Volvo will be showcasing its new V60 premium, mid-size station wagon at the upcoming Geneva Motor Show and the new model has been infused with a host of new luxury features and safety technology. Take a look at what you can expect from the new Volvo V60 below…
Volvo has revealed a new V60 which the brand says features a ‘luxurious interior, increased levels of space, advanced connectivity, plus Volvo Cars’ latest driver support systems and other safety technology’.
The new V60 is based on the brand’s Scalable Product Architecture (SPA) platform and measures 4 761 mm in length with a wheelbase of 2 872 mm. This car is all about practicality and its increased interior space is therefore welcome. With all the seats in place, the V60 offers a sizable 529 litres of loading space which increases 841 litres with the rear seats folded down and a full 1 364 litres when measured from the load floor to the ceiling.
The new V60 will feature a raft of Volvo's familiar safety features as well as the brand's excellent Sensus infotainment system.
The new V60 will be offered with a range of powertrain options, including 2 plug-in hybrid powertrains in the form of the 254 kW T6 Twin Engine AWD and the more powerful 291 kW T8 Twin Engine AWD derivative.
Buyers will also have the choice between familiar 2.0-litre turbocharged powerplants in both petrol and diesel guise in the form of the T5 and T6 and D3 and D4 respectively.
In terms of safety, the new V60 will offer features found on Volvo’s XC90/S90/V90 and XC60 and these include features such as City Safety with Autobrake (avoids potential oncoming collisions and can detect pedestrians, cyclists and large animals), Pilot Assist, Run-off Road Mitigation, Oncoming Lane Mitigation, Cross Traffic Alert and more.
Volvo’s praised Sensus infotainment system is also included and is compatible with Android Auto and Apple CarPlay while also offering navigation and 4G internet connectivity.
The new Volvo V60 can be expected in South Africa late in 2018 but we will keep you updated as soon as local specification and pricing details become available.
Video Comparison: 2018 Volkswagen Polo & 2017 Volkswagen Polo
It's true, there's a new Polo in town but that doesn't mean that the model it replaces has vanished off of showroom floors. In fact, walking into a Volkswagen showroom now will likely raise the question, which one should you buy, and is the 2018 model worth the price premium?
In this video we line up a 2018 VW Polo Highline and a 2017 Polo TSI Comfortline for a detailed comparison. With the two cars side-by-side, it becomes immediately apparent how much the new model has changed.
We take a detailed look at the two interiors, to see how much the luggage capacity and rear accommodation have grown, which wheels are available and, importantly, how much the price has changed for this, the 6th-generation Polo.
Following its separation from General Motors and international acquisition by PSA (Peugeot-Citroën), Opel is going it alone in South Africa and needs to rebuild market presence. A good start is a new entrant in a fast-growing segment. We get to grips with the Crossland X.
We like: Ride quality, perky engine (once up to speed), good fuel economy, spacious
We don’t like: Manual transmission/low-rev torque delivery make town driving cumbersome, lacks a knock-out USP
Alternatives
Award Winner: For slightly more money you can get the Suzuki Vitara 1.6 GL+, the Cars.co.za Consumer Awards – Powered by WesBank, Compact Family Car of the Year in 2016/17. The Vitara lacks the Opel's fancy infotainment system and some other high-tech features, but puts the focus on excellent ride quality, refinement and real-world fuel economy. Buy one now and Suzuki will double the warranty distance to 200 000km.
French Flair: For almost exactly the same outlay, you can get your hands on one of the South Africa's best-selling crossovers, the Renault Captur, in Dynamique 88kW specification. It boasts far more flamboyant styling and following its recent update, an improved cabin too. It doesn't quite feel as solid and refined as the Opel (or Suzuki), but nevertheless is a high-value purchase, given its long standard specification sheet and good warranty/service plan.
A Top Seller: Another popular choice in this category is the Ford EcoSport. The current model is ageing, and it's due for replacement relatively soon – read about that here – so if you can't wait for the refreshed car, make sure you negotiate a big discount on the current model. It's a more compact offering than the rivals listed here, but offers decent specification and good nice engine. At this price level you can get the EcoSport 1.0T Titanium.
Straight into the crossover quagmire
With dimensions that closely mirror those of key competitors, the Crossland X fits perfectly within a growing segment.
With the small crossover market being a booming segment, it's only natural that every brand with volume aspirations would want to compete. Opel's previous offering at this price level was the quirky Meriva MPV, and it actually serves as a good example of just how strong the appetite for crossovers has become. There was nothing inherently wrong with the Meriva as a compact family car. And, ironically, with its odd door configuration, it was arguably even more characterful than most of the crossovers in the segment… But it looked too much like an MPV (which it was), sales dropped, and therefore Opel has discontinued it.
The Crossland X is based on the same platform as the Peugeot 2008, an underrated product that we like very much. Read more about that car, here. So, Opel certainly had a good base to work from. Problem is… this has become a very densely populated segment and the competition is stiff. Does the Crossland X have enough going for it?
How does it fare in terms of…
Design & Packaging
The neat facia, leather-wrapped steering wheel and predominantly dark trim lend the Crossland X an upmarket ambience.
Size-wise the new Crossland X fits perfectly within its segment. Its proportions (slightly longer and narrower) do however contribute to a somewhat awkward appearance, especially on the relatively small wheels of this derivative. This colour is also arguably not the most flattering, and the flagship Cosmo, with its optional 2-tone exterior treatment and larger wheels show that there is some inherent stylishness to the design that has gone lacking in this Enjoy model. As it stands, this derivative is perfectly inoffensive but lacks the charm of, let's say, a Renault Captur.
Inside, it's typically Opel, with the predominantly dark finishes and trim only occasionally broken by satin-silver inlays. For the most part, the quality appears solid, with a soft-touch upper facia and leather-wrapped steering wheel providing tactile reassurance that this isn't a budget offering. The seats (cloth upholstered) are comfortable and provide good long-distance support. Overall, we'd say the cabin ambience is slightly more "premium", especially compared with the flair of the Renault and the straightforward conservatism of the Suzuki Vitara.
The boot's size is competitive with rivals and the rear seatback is split 60/40. The bench can also slide to increase legroom or boot space as required.
It's a spacious-enough vehicle, with good head- and shoulder-room all-round. Legroom in the back can be tweaked by sliding the bench. The boot is decently shaped and sized at 400 litres with about 100 litres more space available if the rear bench is pushed forward. There is also a smaller, hidden compartment underneath the boot floor. Fold down the rear seats and you have good usable space on offer, but not quite class leading.
Performance & Economy
The little turbocharged engine is a willing unit once up to speed, and efficient, too.
The Crossland X is powered by a 3-cylinder, 1.2-litre turbocharged petrol engine that develops 81kW and 205Nm of torque. The power figure may be slightly down on its key rivals, but in terms of maximum torque it is actually among the class leaders. The torque peak sits at a relatively low 1 500 rpm, which promises good driveability. Indeed, out on the road and up to speed, the engine is impressive, displaying good responsiveness and an eagerness that belies its diminutive size. It's also impressively economical, with Opel claiming a combined cycle fuel consumption figure of 4.8L/100 km. We achieved a more realistic 7.0 L/100km, which means you should be able to achieve 640 km on a full 45 litre tank.
There were, however, some negatives, too. As impressive as the Crossland X's engine may be once up to speed, it is nevertheless somewhat lacking in torque very low down in the rev range – such as when pulling away at low speeds. A number of testers stalled the Opel when negotiating traffic, so consequently frequent shifting of the somewhat rubbery 5-speed transmission will be required. For a vehicle that is likely to be used on school runs often, and in the confines of the city, this may become frustrating. An automatic transmission would work much better in this application, but to get a Crossland X with a self-shifter, you'll need to spend R366 900 for the flagship Cosmo model. We advise Opel to introduce a more affordable automatic as soon as possible.
Ride & Handling
With impressive underpinnings borrowed from Peugeot and plump tyres, the Crossland X is comfortable and nippy.
One of the traits we admired most of the Peugeot 2008 was its combination of ride comfort and surefooted handling. This "lightfooted" feel has carried over to the Crossland X and is once again a highlight of the package. The Crossland X feels refined and supple on a variety of surfaces, but also not top-heavy, so body roll is well contained when pressing on. With light, precise steering and good visibility out of the vehicle, the Crossland X is a nimble town companion.
While Opel very much wants you to think of the Crossland X as more SUV than MPV, the reality is that when you strip away the typical crossover plastic cladding, there is nothing SUV about it. The ride height is pegged at 124mm (similar to Meriva), which is only just sufficient to climb a kerb. Nevertheless, the plump 195/60 tyres contribute to a good ride quality on gravel, which is probably as far as you'll ever see one venture "off-road".
Value & Features
The Crossland X is one of the leaders in the segment when it comes to in-car entertainment features.
In many ways, the Crossland X appears to be the sweet spot in the range. What it may lack in frills (the Cosmo derivative is significantly more attractive), it makes up for in terms of desirable features, particularly in the areas of infotainment and safety.
Standard safety items include tyre pressure monitoring, ABS, front and rear parking assistance (with reverse camera), ESP, hill-start assist, 6 airbags, rear Isofix child mounts and even lane-departure warning. It carries a 5-star EuroNCAP crash rating, with 85% and 84% scored respectively for occupant and child protection. So, it's a very safe little family car.
Standard safety features include lane-departure warning, which can be deactivated, as well as tyre pressure monitoring.
On the entertainment side it gets Opel's Intellilink system that includes Android Auto and Apple Carplay, in addition to the usual USB/Aux and Bluetooth functionality. If you're keen to use Android Auto, have a look at this article.
In terms of comfort there really is precious little to complain about. As per usual for an Opel, the steering wheel is adjustable for rake and reach, and the driver's seat in this model is manually height-adjustable, too. Finding a very comfortable driving position is therefore easy. In the rear, you can slide the bench backwards if you want to prioritise legroom. Automated wipers and lights, as well as cruise control and climate control are also included as standard.
Pricing and Warranty
The Crossland X 1.2T Enjoy sells for R309 900 (February 2018) and comes standard with a 5-years/120 000 km warranty and 3-years/60 000 km service plan. Service intervals are scheduled for every 15 000 km (or 12 months).
Verdict
The Crossland X competes well in this compact family car segment, particularly if safety, infotainment features and comfort are high priorities.
The Opel Crossland X is a solid offering in this segment and certainly worth considering if comfort, infotainment and safety are priorities. In those 3 key areas, it is one of the best products in this part of the market. That said, we feel the Crossland X lacks a knock-out USP that would elevate its showroom appeal – if it was in a boxing match with its rivals it would probably last the full 12 rounds but never send a rival staggering or crashing to the floor. Ultimately, however, that may not concern shoppers who are looking for a vehicle that has few shortcomings and which ticks many of the boxes demanded of a small family car. We suspect the Crossland X will add significant volume to the Opel brand in South Africa.
Ferrari has officially revealed its new special series 488 Pista, which is a lighter and more powerful version of the 488 GTB.
The upcoming Geneva Motor Show will host the reveal of the new Ferrari 488 Pista, which draws from the Maranello-based firm’s experience in the FIA World Endurance Championship and succeeds previous V8-powered special series cars such the 360 Challenge Stradale, 430 Scuderia and 458 Speciale.
The lightweight Pista, meaning ‘track’, aims to offer ‘impeccable track-like performance on and off the road, even when in the hands of non-professional drivers’ according to Ferrari.
Weighing in at 1 280 kg, some 90 kg less than the 488 GTB, the 488 Pista is fitted with the most powerful V8 in Ferarri’s history, a biturbo 3.9-litre V8 that produces 530 kW and 770 Nm of torque.
Those are big numbers which result in small acceleration figures. Zero to 100 kph? 2.85 seconds. Zero to 200 kph? 7.6 seconds. Top speed? 340 kph. Ferrari says that the 488 Pista delivers both higher sound quality and intensity than the 488 GTB in all gears and at all engine speeds. Downforce has increased by as much as 20% over the 488 GTB too, thanks to racing solutions such as the F1-inspired S-Duct and front diffuser design.
The timing of the Ferrari 488 Pista is spot on, as rivals Porsche has just launched a new version of its GT3 RS supercar.
Further images of the next-generation BMW 1 Series have been captured by our German spy photographers, this time showing the model with production headlights and taillights. Take a look at what you can expect from the new 1 Series below.
Picture credit: S. Baldauf/SB-Medien
The next generation BMW 1 Series is currently in development and when it arrives sometime in 2019, it will be radically different from the current iteration. The biggest change is the switch from the current rear-wheel drive layout to a front-wheel drive configuration, which should free up cabin space, particularly for rear passengers. The new BMW 1 Series will be based on the front-wheel-drive UKL platform utilised by Mini, the BMW X1 and the 2 Series Active Tourer.
The 1 Series prototype pictured here is wrapped in heavy camouflage and appears to be more athletic in design than the current model. Notice the sporty-looking sloping roofline as well as the low and wide stance, which are key differences compared with the current 1 Series. The front headlights with angular LED daytime running lights and rear lights with an L-shaped motif provide some indication as to what you can expect to see on the production model.
The new BMW 1 Series may be shown in the metal sometime this year, but most likely in the second half of 2018.
The UKL platform will also shave some weight off the new 1 Series, which will aid performance, handling and fuel economy. All-wheel drive derivatives are also likely to feature in the upper end of the 1 Series range (at least in the European market). In terms of engines, the 3.0-litre in-line 6 motor will likely fall away and a range of 3-and 4-cylinder engines, as well as a petrol-electric hybrid version, will probably be offered.
We will have to wait and see how the new BMW 1 Series stacks up against the A-Class when they arrive in South Africa. We will keep you updated as more information becomes available.
Petrol gets cheaper when the Rand strengthens. But why not cars? We delve into what makes car prices tick when the exchange rate fluctuates.
South Africa is an exciting country to live in. At times perhaps too exciting. If you want to express confidence in a country’s future, its exchange rate is usually the indicator you use and of late, South Africa is trending better with the Rand trading a lot stronger in the first quarter of 2018.
The Rand does hold all of us who get paid in it ransom. It’s one of the world’s most traded (and speculated upon) currencies and if you look at a graph, nearly impossible to predict. Many eminent economists and respected business people have made bold predictions about the Rand, only to have the animal graphic currency do the exact opposite and embarrass them.
A stronger Rand has inarguable benefits: cheaper international travel and more affordable Netflix. But cars? What about the cars, will they get cheaper or not, and why?
Fuel is only part of the deal
If you consider the monthly ownership expense of a car, fuel is the element that changes most regularly. Each month the department of energy adjusts the South African pump fuel price according to the price of importing crude oil into South Africa.
Two factors influence the fuel price: the price of crude oil and our Rand/Dollar exchange rate. Oil prices have been low for nearly two years and with the Rand strengthening to the Dollar, fuel prices are fair.
The fuel price is easily affected by Rand strength, but car prices have to factor in resale values and long-term currency hedging.
South African retail automotive pricing does not work on a monthly adjustment basis. For both automotive importers and local legacy manufactures, the value of our Rands versus Dollars, Euros and Sterling does not convert into a scheduled four-week rolling adjustment. Naturally, the expectation is that car prices should fall, because brands require fewer Rands to pay for each car they are bringing to market. The truth, though, is a touch more complicated.
Not annoying everyone
If the Rand is gaining against all notable international currencies and South Africa’s business confidence is returning a non-doomsday scenario, why is that double-cab or hot hatch you have been configuring online for months, not getting any cheaper?
Technically, it is. When prices increase at a percentile lower than inflation, things are effectively becoming cheaper. The latest round of vehicle price increases has been well under inflation, which means in ‘real’ terms, cars have gotten cheaper. True, the prices have not decreased – they’re merely increasing at a slower rate than your purchasing power. The example clarifies when you compare price increases in the last quarter of 2016 (9.4%) to the same period last year (2.4%).
Technically if the same car's price increases by less than inflation, you're paying less for it.
“I don’t care for this ‘real price’ decreasing stuff, I want to see actual list price discounts on new cars if the Rand is getting stronger.” Many buyers subscribe to this logic and feel frustrated that their fuel gets cheaper when the Rand buys more overseas, but cars don’t. The reason you will never see sudden, noticeable, decreases in new car pricing is that brands don’t like annoying customers, especially those who bought a few months ago.
Any discounting would ruin the residual values of cars already in the market and for the few customers who might benefit from buying in a brief period of Rand strength, that discounting would be an infuriation to a great many more who bought two quarters or a year ago, at a higher price.
The Rand’s unpredictability has reached into double-figure digits over the last few years, and if car prices directly correlated with that, there would be huge capital accumulation and almost overwhelming demand in those months when it does strengthen. Imagine everyone delaying a purchase until the Rand strengthened and huge one-month discounts happened? It would make the supply chain untenable.
The volatility in such a price structure would make it impossible for dealers to hold stock or factories to build and supply a range of different models, consistently. In principle, it is disappointing that the only car pricing benefits you gain from a strengthening Rand appear to be less dramatic increases over time. It’s not all captive customer gloom and disenchantment, though…
By pleasing some
The trend for 2018 is a strengthening Rand and you are annoyed that it’s not correlating to a big enough discount on that SUV or Crossover you desire. Although pricing decreases won’t move your dream car from the realm of the impossible, into a probable financing deal, the car you could afford might become a bit more attractive thanks to a strengthening Rand.
You may find that if the Rand keeps strengthening that value will be added in the form of optional extras becoming standard fare.
By now you must be wondering what manufacturers do with the windfall from a strengthening Rand if prices aren’t discounted. Well, they add value to your deal by offering additional equipment. That hatchback or compact SUV you wanted to buy, when you started configuring it online, probably did not include a set of inched-up alloy wheels, Smartphone App synching or that handy reversing camera. Visit your local dealer now and suddenly myriad small equipment upgrades and incentives could be included in the price, as manufacturers sneak additional equipment into deals. This is the real flow of benefits channelled to customers as a result of greater purchasing power when product planners are ordering in Rand from a factory in Europe or the far East.
Adding upgraded features, usually comfort and convenience items within the cabin, make a car feel greatly more expensive and increases the perception of value experienced by anyone about to take ownership. It’s a win-win scenario, with owners who bought a year ago not risking increased depreciation due list price discounting, but having new owners experience an actual benefit to buying their car in a fortune time of Rand strength.
Stability is key
The South African car market is distinctly split between those legacy brands who have established manufacturing operations here (all the Germans, Ford, Nissan and Toyota) and a collective of importers. Despite the perception of local manufacturers being at a great advantage, many of the components used for assembly in South Africa remain imported, with the associated exchange rate risk profile.
If you are looking at specific brands and what they can possibly offer, it all depends on what their respective financial officers did. To counter the reality of risk encountered when ordering cars in Rand, many car company finance managers would hedge their exposure to any volatility by negotiating for a fixed exchange rate, which remains in place for a few months. This issue with this is that when that inevitable bout of Rand strengthening happens, the parent company factory is not always too keen for a renegotiation to allow its local representatives to profit.
With a volatile currency, such as the Rand, manufacturers will often buffer in currency movements so that fluctuations don't reap losses, this works both ways, however.
With Rand’s influence on car pricing, stability is the refrain. Brands want to protect customer’s car values over time, hence the policy of not discounting when the Rand is in hero mode. And when it’s in freefall, they hopefully have the correct forward cover hedged, to prevent above inflation increases. In the very short term, a timeframe of less than three months, it depends on a factory’s agility to alter orders and equipment grades for the Rand strength benefit to materialise into better deals. Some brands will have a supply chain which can absorb and process such inputs at the last moment, others won’t. If the Rand remains strong for a year or more, then transactional benefits at dealerships, with better equipment grades, should become available throughout the market.
If you are about to buy the same car your best friend bought a year ago, despite the Rand being about 11% stronger now, it’s not going to be cheaper, but chances are, you’ll get some options as standard to sweeten the deal.
BMW M4 Convertible Edition 30 Jahre Celebrates 30 Years of Topless M
To celebrate 30 years of the convertible high-performance BMW, the Munich-based manufacturer has released a special-edition M4 Convertible. It's officially called the BMW M4 Convertible Edition 30 Jahre and just 300 vehicles will be made.
Back in 1988, BMW dropped the top of the M3, opening up a new market for the enthusiast. Finally, performance fanatics had the opportunity to enjoy their cars in the open air. To celebrate 30 years of convertible high-performance motoring, BMW has created the M4 Convertible Edition 30 Jahre.
Only 300 units will be made and all will come with the M Competition Package. Packing a 331 kW/500 Nm punch, M Sport exhaust system, adaptive M suspension with Sport mode, and an active M differential. With the option of either Macao Blue metallic or Mandarin II uni as colour options, the BMW M4 Convertible Edition 30 Jahre looks unique. Interestingly, these colours are tributes to the original colours.
Inside, the BMW M4 Convertible Edition 30 Jahre has the choice of two-tone colour combinations Black/Fjord Blue and Black/Silverstone. The exclusive features also comprise corresponding contrast stitching on the headrests as well as M floor mats with piping in the respective contrasting colour. Black interior surfaces with yellow contrast stitching are offered in conjunction with Mandarin II uni, whilst interior trim strips in the version Carbon Fibre come as standard for all edition model variants. The vehicle also features Merino full leather trim. "30 Jahre Edition" is imprinted both on the doorsills and the headrests.
Lexus has hit the refresh button for its CT 200h hybrid hatchback which is now available with updated exterior and interior styling. Herewith specification and pricing…
Although the Lexus CT 200h has racked up over 300 000 sales globally since the launch of the first-generation model back in 2011, it has struggled to gain significant traction in the South African market where buyers have yet to fully embrace hybrid technology.
Nonetheless, perhaps an updated Lexus CT 200h will arouse your interest? Yes? No? Maybe?
Let’s take a look at what’s changed…
Exterior changes
Minor exterior updates have been implemented for the CT 200h. Do you like the 2-tone, blacked-out roof design?
The Lexus CT 200h’s spindle grille now has a mash panel design finish as well as new 16-inch 10-spoke, dark metallic alloy wheels. A 2-tone, black-out roof with either Titanium and Quartz, Mercury and Morello or Titanium and Black is on offer to buyers.
The front bumper has been revised and the daytime running lights have been repositioned in conjunction with the new LED projector headlights which have a smoked metallic finish. The rear bumper has also been reworked and new garnish trim rounds off the rear-end.
Exterior colours on offer include White Quartz, Sonic Titanium and Amber.
Interior changes
The interior remains much the same but a larger 10.3-inch touchscreen makes its way into the CT 200h.
The major change on the inside is the availability of a larger touchscreen infotainment system (Lexus Premium Navigation) which has grown from 7-inches to 10.3-inches in size. New interior trim colours are also on offer and these include standard nuluxe material in either Black/Fundamental and Sunflare Brown/Fundamental.
Hybrid power
The CT 200h is powered by a 73 kW 1.8-litre Atkinson Cycle petrol engine in combination with a 60 kW electric motor, resulting in a total power output of 100 kW and 142 Nm of torque. A Continuously Variable Transmission (CVT) is standard. Lexus claims a combined fuel consumption figure of 4.1 L/100km. When driven in EV mode, the vehicle uses no fuel with zero emissions expelled.
Three modes, including EV, ECO and Sport are at the driver's disposal. EV mode can be used at start-up at speeds up to 40 kph. Regenerative braking further improves fuel economy while reducing emissions.
Lexus CT 200h – Price in South Africa
CT 200h – R529 300
The Lexus CT 200h is sold with a 4-year/100 000 km maintenance plan.
"The king is dead, long live the king" is the saying that comes to mind when one thinks of the changeover from the old Volkswagen Polo Vivo to the new one. We drive the newcomer to see if it could carry on being South Africa's most popular passenger vehicle in the new car market.
With a staggering sales figure of almost 200 000 units since its market introduction back in March 2010, the Volkswagen Polo Vivo has been a runaway success. The numbers make for impressive reading. If you consider the passenger market for 2017 sitting around the 368 000 unit figure, the Volkswagen Polo accounted for almost 51 000 sales. If the Polo was a standalone brand, it would outsell many manufacturers combined.
With this total market domination in mind, it's absolutely critical that Volkswagen nails the brief when it comes to a replacement Polo Vivo. As for the brief, well it was a reasonably straightforward one. Value for money was imperative, as was the insistence on making use of local component suppliers. Given the fact that the car was aimed at the budget segment of the market, modifications to the existing Polo base were inevitable, but without impacting on safety and reliability.
Visually, the Volkswagen Polo Vivo blends in with other cars and you'd have to tell people that this a brand-new car. It's only when you examine a new Polo Vivo next to an outgoing Polo that can you spot the differences. At the front there are new headlights, a new upper and lower grille and the side mirrors lose their indicators (they're moved just aft of the wheel arch), while the rear receives new tail lights.
There's new material in the cabin and there are new alloy wheels to round off the package. We suspect that some of the sound deadening and insulation has been taken out to cut costs. Given South Africa's poor road safety record, we're delighted to see that modern features, such as Electronic Stability Control, Tyre Pressure Monitor and Hill Hold Assist have made their way into the Volkswagen Polo Vivo lineup. The airbag count, however, has been reduced to just 2 (driver and front passenger).
While our readers have expressed shock and dismay that the Vivo looks the same as the outgoing previous-generation Polo, it's unreasonable to expect Volkswagen SA to develop a budget-friendly car replete with a complete redesign. There's also so much more to the Volkswagen Polo Vivo, both inside and out, so jokes about current Polo owners facing recalls and the TSI badge will be replaced with a Vivo badge are not only ridiculous, but unfounded.
The cabin of the new Volkswagen Polo Vivo GT.
The Polo Vivo lineup
The model is offered in 3 levels of trim including Trendline, Comfortline and Highline. There's also a flagship GT model. There are three 4-cylinder petrol engines on offer, including a 1.0-litre, 1.4-litre and a 1.6-litre. The 2 naturally-aspirated motors are the 1.4 and 1.6 while the 1.0-litre 3-cylinder engine is turbocharged. 5-speed manual gearboxes are available for the naturally-aspirated Vivos, while a Tiptronic auto is available in the 77 kW 1.6 model. The top-of-the-range GT comes with a 6-speed manual transmission.
Kicking off the range is a 55 kW/130 Nm 1.4-litre Trendline, followed by the same engine albeit with a tad more power. It's called the Comfortline and it features 63 kW and 132 Nm. The next step up is the 1.6-litre 77 kW and 153 Nm, which is available in both manual and automatic. Finally, a turbocharged engine makes its debut in the Volkswagen Polo Vivo range, with a 1.0-litre turbocharged mill boasting outputs of 81 kW and 200 Nm. This is the GT model, which also features decals and unique alloy wheels.
With a heritage based on the outgoing Volkswagen Polo, the new Vivo impresses in terms of ride quality.
On the launch, we had the opportunity to get behind the wheel of the 63 kW Comfortline, 1.6 77 kW Highline and the top-of-the-range GT model. The naturally-aspirated motors are units we've experienced before, but these have been revised for improved efficiency. Of course, the GT model with its force-fed mill grabbed our attention so let's talk about that first. With 81 kW and 200 Nm driving the front wheels through a slick-shifting six-speed manual gearbox, it looks like a bit of a performance car. Yes, there's a touch of lag from the compact motor, but with such an easy transmission to stir, it's effortless to get it back onto the boil. We found the newcomer tractable, able to coast along with ease, yet eager to accelerate when the accelerator is fully depressed.
In terms of ride quality, it's hard to fault at this price point and the Vivo feels as smooth as, say a Volkswagen Golf. By utilising the previous generation Polo as a base, itself a benchmark in ride quality and fit and finish, the Vivo has really imbued the segment with an upmarket feel. Budget A0 cars don't have to feel like a compromise and settling for second best, and the new Vivo is a big leap forward for the segment as a whole.
Usually, when it comes to car launches, the flagship model steals all the limelight and the cheaper derivatives are shunned. However, we'd suggest it's the other way around in the case of the Polo Vivo. While we'd happily recommend a Vivo GT all day and every day as it's a Jack-of-all-trades car, its price puts it in a precarious spot. With the brand-new Polo range starting from R235 900 (February 2018), it's a tough sell recommending a budget flagship when you can comfortably have an all-new car for less money.
Where would our money go then? At R214 900, the Volkswagen Polo Vivo 77 kW Highline has all the makings of a champ. Sure it breaches the critical R200 000 barrier, but it delivers so much. If you're price-sensitive, then you can opt for the 63 kW Comfortline at R192 000. In both cases, you don't really feel the power and torque deficit compared to the lively turbo motor, and the five-speed manual gearbox does a sterling job of keeping the engine in the sweet spot. Both have commendable road holding and ride quality, with fair levels of noise/vibration/harshness dialled out. We liked the steering, which was still appreciably light in the confines of the urban environment, yet pleasant enough when powering through a section of curvy road.
The Polo Vivo GT is perched at the top of the range and is powered by a 1.0-litre, 3-cylinder turbocharged engine for the first time.
Summary
By using existing platforms and technology, Volkswagen South Africa has managed to pull off, what we imagine, to be an extraordinarily difficult challenge of balancing the accountants' books while offering a quality and affordable product. Yes, the price of the GT is a little on the high side and it closes the chasm between Vivo and the all-new Polo to just a hop, but few will care. The Volkswagen Polo Vivo still retains excellent build quality, resale values and affordability; things that customers in that segment really care about. It's great to see that Volkswagen SA has also paid attention to the voices of the smartphone generation who require Bluetooth and USB connectivity. Will the humble Volkswagen Polo Vivo be a massive sales success?
With both the buying public and rental fleets clamouring to get their orders in, we'll see the new Vivo climb the sales charts yet again. For the best value, we'd recommend sticking to one of the naturally-aspirated Polo Vivo models. There are a few extras worth considering, so when you're speccing your Vivo, think about the uprated audio system and cruise control.
Volkswagen Polo Vivo (2018) Price in South Africa
The Volkswagen Polo Vivo Hatch comes standard with a 3 year/120 000km warranty and a 6-year Anti Corrosion warranty. A Volkswagen Automotion Maintenance Plan, as well as a Volkswagen Automotion Service Plan, are available as options. The service interval is 15 000 km. There are a choice of 6 colours: Pure White, Flash Red, Deep Black Pearlescent, Reflex Silver Metallic, Reef Blue Metallic and Limestone Grey Metallic.
The award-winning Audi A4 benefits from some turbocharged V6 grunt, yet this S4 derivative remains understated in the looks department. Could this be the perfect business sedan for the cultured performance seeker?
We like: Punchy engine, excellent ride quality, premium cabin.
We don’t like: Start/stop system can be jerky, brakes snatch at low speed.
Alternatives
The usual suspect: TheBMW 340iis an obvious rival as the 3 Series and A4 vie for the same space. BMW’s 340i is also a 6-cylinder with similar power outputs and dimensions, but it’s rear-wheel-drive. Choose it if you like BMW more than Audi and vice-versa.
From across the channel: The Jaguar XE S is a bit of a tough sell in the SA market. It has a great chassis and a potent V6 motor but it just costs too damn much to make it a viable choice. It’s nearly R200k more than the S4.
From Nippon land: The Lexus IS350 F-Sport is a good looking car and true to Lexus’ nature, it’s fully loaded with kit at a price that undercuts those of its German rivals. It doesn’t quite have the same punch from the engine, however and doesn’t deliver the same sort of driving satisfaction as them either.
Special mention: The C-Class is due its facelift this year (2018), so you might be inclined to hold on to your money until it delivers the updated Mercedes-AMG C43 4Matic, replete with a more solid feeling interior (hopefully).
For this generation of S4, Audi's express business class sedan has been made lighter, more efficient and even more powerful than the previous version. The design hasn’t taken the same sort of leap forward as the performance, but it remains an under the radar, as a stealthy sleeper (car) should.
Things to note for this S4 are: the pair of dual oval pipes at the rear, a sneaky set of red (optional) brake callipers and a slightly more prominent front grille. Inside there’s more of a fuss made with some special S4 sports seats and brushed aluminium sections around the dash.
Not too much fuss then, just how it should be for the grown up and refined business person who likes a 3-box shape, a capacious boot and a bit of grunt, as long as someone else is paying for the fuel, right?
The Good
Drivetrain refinement
Audi really appears to be hitting its strides in terms of engine and gearbox harmony. The 3.0-litre V6 up front churns out peak outputs of 260 kW and 500 Nm of torque. The engine is mated with a torque converter 8-speed Tiptronic transmission. It's not a snickety dual-clutch 'box, but don't worry though – modern autos are nearly indiscernible from DSG boxes in performance… these days.
The V6 dispatches a warning bark at startup, but only when the revs surpass 3 500 rpm does the characteristic performance potential of the powerplant become apparent in the form of a deep, bassy song. It revs long too, rather than dispatching gears quickly and it sticks in one gear for what feels like ages as it climbs from 80 to 120 kph. It adds to the smooth and reserved nature of the S4.
The S4 uses a torque converter automatic gearbox as opposed to the well-known dual-clutch S-Tronic.
If you need to streak away from a set of traffic lights, the S4 will rush from standstill to 100 kph in 4.7 seconds, but that’s not really where it gets exciting. It’s all about the Audi's ability to power away in-gear and overtake with a sense of purpose; there's a woosh of torque that gets delivered and, unlike the turbodiesels that usually occupy the pinnacle of business sedan ranges, the S4 will hang on to its gears, which makes open-road blasts addictive. You won’t match the diesel's fuel efficiency though and despite the improvement in efficiency claimed for this model, you’re likely to be well over 10L/100 km in the long term.
Ride quality
This generation of A4 really shines in terms of ride quality and general on-road refinement. Even the usually front-heavy, understeery claims have been put aside for this model. The front-end of the S4 is quick to respond and it always seems to hold onto the inside line longer than you think possible for a quattro car.
The quattro system has a slight rear(-wheel) bias to it and with the optional sports differential, it will distribute torque between the rear wheels for more precise handling. In true Audi style, the S4 is a confidence-inspiring car to drive when you begin to add speed and corners. The steering has solid heft to it, but, as with all modern electric steering systems, it lacks ultimate feel.
The S4 retains the refined and comfortable ride from its A4 underpinnings.
With the S4’s slightly firmer setup and low profile 235/35 19-inch tyres, it can be expected that potholes will have a noticeable effect on the ride. It’s true, but it doesn’t really detract from what is a well-damped car and even the bigger hits come through with less force than expected. The ride can also be adjusted through the Drive Select button that ranges from Efficient to Comfort, Auto, Sport and Individual.
Premium cabin
It’s becoming a habit now to mention how good Audi’s cabins are compared with those of its rivals, but that's just it: the build quality is superior and the design and trim choices look more modern and smooth.
The S4 gets lovely cosseting sports seats that still let you sit low enough if you’re on the taller side. The seats compromise rear legroom slightly, but it’s still quite spacious in the back. The boot capacity is a claimed 480 litres in size, which is identical to both the BMW 3 Series and Mercedes-Benz C-Class. The seats fold down flat providing 965 litres of loading space. It’s never going to match an SUV for practicality, but it certainly has enough room for passengers and can accommodate a reasonable amount of luggage.
A few bonus touches in the standard features department are stainless steel pedals, cruise control, automatic air conditioning and rear parking sensors.
Audi's interior showcases quality workmanship and modern design – the best insides in the segment.
The Bad
Start/stop interference
Almost all modern cars have to be installed with a start/stop system that cuts the engine when stationary. The problem is that newer systems now try to engage the start/stop system at anything below 20 kph, this means it cuts in and out a lot of the time and becomes an actual pain if you are waiting to turn right at a set of lights or yielding at a roundabout. Normally it requires a solid stomp on the brake pedal for the system to cut the engine, but in the S4, it happens too easily and can get you into a spot of bother. There is the obvious remedy of disengaging it with the manual override button, but that has to become a habit on every single trip you take.
Low-speed brake snatch
It’s a minor issue (the S4 is difficult to fault), but the brakes can be a bit difficult to modulate at low speed in traffic. They tend to bite too hard, even when tapering off brake pedal pressure. This, combined with the start/stop problem, causes a bit of frustration and confusion in congestion.
Pricing and warranty
The Audi S4 is priced at R809 000 and is sold with a 1-year/unlimited km warranty and a 5-year/100 000km maintenance plan.
It's hard to find fault with the S4: it's a great car that's unfortunately competing in a dwindling segment.
The S4 remains the sleeping giant in the A4 range. Its understated looks hide its penchant for performance well (if you're a sports sedan aficionado who doesn't want to attract too much attention to yourself). The V6 turbopetrol loves a long stretch on the freeway and there’s no unrefined cacophony from the exhaust pipes that will leave you embarrassed as you leave a crowd behind. It is, in a word, a class act.
The chassis and road holding capabilities are some of the best we’ve experienced from a quattro car and it’s comfortable to boot when you aren’t in a hurry.
There isn’t much to complain about in this S4 and it's a solid package for someone who wants power and sophistication without having to shout about it.
More so, its pricing is quite good in comparison to its direct rivals. At a base price of R809 000 (February 2018), it's nearly R30k cheaper than the BMW 340i M-Sport and R100k less than the Mercedes-AMG C43. It's well worth a look, then…
