Hyundai Tucson 2.7 V6 Automatic (2005) Driving Impression

The rise of Hyundai as a global automotive superpower has been picking up pace of late, with especially the Getz compact hatchback proving extremely popular in South Africa and elsewhere.

With its latest arrival, the Tucson compact SUV, this Korean brand may just have hit the jackpot once again. It is predicted that the market for compact, predominately on-road SUVs will grow considerably in the next few years, and Hyundai is one of the first to capitalise on this trend, as the Tucson packs a lot of style, spec and space into its very attractive price tag. But is it any good?

Classy looks

Much of this segment’s popularity is based on the fact that customers want the macho SUV look. In that regard the Hyundai Tucson 2.7 V6 does not disappoint. It features crisp, clean-cut styling with just a hint of masculinity, as well as all the expected SUV design traits, such as good ground clearance (195 mm), black lower body cladding, flared wheelarches, fog lamps and roof rails. It’s a handsome vehicle, and unlikely to date fast.

Its compact dimensions, however, is quite a surprise. At 4 325 mm in length it is a fair bit smaller than a vehicle such as the Mitsubishi Outlander or Subaru Forester. But the Tucson does have a reasonably long wheelbase. Consequently, Hyundai has managed to pack quite a lot of space between the two axles, and passenger space is impressive, front and rear.

The only place where the smaller body really has a negative impact, is in boot space, which is significantly less than some rivals. Should you need more packing space, the good news is that the rear seats fold completely flat, as does the front passenger seat. Telling you all you need to know about the Tucson’s off-road intentions is the fact that it only has a space-saver spare wheel.

Lots of kit

As has come to be expected of Hyundai, the Tucson offers a lot of features as standard, some of which are unheard of at this price level. Save for the expected electric windows/mirrors and so forth, this Hyundai also boasts an electric sunroof, climate control, leather upholstery and cruise control! Even the safety package is pretty decent, with dual front airbags, ABS with EBD and traction control all included in the price.

So, what’s the catch? It has to be said that the Hyundai Tucson 2.7 V6 can’t quite match the perceived interior quality of, for example, a Forester. The plastics are mostly grey, and mostly of the hard and shiny variety. Also, there isn’t a great deal of adjustment on offer from the steering wheel and driver’s seat, so a comfortable driving position may not be easily attainable for all.

Unimpressive drivetrain

On paper, the Tucson 2.7 V6 sounds like a steal at the price, at least partly because it boasts a large-capacity V6 combined with all-wheel drive. The claimed figures look healthy, too, with 129 kW being available at 6 000 rpm and 241 Nm of torque on tap from 4 000 rpm. Unfortunately, the Tucson V6 never feels as lively as these figures would suggest it should be. There are three reasons for this.

Firstly, the Tucson, compact dimensions notwithstanding, is quite heavy at around 1.7 tonnes. Secondly, the engine is mated to a rather lethargic four-speed automatic. And lastly, there’s also an active – but power-sapping – all-wheel drive system to contend with…

As a result of all of the above, the Tucson is not particularly impressive against the stopwatch, even though the initial throttle response when pulling away suggests otherwise. The transmission is rather witless, shifting up and down at inopportune times in a seemingly never-ending hunt for power.

There is a manual-shift function, of course, but that rather defeats the point of having an automatic in the first place… The transmission undoubtedly also contributes to the high fuel consumption – 12.3 litres/100 km is a realistic figure

Surprisingly, given current trends, the Tucson 2.7 V6 features an active all-wheel drive system. Market analysis shows that all-wheel drive is hardly a priority in this segment, so Hyundai’s decision to include it on a vehicle that is clearly mostly aimed at urban use is rather baffling.

The system generally runs in nearly 100 % front-wheel drive mode, but will shift up to 50 % of the power to the rear if necessary. You can also manually select four-wheel drive, but as soon as the speed rises over 40 km/h it switches back to automatic all-wheel drive. So, clearly, the Tucson is a serious off-roader, and the all-wheel drive traction is really just there for slippery surfaces.

On the road, the Tucson is largely impressive, even though the ride is surprisingly firm and seemingly very sensitive to tyre pressures. The firmness does result in reasonable body control in the corners, however, and the overall stability is good. The steering is very light, and almost completely devoid of feel. On gravel roads the Tucson is not quite as impressive, and can feel quite skittish.

Verdict

For the money, the Hyundai Tucson 2.7 V6 really offers a lot, including a maintenance plan. It’s a vehicle that should do well in South Africa, where crossovers of similar type offered at the same price generally can’t match the Tucson’s specification and design appeal. But the Tucson is not without its flaws – the engine is powerful but thirsty, and the transmission comes close to spoiling an otherwise fine package. A diesel engine coupled with an automatic transmission would really suit this vehicle.

We like:

Classy looks

Passenger space

Value for money

Decent on-road dynamics

We don’t like:

Hunting four-speed auto

Fuel thirst

Small boot

Fast facts

Engine: 2.7-litre, V6, petrol

Power: 129 kW @ 6 000 rpm

Torque: 241 Nm @ 4 000 rpm

Transmission: four-speed automatic

Wheels: 16-inch alloy

Top speed: 197 km/h

0-100 km/h: 13.7 seconds

Fuel economy: 12.3 litres/100 km

Also consider:

Kia Sportage 2.7 Automatic:

Essentially the same car under the skin, but looks significantly different inside and out. The Sportage is slightly cheaper and also offers a longer maintenance plan.

Subaru Forester 2.5X Automatic:

Not nearly as stylish and therefore lacks yuppie appeal, but it’s a very solid car and extremely comfortable. Ride comfort is simply superb and it beats the others in terms of performance.

Honda CR-V 2000 RVi Automatic:

Certainly no longer a new kid on the block, but the CR-V continues to impress as a reliable, capable and superbly comfortable all-rounder. Could be the best of all for long-term ownership.

BMW 120d (2005) Driving Impression

A quick spin in the 120i petrol version of BMW’s controversial new hatchback will do much to convince anyone that the chassis is begging for more power. There is a delicacy – perhaps a better word is “crispness” – to its responses and a steering purity that no front-wheel drive hatchback can come close to matching. But, while the 120i is not without its charms, it doesn’t quite have the grunt to exploit its undoubtedly fine underpinnings. Can the BMW 120d diesel derivative address this shortcoming?

Growing appeal

Let’s be honest – when BMW first revealed the 1 Series, reactions were not exactly positive. Since then, however, many of those onlookers who were not convinced at the start have changed their minds about BMW’s little ‘un. It has much to do with familiarity, of course, but it also has to be said that the 1 Series appears to be remarkably colour sensitive – darker hues suit it particularly well, perhaps hiding some of the extremities of the so-called “flame surfacing” design. What also helps are bigger wheels – while 16-inch alloys are standard, these don’t quite fill the wheelarches with sufficient purpose, so you may want to consider the optional bigger wheels.

As with the 120i, the design – or more accurately speaking the choice of a rear-wheel drivetrain – has impacted the vehicle’s practicality. Yes, it may offer five doors but the door apertures at the rear are awkwardly shaped, so ingress/egress is compromised, and once inside, you’ll also find that space is lacking – severely so, in fact. This is purely the result of BMW not being willing to compromise on its traditional virtues of near 50/50 weight distribution and rear-wheel drive. As admirable as that may be, it certainly means that those looking for a family hatchback may have to look elsewhere. Of course, for smaller kids rear space will be sufficient, and the boot is certainly of an acceptable size.

Those seated in front are much better catered for. The leather-upholstered seats may only feature manual adjustment, but are superbly comfortable and very supportive. BMW usually does very well when it comes to driving positions and the BMW 120d is no different – there is a good range of rake/reach adjustment from the steering wheel. Build quality is certainly very good, with very impressive fit all-round, but some of the plastics are not quite up to BMW’s usual high standards.

Standard equipment fro the BMW 120d includes; air-conditioning, radio/CD, keyless go, electric windows and mirrors and fog lamps front and rear. You pay extra for such niceties as a multifunction steering wheel (a bit naughty), cruise control and satellite navigation. But, in terms of safety equipment at least, the BMW 120d is a top-notch effort, boasting six airbags, ABS/EBD, CBC (cornering brake control) and ESP (electronic stability control).

Impressive diesel engine

BMW’s familiar and impressive 2,0-litre turbodiesel four-cylinder engine powers this model, and it does a brilliant job. It delivers 115 kW and a strong 330 Nm of torque from 2 000 rpm, powering the BMW 120d to 100 km/h in 9,1 seconds (significantly faster than the 120i) while also returning excellent fuel economy (8,9 L/100 km). Refinement levels are high, too, even at idle, but it does lack torque low down. Combined with a tricky clutch that engages rather suddenly, this lack of low-down power can result in frequent stalling. Of course, one gets used to this trait with familiarity.

On the go the engine delivers lovely thrust and great overtaking power. It is a pleasure shifting through the six-speed manual gearbox, too. It really isn’t much hardship to keep it in its “power band” between 2 000 and 4 000 rpm. In fact, compared with the slightly flat-footed 120i, this diesel model feels even more powerful and responsive than the power figures may suggest.

Sportscar dynamics

It would’ve been rather disappointing if BMW had gone to all the trouble of endowing the 1 Series with its trademark rear-wheel drivetrain, only for there to be no dynamic benefit. Luckily this is not the case. The BMW 120d boasts superb balance, the near 50/50 weight distribution lending the car enviable cornering neutrality, with little of the overbearing understeer bias so typical of its front-wheel drive rivals to be found. This is not to say that the BMW 120d is an “oversteery” hooligan’s car, but simply that the balance is spot-on. The steering boasts hydraulic assistance and is quite heavy at low speed, but on the go the weighting is finely judged and the accuracy class-leading. Because the front wheels only steer and don’t transmit power, there is also none of the ugly torque steer that sometimes plague powerful front-wheel drive cars.

Overall, then, the BMW 120d is a delight to drive, and you don’t have to push it to its limits to enjoy the subtleties of its superb dynamic set-up. The suspension is firm at low speed, but never jars, and delivers great bump absorption qualities, even at high cruising speeds.

BMW 120d – Verdict

The 1 Series is far more convincing in diesel form. The engine’s power puts the focus on the undoubtedly fine chassis, resulting in a car that is a delight to drive fast. But as a family hatchback the 1 Series remains something of a non-starter – rear access is tricky and the space is limited. For the upwardly mobile or empty nester that craves performance/economy and a premium badge, it is however a very tempting proposition.

We like:

  • Great performance
  • Fuel economy
  • Handling balance
  • Quality


We don’t like:

  • Tight rear space
  • Meagre standard specification
  • Easy to stall


Fast facts

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

Power: 115 kW @ 4 000 rpm

Torque: 330 Nm @ 2 000 rpm

Transmission: Six-speed manual

Wheels: 16-inch alloy

Top speed: 218 km/h

0-100 km/h: 9,1 seconds

Fuel economy: 8,9 litres/100 km

Source: www.um.co.za

Also consider:

  • Audi A3 2,0 TDI Ambition: Similarly priced, the Audi is a very strong rival, but lacks the practicality of a five-door body. The 2,0 TDI engine delivers competitive power and performance, and is even more economical. Not as much fun to drive, though.
  • Volkswagen Golf 2,0 TDI Sport: Essentially a five-door version of the Audi A3… In its latest guise the Golf has matured to a near-premium level, and it certainly beats the BMW 120d for practicality and comfort.
  • Renault Megane 1,9 dCi Dynamique+: Quite a popular car in South Africa and one that delivers a comfortable driving experience. The interior is well-screwed together and loaded with features. But it’s down on power and snob appeal.

BMW X3 2,0d (2005) Driving Impression

Thus far the world’s motoring press has not exactly been singing BMW X3 praises, pointing to its relatively high price and lack of off-road ability as the main areas of concern. But guess what, the people that matter most – the buying public – love it to bits. Real off-road ability has not been a high priority item in the SUV market for many years, and the very desirable BMW badge on the bonnet addresses the price issue for most very convincingly. Now BMW has added a new entry level model that brings the X3 within reach of far more potential customers. It can only sell.

Improved looks?

Desirability has played a major role in the immediate success of the BMW X3, and if anything the new 2,0d model actually could be the best looking of the bunch! With its dark plastic bumpers and cladding, the 2,0d looks more like a real SUV than elevated station wagon, which is a description that has thus far often been used for the BMW X3. Attractive 17-inch alloy wheels and standard roof rails boost the kerb-side appeal even further. It treads a fine line between looking rugged enough for a dirt road, and sophisticated enough to be parked at the marina. The upwardly mobile (and active) will continue to love it.

There’s also preciously little that has been sacrificed in the cabin. Like all X3’s it gets a snug, almost minimalistic instrument cluster, neat build quality and excellent ergonomics. Smart wood inlays and the occasional bit of brightwork do a lot to banish any thoughts there may be of this being an “entry level” derivative. And if there’s still any doubt about that, just look at the standard features list. Included in the price are; climate control, radio/CD player, multi-function steering wheel, cruise control and leather upholstery. If this is not enough BMW offers a vast list of optional extras, including tv/navigation systems, panoramic sunroofs and even sport packages. As it stands, however, the standard specification is certainly comprehensive, and also includes no fewer than eight airbags.

BMW hardly ever gets a vehicle’s driving position wrong, and it certainly hasn’t done it in the BMW X3. The steering wheel offers generous rake/reach adjustment, and there’s a good range of adjustment from the seat as well. Consequently the driver can have a low-down, arms-outstretched driving position if required, or the high-up position so loved by many SUV buyers. The rear passengers will also appreciate the stretch-out space offered by the long wheelbase, and the boot is not only large (480 L), but also shaped to accommodate bulky objects. The rear seats can, of course, fold down if more space is required.

Economical punch

BMW’s well-known and proven 2,0-litre turbodiesel engine powers this X3 model. It delivers 110 kW and a meaty 330 Nm of torque, from a nice and low 2 000 rpm. Unfortunately that torque figure seems to be somewhat misleading, as there is considerable lag below 2 000 rpm, which may cause the occasional stumble or stall. The situation is not helped by a heavy and springy clutch. So, from pull-aways and in a traffic situation the BMW X3 2,0d is not the easiest of cars to drive. In fact, it would be considerable better as an automatic, but the situation does improve markedly on the move when the BMW X3, like all BMWs, is exceptionally refined and a pleasure to pilot.

Considering the vehicle’s not-inconsiderable weight of 1 740 kg, the performance is impressive. Juggle the clutch and torque successfully and you may even be able to accelerate to 100 km/h in just over nine seconds, which is very good indeed. Even more impressive is the fuel economy and the fact that a figure of 6,5 L/100 km is actually achievable. On long-distance cruises, keep in mind that sixth is actually an overdrive “economy” gear, and that you may need to shift to fifth or lower to execute overtaking manoeuvres. On that note, the six-speed manual ‘box fitted to this test vehicle wasn’t particularly smooth, especially during downshifts.

Great ride/handling balance

The BMW X3 handles unlike any other SUV of its size. Of course, this is partly because it doesn’t possess much in the way of off-road ability, BMW instead focusing on the on-road dynamics and the X3’s ability on slippery surfaces. It makes use of a full-time xDrive all-wheel drive system that sends power to whichever wheels can best accommodate the power. This boosts stability and grip in muddy, wet or icy conditions in particular. As per usual, BMW’s dynamic stability control system is also fitted.

In normal conditions it handles and rides much like any other BMW, which is to say excellent. The ride is quite firm and the steering on the heavy side at low speeds, but at higher speeds it all smoothes out very impressively, the ride quality being particularly good for a vehicle with such low-profile rubber.

BMW X3 – Verdict

The BMW X3 is a quiet, economical, luxurious and classy SUV that is also a delight to drive, whether in the city, or out on the open road. It’s not a vehicle that will take you very far off the beaten track, but that was never BMW’s intention. If you’re looking for something high-riding, spacious and safe, but don’t want to sacrifice performance and handling, then this BMW X3 will take some beating.

We like:

  • Upmarket looks
  • Fuel economy
  • Handling balance
  • Quality
  • Spaciousness


We don’t like:

  • Long options list
  • Easy to stall


Fast facts

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

Power: 110 kW @ 4 000 rpm

Torque: 330 Nm @ 2 000 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

Top speed: 215 km/h

0-100 km/h: 9,1 seconds

Fuel economy: 6,5 litres/100 km

Source: www.um.co.za

Also consider:

  • Land Rover Freelander 2,0 Td4 SE: Significantly cheaper than the BMW X3, but also older, less powerful and not nearly as refined. An all-new model can’t be too far away and it’s needed.
  • Jeep Cherokee 2,8L CRD Limited: A very popular vehicle in South Africa, and it certainly has its charms. Iconic design and real off-road ability are the major attractions. Unfortunately the interior is neither as comfortable nor as well-built as the BMW X3.
  • Kia Sorento 2,5 CRDi 4×4: Don’t snigger… The Sorento is a well-equipped, spacious and surprisingly refined competitor from Korea. What is lacks in badge appeal it makes up for in terms of cabin comfort, features, and overall value.  But yes, not quite as polished.

Ford Mondeo ST220 (2005) Driving Impression

Although a large number of South African males will get a twinkle in the eye when talk turns to big six-cylinder Ford performance sedans of the past, perhaps an equally large number will pull up their noses in disgust. As much as the XR-6 derivatives of the Cortina and Sierra were entertaining, there was also an inherent tackiness to them that would make a similar effort these days as popular as a mullet and handle-bar moustache. So, the new Ford Mondeo ST220 faces a stiff challenge – it not only has to live up to whatever dormant fantasies there may be out there about a fast, big Ford performance sedan, but also has to do so in a way that is appreciably more “sophisticated”.

Ford Mondeo has got the look

Even well into its product life-cycle, the current Ford Mondeo remains a handsome machine and a far cry from the overtly oval-themed models that first arrived in South Africa. The design is quite edgy in places, and the addition of sporty ST detailing has actually improved it. Filling those nicely flared wheelarches are very striking (and very shiny) 18-inch alloy wheels. Twin exhaust outlets sprout from the rear. And there have been subtle, but very effective revisions to the bumpers and sills. A very small spoiler has been added to the bootlid. Overall, Ford has done well to add performance cred to the Mondeo without being garish.

Interior changes have been even more subtle. Save for the aggressively bolstered Recaro sports seats and racy looking instrumentation, it is very much standard Ford Mondeo fare in there, but that’s not necessarily a bad thing, seeing as the facia design has aged well. It’s a very tidy layout, with the emphasis on simplicity and solidity of build. Ford has also been generous with the standard kit – with a powerful audio system, six airbags (including curtain items), leather upholstery, electric seat adjustment, climate control, rake/reach adjustable steering wheel and remote audio controls all being present and accounted for.

One of the Mondeo’s advantages over its direct competitors is size. Its bigger dimensions translate into a more spacious cabin, and particularly rear legroom is vastly superior to what is on offer by its rivals. The boot, too, is big, and able to accommodate more than 500 litres worth of luggage. In front, the driving position is superb, with plenty of adjustment on offer from both the seat as well as steering wheel. As an aside, both front seats boast electric adjustment.

Refined power for Ford Mondeo

Under the bonnet is a modern, transversely mounted 3,0-litre V6 with four valves per cylinder. It delivers a strong 166 kW and 280 Nm of torque at a somewhat heady 4 900 rpm. Unlike its colourful predecessors, the Ford Mondeo is front-wheel drive, so there are no tail-out antics on offer here. Power is transmitted to the front wheels via a slick, but noticeably spring-loaded gearbox.

Full-bore starts immediately reveal the character of this car as being surprisingly refined. There is no thunder from exhausts and the initial forward motion feels strong and linear, rather than thumping. Nevertheless, the Ford Mondeo is faster than it feels, with a 0-100 km/h time of 7,5 seconds being comfortably among the speediest in this segment. The top speed is an impressive 240 km/h. So, it certainly has grunt. As is to be expected, however, the penalty is a heavier thirst for petrol than its turbocharged rivals – expect to average around 12,5 litres/100 km.

Grippy handling

The standard Ford Mondeo is already a fine-handling sedan, so Ford had a good starting point for the development of the ST220. It didn’t need to change much. The ride is a noticeably stiffer, but not so much that the car’s everyday usability has been spoilt. And those large 225/40 Continental tyres certainly provide lots of grip. It’s a car that remains impressively neutral all the way up to its heady handling limit, and the steering is excellent, too, boasting impressive turn-in sharpness and a nicely weighted feel. As a performance sedan, it really comes very close to hitting the nail squarely on its head.

All the time it is the car’s refinement that impresses most. It’s a far cry from the fast Fords of the past, which traded heavily on machismo and which were very rough around the edges. The Mondeo is always faster than it sounds or feels, and yet the power delivery becomes addictive once you’ve learnt its ways. There’s plenty torque low down, so out on the open road, when cruising at near the national limit, extra overtaking punch is just a flex of the right foot away.

Ford Mondeo – Verdict

At nearly R300 000, the Ford Mondeo ST220 is certainly not cheap, but all things being equal, the price is not unjustified. The standard specification, safety package, performance and size of the vehicle place the ST220 near the front of the field. Unfortunately, however, the Ford badge finds itself among some premium-level rivals from BMW, Audi, Mercedes and Volvo, and within that context, it’s hard to see it being a sales hit. It’s a big pity, because the Ford Mondeo ST220 is a very charming, capable car that may be remembered more fondly in future, than it is likely to be respected today.

We like:

  • Refined, powerful engine
  • Performance
  • Luxurious interior
  • Striking looks
  • Good handling

We don’t like:

  • Fuel thirst
  • Price

Fast facts

Engine: 3,0-litre, V6, petrol

Power: 166 kW @ 6 150 rpm

Torque: 280 Nm @ 4 900 rpm

Transmission: Six-speed manual

Wheels: 18-inch alloy

Top speed: 240 km/h

0-100 km/h: 7,5 seconds

Fuel economy: 13,4 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW 325i: Remains the quintessential executive sedan to those looking for entertaining performance and engaging dynamics. That said, it’s nearing the end of its product lifecycle, and it can’t match the Ford’s power, nor its spaciousness.
  • Volvo S40 T5: A very desirable compact performance sedan with a powerful turbocharged five-cylinder engine that delivers plenty of fireworks. The interior, though not as spacious as the others, is very neatly made and ergonomically excellent.
  • Alfa Romeo 156 V6: If you’re considering the Ford, then you’re after something a bit different, so why not look at this very charismatic Alfa? The engine is a beauty, though not as powerful and handling/ride is good, too. Only the interior trim quality lets the side down somewhat. A future classic?

 

Volkswagen Caddy Kombi 1,6i (2005) Driving Impression

What initially seemed to be a particularly French affair, has now apparently also acquired a German flavour. We’re talking, of course, of that peculiarity of the French car makers to turn rudimentary commercial vans into passenger vehicles. The likes of the Kangoo, Partner and Berlingo are big business in France and now Volkswagen wants a piece of the pie with its Caddy. Of course, the Volkswagen Caddy name will be familiar to South Africans, but this model is rather different to the old Golf Mk1-based pick-up and takes the fight straight to the French family vans.

Mini-Touran looks for Volkswagen Caddy Kombi

In typical Volkswagen fashion, the Caddy’s looks are fairly predictable… not that that’s always a bad thing. In a segment boasting three French vehicles which look – let’s be gentle – quirky at best, the Caddy’s mini-Touran looks lend the Volkswagen a more upmarket appearance than its rivals. It’s a good thing, seeing as the Volkswagen Caddy is a fair bit more expensive than most of them. On this entry level version there’s no colour-coding for the bumpers and the wheels are basic 15-inch steel items. Alloys are offered as optional extras. It’s by no means an ugly vehicle, and there’s an honesty about its utilitarian appearance.

The big benefit of its van-like appearance is, of course, interior space. Accessed either through a large tailgate or a sliding side door, it really is incredibly spacious in there. Need to transport bicycles or large home appliances? The Volkswagen Caddy will swallow them. Total utility space may not quite match the Renault Kangoo’s, but it’s close. The rear seats can fold forward neatly, leaving an entirely flat floor behind them. So, yes, the Volkswagen Caddy has the versatility aspect well and truly licked. How does it fare as a passenger vehicle?

Volkswagen Caddy – Basic specification

The facia design also mirrors the Touran’s, being very straightforward in layout, ergonomically super efficient and of good quality, although there’s not a soft-touch surface to be seen. Those concerned about storing items out of sight (important in this country) may be slightly perturbed by the lack of a lockable glove compartment. Also note there’s no sliding luggage cover.

Seating comfort in front is very good. The steering wheel adjusts for rake and reach and even though the driver’s seat doesn’t adjust vertically, the seating position is good for most. Interestingly, the plastic cladding for the inside walls of the cabin stops just aft of the B-pillar, and consequently those seated in the back will see a lot of exposed metal around them. Rear seat comfort is not too bad, but the seats are rather flat and featureless. Legroom, however, is good and headroom is hardly going to be a problem. The rear windows, by the way, don’t have up-and-down adjustment, but slide open. Manual window winders are fitted in front.

In truth, the basic specification is a touch too, er, basic. Given the premium price for the Volkswagen Caddy, the lack of a sound system, air-conditioning, electric mirror adjustment and a passenger-side airbag is unfortunate. At least there’s ABS.

Underpowered engine

Although the Volkswagen Caddy seems sparsely equipped, it certainly is no lightweight. Tipping the scales at around 1,4 tonnes, the Caddy is fairly heavy, and you can feel it on the daily drive. The 1,6-litre engine delivers 75 kW, superior to all the rivals, but its 148 Nm torque figure is comprehensively beaten by the turbodiesel Peugeot (205 Nm). Power goes to the front wheels via a five-speed manual transmission.

It’s a refined drivetrain, for sure, but it struggles to move the Volkswagen Caddy with much enthusiasm and the driver will have to use the gearlever often to remain in its power band. With five people on board, in addition to luggage, it’s a very sluggish vehicle. Fuel economy also suffers as a result, with a daily figure of around 10 litres/100 km for mixed-cycle driving being the likely reality – again comprehensively beaten by the Peugeot.

Comfortable, wallowy ride

With a suspension set-up that clearly (and understandably so) prioritises ride comfort, the Volkswagen Caddy comes across as a relaxed long-distance cruising vehicle. Its ride quality actually improves with a load – it uses leaf springs at the rear – but, when unladen, and driven on a poor surface, it can loose composure and feel skittish at the rear. The steering is actually rather good. Volkswagen has opted for an electrically assisted system, which usually spells vague, overly light, artificial steering feel, but generally the Caddy’s steering is pretty similar to a hydraulically assisted system. It’s a good thing, because with those slab sides the Caddy is quite sensitive to cross winds, and there’s a disconcerting amount of body roll in the corners. The “honest” steering feel actually boosts confidence in these circumstances.

Volkswagen Caddy – Verdict

The Volkswagen Caddy is a likeable vehicle that brings a maturity and conservatism to this segment. But its price puts it in a difficult position, as it has neither the power/economy balance that is needed, nor the mix of standard features that the others offer. Yes, the more mature design and the Volkswagen badge help a lot, but at this price level, we think the company needs to sharpen its  pencils and improve the value offering somewhat.

We like:

  • Practicality
  • Comfortable seats
  • Refinement

We don’t like:

  • Basic features
  • Expensive
  • Lethargic performance

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: 15-inch steel

Top speed: 164 km/h

0-100 km/h: 13,7 seconds

Fuel economy: 10,4 litres/100 km

Source: www.um.co.za

Also consider:

  • Peugeot Partner 2,0 HDI Grand Raid: A little bit different to the norm in this segment in that it offers a degree of “SUV” appeal courtesy of its raised ground clearance and body add-ons. Standard equipment list is long and includes safety features. Pricey, though.
  • Citroen Berlingo 1,4 Multispace: A very neat little car at a good price, but it lacks features – there is only one airbag and no air-con or audio system. Performance from the 1,4-litre engine is good.
  • Renault Kangoo Multix 1,4 Authentique: A good value offering with a decent space/practicality/features mix. The performance is a little short of what is the norm in this segment, but then it does win where it matters most – space.

 

Toyota Camry 2.4 XLi (2005) Driving Impression

There was a time when large sedans such as the Toyota Camry were a staple of the South African market, but the rise of the SUV, crossover, MPV and, not to mention, the compact German executive, has all but erased this segment from existence. Ford and Opel no longer offer such products, with the former having shifted its attention to the smaller Mondeo.

Toyota, however, is not giving up. Its Camry was once one of the top sellers in the local market and the company hopes that the recent facelift and (downwards) price adjustment of the Aussie-made Camry will inject some interest back into the large family sedan.

Dull as dishwater

That’s just as well, seeing as the car’s design certainly is unlikely to ignite any kind of desire. At just over 4.8 metres in length, the Camry dwarfs all other sedans at this price point and on this large canvas Toyota’s designers have painted a rather sombre picture.

The car’s pointy nose, high ground clearance and long rear overhang make it appear almost American, and the 15-inch alloy wheels struggle to fill the wheel arches with any kind of conviction. The facelift has, however, neatened up the appearance – the front headlamps, grille and bumper are new, and the rear lights look a tad more modern. Still, it remains a car for conservative folk that lack any kind of interest in automotive aesthetics.

Still awake after viewing the exterior? No worries… the drab grey interior will leave you comatose within minutes. Again seemingly inspired by large American sedans, the Camry’s facia is high and wide, placing some of the controls awkwardly out of comfortable reach of the driver.

Remote audio controls (as well as switches for the cruise control) would have solved some of the bigger ergonomic issues were they mounted on the steering wheel, but they’re not. Everything, barring the audio system’s black faceplate, is in a shade of grey.

The upshot

Will all of this matter much to the target customer? Unlikely. Of far bigger importance is cabin space and overall comfort levels. In this regard the Toyota Camry 2.4 XLi will put a few MPVs to shame… Its long body translates into vast rear legroom and a boot the size of which the South African market has not seen the likes of for some time.

The rear seats can also fold down to further boost practicality, and there’s a large storage box between the front seats. Rear seat occupants get their own ventilation outlets and a fold-down armrest with built-in cup holders.

The seats are large, padded for comfort and trimmed in cloth (leather is optional), but lack significant side support. The driver’s seat is height-adjustable, as is the steering wheel. Unfortunately the lack of reach adjustment for the steering wheel means that some of the car’s bigger drivers may be forced to drive with their arms outstretched.

The significant downwards price adjustment announced by Toyota did not come as a result of a specification downgrade. In fact, the Camry still offers a decent number of features, including cruise control, electric windows, electric mirrors, air-conditioning, a radio/CD player, ABS with EBD and two airbags. Rear seat child anchorages are also fitted.

Smooth engine

Power comes from a refined 2.4-litre petrol engine that delivers class-leading outputs of 112 kW and 218 Nm. Given the car’s size and weight, the performance may come as a surprise, because the Camry feels eager from low revs and the power delivery remains strong as the revs build.

It should have ample power for family use, even at altitude. Of course, as is to be expected, a 2.4-litre petrol engine is never going to win economy contests, and owners should be prepared for figures of just over 10 litres/100 km.

With anti-vibration sub-frames at both ends, the emphasis during the development of this Camry was on ride refinement. This car just wafts along, seemingly unperturbed by changing road surfaces and bumps. Also assisting in this regard, of course, are the plump tyres, but overall Toyota has to be commended for delivering a car with the type of ride comfort that the target customers will crave. Now add in impressively low levels of wind, road and mechanical noise, and the Camry must rate as an ace of a long-distance cruiser.

For those customers looking for a car that is also fun to drive, there isn’t much appeal here. The Toyota Camry 2.4 XLi is by no means a sloppy handler for what it is, but the steering is vague and the bias certainly towards safe understeer.

Verdict

There is much to like about the Camry; it should be extremely reliable, is superbly comfortable and spacious, and impressively refined. The 5-year/90 000 km service plan adds further peace of mind (as if that was necessary). And yet it is hard to believe that, even with the more affordable price tag and a solid number of talents, the Camry will be around for much longer.

More compact sedans from the likes of Ford, Mazda and even Hyundai may lack the ultimate stretch-out space, but they’re not far behind in that aspect, and also manage to add a measure of style, sportiness and upmarket appeal. For some customers out there, the Camry will be all the car they’ll ever need but in these image-conscious times, we suspect the number of them is dwindling.

We like:

Very spacious

Build quality

Value

Quiet cabin

Ride quality

We don’t like:

Bland design

Ergonomics

Quite thirsty

Fast facts

Engine: 2.4-litre, four-cylinder, petrol

Power: 112 kW @ 5 600 rpm

Torque: 218 Nm @ 4 000 rpm

Transmission: five-speed manual

Wheels: 15-inch alloy

Top speed: 204 km/h Est

0-100 km/h: 10.6 seconds Est

Fuel economy:  10.64 litres/100 km

Also consider:

Mazda6 2.0 Elegant
A very sporty looking car with the dynamic behaviour to back up that impression. That said, the “6” is also a comfortable family sedan, though the cabin is not as quiet as the Camry’s. The boot is significantly smaller.

Ford Mondeo 2.0 Trend
Probably the best option here, offering a measure of style in addition to its comfortable, spacious cabin and good performance/economy balance. Offers six airbags, too.

Hyundai Sonata 2.0 GLS
Soon to be replaced, and it’s necessary, because the current model is outclassed in a number of areas. The engine isn’t very powerful, and is also quite thirsty. The cabin lacks the perceived quality of its rivals. And the design is extremely polarising.

Opel Corsa Utility 1,7 DTI Sport (2004) Driving Impression

If you thought South Africa’s love affair with the pick-up was somewhat peculiar, then you’d only be partially correct. There are other nations, such as America and, perhaps ironically, Iraq, that share our passion for these hardy machines. Far more unique to the land of biltong and Mandela, however, is a big appetite for half-tonne pick-ups. There’s almost no other country where they are as desirable, except perhaps certain nations in South America. The reason? Well, you have to say we’re an outdoorsy nation, and we need to stretch our rands, so a vehicle that doubles as an affordable leisure toy and practical workhorse is always going to succeed.

In many ways the Opel Corsa Utility represents the latest evolution of a very specific breed. Partly developed in South America and further refined in South Africa, it is no longer strictly speaking a half-tonne vehicle. You see, it can carry a load of 735 kg! It’s got rear side steps, a neat plastic liner that runs along the top of the bin with tie-down points, as well as a few more conveniently placed inside the load bay. It may look rather pretty, but given its load-carrying credentials, it’s also a pretty serious worker. The figures don’t lie – the Ford Bantam, VW Caddy and vintage Nissan Champ are simply no longer in the same league!

But what about the leisure aspect? If anything, it has to be said that the Opel Corsa Utility is as impressive from that point of view as it is as a purely practical tool. It looks modern, with the front-end of the Opel Corsa, and rather funky aft of the B-pillar. Backwards from there it gains some serious curves, a sporty roof spoiler/tie-down bar and even side-mounted steps a la certain American full-size pick-ups. This Sport version rides on neat 14-inch alloy wheels and sports front foglamps and a generous amount of colour coding.

The Opel Corsa Utility cabin

The interior knocks anything else available straight back into the stone age where they’ve come from. The facia is from the Opel Corsa, complete with the flagship GSI model’s white-faced instrumentation. The centre piece of the facia is a neat silver-faced section that incorporates an integrated radio/CD sound system. The individual bucket seats are upholstered in a vibrant print and the driver’s chair is adjustable for height (the steering wheel is not). It’s a very youthful-feeling cabin. It is also very spacious, with excellent head- and shoulder-room. Nissan Champ drivers will certainly feel like they’ve stepped into a luxury car. There’s even useful space behind the front seats to store valuable items out of sight.

On the road

Diesel pick-ups of this size are few and far between. Nissan and Volkswagen don’t offer anything, and only Ford has a somewhat underpowered 44 kW oil-burner in the Bantam. This Opel’s 55 kW/165 N.m 1,7-litre turbodiesel is therefore somewhat of a revelation. It doesn’t only endow the Opel Corsa Utility with the best acceleration figures and the strongest pulling power, but also the best fuel economy. Yes, it is somewhat noisy, but the Ford is no better, and the Opel smoothes out rather nicely once up to the speed limit. The five-speed ‘box is typical Opel fare, somewhat recalcitrant and not one to be rushed. However, you soon learn to adapt your driving style to the Opel’s powertrain, surfing the “surge” of torque that follows a well-timed gearshift.

Around town the Opel Corsa Utility is similar to any other small hatchback to drive. The ride quality is good, aided by the longer wheelbase (compared with the previous Corsa) and generous suspension travel. Strangely, the steering on this vehicle felt more direct than the somewhat wishy-washy feedback from a Corsa hatch or sedan. Overall, given its “cool” looks, economy, well-specced and spacious cabin, the Opel Corsa Utility is likely to gain as much traction with young buyers looking for a leisure activity vehicle (or even student car), as those in need of something compact and economical that can work hard.

Opel Corsa Utility – Verdict

The Opel Corsa Utility 1,7 DTI Sport is a little more expensive than its direct rivals, but the price is entirely justified. It is a vehicle that is very hard to fault given its intended purpose. Stack it up against its ageing rivals from Ford, Nissan and VW, and it looks like unbeatable value.

We like:

  • Spacious cabin
  • Build quality
  • Leisure/workhorse balance
  • Fuel economy
  • Load-carrying ability


We don’t like:

  • Noisy engine


Fast facts

Engine: 1,7-litre, turbodiesel, four-cylinder

Power: 55 kW @ 4 400 rpm

Torque: 165 N.m @ 1 800 rpm

Transmission: Five-speed manual

Wheels: 14-inch alloy

Top speed: 150 km/h

0-100 km/h: 15,4 seconds

Fuel economy: 7,14 litres/100 km

Source: www.um.co.za

Also consider:

  • Ford Bantam 1,8D XL: The Ford is a popular purchase, but outclassed by the Opel Corsa Utility. The cabin is smaller, the engine less powerful and it can’t match the Corsa for load-carrying ability.
  • Volkswagen Caddy Club: Only available with petrol power and significantly cheaper, but for a reason. Its design is archaic compared with the Opel Corsa Utility and it lacks the mod-cons too.

Subaru Impreza WRX STi Driving Impression

Another year, another Subaru Impreza WRX STi upgrade… or so it feels. You’d never say it by looking at it, but the Impreza STi has been in an almost non-stop state of evolution ever since it first appeared on a rally stage in Monte Carlo back in the ‘90s.

This on-going development has not only seen it evolve into what is arguably one of the most recognisable and iconic cars in the world today, but has also built it a cult following among petrol heads as it grew to become a genuine slayer of supercars. Now Subaru has announced another raft of updates, this time centering on the car’s suspension.

Intensive overhaul

Of all the things in the world the Scooby STi may be in need of, a handling upgrade may not be the most obvious. Yet, grip and handling is what this car is mostly about, so staying on top of the pile is important. Consequently the changes to this model go surprisingly deep, even though you’d be hard-pressed to notice the alterations from the outside. Anoraks that look carefully though, may spot the 10 mm wider rear track and slightly wider bodywork. And utter Scooby geeks may realise that the wheelbase is longer by 15 mm. It’s the hardware that has changed most – much of the suspension has been beefed up, particularly the rear differential structure and thicker anti-roll bars are used all-round. There’s also a different castor angle at the front to improve stability at higher speeds, and front and rear lateral suspension links are now made of aluminium.

Perhaps the biggest news is the arrival of Subaru’s Driver Controlled Centre Differential (DCCD) system. Left to its own devices, DCCD will automatically calculate how much power should be sent where, but by using a switch on the centre console the driver can select his/her preferred torque spread, too, with up to 65 % of the power allowed to go to the rear wheels. A neat display in the instrumentation informs the driver of the current setting.

Upgraded interior

Talk about neat instrumentation… While the Impreza interior remains a place that will win few design awards, the instrumentation panel at least fits the character of the car. Aluminium-rimmed and with red numbering, the needles travel a full lap of the dials before the rest light up – very sporty. The rest of the facia remains much the same as before, but the quality has improved – there are soft-touch materials here and there – and there’s nothing wrong with the ergonomics. As is to be expected, the seats are aggressively bolstered and the blue inserts verge on OTT. Yet, they’re remarkably comfortable even over longer distances.

Practicality is hardly likely to be a reason for purchase, but the Subaru Impreza WRX STi remains a nicely spacious four-door sedan at heart, and there’s value in that, especially seeing as the only cars that can come close to matching it for thrills at this price are neither as spacious, nor generally offer four doors and a proper boot. Even the specification level is impressive, with welcome features such as a six-disc CD player, electric windows and climate control as well as, oddly, a cruise control stalk, the latter likely to see as much action in its lifetime as a nun.

Sizzling drive

The engine, the hugely powerful 2.0-litre turbocharged flat-four that we’ve all come to know and love, remains unchanged and still pumps out 195 kW and 343 Nm of torque. This car isn’t really about traffic light grands prix – it is quite difficult to launch, requiring a very abusive driving style – but a 0-100 km/h time of 5.77 seconds is impressive nevertheless. It is really strong under boost, and the surge of power is very addictive. Hook the right gear, floor the throttle and it’ll do a very good impersonation of a rocket-propelled sled.

Thankfully the brakes are good, because the speed with which you’re likely to arrive at corners may catch you out the first few drives. It is also at this point (corner entry), where you’ll notice the effect of the changes most. The STi now reacts with immediacy to steering inputs, while the other suspension changes keep the body more stable as it changes direction. Stick DCCD into its most rear-wheel drive friendly position, and the handling is really quite indecently neutral for such a powerful all-wheel drive machine.

Although the car’s low-speed ride is certainly on the firm side, probably to the point of being uncomfortable for the office run, it is much better at speed, and allows the STi to iron out bumps and ruts during hard cornering. The rally genes really shine through in that scenario.

Verdict

As ever, the Subaru Impreza WRX STi is not a car for everyone. It’s brash, over the top and extremely hard-core in look and nature. And yet there’s also nothing superficial about it. There’s incredible depth to this car’s abilities, and it is exactly that which makes it so addictive. On every drive you’re likely to learn something about your own driving that will help you go faster. Considering its amazing performance, thrilling dynamics and truck loads of character, the STi is almost guaranteed future collector status. Buy one, keep it unmolested, cherish it and occasionally enjoy it… One day it may even reward you financially.

We like:

Scorching performance

Superb seats

Faster steering

Grip

Practicality (yes, really)

We don’t like:

Fuel consumption

Time to move on from the blue, gold, big wing theme

Fast facts

Engine: 2.0-litre, flat-four-cylinder, turbopetrol

Power: 195 kW @ 6 000 rpm

Torque: 343 Nm @ 4 000 rpm

Transmission: six-speed manual

Wheels: 17-inch alloy

Top speed: 251 km/h

0-100 km/h: 5.77 seconds

Fuel economy: 13.4 litres/100 km

Also consider:

Audi S4 quattro

Of course, at more than R100k more expensive, the Audi isn’t a true rival, but if you can afford it, and are looking for something with a bit more “class”, then you can’t go wrong here. Effortlessly fast, and superbly comfortable. Not as much fun, though.

Volvo S60R

An often forgotten fast sedan that also boasts all-wheel drive and a quirky engine (five cylinders). The S60R certainly has its charms but it fails to convince as an outright performance car as well as a swift luxury cruiser. Volvo has simply tried to please too many, too different customers with this one.

Alfa Romeo 156 GTA

Hugely charismatic and with an exhaust tone to die for, but this Italian is deeply flawed in other areas – while the handling is good, the ride is far too hard for everyday use, and parts of the car feel “brittle”. Can’t match the Subaru’s performance either.

BMW 120i 5-dr (2004) Driving Impression

Let’s be kind and say the BMW 1 Series has had a dramatic birth. When first images of the Munich-based firm’s new C-segment hatchback first hit the internet, the response was an almost universal thumbs-down. But proving once and for all (again) that one should never judge a modern BMW by viewing two-dimensional images, the 1 Series has quickly found itself a sizeable fan-base. In the metal, its so-called “flame-surfacing” design comes alive and while it is hardly pretty, it is certainly distinctive and eye-catching. For the young and trendy at whom the 1 Series is aimed, that is seemingly enough.

But enough of the styling – you’ll know whether you like it or not. Of more importance is BMW’s controversial decision to stick to a crucial element of the company DNA in an all-out effort to make sure that the 1 Series would be regarded as a true BMW. A hatchback is already a sizeable stretch for the BMW brand, but a front-wheel drive hatchback was thought to be too much of a risk. Consequently, the 1 Series is the first rear-wheel drive compact hatchback of any significance in a few decades. This drivetrain layout, of course, brings some fairly important consequences. The question is whether the benefits of rear-wheel drive (sharper dynamics, purer steering) outweigh the negative (tight rear seat space). Lets have a closer look at the BMW 120i to find out…

Problems in the rear for BMW 120i

Let’s deal with the rear-seat accommodation first. The severe slope of the rear door means the aperture is narrow, especially around the feet area, so ingress/egress is not easy. Rear legroom is, to put it bluntly, poor. But BMW’s designers did try hard to improve matters – the 1 Series has one of the longest wheelbases in its segment and the front seatbacks feature indentations to allow for more knee-space – but these efforts have not succeeded in delivering comfortable rear accommodation. Matters are made worse by the fat transmission tunnel, which essentially turns the 1 Series into a 2+2. By comparison the boot is actually larger than you may expect, but then again it should be. The BMW 120i rides on run-flat tyres and as such there is no spare wheel in the boot.

The situation is far better up front, where the BMW 120i offers very good space and a fantastic driving position, courtesy of a rake/reach adjustable steering and height-adjustment for both front seats. The facia design is driver oriented in the mould of some slightly older BMW models, and also minimalistic in its control layout. Unfortunately the quality is perhaps not quite what you’d expect from a BMW with some signs of cost-cutting in the plastics used.

Considering the 120i’s competitive pricing (compared with mainstream brands such as VW and Alfa Romeo), this BMW’s standard features list is actually quite comprehensive, boasting such items as dual front, side and curtain airbags, radio/CD, air-conditioning, electric windows and mirrors, tyre pressure sensors and front foglamps. BMW’s iDrive control system is not standard but forms part of both of the optional navigation systems.

On the road

Initial driving impressions are mixed. The low-speed ride is firm on those run-flat tyres. The engine sounds surprisingly rough and lacks low-down torque. The steering is heavy, too. No, it is only when you start driving faster and “engage” enthusiastically with the car that the benefits of rear-wheel drive start to shine. The engine loves to rev to the 6 600 rpm limit and the six-speed transmission is so beautifully precise and slick that the frequent down- or up-shifting in search of the power band is never a chore. Sure, the 110 kW 2,0-litre engine does not possess enough firepower to turn the BMW 120i into a hot hatch, but there’s certainly fun to be had.

Things get even better in the twisties. Because the front wheels only have to steer and don’t transmit power to the road, as a front-wheel drive car would, the steering feel is beautifully uncorrupted and linear. Power assistance is hydraulic, so there’s no electronic interference either. And while the steering is heavy at low speeds, the weightiness is actually desirable when grabbing the car by the scruff of the neck and pushing harder. The rear-wheel drive set-up has a further benefit in improved weight distribution front to rear. Resultantly there’s an inherent handling balance to the 1 Series that just cries out for more power to be properly exploited.

BMW 120i – Verdict

The BMW 120i has its flaws, for sure. Rear seat accommodation is poor, the facia finish could be more upmarket and it can be a bit flat-footed at times, which is a shame, as it has the chassis to be a very entertaining warm-ish hatchback. Ultimately its biggest drawcard is the BMW roundel on the nose. Only you will know whether that makes up for its shortcomings.

We like:

  • Pin-sharp dynamics
  • Pure steering
  • Slick transmission
  • Fuel economy
  • Premium badge


We don’t like:

  • Tight rear space and access
  • Awkward styling
  • Lack of low-down grunt


Fast facts

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

Power: 110 kW @ 6 200 rpm

Torque: 200 N.m @ 3 600 rpm

Transmission: Six-speed manual

Wheels: 16-inch alloy (17-inch optional)

Top speed: 213 km/h

0-100 km/h: 10,9 seconds

Fuel economy: 10,98 litres/100 km

Source: www.um.co.za

Also consider:

  • Audi A3 2,0 FSI Ambition: Extremely popular for a good reason – the A3 is a stylish, polished product. It is not as good as the BMW 120i dynamically, but it certainly is more practical, with better rear seat space. A very close contest!
  • Alfa Romeo 147 2,0 5-dr: Alfa Romeo would desperately like to be considered being in the same league as the A3 and 1 Series, but the 147 doesn’t quite cut it. The steering is great and the design beautiful, but it can’t match the Germans for refinement and quality.
  • VW Golf (5) 2,0 FSI Sport: It may not have a “prestige” badge, but the Golf is a solid, capable offering that is unlikely to date too fast. Shares its punchy engine with the A3. Looks a bit hum-drum in this company.

Renault Megane Sport 3-dr (2004) Driving Impression

The arrival of the hottest version of the current Renault Megane could not have been better timed. As the public awaits the debut of the new Golf GTI and Astra OPC, and in the absence of a RS version of the Ford Focus, Renault will have this important segment of the market all to itself for a good few months. It is a rare window of opportunity that the French marque is keen to exploit to the maximum, and one that could be a welcome image booster.

Racy, but restrained looks for Renault Megane Sport

For the “boy racers” out there, a big part of the hot hatch appeal lies in aggressive looks. But most manufacturers agree that to achieve sales success, these machines also have to cater to those with more sophisticated aesthetic inclinations. Consequently, the Renault Megane actually treads a fine line. Available only in the three-door bodystyle, it immediately draws attention, even though it retains the so-called “bubble-butt” of all the other Megane II models.

Renault has fitted large 17-inch alloy wheels to this model, but there’s nothing garish about them and even the changes to the front airdam and rear bumper are relatively subtle. The twin exhaust outlets that exit from the centre of the rear are probably the most expressive design elements to be found. Renault has followed a similar formula inside, where you’re likely to immediately realise it’s different to lesser Meganes, but may initially struggle to point out exactly why.

The chairs are the first giveaway – heavily bolstered, leather-trimmed bucket seats look almost too big for the cabin, and eat into rear space. Look a little closer and you’ll spot smaller details as well, including the generous use of piano black (especially around the displays), a different steering wheel and aluminium pedals in the footwell. As with all Renault Megane models, the ergonomics are very good and the perceived build quality excellent. It is worth noting that this model is built in the highly regarded RenaultSport factory in Dieppe, France.

Thumping performance

Providing the power is a 2,0-litre turbocharged, intercooled engine that delivers a whopping 165 kW and 300 Nm of torque. Renault says that 90 % of that torque figure is available all the way from 2 000 to 6 000 rpm, promising excellent flexibility. The engine is mated with a six-speed manual transmission driving the front wheels. Not so long ago, sending this much power to the front wheels was considered a no-no, because of the expected torque steer.

RenaultSport’s engineers, however, believe they have found a solution through a system called “independent steering axis” front suspension. It is claimed to provide superb steering precision, but to eliminate the unwanted feedback often associated with powerful front-wheel drive cars. Does it work? Well… not really. It certainly limits the squirming effect of the steering in the driver’s hands, but you can still sense that the car is struggling to put its power down cleanly. Let’s call it torque steer “camouflage”… This is, however, not the biggest problem with the Renault Megane steering.

The electrically assisted steering is not too light, but still feels artificial and it’s difficult to “tune into” the Renault Megane Sport, and to achieve the desired accuracy through the steering. Difficult, yes, but not impossible… With prolonged exposure to the Renault Megane, you learn how to drive it to get the best out of it. It is a car that rewards a smooth, precise driver with the patience to execute finely measured throttle and steering inputs. Driven in such a measure, the Renault Megane Sport is not only devastatingly fast, but also massively rewarding. Grip levels are really very high, and the car’s body control is superb. The most enjoyable aspect of the drive is, however, the immediacy with which it responds to throttle inputs.

The power delivery is beautifully linear and strong all the way through the rev range. Third gear, in particular, is heavenly on a twisty mountain pass. The engine’s flexibility is just as well, seeing as the transmission doesn’t quite live up to what we’ve all come to expect from fast Renaults, being rather rubbery in feel. And what about the performance figures? After all, the point of buying a hot hatch is winning the real-life Top Trumps games men so like to play… The top speed is a very impressive 236 km/h, and it should complete the benchmark 0-100 km/h sprint in 6,6 seconds which blows the current hot hatch crop into the weeds.

Renault Megane Sport – Verdict

The Renault Megane Sport is surprising in a number of ways – surprisingly comfortable, surprisingly restrained in terms of design and even surprisingly well-equipped (there’s climate control, cruise control and even eight airbags). But there are negative surprises, too, the biggest of which is the artificial, confusing steering feel. Towards the end of the test term, we were getting to grips with it, but for serious drivers the lack of delicacy, precision and honest feel will be stumbling blocks too big to overcome.

That’s a pity, because the basics are certainly there for a hot hatch that could reign as the best of its kind, and not only because it’s the only one of its kind. As it stands, it will have a tough battle on its hands when the new fast Astra and Golf models arrive.

We like:

  • Scorching performance
  • Standard specification
  • Driving comfort
  • Build quality

We don’t like:

  • “Artificial” steering
  • Torque steer
  • Rubbery gearshift


Fast facts

Engine: 2,0-litre, four-cylinder, turbopetrol
Power: 165 kW @ 5 500 rpm
Torque: 300 Nm @ 3 000 rpm
Transmission: Six-speed manual
Wheels: 17-inch alloy
Top speed: 236 km/h 0-100 km/h: 6,63 seconds
Fuel economy: 11,78 litres/100 km

Source: www.um.co.za Also consider:

  • Alfa Romeo 147 GTA: In the absence of new-generation Golfs and Astras to battle, this quirky Alfa comes closest to matching the Renault offering, even though it is significantly more expensive. For your money you get a sizzling-hot hatch, but it’s far from perfect… The ride is harsh, the interior brittle, the torque steer epic…
  • BMW 325ti Compact: Unlikely to be around for much longer, but still provides plenty of driving thrills. Rear-wheel drive and a charismatic straight-six engine make beautiful music together. But it lacks the hardcore edge of the Renault.
  • Mercedes-Benz C230K Sports Coupe: Strictly speaking not a hot hatch, but it’s a reasonably swift, stylish offering that may appeal to those for whom the Renault is simply too brash.