Toyota Corolla Verso 180 (2004) Driving Impression

Although it was Renault that started the compact MPV craze in the ‘90s when it launched the original Megane Scenic, it was Opel that picked up the proverbial ball and ran with it. The Zafira not only gave that somewhat struggling brand a healthy sales injection, but also introduced the concept of a compact seven-seat MPV with fold-flat rear seats. It was an immediate sales success, with customers loving the practicality of having either seven seats, or five seats and a truly massive boot. Now, the Toyota Corolla Verso joins the party, a vehicle the Japanese company says is not only more practical than the Opel, but also more upmarket in its fittings, and sportier to drive.

Easy Flat 7 for Toyota Corolla Verso

The Toyota’s party trick is a seat folding system called Easy Flat 7. The second and third rows of seats can fold into the floor (with their headrests), and leave a flat load surface – aching backs from removing seats are a thing of the past, as is swearing as seatbelts and headrests get in the way of folding. You simply flip the backrests forward to set in motion the folding routine. Once the seats have all disappeared into the floor, the Toyota Corolla Verso offers commercial van-like space for transporting typical household objects, appliances and even furniture.

With the middle row of seats upright, the boot is impressively large, though not quite as big as the Zafira’s. Another plus-point is the wide range of fore/aft sliding adjustment offered by this middle row, allowing occupants to tailor their legroom. The third row of seats, however, are really only suitable for children, and when taken just about wipes out any meaningful space in the boot.

Slide into the driver’s seat for the first time and you may not immediately believe you’re in a Toyota, never mind a humble MPV. The appearance of the facia is both upmarket and adventurous, courtesy of lovely instrumentation with minty green backlighting and a centre section that resembles a top-end hi-fi. Build quality is good, and there are numerous hidey-holes, including a double glove compartment.

Generous specification

Although by no means cheap, this base model Toyota Corolla Verso nevertheless offers excellent value as a result of a comprehensive standard features list. Sure, it has neither alloy wheels, nor leather upholstery or electric windows in the rear, but air-conditioning (with rear ducts), rake/reach-adjustable steering, an audio system with remote audio controls, push-button starting, remote central locking, adjustable headlamps, height-adjustable front seats, ABS with EBD and dual front and side airbags, as well as a knee airbag, are all standard.

The exterior appearance arguably also makes the Toyota Corolla Verso look more expensive than it really is. There’s full colour coding, quirky rear lights and plastic wheel covers that do a very good job of looking like alloys. Toyota is often criticised for producing bland cars, but this isn’t one of them.

Frugal power

For now Toyota is only offering one engine option in the Verso, the proven 1,8-litre petrol that is also used in the Corolla sedan, albeit in a different state of tune. In the Verso it produces 95 kW and 170 Nm of torque, and is coupled with a five-speed manual transmission driving the front wheels. Traffic light grands prix are unlikely to be a high priority, but good overtaking power for those long-distance family holidays will be. The maximum torque figure is only available at a fairly high 4 200 rpm, but in general use the Verso is lively enough. With a full complement of passenger and luggage, however, and especially at altitude, regular downshifting may be required, but this is no hardship, as this gearbox is one of Toyota’s better efforts. The engine delivers reasonable economy, with a figure of around 10 litres/100 km being a realistic goal.

Finally, Toyota has managed to strike a particularly fine balance between achieving a comfortable ride and good dynamics. The Toyota Corolla Verso absorbs bumps with ease, but the suspension never wallows or feels floaty. Consequently, body control is good in the corners, and the Verso feels more like a tall hatchback, than a “bus”. It’s a particularly impressive achievement by Toyota because it means the stated goal of bringing sportiness to this segment has clearly been achieved.

Toyota Corolla Verso – Verdict

The Toyota Corolla Verso is a surprising package in a number of ways. Firstly, Toyota is not known for breaking its own mould all that often, but it has certainly done that here. The Verso could easily have been a conservative derivative of the Corolla, but instead it has its own character, and quite a sporty and quirky one at that! In the end, however, a seven-seat MPV has to be practical and comfortable, and on that front the Verso impresses once more. While not all customers will need seven seats, the Verso at least offers a no-compromise package, with superb comfort for five and a large boot in what is likely to be its most often used configuration. Zafira… you’ve been dethroned.

We like:

  • Versatility
  • Eager performance
  • Safety specification
  • Classy looks
  • Ride

We don’t like:

  • Boot very small with seven seats taken
  • Third row only for kids


Fast facts

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

Power: 95 kW @ 6 000 rpm

Torque: 170 Nm @ 4 200 rpm

Transmission: Five-speed manual

Wheels: 16-inch steel

Top speed: 193 km/h

0-100 km/h: 11,4 seconds

Fuel economy:  10,3 litres/100 km

Source: www.um.co.za

Also consider:

  • Opel Zafira 1,8 CD: One of the first compact MPVs to offer seven seats, the first-generation Zafira is now ageing, particularly with regards to its facia design and finish. Still, it offers excellent all-round comfort and is possibly slightly larger with all the seats folded down.
  • Volkswagen Touran 1,9 TDI: Very new on the market and lacking an entry level petrol derivative, but the 1,9 TDI makes a lot of sense. You have a choice of five or seven seats, the latter costing slightly more. Offers superb comfort all-round in a well-made cabin.
  • Renault Scenic II 2,0 Privilege: Five seats only, but if that’s not a problem, then the Renault is a strong contender for class-best honours, boasting superb flexibility and loads of clever features. Renault did start the compact MPV craze, after all…

 

Volvo S40 2.4i (2004) Driving Impression

Whether talk turns to furniture, architecture or even top-end audio equipment, Scandinavian design carries strong premium connotations. The failure of Swedish car makers to make inroads into the luxury sedan segments dominated by the German brands is therefore somewhat perplexing.

Then again, the Swedish brands have had a torrid few decades, stumbling from one owner to the next, each one of them trying to enforce its own vision of what Scandinavian design is supposed to entail, but without grasping its subtleties. With the new Volvo S40 2.4i one senses that this is about to change. New owner Ford has big ambitions for this brand, and an important part of the plan is to give Volvo a design identity that is true to its roots.

Inspiration from the Vikings

Designer Peter Horbury has spent a lot of time studying Swedish design and the result is a car that boasts the elegance and simplicity of line that characterises most items coming from this country.

Look at the car from the top, and you’ll notice the Volvo S40 2.4i gaining width in its centre, and tapering front to rear. This is said to be inspired by the shape of a Viking long boat. Another visual trademark is the strongly defined “shoulders” of the car, which create the perception of extra width and strength.

Riding on smart 16-inch alloy wheels and boasting comprehensive colour coding, the S40 is a very attractive car and also one that should date well. But by far its most attractive feature is to be found inside. Here Volvo’s design team was clearly influenced by high-end audio-visual equipment, with the car’s “centre stack” being quite an ingenious piece of design.

A very slim brushed aluminium panel stands proud of the facia and curves into the centre console. It houses a control panel (for the audio and ventilation systems) that looks like a remote control for a piece of home entertainment. The buttons are rather small, and it takes a while to get used to it, but it certainly looks the part. The unique design has also freed up space behind the panel for extra storage.

The rest of the facia is similarly minimalistic, and of high quality. The only real let-down is the awkward position of the ignition slot to the left of the steering wheel. Volvo says it’s there for safety reasons, but that’s likely to be of little consolation to most right-handed drivers who will find it awkward to use. Otherwise, there’s nothing much amiss. The driving position is superb, with generous rake/reach-adjustment from the steering wheel in addition to a height-adjustable driver’s seat.

As is to be expected from Volvo, the seats are very comfortable, and although the wheelbase is not the longest in this class, rear legroom is acceptable. The boot, however, is very small, but its size can be increased by specifying an optional space-saver spare. The rear seats also fold down but the through-loading aperture is quite narrow.

Volvo knows that the S40 will have to offer for the same money as its German rivals, especially considering the fact that it’s a bit smaller overall. As such, it has specified the S40 with a very comprehensive features list that includes cruise control, climate control, auto lights and wipers and a powerful audio system with remote audio controls. Cloth upholstery is standard, but leather can be specified as an option.

Excellent refinement

Riding on the Ford group’s new compact car platform that will also underpin the next Focus, the S40 is an impressively rigid feeling sedan. It uses a sub-frame mounted multi-link suspension set-up at the rear, which plays a big part in the car’s superb ride refinement. In fact, the S40’s overall NVH (noise, vibration, harshness) control is possibly class-leading, with very little wind, road and mechanical noise reaching the cabin. The engine, a 2.4-litre five-cylinder has a characteristic snarl under hard acceleration, but is otherwise muted.

It delivers the goods

With 125 kW and 230 Nm of torque, its outputs are better than its immediate German rivals, and this shows against the stopwatch, where the Swede manages to sprint to 100 km/h in less than 10 seconds.

Overtaking acceleration is also strong, with the S40 proving responsive to throttle inputs even at high cruising speeds. With its beautifully controlled suspension, nicely balanced steering and eager performance, the S40 is a delight to drive. There is a price to pay, though…

The 2.4-litre engine is quite thirsty – expect to average between 10.5 and 11 litres/100 km. And what would a Volvo be without high levels of safety. With a complex frontal crash structure, six airbags, anti-whiplash front seats, side-impact protection and STC (stability, traction control), the S40 ranks as one of the safest cars in its segment.

Verdict

It’s not often that a brand can so successfully reinvent itself with a single new model, but that is exactly what Volvo has done with the S40. Horbury’s design team has aced the exterior and cabin aesthetics, lending the S40 not only a very individualistic persona, but also one that is rich with relevance.

The minimalism comes as a breath of fresh air in this segment. But the S40’s appeal stretches beyond something as subjective as design. The mechanical package is superbly refined, with the S40’s 2.4-litre proving to be beautifully smooth and responsive, which also pretty much sums up the ride/handling balance. Watch out BMW, Audi and Mercedes-Benz… Volvo is knocking on the door, hard!

We like:

Attractive design

Minimalistic facia design

Build quality

Performance

Refinement

Ride/handling

We don’t like:

Small boot

Position of ignition slot

Fast facts

Engine: 2.4-litre, five-cylinder, petrol

Power: 125 kW @ 6 000 rpm

Torque: 230 Nm @ 4 400 rpm

Transmission: five-speed manual

Wheels: 16-inch alloy

Top speed: 218 km/h

0-100 km/h: 9.8 seconds

Fuel economy: 11 litres/100 km

Also consider:

BMW 318i:

Slightly larger of course, and can’t match the Volvo’s power, performance and also its standard specification. On the plus side, it still offers class-leading driving enjoyment and a bigger boot. Resale is going to go the German’s way.

Audi A4 2.0:

Down on power and therefore lacking the verve of the Volvo, but the Audi is justifiably popular. Counting in its favour is cabin and boot space, the latter being particularly well shaped. Build quality is impressive

Mercedes-Benz C180K Classic:

You pay a fair bit more for the status of a three-pointed star, but the C180K is a very convincing product, feeling every bit the proper Mercedes. Slightly down on spec but certainly a comfortable, classy all-rounder that is likely to have enduring appeal and solid resale value.

Volkswagen Citi.com 1,4i (2004) Driving Impression

In the modern motoring game 20 years is the equivalent of a good few human lifetimes. There’s almost nothing that lasts that long. Entirely new brands can be established in such a time period, and automotive empires can crumble down. Trusty family pooches are born and die of old age in fewer years. It says much of designer Giugiaro’s genius, then, that one of his creations has achieved such longevity. The original Golf still soldiers on in South Africa, selling thousands of units every year. Importantly, it must be added that there are no “issues” forcing the Volkswagen Citi Golf down South Africans’ throats. It’s not particularly cheap. And there is plenty of competition from the likes of Toyota and Opel. No, its continued success is simply down to its inherent appeal. It’s a cool product, very much due to its classic status. So it’s therefore entirely understandable that Volkswagen South Africa has stuck it out for so long with this car. In fact, it has done more than “sticking it out”. It has evolved the product to a point where even German visitors from Volkswagen’s head office are amazed by it…

Volkswagen Citi 20 years young

Of course, a big part of the Citi’s enduring appeal is its unmistakeable exterior styling. For the latest round of upgrades, Volkswagen has limited itself to changing the front door windows, moving the door mirrors further forward, and a new rear wiper (now sprouting from the window itself). Consequently, the Volkswagen Citi Golf now looks more modern to passers-by, but when quizzed, they’re hard-pressed to answer why this is the case… Some did, however, remark that the car has lost some of its “spunk”. Gone are the days of “red, yellow, blue… not green”. Instead, we have upmarket metallic finishes and smart 15-inch alloy wheels.

Open the doors and let onlookers peer inside, however, and they may just fall on their backs… Here Volkswagen South Africa has really flexed its local product development muscle, raided the VW Group parts bin, and come up with a thoroughly modern and stylish facia that fits so well it may just as well have been done by Giugiaro himself. It’s a very impressive achievement, indeed.

The instrument binnacle is thoroughly modern and features two neat analogue dials and a digital odometer and clock. The centre section of the facia houses a very neatly integrated audio system and three rotary controls replace the very dated sliding-type units used previously. Even the indicator stalks are things of wonder, featuring as they do soft-touch, triple-blink, lane-change indication, similar to what you’ll find on much more expensive cars. Overall, the new facia is superbly well-integrated and lifts the ambience of the Citi interior beyond its rivals. It even makes the car feel more spacious.

Sadly, it is not. Things are acceptable in the front, where the superbly padded seats will keep driver and front passenger happy, but rear legroom is certainly tight and the backrest rather upright. Open the tailgate and you’re transported back to the ‘70s – the loading sill is very high and the boot fairly shallow.

On the go

Powering the revised Volkswagen Citi is the marque’s 1,4-litre fuel-injected engine that delivers 62 kW and 118 Nm. These outputs are competitive with other vehicles in this class and, combined with the Citi’s low weight (less than a tonne), gives spirited performance. Volkswagen claims a 0-100 km/h time of 12,5 seconds, but the Volkswagen Citi feels faster than that because it’s a bit noisy – the engine note is rather raspy. The outdated aerodynamics also have an effect on the fuel consumption, with a figure of around 9 litres/100 km being most realistic.

When it comes to the basic structure of the Volkswagen Citi, however, it is more difficult to effect sweeping changes. As such, the Citi’s underpinnings are very much as before, and this has a strong influence on its on-road behaviour. By modern standards it is rather narrow and high. Steering is unassisted rack-and-pinion and it uses drum brakes at the rear. If this sounds like a recipe for a dynamic disaster to you, you’d have a point, but nevertheless the Volkswagen Citi is quite a bundle of fun to pilot. Yes, the steering is very heavy at parking speeds and the low-speed ride is bumpy, but push the Citi to higher velocities and it actually gets better. The 195/50 tyres give good grip, which is a plus in most circumstances, too.

Volkswagen Citi – Verdict

Only many years from now will Volkswagen South Africa’s achievement with this upgrade of the Citi be properly recognised. In a globalised world, “re-engineering” a product to this extent will become increasingly rare, and the Volkswagen Citi may well be the last of the South African “specials”. Although this particular model is named .com in recognition of the era in which it competes right now, the Volkswagen Citi actually provides a fun driving experience, because it is thoroughly analogue in nature in a depressingly digital world. It’s a blast from the past.

We like:

  • Classic styling
  • Iconic status
  • New facia design
  • Fun to drive
  • Cheap to run


We don’t like:

  • Rear leg-room
  • Heavy steering when parking
  • Low-speed ride


Fast facts

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

Power: 62 kW @ 5 500 rpm

Torque: 118 N.m @ 4 500 rpm

Transmission: Five-speed manual

Wheels: 15-inch alloy

Top speed: 173 km/h

0-100 km/h: 12,5 seconds

Fuel economy:  9,3 litres/100 km

Source: www.um.co.za

Also consider:

  • Opel Corsa Lite Sport: Much more modern than the Citi and similarly “desirable”. It’s only a three-door though, and boot space in particular is lacking. The engine gives it peppy performance and good fuel economy.
  • Toyota Tazz 130 Sport: Can’t match the Citi in the “cool” stakes, but does offer more space. The 1,3-litre engine is underpowered though, and performance lethargic. The Sport sticker is entirely unjustified.
  • Fiat Palio 1,2 EL: The Fiat’s engine is underpowered by comparison, leading to poor performance. It’s not even very economical. But its woes don’t stop there. Build quality goes a long way in justifying the poor reputation Italian cars have in this regard. One to avoid.

 

Mercedes-Benz E200 Kompressor 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

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 Avant-garde 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 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 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 E200 Kompressor a great family car, but Mercedes charges extra for folding rear seats – somewhat cheeky!

Just enough power

The 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 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 it’s 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 E200K’s case, that’s unlikely to be a priority for most of the target audience.

Verdict

There’s simply nothing “entry level” about the 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

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 Multitrack

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.

Volvo XC90 D5 Geartronic Driving Impression

Having received widespread acclaim in Europe, local expectations of the new Volvo XC90 D5 Geartronic SUV have certainly been high. One senses that it will form the cornerstone of not only Volvo’s “rebirth”, but also its profits for a good few years to come.

In South Africa, the challenge to successfully counter the German SUVs will be significantly stiffer – badge appeal counts for a lot over here, and Volvo will also have to convince a sceptical public that spending near half a million Rand on a Volvo can be a wise investment, when the brand’s resale woes are very well known. So, can the XC90 overcome these challenges to become a new premium SUV champion, as it has done elsewhere?

Handsome design

Volvo’s current design theme is well-defined and very neat. It also fits a big vehicle such as this very well, endowing the XC90 with both the manliness and sophistication required from a premium full-size SUV. The shoulder lines are strong, the bonnet bulges with the promise of power and the black plastic cladding around the lower parts of the body speak of a readiness for off-road adventure. Riding on 17-inch alloy wheels and sporting a ground clearance of well over 200 mm, the XC90 has presence in spades.

Arguably the best aspect of this car is its interior. Volvo has come up with a cabin that reeks of quality, offers stretch-out space and bristles with luxury and safety features. Let’s start at the rear. A direct benefit of the long wheelbase (2 857 mm) and large body is the third-row seating. While the two rearmost seats are certainly not where you’d like to spend much time if you’re larger than average-sized adult, it nevertheless is a nice-to-have feature that neither of its two main rivals can offer. Also, when they’re folded down, the boot’s floor is not only completely flat, but the spaciousness is class leading.

The middle row offers exceptionally comfortable accommodation, with seats that can slide fore and aft over a significant distance, either increasing legroom for its occupants, or improving luggage space (or rearmost legroom) when moved to the front. A typically Volvo touch is a centre seat that features an incorporated booster cushion. Middle-row passengers also have their own ventilation outlets – always a nice feature, especially in such a large vehicle.

The best seat in the house, however, remains behind the steering wheel. Fronted by an expensive-looking facia and with a nice thick-rimmed steering wheel in the hands, the XC90 does a lot to stroke the driver’s ego. In contrast to the very minimalistic instrumentation, the centre section of the facia features a large number of buttons and switches, but it’s not a complicated layout – the buttons are clearly marked and logically placed. It also helps to keep in mind that there are so many buttons because there are so many features. With the XC90 D5 Volvo is offering essentially a full-house vehicle, with such niceties as leather upholstery, electrically adjustable driver’s seat, multi-function steering wheel, cruise control, a top-end audio system and climate control, among others.

Focus on safety

This is a Volvo, and as such it boasts a very comprehensive safety specification. In fact, the XC90 was the first SUV to achieve a five-star EuroNCAP crash rating. It has no fewer than six airbags, and the curtain protection stretches all the way back to the rearmost passengers. ABS with EBD is fitted, of course, and there’s also a dynamic stability and traction control system, as well as RSC (roll stability control), which limits the chances of a roll-over accident happening. From behind the wheel the XC90’s feeling of stability and solidity does a lot to reinforce the perception of driving something very safe.

Speaking of being behind the wheel… The XC90 is a superb long-distance family car. The ride quality is extremely good, probably the best in this segment, and yet it doesn’t come across as too top-heavy in the corners – just a pity the seats lack side bolstering. It manages to cope admirably with poor surfaces, too, and even gravel roads do little to upset its composure. With a permanent Haldex all-wheel drive system sending 95% of power to the front wheels under most circumstances, and a lack of any serious off-road hardware, the XC90 is very obviously aimed at those who will only very rarely tread off the beaten track, and even then only slightly so. That said, the ground clearance is good, and the all-wheel drive system can send up to 65% of power to the rear when needed.

Unfortunately the engine lets down the impressive package somewhat. The 2.4-litre, five-cylinder turbodiesel engine is not new, and its outputs of 120 kW and 340 Nm are acceptable, though some way off class-leading. The problem is a lack of torque low-down, and significant turbo-lag, both problems amplified by significant weight (over two tonnes) and a rather witless five-speed automatic Geartronic transmission. Yes, there is a manual shift function, but even that is painfully slow. The drivetrain combination is more than acceptable out on the open road, where it is quiet and relatively economical, but around town the lethargy can be frustrating.

Verdict

Volvo’s XC90 is certainly a strong offering in this segment. The X5 may offer more status and a more dynamic driving experience, but the Volvo has it licked for comfort and versatility. Similarly, it is vastly superior to the Mercedes ML in nearly every aspect. The only real let-down is the drivetrain, which is unfortunately a rather big disappointment. Such a heavy vehicle needs more grunt, and seeing as the general usage pattern of this type of vehicle suggests a lot of town use, it can also do with a quicker transmission. All things considered, however, the XC90 deserves serious consideration… especially as a used buy.

We like:

Versatile, spacious interior

Safety

Ride quality

Comfort

We don’t like:

Lethargic performance

Likely resale

Fast facts

Engine: 2.4-litre, five-cylinder, petrol

Power: 120 kW @ 4 000 rpm

Torque: 340 Nm @ 1 750 rpm

Transmission: five-speed automatic

Wheels: 17-inch alloy

Top speed: 185 km/h

0-100 km/h: 12.3 seconds

Fuel economy: 10.5 litres/100 km

Also consider:

BMW X5 30d

If macho SUV looks are of more value to you than actual off-road ability, then BMW’s X5 remains a segment leader. But its appeal is more than skin deep. The X5 is very good on the road, has a great cabin, and a frugal and powerful engine.

Mercedes-Benz ML270 CDI

The same price as the Volvo, and does boast the Mercedes badge, so should offer the better trade-in value a few years down the line. That said, the ageing Mercedes is outclassed by the XC90.

Jeep Grand Cherokee Overland CRD Auto

If you do need to travel into the rough, then neither the Volvo nor the Germans will suffice. This Jeep is a seriously capable off-roader, and also offers a measure of premium appeal and luxurious trimmings. The compromise? Poorer on-road dynamics and refinement.

Land Rover Freelander TD4 HSE A/T (2004) Driving Impression

While the Land Rover Freelander immediately had an impact on the local market when it was introduced in 1998, it has not been all plain sailing for the diminutive off-roader. Various reliability related niggles have reared their ugly heads, and the Land Rover Freelander has even become the butt of a joke or two. Six years on, and the market has also evolved into a fiercely competitive environment, with very strong offerings from Jeep, Nissan, Toyota and Subaru. Can this latest upgrade buy Land Rover some time before the inevitable arrival of the generation 2 Freelander.

Refined appearance for Land Rover Freelander

Although there are certainly some areas in which the Land Rover Freelander needed an upgrade, design was not one of them. Nevertheless, the facelift has endowed the Freelander with a subtly more sophisticated overall appearance, mostly as a result of colour coding of the bumpers and a new headlamp design. Otherwise, the design has withstood the test of time remarkably well. It also remains remarkably individualistic, with its elevated roofline at the rear and clamshell bonnet remaining unique design elements in an increasingly crowded segment.

The same can, unfortunately, not be said of the interior. Land Rover has tried its best to hide the vehicle’s age by significantly revising the facia design and trim, but it has not been entirely successful. Instead of a desired upmarket ambience, the cream leather trim simply clashes rather harshly with the shiny black plastics of the facia. The fit and finish of the cabin can’t be described as poor, but certainly won’t trouble the aforementioned rivals. And there are some ergonomic issues, too. The ventilation controls are placed very low on the facia. The seats are perhaps slightly too high. And the steering wheel lacks reach adjustment. The placement of the cupholders on top of the facia is another quirk, but at least the window switches are now in the right place.

For what is a relatively small vehicle with a short wheelbase (2 557 mm), the Freelander’s rear legroom is rather good, and the boot measures a very decent 354 litres, helped by not having to accommodate a spare wheel – mounted on the sideways opening tailgate. Headroom is also excellent all-round, although it’s not the roofline bump that’s responsible for that – it really is a bit of a design gimmick in the Freelander’s case, done to endow it with mini-Discovery looks. HSE specification, of course, is synonymous with luxury, so everything but the kitchen sink is included, including park distance control and a very snazzy Harmon Kardon sound system. If there’s one area where the Land Rover Freelander perhaps falls short in terms of specification, however, it is in the safety department. Offering only two airbags these days is really the bare minimum.

BMW power for Land Rover Freelander

The Land Rover Freelander TD4 is powered by a BMW-sourced 2,0-litre turbodiesel engine that delivers 82 kW and 260 Nm of torque. These figures are somewhat short of what is expected at this level, with the Jeep, for example, offering a full 100 Nm more torque. And despite its relatively small size, the Land Rover Freelander is quite heavy, weighing in at 1,6 tonnes. Consequently, performance is not a strong point, with the Freelander needing a leisurely 15,7 seconds to “sprint” to 100 km/h. Overtaking acceleration is also rather poor, with such manoeuvres close to the national speed limit requiring plenty of patience and planning.  At least the engine is very economical – most drivers should do better than 10,5 litres/100 km.

The engine is mated with a five-speed automatic transmission that delivers torque to all four wheels, the two axles “locked” together when required by a centre viscous coupling. There’s no low-range transfer case, but first is low enough for most situations you’re likely to encounter, and an automatic transmission is a boon in those scenarios in any event. A hill-descent control system is also fitted. With a ground clearance of around 200 mm, good approach and departure angles and suspension set-up that allows for some travel, the Freelander is quite a confident little machine off the beaten track. Importantly, the Land Rover Freelander off-road prowess doesn’t come at much expense where it matters most – on the road.

The handling is benign, with early understeer being an understandable characteristic of a vehicle such as this. The ride quality is quite superb, with the Land Rover Freelander doing well to mirror the waft-like ride comfort of bigger Land Rovers and Range Rovers. Of course, the downside is quite a lot of roll in the corners, and noticeable nose diving under braking. ABS and EBD boost the car’s ability to stop in all conditions, but it must be said that the brakes are perhaps no longer among the class best (drums are used at the rear), and they lack the power of some newer rivals.

Land Rover Freelander – Verdict

Six years on and the Land Rover Freelander remains an attractive offering, even when facing stiff competition. There’s something about its design, genuine off-road ability and perhaps that Land Rover badge, that is very hard to resist. In HSE trim, however, it is perhaps over-specced, and priced beyond its station, because there are some flaws. The engine lacks power, resulting in poor performance, and the interior, though still largely comfortable, scores below par for ergonomics and build quality. Freelander 2, Land Rover needs you, soon… We like:

  • Off-road ability
  • Good looks
  • Comfort
  • Economy

We don’t like:

  • Dated facia
  • Lethargic performance
  • Expensive
  • Reputation for reliability niggles

Fast facts

Engine: 2,0-litre, four-cylinder, turbodiesel
Power: 82 kW @ 4 000 rpm
Torque: 260 Nm @ 1 750 rpm
Transmission: Five-speed automatic
Wheels: 17-inch alloy
Top speed: 162 km/h 0-100 km/h: 15,7 seconds
Fuel economy: 10,64 litres/100 km

Source: www.um.co.za

Also consider:

  • Jeep Cherokee 2,8 CRD Limited Automatic: Also offers an impressive blend of premium appeal and genuine off-road ability, but packs more power and equipment than the Landy, as well as a reputation for sturdier build. Cabin can’t match the Freelander for comfort, though.
  • Kia Sorento 2,5 CRDi Automatic: Perhaps not a direct rival – it is bigger and certainly not from a premium brand. But the Sorento is an underrated vehicle, with good looks and a very spacious, comfortable interior. Can’t match the others off-road, but is also not completely talentless in the rough.

 

Volvo XC90 D5 Geartronic 7-Seat (2004) Driving Impression

Having received widespread acclaim in Europe, local expectations of the new Volvo XC90 SUV have certainly been high. One senses that it will form the cornerstone of not only Volvo’s “rebirth”, but also its profits for a good few years to come. In South Africa, the challenge to successfully counter the German SUVs will be significantly stiffer – badge appeal counts for a lot over here, and Volvo will also have to convince a sceptical public that spending near half a million rands on a Volvo can be a wise investment, when the brand’s resale woes are very well known. So, can the Volvo XC90 overcome these challenges to become a new premium SUV champion, as it has done elsewhere?

Handsome design for Volvo XC90

Volvo’s current design theme is well-defined and very neat. It also fits a big vehicle such as this very well, endowing the XC90 with both the manliness and sophistication required from a premium full-size SUV. The shoulder lines are strong, the bonnet bulges with the promise of power and the black plastic cladding around the lower parts of the body speak of a readiness for off-road adventure. Riding on 17-inch alloy wheels and sporting a ground clearance of well over 200 mm, the Volvo XC90 has presence in spades.

Arguably the best aspect of this car is its interior. Volvo has come up with a cabin that reeks of quality, offers stretch-out space and bristles with luxury and safety features. Let’s start at the rear. A direct benefit of the long wheelbase (2 857 mm) and large body is the third-row seating. While the two rearmost seats are certainly not where you’d like to spend much time if you’re larger than average-sized adult, it nevertheless is a nice-to-have feature that neither of its two main rivals can offer. Also, when they’re folded down, the boot’s floor is not only completely flat, but the spaciousness is class leading.

The middle row offers exceptionally comfortable accommodation, with seats that can slide fore and aft over a significant distance, either increasing legroom for its occupants, or improving luggage space (or rearmost legroom) when moved to the front. A typically Volvo touch is a centre seat that features an incorporated booster cushion. Middle-row passengers also have their own ventilation outlets – always a nice feature, especially in such a large vehicle.

The best seat in the house, however, remains behind the steering wheel. Fronted by an expensive-looking facia and with a nice thick-rimmed steering wheel in the hands, the Volvo XC90 does a lot to stroke the driver’s ego. In contrast to the very minimalistic instrumentation, the centre section of the facia features a large number of buttons and switches, but it’s not a complicated layout – the buttons are clearly marked and logically placed. It also helps to keep in mind that there are so many buttons because there are so many features. With the XC90 D5 Volvo is offering essentially a full-house vehicle, with such niceties as leather upholstery, electrically adjustable driver’s seat, multi-function steering wheel, cruise control, a top-end audio system and climate control, among others.

Focus on safety

This is a Volvo, and as such it boasts a very comprehensive safety specification. In fact, the Volvo XC90 was the first SUV to achieve a five-star EuroNCAP crash rating. It has no fewer than six airbags, and the curtain protection stretches all the way back to the rearmost passengers. ABS with EBD is fitted, of course, and there’s also a dynamic stability and traction control system, as well as RSC (roll stability control), which limits the chances of a roll-over accident happening. From behind the wheel the XC90’s feeling of stability and solidity does a lot to reinforce the perception of driving something very safe.

Speaking of being behind the wheel… The Volvo XC90 is a superb long-distance family car. The ride quality is extremely good, probably the best in this segment, and yet it doesn’t come across as too top-heavy in the corners – just a pity the seats lack side bolstering. It manages to cope admirably with poor surfaces, too, and even gravel roads do little to upset its composure. With a permanent Haldex all-wheel drive system sending 95% of power to the front wheels under most circumstances, and a lack of any serious off-road hardware, the Volvo XC90 is very obviously aimed at those who will only very rarely tread off the beaten track, and even then only slightly so. That said, the ground clearance is good, and the all-wheel drive system can send up to 65% of power to the rear when needed.

Unfortunately the engine lets down the impressive package somewhat. The 2,4-litre, five-cylinder turbodiesel engine is not new, and its outputs of 120 kW and 340 Nm are acceptable, though some way off class-leading. The problem is a lack of torque low-down, and significant turbo-lag, both problems amplified by significant weight (over two tonnes) and a rather witless five-speed automatic Geartronic transmission. Yes, there is a manual shift function, but even that is painfully slow. The drivetrain combination is more than acceptable out on the open road, where it is quiet and relatively economical, but around town the lethargy can be frustrating.

Volvo XC90 – Verdict

The Volvo XC90 is certainly a strong offering in this segment. The X5 may offer more status and a more dynamic driving experience, but the Volvo has it licked for comfort and versatility. Similarly, it is vastly superior to the Mercedes ML in nearly every aspect. The only real let-down is the drivetrain, which is unfortunately a rather big disappointment. Such a heavy vehicle needs more grunt, and seeing as the general usage pattern of this type of vehicle suggests a lot of town use, it can also do with a quicker transmission. All things considered, however, the Volvo XC90 deserves serious consideration… especially as a used buy.

We like:

  • Versatile, spacious interior
  • Safety
  • Ride quality
  • Comfort

We don’t like:

  • Lethargic performance
  • Likely resale

Fast facts

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

Power:                 120 kW @ 4 000 rpm

Torque:                340 Nm @ 1 750 rpm

Transmission:    five-speed automatic

Wheels:               17-inch alloy

Top speed:         185 km/h

0-100 km/h:        12,3 seconds

Fuel economy:  10,5 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW X5 3,0d: If macho SUV looks are of more value to you than actual off-road ability, then BMW’s X5 remains a segment leader. But its appeal is more than skin deep. The X5 is very good on the road, has a great cabin, and a frugal and powerful engine.
  • Mercedes-Benz ML270 CDI: The same price as the Volvo, and does boast the Mercedes badge, so should offer the better trade-in value a few years down the line. That said, the ageing Mercedes is outclassed by the XC90.
  • Jeep Grand Cherokee Overland CRD Auto : If you do need to travel into the rough, then neither the Volvo nor the Germans will suffice. This Jeep is a seriously capable off-roader, and also offers a measure of premium appeal and luxurious trimmings. The compromise? Poorer on-road dynamics and refinement.

 

Land Rover Freelander TD4 HSE Automatic Driving Impression

While the Land Rover Freelander immediately had an impact on the local market when it was introduced in 1998, it has not been all plain sailing for the diminutive off-roader. Various reliability related niggles have reared their ugly heads, and the Freelander has even become the butt of a joke or two.

Six years on, and the market has also evolved into a fiercely competitive environment, with very strong offerings from Jeep, Nissan, Toyota and Subaru. Can this latest upgrade buy Land Rover some time before the inevitable arrival of the generation 2 Freelander.

Refined appearance for Land Rover Freelander

Although there are certainly some areas in which the Land Rover Freelander needed an upgrade, design was not one of them. Nevertheless, the facelift has endowed the Land Rover Freelander TD4 with a subtly more sophisticated overall appearance, mostly as a result of colour coding of the bumpers and a new headlamp design.

Otherwise, the design has withstood the test of time remarkably well. It also remains remarkably individualistic, with its elevated roofline at the rear and clamshell bonnet remaining unique design elements in an increasingly crowded segment.

The same can, unfortunately, not be said of the interior. Land Rover has tried its best to hide the vehicle’s age by significantly revising the facia design and trim, but it has not been entirely successful. Instead of a desired upmarket ambience, the cream leather trim simply clashes rather harshly with the shiny black plastics of the facia.

The fit and finish of the cabin can’t be described as poor, but certainly won’t trouble the aforementioned rivals. And there are some ergonomic issues, too. The ventilation controls are placed very low on the facia. The seats are perhaps slightly too high. And the steering wheel lacks reach adjustment. The placement of the cup holders on top of the facia is another quirk, but at least the window switches are now in the right place.

For what is a relatively small vehicle with a short wheelbase (2 557 mm), the Freelander’s rear legroom is rather good, and the boot measures a very decent 354 litres, helped by not having to accommodate a spare wheel – mounted on the sideways opening tailgate. Headroom is also excellent all-round, although it’s not the roofline bump that’s responsible for that – it really is a bit of a design gimmick in the Freelander’s case, done to endow it with mini-Discovery looks.

HSE specification, of course, is synonymous with luxury, so everything but the kitchen sink is included, including park distance control and a very snazzy Harmon Kardon sound system. If there’s one area where the Land Rover Freelander perhaps falls short in terms of specification, however, it is in the safety department. Offering only two airbags these days is really the bare minimum.

BMW power

The Land Rover Freelander TD4 is powered by a BMW-sourced 2.0-litre turbodiesel engine that delivers 82 kW and 260 Nm of torque. These figures are somewhat short of what is expected at this level, with the Jeep, for example, offering a full 100 Nm more torque. And despite its relatively small size, the Freelander is quite heavy, weighing in at 1.6 tonnes.

Consequently, performance is not a strong point, with the Freelander needing a leisurely 15.7 seconds to “sprint” to 100 km/h. Overtaking acceleration is also rather poor, with such manoeuvres close to the national speed limit requiring plenty of patience and planning.  At least the engine is very economical – most drivers should do better than 10.5 litres/100 km.

The engine is mated with a five-speed automatic transmission that delivers torque to all four wheels, the two axles “locked” together when required by a centre viscous coupling. There’s no low-range transfer case, but first is low enough for most situations you’re likely to encounter, and an automatic transmission is a boon in those scenarios in any event.

A hill-descent control system is also fitted. With a ground clearance of around 200 mm, good approach and departure angles and suspension set-up that allows for some travel, the Freelander is quite a confident little machine off the beaten track.

Importantly, its off-road prowess doesn’t come at much expense where it matters most – on the road. The handling is benign, with early understeer being an understandable characteristic of a vehicle such as this. The ride quality is quite superb, with the Land Rover Freelander doing well to mirror the waft-like ride comfort of bigger Land Rovers and Range Rovers.

Of course, the downside is quite a lot of roll in the corners, and noticeable nose diving under braking. ABS and EBD boost the car’s ability to stop in all conditions, but it must be said that the brakes are perhaps no longer among the class best (drums are used at the rear), and they lack the power of some newer rivals.

Verdict

Six years on and the Land Rover Freelander remains an attractive offering, even when facing stiff competition. There’s something about its design, genuine off-road ability and perhaps that Land Rover badge, that is very hard to resist. In HSE trim, however, it is perhaps over-specced, and priced beyond its station, because there are some flaws.

The engine lacks power, resulting in poor performance, and the interior, though still largely comfortable, scores below par for ergonomics and build quality. Freelander 2, Land Rover needs you, soon…

We like:

Off-road ability

Good looks

Comfort

Economy

We don’t like:

Dated facia

Lethargic performance

Expensive

Reputation for reliability niggles

Fast facts

Engine: 2.0-litre, four-cylinder, turbodiesel

Power: 82 kW @ 4 000 rpm

Torque: 260 Nm @ 1 750 rpm

Transmission: five-speed automatic

Wheels: 17-inch alloy

Top speed: 162 km/h

0-100 km/h: 15.7 seconds

Fuel economy: 10.64 litres/100 km

Also consider:

Jeep Cherokee 2.8 CRD Limited Automatic

Also offers an impressive blend of premium appeal and genuine off-road ability, but packs more power and equipment than the Landy, as well as a reputation for sturdier build. Cabin can’t match the Freelander for comfort, though.

Kia Sorento 2.5 CRDi Automatic

Perhaps not a direct rival – it is bigger and certainly not from a premium brand. But the Sorento is an underrated vehicle, with good looks and a very spacious, comfortable interior. Can’t match the others off-road, but is also not completely talentless in the rough.

Audi A4 1.8T (2004) Driving Impression

While swift S4 and 3,0-litre variants are offered higher up the Audi A4 price ladder, this model range has for some time been in need of a slightly more performance-oriented model lower down to do battle against such driver’s cars as the BMW 325i and Alfa 156. To answer this need, Audi has simply turned up the boost on its 1,8-litre turbocharged petrol engine to deliver an extra 20 kW. This may sound like a half-hearted attempt at creating a sports sedan out of something fairly sedate, but don’t for a moment believe it…

More than just extra power for Audi A4

The extra 20 kW (and 15 Nm of torque) is of course the biggest news, but Audi has tried hard to give this model its own identity in the A4 range. It helps, of course, that the starting point is the particularly handsome A4 sedan, but in this instance the overall look is significantly more muscular. The lowered ride height and big six-spoke 17-inch alloys play a big part in the visual transformation. The two large-diameter exhaust outlets at the rear also broadcast serious performance intentions. The end result is a car that looks powerful, without being OTT – there are no big wings and splitters.

Inside, the only clue to the fact that you’re sitting in a rather special version of the Audi A4 is the pair of heavily bolstered sports seats in front. Featuring a wide range of adjustment options – including the ability to move the front section of the squab – the seating position is really superb, further aided by a steering wheel that adjusts for rake and reach. It’s a pity, however, that the steering wheel doesn’t feature remote audio controls on its spokes. Or perhaps we’ve simply become too spoilt…

Devoid of fake wood and with plenty of convincing-looking aluminium accents to lift the ambience of the sombre, black interior, the Audi A4 cabin makes an immediate quality impression. In fact, the Audi A4 is arguably the class leader in this respect. There’s a solidity and a “polish” to every piece of this Audi’s interior that makes it feel more expensive than it is. The standard leather trim certainly helps, too, as do the comprehensive standard specification, which includes a powerful audio system, climate control, cruise control, no fewer than six airbags as well as an electronic stability system.

In essence the Audi A4 is also a practical family car. Rear legroom is good, and the boot measures a massive 445 litres. But it’s somewhat cheeky of Audi to charge its customers extra for folding rear seats.

Refined delivery

With a 0-100 km/h sprint time of 8,9 seconds, this Audi A4 completes the benchmark acceleration run around 0,6 seconds faster than the standard 120 kW version, which is impressive, though still not quite as fast as BMW’s 325i, nor Volvo’s hasty S40 T4. But to judge the Audi A4 by that 0-100 km/h time alone would be unfortunate, as the additional power is particularly noticeable in the extra oomph on hand when executing overtaking manoeuvres. In-gear acceleration is particularly strong, and very addictive, with the Audi A4 responding almost instantaneously to pressure on the throttle pedal. And although there’s noticeable lag under 2 000 rpm, above that mark the engine delivers its power in a refined and very linear fashion.

The fuel economy you can expect from this model depends really very much on your usage pattern. Driven sedately, the Audi A4 1,8T’s consumption could drop as low as 9 litres/100 km, but make use of the extra boost often, and you’ll pay a penalty, with a figure of around 11 litres/100 km not being unrealistic.

Grip aplenty

The Audi A4 is by no means a poor-handling sedan, but it certainly lacks the sharpness and agility of BMW’s rear-wheel drive 3 Series. If you were hoping that the lowered suspension and bigger wheels would transform it for the better, then you’re likely to be disappointed, although this model does indeed feel noticeably keener to turn in. The Audi A4 1,8T remains a predictable handler with good body control and lots of grip, but it still feels rather heavy at the front and starts pushing its nose far sooner than its most serious rival. The steering, too, remains lacking in feel and precision, and the six-speed transmission is not the smoothest shifter in the business. It needs to be pointed out, however, that these negatives are only likely to irk serious petrolheads. Those potential buyers out there looking for a performance-oriented luxury sedan with good road manners are unlikely to be too concerned.

Audi A4 – Verdict

All things considered, this sporty Audi A4 is certainly worth the extra R24k over the standard 1,8T. The extra power may not be that noticeable during traffic light sprints, but you’ll appreciate it on those long-distance drives and particularly during overtaking. The lowered suspension and bigger wheels have boosted the car’s visual appeal and although the dynamic improvements are fairly minimal, they also have not come with too much of a ride comfort penalty. This is a very desirable, handsome, swift, well-made performance sedan.

We like:

  • Build quality
  • Performance boost
  • Standard specification
  • Driving position

We don’t like:

  • Front-end heavy
  • No folding rear seats

Fast facts

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

Power: 140 kW @ 5 700 rpm

Torque: 240 Nm @ 1 950 rpm

Transmission: Six-speed manual

Wheels: 17-inch alloy

Top speed: 237 km/h

0-100 km/h: 8,9 seconds

Fuel economy: 11,5 litres/100 km

Source: www.um.co.za

Also consider:

  • BMW 325i: The A4’s nemesis. This 3 Series model is one of the best in a very strong line-up, offering a fine balance of performance and economy, as well as entertaining dynamics and comfort.
  • Volvo S40 T4: Slightly smaller than the Audi A4, but if it’s primarily a performance sedan you’re after the T4 is well worth a look, seeing as it offers 147 kW of power and strong acceleration.
  • Alfa Romeo 156 V6: This very charismatic Italian boasts a sonorous V6, lively performance and a decent standard specification level, but lacks the overall refinement and quality of the Audi A4, BMW and Volvo.

 

Opel Astra OPC (2004) Driving Impression

Finally, there’s a truly hot Opel in town again. Following such iconic machines as the legendary Superboss and the ferocious 200tS models, Opel performance fans have had to wait what must have felt like an eternity for a hot version of the current Astra. It will not be easy to restore confidence lost. After all, Opel recently made matters worse by creating false hope with the 2,2-litre GSI model, which simply does not live up to its famous moniker. So now it is up to the new Opel Astra OPC to re-establish Opel as the “Boss” of the hot hatch segment.

Aggressive looks for Opel Astra OPC

The current Astra is nearing the end of its lifecycle, but in OPC form you’d never guess its age. Available only in three-door guise, it boasts completely different front and rear bumpers, sill extensions and a rather large rear wing, too. The wheelarches are comprehensively filled by stunning 17-inch alloy wheels, giving the Opel Astra OPC a really mean stance which gains extra muscle courtesy of the 20 mm lower suspension. Adding a touch of aggression are darkened head- as well as tail lamps. It’s a car that attracts a lot of attention, yet can’t be labelled as being OTT. In metallic blue, it’s a real beauty.

Unfortunately the Opel Astra OPC upgrade is less pronounced inside, where Opel hasn’t quite managed to hide the Astra’s age. The build quality is not bad, but the overall design is quite bland and the centre section, which houses an aftermarket-looking audio system and storage cubicle that is finished in hard, shiny, black plastic, falls well short of expectations at this level. On the other hand, the white-faced instrumentation is very neat, the steering wheel boasts a nice-to-grip thick rim and the seats are sporty Recaros finished in a classy leather/cloth combination.

Although the Opel Astra OPC is a three-door hatch, it is not an entirely unpractical proposition. Rear access requires a degree of flexibility from those passengers who didn’t say “shotgun” fast enough, but once seated the levels of space and comfort are actually remarkably good. The rear windows can’t open, though, so it can get a bit stuffy back there. The boot is quite large, almost matching the five-door Golf GTI’s in size. The rear seats can still fold down to increase utility space.

Opel Astra OPC has flexible power

Power comes from Opel’s impressive 2,0-litre turbocharged four-cylinder that also does duty in the attractive Coupe model. It delivers 147 kW, but more importantly, a torque curve as flat as Table Mountain. 250 Nm of torque is available from just below 2 000 rpm all the way to 5 600 rpm. This indicates, of course, superb flexibility, which is particularly important for responsiveness and overtaking acceleration. The engine is mated with a five-speed manual transmission (surely, a hot hatch of this power level should have a six-speed, Opel?). It’s not an atrociously bad transmission, but it does lack the mechanical feel and precision of the best boxes out there. Then again, with such an amazingly tractable engine, changing gear is not something you’ll be doing very often.

Opel claims a 0-100 km/h time of 7,5 seconds, which places the Opel Astra OPC near the front of the class, as well as a top speed of around 240 km/h. It’s a seriously capable sprinter. But that’s only half the story. The claimed torque spread is not a lie – the OPC is incredibly responsive to throttle input, always reacting with a surge of power when demanded. Just as impressive is the linearity of the power delivery – the power comes in smoothly and strongly.

Not all show and no go…

In the handling department the Opel Astra OPC also has a few surprises up its sleeve. Opel has lowered and stiffened the suspension, but the basics remain pretty much the same. There are no trick bits, just some considered fine-tuning. And boy has it worked. Boasting superb body control and very high grip levels, the Opel Astra OPC remains a far more composed car when pushed to the limits compared with its siblings. And the better body control has not come at the expense of ride comfort. The Opel Astra OPC has fairly long-travel suspension (for a hot hatch) and consequently it never gets crashy. This is a hot hatch you could very well drive every day. If there’s one fly in the ointment, it’s the steering, so often the downfall of many a modern-day performance car. Firstly, the steering wheel’s diameter is too big. A sporty, small steering wheel with a similarly thick rim would’ve been far better. More worryingly, however, is the lack of feel through the helm. While it’s fairly accurate and the weighting is decent, there’s just little or no information about what the front wheels are doing, save for the occasional tug to indicate torque steer. The anodyne steering is highlighted because the rest of the car is so responsive, so immediate and engaging. Pity…

Opel Astra OPC – Verdict

At present the hot hatch segment is littered with fast but ultimately flawed competitors. The Opel Astra OPC is another. The design treads a fine line between being aggressive and upmarket, the interior is spacious, well-built, but aged, and the engine is a cracker. Dynamically, the Opel Astra OPC also impresses with an excellent ride/handling balance and strong brakes. The only let-down is the steering. However, all things considered, it is polished and good enough to take back the crown… for now.

We like:

  • Good looking
  • Engine flexibility
  • Fun to drive
  • Ride quality
  • Performance

We don’t like:

  • Numb steering
  • Rubbery gearshift

Fast facts

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

Power: 147 kW @ 5 700 rpm

Torque: 250 Nm @ 1 950 – 5 600 rpm

Transmission: Five-speed manual

Wheels: 17-inch alloy

Top speed: 240 km/h

0-100 km/h: 7,84 seconds

Fuel economy: 9,77 litres/100 km

Source: www.um.co.za

Also consider:

  • Volkswagen Golf GTI: Nearing the end of its product life, and there’s also a slightly more expensive “R” version to consider, but the current Golf is more of a fast executive hatchback than a hot one. Short on power and handling finesse.
  • Toyota RunX RSI: Powered by a screaming 1,8-litre, naturally aspirated engine, this Toyota can’t quite match grunt of its German rivals, but nevertheless has established a strong following, partly also because it is a lot cheaper than all of them.
  • Ford Focus ST170: A very entertaining hatchback with superb agility and beautifully crisp responses. Significantly cheaper than the others listed here, the only real downside is that it’s not as powerful and therefore not as fast.