Update: Mazda MX-5 RF Coming to SA in 2017 (Video)
Mazda has started production of its retractable fastback version of the legendary MX-5 roadster, and it's coming to South Africa!
Mazda’s iconic and much loved MX-5 roadster will now feature a fastback design incorporating a three-piece electrically retractable roof, which will soon stand alongside the fabric roof version.
Production of the new MX-5 RF (Retractable Fastback) commenced this month at Mazda’s Ujina Plant No.1 in Hiroshima. The MX-5 RF will go on sale in Japan before the end of the year and will also be exported to Europe and North America, with sales starting in early 2017.
South African MX-5 fans can expect to see the RF on local soil in the first half of 2017.
The MX-5 is a successful model for Mazda, having won more than 280 accolades worldwide. The current fourth-generation MX-5 scooped the 2016 World Car of the Year and 2016 World Car Design of the Year and has also been nominated in the Fun Car category of the annual Cars.co.za Consumer Awards – powered by WesBank.
Distinguished by futuristic looks, a new, responsive turbopetrol motor and spacious interior, the Civic seeks to bridge the divide between compact and business class sedans. It comes well specified and is satisfying to drive, but can Honda lure buyers away from the premium marques?
We like: Progressive styling, legroom and boot space, engine-transmission combo, ride quality
We don’t like: Feels an upmarket product, but there are a few finish and trim niggles
Alternatives:
For more space and power: Ford Fusion 2.0T Trend (R433 900) is a fully fledged D-segment saloon with a feisty 149 kW motor and spacious cabin. Spec-wise, it cannot match the Honda for luxuries (even alloy rims are optional), fuel efficiency is middling and its build quality is fair, but not great.
For sophisticated comfort: Volkswagen Passat 1.4TSI Comfortline auto (R432 600) may be a trifle too conservative for some tastes, but it’s a very well-made family sedan. Lags behind the Honda in terms of specification, but is lighter on fuel and comes standard with a 5-year maintenance plan.
In case you missed it: If it’s a capacious family sedan you’re looking for, there are a number of recently-discontinued cars to consider, such as Mazda6, which (in top-spec) offers a well-finished, generously specified interior and 2.2-litre turbodiesel automatic powertrain. Find one on Cars.co.za
If you ignore the premium-marque-dominated business class segment for the moment, the history of the large family saloon in South Africa reads like a Greek tragedy. Discontinued in the recent past are (in alphabetical order, not by order of merit): Citroen DS5, Honda Accord, Hyundai Sonata, Kia Optima, Mazda6 and Peugeot 508; market leaders Toyota last dabbled in this segment a decade ago with the Avensis and are unlikely to return. That leaves us with only the Ford Fusion, Lexus ES and Volkswagen Passat to compete with dominant Audi, BMW and Mercedes-Benz products.
The Civic's Sport specification foregoes lashings of chrome brightwork for edgy black accents.
The new, enlarged Civic is purported to fill the void left by its departed Accord sibling, but it needn’t bother in that regard, because as much as we’d like to take a myopic view and blame the family sedan’s demise squarely on SA consumers’ penchant for brand snobbery, the fact that the family car segment of Cars.co.za Consumer Awards is locked out by compact SUVs/crossovers speaks volumes.
But wait, the Ballade (the car that we now know as the Civic, not to be confused with the Jazz-based product) was always positioned slightly above volume compact sedans (it was regarded as a kind of junior executive/business class sedan). It was sporty to drive, offered commendable build quality and finishes and had a kind of classless, cross-generational appeal. Unfortunately for Honda, the Civic became an increasingly conservative, if accomplished, proposition – especially in sedan guise. So, perhaps if the Japanese manufacturer could revive the sedan’s spiritedness, there’s some hope.
How does it fare in terms of…
Standout looks?
Ever since the sci-fi inspired 8th-generation Honda Civic hatchback (launched in South Africa in 2006), dropped out of light speed near Earth and descended to terra firma, only the now-defunct CR-Z hybrid could be described as a Honda with any semblance of arresting styling; the rest of Japanese manufacturer’s products have all been humdrum and staid in terms of aesthetic execution.
The 1.5T Sport marks the first time that the Civic has sported a standard rear spoiler in many a year.
Well, consider the reset button a-pressed. The newcomer, brandishing a Sport-spec wing-shaped black grille, menacingly slanted LED-laced headlights, purposeful slashes in the flanks, a side-glass area that tapers to the rear in concert with an almost fastback-like rear screen, looks low-slung and eminently sporty; the 17-inch alloys fill out the wheel arches handsomely and, from the rear, the elaborate C-shaped taillights neatly cup the spoiler-adorned boot line. Kerb appeal? Check.
In a segment not renowned for adventurous outer packaging, the Honda is just “from outer space”, yet “smart and distinguished” enough to attract the right kind of attention from prospective buyers. Not all testers agreed that the rear spoiler was an appropriate addendum, given that it is attached to a CVT-employing family car with a mere 127 kW at its disposal, but more about that later…
Spaciousness and luxury?
The Civic’s interior treatment strikes a tasteful between the futuristic and classic. The instrument cluster, for example, is a vibrant all-digital affair (and no, that’s not an optional extra), yet Honda has segmented it into three stacked sections and added racy brushed metal copings for the temperature and fuel readouts. In fact, the application of metallic trim is quite minimal, yet effective, on the soft-touch dashboard, climate control- and centre consoles as well as the multifunction steering wheel.
The Civic's interior features a number of sporty touches, including shift paddles and drilled aluminium pedals.
The driving position is low and engaging, so much so that even our taller testers felt the need to ratchet the driver’s seat up a notch and a little further back to adopt a relaxed daily-commute position. We were impressed with the quality of the cabin materials, especially the uppermost plastic surfaces and appreciated ample space to rest a mobile phone out of sight under the bottom edge of the fascia, plus the generous oddment space underneath the centre console.
Ergonomically, there are elements that are good… and not so good. As far as the steering wheel is concerned, we applaud Honda for packing so much functionality into the tiller’s simplistic controls. We believe that the touch sensitive volume controller, for example, which responds to fingertip glides to adjust the audio system’s output, will definitely catch on. However, the 7-inch infotainment touchscreen may look slick, but its menus seemed a trifle clunky to navigate, which would get easier with familiarisation, but it’s still not as responsive or intuitive as most smartphone interfaces.
As for rear accommodation, our testers had no difficulty getting seated behind the driver’s seat when the former was set up for themselves and the shoulder- and headroom available was perfectly acceptable, which is even more impressive given that the cavernous boot is claimed to swallow 430 litres. So far we’re not missing the Accord much, but there’s always a caveat.
This cross-section of a Civic cabin demonstrates how much added rear legroom has been availed.
Although we were generally impressed with the upmarket ambience and luxury appointments of the new Civic, there were elements that we thought could be improved. Upon opening the driver’s door, for example, you can see an (albeit impeccably painted) welding seam, the lid of the glovebox felt insubstantial and one tester noted that the boot lid trim seemed to be slightly loose at its edges.
Ride and handling?
For all the criticism that continuously variable transmissions have copped in the past, detractors have often failed to mention that CVTs are usually combined with motors with narrow peak-torque bands (in rpm), leading to drivers and occupants having whirring and oft-shrill aural experiences.
Honda (and other manufacturers) have engineered “steps” into the way the CVTs operate to endow them with torque converter gearbox-like “shifts”. More importantly, the Japanese manufacturer, having been slower to adopt turbocharging in passenger vehicle applications (compared with its European counterparts), has produced a plucky forced-induction 1.5 litre that avails 220 N.m from 1700 to 5500 rpm. It’s not the most potent motor, but proved very willing and, importantly, flexible.
In a welcome return to form, for a non-Type-R Honda product at any rate, the Civic responds eagerly to inputs; in fact, the steering seems a little too quick/pointy, perhaps because it is feather-light.
The dominance of the digital rev-counter on the dynamic digital instrument cluster will please driving enthusiasts.
And it’s all good news from that point on. Be it as a combination of the plump 215/50 rubber tyres or the anti-seesawing composure of its extended wheelbase, the Civic has a pliant ride quality, without insulating its driver entirely from the road surface. At freeway speeds, the sedan demonstrates low levels of wind, mechanical or structural sound intrusion. It is in this aspect that Honda’s newcomer sets itself in a different league to its (smaller) compact sedan rivals.
Value for money?
At its asking price of R430 000, the Civic seems pricey compared with its traditional compact sedan rivals, yes, because it juxtaposes the 1.5T Sport with a mid-spec Ford Fusion and entry-level Volkswagen Passat. Then there is the small matter of being within touching distance of the less practical, lower-spec but very desirable Audi A3 sedan and, to a lesser degree, Mercedes-Benz CLA.
In its defence, the Honda has a very competitive powertrain, a healthy dollop of charisma and over and above the mod cons expected on vehicles of its stature, the derivative comes equipped with a full leather interior, climate control, keyless entry with remote start and auto lock, heated front seats, cruise control, electric folding mirrors, rear PDC and reverse camera, an 8-speaker Bluetooth compatible touchscreen audio system – all standard. Front PDC would have been nice to have too.
In terms of safety specification, dual front-, side and curtain airbags, ABS with EBD, vehicle stability control, hill start assist and the firm’s agile handling assist (AHA) system if fitted. Full marks there.
Given the conventional silhouettes of its Civic (and Accord) predecessors, Honda's newcomer cuts a distinctive profile.
Price and after-sales support
The 1.5T Sport costs R430 000, which includes a 5-year/200 000 km warranty, a 5-year/90 000 km service plan, as well as 3-years of AA Roadside Assistance. Services are at 15 000 km.
Verdict
It’s been a while since a Civic sedan has stirred much excitement, but Honda, having erred on the side of conservativism to the benefit of its products’ quality, reliability and, ultimately, reputation is gradually regaining the sense that its vehicles don’t only need to be solid, but bold and spirited too.
After all, in a cut-throat automotive market, a volume-selling brand cannot dare to be viewed as 1-dimensional or dull and we humbly suggest that it is easier for a marque to button down than put on a blazer and tie. The new Civic sedan embodies most of Honda’s best-known and finest traits, but it also has a sense of daring (from a stylistic point of view) and fun (as a mildly engaging driver’s car).
This one-rung-below-flagship derivative of the Civic feels more substantial, luxurious and refined than its traditional rivals and, yes, it’s even entertaining to drive. We are not too concerned with the quality niggles we discerned (we drove one of the first models to arrive in South Africa), but at its price point we are unconvinced the Civic nameplate has the sheer brand cachet required to pinch notable sales from well-entrenched marquee-badged rivals. What’s more, the newcomer’s sedan configuration seems a drawback in a market obsessed with crossover/SUVs, of which Honda itself has good ones.
Those who do opt for the reinvigorated Civic are highly unlikely to be disappointed with their purchases, however. This ambitious newcomer bodes well for where Honda, as a brand, is heading.
The claimed average fuel consumption/emissions figures of contemporary vehicles are calculated in a way to ensure that they will comply with tightening emissions regulations, not give consumers realistic indications of how much fuel their cars should consume in general use. Therefore, downsizing (fitting smaller, turbocharged engines augmented by turbocharging) is not an ideal solution to better fuel economy – and the emissions game's about to change anyway.
Downsizing refers to the process of either reducing an engine’s cubic capacity or reducing the number of cylinders. Most manufacturers combine both techniques in order to reduce fuel consumption. This will also reduce CO2 emissions because when consumption in L/100 km is multiplied by 23.3 for petrol engines and 26.2 for diesel engines the answer will be the CO2 values in grams/km.
Some V8 engines have been dropped in favour of 6-cylinder engines, while sixes have been replaced by fours. Many naturally aspirated four-cylinder engines with capacities between 1.4- and 1.6-litre have been replaced by turbocharged 3-cylinder engines displacing between 1.0- and 1.2-litres. These changes have been forced onto manufacturers by the ever more stringent fuel consumption limits demanded by governments.
A really good video showing the components and operation of a three-cylinder engine.
Advantages
Removing 1 cylinder from a 4-cylinder engine, or reducing the cubic capacity by a significant amount must have the following advantages:
Internal frictional losses will be reduced since the piston ring/bore interface is the highest source of friction in an engine.
The engine will weigh less, take up less space, and will be cheaper to produce in unblown form. If it is turbocharged the price advantage will be lost.
When it comes to engine repair time the smaller number of cylinders will be a distinct advantage.
Driving sedately MAY result in low fuel consumption values.
You may end up paying a zero CO2 emission levy. Passenger vehicles emitting more than 120 g/km of CO2 are taxed at R75 per g/km for every km above 120 kph when buying a new vehicle.
Disadvantages
Many downsized engines are turbocharged or supercharged to restore the power and torque lost due to smaller displacement. This will increase the complexity and service costs of the power unit as well as the control mechanisms.
Road tests by magazines and motoring organizations have shown that most downsized engines, and especially the smaller ones, find it difficult to achieve the claimed fuel consumption figures.
Some downsized engines are not as smooth as the bigger units. The smaller number of cylinders always introduce higher levels of vibration that often require special mechanisms to reduce the vibration’s amplitude. For example, 3-cylinder units introduce a transverse torque that tries to tilt the crankshaft (when seen from the side of the engine). This has traditionally been balanced by an engine-speed balance shaft, and the threes from BMW, GM, Fiat and Nissan do incorporate such as shaft. However, the new Ford and Toyota 3 employ an innovative setup using specially unbalanced flywheels and front pulleys to achieve the required engine smoothness. This is an extra complication compared to an old-fashioned 4-pot, but modern 4 cylinders often have balance shafts as well.
Small turbocharged engines tend to suffer from turbo-lag. Such an engine needs time to spool up to the high (up to 250 000) revs where it delivers a high boost. BMW get over this by employing a small low inertia turbo for low-speed boost and a larger turbo for high-speed boost. Volvo uses employs a supercharger to enhance boost at low speed and a turbo to deliver extra boost a high speed.
Why the heavier fuel consumption?
A major reason for being disappointed with the fuel consumption is that motorists expect to get close to the manufacturer’s published figures. These are usually measured according to the NEDC (New European Driving Cycle), and this test is known to be unrealistic.
During full-throttle acceleration in a petrol-engined turbocharged or supercharged car there’s always a risk of harmful detonation taking place. The control unit copes with this risk by either retarding the ignition timing or supplying a rich fuel mixture or both, as soon as the knock sensor gives a warning signal. In the first case the engine deviates from the ideal timing and in the second case the fuel consumption increases.
Diesel engines do not have a detonation problem, but runs very lean at part throttle. This means that they also tend to use more fuel at large throttle openings.
Blown engines usually run at significantly lower compression ratios than unblown engines to avoid the risk of detonation that arises from the increased combustion pressure and temperature. This lowers engine efficiency.
Driving sedately is difficult with a turbo because it’s natural to use extra power if it is available.
The above paragraphs show that one can only get good fuel consumption from a turbocharged engine by avoiding large throttle openings.
NEDC (New European Driving Cycle)
Measuring fuel consumption on the road does not give repeatable results. There are too many variables that cannot be controlled. This test was developed in the late fifties and updated in 1970 to provide a more scientific way to measure fuel consumption. The test is done in a temperature-controlled room on a chassis dynamometer in a strict sequence of events to reduce uncontrollable influences. Unfortunately the test is completely out of sync with modern motoring habits. One can see from the graph and the video that the vehicle speed is mostly below 120 kph and the acceleration is leisurely. In a turbocharged engine this means the turbo is just idling so that its above-mentioned disadvantages are masked.
A Dutch video with English subtitles. It shows a journalist driving on the road according to the NEDC test cycle in order to demonstrate how ridiculous the test is. The NEDC is composed of two parts: ECE-15 (Urban Driving Cycle), repeated 4 times, is plotted from 0 seconds to 780 seconds; EUDC (Extra-Urban Driving Cycle) is plotted from 780 seconds to 1 180 seconds.
Summary
Modern engines (especially 3-cylinder turbocharged ones) are not designed for the real world; they’re designed for the NEDC and similar Japanese and American test cycles, but a change is on the way. The Volkswagen emission debacle has put a lot of pressure on the industry to adopt a more realistic on-the-road test cycle.
The European Union is introducing new-model on-the-road testing for NOX pollution next year, and for fuel consumption and CO2 emissions 2 years later. This announcement has forced most automotive engineers to admit that their cars emit far more pollutants on the road than on a NEDC dynamometer test.
The surprising consequence is that some manufacturers are having second thoughts about extreme downsizing and fitting turbos. At the recent Paris motor show Thomas Weber, head of research and development at Mercedes, said: “It becomes apparent that a small engine is not an advantage. That’s why we didn’t jump on the three-cylinder engine trend.”
What's more, Reuters reports that the new test will effectively kill the development of small turbocharged engines due to the fuel consumption penalty (for petrol engines) and NO X penalty (for diesel engines) when driven at real-world speeds.
The agency quotes sources that suggest "Renault, General Motors and VW are preparing to enlarge or scrap some of their best-selling small car engines over the next three years" and "other manufacturers are expected to follow".
"The tougher tests may kill turbodiesel engines smaller than 1.5-litres and (petrol motors) below about 1.2-litres, analysts predict", the report adds.
Our 5 contestants in the running to advance to the final of the Fortuner 4×4 Challenge have to tackle a set of challenges in order for us to select the strongest candidate to vie for the grand prize. First up: a test of their off-roading skills…
In episode 1 of our 3-part video series about the #carsfortunerchallenge, our finalists take on a 4×4 challenge at Hellgat near Melkbosstrand in Cape Town. Points are deducted if they hit any of the demarcated cones, reverse or damage the Fortuner… nail-biting stuff.
Look out for the rest of the episodes coming up over the next 2 weeks to see who Cars.co.za will select to go to the final and stand to win the Toyota Fortuner 2.4 GD-6 4×2 manual.
Want to know what the Fortuner challenge is all about? Check it out here
We recently tested the facelifted Volvo V40 D3 Momentum. Does the middle-of-the-range turbodiesel-powered V40 offer enough value to warrant your attention? Let’s take a look…
We Like: Styling, quality interior, ride quality, safety features
We Don’t Like: Distracting buttons on centre console, small boot and limited rear passenger space
Alternatives:
For a sportier drive: Consider the BMW 120d 5-door automatic priced from R484 500. Its 2.0-litre turbocharged engine produces 140 kW and 400 Nm of torque. The 120d will offer a sportier drive, if that’s what you’re after. You can also consider the 140 kW/400 Nm Volvo V40 D4 Momentum for more kicks, priced at R451 200.
For better value, but less spec: The Volkswagen Golf 2.0 TDI Highline at R432 700 is the top-of-the-range Golf derivative bar the GTI. Well-built and practical, but not as well specified as its Highline nameplate might suggest, it is due for a facelift soon.
For more practicality, but at a premium: The facelifted Audi A3 Sportback is now listed on Audi South Africa's site. With premium appeal as well as family-friendly packaging, the hard-to-fault 2.0 TDI S tronic starts at an eye-watering R489 000, however.
For similar style: Consider Mercedes-Benz A200d Style, offering 100 kW and 300 Nm of torque from its 2.1-litre turbocharged engine. Interior quality is good and the A200d Style is priced from R467 500.
The Volvo V40 D3 is a stylish premium hatchback offering decent performance for the daily commute.
We recently tested the range-topping Volvo V40 Cross-Country T5 AWD Inscription derivative and although it offered sufficient power and torque (180 kW/350 Nm), it returned higher than expected fuel consumption figures, averaging 9.8 L/100 km. Does the turbodiesel-powered V40 D3 strike a better balance between performance and economy? Let’s see what this V40 D3 Momentum has to offer…
How does it fare in terms of…
Kerb appeal?
The V40 is undeniably attractive and this D3 looks even better with the "Thor’s Hammer" LED headlights and 18-inch Narvi alloys (both of which part of the R27 500 Sport Pack). This test unit came dressed in pastel Amazon Blue and our test team were torn between opinions as to whether the colour does the V40 D3 any justice. We will leave that for you to decide. We think there are better colours on offer from Volvo…
Another rather interesting point of contention in the Cars.co.za office was what Volvo calls the new City Weave interior, in this case a blonde colour scheme with a tweed-like fabric pattern on the seat upholstery. Volvo refers to the (no cost option) City Weave interior as “timeously trendy” and we don't quite agree.
The City Weave interior will appeal to those with a particularly sophisticated taste, but it's difficult to keep tidy.
Although the City Weave interior exudes an air of sophistication and classiness, we found it to be rather polarising. The City Weave is an acquired taste and those with a penchant for tweed will find it appealing, but bear in mind that the V40's prospective second owners might not. In fairness though, the members of our team are not exactly fashionistas; you will know if you like it, or not. Buyers will, however, appreciate the solid build quality and finish of the interior.
Performance and ride quality?
This V40 D3 is powered by a 2.0-litre turbodiesel that develops an honest 110 kW and 320 Nm of torque. The front wheels are driven through a 6-speed automatic transmission that also allows for driver-actuated manual gear changes. The transmission operates smoothly and copes reasonably well with sudden throttle inputs when swift overtaking manoeuvres are required.
Out in the thrum of the city, the V40 D3 is an average performer. It has enough power and torque to navigate the daily grind, whether it be on the highway or on city streets, but it does leave you wanting a bit more when you bury your right foot in search of more performance that never quite materialises. That said, if you are looking for more shove from your diesel V40, then the 140 kW/400 Nm D4 Momentum is a better bet.
With a claimed zero to 100 kph sprint time of 8.4 seconds, the V40 D3 won’t get your heart pounding, but it’s sufficiently able and its good ride quality more than makes up for its shortfall in outright performance. It’s a comfortable car to drive, especially on longer journeys. The D3 also feels more nimble when you are pressing through a bend and it delivers a composed drive that reassures the driver on every journey. The steering is well-balanced and lighter compared to the heavier V40 Cross Country T5 AWD version we tested recently, making it feel lighter and more manoeuvrable when you are getting a move on.
In terms of fuel consumption, Volvo claims 4.0 L/100km, which we found to be rather ambitious. During our test, the V40 D3 Momentum averaged 7.6 L/100km.
Practicality?
The Volvo V40 features a notably smaller boot compared with the class-leading Volkswagen Golf (380 litres). However, at 335 litres the V40’s boot can still store a fair amount of luggage and it comes equipped with a false floor, that when lifted up, can store flatter items out of sight. A 12V socket is also availed on the side of the luggage bay should you ever need it. The rear seats can fold forward in a 60:40 configuration, which increases utility space to 1 032 litres.
Boot space in the V40 D3 is smaller than its rivals but it's adequate for shopping and weekends away.
Space for rear passengers in the V40 could be better. Taller passengers will have an issue with the sloping roofline that encroaches on headroom, while tight leg and knee room may also be problematic. Children, however, should find the rear bench suitably comfortable. A large rear central armrest adds a degree of added comfort for rear passengers. The door pockets also feature storage space for bottles and other items such as books or magazines.
The driver’s seat is electrically adjustable with a memory function and the side mirrors and windows are also electrically operated (welcome standard features). Finding the perfect driving position is easy and the steering wheel can be adjusted for rake and reach and comes with mounted controls.
The plethora of buttons on the centre stack are distracting to use while driving.
Possibly our biggest issue with the V40 is the button-laced centre stack where the driver controls the climate control air conditioning, telephonic functions and infotainment system. It takes some time to come to grips with all the buttons and functionality and they are particularly distracting to use while driving. We think Volvo’s touchscreen system, seen in the XC90, is a much better and safer solution.
Buyers that opt for the City Weave interior (blond colour in particular) should also take note that this interior shows dirt and marks up very quickly. Even the simple action of getting in and out of the V40 will start to leave clothing marks on the exposed "blonde" leather trim. Scuff marks from shoes quickly become visible on the doors and you will in all likelihood have to clean the interior on a regular, if not weekly basis.
Features?
The interior is comfortable, well-built and sufficiently equipped with features.
One of the features that we enjoyed using on this V40 D3 test mule was the optionally fitted adaptive cruise control (cruise control is standard). It works so well and it’s easy to engage using the multifunction steering wheel. The driver can adjust the following distance to the vehicle in its path of travel and the V40 will accelerate and brake according to the traffic situation, making for a stress-free drive.
Adaptive cruise control is offered as part Volvo’s Driver Support Pack (R32 500) that includes a host of additional safety features includes a blind spot information system, cross traffic alert, driver alert system, active high beam, lane keeping aid, pedestrian detection and a rear parking camera. Volvo’s automated city safety braking system and tyre pressure monitoring system is fitted as standard.
Standard safety features fitted to this V40 D3 derivative include 8 airbags, ABS with EBD, brake assist, hill start assist and stability and traction control.
Buyers can also opt for the Sport Pack (R27 500) to further enhance their V40 and some of the added features include a digital instrument cluster, ‘Thor’s Hammer’ LED headlight signature, navigation, high-performance sound system with 8 speakers and park assist pilot. This particular test unit was also fitted with a panoramic sunroof (R8 500) that gave the cabin an airy feel.
Price and warranty
The Volvo V40 D3 Momentum is priced from R441 400 and is sold with a 5-year/100 000 km warranty and 5-year/100 000 maintenance plan.
With the optional Sport Pack, Driver Support Pack and panoramic sunroof fitted, this test unit is priced at R509 900.
Verdict
The Volvo V40 D3 is a stylish offering that delivers decent performance for everyday driving and although the returned fuel consumption was a bit higher than we expected, it still performed admirably. The V40 is comfortable to drive and comes reasonably well equipped with standard features. Buyers who prioritise space might be disappointed with the V40, but for tasks such as the school run, shopping and weekends away, you will have more than enough. If you require more space, it's probably best to look elsewhere. The interior is of high quality and safety conscious buyers will appreciate the level of safety offered in the V40, especially if you opt for the Driver Support Pack (R32 500), which is recommended. Perhaps the D3's biggest problem is that the D4 derivative, which produces peak outputs of 140 kW and 400 N.m, costs a mere R10 100 more… Nonetheless, it is a mature, grown-up quality product.
Toyota South Africa has bolstered its Auris hatchback range with the addition of a Xi derivative.
The Auris is a hatchback version of the successful Corolla sedan and in an effort to offer more value for customers, Toyota has now added the Auris Xi to its range. The Auris Xi is positioned between the base model Auris X 1.3 and the mid-spec Auris Xs 1.6 and is priced at R297 300.
The Auris Xi represents a new entry point for buyers who want to drive the naturally-aspirated 97 kW/160 Nm 1.6-litre Auris with a 6-speed manual transmission. Claimed fuel consumption for the Auris Xi is 6.2 L/100 km.
Key features of the Auris Xi
The Toyota Auris Xi has most of the basic interior features covered and is well priced.
The seats are upholstered in cloth and the leather-wrapped steering wheel features mounted controls. The leather gear knob, chrome details and ‘carbon tread plate’ motif adds an element of style to the Auris. The upper dashboard is in leather with contrasting stitching. A multi-information display gives the driver access to trip and vehicle information while a centrally-mounted screen with blue illumination provides access to features such as the Radio, CD player, USB and Bluetooth connectivity. The Auris Xi rides on 16-inch ‘turbine-inspired’ alloy wheels as standard.
In terms of safety, the Auris Xi is equipped with 4 airbags, ABS with EBS and brake assist. ISOFIX child seat mounts are included.
Toyota Auris – Price in South Africa
Auris X – R 267 000
Auris Xi – R 297 300
Auris Xs – R 310 300
Auris Xr – R 343 400
Auris Xr CVT – R 360 000
Auris Hybrid – R 411 500
The Toyota Auris is sold with a 3-year/100 000 km warranty and a 5-year/90 000 km service plan.
Toyota South Africa has added Vehicle Stability Control (VSC) as standard across its Avanza range in South Africa.
The Toyota Avanza is a proven South African favourite for Uber drivers, moms and shuttle services. It’s a no-frills, affordable seven-seater MPV that serves up the simplest and most practical way to transport people and things around. The Avanza received an update late last year with a more modern exterior design and an improvement in the quality of the cabin. Toyota has now included Vehicle Stability Control (VSC) as a standard feature on the Avanza.
The new look Avanza
The refreshed Avanza features an almost entirely new front-end design in order to catch up to the new Toyota design language that is being implementing across all models. Consequently, the Avanza looks more substantial and bulkier where the older model looked tall and thin.
Updated interior
Toyota has aimed to improve the quality within the cabin of the facelifted Avanza. The previous model always felt a little utilitarian, especially when compared with newer rivals from Suzuki and Honda. Amongst the changes inside is a new instrument cluster that features amber-hued inserts, a silver outer bezel and white night-time illumination for greater clarity. All models receive a new Eco indicator, to provide feedback to the driver on economical driving – no doubt this will help your Uber driver improve his overall fuel economy as well. Toyota has also seen fit to add a driver foot rest.
Seat flexibility
A new, split third-row seat allows passengers to independently adjust the back row seating, allowing more flexibility and seating arrangements. In addition, the third row of seats also feature a tumble function to increase cargo space when so required.
The adjustable second and third-row seating of the Avanza make it possible for owners to configure the interior layout to suit their exact requirements, offering various combinations of passenger versus cargo space.
Improved basic safety
A few basic improvements have been made to the Avanza to try and improve passenger safety. The second row of seats comes with a centre headrest and the middle seat can also be ordered with a proper three-point seatbelt. ISOFIX points have been included and the Avanza is sold with driver and passenger airbags as standard. ABS with EBD, Brake Assist, Vehicle Stability Control and Traction Control is also standard.
Overall refinement
As well as the aforementioned changes, the new Avanza is said to be quieter with improved vibration and harshness (NVH) control. Slight tweaks to the suspension are also said to improve handling and stability – something current owners will no doubt look forward to, especially in windy conditions.
Engines
Providing the motivation are two new engines, in 1.3 and 1.5 litre guise. These engines are shared with the Etios hatchback, with specific tuning for use in the Avanza. The 1.3 litre engine delivers 70 kW with 121 Nm of torque, with the 1.5 litre delivering 77 kW and 137 Nm. The previous engines made 67 kW/117 Nm and 76 kW/136 Nm respectively.
Fuel economy is improved with 6.1 L/100 km being quoted for the 1.3 litre and 6.3 L/100 km for the 1.5 litre manual. The automatic derivative weighs in at 6.7 l/100 km.
Buyers have the choice of a 5-speed manual transmission or 4-speed automatic on the 1.5l model, which drive the rear wheels.
Toyota Avanza – Price in South Africa
1.3 S – R219 100
1.3 SX – R235 900
1.5 SX – R243 100
1.5 SX AT – R261 600
1.5 TX – R277 100
1.3 Panel Van – R224 400
5 Small Crossovers to Look Out For
Take a look at 5 new small crossovers that are set to shake up the local market when they arrive in 2017 and beyond.
The crossover segment is the fastest growing vehicle segment in South Africa and vehicle manufacturers are introducing new crossover models at a blistering rate. The small crossover market is inhabited by the Ford EcoSport, Renault Captur and Duster, Mazda CX-3, Opel Mokka, Peugeot 2008, Honda BR-V and HR-V, Fiat 500X, Jeep Renegade and even the Kia Soul.
Consumers seem spoilt for choice, but there is a host of new and exciting compact family cars destined for South Africa and they could disrupt the crossover club upon their arrival. Let’s take a look at 5 of the most highly-anticipated crossovers that will be introduced in South Africa in the near future.
Opel Mokka X
The Opel Mokka was introduced to South Africa in March 2015, but has been selling up a storm in Europe since 2012. Now, a heavily revised version, called Mokka X, is on its way and it’s expected to arrive in South Africa in the first quarter of 2017.
The Mokka X features updated styling and a newly designed interior. The current 1.4-litre turbopetrol motor (with peak outputs of 103 kW and 200 Nm) will be carried over to the new version (available with either a 6-speed manual or automatic transmission), but in front-wheel-drive configuration only.
Toyota used the recent Paris Motor Show to showcase its new C-HR crossover and based on looks alone, it’s bound to sell up a storm when it arrives in South Africa early in 2017. The C-HR, which had its full reveal at the recent Paris Motor Show, will be powered by a two turbopetrol engines including an 85 kW 1.2-litre turbo engine and a range-topping 2.0-litre turbo engine producing 106 kW. A hybrid C-HR is also likely, offering 90 kW. Buyers will have the choice between a 6-speed manual gearbox or a Continuously Variable Transmission (CVT).
Hyundai products are quite popular in South Africa and the new Creta crossover (also known as iX25 in some markets) should be well received when it arrives on local soil in February 2017.
Featuring the brand’s latest fluidic sculpture design philosophy, the Creta will be powered by either a petrol or a turbodiesel engine. The naturally aspirated 1.6-litre petrol engine will offer 90 kW and will be mated to either a manual or automatic transmission. The flagship Creta derivative will be powered by a 1.6-litre turbodiesel engine that will offer 94 kW and will only be offered with an automatic transmission. All Creta derivatives will come in Executive trim only, which means it will be available with a high level of standard features.
The new small crossover from Audi is coming to South Africa in the first quarter of 2017 and it will offer the latest infotainment, connectivity and safety systems in the brand’s arsenal. In terms of engines, Audi is yet to confirm local engine specifications but you can expect a three-cylinder 1.0-litre turbo engine offering 81 kW. A 1.4 TFSI motor is likely too as well as a turbodiesel option, which will likely be an 85 kW 1.6-litre unit. A 6-speed manual or 7-speed S tronic dual clutch transmission will be available.
Slotting between the Juke and Qashqai, the Nissan Kicks will only be introduced to the local market in 2018.
The engine offering for the South African market is yet to be confirmed, but you can expect the Kicks to be powered by the same engines found in the Juke and Qashqai. That means that a 1.2-litre turbopetrol motor offering 85 kW and 190 Nm of torque is probable, as well as a 1.5-litre turbodiesel engine with 81 kW and 260 Nm of torque. A CVT or 6-speed manual transmission will be offered.
Honda has launched its BR-V 7-seater compact family car to the South African market and, at first glance, the newcomer looks likely to become a popular model for the Japanese brand.
Honda has been hard at work trying to bring something fresh and particularly competitive to market amid the tough trading conditions that have made the new car industry virtually grind to a halt. Simply put: there's not enough disposable income going around and people are not willing to get further into debt. However, there's always a need for affordable motoring and Honda, well aware of these trying times, has launched the BR-V in South Africa. Trends have shown that the market is favouring a small crossover that offers practicality and reasonable spec and the BR-V ticks both those boxes with ease.
Honda South Africa did not hide the fact that the BR-V is aimed squarely at prospective customers in the Ford EcoSport/Renault Duster/Suzuki Vitara market and while this segment is extremely competitive, the Honda has one major advantage – it has 7 seats, whereas most its rivals especially major competitors, can only accommodate 5 occupants. And, unlike most 7-seaters, which offer pitiful legroom for the third row, the BR-V is acceptable for adults, but admittedly it is a tight squeeze for taller folk. Fold the third row of seats down and you gain access to what Honda calls "class-leading space". The seats are easy to operate and the second row tumbles forward to provide decent access to the third row.
The Honda BR-V is made in India and rides on the same platform as the Mobilio and Brio. Interestingly Honda South Africa has discontinued the Mobilio, because the market favours SUVs over MPVs. We could be rude and say the BR-V is essentially a raised-up Mobilio with some styling changes. This is not an insult, as the Mobilio was a surprisingly capable people mover. The BR-V boasts some impressive ground clearance at 210 mm, but there's no offroad 4×4 capability. Instead, you'll find it competent on gravel roads and that extra clearance will keep rocks away from the vehicle's vulnerable underbelly.
The range comprises 5 models, 3 specification levels and 2 transmission options. The same engine powers the entire line-up: a 1.5-litre naturally aspirated motor that produces peak outputs of 88 kW and 145 Nm. There is a choice between a 6-speed manual gearbox and a continuously variable (automatic) transmission and on launch, we drove the top-spec manual derivative.
Light on its… feet
We found that the BR-V had a fair ride quality and the vehicle feels light and nimble in general driving conditions. The gearbox, clutch and steering felt easy to use, which is great. This will change, of course, when you start loading the Honda up with passengers and this is where we reach our first niggle.
While the rev-happy engine copes well with a pair of passengers on board, there's a lack of in-gear punch for overtaking. You'll need to drop a gear or two and rev the engine to get the best out of it. Once the motor reaches a certain point of the rev range, it sounds terribly strained. Being a Honda motor, it'll probably be reliable and quite frugal. The BR-V is claimed to consume 6.3 L/100 km, we found the vehicle's consumption hovering around 7.5 L/100 km.
Summary
Over and above its 7-seat configuration, the BR-V is very well priced. The range starts off at R238 900 and there's no other vehicle in the crossover segment that can match the Honda for interior space. Sure, the Renault Duster has more technology and creature comforts, but it's not as practical, the Toyota Avanza is also practical, but cannot match the Honda attractive packaging. The flagship 1.5 Elegance CVT is priced at R288 300, making it a very well-priced offering under R300 000. We think this new offering from Honda will prove popular thanks to its super pricing, decent features and excellent practicality. The safety features are a little shy and comprise just two airbags, which we find odd for a seven-seat vehicle.
Pricing includes a 5-year/200 000 km warranty and 3-year Roadside Assistance. Comfort and Elegance models benefit from a 2-year/30 000 km service plan with services set at 15 000 km.
Can new BMW 5 Series match Mercedes-Benz E-Class for tech?
BMW has just revealed the new 5 Series, citing technological leadership as one of its essential selling points. Can it match the current Mercedes-Benz E-Class for innovative thinking?
BMW, Mercedes-Benz and Audi to an extent, play a game of one-upmanship with their new models. As soon as one brand launches a new model, it aims to beat its rival’s competing model. With the new E-Class launched earlier this year, Mercedes-Benz certainly set the bar high with technologies like remote parking, a massive interior display unit and loads of safety additions. Let’s take a look at the new 5 Series and see how it compares tech-wise to the E-Class.
Self-driving capabilities
The E-Class has a Drive Pilot that will take over steering duties at speeds of up to 200 kph but, only for 1 minute before it asks the driver to take over again. Automatic lane changing can also be done by the E-Class, as long as you hold the indicator down for 2 seconds, it will check the lane next to you and then begin its lane change when it's safe to do so.
BMW has a similar system to Merc, except, it can manage speeds of up to 210 kph autonomously. The 5 Series does require at least a few fingers on the wheel most of the time but will give the driver a reminder to place hands on the wheel after a few seconds. The 5 Series will also change lanes in this ‘automated mode’ and is able to stay in its lane even when road markings are unclear.
Winner: BMW 5 Series
Remote control parking
Both the E-Class and the 5 Series offer remote control parking that can be done from outside the vehicle. Merc’s system allows you to use your phone to connect to the car and complete the parking manoeuvre.
The 5 Series’ system is much like the 7 Series’ system where the car is controlled via the key fob. Both also offer automated parking systems for perpendicular or alley docking parking. The BMW does have a built-in system where you can book your parking spot roadside or in a multi-storey parking. This won’t be available in SA however.
Winner: Draw
Navigation systems
The Mercedes-Benz E-Class uses a 3D navigation display that can be fitted with real-time traffic alerts and an accident alert feature. The feature allows E-Class’ to connect to each other (via the cloud) and notify each other where an accident has taken place.
BMW has gone to town with real-time traffic allowing destinations to be inputted via the Connected Drive app on your phone/PC/Nav system. It will then let you know when you need to leave in order to get to your destination at the time you set. It constantly updates as traffic and accidents occur on your route.
Winner: BMW 5 Series
Infotainment screen
Mercedes-Benz set a new benchmark with its extended hi-res display that spans from the instrument cluster right the way across to the infotainment screen. It's crisp, clear and isn’t a touchscreen so doesn’t attract fingerprints.
The 5 Series has the latest update for gesture control – premiered on the 7 Series and features a 10.25-inch screen on the centre dash. It is also hi-resolution and can be controlled by the iDrive controller or by touching the screen. Not really anything new here.
Winner: Mercedes-Benz E-Class
Safety
As well as a full complement of airbags and precautions to prevent accidents the Mercedes goes a step further with side impact protection. It will inflate the bolster of a front seat on the side of the impact to push the occupant towards the centre of the car, which reduces the intensity of the impact on the occupant. There’s even a sound diffuser that goes off inside the car to protect the occupants ears in the event of a crash. There's also seatbelt airbags to prevent further injuries such as whiplash.
BMW has focused on the exterior body structure that offers optimised safety both for the vehicle’s own occupants and occupants of other vehicles. The aim was to split up the main load paths so that the impact forces are dispersed over as wide an area as possible by the time they reach the passenger cell. This ensures optimal deceleration of the passenger cell in an accident, allowing the front, rear and side impact restraint systems to provide the most effective protection possible.
Winner: Mercedes-Benz E-Class
Result: 2-2
There's no doubt that the proof will be in the pudding and we look forward to testing the new 5 Series so that we can make a definitive conclusion. BMW also notes that the 5 Series aims to be exceptionally dynamic for its size – something BMW is renowned for. For now, you can read up on our review of the previous 5 Series against the new Mercedes-Benz E-Class.
