Hyundai Getz 1,4 GL (2006) Driving Impression

Although the rise of Hyundai has been gathering pace almost since the very first Elantras started reaching South Africa’s shores, two models can really be credited with changing perceptions and boosting sales volumes beyond expectations. The first, the Tucson, has become quite a desirable little crossover, and sells in large numbers. The second is the Hyundai Getz compact hatchback, a product which, with its honesty, quality and decent specification has quickly found favour with South Africans shopping at the lower end of the market. Now revised and boasting a new entry level engine, does the Hyundai Getz still cut the mustard against a growing crop of lightweights?

Subtle styling tweaks for Hyundai Getz

The Hyundai Getz has never been a design marvel, eschewing flamboyance for a straight-cut, no-nonsense look that is actually refreshing in its simplicity. Perhaps surprisingly, its lack of flair has not hampered it in the marketplace. As far as mid-life facelifts go, the Getz’s has been relatively minor. The front-end, with its new grille and headlamps is slightly curvier than before and there are minor detail changes to the rear, but you’d be hard-pressed to notice those. Overall, one senses that the facelift attempts to answer styling questions that nobody had really asked… That said, the Hyundai Getz looks appreciably upmarket even though it rides on skinny plastic-capped 14-inch steel wheels. The comprehensive colour coding (extending to the side mirror housings) and front foglamps play a big part in this.

The interior changes are similarly subtle. As with the original exterior, the facia design-theme doesn’t feature any curves, but it nevertheless looks attractive. The biggest change is the fact that the revised instrument cluster now features a rev counter. One of the Getz’s big attractions has always been the perceived quality offered by the interior. In short, this doesn’t feel like an entry level product – the quality of materials is good, and so are the fit and finish. Small touches such as cloth padding on the doors go a long way… The only jarring note, really, is that an aftermarket audio system is likely to clash with the overall conservatism of the facia.

Compromised accommodation

Unlike the similarly sized Honda Jazz which hides its petrol tank under the front seats and can consequently offer very clever rear seats, the Hyundai Getz doesn’t feature any clever packaging tricks. As a result, and also as a consequence of a relatively short wheelbase, the Getz isn’t quite as practical as its boxy looks may lead you to think. The driving position is elevated and the footwell isn’t deep, so one tends to move the seat back quite far. This highlights the lack of reach adjustment on the steering wheel, and also compromises rear passenger space, which will be too tight for some families. The boot, too, is rather small, but at least there’s a full-size spare wheel.

At the price, however, the standard specification goes a long way to making up for the Getz’s packaging concerns. A radio is optional, but air-conditioning, electric windows all-round, central locking and power steering are all part of the deal. Unfortunately, the Hyundai Getz lacks ABS but at least there’s a driver’s airbag.

New motivation

Of course, the biggest change has taken place under the bonnet, with a new 1,4-litre engine replacing the previously used 1,3. The new engine doesn’t only offer an increased capacity, but also four-valves-per-cylinder, compared with the three of before, as well as an extra camshaft. This far more modern unit therefore provides not only more power and torque (71 kW and 125 Nm), but also better refinement and excellent economy. It’s a thoroughly high-tech unit at this side of the price scale. The engine is mated with a five-speed manual transmission that is similarly rubbery in its shift action to other Hyundai/Kia gearboxes.

With its new heart, the Hyundai Getz feels significantly livelier than before, subjectively feeling nippier than even Hyundai’s performance claims suggest. The power delivery is smooth and linear, too, and contributes to the overall feeling of being inside a more expensive vehicle than it really is. Hyundai claims a combined cycle fuel economy figure of 7,9 litres/100 km which is quite high, but at least realistic. Careful drivers should be able to match this.

Beyond the engine, Hyundai has not fiddled too much with the underpinnings. The steering is still hydraulically power assisted and consequently provides good feel and accuracy. The braking system still makes use of drums at the rear and there’s no ABS, so is not the most confidence-inspiring. And the ride is on the firm side at low speed, but smoothes out considerably when driving faster. Wind-, road- and mechanical noise are well-suppressed. Overall, the Hyundai Getz is an enjoyable, economical daily driver.

Hyundai Getz – Verdict

Hyundai has wisely not fiddled too much with a winning recipe. The Hyundai Getz remains the solid, honest and capable city car it has always been, but now just offers a better performance/economy balance and some extra refinement. It’s certainly not perfect (the driving position and interior packaging could easily be improved) but at the price it is hard to beat this car’s overall package, particularly when taking into account that Hyundai Getz owners appear to be a very happy bunch – apparently these cars almost never go wrong.

We like:

  • Build quality
  • Performance/economy balance
  • Upmarket interior


We don’t like:

  • Small boot
  • No ABS


Fast facts

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

Power: 71 kW @ 6 000 rpm

Torque: 125 Nm @ 3 200 rpm

Transmission: Five-speed manual

Wheels: 14-inch steel

Top speed: 174 km/h

0-100 km/h: 11,2 seconds

Fuel economy: 7,9 litres/100 km

Source: www.um.co.a

Also consider:

  • Ford Fiesta 1,4i: Lacks the Hyundai’s standard specification and can’t match its power, either, but the Ford is an attractive option, with smart looks and a lovely ride/handling balance.
  • Daihatsu Sirion 1,3 CX: Remains a strong proposition mostly due to its spacious cabin (albeit at the cost of boot space). Also offers a very comprehensive standards specification list.
  • Renault Clio 1,2 VaVaVoom: The Clio may offer significantly less powerful, but it doesn’t feel noticeably underpowered. Boasts comprehensive standard specification and is an enjoyable drive.

Volkswagen Jetta 1,6 Comfortline (2006) Driving Impression

My, how you’ve grown! It’s the size of the new Volkswagen Jetta that strikes you first. Parked next to a first-generation Jetta, which later was marketed here as the Fox, the latest version of Volkswagen’s popular family sedan is starting to edge closer and closer to the D-segment, where you’ll find such offerings as the Honda Accord and Mazda6. In a way that also explains the controversial price positioning of the new Volkswagen Jetta – it occupies a gap between its original rivals (Focus, Astra, Corolla etc) and those of a higher class. Volkswagen, of course, explains the high price by saying it is not only about size, but also premium build quality. Do they have a point or is the new Volkswagen Jetta simply priced beyond its station?

Size, presence and class for Volkswagen Jetta

In truth, much of the Jetta’s visual “girth” is the result of its design, not necessarily its physical dimensions. At 4 554 mm in length, it is not significantly longer than most of its rivals, but because the boot section “looks” so long and the wheelbase is relatively short (2 578 mm), the car appears bigger overall. Overall, the Volkswagen Jetta looks rather upmarket, offering conservatism, but also a measure of elegance. The use of chrome to give the Jetta a distinctive persona has been particularly effective, especially around the grille area. At the rear it gains the circular detailing in the tail lamps that have become the norm with most new-generation Volkswagens. Of course, the Golf roots are obvious, but Jetta does indeed possess some design character of its own.

Ignore the massive boot – capable of swallowing 527 L-worth of luggage – and the cabin is pretty much standard Golf fare, which is certainly not a criticism given the popular hatchback’s enviable perceived quality and high comfort levels. The facia design is actually not dissimilar to the Touran MPV’s, and this means that the controls are placed nice and high, within easy reach. All the surfaces that are touched often boast a premium, “silky” feel that boosts the ambience into the near-premium class. In that regard Volkwagen’s promise of a higher quality B-segment sedan has certainly been fulfilled, because the Volkswagen Jetta does a good job of feeling like a junior Audi inside.

Comfort levels are exceptionally high, even though the standard specification is not particularly generous (more of that later). Volkswagen products always offer excellent seating and the Jetta’s are no different, offering superb long-distance comfort and impressive support. The steering wheel is adjustable for rake and rearch, further boosting comfort levels. Those seated in the back will also have very little to complain about, even though leg room is ultimately no better than most of its B-segment rivals – a surprise to some given the vehicle’s visual size.

Down on power?

Weighing in at just under 1,3 tonnes, the Volkswagen Jetta seemingly isn’t too obese, but nevertheless there were concerns that the marque’s 75 kW 1,6-litre petrol engine would struggle moving the big body around, especially at altitude. The torque figure, too, seems unimpressive, with 148 Nm only being on tap at a relatively high 3 800 rpm.

It’s fair to say that sprinting ability is unlikely to be a high priority for most target consumers, but for what it’s worth, the 0-100 km/h time of 12,2 seconds is significantly slower than most price competitors. Far more worrying is the overtaking punch as this is a car that just begs to be loaded to the brim and taken on a long-distance holiday. The engine is certainly refined, and very quiet when cruising, but there is not much power left at higher speeds to effect safe overtaking manoeuvres. You will have to stir the typically notchy (for a VW) five-speed ‘box often. The upside is exceptional fuel economy – a figure of 7,4 L/100 km is quoted.

Comfortable, plush ride

Volkswagen rediscovered its ride/handling mojo with the Golf 5 and thankfully the Jetta has benefited from this. The ride set-up is on the soft side, as is required by the target audience, but it’s also very stable and doesn’t exhibit too much bodyroll – mainly as a result of the advanced multi-link rear suspension set-up. It really is a lovely cruiser, with the suspension’s suppleness seemingly ironing out any road imperfections while also staying impressively quiet. In fact, the low levels of NVH (noise, vibration, harshness) add further credence to Volkswagen’s claim that the Jetta is of a higher class.

Volkswagen Jetta – Verdict

In the end, the market will judge the Jetta not by what VW says the yardsticks should be, but by what they really are in terms of real-world rivals such as the new Honda Civic, Ford Focus and Toyota Corolla. Against these products the Volkswagen Jetta seemingly offers superior ride quality, refinement and interior ambience. With six airbags it also boats good safety spec. But there are some flaws too… While the boot is big the cabin space is not class-leading. The engine is certainly refined and frugal, but it lacks power, particularly at altitude, which limits its appeal as a long-distance family car. And perhaps most importantly, given its high price, the standard specification is rather meagre – even a multi-function steering wheel is optional. Overall, the Volkswagen Jetta perhaps just falls short of offering an entirely convincing value for money case.

We like:

  • Conservative, classy looks
  • Massive boot
  • Very comfortable interior
  • Likely resale value


We don’t like:

  • Price
  • Lack of power


Fast facts

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

Power: 75 kW @ 5 600 rpm

Torque: 148 Nm @ 3 800 rpm

Transmission: Five-speed manual

Wheels: 16-inch alloy

Top speed: 186 km/h

0-100 km/h: 12,2 seconds

Fuel economy:  7,4 litres/100 km

Source: www.um.co.za

Also consider:

  • Honda Civic 1,8i-VTEC VXI: Brand new and of significantly higher specification. The quasi-concept car looks will be a turn-off for some, but at least it shows some character. Engine is beautifully refined and punchy. Expensive, but the quality is good, too.
  • Ford Focus 2,0 Trendline: Ford’s competitor offers significantly more power at a lower price. Trendline specification is however not particularly generous (but then neither is VW’s Comfortline) and the Focus struggles to match the Jetta’s overall feel of refinement and sophistication.
  • Toyota Corolla 180i GSX: For even less money you can have a 1,6-litre Corolla, one of the country’s top-selling cars, but the 1,8-litre model is also well-priced. It is now a slightly outdated offering, and a new model isn’t too far away. Good spec and reliability, but the cabin lacks refinement and sophistication.

VW Polo now with 6 speed automatic

As one of the fore-runners in auto technology and advancement, the VW Polo is now the first car in it’s class to offer 6-speed automatic transmission. Furthermore, a 1.6 litre engine is now also in the choice offering. These features and comforts are usually reserved for much larger and more expensive cars, so to have these luxuries in such a small car is truly rare.

VW Polo goes automatic

The gears on the 6-speed automatic include: P-R-N-D-S. The sport mode will change the settings on the gearbox to change gears at a higher engine speed and the 5th gear will become the highest gear. This feature is also available in tip-tronic.

The engine has it’s own impressive features, with 0-100km/h in just 11.3 seconds and a top speed of 187km/h. One of the features that customers have come to expect from the Polo and that is obviously still there, is its fuel efficiency. At just 7.4 litres per 100km the VW Polo has retained one of it’s strongest selling points.

Honda Accord 2,4 Executive Automatic (2006) Driving Impression

It’s amazing what a little piece of chrome on a car’s nose can do… The rapid growth in the popularity of German executive sedans has all but wiped out the market for larger, better-equipped sedans from “lesser” brands such as Toyota, Ford and Opel, once staples of this segment. In contrast, the appeal of the Audi, Mercedes-Benz or BMW badge is so strong that even a dearth of luxury features appears not to be much of a hindrance on dealership floors. In fact, these brands use the opportunity to rake in even more cash by selling expensive extras from long options lists. For the few shoppers out there that do not care much for badge snobbery, there are some surprisingly capable and attractive offerings to choose from, all of which offer more car for the same money as the Germans. One of these is the dashing Honda Accord.

Edgy design for Honda Accord

Developed to be sold under the premium “Acura” label in America, where it goes head to head with the aforementioned Germans, the Honda Accord is a striking car with a strong character. The lines are crisp, the proportions neat and there’s a hint of stealth-fighter in the way the different surfaces join up. The recent facelift brought a number of refinements (to the bumpers mostly), and also very neat 17-inch multi-spoke alloy wheels.

Because of its well-proportioned design and overall elegance, it doesn’t look as big as it really is. Measuring in at 4 665 mm in length, and with a wheelbase of 2 680 mm, the Honda Accord is a family sized sedan that offers good, if not excellent rear legroom, and a decently sized boot that can accommodate 459-litres worth of luggage. Just a pity that the spare wheel is of the space-saver variety.

The cabin will impress owners of the Accord’s German rivals. The textures of the plastics are all first-class, and the fit of the various trim pieces is really superb, perhaps better than what you’d find in an Audi… and that says a lot! The Honda Accord Executive trim level is of the full-house variety, and includes such items as leather upholstery, heated front seats, an electrically adjustable driver’s seat (including height), cruise control, climate control, a six-disc CD changer and six airbags among other items. Perhaps two items should have been included to make it unbeatable – satellite navigation, and an automatic door locking/unlocking function.

Honda Accord features refined drivetrain

Under the long bonnet is Honda’s 2,4-litre, four-cylinder petrol engine, a superbly refined unit that develops an impressive 140 kW and 223 Nm of torque, the latter figure at a relatively high 4 500 rpm. The engine is mated with a straightforward five-speed automatic transmission that sends power to the front wheels. It also offers a manual-shift function.

Against the clock, the Honda Accord is a deceptively fast sprinter. It can run to 100 km/h from rest in well under ten seconds, but because the cabin is so quiet and the gearshifts so slick, it feels rather pedestrian. Clearly, however, the performance is there. When cruising at near the national speed limit, and attempting to overtake, the initial slight lag in the power delivery may be a worry, but you soon learn to trust the transmission. Its ratios are very well-matched to the engine, and it generally quickly finds the right gear for the particular driving situation.

Large-capacity, four-cylinder petrol engines are usually rather thirsty, and this Honda Accord is too if you regularly exploit its performance potential to the fullest. Drive sedately, or even just normally, however, and you should get close the figure of 9,4 litres/100 km, which is more than acceptable for this kind of car.

Safe, predictable handling

From behind the wheel the Honda Accord delivers an overwhelming sense of refinement. From the way the controls all operate with the same solidity and weighting, to the way the suspension irons out road imperfections, low-profile 17-inch wheels notwithstanding, the Accord comes across as a premium product. Yes, it may lack the ultimate driver engagement offered by the BMW 3 Series, for example, but it’s dynamically every bit as good as the Audi A4. The way in which it feels at once solid and planted, yet also agile, is deeply impressive. Of course, a quick look at the specification sheet will confirm that this is a sophisticated car – there are stabiliser bars at both ends, and the rear features a multi-link suspension set-up. An electronic stability programme (VSA) is also fitted for extra peace of mind.

Honda Accord – Verdict

The Honda Accord is an incredibly difficult car to fault. Its flaws are so small they’re essentially negligible, while the list of talents is a long one. It is beautifully built, as good as anything on offer from the Germans, and backs up this perceived quality with the level of refinement and polish that leave most rivals in its wake. Yes, the Honda badge may not make the neighbours as envious as you’d like, and consequently, the Accord will likely be punished unfairly with poor residual value, but whether bought new or used, this car will give its owner great satisfaction. After all, knowing that you’ve bought one of the best cars on the market, at any price, should be more important than out-snobbing the neighbours.

We like:

· Quality

· Refinement

· Cabin comfort

· Large boot

· Equipment levels

We don’t like:

· Lack of torque low-down

· Likely resale

Fast facts

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

Power: 140 kW @ 6 800 rpm

Torque: 223 Nm @ 4 500 rpm

Transmission: Five-speed automatic

Wheels: 17-inch alloy

Top speed: 227 km/h

0-100 km/h: 9,2 seconds

Fuel economy: 9,4 litres/100 km

Source: www.um.co.za

Also consider:

· Volkswagen Passat 2,0 FSI Comfortline Tiptronic: The latest Passat is a significantly more upmarket product than before, but still on the staid side. That said, the boot is huge, the rear legroom of the stretch-out variety and the ride comfort excellent. Can’t match the Honda’s performance, however.

· Volvo S40 2,4 Geartronic: This Swede has been a popular choice in South Africa since its introduction, but as a family sedan it’s not quite as accomplished as the Honda, or Volkswagen, because it lacks rear legroom and boot space. If these are not priorities, then it deserves serious consideration.

· Toyota Avensis 2,4 Exclusive: A brand new contender that is nicely spacious, packed with equipment and very comfortable. Unfortunately, it lacks design appeal and it is rather pricey.

 

 

Ford Focus ST (2006) Driving Impression

Slowly but surely the Fast Ford is regaining lost ground in South Africa. There was a time when the blue oval’s sporty XR models were among the most desirable in the marketplace, but a tough decade or two, as well as some dubious marketing decisions have seen the likes of Volkswagen and Opel, nevermind Renault, race into the hearts of South Africa’s petrolheads. Leading the comeback is this car, the Ford Focus ST, already a highly acclaimed rival for Volkswagen’s dominant Golf GTI. How does the new Ford Focus compare?

Ford Focus ST is a restrained boy racer

Although there are hot hatches out there that look more aggressive than the Ford Focus ST (yes you, Renault Megane and Opel Astra OPC), the Ford toes a delicate line between being too restrained and over-the-top. Which way the pendulum ends up swinging is very much up to your choice of colour – go for the very bright orange hue, and whatever conservatism there may be in the general design goes out the window, because this colour highlights some dubious body kit add-ons, such as the oversized rear wing and the strakes behind the rear wheels. Go for a darker colour, and these items are almost invisible, and the Ford Focus ST then relies on particularly its 18-inch alloy wheels and large exhaust outlets to grab attention.

A similar theme of restraint, punctuated by a few questionable details such as a pod with three extra gauges on top of the facia, and orange seat trim inserts, is to be found in the cabin. The expected hot hatch addenda are all there – different steering wheel, metal gearknob and drilled pedals – but there’s precious little to really lift the cabin out of its mass-market origins. In fact, the Ford Focus ST facia appears to be dating rather fast. And although soft-touch materials are used in the upper areas of the facia, the perceived build quality could be better.

The driving position, a crucial element to get right in a performance-oriented car, is not quite spot-on. Yes, there’s plenty of adjustment from the steering wheel and the seat, but the latter doesn’t adjust low enough, so one never feels quite settled behind the wheel when pushing on. So far, then, the Ford Focus ST is not entirely convincing, but the good news is that the criticisms pretty much stop here.

Ford Fiesta ST fitted with charismatic engine

The Focus ST’s 166 kW of power and 320 Nm of torque is churned out by a five-cylinder, turbocharged 2,5-litre engine, whereas most of the competition has gone for smaller capacity, four-cylinder units. The choice of powerplant immediately lends the Ford Focus ST quite a distinctive character. The engine has a raspy, racy sound to it, and can even emit the odd crackle and pop when pushed really hard. Power goes to the front wheels via a six-speed manual transmission that is generally slick and fast enough, although it can feel a trifle clunky at times, especially during down-shifting.

What is particularly impressive about the engine is the fact that, under hard acceleration, there is nary a hint of torque steer, which plagues so many powerful front-wheel drive cars. The steering does communicate the fact that there’s a lot of power going to the front wheels, but it never wrestles you for control. And once you’re through this phase of “dumping the clutch”, the power delivery remains smooth and linear, all the way to the red line, at which point it also sounds glorious.

Delicate ride & handling balance

With the previous-generation Focus, and particularly the highly regarded ST170 model, Ford’s so-called “control blade” multi-link rear suspension system garnered lots of applause for its ability to generate plenty of grip, great cornering composure and a sense of agility. The latest Ford Focus ST is a heavier car, and yet it still feels remarkably light on its, er, tyres. Yes, the engine’s weight is noticeable on the front wheels and ultimately understeer is quite pronounced at the limit, but all the way up there the Focus feels neutral, keen to change direction and very stable upon braking for a corner. The lack of disconcerting body movement does come at a slight cost of low-speed suppleness, however, and consequently poor road surfaces are felt inside the cabin. But at higher speeds the suspension regains its ability smooth out the tarmac. Taken as a whole, only the Golf GTI really manages to achieve a similar compromise, one that would please both hardcore boy racers, and the upwardly mobile, performance-oriented sophisticate.

Ford Focus ST – Verdict

In many ways the Ford Focus ST recipe is similar to the Golf GTI’s. The styling is not too outlandish. The cabin retains much of its practicality. And the ride comfort and everyday driving character have not been compromised too much. What distinguishes the Focus from the Golf, however, is that it just pushes the envelope that little bit further in each department. The ride is a little firmer… the engine a trifle louder and more powerful… the styling slightly more extroverted etc. Whether you fall for its undoubted charms will depend very much on your own personality. The Ford Focus ST will appeal to those who want hot hatch performance, but also to retain much of the practicality. And they’d like to do that by not buying a Golf GTI…

We like:

· Raspy engine note

· Strong performance

· Supple, yet nicely balanced suspension

· Cabin comfort

We don’t like:

· Dated facia

· Driving position

Fast facts

Engine: 2,5-litre, five-cylinder, turbopetrol

Power: 166 kW @ 6 000 rpm

Torque: 320 Nm @ 1 600 rpm

Transmission: six-speed manual

Wheels: 18-inch alloy

Top speed: 241 km/h

0-100 km/h: 6,8 seconds

Fuel economy: 9,3 litres/100 km

Source: www.um.co.za

Also consider:

· Volkswagen Golf (5) GTI: A real return to form for Volkswagen’s iconic hot hatch. The GTI may not quite have the Focus’s power, but it doesn’t feel that much slower and is a beautifully balanced car overall, with a superior cabin.

· RenaultSport Megane 2,0T 5-dr: Also boasts five-door practicality and similar power to the Focus ST. Performance figures are similar, too, and the Megane is a more luxurious offering overall. Remains one of the best on the market.

· Opel Astra OPC: Brand new on the market and still to prove itself, but it does look rather tasty, doesn’t it? Offers the most power and the promise of blistering performance. The specification level is good, too, but the handling, though good, is not as precise as the others here.

 

 

 

Honda Civic 1.8 VXi (2006) Driving Impression

As much as Japanese marque Honda is often praised for its engineering prowess and build quality, it gets lambasted for being rather unimaginative when it comes to design. In recent years, however, the company has shown flickers of styling bravado – cautiously at first, with the nicely chiselled, near stealth-like looks of the Accord.

But now, with the new-generation Honda Civic, it would appear the straight-jackets have been thrown away. With its borderline wacky styling, the Honda Civic hatchback is a brave car in a segment where car makers have generally played it safe. It’s certainly a risky move. But what to make of the new Honda Civic sedan? It competes in the most conservative segment of all, the domain of the C-segment sedan, as typified by the likes of the Toyota Corolla, Chevrolet Optra, Ford Focus, Hyundai Elantra… still awake?

Sci-fi styling for Honda Civic

In short, the Honda Civic sedan may not have the quirky, perhaps fussy detailing of its hatchback sibling, but it’s nevertheless the most “out there” design in its class. It starts with the silhouette – with a long 2 700 mm wheelbase and the wheels pushed to the corners, as well as a very flat windscreen which appears to flow seamlessly into the stubby bonnet, and a similarly sweeping rear window and C-pillars, the Civic is a rakish take on the traditional three-box sedan formula. Does it work? Opinion is divided, with some on-lookers commenting that it is almost concept car-like in its surfacing, and we all know concept cars don’t age particularly well…

Nevertheless, the generous wheelbase certainly pays dividends in the cabin, where there’s particularly impressive rear legroom on offer. The boot, however, is not that big – it can accommodate 389-litres worth of luggage. One senses that Honda prioritised cabin access and comfort, because the doors open noticeably wider than with most other cars, which really makes ingress/egress much easier. Once seated, the good impressions continue. The seats are nicely shaped and the driver’s chair boasts height adjustment which, along with the rake/reach adjustment of the steering wheel ensures a pleasant driving position for most.

Honda Civic Standard Features

Honda has given this Honda Civic a decent level of standard specification, which includes leather upholstery, cruise control, a quality radio/CD system and the usual items, including electric windows, mirrors, remote central locking etc. There’s also a full complement of six airbags, but while ABS and EBD are standard, there’s no electronic stability system.

So while the standard features list is far from barren, the Honda Civic sedan seemingly lacks a party trick, or a noteworthy, distinguishing feature. That’s where the rather space-age dashboard comes in. Featuring what Honda calls a “two-tier” layout, some basic information (such as a digital speed readout) is placed high up near the base of the windscreen in a separate display and closer to the line of sight. More in-depth information (including a rev counter) is positioned where you’d expect to find such items on just about any other car – behind the steering wheel. This is Honda’s take on a “heads-up-display”, and is said to improve safety because the driver’s eye doesn’t have to travel so far to view the important information. In our opinion, though, it’s a trifle gimmicky…

Perhaps more important than such gizmos is the fact that the build quality that Honda is so famous for is still very much evident in this Civic.

Refined Honda Civic V-TEC

In its latest (1,8 litre) form Honda’s V-TEC four-cylinder engine develops an impressive 103 kW, which is on par with some 2,0-litre engines. Of course, as per usual, the torque figure (147 Nm) is not that impressive and is also developed at rather high engine revs. But the Honda Civic never feels as flat-footed as that torque figure appears to suggest. In fact, much of the maximum torque figure seems to be already available at low engine speeds, and consequently the Civic pulls eagerly from rest, and continues to do so as engine speed builds. What also impresses is the refinement. The engine feels silky smooth, and is mated with a five-speed manual transmission that further reinforces the sense of refinement, because gearshifts are near effortless through the gates. With a fuel consumption figure of 6,8 litres/100 km, the engine is also economical when not being revved all the time. A more realistic daily figure, however, is around 8,3 litres/100 km.

The overall refinement of the car is also evident in its driving behaviour. Besides the benefit of the stretched wheelbase, which is generally a ride comfort enhancer, the Honda Civic also makes use of an advanced multi-link rear suspension design. The result is a car that maintains goody body control through fast bends and under braking, but which has enough suppleness in the suspension to soak up bumps, too. Like all of the cars primary controls, the steering is very light, but also precise, contributing further to the all-round sense of agility.

If there is a downside, it concerns the relatively high levels of road noise that reaches the cabin. Weighing in at just over 1,2 tonnes, the Honda Civic sedan is one of the lighter cars in its class, which is perhaps indicative of less noise insulating materials having been used.

Honda Civic Sedan – Verdict

Much of the talk-value of this Honda Civic is limited to its exterior and interior design, which in both cases is not universally positive. As for the rest of the car, it is very much a traditional Honda. The build quality is good, the engine and transmission beautifully refined, specification neither generous nor rude and the ride strikes a nice balance between comfort and driving fun. Whether the bold new looks, inside and out, can attract lots of new buyers to the Honda fold, remains to be seen. We suspect not.

We like:

  • Quality feel
  • Safety specification
  • Ride quality
  • Spaciousness
  • Refined engine

We don’t like:

  • Smaller boot than most
  • Road noise

Fast facts

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

Power: 103 kW @ 6 300 rpm

Torque:  147 Nm @ 4 300 rpm

Transmission: Five-speed manual

Wheels: 16-inch alloy

Top speed: 200 km/h

0-100 km/h: 9,0 seconds

Fuel economy:  6,8 litres/100 km

Source: www.um.co.za

Also consider:

  • Volkswagen Jetta 2,0 Comfortline: A very spacious and refined family car that generally matches the Honda’s specification, but lacks leather. Perhaps more importantly, it offers significantly less power.
  • Renault Megane 2,0 Privilege: Also offers exceptional interior comfort, a massive boot and a longer specification list than most. The power is certainly there, but it lacks the Honda’s “crispness”, and solid feel.
  • Toyota Corolla 180i GSX:  Certainly no longer the freshest car on the market and has fallen behind in terms of cabin space and particularly safety equipment. Still, the power is there, the boot well-sized and there’s the solid Toyota back-up, too.

Opel Astra OPC (2006) Driving Impression

All of a sudden the hot hatch genre seems to have caught alight. Volkswagen’s rejuvenated fifth-generation Golf GTI has really rekindled the love affair with this iconic machine, and Ford is doing brisk business with its racy Focus ST models. And let’s not forget about the Renault Megane RS either. But what about Opel, a brand that was once, through icons such as Superboss and GSi, synonymous with this type of car in South Africa? There was a slightly half-hearted attempt recently with a GSI-badged Astra, but hardcore Opel performance fans didn’t appreciate that particular model’s subtleties. Well, perhaps this Opel Astra OPC will be more to their liking…

If looks could kill

The Opel Astra OPC wears its heart on its sleeve, that’s for sure. Based on the edgy two-door GTC body, but sporting a number of muscular aero add-ons, including a very aggressive front spoiler and rear wing, the OPC is a head-turner wherever it goes. It also gets a magnificently individualistic rear end with a large central exhaust type, and stunning 18-inch alloy wheels – you can even upgrade to 19-inch items that fill those flared wheelarches with real purpose. While it’s over-the-top looks may not suit those looking for a more subtle GTI type of machine, the Opel Astra OPC almost comes across as something more than a mere hot hatch… perhaps a junior sports car? Either way, you will certainly be noticed.

The interior has not seen as many changes, with the major differences being restricted to the seats – heavily bolstered Recaro sports items – leather steering wheel and gear knob, and a number of blue OPC badges. The standard trim is a neat cloth/leather mix, but full leather is available as an option. We’re used to the current Astra’s cabin by now, and there’s not really that much to complain about, except for the positioning of the HVAC (heating/ventilation) controls too low down on the facia. Otherwise, build quality is excellent, and the driving position really good, with a seat that drops down nice and low, and lots of adjustment on offer from the thick-rimmed steering wheel. And rear space? Does it matter? Well, being a slinky three-door hatch, access to the rear is not that easy, and it’s certainly only tailored for two, but once seated it is not unbearably uncomfortable. It will be sufficiently practical and comfortable for most likely buyers, especially as the boot is still very useful (370 L).

Priced at around R20 000 more than a Focus ST, but boasting a significant power advantage, you may expect the Opel Astra OPC to be somewhat of a stripped-out special, but it’s far from it. The features package is comprehensive and includes cruise control, radio/CD with remote audio controls, automatic air-conditioning and six airbags. This is in addition to a very comprehensive chassis support package (more on that later).

Hardcore set-up

Opel was clearly stung by the criticism levelled at its other recent hot hatch attempts, because it has thrown a lot of technology at the OPC in an effort to give it class-leading dynamics and performance. The standard Astra is by no means an evil-handling car, but the fitment of a torsion beam rear suspension set-up does put it at a disadvantage compared with the more sophisticated multi-link arrangements found in the Golf and Focus. In an effort to sharpen up the Astra’s chassis, it has lowered the suspension by 15 mm, significantly revised the steering and stiffened the springs and dampers. But that’s not all. There’s also a so-called IDS (Interactive Driving System) programme that links all the various electronic driving aids (traction control, understeer logic control, ESP etc.) and which allows the driver to sharpen all the responses by pressing a “Sport” button.

Does it all work?

To a degree, yes. But there’s still the sense that this particular chassis has now reached the limit of its potential, because it is just about overpowered by the engine. With 177 kW and 320 Nm of torque, the 2,0-litre under the bonnet is seriously muscular. It is matched to a six-speed manual transmission that is not quite the slickest in the business, especially when shifting fast in the lower gears. It is worth keeping the transmission in mind because you’ll have to use it quite often, as the engine needs revs to really punch at its hardest.

The Opel Astra OPC also features an electronic throttle, and there are times when experienced drivers will miss the smoother application of a normal system, because the OPC’s electronic version can be annoyingly “on/off”, particularly so when trying to feed in power carefully upon corner exit, where too much power can result in torque steer and wheel spin.

The Opel Astra OPC may sound alarmingly unruly thus far, but in reality these deficiencies will not bother the majority of drivers. In fact, some may even enjoy the Astra’s wild streak. It is just that, compared with its more balanced rivals, the Opel Astra OPC requires a more considerate, experienced driver to extract its maximum capability. When this is done, there is almost no stopping it. The chassis is amazingly resistant to roll, lending it incredible stability upon corner entry and particularly in fast bends. And it certainly doesn’t lack grip, either. Learn to make use of the gearshift at the right moment, and you’ll even enjoy the engine noise – at full chat between 3 500 and 4 000 rpm it makes the most unearthly jet fighter noise.

Opel Astra OPC – Verdict

In many ways the Opel Astra OPC is the bad boy of the hot hatch club, and that alone will please many would-be buyers. It may lack the finesse and ultimate agility of its best rivals, but then it packs a harder punch, looks sharper and is certainly well built and decently equipped. It could very well build a loyal fan club for Opel enthusiasts once more. It’s about time…

We like:

  • Stunning looks
  • Ferocious power
  • Build quality
  • Grip and stability


We don’t like:

  • Torque steer
  • On/off throttle


Fast facts

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

Power: 177 kW @ 5 600 rpm

Torque: 320 Nm @ 2 400 rpm

Transmission: Six-speed manual

Wheels: 18-inch alloy

Top speed: 244 km/h

0-100 km/h: 6,4 seconds

Fuel economy: 9,2 litres/100 km

Source: www.um.co.za

Also consider:

  • Ford Focus ST: Slightly cheaper and certainly beautifully balanced, the Focus ST has been a big success for Ford. The five-cylinder engine doesn’t quite have the power of the Opel Astra OPC, but it’s a characterful unit that delivers a great soundtrack. Not as unruly as the Opel.
  • Volkswagen Golf GTI: In some ways the Golf remains a class benchmark. The engine delivers just enough power to exploit an undoubtedly fine chassis. The Golf’s big advantage is however how it manages to be absolutely thrilling when you want it to be, and completely comfortable and luxurious when you just want to get home.
  • Renault Megane RS: When Renault does a hot hatch, the world tends to take note. The current model may have been around for a few years, but it remains a front runner, with great power and a very capable chassis. Not as balanced as the Ford and VW though.

Toyota Fortuner 4,0 V6 4×4 Automatic (2006) Driving Impression

It doesn’t take rocket science to realise that a Hilux-based SUV spin-off would go down well with South Africans. After all, not only is the Hilux the best-selling vehicle in South Africa, there’s also the precedent of the Isuzu KB-based Frontier, a vehicle that did very well in South Africa. In fact, it would appear to be such an obvious recipe for success that one wonders why Toyota hasn’t done it before! But better late than never. The Toyota Fortuner is here and judging by the market’s initial response, seems set for massive sales. We tested the 4,0-litre petrol Toyota Fortuner to find out whether it can successfully bridge the gap between double-cab pick-ups and fully fledged SUVs.

Upmarket looks for Toyota Fortuner

There is no mistaking the Hilux origins in the Fortuner’s design, especially at the front, but the transition into a SUV body has been very successful. The Toyota Fortuner is an imposing vehicle, with a 220 mm ground clearance, attractive 16-inch alloy wheels and a particularly neat, sweeping C-pillar design. Overall, the Toyota Fortuner manages to look a fair bit more expensive than its utilitarian roots would suggest. In fact, it would certainly not look out of place parked among all the Land Rovers and Jeeps at the local golf club, or school drop-off.

Hoist yourself into the driver’s seat (it’s high) and you’re fronted by a facia that comes straight from the Hilux. This is not such a bad thing, seeing as the Hilux boasts one of the most car-like dashboards in its class. Nevertheless, given the Fortuner’s more upmarket positioning, perhaps a few detail changes would have been wise. As it stands, the ventilation controls are rather rudimentary, slightly old-fashioned devices and there aren’t any remote audio controls on the steering wheel either. Also somewhat jarring is the secondary lever to operate the low-range transfer case.

The Toyota Fortuner cabin is finished in light beige, which may not be entirely practical considering the likely family use most Fortuners will be subjected to. At least the seats are leather upholstered, so can be wiped clean quite easily. Speaking of family use, there’s certainly plenty of space. The second row of seats can slide fore/aft to either give rear passengers more legroom or allow those seated in the second row stretch-out space. The two flip-up rear seats are also surprisingly practical, with the space being sufficient for smaller adults or kids. Unfortunately these seats take up a lot of boot space when they’re folded up. A more modern fold-flat solution would have been preferable. The boot is still of a very practical size, mostly because the spare wheel is mounted underneath the body.

Comfort and refinement

The driver’s seat offers a good range of adjustment, including height, and the steering wheel is rake adjustable. Whatever setting you select, the driving position is commanding, affording the driver an excellent view out of the vehicle. We took the Toyota Fortuner on a fairly long road trip, and must commend the comfort of the seats, too. This flagship model also comes loaded with goodies, including air-conditioning (with separate outlets and controls for the third-row passengers), electric windows/mirrors, radio/CD, cruise control and power steering. The safety specification consists of two front airbags and ABS. Unfortunately there is no ESP (electronic stability programme).

Toyota must be applauded for the Fortuner’s overall display of refinement – it certainly feels distinctly less bakkie-like than a Hilux double-cab. The engine plays a big part in this, delivering not only scorching performance, but also going about its business in a quiet and smooth way. It really is quite a performer, this Toyota Fortuner. The 4,0-litre V6 delivers a whopping 175 kW and 376 Nm of torque, enough to propel this near two-tonne bruiser to 100 km/h in well under nine seconds. As is to be expected, fuel economy is not this engine’s forte. Expect it to return around 15 L/100 km, which combined with a relatively small fuel tank of 65 litres will call for frequent refuelling.

Respectable road manners

The Toyota Fortuner may be based on the Hilux, but there have been some significant changes underneath. For one, the Hilux’s leaf springs are gone, and replaced by coils, four links and a lateral rod. In front, there’s a stabiliser bar. On the go, the Fortuner’s ride comfort is largely dependent on the road conditions. It deals very well with large bumps, but rippled road surfaces can upset its composure to the point where it starts feeling fidgety. The ride is better at cruising speed, but beware the corners, as the Toyota Fortuner does feel rather top heavy, and remember there is no ESP. Talking of safety nets… The brakes are discs in front and, rather disappointingly for such a powerful, weighty SUV, only drums at the rear.

The one place where the Fortuner’s bakkie roots really allow it to shine is off-road. Boasting good ground clearance and approach/departure angles, as well as light steering and an automatic transmission, the Toyota Fortuner is easy to manoeuvre. Centre and rear differential locks are fitted, and as mentioned before, there is low-range too. And should you ever have to cross a river, the Toyota Fortuner boasts a 700 mm wading depth.

Toyota Fortuner – Verdict

It’s not often a vehicle comes across as being worth more than the sum of its parts, the Toyota Fortuner does just that. Comfortable, spacious, practical, handsome and extremely capable off-road, and very fast on it, this big Toyota is destined to find lots of South African homes. Ultimately, due to its heavy fuel consumption, the 3,0-litre turbodiesel version makes more sense, though, and not only because of its better economy. The 4,0-litre petrol engine in this Toyota Fortuner delivers huge power, but we feel given the performance potential Toyota should’ve gone further with the safety package and included an electronic stability programme. Nevertheless, this is a very likeable new Toyota.

We like:

  • Upmarket looks
  • Seven seats
  • Refinement
  • Performance
  • Off-road ability


We don’t like:

  • Two airbags only
  • Top-heavy feel


Fast facts

Engine: 4,0-litre, V6, petrol

Power: 175 kW @ 5 200 rpm

Torque: 376 Nm @ 3 800 rpm

Transmission: Five-speed automatic

Wheels: 16-inch alloy

Top speed: 180 km/h

0-100 km/h: 9,3 seconds

Fuel economy: n/a litres/100 km

Source: www.um.co.za

Also consider:

  • Nissan Pathfinder 4,0 LE Auto: The Pathfinder is a superior product in many ways, including cabin design, finish and overall refinement, but is it nearly R100 000 better? Probably not.
  • Ford Territory 4,0 Ghia AWD Auto: Think of the Territory more as a station-wagon-esque crossover, rather than a SUV, and you have an idea of its capabilities. The cabin is comfortable and it’s a lovely family car, but the fuel consumption is horrendous.
  • Kia Sorento 3,5 Auto: The Sorento has done much to elevate the Kia brand’s desirability, and boasts good looks, a comfortable cabin and a high-value price. But the engine lacks grunt in this comparison and it can’t stay with the Fortuner off-road.

Mercedes-Benz ML500 7G-tronic (2006) Driving Impression

As much as the original Mercedes-Benz M-Class was a ground-breaking product for the three-pointed star, simply because it allowed the German brand to immediately tap into a market segment that was about to experience exponential growth, it has to be said that it was feeling a mite tired at the end of its product life cycle.

In terms of on-road behaviour, interior quality and the latest high-tech gadgets, it had simply fallen behind. This new Mercedes-Benz ML500 7G-tronic is therefore a rather crucial addition to the brand’s stable and will have to fight off stiff competition for at least the next five years or so. Does it also manage to correct the wrongs of its predecessor?

Bigger, bolder and more refined

Although the two generations of M-Class are not too dissimilar in overall appearance, the new model (dubbed X164 internally) is a significantly more polished product. Firstly, it is about 150 mm longer than the previous model, and much of that gain in length has gone into the extended wheelbase. This alone gives the ML far better proportions than before.

Secondly, it is also wider, which contributes to a more muscular stance, and it is slightly lower and therefore looks less top-heavy. Riding on smart 18-inch wheels and boasting some curves in the bodywork over the rear wheels, the ML500 looks at once upmarket, yet rugged. Those with first-hand experience of the previous model will also marvel at the improved build quality. The panel gaps and shutlines are consistently tight, which wasn’t always the case with its predecessor.

The significant step up in terms of perceived quality is particularly prevalent in the cabin, where the has been leap in the quality of the materials used in construction of the facia, as well as a far neater, more elegant and modern control interface. This facia would not look out of place in an upmarket passenger car, in fact. The instrumentation is particularly sporty, with two deep-set dials flanking a digital display. The ventilation outlets follow a similar “pod-like” design.

Outstanding cabin comfort

The Mercedes-Benz ML500 7G-tronic sits near the top of the ML family tree, so boasts a comprehensive standard features list that includes, among other items, climate control, auto-on headlamps and wipers, electrically adjustable front seats with memory and heating, cruise control and six airbags. Satellite navigation, however, remains an optional extra.

Of course, the comfort-boosting features are nice to have in a vehicle such as this, but in the end the fundamentals influencing cabin comfort are far more important, and prime amongst these is passenger space. Mercedes-Benz has done well to utilise the extra length in the wheelbase to endow rear-seat occupants with stretch-out legroom, as well as still offering a very large luggage area (550 litres). Up front the news is also good, with a wide range of (electric) adjustment for the seats and plenty of adjustability for the steering wheel as well.

Compared with its predecessor, another big improvement is in the area of NVH (noise, vibration, harshness) control. The cabin remains a quiet, isolated place, even when the road surface gets coarse. It is a factor that boosts the overall sense of sophistication and refinement tremendously.

On the road

This Mercedes-Benz ML500 7G-tronic is powered by the marque’s 5.0-litre V8 petrol engine that delivers 225 kW and 460 Nm of torque. It is mated with the company’s seven-speed (7G-tronic) automatic transmission, which transmits power to all four wheels via the 4Matic permanent all-wheel drive system. There’s no low-range, telling you as much as you probably need to know about the likelihood of it being used in extreme off-road conditions. That said, the ground clearance is good and 4Matic works well with the automatic ‘box to allow the ML to crawl over most obstacles.

Mercedes knows that it is far more important that the ML excels on the road, where it will spend near 100 % of its time. From the first few hundred metres, it is immediately clear that this model represents a vast improvement. The low-speed ride is far better controlled than before, and the suspension remains supple as the speeds rise. The body roll, as well as the diving under braking that were so noticeable on the old ML have been eradicated, making the new car one of the most comfortable large SUVs on the road today.

In fact, it is even impressive from a driver enjoyment point of view. As supple as the suspension may be, this does not mean it turns all wallowy in the corners. Body control is good, and the steering is nicely accurate and weighted for such a large vehicle. But the biggest grin is likely to be provided by the 5.0-litre V8 under the bonnet. With a 0-100 km/h time of under seven seconds and strong in-gear acceleration, this is an effortless cruiser. Of course, the fuel consumption is rather horrific, which is to be expected from a two-tonne, petrol, V8 SUV.

Verdict

While the previous ML became a darling of the fashion-conscious due to its SUV looks and Mercedes badge, the new model backs up the emotional appeal with crushing all-round ability. Vastly more refined and comfortable than before, the ML500 proves that Mercedes is back on track following the wobbles it experienced at the turn of the century as it expanded aggressively (and possibly too fast) in markets it has never competed in before. Right now, this seems to be the SUV to beat.

We like:

Build quality

Ride refinement

Cabin comfort

Performance

Status appeal

We don’t like:

Fuel economy

Occasional “hunting” from 7G-tronic transmission

Fast facts

Engine: 5.0-litre, V8, petrol

Power: 225 kW @ 5 600 rpm

Torque: 460 Nm @ 4 750 rpm

Transmission: seven-speed automatic

Wheels: 18-inch alloy

Top speed: 240 km/h

0-100 km/h: 6.9 seconds

Fuel economy: 13.4 litres/100 km

Also consider:

BMW X5 4.4i Exclusive Steptronic:

The X5 is ageing now, but looks like an impressive prospect on paper, especially with the brand’s 4.4-litre V8 that develops more power and similar torque to the Mercedes’s 5.0-litre engine. But it is dated inside, and lacks the refinement of the newer ML.

Land Rover Discovery 3 4.4 V8 HSE Commandshift:

The very successful Discovery 3 has done a lot to give Land Rover a foothold in the “posh” SUV market. A very comfortable vehicle on the road, and astonishingly accomplished off the beaten track.

Lexus RX350 XE Auto:  

Increasingly seen as a viable alternative. Yes, it lacks the power of the V8s, but then it is not much slower, yet uses less fuel and boasts a beautifully built cabin. Off-road ability is negligible, however.

Mercedes-Benz S500 (2006) Driving Impression

For almost its entire existence the Mercedes S-Class has been unchallenged at the top of the automotive hierarchy, arguably even outclassing the likes of Rolls-Royce in the process, relatively speaking, of course… But in recent years it has unquestionably come under threat. On the one hand, Audi has seriously raised its game, with its current A8 boasting a superb cabin, excellent quality and a desirability that seems ooze from every ultra-tight panel gap. And then there is old arch-enemy BMW with its 7 Series, a controversially styled techno-fest on wheels that boasts the handling and agility of a much smaller, sportier car. One senses that “winning” has never been good enough for Mercedes when it comes to the S-Class. Only utter domination will do. Is the new Mercedes-Benz S500 destined to rule or surrender?

Mini Maybach?

The one area where Mercedes has often treaded water with the S-Class is design. Remember the unsightly box on wheels from two generations ago? To some onlookers’ eyes, the new model’s design is a disappointment, especially at the rear where the body-coloured strips in the tail lamps remind strongly of the much maligned Maybach ultra-luxury sedan. On the other hand, the curves along the flanks and tidy front-end do a lot to restore the balance and there’s certainly one thing that can’t be disputed – the Mercedes-Benz S500 has a lot of presence. Interestingly, the newcomer appears smaller than before, even though it is actually marginally bigger, especially between the wheels (70 mm stretched). It is also 43 mm longer and 16 mm wider.

The curvy design theme continues in the cabin, and the overall look is certainly vastly more modern and less cluttered than before. Older, more conservative buyers may take a while to get used to the info-tainment systems and their controls, but Mercedes must be commended for moving with the times, and doing it in a way that is not as frustrating as in a BMW.

As is to be expected from Mercedes-Benz, the driving position is spot-on and the comfort levels exceptional. The front seats offer not only vast adjustability and great padding, but also heating and ventilation (massaging is optional). Those seated in the rear are well catered for too, although legroom is not exactly of the stretch-out variety. The boot is vast, able to swallow 560 L of luggage.

As is to be expected these days, Mercedes-Benz offers a large number of optional extras, but in reality the standard specification is acceptable. Climate control, auto lights/wipers, active bi-xenon headlamps, radio/CD shuttle, keyless entry, voice control and front/rear park distance control are standard. You do have to pay extra for navigation, though, which is mighty cheeky. There are no qualms about the safety spec – eight airbags are fitted, as are ESP, ASR, hill-start/hold and adaptive brakes.

Iron fist, velvet glove

Ultimately, the S-Class experience is all about luxury, comfort and refinement. Historically the engines fitted to the flagship models (such as this Mercedes-Benz S500) have played a big role in defining the character of this model. So, expectations are certainly high of the new 5,5-litre V8. On paper, it promises much, with 285 kW and 530 Nm of torque being on tap. On the other hand, the Mercedes-Benz S500 does weigh nearly 2 tonnes and is equipped with the 7G-tronic transmission which hasn’t always been impressive. Does it deliver?

Certainly, and how! Firstly, there’s the performance. The Mercedes-Benz S500 can sprint to 100 km/h in just over 5 seconds, but do so in almost complete silence. There’s just a relentless, but very smooth, wave of power that pushes the occupants into their comfy chairs. And it doesn’t really matter at what speed you’re driving, the Mercedes-Benz S500 always seems to have power in reserve. And while the transmission was sometimes a bit clunky on down shifts, it is otherwise well-suited to the engine, quietly and quickly shifting up the ratios in such an unobtrusive way you’re hardly aware of its presence.

Riding on a sophisticated air-suspension (Airmatic) system with adaptive damping (ADS), the S-Class delivers the type of ride comfort that may exceed even your highest expectations, and which comfortably surpasses what is offered by the Audi A8 and BMW 7 Series. The computer systems monitor driving style, vehicle load, road conditions etc to make sure the ride stays as comfortable and composed as possible, but there is also the option of stiffening it all up, if required, by using the S/C/M key on the centre console. The “S” setting makes it significantly firmer, and keeps the body flatter during cornering. We don’t think it really suits the S-Class, though, because even in “C”, for “Comfort”, the S-Class is a remarkably agile sedan. Still, at least you know you can switch to a racier setting when needed. Overall, the Mercedes-Benz S500 is an effortless cruiser, stunningly quiet, smooth and with a ferocious turn of speed.

Mercedes-Benz S500 – Verdict

What a return to form. The new S-Class effortlessly surpasses anything else in this segment, in just about every manner possible. Yes, it’s not quite as agile as a BMW, and yes, the cabin may not possess the beauty of the A8’s, but that’s where its deficiencies stop. The refinement is the most memorable aspect of this incredible machine, and it’s a refinement that’s palpable not only in the quietness of the cabin, but also the way in which the engine delivers its massive thrust. Once more, the S-Class defines this, er, class.

We like:

  • Superb refinement
  • Ride comfort
  • Performance
  • Build quality
  • Resale


We don’t like:

  • A bit awkward looking
  • 7G-tronic not always smooth


Fast facts

Engine: 5,5-litre, V8, petrol

Power: 285 kW @ 6 000 rpm

Torque: 530 Nm @ 2 800 rpm

Transmission: Seven-speed automatic

Wheels: 18-inch alloy

Top speed: 250 km/h

0-100 km/h: 5,4 seconds

Fuel economy: 11,9 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW 750i: Significantly cheaper but on the other hand it is quite convincingly outclassed by the Mercedes-Benz S500. The BMW may be a dynamic class leader, but its interior environment is not as soothing and overall it’s not quite as refined. And then there are those looks…
  • Audi A8 4,2 Quattro Tiptronic: Still a favourite that boasts an exceptionally fine cabin and massive grip. It’s not as powerful, though, and the ride refinement can’t match the Mercedes-Benz S500.
  • Lexus LS430: The big Lexus has never quite taken off in South Africa and in its latest guise it continues to play an also-ran role. The engine lacks power and it’s dynamically behind the leading pack. Superb refinement, though.