Smart ForTwo 52 kW Prime (2016) Review

The Smart brand is back in SA and its products offer a mix of funkiness and city practicality. In typical Smart fashion, the ForTwo is very different from anything else out there so we tried out the Prime-specification derivative to see how it copes in SA’s most congested city.

We like: tight turning circle, funky styling, decent storage space

We don’t like: pricey, not great at freeway speeds

Alternatives:

For a better engine: Opel Adam 1.0T Enjoy – the 1.0-Litre turbocharged Opel is equally at home around town and on the freeway, plus it returns excellent economy.

For something bigger: The aforementioned Adam or Volkswagen Up!, but if you have to have a Smart, the ForFour has two more seats and doors.

For a better driving experience: The Opel has a lower driving position and is just as agile around town. It doesn’t turn as tightly in a parking lot, though.

For a less pricey option: Opel Adam or… Volkswagen Up! The Smart gets pricey when you start adding options and doesn’t offer much more than the equivalent Adam. Volkswagen’s Up! is a comparative bargain, but is sparsely equipped.

Unique?

The Smart ForTwo aims to be something different that stands out from your average city car. It delivers this on multiple fronts, including its design with two-tone colouring options, tiny proportions and a vibrant interior. The layout is also quite unique in that the engine is at the back and drive goes to the rear wheels – a configuration normally reserved for sportscars. It’s not alone in this setup however as the Renault Twingo sold overseas has identical running gear, in fact, the smart is actually 70% Renault Twingo…

How does it fare in terms of…

City driving?

The Smart is built to live in the city, where parking spaces are few, gaps in the traffic are rare and where u-turns are seemingly impossible. Thanks to its incredibly short length (2,695 metres) the ForTwo takes care of all those situations. To put that length into perspective, if you park the smart next to a Ford Figo, the Smart ends before the Figo's rear door openings begin. As a result, the Smart can nip into minute parking spaces that other cars could never hope to occupy and will zip into gaps in traffic other drivers will hate you for.


Small enough to fit into a parking space, sideways…

The steering angle allows the Smart to perform a u-turn in just 6.95 metres so there’s almost never any need to pull off a stressful 3-point turn with it. The steering action is so light at parking speeds that you can easily whip the ForTwo around in a hurry. As a tool for traversing a cramped and congested urban environment, the Smart represents a near-perfect mobility solution… provided you like to travel light.

Practicality?

Despite its tiny dimensions, the Smart offers a variety of useful little hidey-holes (places to store oddments). The hatch has a split-folding tailgate system which can withstand a 100 kg person sitting on it. The tailgate also opens up to reveal an extra loading compartment and neat place to hide small things. The luggage space is reasonable and can store up to 350-litres once you fold the front passenger seat down. In fact, when the left seat is folded flat you can actually load a surfboard in the ForTwo.


Tailgate on the smart can hold up to 100 kg and has a storage compartment hidden within 

Good loading space is available in the door pockets and there’s an extra drawer underneath the gear lever for things like your phone, keys and wallet. The cupholders are a bit shallow so be careful when cornering fast and carrying hot drinks – they will spill hot contents onto your feet. Overall, the Smart’s design works well (if you consider it as a one-person vehicle), it's able to deal with small amounts of shopping and the odd local surfing trip.

Engine?

The engine is a 3-cylinder naturally aspirated unit similar in configuration to those of the Volkswagen Up! and Toyota Aygo. The Smart’s motor puts out 52 kW and 91 Nm of torque in total. That’s enough to get its 880 kg body off the mark and to 100 kph in a claimed 14.4 seconds. There’s a typical 3-cylinder rasp from the engine and at anything under 60 kph, the ForTwo delivers perfectly acceptable performance. The Smart does, however, struggle somewhat outside city limits and on the freeway in particular. It can do 120 kph but getting there takes a while and any loss of speed takes ages to regain. In-gear acceleration above 80 kph is a struggle and you will find yourself with the throttle mashed to the floor more often than not.

The Smart is claimed to be quite economical with combined fuel consumption figure of 4.1 L/100 km. During its time with us, we couldn’t match that figure and even on an economy run we were only able to achieve 6.2 L/100 km. The test united averaged 7.4 L/100 km over its 10-day stay at Cars.co.za, which demonstrates that outside of pure city driving the 1.0-litre engine has to work much harder.

Interior funkiness?

The interior of the Smart is interesting and quirky and adds to the Smart’s unique character. It’s here where the Renault parts are visible: the gear lever, steering wheel and just about every button that controls an electric function. It’s not a bad thing; most buyers are unlikely to notice it.


Most of the touch points in the Smart come from the Renault parts bin. The steering wheel is thick-rimmed.

The interior is highly customisable in that you can have a two-tone colour inserted to match the exterior of the car. The dashboard is covered in a carpet/cloth material that’s much better to touch than bare plastic. The infotainment system is available with either a 7-inch touchscreen system or a smaller, digital system. Both connect to your smartphone and offer apps for your phone to stream or play music. There are USB and auxiliary ports available on both systems but the touchscreen system offers MirrorLink navigation. There are a lot of options to choose from on the Smart brochure, some of which should really be offered as standard. The comfort package, for example, includes a height-adjustable seat, -steering column and -electric mirrors – all of which should really be standard, but cost R3 500 extra.

Safety?

Just because the Smart looks like it will get knocked around like a pinball in a collision doesn’t mean it isn’t safe. There’s a high strength safety cell beneath the paintwork that ensures occupants the best possible protection in an accident. All Smarts come standard with 5 airbags, ESP, ABS and crosswind assist. If you want to up the ante on the safety spec, there’s a forward collision system warning and lane keeping assist available.

Ride and drive?

The Smart’s handling is a massive improvement over the previous model's. Change of direction no longer confuses the ForTwo and it can be driven quickly through town; it's quite dexterous. It can however, be quite noisy over uneven tarmac. The five-speed gearbox is easy to flick through and the shift indicator prompts you to change up a gear just after 2 000 rpm for economy's sake. The clutch action is light, which helps in start/stop traffic.


The rev counter/clock pod is a quirky addition and not really in the driver's eye-line.

Price and warranty

The ForTwo is offered with a 2-year/unlimited km warranty and 3-year/60 000 km service plan. The service plan can be upgraded to an 80 000 km plan.

Verdict

The Smart ForTwo offers loads of appeal for trendy urbanites. The vibrant colour options and cute proportions made it eye-catching and the 2-seater model makes sense as a second car where it will only ever perform short trips with one or two passengers on board. There isn’t much in the way of luggage space if you want to go away for the weekend and it is also a bit expensive when you factor in the competition. The Smart ForTwo as we have it here is fully specced with all options and costs in excess of R250k. That’s the same as a fully loaded Opel Adam and R25k more than a Fiat 500…

Quick Specs: Smart ForTwo 52 kW Prime

Related Content

Smart ForFour (2016) First Drive

Interested in buying a Smart?

Search for used Smarts on Cars.co.za

BMW 750i Design Pure Excellence (2016) Review

 

BMW’s new flagship 7 Series was introduced earlier this year to depose its archrival, the Mercedes-Benz S-Class, as the world's premier First Class car. Following our review of the 740i, the team was divided on whether the new 7 has what it takes to wear the luxury sedan crown. Will the even more luxurious, V8-engined 750i put the matter to rest?

We Like: Refined interior, powerful engine, superb ride quality, smart technology

We Don’t Like: Understated exterior styling, disappointing rear leg room

Alternatives

  • For similar power: Consider the Mercedes-Benz S500 (R1 843 904). With its turbocharged 4.7-litre V8 engine, the S500 offers slightly more power than the 750i with 335 kW and 700 Nm of torque. The S500 is the 7’s closest nemesis and although it’s starting to show its age, it’s a formidable and stylish rival. The refreshed S-Class will arrive in South Africa in 2017 with a host of impressive new technology currently offered on the new E-Class, so it should be rather extraordinary when it makes landfall. The Mercedes-Benz S500 is our current First Class Car of the Year – see why by clicking here.
  • For value-for-money and all-wheel drive performance: You can also consider the Audi S8 quattro, which boasts more power at 382 kW and 650 Nm of torque from its 4.0-litre turbocharged V8 engine. The Audi S8 commands a price tag of R1 695 000.
  • For more space: For an additional R143 000, consider the 750Li (long wheelbase version – R1 993 138), which offers more rear passenger space compared to the standard 750i. As a cost-saving alternative, you can consider the Mercedes-Benz S500 L (R1 885 304), which will only cost you R35 500 more than this 750i Design Pure Excellence derivative and will afford you increased rear passenger space for significantly less money compared to the BMW 750Li.
  • For better fuel economy: Consider the Mercedes-Benz S500e L (R1 875 500), with a cost difference of about R26 000, you get access to impressive performance but with the benefit of drastically improved fuel efficiency. The S500e L is powered by a 6-cylinder 3.0-litre turbocharged engine and an electric motor with a total output of 325 kW and 650 Nm of torque. Mercedes-Benz claims an average fuel consumption figure of 2.8 L/100 km for the S500e L. 

Compare the BMW 750i Design Pure Excellence with the Mercedes-Benz S500 and Audi S8 quattro

What is it?


The 7 Series is imposing and packed with the latest technology from BMW. But does it have enough presence?

The battle for supremacy in the world of luxury sedans came to a head earlier this year when the BMW 7 Series was named the World Luxury Car of the Year in the 2016 instalment of the World Car Awards. Mercedes-Benz had locked out the World Luxury Car title since it became a standalone category in the World Car Awards in 2014, but the 7 succeeded the S-Class Coupe and sedan. The best of Mercedes-Benz is realised in its well-accomplished S-Class, which is widely regarded as the benchmark if you are looking for a near-perfect blend of style, luxury, technology and performance. It’s so good that the S500 scooped the First Class category win in the inaugural Cars.co.za Consumer Awards in January this year.

The arrival of the new 7 is nothing short of monumental for the Munich-based firm. BMW developed the 7 to be the best in the world and, in terms of its technological prowess, the 6th-generation of the brand's flagship design sets a benchmark. With lessons learnt from the futuristic i3 and i8, the 7 Series is made up of what BMW calls a “Carbon Core”, a combination of steel, aluminium and Carbon-Fibre-Reinforced Plastic (CFRP), making it more rigid and up to 130 kg lighter than its predecessor. Even so, this behemoth of a car still weighs well over two tonnes and measures more than five metres long and over two metres wide. It’s big, heavy and filled with the richest technological features in BMW’s arsenal.

This 750i Design Pure Excellence derivative (M Sport package is also available) features a few notable design details that set it apart from the standard 750i, including black brake callipers and an extra dose of chrome treatment seen on the front and rear bumpers. On the inside, the Design Pure Excellence package adds an Alcantara headliner, brushed aluminium door sills and wooden inlays (in this case American oak) with metal trim.

As you can expect, there's a long list of options available for the BMW 7 Series. Some of the extra-cost options fitted to this test unit include LaserLight headlamps (R17 200) with a range of 600 metres, 20-inch bi-colour V-spoke wheels (R21 400), a Bowers & Wilkins Diamond surround sound system (R63 700), rear seat entertainment with two 10-inch colour screens (R44 300), TV function (R17 700), BMW Touch Command with an integrated 7-inch rear tablet (R7 000), front and rear massage function (R31 400) and a rear refrigerator (R18 000). The addition of the refrigerator does, however, impinge on the boot (515 litres).

How does it fare in…

Technological sophistication?

The raft of technology starts with the 7 Series' BMW Display Key and it’s by far the most sophisticated key fob we have ever seen in South Africa. The fob has a digital screen and much like a cell phone, you can swipe through various functions such as climate control timer, vehicle range, -status and -security. The key is useful in that it relays important vehicle information to you, even if you aren't near the vehicle. You can, for example, set a timer for the climate control to heat or cool the interior before you plan to drive, activate or turn off the headlights (also from outside the vehicle) and park your car via remote control (optional – R7 900), but, sadly, our test unit was not equipped with this function.  

The key does need to be charged every so often and this can be done by using the wireless inductive charging holder in the centre console. You can also use this holder to wirelessly charge your phone, providing that it’s compatible for inductive charging. Two USB ports are included too.

BMW’s iDrive system lies at the heart of the 7 Series and incorporates the familiar iDrive Touch Controller and, for the first time, a high-resolution, 10.25-inch touchscreen display is fitted, where the vast majority of vehicle functions can be accessed. Everything from infotainment, navigation, Internet, telephony, BMW ConnectedDrive, vehicle settings and interior settings are easily browsed. The system is impressively comprehensive and intuitive to use, but you may have to allocate an hour or two to familiarise yourself with the layout and functionality. Techno boffins will salivate all over this new 7, but for technophobes less adept to grasping technology, the 7 Series will teach you its ways with a wide selection of helpful video tutorials accessed via the touchscreen.
 


The interior of the 7 Series is luxuriously appointed and will resonate with technically inclined buyers.

A highlight feature in the new 7 Series is called Gesture Control. Sensors in the headliner recognise specific hand and finger movements that serve specific functions. For example, if someone calls you and you don’t want to speak to them, simply swipe your hand across to the side and the call drops. If you want to answer the call, point your finger towards the touchscreen and your wish comes true. Furthermore, swirling your index finger in a clockwise or counter-clockwise direction will increase or decrease the volume of the sound system. It takes some practice, at first, to perfect the gestures and find the correct parameters to initiate them, but once you do, the Mozart in you will come alive. It’s a brilliant piece of technology that provides a glimpse of how far in-car technology has come in recent years, while keeping you guessing at what’s to come in the future.
 

Gesture Control functionality is also incorporated into other functions, such as the 360 parking camera. By pinching your index finger and thumb together, you are able to ‘grab and pan’ the camera to scout for obstacles around the car. This is a useful tool if you are parked in tight spaces and need to reaffirm your judgment before exiting a parking bay.
 


Rear passengers are well catered for in terms of technology and comfort in the 7 Series, but legroom is tight.

It’s not only the driver and front passenger who are spoilt with technology. Rear passengers have it pretty good too in the 7 Series. With the optional BMW Touch Command system, a rear central armrest houses a storage compartment, rear seat controls and a 7-inch detachable tablet. Using the tablet, rear occupants can control functions such as seat positions, rear climate control, ambient lighting, window blinds, the infotainment system and surf the Internet at leisure. All this happens, while the seats massage you into submission. There are also plush, sleep inducing pillows fitted to the rear headrests for added comfort. It’s pure bliss sitting in the back of the 7-Series, but the feeling is somewhat tainted when you realise that your legroom is quite limited and you can’t really stretch out far enough to obtain nirvana.

Even so, if the BMW 7-Series isn’t the pinnacle of technological sophistication, then what is? The features mentioned above form part of a collective whole and although they are wonderful, there is much more to this 7 Series. Let’s see how it performs on the road…

Performance


The 750i is a super comfortable cruiser but it can be overtly dynamic too, just as a BMW flagship should be.

Under that long bonnet sits a turbocharged 4.4-litre V8 engine that develops a mighty 330 kW and 650 Nm of torque. Those numbers are delivered to the rear wheels using an 8-speed Steptronic Sport automatic transmission. Alternatively, manual intervention from the driver can be initiated by shifting the transmission into manual mode or by using the steering wheel-mounted paddles.

There are also various driving modes to choose from, depending on what you want to achieve, and these include ECO Pro (optimise efficiency), Comfort (optimise comfort), Sport (optimise performance) and Adaptive (damper control, steering and transmission adapts independently according to drive style and road conditions). Adaptive mode can be engaged in conjunction with the other modes too and settings can be altered via the touchscreen. Each mode also has its own colour and display layout in the large digital instrument cluster.

In normal driving conditions, the 750i performed admirably. The engine operates in silence and very little engine noise is audible in the cabin. The transmission responded smoothly to throttle inputs and the engine never felt strained under harder acceleration. In fact, quite the opposite. The 750i is something of a wolf in sheep’s clothing. It’s calm and sedate when you are, but it can also be involving and engaging when you floor the pedal. Despite its weight, the 750i is a strong performer when it needs to be and it’s very fast too. When you are pushing on, it feels like there’s no end in sight, the power is relentless! BMW claims that the 750i will sprint to 100 kph in 4.7 seconds and there's the usual limited top speed of 250 kph. For a large limousine sedan, that’s not to be sniffed at…

Although the 750i can devour tar at will, driving it enthusiastically all the time is not what’s it’s built for and your fuel consumption will suffer severely if you do. Even though BMW claims an average fuel consumption of 7.9 L/100 km for the 750i, you’re unlikely to see figures below 10 L/100km very often. 

Ride Quality & Handling


The 7 Series delivers exceptional ride quality and handling ability.  

The 7-Series is equipped with various chassis technology and control systems to ensure high levels of comfort and handling ability and these include self-levelling all-round air suspension, dynamic damper control, integral active steering and active roll stabilisation.

The collective result of these features is superb ride quality. The 750i was supremely comfortable to drive and road imperfections became obsolete. More so, it felt surefooted and confident in the bends too. With its extensive levels of grip, it would take an Ashley Oldfield or similarly skilled driver to even remotely unsettle the 750i.

As for road and engine noise entering the cabin? Silence is all you will hear…  

The steering is light, almost feathery, and although it provides good feedback to the driver, some members of our team felt that the electronic steering was overly sensitive.

In this segment, ride quality is all important and this 7 Series undoubtedly delivers a pleasingly refined drive.  

Kerb Appeal


In a segment where looks matter, the 7 Series is somewhat understated.

Cars in the luxury sedan segment, such as the S-Class and 7 Series, must offer heaps of kerb appeal if they are to win buyers over. Striking styling, class and general attractiveness need to combine in a way that motivates people to lay down the kind of money that the car demands. These attributes are essential and it’s in part why cars in this segment exist. They are status symbols for success, they shout “look at me, I’m rich, I have made it”. If they don’t do that, their worth wilts away.

The latest BMW 7 Series certainly offers this effect, but more so on the inside, than the conservative exterior. Then again, design is so subjective… 

Safety Features

As you would expect, the 7 Series boasts a full complement of safety features including ABS with EBD, electronic brake assist, traction control and stability control. A total of six airbags are fitted as standard too.

Active safety features include lane departure warning, lane keeping assist, steering assist, traffic jam assist and night vision. Adaptive cruise control is also standard and in conjunction the steering assist and traffic jam assist, the 7 Series is able to reach a semi-autonomous state where minimal action is required from the driver in congested traffic situations. We put all these systems to the test in heavy traffic and were suitably impressed by how simple they are to operate. Park assist is also fitted as standard.

A comprehensive head up display communicates information such as speed, traffic sign information and navigation, keeping the drivers eyes locked on the road. Front and rear park distance control is included along with a 360-degree camera.

Pricing and Warranty

The BMW 750i Design Pure Excellence is priced from R1 849 796 and is sold with a 2-year/unlimited km warranty and 5-year/100 000 km maintenance plan. Note that a long list of options are available for the BMW 7 Series. Our test unit had over R290 000 worth of optional equipment fitted, escalating the overall price to at least R2 140 000.

Verdict

This latest BMW 7 Series is one of most technologically advanced cars we’ve had on test and it’s by far the most refined, well-built and lavishly appointed cabin we have seen from BMW. The 750i’s performance is commendable too. It’s a smooth and comfortable cruiser with poise that belies its size but it also has oodles of power to tap into and delivers it discreetly and with utter tact. The 750i is a marvellous car to drive.

With a wealth of useful and impressive technology onboard, BMW has pushed the boundaries of what is possible to the next level. There’s much to appreciate about this new 7 and for now, at least, the 7 Series has hit the mark. Or has it? Faults are difficult to find but given that rear legroom could be better and that it’s not particularly striking to look at, which is its Achilles heel, this latest 7 Series is not perfect. Then again, what car is?

Search for a new / used BMW 7 Series on Cars.co.za

BMW 750i Design Pure Excellence – Quick Specs

Related content:

BMW 740i (2016) Review

BMW succeeds Benz as World Luxury Car of the Year

BMW 7-Series (2016) First Drive

Interested in buying a BMW 7 Series?

Find one on Cars.co.za

Mini Announces Hardcore, Track-Focused JCW Challenge

Mini has announced an even more extreme version its JCW performance model. Sadly this model won't be coming to South Africa as it's a limited edition purely for the UK market.

While the actual engine itself hasn't been upgraded, the rest of the Mini JCW Challenge receives numerous go-faster mechanical bits. Big front brakes, Nitron NTR R1 adjustable suspension, Quaife limited-slip differential and Michelin Pilot Sport Cup 2 rubber are the main performance changes, while most of the visual accessories from the Mini JCW catalogue have been applied. These include lower front splitters, rear spoiler add-ons for the already large roof spoiler, rear diffuser and rear splitters for additional aerodynamic performance. There's also a carbon fibre air intake, which further complements the look of this new model, as do the carbon fibre mirror covers.

At the rear, a JCW Pro exhaust features a carbon fibre tailpipe finish. This exhaust is unique, as its tone can be controlled via Bluetooth, giving you a choice of Sport or Track to entertain your ears. As mentioned earlier, power from the 2.0-litre turbocharged four-cylinder motor is unchanged and it continues to produce 170 kW and 320 Nm of torque. Power reaches the front wheels via a six-speed manual transmission. The Mini John Cooper Works Challenge comes in a White Silver paint finish with unique graphics, as well as 17-inch alloy wheels finished in black paint. Only 100 units of this limited edition track toy will be built and they're all destined for the UK market only. We hope that a similar version for South Africa comes to market, as the idea of a track-focused Mini is a great one. 

Check out used Mini Cooper stock and get yourself a fun bargain here

Read why the Mini Cooper is one of our favourite forgotten performance hatchbacks

Limited-edition Tata Xenon Evolve in SA

 

Tata introduced the Evolve limited-edition version of its Xenon bakkie in South Africa earlier this year and the offering has now been expanded to include a new exterior colour.

There’s a large market for affordable double-cab bakkies in South Africa and we recently created a list of South Africa’s cheapest family double cab bakkies (with ABS and airbags) and the Tata Xenon XT cracked the list. In an effort to offer even more value for customers, Tata introduced a limited-edition Evolve model earlier this year, which is based on the Xenon XT.  Until recently, it has only been available in white, but Tata has now added black as an option to further expand the appeal of the Evolve.

More features for Tata Evolve


The Tata Evolve is now offered in black.

The Tata Evolve limited-edition bakkie is fitted with a host of added features that sets it apart from its stablemates. These features include a roll-over bar, side steps for easy access, a front nudge bar for added kerb presence and a tow bar. The look of the Evolve is further emphasised with special badging and a decal package. In addition to these appointments, Tata has revised the design of the 16-inch alloy wheels for added effect.

The inclusion of leather upholstery will be welcomed by customers while the "Evolve" logo can be seen on the interior floor mats.

The Tata Evolve is also packed with useful features such as GPS navigation, Bluetooth capability, electric windows, audio system with MP3 player, air conditioning and power steering with a tilt-adjustable steering column. In terms of safety, the Evolve bakkie is equipped with two airbags (for the driver and front passenger), as well as ABS with EBD.

Engine power


The Tata Evolve is available as a 4×2 or 4×4 on special request.

The Tata Evolve is powered by a 2.2-litre turbodiesel engine that develops 110 kW and 320 Nm of torque, with a five-speed manual transmission delivering power to the rear wheels. The Evolve is offered as a 4×2 with a rear diff-lock. Customers can also opt for the 4×4 option upon special request.

Tata Exonon Evolve special edition price in South Africa

Tata Xenon Evolve special edition R269 995

Price includes a 4-year/120 000 km warranty and a 5-year/75 000 km service plan with service intervals set at 15 000 km. 

Related content:

South Africa’s cheapest family double cab bakkies (with ABS and airbags)

Interested in buying a 

Track Test – Ford Focus ST [Video]

Whereas hot hatch aficionados are frothing with excitement ahead of the arrival of the Ford Focus RS, don't forget that the Blue Oval updated the RS' little brother, the ST, last year. How close can the ST come to matching the lap times set by the BMW M2, Mercedes-AMG A45, Audi RS3 and Honda Civic Type-R at Killarney? Let's find out…     

Last month, we launched our biggest track test video (featuring the aforementioned cars) ever; the comments section on our Youtube channel simply exploded with activity! However, many people wanted (no, demanded) to know why didn’t we include the Ford Focus RS?

Well, the answer is fairly straightforward: at the time of filming, the Ford Focus RS was not yet available to the media or the public in South Africa.

And so while we wait for the RS to arrive, we thought we would send our racing driver, Ashley Oldfield, out to set a lap time in the Ford Focus ST, the more affordable hero hatchback. No-one is expecting it to defeat any of the first set of cars, but, how close can it get?

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Interested in a used Ford Focus ST? Find one on Cars.co.za

Or perhaps a brand new Ford Focus ST revs your engine

Peugeot releases 3008 GT range-topper

Peugeot has announced that the new 3008 GT will be the range-topper, for now.

The Peugeot 3008 made its internet debut last month (May 2016) with its official unveiling set for the Paris Show later this year. Local models will hit the market in early 2017.

The GT incorporates a few design tweaks to individualise the compact crossover's appearance and receives the most powerful version of the 2.0-litre turbodiesel engine (134 kW).

The exterior of the GT model benefits from a model-specific front bumper and LED lights. The tailpipes for the GT model are chromed for a bit of sporty edge, while the “black diamond” (two-tone) roof is a standard finish. The 2-tone paint scheme (Coupe Franche) is also available, but as an optional extra.

The final touch for the exterior is 18-inch 2-tone diamond-cut aluminium wheel rims and chrome door mirror shells

Inside the GT

The GT line gets the all-new i-Cockpit system, with a configurable instrument cluster. The infotainment system has also gone through a re-think and features 3D navigation as standard. TomTom plans to implement the live traffic updates to the navigation system for free for the first 3 years, Peugeot said in a statement. The contoured seats are covered with a 3-material TEP/Alcantara trim, or optionally, Nappa leather. The compact steering wheel sports the GT logo in chromed steel on its flat-bottomed end.

Related content:

New Peugeot 3008 coming to SA in 2017
New Peugeot 3008 pushes mobility further
Peugeot 3008 2.0 HDi Allure (2014) Review

Interested in buying a Peugeot 3008?

Find one on Cars.co.za

Toyota Adds 2-tone Paint Option To Yaris Line-up

In an effort to make its Yaris small hatchback more appealing, Toyota South Africa has added 2-tone paint options to the line-up. What else is new?

The Toyota Yaris is a solid offering, but it lacks a bit of pizzazz. However, Toyota South Africa has made available 3 new 2-tone paint jobs to the range. Despite the most common colours being white and silver, these new colours will be popular. The combinations are Pearl White, Crimson Metallic and Grey Metallic and all three have a metallic black top half. As pictures will attest, the Crimson Metallic with black looks very eye-catching. You can spec bi-tone paint on the entire line-up, ranging from the bottom Yaris 1.0 Xs 5dr to the Yaris HSD 1.5Xs CVT.

You'd expect something like this to add some numbers onto the price tag, but it appears that Toyota South Africa isn't charging anything extra for the extra vibrancy. The Prospecton-based company's marketing material is claiming the 2-tone is available as a no-cost option, which is good! 

The Yaris is not badly equipped: electric windows, leather-wrapped (multifunction) steering wheel and gear knob, touchscreen infotainment system, and Bluetooth hands-free functionality are standard, as are ?15-inch alloy wheels, remote central locking, air conditioning, electric mirrors, power steering, dual front and side airbags and ABS with EBD and Brake Assist.

The top-of-the-range HSD (hybrid) model offers the above specification as well as a reverse-view camera, traction control, keyless start, and LED daytime running lights.

Toyota Yaris Price in South Africa

Petrol-powered Toyota Yaris variants come with a standard 3-year/45 000 km service plan while the Hybrid model comes with a 4-year/60 000 km service accompanied by an 8-year/ 195 000 km hybrid battery warranty. 

Yaris 1.0 Xs R186 700
Yaris 1.3 Xs R215 700
Yaris 1.3 Xs CVT R228 700
Yaris HSD 1.5 Xs CVT R298 000

Related content: 

Read a review of the Toyota Yaris here.
Check out used examples of the Toyota Yaris here.
See how the Yaris models stack against each other here.

Interested in buying a Yaris?

Search for one on Cars.co.za

 

Facelifted Ford Ecosport spy shots

Ford has been testing the facelifted Ecosport ahead of its international reveal in November 2016.

The Ford Ecosport has been a topseller in South Africa due to its keen pricing, good looks and compact SUV proportions that seem to be all the rage at the moment. The mid-life facelift is now due and Ford has been adding the finishing touches to its design.

The test mules in the pictures above are heavily camouflaged in the areas that the new bits will be fitted to. There’s likely to be a new front bumper, as well as updated headlight and foglight designs. At the rear, the spare wheel is still mounted on the tailgate although it’s not certain whether the production model will still have the spare mounted outside the car.

The inside too will get a reasonable update, mostly consisting of updated technology. Ford Sync2 looks most likely to be fitted (as it is in the current Fusion, Ranger and Everest). The interior will also get new switchgear to neaten up the cabin’s appearance.

The engine range is unlikely to change with Ford retaining the 1.5-litre naturally aspirated petrol motor, the 1.0-litre turbopetrol and the 1.5-litre turbodiesel.

The facelifted Ecosport should make its global debut at the Sao Paulo Auto Show in November this year. The model will only officially go on sale in 2017 however.

Search for used Ford Ecosports here

Image credit: S.Baldauf / S.B. Medien?

 

Volkswagen Polo Vivo GTS (2016) Review

Considering the strong market support for the preceding Polo Vivo 1.6 GT derivative, it is clear that the Volkswagen budget offering’s appeal is not only restricted to the entry-level models. We tried out the new GTS flagship to discover why.

Should you buy a 2016 Volkswagen Polo Vivo GTS? This review will help you make an informed buying decision!

We like: Solidity, spaciousness, grip, cabin detail

We don’t like: Coarse engine, ride

Alternatives:

  • For better performance: While a zero to 100 kph time of 10.6 seconds is pretty good at this price level, the GTS is beaten by the entry-level Mazda2 1.5 Active (8.7 sec). Another entry-level offering, the Opel Astra 1.0T Essentia, is also slightly quicker. And let’s be honest… acceleration times account for only part of an overall performance package. The naturally aspirated Mazda has a sweeter revving engine compared with the coarse Volkswagen, and the Opel’s power is spread across a wider engine range courtesy of turbocharging. So, if you want performance and don’t mind relatively “mundane” looks, both the Opel and Mazda are strong alternatives.
  • For a racier look and feel: This is where the Polo Vivo GTS arguably excels. With its lowered suspension, fat tyres and gunmetal-coloured alloy wheels it doesn’t only offer plenty showroom appeal, the suspension and tyres actually contribute to a sportier feel on the road and through the steering wheel. At the price, it can’t be beaten in that regard, seeing as most of its rivals (on price) are the entry-level derivatives of their respective model ranges.
  • For greater value: Whether the Polo Vivo GTS constitutes good value depends greatly on what you’re after. If you want something relatively spacious that is also sporty-looking and includes a reasonable number of features, the GTS is hard to beat. At this price the Corsa 1.0T Essentia is attractive, but it is the base-model Corsa and lacks a few features, which will bump up the price. And the Mazda2, which certainly has the performance, is also a base model, so may not offer sufficient desirability.  

What is a Polo Vivo GTS?

For the past few years, Volkswagen has been doing reasonably brisk business with a sporty “GT” version of the Vivo. Compared with a standard Vivo 1.6-litre, the GT (and the new GTS) merely offer racy visual addenda over and above a widely loved package. With the GTS, this concept has been refined, so you can feast your eyes on a roof painted in black, side mirror housings in gloss black, striking 16-inch Rivazza alloy wheels in a grey metallic gloss finish, two-tone GTS side decals and a few other GTS-specific details. It is also offered in five colours; besides the Reflex Silver of our test unit, Pure white, Flash red, Sunset red and Pepper gray are also available.

So, if you’ve got around R200 000 to spend and you want something that looks a bit racy, but can’t afford to sacrifice the convenience of 5 doors and good cabin features, then the Vivo GTS may very well be a good fit for you.

How does the Polo Vivo GTS fare in terms of…

Desirability?


The previous-generation Polo’s design has dated well, so Vivo remains an attractive offering.

It’s hard to believe, but one of the main reasons why a buyer would consider this particular Vivo derivative is… desirability. After all, there are more modern offerings around at the same price. There are safer choices, too, as there are more spacious and more feature-packed ones… the list goes on. However, during our test period with the GTS one thing became clear –South Africans, of all ages, genders and races – seem to be drawn to this model, and often enquired about what makes it a GTS derivative. 

The basic Vivo design (or, let’s be honest, old Polo design), still clearly holds plenty of appeal, and Volkswagen’s racy add-ons appear to have hit a sweet spot. Park a GTS next to a late previous-generation Polo, or even an early Vivo, and you’ll be amazed at the extent of the design detail that Volkswagen has introduced since the Vivo made its debut. 

The GTS’ lowered ride height is particularly apparent; it looks quite purposeful as it crouches on those dark, 16-inch wheels. At the rear there are double chrome-tipped exhaust outlets and a subtle spoiler. Interestingly, there is not even one Polo or Vivo badge to be found on the car’s exterior… 

Inside, the changes are similarly tasteful and effective. The leather-wrapped, three-spoke steering wheel is particularly attractive and nice to hold, while the chequered cloth upholstery has a lovely retro look to it. And then there’s the build quality. Volkswagen’s Uitenhage factory (where the Vivo is built) recently came out on top when compared with a dozen other Volkswagen factories world-wide, and it shows. The Vivo didn’t squeak or rattle once during the test, and the soft-touch fascia finish remains a nice-to-have at this price level.

So, while some may think that these additions are not enough to make a humble Vivo “desirable”, in reality, at this price level, there isn’t really anything else that would offer similar showroom appeal to an enthusiastic young car buyer. 

Performance and handling?


Lowered ride height and fat tyres contribute to high grip levels and a sporty feel.

Let’s deal with the handling part first… Like the GT before it, this GTS boasts a slightly lowered ride (by 15 mm). It also gets 16x7J alloy wheels shod with some pretty wide (205/45) Bridgestone rubber. To drive, it has quite a different feel to a standard Vivo. It rolls much less in the corners and grip levels appear to be signficantly higher too. Consequently, it’s a car that can corner with a surprising degree of exuberance. There’s still not much feel from the steering wheel, but at least it is nicely weighted and pleasingly direct. A slight downside of the impressive dynamic showing is the ride quality. Due to the suspension’s sporty setup, the going can get quite bumpy over poor surfaces.

In terms of performance, the news is not as positive. The GTS uses the same well-proven 1.6-litre 4-cylinder engine as its Vivo siblings. The unit develops 77 kW and 155 Nm of torque, which is competitive with the smaller-capacity vehicles priced around it. So the performance is there. Unfortunately, you have work the engine quite hard to extract optimal performance, which wouldn’t have been such a problem if only this powerplant wasn’t so coarse. It’s not particularly keen to rev and the sound it emits while doing so is somewhat pained. 

The engine is mated with a 5-speed manual transmission that offers that typically Volkswagen “notchy” shift quality, which is loved by fans of the brand, but loathed by others. A potentially bigger problem (over an extended period of time) than the coarse engine could be the gear ratios. Yes, the short ratios give the GTS spirited sprint performance, but when you’re not churning the ‘box enthusiastically, the resultant engine drone can become tiresome. Cruising at around 120 kph in top gear results in quite a lot of engine noise in the cabin.

Standard features & comfort?


Not an unattractive interior for such an old design!

Volkswagen has specified the Vivo GTS with a younger “enthusiast” in mind. As such, there is a definite focus on things that look and sound nice. Besides the aforementioned attractive interior trim, the star of the show for many will be the comprehensive sound system. It offers 6 speakers and Bluetooth, SD card and USB functionality from a neatly integrated interface. 

Also included as standard are: front fog lamps, electric front windows, air-conditioning, power steering, dual front airbags and ABS with EBD. As is to be expected, there is no traction control. You also have to adjust the side mirrors manually, which is a bit of a pain. Cruise control can be specified at extra cost.

Still, comfort levels are reasonably good, ignoring (for a moment) the noisy/strained engine note at higher cruising speeds. The seats are superb, with especially the front sports seats receiving plenty of praise for their combination of comfort and support. 

Practicality?


Five-door body and relatively capacious boot make the Vivo GTS a practical daily driver.

Whereas the Vivo GT was initially offered in 3-door guise, the GTS is available only in practical 5-door form. This means that, notwithstanding its racy looks, the GTS still offers a healthy dose of daily-driver practicality. The boot is similarly sized to those of its (price) rivals, and decently shaped to accommodate bulky objects as well. A space-saver spare wheel is fitted underneath the boot floor. A slight downside is the single-piece rear seatback, where most rivals offer a 60:40 split/fold design. Should you require space for bulky objects that necessitates the folding of the rear seat, the Vivo is therefore immediately transformed into a two-seater.

Rear legroom is acceptable for what the car is and proved more than enough to transport young children in comfort. The news is good in front, too. The driver gets a rake- and reach-adjustable steering wheel, as well as a height-adjustable seat. And it is quite surprising (given the age of the design), to note that the Vivo can teach modern rivals a thing or two about oddments storage. There is a convenient shelf that spans the width of the cabin underneath the fascia and a multitude of other smaller hidey holes.  

Pricing and Warranty

The Vivo GTS sells for R199 900, which includes Volkswagen’s usual 3-years/120 000 km warranty. A service plan is optional and service intervals are scheduled for every 15 000 km.

Buy a used Volkswagen Polo Vivo on Cars.co.za

Verdict

With decent sales figures in its first two months on sale, it would appear that Volkswagen has judged the local market perfectly once again. In theory, the Vivo GTS should not succeed. After all, it is based on the previous-generation Polo, which was never a dynamic superstar. And to turn it into a Vivo, Volkswagen had to strip out many of the things that made the previous Polo feel like such an upmarket vehicle.

And yet… at the price, the Vivo GTS offers a desirable mix of look-at-me styling, sharper handling, spaciousness and a classy, well-made cabin. There is no direct competitor at around the R200 000 mark, so the facts that the engine is too coarse and that the GTS badge doesn’t come with extra performance are likely to have precious little impact on its appeal. 

Compare the VW Polo Vivo 1.6 GTS with the Mazda2 1.5 Active and Renault Clio Blaze

Frequently Asked Questions

Is the Volkswagen Polo Vivo a good car to buy in South Africa?

The Volkswagen Polo Vivo has a strong reputation in South Africa and is a consistent top-seller. It is often considered a reliable, affordable, and practical choice for everyday driving, with a strong focus on build quality. Its popularity also means there is a good market for used models and parts are readily available.

Where is the Volkswagen Polo Vivo manufactured?

The Volkswagen Polo Vivo is proudly manufactured in South Africa at Volkswagen’s plant in Kariega (formerly Uitenhage), Eastern Cape.

What are the engine options for the Volkswagen Polo Vivo in South Africa?

The Polo Vivo range in South Africa is available with several engine options, including naturally aspirated 1.4-litre and 1.6-litre petrol engines. The top-of-the-range GT model features a 1.0-litre turbocharged TSI petrol engine.

What is the Volkswagen Polo Vivo’s safety rating?

The Volkswagen Polo Vivo has a 4-star Global NCAP safety rating for Adult Occupancy Protection and a 3-star rating for Child Occupancy Protection. Key safety features include driver and passenger airbags, ISOFIX mounting points, and in some models, Electronic Stability Control (ESC) and side airbags.

Related Content 

VW Polo Vivo (2025) Specs & Price 

Reviews 

Volkswagen Polo Vivo (2018) Review

Volkswagen Polo Vivo GT (2018) Review

Volkswagen Polo Vivo GTS (2016) Review

Volkswagen Polo Vivo (2014) Review

Comparisons

New Polo Vivo vs Old Polo: How different are they?

VW Polo Vivo: 5 Good Alternatives to Consider

Rolls-Royce Showcases Vision Next 100 Concept


Rolls-Royce has showcased an outrageous concept to celebrate the BMW Group's centenary. It's using this concept to predict what the future of luxury motoring will be like.

It's officially called the 103EX Vision Next 100 Concept and it's claimed to represent a glimpse into Rolls-Royce's future. If you transported yourself forward by 100 years, is this what you'd see in the local Rolls-Royce dealership? Rolls-Royce says it is rejecting the idea of anonymous, utilitarian and bland modes of mobility in the future and that suggests that cars of the future will be autonomous, yes, but also spacious and beautiful. Cars will not be mainstream, but each vehicle will be customised to suit the needs of individual customers. 

This 103EX Vision Next 100 is fully autonomous and comes with its own digital assistant who also drives the car. She's called Eleanor and she's able to tell owners about their appointments and help them to schedule tasks while they travel in luxury. Powering the Rolls-Royce 103EX won't be the BMW-sourced V12 engine as the brand expects that large-capacity engines, let alone internal combustion ones, will probably not exist in 2116. Expect some form of (eminently refined) zero-emission propulsion in this breathtaking machine. 

Watch our video of the Rolls-Royce Ghost Series II

Check out our selection of Rolls-Royce models here