Volkswagen Polo GTI could be a lucrative opportunity. Now it’s here, and already there’s a not-so-orderly queue forming at the local VW dealership. Should you join in?

Subtle, but sporty looks for Volkswagen Polo GTI

As with its Golf bigger brother, and unlike most other “junior” hot hatches, the Polo plays a subtle, “less-is-more” game when it comes to communicating its performance prowess. Like the original Golf GTI, there’s a dash of red lipstick on the grille and, er, a subtle tailgate spoiler and 16-inch alloys. You may also notice some darkened sections in the head- and taillamps. But that’s it. The result is a car that seems to be only visible to fans of the legendary moniker, and most road users are blissfully ignorant of its presence. The five-door bodyshell provides further mainstream camouflage. If this sounds like criticism… it’s not. GTI has come to mean sophistication and class, in addition to performance, so the aesthetic subtleties are both expected and admirable.

The interior of the Volkswagen Polo GTI will be largely familiar to all Polo owners. To differentiate it from its lesser brethren, look out for special Tartan-patterned cloth upholstery and some red stitching here and there. The standard Polo cabin already boasts an attractive, well-executed facia of excellent perceived quality, so Volkswagen certainly had a good base to work from. The driving position is superb, as we’ve come to expect from Volkswagen, and is made possible by the fitment of a steering wheel of a very nice-to-hold thickness, and which boasts generous rake and reach adjustability. The driver’s chair can also be vertically adjusted. Seating comfort is not so good in the rear, though, because the legroom is relatively limited (compared with rivals). The boot is nicely sized and shaped for a small family’s luggage and houses a full-size spare wheel, too.

The GTI specification list may not drip with nice-to-haves such as satellite navigation or park-distance control, but it certainly ticks most of the must-have boxes. Included are electric windows all-round, air-conditioning, electrically adjustable (heated) side mirrors, a radio/CD player and, on the safety side, four airbags.

Grip and grunt

The Volkswagen Polo GTI’s 110 kW and 220 Nm are delivered by a 1,8-litre turbocharged, four-cylinder petrol engine that is coupled with a five-speed manual transmission. The maximum torque figure is already available under 2 000 rpm, promising good low-down grunt. The raw performance figures are certainly good enough – the Volkswagen Polo GTI will sprint to 100 km/h in just over 8 seconds and reach a top speed of 216 km/h. What the figures don’t tell you is that the engine’s flexibility is impressive too, resulting in good overtaking acceleration. Furthermore, once it’s past the slight initial lag at very low revs, the power builds in a linear and very progressive fashion, and the engine remains responsive to throttle inputs across a wide rev range. This is just as well seeing as the transmission is neither particularly slick nor fast, with a typically Volkswagen, “chunky” shift action. Oh, and if you want your hot hatch to announce your arrival, then move on, because the Volkswagen Polo GTI is not very talkative through its exhaust.

The current Polo exhibits very good, stable road manners, and a comfortable ride quality. The emphasis during development was certainly on suppleness and safety. Consequently, the Volkswagen Polo GTI rides in a similarly refined manner, but never really engages the driver. The steering is reasonably well-weighted and precise but almost entirely devoid of feel, and understeer is inevitably the name of the game. This in itself is to be expected, but unfortunately the reality is that most rivals manage to at least “feel” more agile before their limits are reached. The Volkswagen Polo GTI is fast, certainly, and there’s good grip in the chassis even though the body roll may appear to indicate otherwise, but it just fails to entertain.

Volkswagen Polo GTI – Verdict

In many ways the Volkswagen Polo GTI is exactly as we expected – reasonably fast, well built and superbly comfortable to drive. Think of it as a upwardly mobile youngster’s executive express, and you won’t be inaccurate. But there’s a problem. You see, a few years ago, this is exactly what the Golf (4) GTI was about too. But Volkswagen itself has moved the game on recently with the fifth-generation Golf GTI, a car that is all those things, but agile and entertaining, too. Volkswagen has shown it can do fun and sophisticated at the same time. It has, however, failed to do so with the Volkswagen Polo GTI.

We like:

  • Quality interior
  • Power
  • Refinement
  • Comfort


We don’t like:

  • Body roll
  • Lack of emotion


Fast facts

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

Power: 110 kW @ 5 800 rpm

Torque: 220 Nm @ 1 950 rpm

Transmission: Five-speed manual

Wheels: 16-inch alloy

Top speed: 216 km/h

0-100 km/h: 8,2 seconds

Fuel economy: 7,8 litres/100 km

Source: www.um.co.za

Also consider:

  • Ford Fiesta ST: A real live-wire hot hatch that wears its heart on its sleeve… With its boy-racer looks the Fiesta ST is the more extroverted car, but it’s got the capability to back it up. The normally aspirated 2,0-litre engine delivers great power, and the underpinnings are pin-sharp too. Hard to beat.
  • Seat Ibiza 1,8T Cupra 3-dr: While Spain’s Seat still has to take root, this is one of the VW-owned brand’s more convincing offerings. The Cupra offers lots more power than the Polo and is dynamically also sharper. Can’t match the VW’s cabin, though.
  • Mini Cooper S: Demands a premium, of course, but is worth considering if you can afford it, because it is a properly entertaining little hatch that also has bags full of charm. The interior isn’t terribly practical, but it’s certainly not boring in there.

Daihatsu Terios 4×2 (2006) Driving Impression

Perhaps against all expectations, the first-generation Daihatsu Terios was a relative sales success in South Africa. Having a trusted badge on the nose helps, of course, but on the other hand there’s also clearly something appealing about a cute little quasi off-roader. Much is therefore expected of the second-generation Daihatsu Terios, which is significantly bigger and less “adorable”. In a market such as South Africa, where SUVs are desirable and affordability key, it looks set to score, big time.

Grown up looks for Daihatsu Terios

Whereas its predecessor looked almost laughably tiny (especially in terms of its width/height ratio), the newcomer has ditched this near-comical design theme for a far more grown-up look. For one, it is significantly wider (1 695 mm), which has brought some muscle to its stance. For the desired serious SUV look, the wheelarches are slightly accentuated, there’s a covered spare wheel on the tailgate, and the front and rear overhangs are very short. Now add 200 mm of ground clearance and chunky 16-inch alloy wheels, and it’s safe to say that showing up at the golf club in a Terios will no longer get you laughed at.

But by far the biggest step up has happened inside, where the Daihatsu Terios now compares favourably with vehicles one class up in terms of equipment, practicality, design and build quality. Of course, the plastics are of the hard variety, but the fit is excellent, with not a rattle to be heard. There’s also a fair degree of flair on display – the centre section of the facia is particularly neat, featuring a metallic grey surface and very nicely integrated audio and ventilation systems.

Given the compact dimensions on the outside, the Terios’s cabin space is quite surprising. Rear legroom is certainly sufficient for most families, and even the boot is of a decent size, the latter aided by not having to accommodate a spare wheel. The tailgate, by the way, swings open sideways, which is not a universally liked design. Load-carrying ability can be further boosted by folding down the 60/40 split rear seats.

At the price, the Daihatsu Terios has been fair with the standard specification – air-conditioning, electric windows, power steering, radio/CD, two airbags and ABS with EBD are part of the package. Add good seats and a nice driving position (although there’s no reach adjustment for the steering wheel) and the Terios can only score highly for cabin comfort…

Solid underpinnings

… but there is a downside. In 4×4 guise the Daihatsu Terios is a fairly serious little off-roader and one senses that this was a particular area of focus for the quirky Japanese brand, which is a Toyota subsidiary. The result is, however, that the 4×2 exhibits some of these hardcore genes, and this may not be appreciated by all those customers who are merely looking to substitute their traditional B- or C-segment hatchbacks for something that looks a bit more lifestyle oriented, but without a comfort sacrifice. The Daihatsu Terios ride is firm, which coupled with the short wheelbase, can result in a choppy ride on poor surfaces. And while the extra width has made the Daihatsu Terios a far more stable vehicle in general, the high centre of gravity remains quite pronounced in the corners. Overall, however, these should not be seen as deal breakers, as the Daihatsu Terios more than makes up for these niggles through the extra versatility brought by its high ground clearance and underpinnings that are very suitable to rough surfaces or poor roads – such as the odd pothole or mounting the pavement at the local gym.

Sufficient punch

Compact or not, the Terios is a fairly heavy machine with a weight of nearly 1,5 tonnes, which explains why it feels so solid. Consequently there were some concerns about the suitability of a relatively small, low output (77 kW) 1,5-litre petrol engine that delivers its torque (140 Nm) at fairly high revs. In reality, however, the Daihatsu Terios hardly ever feels underpowered. Sure, you need to use the revs if you’re in a hurry, which also sees the fuel consumption figure climb significantly, but during general driving the Terios feels quite sprightly, with a surprisingly sporty exhaust note. You should be able to sprint to 100 km/h in 12 seconds, but the short gearing, which partly gives the Daihatsu Terios its lively feel, does limit the top speed to 160 km/h. Expect to average around 9 litres/100 km during daily driving, which is quite high. Long-term running costs should, however, be very low. In typical Daihatsu fashion, the drivetrain feels unburstable. A 3 year/75 000 km service plan is included in addition to the 3 year/100 000 km warranty.

Daihatsu Terios – Verdict

Daihatsu is onto a winner with the Terios II. It somehow manages to be every bit as endearing as its forerunner, yet is also a far more serious, capable vehicle across a wide range of potential applications. Perhaps Daihatsu could have softened the ride somewhat and used front- instead of rear-wheel drive to save weight and improve the fuel economy, but overall, the pros far outweigh the cons. It is a genuine alternative to run-of-the-mill top-spec B-segment hatches, as well as entry-level C-segment cars. And it has almost no serious direct competition…

We like:

  • Build quality
  • Practicality
  • Value for money
  • Decent on/off-road dynamics

We don’t like:

  • Quite thirsty

Fast facts

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

Power: 77 kW @ 6 000 rpm

Torque: 140 Nm @ 4 400 rpm

Transmission: Five-speed manual

Wheels: 16-inch alloy

Top speed: 160 km/h

0-100 km/h: 12 seconds

Fuel economy:  8,61 litres/100 km

Source: www.um.co.za

Also consider:

  • Fiat Panda Climbing: The Terios doesn’t really have direct rivals, so the closest is this rather quirky Fiat, which simply can’t match the overall package on offer from Daihatsu.

 

Audi RS4 quattro (2006) Driving Impression

Every once in a while a car comes along that shakes up existing perceptions about the brand in question. There’s no point in dragging this out to the final paragraph, the Audi RS4 is just such a car. While this company has developed some truly fantastic cars in recent years, an engaging, fearsomely fast thunder saloon has not counted amongst them. That’s not to say Audi hasn’t tried. A number S- and RS-badged derivatives have seen the light of day and all of them have been fast, but they’ve never been dynamically convincing. Quattro all-wheel drive has been both a blessing and a curse, because while this system has endowed these cars with massive grip, the 50/50 torque split has generally also contributed to an early on-set of understeer and a heavy nose. At the same time, Audi has never managed to get the ride settings of its fast sedans properly sorted.

And yet, here we now have the Audi RS4, based on the pleasant but not class-leading A4, and it appears as if Audi has pulled a truly memorable machine out of the hat, one that will go down in history, along with its original Ur-Quattro, as an important step in the company’s rise to power in the premium segment. In fact, right now, the Audi RS4 could be one of the finest cars in the world at any price.

Audi RS4 has hardcore looks

Take one stock A4, widen the front and rear tracks by 37 mm and 47 mm respectively, lower the suspension by 30 mm, puff up the bumpers and wheelarches, fit some massive oval exhaust tips and voila you have an Audi RS4. Sounds simple enough, but the changes go far deeper. In the metal, the Audi RS4 is a breathtakingly aggressive thing. Those flared wheelarches and big wheels endow the RS4 with a muscular presence that belies the car’s mass-market roots.

Inside, Audi has come up with one of those typically restrained but beautifully detailed interiors that it has become so respected for. The basic layout remains pure A4, but the fitment of convincing-looking carbon-fibre and aluminium trim details and, in particular, that flat-bottomed three-spoke steering wheel, do give the Audi RS4 cabin a distinct character. Also important to note is that the seats have very heavily bolstered Recaro items that are optional overseas, but standard here.

That engine, that glorious engine

Audi’s well-known 4,2-litre V8 engine that also serves in the S4 is used in this model, but there have been some important changes, notably the fact that it now uses plenty of combustion technology from the brand’s Le Mans-winning racers. Power is up to a heady 309 kW and the torque figure is a claimed 430 Nm at 5 500 rpm. Don’t be misled by the high engine speed for the latter figure. More than 90% of the torque is already available from 2 250 and remains so all the way to 7 600 rpm. Speaking of engines speeds, Audi the RS4 engine spins to a heady 8 250 rpm, not something you see very often from a big V8 such as this.

Thumb that starter button and the V8 roars to life with the kind of aural accompaniment that is full of promise. Play with the throttle and marvel at the ease with which the needle swings around the dial, all the time accompanied by a magnificent roar and the occasional pop and crackle. The signs are promising indeed and then it gets better. While many performance cars of this nature now feature automatic or dual-shift transmissions, the Audi RS4 still makes use of an old-school six-speed manual gearbox. This will please driving enthusiasts endlessly.

This transmission fulfils a very important duty, as it sends all that power to all four of the RS4’s wheels via an upgraded version of the firms quattro all-wheel drive system. The system now features a default 40/60 front to rear power split with the aim of reducing understeer and improving actual steering accuracy. Further illustrating Audi’s intentions with this car is the Dynamic Ride Control system, which is essentially an hydraulically controlled active suspension system tasked with improving body control.

Audi RS4 is fun to drive

From the very first few metres most drivers will already know that the RS4 is the real thing. The ride is firm, but well-controlled, and the torque is available very low down. Flex your right ankle and the surge is immediate and relentless, all the time accompanied by that most fantastic engine sound. Around town the steering is surprisingly light, and it remains fairly numb even as the speeds rise, but that’s just about the only negative to be found in this dynamic package. With so much power on tap, one tends to arrive at corners faster than anticipated, but the massive ventilated discs (365 mm in front and 324 mm at the rear) are beautifully modulated via the centre pedal. Also impressing as you make your first steering input into a corner, is the accuracy from the helm, the lack of body roll and the humongous grip. And because of the combination of this accuracy and grip, one can use the car’s phenomenal power much earlier upon corner exit. It is a hugely engaging, thrilling driving experience, unlike any other fast Audi of recent years. Yes, you can even switch off the ESP system, and some tail-out antics are on offer, but only if you really push the envelope. This is still not a sideways machine.

Audi RS4 -Verdict

Where do we sign? Right now the Audi RS4 is vastly superior to anything else in its segment. In fact, it may just be more desirable than a good number of supposedly hardcore sportscars. The fact that BMW’s new M3 is still some months away, and Mercedes’ C55 AMG is not entirely convincing, certainly means that the competition is not as strong as it should be right now, but that takes nothing away from Audi’s remarkable achievement with the RS4. Future classic? Most definitely.

We like:

· Huge grip

· Cabin quality & comfort

· Exhaust sound

· Stunning performance

· Entertaining to drive

We don’t like:

· Numb steering

Fast facts

Engine:  4,2-litre, V8, petrol

Power:  309 kW @ 7 800 rpm

Torque: 430 Nm @ 5 500 rpm

Transmission: Six-speed manual

Wheels: 18-inch alloy

Top speed: 250 km/h

0-100 km/h:  4,8 seconds

Fuel economy: 13,4 litres/100 km

Source: www.um.co.za

Also consider:

· BMW M3: With the next-generation M3 still some months away, the current M3 is drawn into battle once more. It still retains massive appeal, mostly due to its combination of charismatic straight-six engine and rear-wheel drive, but it’s simply outgunned by the Audi RS4.

· Mercedes-Benz C55 AMG: A four-door sedan like the RS4, but it uses an automatic transmission instead of the Audi’s engaging manual. Not without its charms, but lacks the power and dynamic prowess of the Audi Rs4.

·Volvo S60 R: With only 220 kW from its turbocharged five-cylinder engine, the S60 R is not quite in the same performance league, yet also features a premium sedan interior, a manual gearbox and all-wheel drive. Suffers atrocious resale value, so represents a steal when picked up used.

 

Chevrolet Aveo 1.5 LT (2006) Driving Impression

Honesty and a down-to-earth character can still take you places, it seems. This may appear to be at odds with the superficial world we live in today, but the evidence, presented here in the instantly forgettable shape of the Chevrolet Aveo LT sedan, points to the fact that there are still a big number of people out there that place a premium on solid, no-nonsense values. The Aveo, which can trace its roots back to Daewoo compact cars such as the Lanos, is a big seller for Chevrolet and General Motors SA and deeper investigation soon reveals the reasons.

Big-car features for Chevrolet Aveo

Although the Chevrolet Aveo is very competitively priced, it nevertheless boasts some features you may usually only expect to find on bigger, more expensive cars. Climate control in a budget sedan is a big surprise, as is leather upholstery. The Chevrolet Aveo LT boasts both of these, in addition to electric windows and mirrors, fog lamps, remote central locking and a radio/CD player. Unfortunately the latter almost manages to spoil the surprisingly upmarket package because it is one of those old removable face-type systems, not a factory built-in unit.

Notwithstanding the aftermarket look of the audio system, there remains a sense of sitting in something of substance when sliding onto that leather seat for the first time. The cabin trim is predominantly black, but there are well-placed silver-painted sections to break the monotony. The instrumentation is comprehensive and neat, and there’s even a distance-to-empty meter, which is not a given in this segment. The driver’s seat is height adjustable, and the steering wheel can move up and down. In both instances the range of adjustment is somewhat limited, but the driving position is not too compromised, perhaps just a tad too high for some taller drivers.

Rear legroom is probably among the best in this class and the sensation of spaciousness is enhanced by the large glass area of the windows. The boot, too, is one of the biggest in this class and contains a full-size spare. This is all very important because it means the Chevrolet Aveo sedan is a genuine family friendly proposition.

Good economy, sufficient power

The Chevrolet Aveo LT is powered by Chevrolet’s E-Tec 1,5-litre, four-cylinder engine. There’s nothing special about this powerplant, and the outputs are relatively meagre, with only 62 kW and 128 Nm of torque being available. As with all E-Tec engines, the priority is to have enough torque on hand over a wide rev range, and to be as economical as possible. A 0-100 km/h time of 12,1 seconds is to be expected given the power outputs, but in reality the Chevrolet Aveo doesn’t feel that lethargic, and most of the target audience won’t care anyway. Far more important for them will be the news that it’s a nicely tractable little engine that responds keenly to throttle inputs higher up the rev range without the need for constant gear shifting. The five-speed manual transmission, by the way, is also generally precise and crisp in its shift action. And the economy? Well, an average of 8,0 litres/100 km may not seem that impressive these days, but the reality is that this figure is achievable, and can be bettered quite easily.

Chevrolet Aveo is a comfortable cruiser

The Chevrolet Aveo suspension has certainly been tuned with comfort top of mind. Its ability to glide over bigger bumps is almost SUV-like, in fact, and it retains this suppleness at higher speeds too, which makes it a very comfortable car to be in over longer distances. Unfortunately this softness is combined with relatively narrow track widths and seemingly not too much anti-roll ability built into the suspension. Consequently, there is a lot of body roll, which can be unnerving when pressing on, especially seeing as the electrically assisted steering is also neither the most communicative nor the most accurate in this class. No, this car prefers a take-it-easy approach, and when driven in such a manner will be an enjoyable road trip companion. In terms of safety, it boasts ABS to help avoid accidents, and dual front airbags in case you don’t.

Chevrolet Aveo – Verdict

It’s easy to ridicule seemingly forgettable cars such as the Chevrolet Aveo as having no place in the modern automotive landscape. But it’s not only the Aveo that continues to confound this logic. The Toyota Corolla, too, continues to sell well, while being as colourful as a cup of Horlicks. For many cash-strapped South Africans, the basics are still a priority. And these the Chevrolet Aveo do very well. It doesn’t pretend to be a stylistic masterpiece, nor does it attempt to be a fun car to drive. No, it offers economical, comfortable, spacious motoring in a package that is well-priced and seemingly very reliable. Yes, there’s still common sense left in the world.

We like:

· Honest value

· Build quality

· Spaciousness

· Standard features

We don’t like:

· Forgettable looks

· Body roll

· Aftermarket audio system

Fast facts

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

Power: 62 kW @ 5 600 rpm

Torque: 128 Nm @ 3 000 rpm

Transmission: Five-speed manual

Wheels: 14-inch alloy

Top speed: 177 km/h

0-100 km/h: 12,1 seconds

Fuel economy: 8 litres/100 km

Source: www.um.co.za

Also consider:

· Toyota Yaris T3+ Sedan: Although the Toyota only has a 1,3-litre petrol engine, it delivers more eager performance. The rest of the package is more modern than the Aveo, too, and it is particularly the refinement and ride comfort that impress. A service plan is standard.

· VW Polo Classic 1,6 Trendline: The Polo is a classy offering, even though it lacks much of the features offered by the competition, including air-conditioning and an audio system. A service plan is also optional. Has a bigger, more powerful engine, so performance is livelier.

· Hyundai Accent 1,6 GLS HS: The Accent has matured into quite a stylish, well-specified offering. In its latest guise it offers a blend of power and standard specification that is not easily matched in this segment. The boot is spacious, too, and a service plan is included.

 

 

Mercedes-Benz E63 AMG SpeedShift 7G-tronic (2006) Driving Impression

So you thought the big-displacement V8 engine was dead, didn’t you? You can be forgiven, because it’s a fair assumption to make. After all, we live in the era of the so-called “greening” of the automobile, where horsepower is out and low CO2 figures are in. And you’d think that uber-conservative Mercedes-Benz would lead the pack in the revolution. Wrong again. What we have here is borderline ridiculous – a high-performance E-Class sedan powered by an all-new 6,3-litre V8, which replaces the previously used (and much loved) supercharged 5,5-litre. Is there any method in this apparent madness? Is it perhaps the V8’s last hurrah? Has Mercedes-Benz become so open-minded that its brain has fallen out? This is the Mercedes-Benz E63 AMG…

Smoke and thunder for Mercedes-Benz E63 AMG

Seeing as the Mercedes-Benz E63 AMG looks much the same as its E55 AMG predecessor, let’s examine that startling engine first. You could say it is a symbol of the growing importance of the AMG division within the greater Mercedes-Benz organisation. Why? Because it would appear that Mercedes is serious about building AMG into a true competitor to BMW’s much-loved M-division. This is in fact the first engine that was developed in-house, entirely by AMG. It must have ignited quite a boardroom debate when it first appeared on the agenda, seeing as it seemingly goes into an entirely opposite direction to prevailing engine technology trends. But AMG won the day, and we suspect it has much to do with the fact that the new engine is not only lighter than the outgoing 5,5-litre, but also more powerful and more environmentally friendly.

It transmits a whopping 378 kW and 620 Nm of torque to the rear wheels via a new AMG-fettled version of the company’s 7-speed automatic transmission. For sake of preserving tyre life, traction control is fitted, but there is no limited slip differential. Unlike many other V8s, this AMG unit is not lazy at all – it  loves to rev all the way to its power peak at 6 800 rpm. The performance is ferocious. Get the launch right – not easy, because breaking traction is a given – and you could blast to 100 km/h in 4,5 seconds. The top speed is limited to 250 km/h but judging by how hard it is still accelerating when it hits the limiter, there’s plenty more to come.

It’s not only the relentless power delivery and acceleration that will haunt you for days, but also the sound. Is this the best-sounding V8 on the market at the moment? Very possibly, and it has much to do with the fact that it is naturally aspirated. At start-up, there’s a bassy, deep rumble that conveys the serious threat of violence still to come. Jab at the throttle and quad exhausts emit an almighty roar. During steady speed cruising the engine is remarkably silent, but the roar is never more than a flex of the right foot away. It is a seriously addictive soundtrack.

Fun to hustle

At 1 840 kg, the Mercedes-Benz E63 AMG is not a lightweight sportscar, so if you expect it to handle like one, you’re just being unfair. Nevertheless, this hasn’t stopped AMG from tightening things up, with particular attention having been paid to the Airmatic air-suspension system. Mercedes says the set-up is now far more hardcore in Sport mode, yet it retains its near waft-like ability in the Comfort setting. Certainly, in its stiffest mode the E63 feels very stable as you barrel into a corner, and it resists body roll exceptionally well. The brakes, too, are phenomenally powerful. Unfortunately the middle part of cornering hard doesn’t go as well…

You see, the steering is still too light and too vague, which results in the big sedan being tricky to place. The problem is exacerbated by an over-eager throttle, which makes it rather tricky to smoothly feed in the power. Get it right, however, and the Mercedes-Benz E63 AMG will leave you near breathless with excitement, with the thunderous roar and slight twitch at the rear as you lay down the rubber upon corner exit being the cherry on the cake. At this point we must also applaud the transmission, which is a significant improvement on what was used before. The SpeedShift sequential mode works a treat, aided by the inclusion of proper shift paddles rather than buttons.

Mercedes-Benz E63 AMG – Verdict

The muscle car lives on. Sure, the Mercedes-Benz E63 AMG may not have the dynamic finesse of a BMW M5, but then it’s far more enjoyable in other respects – especially in terms of the transmission’s everyday usability and comfort. Besides the phenomenal power, great sound and good ride/handling compromise, the E63 remains desirable for all the reasons that make the E-Class so popular – it is immensely comfortable, loaded with features, and should have very solid residuals. The big-block V8 lives on. Thank goodness…

We like:

  • Understated, but appealing looks
  • Phenomenal performance
  • Engine sound
  • Standard specification
  • Ride/handling balance


We don’t like:

  • Slow, numb steering


Fast facts

Engine: 6,2-litre, V8, petrol

Power: 378 kW @ 6 800 rpm

Torque: 630 Nm @ 5 200 rpm

Transmission: Seven-speed automatic

Wheels: 18-inch alloy

Top speed: 255 km/h

0-100 km/h: 4,5 seconds

Fuel economy:  15,3 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW M5: For some, there is nothing to match the high-tech, V10-powered rocketship that is the BMW M5. For others, it has become simply too complicated, and especially the 7-speed SMG transmission has many detractors. Superb piece of engineering, though.
  • Jaguar S-Type R: Often forgotten, but the Jaguar is not without its charms. The old-school looks (inside and out) hide a car that is surprisingly fun to hustle. It can’t match the power outputs of newer German rivals, but then it is also a lot cheaper. A used bargain.
  • Chrysler 300C SRT-8: Brand new on the scene, and it certainly looks the part. The SRT-8 has plenty power and is loaded with features, yet costs significantly less than the others. The downsides are a not-so-special interior and “lazy” handling.

Toyota RAV4 2.2 D-4D GX 4×4 (2006) Driving Impression

It’s really hard to imagine an automotive world without compact SUVs, isn’t it? But pre-1994, that was exactly the situation. Families looking for a practical all-in-one vehicle either had to go the station wagon route, or opt for a sedan and, perhaps, a double-cab pick-up. Little did Toyota know then that its first-generation Toyota RAV4 would start a trend that now sees every major motoring manufacturer worth its salt offering a similar vehicle. The Toyota RAV4, then, was a breakthrough product not only for traditionally conservative Toyota, but also for the automotive industry as a whole. Now the question is whether the third-generation RAV4 can win back the crown that Toyota forged in the first place, but has since lost to the likes of Nissan and Honda.

Toyota RAV4 heading upmarket

Unlike its comparatively youthful forerunners, the new Toyota RAV4 is a more mature product. There’s nothing quirky about it. This is not to say it is not attractive. Riding on 17-inch alloy wheels, featuring softly rounded contours and with that particularly attractive rear end with its tailgate-mounted spare wheel, the Toyota RAV4 looks like a product from a higher (read, more expensive) segment of the market.

If anything, that impression is further reinforced inside a cabin that must surely be class-leading. Toyota has clearly learnt many lessons through its Lexus products, because the RAV4 facia is constructed using fine materials and boasts excellent fit and finish. Even the instrumentation looks Lexus-like, boasting smart chronograph-like detailing and soft orange backlighting. There are numerous other clever and stylish details – a secondary lidded storage compartment is fitted above the traditional glove box, for example.

Thought has also clearly gone into the rear of the cabin. The rear seats can slide forwards or backwards, allowing occupants to tailor their legroom or to allow for more packing space in the boot. The seats also fold flat to allow for bigger objects to be accommodated. Space all-round is excellent, and seating comfort probably without equal in this segment.

Toyota is often criticised for being relatively “stingy” when it comes to standard equipment, but the Toyota RAV4 GX boasts all the must-haves, and a fair bit more. There are no fewer than seven airbags (including a knee airbag), rake and reach adjustable steering, electric windows and mirrors, an impressive radio/CD player, air-conditioning and fog-lamps all-round. A pity there are no remote audio controls, though, as the RAV4’s audio controls are a bit of a stretch. Of course, we’ve become spoilt in this regard.

Compared with many of its rivals, then, the sophistication of the RAV4’s interior will come as a big surprise.

Power and refinement

The good news continues under the bonnet. Powered by the same 2,2-litre turbodiesel that also does duty in the Avensis, the Toyota RAV4 GX has 100 kW of power and 310 Nm of torque at its disposal. Toyota claims a 0-100 km/h time of 10,5 seconds, which is impressive in this segment. On the road, the RAV4 feels every bit as lively as those figures suggest. The engine is mated with a six-speed manual transmission which seems to be ideally geared for quick progress in town, but also economical cruising. In fact, with a fuel consumption figure of 6,6 litres/100 km the Toyota RAV4 also rates as one of the most economical vehicles in its class. What all the figures don’t tell you, however, is that the most impressive aspect of this engine is neither its power, nor its economy, but its refinement. It revs freely and easily and while it emits some diesel clatter at low speed, at the national limit it is just about inaudible.

Alas, there is one major hiccup. The clutch action is abrupt, something which may lead to regular stalling. As is the case with many manual-transmission turbodiesels, smooth and dignified pull-aways take a while to perfect in the Toyota RAV4. An automatic would actually suit its refined character far better.

On-/off-road balance

Although the new Toyota RAV4 rides on big 17-inch wheels, the tyres boast substantial sidewalls, which is always a good sign and indicative of a manufacturer that has prioritised ride comfort. The Toyota RAV4 certainly delivers on that promise, as ride comfort is exemplary – its smoothness and composure can rival many a medium sedan, in fact. Further boosting comfort levels is the excellent NVH (noise, vibration, harshness) control.

Unlike some rivals, the new Toyota RAV4 retains promising off-road credentials. It features a so-called Active Drive system that automatically switches between front- and all-wheel drive as the prevailing driving situation demands. Should the driver wish to head onto more challenging terrain, he (or she) can lock the system into a 55/45 torque split by pressing a 4WD Lock button. Overall, the RAV4 remains one of the best of its kind if you want to get the tyres dirty, even though the relatively poor ground clearance of 180 mm seems to indicate otherwise. The approach/departure angles are actually very good.

Toyota RAV4 GX – Verdict

This is a product that is very hard to fault. Toyota has used its head start in this segment to good effect, and the third-generation model again nudges the bar a fair bit higher. There is currently no other compact SUV that so effortlessly combines the best attributes of a sedan and a proper SUV as the Toyota RAV4. It is well-priced, too, and comes with that Toyota reputation for reliability and a large servicing network. You can’t really go wrong here.

We like:

  • Refinement
  • Comfort
  • Facia design
  • Safety specification
  • Good off-road

We don’t like:

  • Clutch/gearbox tricky to modulate
  • No remote audio controls


Fast facts

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

Power: 100 kW @ 3 600 rpm

Torque: 310 Nm @ 2 000 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

Top speed: 180 km/h

0-100 km/h: 10,5 seconds

Fuel economy: 6,6 litres/100 km

Source: www.um.co.za

Also consider:

  • Nissan X-Trail 2,2D SEL: Nissan’s ageing top seller is still a credible rival, but only just. Its 2,2-litre engine is refined, but lacks power and the cabin certainly can’t match the RAV4’s for sophistication and flexibility.
  • Jeep Cherokee Sport CRD: Has lots of street cred, but Jeep’s Cherokee is now outdated. The engine is torquey, though, and there’s commendable off-road ability, but the Toyota is a superior product in almost every other way, but particularly when it comes to refinement and comfort.