Suzuki Vitara 1.6 GL+ (2016) Review

 

The new Suzuki Vitara compact crossover competes against formidable rivals in the shapes of the Ford Ecosport, Nissan Juke, Opel Mokka and Renault Captur. Can the Vitara handle the heat in this hotly contested segment?

We Like: Excellent ride quality, decent fuel economy, space

We don’t like: Could do with more grunt

Also consider: Ford Ecosport, Renault Captur, Nissan Juke, Nissan Qashqai, Kia Soul

The Vitara was one of the vehicles that kick-started the compact SUV segment back in the late Eighties and, bolstered by a reputation for excellent reliability, it sold briskly in a number of markets worldwide. Now in its fourth generation, the Vitara name has been resurrected and we recently had the front-wheel drive 1.6 GL+ on test to determine how it stacks up against its competitors in the burgeoning compact crossover segment.  

Key Facts

The Vitara is quite an attractive newcomer. It can be personalised with a choice of eight exterior colours, four roof colours and three grille finishes (only selected colours are offered on this GL+ model). The two-tone colour scheme changes things up further and if the standard look doesn’t meet your taste then you can opt for Suzuki’s accessory packages. The Urban Package offers chrome bezels for the foglights, subtle side body mouldings and a rear roof spoiler, for example, while the Rugged Package includes front and rear scuff plates, prominent side body mouldings, as well as load-bay protection.

The 1.6 GL+ rides on 16-inch alloy wheels and, by virtue of its 185 mm ground clearance, the Vitara can easily hop onto the pavement at your local shopping mall or, as some of our test team found, traverse a gravel road with relative ease.

The interior is conservatively styled. The cabin is mostly kitted out in grey plastic, but you can add some colour by choosing a coloured dashboard panel or contrasting surrounds for the analogue clock and air vents. The manually adjustable fabric seats are firm, but comfortable and can be adjusted for height.

The leather-trimmed multifunction steering wheel is adjustable for both rake and reach and features toggles for the audio system, cruise control and Bluetooth hands-free telephone function. The audio system's display looks a bit dated, but it’s functional and easy enough to use. A USB port is provided for connecting devices. If you need space to store your oddments, you will find it ahead of the gear lever or in the glovebox and there are two cup holders up front, as well as bottle holders in the front and rear doors. Automatic climate control air-conditioning is standard on this 1.6 GL+ derivative. 

How does it fare in…

Practicality?

One of the Vitara’s strengths is space and there’s quite a lot of it. Rear passengers, even the taller ones, are well accommodated by virtue of generous leg and headroom, thanks to the Vitara’s long wheelbase. Need space for goods? Not a problem for the Vitara. The claimed luggage space is a competitive 375-litres and there’s a false floor that deepens the boot even further for larger items. If that’s not enough, you can fold the rear (60/40 split) seatback flat, which will free up 710 litres of utility space. If you have little tots to transport, the Vitara also comes equipped with ISOfix child seat anchorage points.

Even though the Vitara’s interior may be described as conventional, it comes well specced with standard features and the build quality is solid. 

Performance?

All Vitara derivatives are powered by a naturally aspirated 4-cylinder 1.6-litre petrol engine that develops 86 kW and 151 Nm of torque. Power is sent to the front wheels via a 5-speed manual transmission, which is a pleasure to operate. Its action is so light that shifting gears feels smooth and effortless. 

The performance of this Vitara is best described as workmanlike. Acceleration is not its strong point, but it has more than enough grunt for in-city commutes. With peak power available 6 600 rpm, harder acceleration is required to get the most out of the engine, particularly out on the highway where overtaking manoeuvres require a bit more planning. Despite its leisurely power delivery, the engine is otherwise quite refined.

Ride quality?

The Vitara delivers a superb ride quality. By virtue of its raised driving position and light, quick steering setup the Suzuki is comfortable to drive in an around town and the suspension positively soaks up imperfections in the road. Ride quality of this calibre is usually associated with far more expensive cars; suffice to say the Vitara’s rivals will struggle to match its balance of handling and ride quality.

Fuel economy?

Buyers will be pleased to know that the Vitara is also frugal in its operation and Suzuki claims a respectable 5.8 L / 100 km for this derivative. During our test, we easily achieved 6.9 L / 100km, which is rather good.

Verdict

The Vitara is a solid offering from Suzuki that represents good value for money. It might not excel in terms of performance, but it’s an honest product that offers decent space, flexibility and a good dose of standard features. With its exceptional ride quality and pleasing drive characteristics, the Vitara is well worth consideration.

Where most of the Vitara’s rivals have turned to turbocharging, natural aspiration in the Vitara strikes a decent balance between performance and economy. The Vitara feels like it’s built to last and the fact that it returns excellent fuel consumption makes it even more attractive. Buyers should also factor in reliability and after sales service into their purchasing decision and thankfully Suzuki excels at both. 

Suzuki Vitara price in South Africa

This Suzuki Vitara GL+ is priced from R282 900 and is sold with a 3-year / 100 000 km warranty and a 4-year / 60 000 km service plan with service intervals set at 15 000 km.

Compare the Suzuki Vitara with its rivals: Suzuki Vitara vs Ford Ecosport vs Nissan Qashqai

Suzuki Vitara 1.6 GL+ quick specs

Also see: Suzuki Vitara Video Review

 

 

 

 

Audi TTS 2.0T FSI quattro (2016) Review

The initial model line-up of the third-generation Audi TT left some driving enthusiasts wanting more. So, does the hotter, faster TTS elevate the Ingolstadt-based brand into "Cayman territory"? 

We like: A faster Audi TT – yes, please! Handsome looks, good build quality and refinement and adequate performance

We don’t like: Has to be driven hard to be fully appreciated, overly hard ride quality when in Dynamic mode, steep price

Also consider: BMW M235i, Porsche Cayman, Nissan 370Z

The Audi TT lineup was recently extended to three models: the front-wheel drive and quattro TT, followed by this fiery TTS. The TTS promises extra kerb appeal, thrills and entertainment. It's not that lesser TT models are dull… We at Cars.co.za appreciate the merits of the Audi TT – it walked away with the Fun Car title in the inaugural Cars.co.za Consumer Awards.

What’s new?

The Audi TTS cannot be mistaken for any of its brethren: it’s got bigger wheels, TTS badging on the front and rear, as well as a quartet of exhaust tips. This particular test unit was specced with a Vegas yellow paint job (a R2 500 option), which is highly eye-catching. It certainly looks racy with its rear spoiler extended; it's sleek and purposeful, as these pictures attest.

There’s a substantial power hike too. Although the displacement of the engine has remained the same as the 2.0T models, the power and torque outputs have increased to 210 kW and 380 Nm respectively. These gains (of 41 kW and 10 Nm) seem moderate (especially in terms of torque), but the TTS feels noticeably more eager and faster than standard Audi TTs.

How does it fare in…

Features and technology? 

The minimalist interior of the Audi TTS is nothing if not a class act. The build quality is excellent and it can be argued that the Audi Virtual Cockpit and the climate controller ventilation pods have set a precedent for forward-thinking sportscar dashboards and instrument binnacles. In the TTS' application, the rev counter dominates the display, which adds to the sporty character of the car. There’s a satellite navigation function built into the Audi Virtual Cockpit too, and the system is very user-friendly. The seats are well-bolstered and although body-hugging, offer admirable comfort on the daily commute.

This TTS press unit was equipped with Audi’s Matrix LED headlights. While they cost R12 800 extra, they’re very effective.

Performance?   

As the TTS is a hotter version of an already sporty vehicle, its performance has to hit the mark. Audi claims a sub 5-second run from 0 to 100kph and with launch control activated, the all-wheel drive machine positively vaults off the line (it’ll go on to a limited top speed of 250 kph). Some team members remarked that a driver needs to push the TTS closer to its limits to really unearth its extra performance cachet and, other than the generic exhaust pop that accompanies up changes through the slick dual-clutch transmission, there’s very little in terms of extra aural drama. The upcoming TTRS will certainly address that…

The six-speed twin-clutch S tronic transmission is very well calibrated to the engine's performance characteristics –you can either leave the 'box to its own devices or actuate manual shifts by utilising the steering-wheel mounted paddles. It’s a superb transmission and effortlessly shifts cogs without any hesitation or jerkiness. 

 

A video posted by Cars.co.za (@carssouthafrica) on

Ride and handling?        

The Audi TTS is a fine-handling machine. Despite a relatively heavy kerb weight of around 1 400 kg (for such a compact car), it’s effortlessly agile and the quattro setup encourages novice drivers to press on with confidence. The TTS is forgiving in that it remains composed when a driver makes a mistake and particularly sure-footed in slippery conditions, but ultimately rewarding to drive with precision and zeal. The thick-rimmed steering wheel is a joy to use too; it's not overly light in feel and appropriately responsive. The all-wheel drive system cleverly balances power delivery between the front and rear axles, and if you time your throttle inputs correctly, 100% power can be sent to the rear, giving the TTS that proper "driver’s car feel".

The Audi TTS’ driving modes are worth mentioning: you can change from Comfort to Eco (when you want to optimise efficiency while you're travelling in peak-hour traffic conditions) and when you’re in the mood to drive enthusiastically, Dynamic. Your best bet is to select Individual and customise the settings in the Drive Select settings… We found that selecting Dynamic (to sharpen up engine and transmission behaviour), but Comfort (to make the suspension more supple) was the best balance. Herein lies one of the Audi TTS’ shortcomings. The adaptive suspension is a treat, but when you activate Dynamic mode, it’s simply too firm for South African back roads and the jarring, which seems to emanate from the rear suspension, can induce winces over bigger bumps. In Comfort, the ride's pliant enough for most road conditions.

Value for money?              

Whereas the TTS offers enough to justify its price premium over its lesser siblings, it’s priced in a bracket where customers want a bit more, not only in terms of performance, but also snob appeal. A well-specced Audi TTS costs near the R800 000 mark, which is enough to bag you a Porsche Cayman PDK – a supremely accomplished sportscar. The Audi TTS would probably thump the Cayman in terms of straight-line performance, but there’s no denying the prestige of the Porsche badge.

What’s alarming is that outside of the Volkswagen Audi Group family lies a rival that boasts more power, but crucially, comes in at under R600 000. Admittedly, when the BMW M235i DCT is specced up to the Audi TTS' level, it will cost about the same. The BMW M235i is a proper hands-on driving machine and rear-wheel driven, which some purists prefer. It outguns the Audi TTS in terms of power outputs too, with 240 kW/450 Nm as opposed to 210 kW/380 Nm.

Verdict

While the Audi TTS is unquestionably a fast, stylish and composed sportscar, it ultimately suffers because it is "a sportier", as opposed to "the sportiest", TT (given that a TTRS is in the pipeline). It would have benefitted from a more aggressive exhaust note and then there’s that price. As mentioned above, it sits in an awkward place in the German hierarchy of small performance coupes. A Porsche Cayman is definitely in the ballpark, and the BMW M235i promises more thrills for less.

What the TTS does well is provide a multitude of driving experiences, as well as the smartest, well-built interior in its class. The Audi's willing to offer up a hard-edged experience and carve up mountain passes without breaking a sweat, but will happily creep through bumper to bumper traffic ever morning. It's an all-rounder TT, which is its forte, as well as its drawback.  

Audi TTS price in South Africa

The Audi TTS is priced from R728 500, with this particular unit costing R757 820. It had three optional extras fitted: Matrix LED headlights R12 800, Fine Nappa leather-trimmed seats R9 520 and a Black styling package R7 000.

Team opinions

"Although Audi S models never get the credit they deserve, they arguably offer the best balance of performance and comfort at the higher end of their ranges. Those who regard the TTS as a moderate step above the 2.0T models, as opposed to a flagship model, won't be disappointed, but they'll have to be willing to make peace with its firm ride quality." Mike Fourie 

Compare the Audi TTS to the BMW M235i and Porsche Cayman PDK here.

Browse (new and used) Audi TT models on Cars.co.za

The Audi TT – Why it won Fun Car of The Year

Audi TT Review

Mercedes-AMG GLE 63 Video

Imagine shoving a 5.5-litre biturbo motor into an SUV. The predictable result would be hilariously good fun, and this is what Mercedes-AMG has done with the new GLE SUV. It's called the GLE 63 and it's simply bonkers. Not only is it fast, but it's also outrageously loud. Despite its hooligan tendencies, it's still a Mercedes-Benz GLE at heart which means you're still getting tons of comfort, tech and premium features. Watch this video to see the Mercedes-AMG GLE 63 do all the things.

Once you're done watching how the Mercedes-AMG GLE 63 performs around the city of Cape Town and listening to that addictive engine note, watch the GLE 63 AMG S coupe take on a BMW X6 M on a drag strip. It's one German powerhouse taking on another. Which will win the battle of the super SUVs?

Subscribe to our Youtube channel here

Interested in a new Mercedes-Benz GLE? Find one here

Interested in a used Mercedes-Benz GLE / Mercedes-Benz ML? Find one here

For a detailed spec sheet of the Mercedes-AMG GLE 63 in South Africa

Read our first test drive review of the Mercedes-Benz GLE here

See Mercedes-AMG GLE 63 pricing in South Africa here

Toyota Land Cruiser 200 4.5 GX (2016) Review

 

If you’re looking for a vehicle with which to tackle unknown territory, but don’t want to compromise on comfort and safety, then look no further than the upgraded version of Toyota’s iconic “Cruiser”

  • We like: Sense of indestructibility, comfort, spaciousness, off-road ability
  • We don’t like: Lack of a few “nice-to-haves” at the price
  • Also consider: Not much direct competition (at GX spec), but you could consider the cheaper Nissan Patrol and Mitsubishi Pajero

Legendary Capability

Let's state this clearly at the outset: it's very likely that the Land Cruiser 200 GX won't be suited to you. Its size, awkward looks and relatively meagre specification (for the price) will eliminate it from many buyers' many shopping lists, but… if you’re about to set off on a journey that requires you to tackle seriously rough terrain, but want a vehicle with excellent comfort and a legendary reputation for reliability, the Toyota is possibly unmatched, at any price. 

The key facts for 2016


The Land Cruiser 200 offers a claimed 230 mm of ground clearance. Side steps are standard.

Well, it’s had a facelift, so there are some cosmetic tweaks – not that most of the Land Cruiser 200's target audience will be too fussed about that. The GX wears its more utilitarian heart on its sleeve: the wheels are plain, 17-inch steel items, a snorkel is affixed to the right A-pillar, there are handy side steps (because the vehicle stands so tall) and, at the rear, you get sideways opening “barn doors” instead of the typical tailgate. Of course, because the Toyota is rather plain in appearance, buyers are likely to feel less reluctant to bash over, let alone through, some obstacles.

The specification level is a little odd, given the price of the vehicle. The grey cloth upholstery is not likely to withstand abuse as well as leather, and given the typical get-in-get-out nature of adventure driving, as well as the locations that the GX's off-road prowess would allow it to reach, hard usage is something the Toyota needs to be prepared for. That said, as is the case with bakkies, most owners are likely to fit seat covers anyway, so this criticism may be not be all that relevant. Also absent from the features list are things such as remote audio controls, an automatically dimming rear view mirror and, most alarmingly given the size of the vehicle, no parking sensors or reverse-view cameras… You do, however, get a satellite navigation function on a small touchscreen infotainment system, dual-zone climate control, cruise control and numerous 12V power points for charging appliances out in the bundu.

How Does It Fare In…

Off-Road Conditions?

The Land Cruiser 200 is probably peerless in this department. The figures and specifications don’t quite tell the full story. Yes, it has 230 mm of ground clearance and can wade through water 700 mm deep, but its ability to bulldoze obstacles while transporting its occupants in comfort is irrepressible.

The GX offers a number of features to further enhance this inherent capability. There is Crawl Control, for example, which allows the driver to set a crawl speed in off-road conditions. The Cruiser will stick to this speed as long as you don’t touch the accelerator or brake pedal. A Turn Assist function improves the vehicle’s ability to negotiate tight corners when Crawl Control is active. Then, there’s also ECT Pwr, which is great to boost momentum in mountainous driving conditions, and ECT 2nd, when pulling off in slippery conditions. Gosh, there’s even a function called Idle Up, to boost the heating effect in very cold conditions when the vehicle is not moving. And… of course… a trusty centre differential lock switch is mounted to the right of the steering wheel as well.

The result of all of this hard (and soft) ware? In a word: “Unstoppability”.

Practicality?


Plain steering wheel one example of a cabin that is short on "frills".

Inside, it looks rather plain for such an expensive vehicle, but it’s most definitely not uncomfortable. The seats are huge and comfortably padded, there is plenty of legroom in the rear, and the luggage compartment is very large, too. Remember, this version doesn’t have to accommodate a third row of seats. Instead, you get a very durable-looking floor cover. As far as oddment space in the cabin go, there is a truly massive storage box between the front seats. A full-size spare is located underneath the vehicle.

As an aside, the Land Cruiser is quite a comfortable vehicle to drive on tar, too. Yes, it’s perhaps not the easiest vehicle around town, especially as it has no parking assistance, but once on the move, it hides its bulk quite well. In the corners, however, the multi-purpose Yokohama Geolandar G94 tyres do tend to squeal rather earlier than expected.

Performance?

The GX (like the VX) is powered by a brawny 4.5-litre turbocharged V8 diesel that delivers 173 kW and 615 Nm of torque, the latter figure from 1 800 to 2 200 rpm. The engine is mated with a six-speed automatic transmission. The Land Cruiser is a heavy vehicle, but the engine/transmission combo works well enough to endow it with quite sprightly performance. In fact, mash the throttle to the floor and the nose lifts speed boat-style before the GX sets off on a sprint to 100 kph that takes less than nine seconds… Yes…, that’s not a typing error!

Besides offering the ability to hilariously give hot hatch drivers a fright, the engine delivers great long-distance cruising ability as well as the opportunity to tow braked trailers of up to 3 500 kg in weight.

Fuel Economy?

Toyota claims a combined cycle fuel consumption figure of 10.3L/100 km, but our average worked out closer to 12L/100 km. Keep in mind, however, it has two fuel tanks as standard (93L + 45L), so a long tank range is on offer. Further good news for those adventurers keen on escaping civilisation is that the Land Cruiser 200 GX has been specified to run on 500 ppm diesel.

Verdict


Want to head into the unknown with confidence. Take a Land Cruiser 200 with you.

The Land Cruiser 200’s particular blend of talents have made it an icon. With the “affordable” new GX model, this capability is in reach of a significantly larger number of enthusiasts who may otherwise would have to consider a used previous-generation model… or similar but ultimately less capable vehicles such as the Nissan Patrol and Mitsubishi Pajero. As new, the Land Cruiser 200 GX doesn’t really have any direct rivals. It does what it says on the tin, so if that is what you’re looking for, you’ll love this very honest, extremely talented machine.

Pricing

The Toyota Land Cruiser 200 4.5 GX retails for R914 900 and is backed by a three-years/100 000 km warranty and five-years/90 000 km service plan. It requires servicing every 10 000 km.

Compare the Toyota Land Cruiser 200 4.5 GX with the Nissan Patrol 3.0Di GL and Mitsubishi Pajero 3.2DI-D GLS Exceed here

Hyundai i20 1.4 Sport (2016) Review

Hyundai South Africa has added a sportier top-of-the-range model to its i20 lineup, but is it worth the extra outlay? We spent a week with the upgraded Hyundai i20 1.4 Sport.

The Hyundai i20 is a small hatchback that we believe sells reasonably well in South Africa. We put it that way because even though Hyundai SA doesn’t release its sales figures, we see a multitude of these vehicles on local roads. They are evidently very popular, but it's not difficult to fathom why. The Korean brand offers a substantial warranty (which is now even more comprehensive – read about that here), the car’s pleasant to drive and its standard specification is quite adequate. Having said that, for those who regard driving as more than just a means to get to (and from) work, the Hyundai i20 is a little dull…

Hyundai South Africa is well aware of this and, until recently, there was a lack of passionate and performance-orientated in the lower end of its line-up. The Hyundai Veloster and Veloster Turbo add some spice, but they’re twice the price of an i20.

Let’s get sporty

Meet the Hyundai i20 1.4 Sport. The exterior has been reworked and looks a little racier thanks to a sporty bodykit and 17-inch alloy wheels. The bodykit is comprehensive and includes side skirts, revised bumpers and a spoiler mounted atop the tailgate. The wheels are particularly attractive and, to top if off, there are some neat N-Sport badges on the flanks and rear.

Mechanical changes

You’ll notice in the pictures that the Hyundai i20 Sport sits low to the ground (at least compared with its standard sibling). There have been alterations to the suspension setup; a stiffer set of springs give the Hyundai i20 Sport a firmer ride and mildly sharper handling. It’s borderline overkill for a vehicle like this, but we can appreciate the thought that’s gone into it.

You’ll also notice a rather large exhaust protruding from the rear bumper. It’s not just for show as this exhaust is a full stainless steel free-flow unit. Some motorists may be concerned that the large-bore tailpipe could be overly noisy when the i20 Sport's at full throttle and the biggest worry is an annoying drone at highway speeds, but more on that later on.

The engine's control unit (ECU) software has been remapped. That, in conjunction with the exhaust modification, realises higher outputs. The standard i20 produces 74 kW and 133 Nm, but this Sport derivative offers 85 kW and 160 Nm, which is impressive considering the 1.4-litre capacity. Power is directed to the front wheels via a six-speed manual transmission.

Hyundai claims the standard i20 1.4 Fluid will reach 100 kph from standstill in 11.6 seconds and we’d estimate that the 1.4 Sport will do the same sprint in about 10 seconds. It certainly feels sprightly enough.

Interior and features

The cabin remains the same as the current Hyundai i20 and it comes with a wealth of standard specification, at least of modern conveniences. You get a reasonable audio system with Bluetooth connectivity, USB and auxiliary inputs, a rake- and reach-adjustable multifunction steering wheel, single-zone climate control and electric windows.

It has basic safety covered too thanks to anti-lock brakes with electronic brake force distribution. These brakes are of the ventilated disc variety at the front, while the rear wheels have solid discs. There are driver and front passenger airbags, but the i20 Sport's competition provides more than two airbags and it’s surprising to find a lack of ISOfix child seat mounts. In fact, two of the Hyundai's rivals not only offer additional airbags, but stability control as well. 

What’s it like to drive?

Its demeanour is certainly a lot more entertaining than that of non-Sport Hyundai i20s and the boisterous exhaust note is certainly indicative of the model's performance intent. There’s a bit more urge (the rev pickup is appreciably better) and the combination of pleasant gearshift action and the responsive engine makes for a sporty driving experience.

The engine makes an entertaining, rorty noise thanks to that exhaust, but it's not boomy. In fact, the resonance emitted by the 1.4 Sport is tolerable when cruising on highways at the national speed limit. Things get louder when you’re pressing on, when continuous high revs make the car quite noisy. However if that's what you want, you won't be disappointed.

The suspension modifications are overkill for a vehicle like this, but they do lower the centre of gravity and curtail body roll. The 1.4 Sport feels markedly wieldier than its brethren. What's more, the best part of these suspension and big wheel upgrades is that the ride quality has not been overly compromised. We’d go as far as to say that’s still pretty comfortable.

Conclusion and summary

The i20 Sport brings some much-needed excitement and zest at the more affordable end of Hyundai’s product lineup. The package is not 100% perfect, but it’s definitely the most spirited and entertaining the i20's ever been. Bear in mind that these modifications are factory-fitted and, therefore, are covered by Hyundai’s already comprehensive warranty.

Rivals are abundant in this segment, and established players are packing modern 1.0-litre turbocharged three-cylinder motors with similar outputs. They may not look as exciting, but for the same money, Ford’s Fiesta EcoBoost 1.0 Titanium and (for slightly less) Opel Corsa 1.0 Cosmo are hard to beat, especially in terms of safety equipment and general specification. They don't have the Hyundai's kerb appeal or boy-racer soundtrack, however, which could be decisive.  

Overall, the Hyundai i20 Sport has a distinct character; it turns far more heads than the basic i20 1.4 Fluid. It depends on how much value you attach to better looks and a louder vroom; as a runabout, there’s little wrong with the standard i20.

Hyundai i20 Price in South Africa

The price of the i20 Sport is R235 500, which includes the Hyundai warranty and Roadside Assistance for 5 years or 150 000 km, and a service plan for 3 years or 60 000 km.

Test Team Opinion

"It's about time that Hyundai leverages its motorsport endeavours by adding cosmetic and performance upgrades to its volume-selling cars (where appropriate). The 1.4 Sport certainly looks the part and it will suit certain consumers' images to a tee. The performance is less than phenomenal, but I don't think that matters much." Mike Fourie

We Like: Novelty factor, looks good, adds some spice to the range

We Don’t Like: Exhaust can get a little booming when pressing on, lack of safety features

Also Look At: Ford Fiesta 1.0 EcoBoost, Opel Corsa 1.0, Volkswagen Polo 1.2 TSI

Hyundai i20 Sport Specs

Compare the specifications of the 1.4 Sport with the Ford Fiesta 1.0 Titanium and Opel Corsa 1.0T Cosmo

Search for a used Hyundai i20 on Cars.co.za

Volkswagen Caravelle Highline 2.0 BiTDI 4Motion DSG (2016) Review

 

The Volkswagen's T-Series people movers have proved perennially popular in South Africa, but does the premium-priced Caravelle offer enough value over its competitors? We spent a week with the top-of-the-range Highline model to identify its strengths and weaknesses…

The Volkswagen Kombi/Caravelle is an indelible part of South African automotive history; Volkswagen's venerable bus inspires nostalgia in motorists, which explains why previous incarnations remain highly sought-after in the used car market. The new Caravelle pays homage to the rich heritage of its predecessors – it can even be had in a two-tone colour paint finish that tips a hat to the past. Yes, times have certainly changed and the latest, sixth-generation example is significantly modernised and equipped with a host of safety and convenience features. 

The new Caravelle has much to offer buyers looking for a modern and versatile vehicle that can not only transport people in comfort and luxury, but also haul goods when the need arises. Although it would certainly appeal to wealthy private buyers, we believe the Highline model would also be very suitable for premium tour operators and owners of business class shuttle services.  

Versatile Interior

The Caravelle's major strength is its versatile interior. It’s a 7-seater with two individual seats in the second row and a reclining 3-seater bench in the third row. Accessing the rear cabin is easy: there are two sliding electric doors on either side of the vehicle and both can be opened and closed by using the key fob. The tailgate is also electrically powered. Once inside, the second row's seats can swivel around to either face forwards or backwards and all of them can be shifted fore and aft as required. If you need more space for carrying goods, you can either slide the third-row bench forward to increase boot space or you can take all the seats out for maximum loading capacity. Bear in mind, however, that the seats are quite heavy; you will need help to remove/replace them.

For rear passengers there’s more than enough space to stretch out and relax on those long family road trips. Nappa leather is standard on this Highline model, while Alcantara trim is offered as an option. ISOfix child seat anchors are provided on all the seats.

For added convenience, there are beverage holders for rear-seat passengers with storage drawers under all the rear seats (a removable rubbish bin is also included). A handy feature in this Caravelle is a collapsible table that sits between the second-row seats and can be shifted fore and aft with relative ease. Although it’s a nice addition, we found the build quality of the table assembly marginal: some of its panels didn't fit securely. Nonetheless, it’s a useful feature and kids will find it particularly handy for playing cards or board games, while adults can use the Caravelle as a mobile boardroom, for example… We hasten to add it appeared the test unit supplied to us had undergone vigorous testing before we took delivery of it, so we won't judge the trim niggles too harshly.

The driver and passenger are well catered for with 12-way electrically adjustable seats with armrests, lumbar support as well as heating. The three-spoke multifunction leather-trimmed steering wheel gives the driver easy access to the infotainment system, as well as vehicle-related information shown in the instrument cluster. The steering wheel is also adjustable for rake and reach. This top-of-the-range model is equipped with a Discover Media navigation touchscreen as well as USB and Aux ports for connecting your media devices. There is also plenty of storage space upfront, including handy pull-out cupholders for the driver and front passenger, while the three-zone climate control system ensures passengers can set the HVAC to their preferences.

The test unit's light-coloured interior proved a drawback, because it tended to get dirty very easily. We advise opting for a darker interior that will hide dirt and stains; it should be more practical for leisure applications. Optional features fitted to this test unit include a sunroof (R11 150) and metallic paint (R5 400).

How does the Caravelle drive?

All the derivatives in the Caravelle range are powered by a 2.0-litre bi-turbodiesel engine that produces 132 kW and 400 Nm of torque. A 7-speed DSG transmission powers all four wheels in this top-spec 4Motion model and it’s the only transmission available for the Caravelle range.

As part of our test, we packed the Caravelle with gear and undertook a surfing adventure around the Cape Peninsula. The ride quality in the Caravelle is good, but the suspension's responses to undulations in the road can be quite exaggerated. With only a driver and front passenger on board, the Caravelle's ride can be a jittery on uneven road surfaces. Otherwise, the Caravelle is very comfortable to drive, its steering is light, which makes manoeuvring easier.

Overall, power delivery is sufficient, but the Caravelle laboured on uphill sections (a kerb weight of 2.1 tonnes did not help matters) and the shifts of the DSG transmission felt a bit sluggish. However, once the Caravelle gots up to speed, momentum helped with overtaking and the performance improved somewhat.

Volkswagen claims 8.8 L/100km for the Caravelle and the lowest figure we managed to achieve during our test period was 10.2 L/100km. 

In terms of safety, the Caravelle comes well equipped with six airbags, ABS with EBS, an Electronic Stability Program, traction control and front- and rear park distance control. The Caravelle also features a Multi-Collision Braking System that automatically applies the brakes after an accident to minimise the risk of a secondary collision. A Driver Alert system is also fitted and this tells the driver when to take a break from driving by monitoring steering patterns and gives an audible and visual warning if the driver deviates from the normal pattern.

Volkswagen Caravelle price in South Africa

This Volkswagen Caravelle 2.0 BiTDI Highline 4Motion DSG is priced from R873 500 and is sold with a 3-year/120 000 km warranty and a 5-year/60 000 km maintenance plan. A 12-year anti-corrosion warranty is also included.

Verdict

The latest Caravelle has been vastly improved and it looks more distinguished than ever before. It comes packed with new features that take care of safety, entertainment and comfort for the driver and passengers and buyers will appreciate its interior versatility. Even so, the Caravelle faces stiff competition from the Mercedes-Benz V-Class, which is perceived to be more premium, both in terms of build quality and all-round refinement. We also recently tested the Kia Grand Sedona and we were hugely impressed by the versatility and value for money it offers, all for considerably lower price than the Caravelle.

The Caravelle finds itself in a difficult position. As it stands, this Caravelle is very expensive and unless you are a die-hard fan of the Volkswagen brand, the temptation of having a Benz badge on the nose of your bus (or the opportunity to save a large whack of cash with the Grand Sedona) cannot be ignored. Although the Caravelle offering has improved substantially, it’s not the wisest buy, especially when the V-Class and Grand Sedona have so much more to offer in terms of perceived quality and value for money respectively. But if you must, never look back because this is a Caravelle and it's still awesome…

We Like: Modern styling, convenience features

We Don’t Like: Overpriced, average build quality

Also Consider: Mercedes-Benz V-Class, Kia Grand Sedona

Compare the Volkswagen Caravelle with its competitors: VW Caravelle vs Mercedes-Benz V-Class vs Kia Grand Sedona

Test team opinion

"Unless there's a very good reason to have all-wheel drive, I'd rather go for the R30k cheaper two-wheel drive. Either way, this is a dream car for family men like me. I do, however, think that the V-Class offers better value, and the Grand Sedona is not to be ignored either." – Hannes Oosthuizen

Volkswagen Caravelle 2.0 BiTDI Highline 4Motion DSG – Quick Specs 

Toyota Fortuner Gets TRD Treatment

Toyota's TRD tuning division has revealed some go-faster addenda for the forthcoming Fortuner. Let's take a closer look at the Toyota Fortuner TRD.

The Toyota Fortuner is a popular vehicle in South Africa and we're just weeks away from the launch of the all-new model. The new Toyota Fortuner looks upmarket and premium, unlike the current generation, which looks much like a bakkie with an enclosed cab (essentially what it is). 

Read More: All-new Toyota Fortuner revealed

However, to make the new Fortuner look even better, Toyota Racing Development (TRD) has fashioned performance parts and visual upgrades for this new model. All we know so far is that the vehicle is a Thailand-only special and it's called the Toyota Fortuner TRD Sportivo. This model gets racier bumpers, a dark-chrome finish on the grille and a matte-black roof that contrasts rather nicely with the pearl-white paint job. If this look is not to your taste, then you can specify an all-black model! In terms of wheels, TRD has provided 20-inch six-spoke alloys. The brakes have been upgraded too and the tweaked suspension (consisting of sportier springs and shocks), should aid the Fortuner's handling. It's unlikely to be that sporty, though; it is still a 1.5-ton bakkie-based SUV. 

The cabin features a few upgrades as well. There's an 11-speaker JBL sound system, red and black leather upholstery, and a red start button. There are also TRD badges, sporty dials, red stitching on the dashboard, as well as a seven-inch touchscreen infotainment system with a navigation function.

More Content

Toyota Hilux (2016) First Drive

Toyota Hilux Specifications and Pricing

Toyota Fortuner 2016 Model year details

Watch the Toyota Fortuner TRD Sportivo in action

 

Mercedes-Benz E-Class (2016) First Drive

Whereas the E-Class is still the most conservatively styled car in its class, the sedan's technological arsenal is awe-inspiring, compared to what its rivals can offer. We sampled Benz's newcomer at its international launch in Portugal.

Intelligent

That was the buzzword, used by virtually all the Mercedes-Benz engineers and executives when they introduced the new E-Class. It comes equipped with a host of intuitive and adaptive electronic systems that encompass everything from safety, collision prevention, interior connectivity and semi-autonomous driving. In full spec (with all the options ticked) the new E-Class is impressive, not just in terms of what it’s capable of, but in the way all its systems seem to work without distracting the driver or getting in their way. If you'd like to explore the finer details, here are 5 of the highlights the new E-Class.

The exterior design is probably the least exciting part of the car. Subjectively, it resembles a C-Class too closely, but it looks eminently elegant and upmarket. The tail lights can be specified with a stardust effect built into the LED units so that they'll resemble a cluster of stars when they light up…

Sweeping digital display 

Mercedes-Benz has designed a new, fully digital dashboard/infotainment screen. It’s an optional extra, but it combines two 12.3-inch displays into one skateboard sized screen that stretches from the instrument cluster to where a regular infotainment screen would end. It’s a visual treat and even though it isn’t a touchscreen, the panel won't attract grubby fingerprints, either! The infotainment software has been updated too, especially in the voice activation department and the steering wheel introduces a new touch system that works much like those Blackberry phones circa 2010, but in a good way. You slide your finger across the touchpad to scroll through menus and then press the centre button to select option items. It’s a very efficient new system.

The E-Class has grown slightly. It is 43 mm longer, 2 mm narrower, 3 mm lower and the wheelbase has been extended by 65 mm. For the rear passengers, the extended wheelbase has resulted in improved leg- and kneeroom as well as a bit more space around the shoulders, but the boot capacity has decreased by 10 litres to 530 litres. There's a wide of variety of interior designs to choose from, some of which include pin-striped wood inserts, but the brushed aluminium/piano black trims look best. Don't fear becoming bored with the ambient lighting in the cabin: there are no fewer than 64 colours to choose from.

Ride and handling

Mercedes-Benz knows its E-Class customers very well. Most E-Class owners require supreme comfort, a refined engine and gearbox setup and a well-insulated cabin, where they can be cosseted while they listen to audiobooks or serene classic music piped through a premium sound system. In that respect, the E-Class delivers with aplomb. Whether you spec the adjustable suspension or opt for the air suspension, the Benz's ride quality is virtually unflustered; in fact, the air suspension takes the comfort level to a whole new level. The cobbled and broken city roads of Lisbon were smoothed out to such an extent that it seemed as if the Benz was gliding over an ocean of thick, molten Lindt chocolate. In Comfort mode, the Benz's ride quality can get a little floaty, but not to the extent that the car ever feels oversprung. Without the air suspension, it still softens road imperfections, but with a slightly firmer bias.

Engine range

South Africa’s model line-up is as follows. Initially, we will get two turbodiesel engines, as well as a turbopetrol unit. The E200 has a 2.0-litre turbopetrol carried over from the C-Class. The E 220d is a brand new 2.0-litre turbodiesel engine and we spent a fair amount of time getting to grips with it over the two days of driving. Our first impression is that it is much, much quieter than the older 2.1-litre it has replaced. It doesn’t clatter at idle and it delivers its torque smoothly through the first half of the rev range. The E350d tops the range with its 3.0-litre six-cylinder turbodiesel engine. The latter is the best long distance cruiser of the E-Class models: thanks to its 620 Nm of torque it barely idles along at freeway speeds and has plenty of punch in reserve for when you need to execute overtaking manoeuvres.

The E400 4Matic will arrive in South Africa during the last quarter of 2016. It is powered by a 3.0-litre, six-cylinder turbopetrol that produces 245 kW and 480 Nm of torque. We completed a few laps of the old Estoril F1 circuit to get to grips with this new model. The E400 feels impressively light and manoeuvrable for such a large car. The engine note is also quite deep and when you taper off the throttle there’s a burble and pop from the exhaust. Mercedes-Benz has equipped all its E-Class models with its new 9-speed automatic transmission and it represents a massive improvement on the quite jerky seven-speed unit fitted to other, older Mercedes-Benz products. The 9-speed 'box manages to smooth out the low-speed changes where before, the 7-speed unit could shift between its ratios a trifle unevenly. The nine-speed is also said to improve fuel consumption because engine revs are kept lower during driving.

The pecking order

It seems that in this segment, whichever brand has the newest car has the best car. However, in this case, Mercedes has lifted the bar in the premium sedan segment appreciably. In the tech and safety departments, there’s nothing to match this E-Class. The engines seem well mated with the new transmission and the suspensions' setups err on the comfortable side, but are all adaptable to your driving mood. For now, the E-Class feels untouchable.

2016 Mercedes-Benz E-Class Pricing

E200    R707 100
E220d  R759 100
E350d  R946 300

Check out 5 amazing highlights the new E-Class here

Hyundai Tucson (2016) First Drive

The next-generation of Hyundai’s compact SUV, featuring a new engine and tech, but a familiar new name, was launched in the Western Cape. We drove it and here’s what you need to know.

The first-generation Hyundai Tucson was quite a sales success. It became the Hyundai ix35 with the second generation and while Hyundai South Africa doesn’t publish its sales figures for all to see, it showed the media contingent at the newcomer's launch event how well this product has done locally. Sitting in the top three of the segment is no mean feat and goes to show how well-received the Hyundai ix35 has been in the domestic market.

For the third generation model, Hyundai has reverted back to the Tucson name. The exterior is visually striking and the car positively oozes European design flair. We would go as far as to say it’s the best-looking vehicle in its segment…

New engines

Hyundai has joined the ranks of its competitors by offering a small-capacity turbocharged motor. This 1.6-litre turbocharged motor is identical to the one in the performance-orientated Hyundai Veloster Turbo, a vehicle that we weren’t particularly enamoured with. However, in Tucson application and with a re-engineered version of the DCT ‘box, things have dramatically improved. That twin-clutch transmission was the weak point in the Veloster Turbo, but the addition of new internals plus an extra cog has meant things are vastly better.

The only vehicles on offer at launch were the 1.6-litre turbos, both in manual and DCT options. There’s also a 2.0-litre naturally aspirated motor. You may wonder why there’s no turbodiesel derivative, especially considering how pleasant the 1.7-litre Hyundai ix35 was. Hyundai said it’s looking at bringing them in, but the new 1.7-litre motor is EURO6, meaning our diesel quality (or lack thereof) is under scrutiny. As you read this, Hyundai SA is testing this motor and if it passes, we’ll see an introduction of a diesel Tucson later in 2016. That engine is rated at 107kW and 340Nm, but its real strength will be fuel economy and running costs.

For detailed specifications and pricing of the Hyundai Tucson click here.

How does it drive?

Rather well, as it turns out! Hyundai recruited several European engineers who were tasked with making Hyundai a force to be reckoned with in terms of cabin refinement and ride quality. Have they succeeded? We think so, as the Tucson rides well and the lack of intrusive road noise was particularly noticeable. The engine and gearbox work well together and you have the option of two driving modes; Sport and Eco. Sport sharpens things up a bit, but even in Eco you’re never left feeling that the car could do with a bit more grunt. The motor produces 130kW and 265Nm – more than adequate outputs for a vehicle of the Tucson's size…

Our launch route took us on a combination of open roads through the Swartland, where the turbocharged motor proved capable of delivering plenty of torque for overtaking. We also traversed many kilometres of gravel and farm roads, and the vehicle was stable when driven briskly on tarred surfaces. The all-wheel drive model was particularly at home in this environment. While we spent the majority of our time in a DCT-equipped unit, we also sampled a model with a manual gearbox and found the shift action smooth and direct. Overall, the Hyundai feels a premium product from behind the wheel.

 

A photo posted by Cars.co.za (@carssouthafrica) on

 

Entry/exit to/from the cabin is easy because you don’t climb up and into the seats (as is the case with bigger SUVs these days) and the driving position is pleasant. The cabin feels well put together, but it’s unmistakably Hyundai in that although it is luxurious, it’s not quite as premium as the Koreans have made it out to be. That’s not a bad thing, remember that, price-wise, the Tucson is still under the R500 000 barrier, unlike similarly sized German-made SUVs. You can get satnav on the top-spec model as an option, but given the fact that the infotainment system supports Android connectivity, there’s no real point as you can always utilise Google Maps and besides, the new infotainment system is perfectly adequate.

Quick summary

In closing, the Tucson is an accomplished product both in terms of execution and looks. It’s a pretty car, but there’s so much more to the Hyundai than just visual appeal. The rejigged DCT ‘box is excellent and works well in conjunction with the 1.6-litre turbocharged motor. The specification is generous and the build quality moves the brand up a notch (in our books).

It’s Hyundai’s finest product in its arsenal right now and you’d be unwise not to give it a closer look. Its prices aren’t prohibitively dear either. Suffice to say if our Rand had taken less of a battering, this Hyundai Tucson could have come to market with even more competitive pricing. We look forward to giving this new Korean a thorough road test.

Hyundai Tucson prices in South Africa

Hyundai Tucson 2.0 Nu Premium (manual)          R359 900

Hyundai Tucson 2.0 Nu Premium (automatic)       R379 900

Hyundai Tucson 2.0 Nu Elite (automatic)             R439 900

Hyundai Tucson 1.6 TGDi Executive (manual)     R419 900

Hyundai Tucson 1.6 TGDi Elite DCT AWD           R499 900

All models from the Hyundai Tucson range have a 5-year/150 000 km manufacturer’s warranty, enhanced by the additional new groundbreaking 7-years/200 000 km drivetrain warranty as standard. Roadside assistance for 5 years or 150 000 km and a 5-year/90 000 km service plan with service intervals at 15 000 km are also included.

More content

2016 Hyundai Tucson specifications and pricing

Hyundai ix35 1.7 diesel review – how good is that engine?

Next BMW M5 Spied in the Snow

The upcoming BMW M5 has been photographed while undergoing extreme cold weather testing. It will still be a while before we see an official image of the next incarnation of BMW's super sedan. 

Details of the car, which will be unveiled at the 2017 Geneva Motor Show, are still sketchy. We understand that for the first time, you will be able to choose between all-wheel drive and rear-wheel drive versions. More manufacturers seem to be leaning this way for their performance sedans… Audi champions its Quattro system and Mercedes-Benz its 4Matic setup.

The engine of the new M5 is likely to be carried over from the previous model (4.4-litre twin-turbo V8), but will have higher outputs and better efficiency. The current M5 produces 412 kW, but in special edition models such as the Pure Metal M5, it churns out 440 kW-plus. The new M5 hopes to hit the 450 kW mark and should have a 7-speed dual-clutch transmission.

While the spy shots show a heavily camouflaged M5, BMW says the design will follow the Gran Lusso design philosophy.

Check out what BMW has planned for the next 5 years here

Picture credit: S. Baldauf/SB-Medien