Mercedes-Benz CLS500 7G-tronic (2005) Driving Impression

While until a few years ago Mercedes-Benz sat so comfortably at the top of the automotive pyramid that it could seemingly afford to pursue its theme of conservatism and solidity forever, these days the reality is rather different. BMW and Audi are both serious threats to the luxury crown, and are increasingly nabbing especially younger customers from the thee-pointed star’s grasp. What’s needed then, is to loosen the tie a bit. To show some flair. That’s where this, the most dramatic Mercedes-Benz CLS500, comes in.

Four-door… coupe?

Based on the underpinnings of the E-Class, which will continue to cater to the needs of more traditional Mercedes customers, the CLS is positioned as a “four-door coupe”. This description in itself has been the cause of much debate, but in reality Mercedes’ argument does carry some weight. The sweeping roofline is pure, classical coupe, as are the frameless door windows. The way the curvaceous sides taper towards the rear and merge with the most un-Mercedes-like rear end in ages is particularly striking. Not to mention those big-bore exhaust outlets… Overall, the Mercedes-Benz CLS500 looks muscular, even sinister or “bad-ass” as a younger onlooker suggested. Call it what you will, it certainly has succeeded in one of its main tasks already – getting people talking about Mercedes design.

But the style does come at a cost, and we’re not talking money…

Even though the Mercedes-Benz CLS500 runs on the same wheelbase as the E-Class, the cabin is noticeably less spacious. The low roofline has impacted headroom, especially at the rear, and although legroom is not poor, Mercedes has tailored the rear seats exclusively for two. The CLS is therefore strictly a four-seater. Somehow Mercedes has managed to package a decently sized boot into that sloping rear end but keep in mind that it is not possible to fold the rear seats forward to accommodate bulky items.

But that’s really as far as the criticisms of the interior go. The facia design is also quite unique (for a Mercedes) and continues the theme of sweeping curves. Even the application of traditional materials such as wood comes with a twist – the panelling curves around the sporty three-dial instrument cluster and stretches across the facia. Other nice touches include circular ventilation outlets on the outer edges of the facia, and a starter button incorporated on top of the gear lever (the Mercedes-Benz CLS500 features keyless go). As is to be expected, Mercedes has not sacrificed quality in its pursuit of style – the CLS is as well-built as any other of its siblings.

Needless to say, the Mercedes-Benz CLS500 is a very sophisticated motorcar, and comes loaded with standard luxury and entertainment features, including climate control, auto lights, a sunroof, auto wipers, heated seats, radio/CD shuttle, cruise control, park assist, fabulous leather upholstery and xenon headlamps. And impressively, Mercedes has managed to pack no fewer than eight airbags into that tight cabin.

Strong power

Under that bulging bonnet is a 5,0-litre V8 engine that delivers 225 kW and 460 Nm of torque, transmitted to the rear wheels via Mercedes’ new 7G-tronic automatic transmission that also offers the option of manual shifting in addition to its Comfort and Sport settings. The maximum torque, by the way, remains available from 2 700 to 4 250 rpm, promising excellent flexibility. For a car that weighs more than 1,8 tonnes, the performance is sizzling, and certainly a match for the CLS’s “sinister” looks. It scorches to 100 km/h in just over six seconds and tops out at an electronically limited 250 km/h. But it’s the flexibility that impresses most. Flex your right foot and the transmission will skip a gear or two (it can bypass four!) to find the optimum ratio for maximum acceleration. A minor criticism is that 7G-tronic can at times be a bit clunky, especially on those downshifts, but this depends very much on how aggressive you are on the throttle.

As mentioned before, the Mercedes-Benz CLS500 makes use of E-Class underpinnings, which is certainly a good base in terms of providing comfort and stability, but perhaps not at the class best level in terms of entertainment. For the CLS, the requirement is for a balance of both. To this end, Mercedes has widened the track widths and fitted an air-suspension system with three modes, including a very stiff “Sport” setting. Furthermore, there are stabiliser bars at both ends, including anti-dive/squat. Consequently, the CLS boasts excellent stability and much better resistance to bodyroll during hard cornering. Unfortunately the steering remains a bit too numb for the car to feel as agile as a BMW 5 Series, but it offers a good balance overall. It will surprise existing Mercedes customers with its sportiness, as much as it will do so for those that are new to the brand.

Mercedes-Benz CLS500 – Verdict

Trying to be “cool” or to act younger than one’s age can often end in disaster – see any of a number of Hollywood actors as examples. For Mercedes the development of the CLS must have been as stressful as it was exciting. Get it wrong, and it could end up doing major damage to the brand… However, Mercedes has come up with a finely judged, very individualistic offering that adds a large dose of spirit and character to the Mercedes line-up, without negatively affecting the overall image. It may just represent a stroke of genius.

We like:

  • Individualistic looks
  • Dynamic balance
  • Performance
  • Standard specification
  • Build quality


We don’t like:

  • 7G-tronic could be smoother


Fast facts

Engine: 5,0-litre, V8, petrol

Power: 225 kW @ 5 600 rpm

Torque: 460 Nm @ 2 700 rpm

Transmission: Seven-speed automatic

Wheels: 18-inch alloy

Top speed: 250 km/h

0-100 km/h: 6,3 seconds

Fuel economy: 17,2 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW 545i Sport Steptronic: Of course, the BMW lacks the Mercedes’s oddball styling, but if you want an entertaining luxury sedan, the Five can’t be overlooked. The engine is a peach, endowing the 545i with superior performance at a cheaper price.
  • 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. This is a very sports-oriented model, and ultimately it can’t match the sophistication of the Mercedes-Benz CLS500.
  • Audi A6 4,2 Quattro Tiptronic: The most powerful versions of Audi’s impressive A6 have thus far failed to capture the imagination of the South African public. But for those looking for a “sleeper”, this A6’s powerful V8 engine and quattro drivetrain combine to deliver an exceptionally swift, effortlessly comfortable sedan.

Daihatsu Sirion 1,3 Sport Automatic (2005) Driving Impression

As a respected manufacturer of quality compact vehicles, Daihatsu must be well-positioned to capitalise on the market’s swing to more economical, efficient and smaller cars. Finding a disappointed Daihatsu owner is exceedingly difficult. Unfortunately, that statement must be immediately contextualised by this – finding a Daihatsu owner is rather difficult… full stop. Perhaps as a result of its wilfully quirky design strategy this Japanese marque has thus far failed to reap the benefits of not only being closely associated with Toyota, but also of making excellent vehicles. With the latest Daihatsu Sirion, it may finally have a strong contender.

Quirk factor remains for Daihatsu Sirion

Whereas the previous Daihatsu Sirion was beaten into shape by a design team wielding ugly sticks, this new model looks positively futuristic, with a square overall shape meeting dramatically oversized wheelarches. At the front there’s a gaping two-tier airdam flanked by oversized foglamps. It’s certainly eye-catching, but once again Daihatsu has come up with a look that will polarise.

The interior of the Daihatsu Sirion is similarly quirky, but certainly modern. There’s a pod-like rev counter that sits on top of the facia a la Mini Cooper. Almost the entire instrument panel is taken up by a huge, almost retro-futuristic speedometer. Daihatsu has done well to break the monotony of grey plastic that is so prevalent at this side of the market. The lower part of the cabin is finished in a lighter hue, and the centre section of the facia which houses the ventilation controls and audio system is trimmed in shiny metallic silver. In typical Daihatsu fashion, the plastics are all hard, but the fit and finish superb.

Stretch-out space

Daihatsu’s small-car expertise really shines through in the cabin. The box-like shape and wheel-at-a-corner design translate into massive passenger space. Certainly, you’ll struggle to find another car of this size with so much rear legroom. Even shoulder room is impressive, given the car’s relatively compact dimensions. There are also numerous hidey-holes for storing keys, wallets and the like.

Although the driver’s seat as well as the steering wheel boasts manual height adjustment, the overall seating position remains fairly high. Of course, some drivers may prefer it this way, but coupled with the lack of lateral support from the seats, and some bodyroll in the corners, the sensation of “sitting on top” rather than inside the car is pronounced.

Where Daihatsu has been less successful is in the luggage area. Considering the fact that there’s potentially wasted space in the second row, a sliding rear bench would have made more sense, particularly as boot space is limited. The rear seatbacks are split 60/40, though, and fold forward to unlock useful loading space. The lack of rear seat flexibility is quite a disappointment, especially seeing as the space is certainly there to introduce a cleverer sliding/folding arrangement.

This particular Daihatsu Sirion model has a very decent standard specification level. Air-conditioning, a neatly integrated sound system, electric windows, power steering, an airbag for the driver and ABS with EBD are all part of the package.

Where’s the Sport?

You don’t have to be an automotive expert to understand that a 1,3-litre petrol engine with 64 kW, coupled with a four-speed automatic ‘box, is never going to result in fireworks. The Sport badge, therefore, is a bit unfortunate and certainly only in reference to the car’s appearance, because with a 0-100 km/h time of around 14 seconds, you’re not going to get anywhere fast.

That said, the four-speed gearbox is generally well-matched to the engine, but fourth is a bit of a “cruising” gear. It is, however, possible to lock out the top ratio, which improves the Sirion’s about-town sprinting abilities considerably, and also cuts back on the transmission’s tendency to hunt through the gears. Driven in a relaxed manner, though, the Daihatsu Sirion engine and transmission work well together and also deliver good fuel economy. Daihatsu claims a fuel consumption figure of 6,4 litres/100 km, but generally speaking you’ll be looking at around 8 litres/100 km for predominantly town use.

Raising further questions marks about the suitability of a “Sport” label is the car’s dynamic ability. There’s nothing inherently wrong with the way it goes about its business, and for the majority of potential customers, the emphasis on comfort and safety will be a positive, but the sporty looks do make promises of entertainment and “fizz” that this Daihatsu Sirion struggles to live up to. The wheelbase is quite long for such a small car, so there’s little of the choppiness that affects many small cars. The steering is electrically assisted, exhibits little feel and is also very light. Overall, then, the Daihatsu Sirion 1,3 Automatic is a very easy and comfortable car to pilot around town. But if you’re looking for something sporty… go look elsewhere.

Daihatsu Sirion – Verdict

This is a very solid little product by Daihatsu. You can ignore the Sport badge, though, because in reality it’s a straightforward automatic city car with numerous talents, including passenger space, decent standard specification and good ride comfort. Sadly, however, due to Daihatsu’s confusing labelling as well as still-polarizing design, it is unlikely to gain the mainstream traction it deserves.

We like:

  • Passenger space
  • Quirky design
  • Fuel economy
  • Build quality


We don’t like:

  • Small boot
  • Four-speed auto tends to hunt


Fast facts

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

Power: 64 kW @ 6 000 rpm

Torque: 120 Nm @ 3 200 rpm

Transmission: Four-speed automatic

Wheels: 14-inch alloy

Top speed: 175 km/h

0-100 km/h: n/a seconds (approx. 14 sec)

Fuel economy: 6,4 litres/100 km

Source: www.um.co.za

Also consider:

  • Honda Jazz 1,4i CVT: A fair bit more expensive compared to the Daihatsu Sirion, but if you can afford it, it is by far the best small automatic on the market, though CVT is always an acquired taste. Excellent space utilisation, build quality and a very decent standard specification.
  • Hyundai Getz 1,6 Automatic: A popular choice and with good reason. Boasts a well-made and spacious cabin, good performance from the most powerful engine in this segment and a comfortable ride. Lacks safety specification, though – there’s no ABS.
  • Daihatsu YRV Automatic: An enemy from within. The YRV is powered by the same engine and features the same specification level as its Sirion brother, too. So, why choose this? It looks sportier and offers more boot space… and it’s very different.

Ford Fiesta ST (2005) Driving Impression

When talk turns to the hot hatch genre – which, when you’ve got a bunch of petrolheads together, is often – the focus is usually on the C-segment of bigger machines, such as the Golf GTI and Astra OPC. This is understandable. After all, they’re the ultimate of their breed. But for the man in the street they’ve arguably moved so far up the price ladder, that they’re threatening to become totally out of reach “dream cars”. Don’t fret, however, because the hot hatch offerings in the far more affordable B-segment are arguably even more entertaining…

That’s certainly the case with this little firecracker, the Ford Fiesta ST. It sticks very closely to the original hot hatch formula – one which calls for big power in a little body, and with significantly upgraded suspension. At the price, the Ford Fiesta ST looks like unbelievable bang for the buck. Is it too good to be true?

Big power, small dimensions for Ford Fiesta ST

Using the compact three-door Fiesta bodyshell as a start, Ford’s “Sport Technology” division then added the 2,0-litre Duratec petrol engine, driving the front wheels through an upgraded five-speed manual transmission. It’s somehow strange to find “only” a five-speed ‘box in such a sporty car, but it works well. The shifts are not only slick and fast, but the transmission feels strong overall and should stand up well to regular “enthusiastic” use. The engine delivers a meaty 110 kW at 6 000 rpm, and 190 Nm of torque is on tap at 4 500. Consequently, you have to rev the engine to get the best out of it, but this is no hardship, as the accompanying performance is electric. Ford claims a 0-100 km/h time of only 8,3 seconds, fast enough to scare a few of the bigger hot hatches out there. Top speed is a claimed 208 km/h.

Entertaining dynamics

Thankfully Ford has also upgraded the underpinnings to make optimal use of the extra power. It features stiffer front and rear anti-roll bars in addition to an overall ride that has been stiffened up considerably, too. Somehow, however, this has not destroyed the Fiesta’s ride quality. Sure, it is a bit firmer, especially at low speed over rippled surfaces, but it retains its trademark composure at higher speeds. The steering, too, is similarly sharp and direct, perfectly aligned with the overall package. This is an immensely entertaining little car, with fantastically sharp turn-in, good body control, and then that raspy engine to power out of the curves. Those 17-inch wheels, shod with 205/40 profile rubber, provide superb grip, making the Ford Fiesta ST a car with rather lofty limits. Even experienced and skilled drivers will enjoy it. The brakes are good too – discs are fitted all-round and are backed by ABS with EBD. There is no traction control, so take care in slippery conditions!

In the cabin

Ford has tried hard to lift the standard Fiesta’s interior into the sports class, and has mostly succeeded. The nicely bolstered front seats in partial leather look the business and provide excellent lateral support. The steering wheel gains a little silver accent with a ST logo and there are also aluminium pedals in the footwell. The standard equipment list is comprehensive enough – you get a neatly integrated sound system and air-conditioning, as well as electric windows. What the Ford Fiesta ST lacks, however, is a trip computer – there’s no distance-to-empty reading, for example. And while the driver’s seat features height adjustment, it does not go down low enough, so it’s never quite possible to attain that typically hunkered-down driving position so loved by enthusiastic drivers. And while we’re nit-picking, perhaps a smaller diameter steering wheel would have fitted the vehicle’s character better.

Ford Fiesta – Verdict

Somehow, what we have here is a little hot hatch that is even better than the sum of its parts would suggest. The thrilling handling has not come at the expense of everyday comfort. The engine delivers a superb balance of power and economy. The cabin is solid and well-equipped, yet sporty in appearance. The Ford Fiesta ST is a very polished product and one which should, even years from now, still hold significant appeal… and value.

We like:

  • Thrilling handling
  • Zippy performance
  • Quality
  • Value for money
  • No-nonsense character


We don’t like:

  • No traction control
  • High seating position
  • No trip computer


Fast facts

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

Power: 110 kW @ 6 000 rpm

Torque: 190 N.m @ 4 500 rpm

Transmission: Five-speed manual

Wheels: 17-inch alloy

Top speed: 208 km/h

0-100 km/h: 8,3 seconds

Fuel economy: 7,8 litres/100 km

Source: www.um.co.za

Also consider:

  • Peugeot 206 GTI: Not as powerful as the Ford Fiesta ST and also not as overtly sporty. Nevertheless, the little Peugeot is fun, and arguably the more comfortable daily driver. Can’t match the Fiesta for solidity, however.
  • Fiat Punto 1,8 HGT: With a 96 kW 1,8-litre engine, the Punto seems a contestant, but the rest of the package is a let-down having seemingly not been upgraded to sports hatch “status”. The handling can’t match the Peugeot or Ford, and the steering and gearshift are not up to scratch, either.
  • Peugeot 206 GTI 180 & Renault Clio Sport: To really match the fun on offer by the Ford Fiesta ST, you have to dig deeper in your wallet and go for either of these two French hot hatches, both of which are the real deal.

 

Audi A3 Sportback 2.0 TFSI (2005) Driving Impression

With the station wagon market seemingly in terminal decline, Audi’s designers must have extensively mulled the exact nature of the practical version of the second-generation Audi A3. On the one hand, going the normal five-door hatchback route would put the Audi A3 in a direct fight against the Golf. On the other hand, offering a small compact wagon, in the vogue of the Volvo V50, would also likely not succeed, as station wagons these days are as popular in higher circles as a mullet. So, instead, Audi has developed what it calls a “Sportback”, a combination of a traditional hatchback and a station wagon, but one which combines the sporty look of the former with a degree of versatility and practicality not currently common to this segment. Is it cool enough to catch the attention of the yuppies out there who are in the process of settling down?

Balanced looks for Audi A3 Sportback

The Audi A3 Sportback may have a completely different profile to the Golf, and it certainly appears more wagon-like towards the rear, but it’s quite a sporty looker nevertheless. Audi has used the extra sheetmetal and glass to create quite a masculine impression, aided further by the standard fitment of large 17-inch wheels that fill the wheelarches with purpose. At the front, the Audi A3 features the new single-frame grille that is soon going to be a common feature on all Audis, while at the rear the light treatment reminds of the A4. Those customers who want to further beef up the appearance of their Audi A3 Sportbacks can also specify an optional S-line trim level that adds sportier front and rear bumper treatments, among other small details. It costs less than R20 000.

It’s the interior that really sets the Audi A3 apart. Boasting the type of attention to detail and perceived build quality usually reserved for luxury cars, the Audi A3 Sportback’s cabin makes driver and passengers alike feel special. The facia is constructed mostly out of soft-touch materials and the silver-trim details look convincing. Audi offers a vast number of different options to individualise the cabin of the Audi A3 Sportback, but spec carefully, as some of these items are quite pricey. As has come to be expected of Audi, the controls all function with a feeling of solidity that no other car in its price segment can match.

Space-wise the Audi A3 Sportback appears to have the measure of most traditional five-door hatchbacks, including the Golf and BMW 1 Series. Front space is good, of course, and rear legroom is particularly impressive, as is headroom. The boot is also bigger than the competition, and with the rear seats folded down, the utility space is probably unbeatable in this segment (excluding a vehicle such as the Volvo V50).

The standard equipment list is reasonable, with Audi including the likes of dual-zone climate control, six airbags and ESP.

Agile and smooth

This particular model is powered by the VW Group’s 2,0-litre turbocharged petrol engine (shared with the Golf GTI) that develops 147 kW and a meaty 280 Nm of torque all the way from 1 800 to 5 000 rpm, suggesting great flexibility. There’s no quattro all-wheel drive for this model, but it does feature another bit of trick technology in the shape of a six-speed dual-clutch transmission. This ‘box sends all the power to the front wheels.

In essence then, what we have here is a Golf GTI in a slightly more upmarket and sophisticated dress. Consequently, the performance is very strong, with a 0-100 km/h time of around 7 seconds. Even more impressive is the overtaking acceleration. Leave the transmission to its own devices in “D”, and it’s responsive enough to pressure from the right foot, but there’s also an “S” mode that sharpens things up even further. For maximum enjoyment, there are also shift paddles behind the steering wheel. The transmission is very impressive, shifting up and down the rev range with a slickness and speed that will catch newcomers to the dual-clutch experience by surprise and make them immediate converts. Of course, the other advantage of this transmission over a traditional torque-converter automatic is fuel consumption. Expect to achieve a figure of around 8 litres/100 km, which is very impressive considering the performance potential.

Another shared bit of componentry with the Golf GTI is the multi-link rear suspension. The 17-inch wheels and the sporty set-up endow the Audi A3 Sportback with a firm ride, but it’s never jarring, and it actually improves as speeds rise. Body control is really very good, too, and the grip levels are high. If there’s one negative to highlight about the driving experience it concerns the steering, a usual Audi problem. Though reasonably accurate, the steering feel is numb, which means it takes a while before you really gel with the car.

Audi A3 Sportback – Verdict

At this price it is difficult to not fall for the Audi A3 Sportback’s charms. Not much more expensive that the mainstream competition’s entrants, yet boasting superior build quality, a better powertrain and surprising interior practicality, the Audi A3 Sportback should give Audi’s current sales volumes a healthy push. It’s likely to sell very well.

We like:

  • Build quality
  • Practicality
  • Upmarket design and finish
  • Lively performance
  • Ride/handling balance

We don’t like:

  • Numb steering

Fast facts

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

Power: 147 kW @ 5 100 rpm

Torque: 280 Nm @ 1 800 rpm

Transmission: Six-speed dual-clutch

Wheels: 17-inch alloy

Top speed: 236 km/h

0-100 km/h: 7,0 seconds

Fuel economy: 7,7 litres/100 km

Source: www.um.co.za

Also consider:

  • Volkswagen Golf GTI DSG: They share a lot under the skin, but these two siblings are really rather different in character. The Golf, restrained as it is, is the sportier car that will appeal to the enthusiast, while the Audi A3 Sportback is the sophisticate.
  • Mercedes-Benz C230K Sports Coupe: A fair bit more expensive, and not nearly as practical as the Audi A3 Sportback. It does possess the Mercedes badge, however, and is certainly a sporty looker. Performance can’t match the Audi’s, either.
  • Volvo V50 T5 Geartronic: A really hot station wagon of similarly upwardly mobile pretensions. The turbocharged five-cylinder engine endows the Volvo with very strong acceleration and although it’s not the most spacious wagon around, it certainly beats the Audi A3 Sportback for practicality.

 

Mercedes-Benz C270 CDI Elegance Touchshift (2005) Driving Impression

It’s taken South Africans far longer to fall in love with the turbodiesel engine than our European cousins, particularly when it comes to luxury cars. The stigma of diesel being for tractors and bakkies is a hard one to shake, but one can thank BMW in particular for driving the change in perception, because its 320d certainly proved that turbodiesel can also mean performance and refinement – barring the odd blown engine, of course… Mercedes-Benz’s current C-Class, already one of the most popular cars on the local market, now gains some turbodiesel grunt and we were cautioned that it’s a real handful. Could this Mercedes-Benz C270 CDI be the first “performance diesel” from Merc?

No exterior clues

The only real clue to the presence of the Mercedes-Benz C270 CDI is the badge on the bootlid. As per usual, Mercedes-Benz has been conservative in the car’s design execution, but for many this will be a positive. The current C-Class is a handsome machine, unlikely to date fast and has found a very diverse South African clientele. Many of these potential customers will appreciate the C270 CDI’s subtle styling. In fact, they may enjoy “smoking” the competition off the line in a car that looks like a bog-standard C180K!

There are no Mercedes-Benz C270 CDI badges inside, of course, so the only clue to the identity of this particular model is the rev limiter. And why would you want it any other way? The current C-Class has a great interior, boasting superb build quality, efficient ergonomics and high levels of luxury and comfort. Rear space is also very good, aided by a long 2 715 mm wheelbase. And the 430 L boot will swallow most families’ holiday luggage with ease.

Elegance trim means a fairly extensive list of standard features come standard, including climate control, auto lights/wipers, electrically adjustable front seats, xenon headlamps, a radio/CD player sound system, multi-function steering wheel, cruise control, leather upholstery and six airbags. You do have to pay extra for satellite navigation, however.

Serious muscle

The advanced, 20-valve, five-cylinder 2,7-litre engine is borrowed from the brand’s M-Class SUV, where it has proven a popular choice among consumers looking for a balance of performance and economy. And you have to keep in mind that if an engine can move a vehicle as big as an M-Class around with some verve, then it should do wonders in a relatively compact sedan. The maximum power figure of 125 kW is not the most important. It is the 400 Nm of torque, available from a low 1 800 rpm that really defines this powerplant. Crucially the torque remains on tap until 2 600 rpm. Power goes to the rear wheels via five-speed automatic transmission called Touchshift, because it offers the option of manual shifting, too. Best of all, when using manual mode, the gearbox will not automatically shift up when it reaches the limiter. It will wait for the driver’s instruction, and for many, that is a clear sign that this C-Class was developed with some enthusiastic driving in mind.

Certainly, standing-start sprints provided further evidence supporting the above hypothesis. Switch out the ESP. Dial up the revs while standing on the brake. Release… and the result is a cloud of smoke as the Mercedes-Benz C270 CDI lights up its rear tyres, before lunging forward and pinning the occupants in their seats. A 0-100 km/h time of just over nine seconds is the result with the Mercedes topping out at a heady 225 km/h. Such performance usually comes with a significant consumption penalty, but when driven with restraint, the Mercedes-Benz C270 CDI will consume an average of as little as 8,4 L/100 km, which includes town and highway driving.

Dynamically, there isn’t really any difference between the Mercedes-Benz C270 CDI and its less powerful (petrol) siblings. The basic set-up is a good one, striking a fine balance between ride comfort, stability and at least a measure of agility. It’s not a car that exactly “comes alive” when pushed hard, but it does the job without much squeal and understeer. So, not a cornering king, then, but rather a straight-line blaster.

This means the Mercedes-Benz C270 CDI is an exceptionally fine (and fast) long-distance cruiser. With a full complement of passengers on board, including their luggage, the C-Class will provide comfortable and economical touring with an indecent turn of speed when required.

Mercedes-Benz C270 CDI – Verdict

Ultimately, the Mercedes-Benz C270 CDI is not a sports sedan, even though the raw performance figures may suggest so. There’s nothing about its appearance or dynamic set-up that suggests that this was Mercedes-Benz’s aim in the first place. But what we do have here is a very fine (and very fast) luxury sedan with exceptional straight-line performance and good overall fuel economy. We suspect it will not only be typical Mercedes customers that will approve, but that the C270 CDI will also convert a large number of petrol addicts to the wonders of diesel.

We like:

  • Classy design
  • Build quality
  • Power/economy balance
  • Ride comfort


We don’t like:

  • Not much…
  • Lack of fold-down rear seat


Fast facts

Engine: 2,7-litre, five-cylinder, turbodiesel

Power: 125 kW @ 4 200 rpm

Torque: 400 Nm @ 1 800 rpm

Transmission: Five-speed automatic

Wheels: 16-inch alloy

Top speed: 225 km/h

0-100 km/h: 9,1 seconds

Fuel economy: 8,4 litres/100 km

Source: www.um.co.za

Also consider:

  • Audi A4 3,0 TDI Quattro Tiptronic: Brand new on the market and certainly very appealing. Good looks clothe an upmarket cabin loaded with toys and then there’s also the engine, a stunningly powerful unit that also delivers great economy. Oh, and it’s got Quattro all-wheel drive…
  • BMW 330d Exclusive Steptronic: Quite pricey but very appealing, especially to the driving enthusiasts out there. The dynamics are class leading, and the engine very possibly too, delivering a whopping 150 kW and 410 Nm of torque. Good standard spec, too.
  • Volvo S60 2,4 D5 Geartronic: Another newcomer to the executive diesel scene and at first glance a surprisingly strong rival, although the engine is down on power and torque. At the price, the specification level and build quality are commendable. But resale will be atrocious. Could be a great used buy.

Kia Sportage 2,7 V6 Auto (2005) Driving Impression

While sister company Hyundai has been making rapid progress and making many new friends (customers) with its Getz and Tucson models, one senses Kia is poised to follow in its tracks very shortly. Following a spate of new model introductions, including the Rio, Picanto and, now the Kia Sportage, this Korean marque suddenly boasts a modern and attractive line-up of vehicles. The question is, however, whether they are too obviously reskinned Hyundai products? Or do the Kia’s have identities of their own? And why would you buy a Kia, but not a Hyundai? We test the flagship Kia Sportage 2,7 Automatic to find out.

Smart, upmarket looks for Kia Sportage

For many people we suspect the Kia’s smart, upmarket looks alone will be a deciding factor. There is no way to tell for sure that the Kia Sportage rides on the same platform as the Tucson, because visually there are no similarities, save for the wheelbase. And it’s worth pointing out that a number of commentators were of the opinion that it is the Kia Sportage that looks more attractive, and more expensive. That’s a good start… Certainly, with its double exhaust outlets, extended wheelarches, short overhangs and neat alloys, this is a smart-looking vehicle.

Compared with its predecessor, which did much to establish the brand in this country, the new Sportage represents a significant departure in approach. As is the case with most other manufacturers, Kia has learnt that customers shopping for compact SUVs don’t necessarily want a hardcore off-road vehicle, but place an emphasis on comfort and refinement, with only a small measure of off-road ability being required. Consequently, the new Kia Sportage is of unibody construction, as opposed to the separate ladder-frame chassis of its forebear. This gives the new car improved torsional rigidity, which bodes well for ride refinement and cabin comfort.

Light off-road ability

Still, the Kia Sportage is not completely witless when faced with a spot of gravel. The ground clearance of just below 200 mm is good enough to clear most likely obstacles, and the approach/departure angles are also impressive due to short front and rear overhangs. The Kia Sportage makes use of a part-time all-wheel drive system that generally runs in front-wheel drive mode, but which will send torque to the rear wheels when slip is detected at the front. The driver can also lock it into four-wheel drive mode using a switch on the facia, but as soon as the vehicle speed rises to above 40 km/h, it reverts to front-wheel drive.

Luxurious cabin

Kia’s engineers have used the Sportage’s relatively long wheelbase to design a cabin that places a priority on passenger space. Rear legroom is very good for a vehicle in this segment, and the rear seat backrests even boast a reclining function. Unfortunately the cabin’s spaciousness comes at some cost to boot volume. At least the rear seats can fold down when larger objects need to be transported. Also noteworthy is a rear window that can open separately to the tailgate – to drop shopping bags into the boot, for example.

This flagship Kia Sportage model is loaded to the roof with standard luxury features, including leather upholstery, cruise control, auto lights, climate control and a radio/CD audio system. Safety equipment includes dual front airbags, ABS with EBD and, surprise, surprise, an electronic stability control system. The driver’s chair boasts height adjustment, and the steering wheel can be adjusted for rake.

All of this sounds impressive, but there are some niggles. Firstly, the driving position is not quite ideal, with the height adjustment range being too limited. And perhaps most importantly, the execution of the facia is not quite as “upmarket” as the features may make it appear to be. The plastics are generally hard and shiny, and the fit and finish is not yet as good as the competition. The steering wheel lacks remote audio controls, which is an oversight at this price/specification level. On the positive side of things, however, there is ample storage space – a large box between the front seats and even a tray underneath the passenger seat.

Lazy performance

As with the Tucson, the 2,7-litre V6 engine is not quite as impressive as one may hope. The power and torque figures (128 kW and 246 Nm) look good, but much of it seems to go missing somewhere in the workings of what is a comparatively lazy four-speed automatic gearbox. Consequently, the performance is rather lethargic. One may forgive the Kia Sportage for this relaxed approach to throttle input if only the fuel economy was better, but at well over 10 L/100 km (if you’re lucky) this is also not the case.

Once up and running, however, the Kia Sportage starts to regain some lost ground. The cabin is very quiet and the drivetrain feels refined and smooth. The ride, too, is rather good, although perhaps slightly too firm at low speeds. On the other hand, this inherent firmness does mean the Kia Sportage remains a stable vehicle during fast cornering.

Kia Sportage – Verdict

As is the case with the equivalent Tucson, this flagship model is perhaps not the best example of the Kia Sportage range. While it impresses with its standard specification, cabin comfort and good looks, the lazy performance and heavy fuel economy are rather big negatives. Note, however, that the criticisms also apply to the Hyundai, so if you are really keen for one of these two vehicles, the Kia’s impressive maintenance plan may just be the clincher.

We like:

  • Standard specification
  • Good looks
  • Long service maintenance plan
  • Cabin quietness
  • Passenger space


We don’t like:

  • Performance
  • Fuel consumption
  • Bouncy ride


Fast facts

Engine: 2,7-litre, V6, petrol

Power: 128 kW @ 6 000 rpm

Torque: 246 Nm @ 4 000 rpm

Transmission: Four-speed automatic

Wheels: 16-inch alloy

Top speed: n/a km/h (180 km/h est)

0-100 km/h: n/a seconds (12,0 sec est.)

Fuel economy: 10 litres/100 km

Source: www.um.co.za

Also consider:

  • Hyundai Tucson 2,7 V6 GLS 4×4 H-matic: The Kia’s slightly older brother… The Tucson has the same drivetrain as the Kia Sportage and the driving experience is therefore similar. Of course, the Hyundai has the wider servicing network, but the Kia trumps its sibling with a long maintenance plan.
  • Subaru Forester 2,5 XS Premium Auto: Fresh from a questionable facelift, the Forester may be an awkward-looking car, but it’s a very good one. Offers excellent refinement, build quality and all-road capability. More expensive, but probably worth it.
  • Toyota RAV4 200 5-door 4×4 Auto: The very likeable RAV4 may not have the power of the Koreans, but it feels more agile and responsive. And while it falls short on specification, it does come with the peace of mind of driving a Toyota.

 

Mercedes-Benz C220 CDI Elegance Automatic (2005) Driving Impression

It’s not often that Mercedes-Benz hits the styling nail absolutely on the head, but with the second-generation C-Class, introduced at the dawn of the new millennium, it seems to have done just that. Five years into its lifecycle, and with only a very slight facelift under the belt, it still looks as stylish and modern as it did back then. It says much for the original design that such a minor upgrade was all that was needed – only a Mercedes anorak will notice the changes to the front airdam and wider tracks of the Mercedes-Benz C220.

Of course, keeping the C-Class fighting fit is very important for Mercedes-Benz. It has not only been tasked with battling the ageing E46 BMW 3 Series, but will also have to stave off the new 3 Series for a while before the next-generation C-Class is ready. Then there’s also the ever-improving Audi A4…

Ageing cabin in the Mercedes-Benz C220

The Mercedes-Benz C220 arguably shows its age more inside, where there’s no iDrive-rivalling control system or glitzy displays, but rather traditional analogue instrumentation and a plethora of big buttons. There are also a couple of real Mercedes quirks, such as the left-foot controlled “hand-brake” and the single stalk for the lights and wipers which can get in the way when trying to operate the cruise control stalk. Of course, familiarity will set in with a few days of use, and those buttons are certainly clearly marked, but it’s nevertheless not quite as easy to settle in as with an A4, for example.

Rear legroom is another complaint and the consequence of the rear-wheel drive layout, but it’s no worse than a BMW 3 Series in this regard. The boot is of a useful size, however, and it packs a full-size spare wheel. The rear seats can also fold down to boost load-carrying ability.

If it all sounds rather disappointing thus far, don’t fret, because these are relatively minor irritations. The Mercedes-Benz C220 interior quality is superb and the basic design (flowing and rounded) has aged well. In Elegance trim, as tested here, the C-Class cabin gains a very upmarket aura that will impress even E-Class buyers. Comfort levels are superb. The steering wheel is rake-and-reach adjustable, the seat can be raised up or down and there’s a convenient centre armrest/storage box. Seated on the well-padded driver’s seat and with the typically oversized Mercedes steering wheel in hand, one can’t help but feel satisfied. It may be the “small” Mercedes sedan, but it comes across as a real Benz.

Focus on comfort

With very light steering, fairly high-profile tyres and a suspension set-up tuned for comfort, there aren’t any sporty pretensions about this model. It is therefore the ideal platform to make use of Mercedes’ proven 2,1-litre, four-cylinder turbodiesel engine. Pumping out 110 kW and an impressive 340 Nm of torque (from 2 000 rpm), the Mercedes-Benz C220 CDI certainly has grunt. It is mated with a five-speed automatic transmission that features Comfort and Sport modes, as well as manual shifting via Mercedes’ TouchShift system. However, the latter system is unlikely to be used much as the drivetrain simply doesn’t encourage enthusiastic driving.

The engine note is fairly gruff at idle, but thankfully smoothes out at speed, where it is also much quieter. In fact, once on the move one tends to forget about the engine and gearbox, as they do their jobs unobtrusively. It’s a very relaxing car to drive, this, and also impressively economical. Mercedes claims a combined cycle fuel consumption figure of 6,8 litres/100 km.

While Mercedes has indeed fettled with the suspension settings at the time of the upgrade and widened the tracks, the overall experience is much the same. The Mercedes-Benz C220 is a very competent handler, with good body control and considerable front-end grip. But it doesn’t quite feel as hunkered down and sharp on turn-in as, for example, a 3 Series. Then again, in terms of ride comfort it is far superior to the BMW (which uses RunFlat tyres). The Mercedes glides over imperfections and cossets its occupants. For relaxed drivers, the slightly vague steering will not be an issue.

As befits a Mercedes-Benz, the C-Class is packed with safety equipment, including an electronic stability programme (ESP). The ABS-equipped braking system also features BAS (brake assist), but somewhat disappointingly only features solid discs at the rear. Nevertheless, braking performance is good.

Mercedes-Benz C220 – Verdict

The Mercedes-Benz C220 may be ageing (especially inside), but it’s doing so with much grace. There’s still considerable styling appeal on offer here, and the cabin is well-made and comfortable. The engine and transmission are geared for cruising, so drivers who place an emphasis on performance may need to look elsewhere for their kicks. Overall, the Mercedes-Benz C220 CDI Automatic is a classy, relaxing and economical long-distance tourer.

We like:

  • Stylish looks
  • Quality
  • Ride quality
  • Fuel economy
  • High safety spec


We don’t like:

  • Ergonomic quirks
  • Dull steering
  • Rough idle


Fast facts

Engine: 2,1-litre, four-cylinder, turbodiesel

Power: 110 kW @ 4 200 rpm

Torque: 340 Nm @ 2 000 rpm

Transmission: Five-speed automatic

Wheels: 16-inch alloy

Top speed: 218 km/h

0-100 km/h: 10,3 seconds

Fuel economy: 6,8 litres/100 km

Source: www.carfolio.com

Also consider:

  • BMW 320d Steptronic: Whether you opt for the earlier E46-generation car, or its replacement, the E92, the BMW is a formidable rival with excellent dynamics, a superb engine and classy interior. The latter model offers more space and refinement.
  • Audi A4 2,0 TDI Multitronic: A car that has become increasingly attractive as it gets older, the A4 is not to be ignored. It can’t quite yet match the Mercedes’ status appeal, or its ride comfort, but the gap is no longer very big. Multitronic CVT boosts economy but at the cost of some driving enjoyment.
  • Volvo S60 D5 Geartronic: Suffers appalling and unfair depreciation, so is better as a used buy. A very comfortable, good car, although it lacks the rear legroom of the others and the D5 engine sounds a bit gruff.

 

Jeep Cherokee Limited 2.8 CRD (2005) Driving Impression

Although ageing and under fire from newer soft-roaders, Jeep’s current Cherokee, first introduced locally in 2002, continues to sell in healthy numbers. In fact, courtesy of its quirky looks, iconic Jeep badge and the underlying promise of being better off-road than anything else in this price range, it has become a bit of a status symbol – a vehicle not so much to buy because of its abilities, but because of what it potentially says of you… Now Jeep has given the model line-up a serious overhaul in a bid to keep the Cherokee at the head of its class. How does it fare?

Ready for action

As any enthusiast of the brand will tell you, a true Jeep wouldn’t look quite right if it resembled all the other curvaceous soft-roaders. A real Jeep needs to display some attitude. Well, they needn’t have worried, because the upgraded Cherokee Limited 2.8 still looks rather butch and ready for action. The trademark seven-slot grille is now finished in chrome (on this Limited spec vehicle) for extra some extra bling. The wheelarches still stand proud of the bodywork, resembling bulging muscles, and at the rear the spare wheel is still mounted on the tailgate. There’s simply no mistaking the Cherokee for anything else.

The interior, however, is not entirely convincing. For a supposed status symbol, the texture of the various grades of plastics is not quite good enough, and the overall layout of the controls leaves much to be desired. For example, the switches for the electric windows are not placed on the doors, but the central locking buttons are.

The audio system also looks intimidating, with a plethora of small switches. And then there’s the driving position… With plenty of intrusion from the transmission tunnel into the driver’s footwell, there’s no place to rest the left foot. The seating position is also very upright, and there’s limited adjustment for the steering wheel. The feeling of sitting on top of the Cherokee, rather than inside it is exacerbated by the flat, upright facia and a front window that seems to be right in front of your nose.

In the rear the situation is slightly better, but still not as good as the competition. The cabin is quite narrow, and the seat cushion is mounted low, so you tend to sit with your knees quite high up. Again, the window switches are not where you’d expect to find them, but rather at the back of the centre console tunnel. The boot is of a reasonable size, as it should be, given that it doesn’t have to accommodate a spare, and the load-carrying ability can be further improved by folding the rear seats completely flat.

Italian heart

This Cherokee is powered by a 2.8-litre turbodiesel engine made by VM Motori, an Italian outfit that specialises in diesel powerplants. With quoted figures of 120 kW and 400 Nm of torque, the outputs are certainly healthy. The maximum torque is already available at a low 1 800 rpm. The engine is quite a gruff-sounding unit, but it somehow fits the character of the vehicle and is not unwilling to rev. The Jeep’s overtaking performance is more than acceptable, especially when you’ve factored in its weight – just under two tonnes! Unfortunately the weight does impact the fuel economy – although 9.3 litres/100 km is quoted, a more likely daily figure is around 10.5 litres/100 km.

The engine is mated with a six-speed manual transmission that is very mechanical in its feel and which requires a firm hand. The Cherokee Limited 2.8 makes use of a selectable four-wheel drive system. Usually it runs in rear-wheel drive mode, but four-wheel drive can be engaged on the go at speeds of close to 90 km/h. Should you wish to engage low-range, however, you need to travel at below 5 km/h. Also fitted is a limited slip rear differential.

In addition to the hardware, the basic design of the Cherokee also contributes to its excellent off-road ability. The short front and rear overhangs, as well as the generous ground clearance make it possible to tackle fairly scary looking obstacles with confidence.

On the road

Sadly, the Cherokee Limited 2.8 is nowhere near as good as most of its rivals on the road, where it is likely to spend most of its time. The ride is rather firm and a quick succession of jolts from road imperfections can flummox the suspension to such an extent that it can feel skittish. The firm ride also doesn’t contribute to good body control in the corners, or under braking, with the top-heavy feel further highlighted by its tall and narrow stance, and high seating position.

Verdict

While it is admirable that Jeep continues to ensure that its entry level model offers proper off-road ability, the market may be shifting away from this requirement. The reality is that most consumers shopping for a compact SUV doesn’t need a Trail-rated performer, but rather one that broadcasts that perception, while being exceptionally good at the daily drive.

In this regard, the Cherokee Limited 2.8 falls short in a number of key areas – the ride comfort, ergonomics and interior packaging are simply not good enough. Then again, should you be one of the few who actually need one vehicle for everything, including some pretty hardcore off-road work, it is very possibly without equal at the price.

We like:

Individualistic looks

Off-road ability

Good power

Standard specification

We don’t like:

Messy ergonomics

Cramped footwell

Fast facts

Engine: 2.8-litre, four-cylinder, turbodiesel

Power: 119 kW @ 3 800 rpm

Torque: 400 Nm @ 1 800 rpm

Transmission: six-speed manual

Wheels: 16-inch alloy

Top speed: 174 km/h

0-100 km/h: 13.5 seconds

Fuel economy: 9.3 litres/100 km

Also consider:

Land Rover Freelander 2.0 HSE TD4:

Can’t match the Jeep for power, but the Freelander is arguably the more comfortable vehicle on-road, while still offering a healthy degree of four-wheel drive ability.

Nissan X-Trail 2.2D SE:

Again, not as powerful as the Jeep, but a far more refined and comfortable vehicle to drive daily and also a fair bit more economical. Not as good as in the rough, but quite adept at some light off-roading.

BMW X3 2.0d:

If you’re buying the Jeep partly because of the badge, then the BMW’s snob factor may also appeal. It is a far more comfortable, refined vehicle but one which offers far less off-road ability by comparison, should that matter.

Mercedes-Benz E200 Kompressor (2004) Driving Impression

Although the rise of the premium SUV has somewhat eroded the appeal of the traditional luxury sedan, there remains something innately appealing about a large Mercedes-Benz sedan that is not terribly difficult to explain. Take the new Mercedes-Benz E200 Kompressor as an example. With a few carefully selected options, this elegant sedan can fool most people into thinking it costs twice as much as it actually does. And even today, there’s nothing that makes the neighbours’ curtains twitch with as much envy as the sight of a large, obviously luxurious, Mercedes-Benz sedan pulling into the driveway…

Elegance in spades for Mercedes-Benz E200 Kompressor

By now the current E-Class is a familiar sight on South Africa’s roads, and this test unit, boasting the standard “Elegance” trim level, is essentially the entry level version. But you’d never say it by looking at it. Boasting comprehensive colour-coding, chrome detailing here and there, smart 16-inch alloy wheels and fog lamps, there’s precious little to distinguish it from its more expensive siblings. Mercedes also offers an Avantgarde trim level, which makes the stately E-Class look a bit sportier, through different alloy wheels and a lowered ride height, among other small details.

While the exterior will impress the neighbours, the interior also succeeds in stroking the driver’s ego. Featuring a curvy design theme that is somewhat at odds with Mercedes’s traditional conservatism, the facia is attractive to look at and, boasting top-quality finishes, also nice to touch. The wood inlays and leather inserts on the doors elevate the ambience even further. Base model?  Not really… The Mercedes-Benz E200 Kompressor feels like a proper, full-fat E-Class from behind the wheel, an impression that has as much to do with the inherent build quality as it does the surprisingly comprehensively specification sheet. Included are; climate control, a superb audio system, multi-function steering wheel, cruise control, automatic headlamps and a full package of airbags – including curtains.

A focus on comfort

Mercedes is currently working hard to change its image from staid and predictable, to something sportier and youthful. The AMG models therefore catch a lot of shine. This Mercedes-Benz E200 Kompressor, however, is a typical old-school Mercedes in the way it drives. And that’s a good thing. The driving position is superb, with generous adjustment on offer from the seats (partial electric) and steering wheel. Rear legroom is excellent, and the seats are shaped and padded for long-distance comfort. The boot can accommodate 540-litres worth of luggage, which makes the Mercedes-Benz E200 Kompressor a great family car, but Mercedes charges extra for folding rear seats – somewhat cheeky!

Just enough power for Mercedes-Benz E200

The Mercedes-Benz E200 badge is misleading as the engine is actually the same 1,8-litre, supercharged unit that does duty in other, smaller Mercedes models. The power outputs look rather small for such a big car (weighing in at 1 570 kg), with Mercedes claiming 120 kW and 240 Nm of torque. Power goes to the rear wheels via a five-speed automatic transmission that offers a manual-shift function. Although the performance can’t be described as being “energetic”, the Mercedes-Benz E200 Kompressor is swift enough for most, with a 0-100 km/h time of just under 10 seconds and a 227 km/h top speed. In fact, the engine does an admirable job of hauling the big sedan around at a decent pace, but what is most impressive is the refinement and quietness. The engine never feels like its working too hard, and that’s quite an achievement. It’s also economical, with a consumption figure of around 9 litres/100 km being a realistic target.

Overall, the engine fits the character of the E200K perfectly. Unlike some top-end E-Class models, the E200K doesn’t ride on air-suspension, but a traditional set-up of MacPherson struts in front and a multi-link arrangement at the rear. Stabiliser bars are fitted at both ends. The set-up is certainly biased towards offering exceptional ride comfort and refinement, which will please most customers. Cruising at the national speed limit, the E200K’s cabin is an exceptionally quiet, comfortable place to be. Road irregularities are dealt with easily, with only a distant thud to remind occupants that they haven’t in fact boarded a Rolls-Royce. The superb aerodynamics and slippery shape undoubtedly play a big role in the impressive NVH (noise, vibration, harshness) showing. Of course, dynamically the E-Class can’t quite match a BMW 5 Series, but we suspect that in this Mercedes-Benz E200 Kompressor’s case, that’s unlikely to be a priority for most of the target audience.

Mercedes-Benz E200 Kompressor – Verdict

There’s simply nothing “entry level” about the Mercedes-Benz E200 Kompressor. Yes, the engine doesn’t deliver a lot of power, but if ultimate performance is not a requirement, you won’t notice the deficit because the refinement is so impressive. The interior is superb, boasting all the comfort, space, quality and luxury that have made Mercedes sedans so popular all over the world. And once you hit the long road, you’ll be very impressed by the cruising refinement and comfort levels. At the price, the Mercedes-Benz E200 Kompressor could be described as something of a bargain.

We like:

  • Classy design
  • Cabin fit and finish
  • Comfort
  • Ride quality
  • Performance & economy balance

We don’t like:

  • Lack of standard fold-down rear seats

Fast facts

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

Power: 120 kW @ 5 500 rpm

Torque: 240 Nm @ 3 000 rpm

Transmission: Five-speed automatic

Wheels: 16-inch alloy

Top speed: 227 km/h

0-100 km/h: 9,9 seconds

Fuel economy: 8,7 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW 525i Steptronic: A fair bit more expensive than this entry level Mercedes, but if you can afford it, the BMW arguably currently represents the pinnacle of the executive sedan pile. Beautifully made inside and out, and with excellent dynamics.
  • Audi A6 2,4 Multitronic: The A6 continues to improve and continues to be ignored by the public. Perhaps the forthcoming all-new model will be more desirable. As it stands, the Audi is somewhat outdated and also makes use of a CVT gearbox, which is not universally liked. Try first.
  • Volvo S80 2,5T: Something a bit different. Always underestimated, the big Volvo is supremely comfortable so worth considering if dynamic sharpness is not a priority. But it’s pricey, and the resale will be woeful.

 

Audi A4 2,0T FSI (2005) Driving Impression

If there’s one car that symbolises the relentless progress that Audi is making these days, it is this, the facelifted Audi A4. Usually, midi-life facelifts are superficial affairs, often restricted to new lights and grilles, a few new features inside and, perhaps, a new engine. This upgraded Audi A4, however, is the result of some very invasive surgery. One senses that Audi, buoyed by recent advances across its line-up, simply could not wait to implement such upgrades on its bread-and-butter model. The result is a car that can firmly stand its ground against its major German competition, even the models that are still to be launched.

Much improved looks for Audi A4

Look closely and you may still be able to identify the outline of the previous model, but there’s no question about it – this model actually looks all-new. And to vividly illustrate just what a significant departure it is from its predecessor, Audi claims that the only body panel the two have in common is the roof! The general consensus is that the new looks endow the Audi A4 with not only a more distinctive character, but also elevates its premium status. Up front, there’s Audi’s new trademark single-frame grille, and at the rear some neat new tail lamps. The overall shape is very coherent, with little in the way of ornamentation. This accentuates the sense of solidity that the Audi A4 exudes. The build quality really is exquisite, with very tight and consistent panel gaps. The subtly flared wheelarches also frame the 17-inch wheels very “tightly”. Our test unit had an optional sports pack, which drops the ride height by 33 mm.

Inside, the changes aren’t quite as extensive, but it wasn’t necessary because the previous Audi A4 already boasted a great interior with superb quality and ergonomics. Audi has just added some neat trim details to elevate the premium ambience even further. What they haven’t quite managed to improve is the rear-seat accommodation, where legroom remains slightly pinched. The boot, however, is massive, and able to swallow 460 L-worth of luggage.

There are no comfort-oriented concerns up front, because the A4’s seats boast excellent cushion comfort and lateral support. The driver will appreciate the standard height-adjustment (manual) as well as the rake/reach adjustability of the steering wheel. As is the case with all Audi products, everything that is regularly touched has a solid, silky feel that leaves a long-lasting impression of quality.

The standard features package is quite comprehensive, with this Audi A4 boasting climate control, auto lights/wipers, a radio/CD player and a multi-function steering wheel. Navigation is optional, and there’s a neat full-colour screen on the facia that swivels up to reveal SD card slots. Six airbags are also fitted, as is ESP (electronic stability system).

Heart of the GTI

Being part of the giant Volkswagen group certainly has its benefits. One of them is access to a vast range of very efficient, powerful engines, such as the direct-injection, 2,0-litre, four-cylinder unit utilised in this Audi A4. The engine is shared with the Golf GTI, where it is used to great effect, delivering strong power, flexibility and great refinement. The outputs of 147 kW and 280 Nm may not sound earth-shattering, but are nevertheless enough to propel this 1 425 kg luxury sedan to 100 km/h in a brisk 7,6 seconds, and on to a top speed of 235 km/h. It is also economical when circumstances allow, and can return a consumption figure of as low as 7,8 L/100 km. The engine is mated with a six-speed manual transmission that impressed with its slick and precise shifts.

It is said that Audi implemented a lot of lessons learned with the latest-generation A6 and A8 models in the revised A4. Generally speaking, Audis have always offered great stability and grip, but have never managed to offer the same kind of dynamic agility as a BMW, for example, without a wooden ride quality being the compromise. In an effort to improve matters, Audi has not only improved the weight distribution but has fettled with the suspension set-up, too. Anti-roll bars are used at both ends. This Audi A4 test car boasted the lowered and stiffened “sports” suspension, so it’s hard to say what the effect will be on run-of-the-mill standard models, but there’s no question that improvements are very perceptible.

While the low-speed ride certainly is on the firm side, it is never harsh, and the Audi A4 manages to feel more alert and “light on its feet”, as the speeds rise. Subjectively speaking, there appears to be slightly more feel in the steering, too, but it remains perhaps slightly too light. It also tends to feel a bit numb, though precision is actually not bad. Overall, however, this Audi A4 is more fun to drive fast than before, and much of that is due to the engine. Because the torque is available across such a wide spread of the rev range, responsiveness is excellent.

Audi A4 – Verdict

Don’t think of this Audi A4 as a mere facelift, it is a significantly improved product in all facets and certainly will provide stiff competition for the likes of the upcoming new BMW 3 Series and Mercedes C-Class. It only really has two flaws – tight rear space and numb steering – and these are unlikely to limit its sales success, because the package is otherwise so superb. If this is what Audi can do with a facelift, imagine the leap it will make once the next all-new model arrives! Scared yet, BMW and Mercedes? You should be…

We like:

  • New looks
  • Build quality
  • Cabin quality
  • Standard features
  • Performance


We don’t like:

  • Tight rear space


Fast facts

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

Power: 147 kW @ 5 100 rpm

Torque: 280 Nm @ 1 800 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

Top speed: 235 km/h

0-100 km/h: 7,6 seconds

Fuel economy: 7,8 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW 325i: Although BMW’s charismatic six-cylinder engine remains a delightful powerplant, it is outpunched by the turbo Audi. That said, the BMW remains a great choice for the driver that puts the emphasis on entertaining chassis dynamics. But a new model comes soon.
  • Volvo S40 T5: Slightly cheaper, and marginally smaller, the Volvo packs a fair bit more power courtesy of its turbocharged five-cylinder engine. A great interior and generous standard specification are further highlights. A bit ragged on the edge, though.
  • Alfa Romeo 156 2,5 V6 TI: Still a thing of beauty, but has fallen behind the best in terms of interior execution and sophistication. The glorious V6 engine delivers great performance, but is rather thirsty. Build quality niggles remain.