The Volkswagen Golf GTI Heartbeat Concept has been shown in Wörthersee, Austria in celebration of the 40th anniversary of the Golf GTI.
The iconic Golf GTI celebrates its 40th birthday this year and the annual Wörthersee GTI meeting has spawned a rather attractive Golf GTI concept that was created by 12 trainees as part of Volkswagen Vocational Training. The trainees, consisting of five women and seven men, put their heads together to create this one-of-a-kind Golf GTI Heartbeat project vehicle, which is the ninth project vehicle to be presented by apprentices since 2008. The Golf GTI Heartbeat concept is based on a standard Golf GTI Performance and took about nine months to create.
"During the creation of their dream GTI, our apprentices learn about the complexity of automobile production. We select especially talented young people and give them an opportunity at an early stage to learn from experienced colleagues from the entire company – for example from the design departments, the MultiMedia Center, the pilot hall and the paint shop" said Peter Christ, Head of Automotive Technology Training in Wolfsburg.
Banging Sound & Styling
The Volkswagen Golf GTI Heartbeat Concept celebrates 40 years of the Golf GTI with a high-end sound system.
This Golf GTI Heartbeat concept is painted in reflex silver metallic while the roof and front-end is covered in dark grey foil. A honeycomb-and-heartbeat design in tornado red gives the car a sporty look, as do the wide 20-inch BBS aluminium rims.
The cabin is fitted with two folding bucket seats taken from the Volkswagen Golf GTI Clubsport S and they feature a "40" emblem embroidered in crystal grey on the headrest. The back rests feature honeycomb perforations on a red background, which is also seen on the door insets and heartbeat symbols are found on the strips above the door trims and on the strip below the glove box.
Furthermore, there are no rear seats or boot and the space has rather been used to accommodate the powerful 1 360 watt sound system with seven speakers, which also incorporates a special HIFI system complete with LED lighting and engraved glass covers.
According to the National Association of Automobile Manufacturers of South Africa (Naamsa), April 2016 was yet another tough month for new vehicle sales as price increases prompt more buyers to consider the used car market. However, sales of light commercial vehicles showed only a marginal decline, while exports reflected sharp improvements.
Toyota has once again taken the throne as South Africa’s most popular car brand for the month of April 2016. The new Toyota Hilux had a major role to play in this achievement and it outsold its main competitor, the Ford Ranger, by as much as 808 units to become the best-selling vehicle in the country. Demand for new cars is currently in decline due to inflated list prices, which makes the used car market a more attractive option to vehicle buyers.
The outlook for 2016 remains largely negative due to continued pressure on economic growth and consumer disposable income. Increases in new car prices (between 12-15%) and the possibility of further interest rate hikes will continue to put consumers and business under pressure.
“Consumers can’t control interest rates or inflation, but they can control affordability through the car they buy. In the current economic climate the used vehicle market is their best choice,” Simphiwe Nghona, the chief executive of WesBank Motor Retail, was quoted as saying.
The outlook for export growth remains positive for 2016 with exports sales expected to expand to 360 000 units this year.
Volkswagen Golf GTI Clubsport S is official
The ultimate Volkswagen Golf GTI is here. Meet the Golf GTI Clubsport S, the most powerful variant of the iconic hot hatch you can buy. It's also the fastest front-wheel drive production car around the Nurburgring.
Meet the perfect way to celebrate 40 years of Volkswagen Golf GTI. VW will make only 400 Clubsport S units, of which 100 are destined for owners in Germany and given how popular the GTI is in South Africa, we're probably going to see a few units make it to our shores. Volkswagen has ensured that only the original GTI colours will be available: Tornado Red, Pure White and Deep Black Pearl Effect.
Mechanically, it's not too dissimilar to the current GTI. The power from the 2.0-litre turbocharged engine has been ramped up to 228 kW and 380 Nm. The power gain can be attributed to a new fuel pump, a modified engine control unit and a new exhaust system.
The Clubsport S's power reaches the front wheels through a six-speed manual gearbox. Expect 100kph to come up in 5.8 seconds and it will go onto a top speed of 260 kph. The car has also been put on a diet and the rear seats have been removed, making the Clubsport a strict two-seat vehicle. The kerb weight comes in at a tidy 1 360kg, which will help handling and acceleration.
The previous hot hatch to dominate the Nurburgring front-wheel drive leaderboard was the Honda Civic Type R, a fearsome track-focused hatch that lapped the Green Hell in 7 min 50.63. The new Volkswagen Golf GTI Clubsport S did it in 7 minutes, 49.21 making it the fastest. While the road-going customer cars will come with a strut brace, the Nurburgring car had a roll cage fitted for additional safety. A set of semi-slick Michelin Pilot Sport Cup 2 tyres were fitted which no doubt aided the Clubsport achieve its impressive time.
Smart ForFour (2016) First Drive
Smart has introduced its third-generation ForTwo and ForFour models in South Africa (with a turbocharged version expected to arrive in July 2016).
A small, stylish and fuel-efficient car makes most sense in built-up cities where space is dwindling and Smart, Mercedes-Benz’ urban mobility brand, is on a mission to transform the urban landscape with the introduction of its newcomers. Smart has been most successful in Europe and although its footprint in South Africa is tiny, bouyed by the Mercedes-Benz network, Smart is determined to infiltrate the local market with its new product aimed at younger buyers.
The launch of the new Smart ForTwo (two-seater) and ForFour (four-seater) took place in Cape Town’s bustling city centre and we were there to give the new Smart cars a whirl. Let’s see what’s on offer…
Smart range
At launch, both the ForTwo and ForFour models are powered by a 1.0-litre 3-cylinder engine that produces 52 kW and 91 Nm of torque through a 5-speed manual transmission.
A 0.9-litre turbocharged ForFour derivative (offering 66 kW and 135 Nm) with a 6-speed dual clutch transmission is expected to arrive in South Africa in July 2016. A total of four trim levels are available, including Base, Prime, Passion and Proxy.
In terms of safety, all models are fitted with ABS with EBD, Brake Assist, traction control, stability control and a total of five airbags. A number of optional safety features such as crosswind assist, forward collision assist and lane keeping assist can be specified.
Styling features
With its compact dimensions, the Smart ForFour is ideal for life in the city.
A new rear-engined, rear-wheel drive Smart ForFour now joins the ForTwo and they're hard to tell apart! The new Smart car features a larger honeycomb grille with three colours on offer including black, silver and white to match the rest of the body. The headlights are now sportier with U-shaped daytime running lights and there are more than 40 colour combinations for the body panels to personalise your Smart. The ForFour features a single upward-opening tailgate, while the ForTwo comes with a nifty two-piece tailgate to easily load items into the boot. There is a choice of 15- and 16-inch wheel designs.
The interior is funky with integrated seats and mesh fabric covering much of the dashboard and door panels (also available in a variety of contrasting colours). Large, circular air vents protrude from the dashboard, which add to the youthful interior design. A three-spoke multifunction steering wheel is optional and controls the audio, trip computer and cruise control. A JBL sound system with 8-speakers is fitted in the ForTwo, while the ForFour comes with a 12-speaker JBL system.
The interior is infused with youthful design elements. Note the rev counter and clock on the dashboard.
A Smart audio system is fitted as standard and is USB, MP3 and Bluetooth compatible. No navigation is available for this system, but with a smartphone cradle you can connect your smartphone to the system and access navigation directly off your phone. You can also specify the optional Smart media system that incorporates a 7-inch touchscreen that "floats" ahead of the centre console and puts all your infotainment at your fingertips.
Smart also offers a number of packages to spice up your car and these include a Sports Package, Urban Style Package, Comfort Package, Stowage Space Package, LED and Sensor Package, Cool & Media Package and Cool & Audio Package. In addition to these packages, a large number of accessories and features can be chosen to further enhance the look of your smart car.
How does the Smart ForFour drive?
The launch route took us from Cape Town's city centre to Warwick Wine Estate near Stellenbosch. We spent most of our time in the ForFour and although the route was short (65 km), it gave us a good idea of what the new Smart was capable of in both urban and highway situations.
In the city, the smart ForFour is right at home. With its small turning circle of only 8.65 metres, it’s easy to manoeuvre and park, even in the tightest of parking spaces. The ForTwo is even more impressive in this regard with a turning circle of only 6.95 metres. Manoeuvrability is by far Smart cars’ strongest trait.
In close-quarter driving situations, performance is adequate. The transmission is relatively smooth in operation and both the driver and front passenger have enough space to travel in comfort. Rear seat passengers are, however, compromised in the ForFour, there isn't much leg- and headroom at the back.
Out on the highway, however, the Smart ForFour struggled to cope with the expanse of the open road. In-gear acceleration is slow and overtaking requires careful attention. There’s simply not enough power and torque to instil much confidence on the highway. At 120 kph, the engine revs at 4 000 rpm in fifth gear, hampering fuel consumption. Smart claims 4.2 L/100 km for the ForFour (4.1 L/100 km for ForTwo) and on the highway we were averaging around 7.0 L/100 km. We also noticed a fair amount of wind noise entering the cabin.
In terms of practicality, the ForFour offers 185 litres of boot space, which expands to a total of 975 litres with the rear seats folded down. The ForTwo, on the other hand, offers 260 litres of luggage space. Overall, we feel that the Smart ForFour and ForTwo are more suitable for inner city commutes and longer trips out of the city are better left to bigger cars.
We will have both the Smart ForTwo and ForFour on test soon to give them a thorough evaluation. Stay tuned!
Smart prices in South Africa
Smart ForTwo 52 kW manual transmission:
Base R174 900
Passion R194 400
Prime R203 400
Proxy R207 400
Smart ForFour 52 kW manual transmission:
Base R179 900
Passion R199 400
Prime R210 900
Proxy R212 400
Smart ForFour 66 kW automatic transmission: (from July 2016)
Base R210 400
Passion R229 900
Prime R241 400
Proxy R242 900
All Smart models are sold with a 3-year/60 000 km service plan.
Ford Figo 1.5 Automatic Sedan (2016) Review
The successful Ford Figo was replaced in 2015 and this new model offers a lot more in many respects. But does it represent a comparable value proposition to its predecessor, or has it moved too far out of reach for budget buyers?
We like: Standard features, build quality, rear legroom, refinement
We don’t like: High price tag, underwhelming performance, awkward rear visibility
Alternatives:
For better value: Renault Sandero Stepway
The only hatchback in this price bracket and thanks to its low price, generous specification and turbocharged engine, it has become a formidable competitor and a sales success story. There's no automatic option and that engine does need to be worked hard to get the best out of it, which negates any fuel consumption benefits. It boasts a better specification list, but costs R20k less than the Ford.
For better resale: Volkswagen Polo Vivo 1.4 Trendline sedan
The Volkswagen's build quality is more solid and its a better open-road cruiser than the Ford, but the VW is comparatively down on power. The Ford offers a more capacious boot and more specification for a slightly higher price tag.
For less money, but a similar drive: Suzuki Swift Dzire 1.2 GL
The Suzuki Dzire follows the same exciting recipe as its Swift hatchback cousin and is fun to drive. It's down on power, has slightly less specification and, unfortunately, the rear seats cannot fold down to increase boot space. It's cheaper than the Ford, however.
The new Ford Figo line-up has expanded considerably and for the first time, there’s now a sedan model, which you see tested here. Unlike the previous model that was based on a previous generation Fiesta, this is an all-new vehicle.
While the styling of the hatchback is pretty positive, the sedan is anonymous and generic. The front thankfully retains that new nose that has traits from other models from Ford’s arsenal. While the immediate looks aren’t completely convincing, ultimately looks count for very little when it comes to a critical assessment of this derivative.
How does it fare in…
Performance and economy
The Figo's dashboard is rudimentary but does include an outside temperature reading.
The Figo is powered by an 82 kW 1.5-litre petrol four-cylinder motor that produces 136 Nm of torque and drives the front wheels via a Powershift automatic transmission. The sedan's not going to break any performance records, but the real test is how well it fares when loaded with passengers and goods.
The result is not particularly inspiring. While the vehicle tips the scales at a lightweight 1 068 kg, the addition of passengers and luggage results in a weight increase that the Figo's engine struggles to cope with. Its performance is satisfactory when there’s just a driver on board, but a vehicle like this has generous rear legroom and a cavernous boot, yet feels sluggish when loaded and that does not bode well for the motoring in the thinner air at the Reef.
We’re not saying the engine is incapable of moving a fully-loaded Figo, it’s just that it will sound laboured and lethargic, and the transmission is likely to kick down constantly. Uphill climbs were a particular test that the loaded Figo battled with, but once you’re on a level freeway, the Ford trots along with adequate momentum. As for the shifts themselves, the 'box's responsiveness tended to be on the slower side.
Ford claims a 6.0 L/100 km figure on the combined cycle, but it’s impossible to achieve a return that's remotely close to that in reality. In our week’s worth of testing, the Figo returned a figure of 8.1 L/100km.
Ride and drive
Even if the Figo sedan isn’t the most energetic of performers, it does offer a good ride quality over poorly-made roads. Its 14-inch alloys sit nicely in thick-walled 175/65 rubber, which provides some bump absorption against the ruts of a deteriorating road. Due to its light weight and slabby shape, the sedan does get buffeted about by the strong winds that are prevalent in the Cape at this time of year, but its size gives it a nice balance between compact city car and practical sedan. Meanwhile, the steering is pleasantly light in feel and parallel parking is an effortless task.
Build quality (for what you’re paying) is impressive; the cabin's noise insulation is quite good too. It's a simple and unfussy vehicle to drive and visibility is good from the front and sides. The rear window makes reversing a mild challenge, however, as initially you'll forget you're in a longer car (park distance control would solve this issue, but that would push the Figo's price even higher).
The gearbox is geared for economy and doesn't like to be rushed. You can manually change gears by using a button located on the right of the transmission selector, but it sits in an awkward position and requires familiarisation. Despite trying out the automatic and manual override modes, we felt it was best to leave the 'box to its own devices.
Space and practicality
What the Ford Figo does really well is to provide generous space and practicality. There are plenty of little oddment spaces for your keys, wallet and cellphone, as well as ample recesses in the doors to store a pair of water bottles. The Figo’s glove compartment is also generously sized and its boot can swallow up to 445 litres of cargo, if the marketing material is to be believed (this can be increased if you fold the rear seats down). Its hatchback sibling’s luggage capacity, by comparison, is a paltry 257 litres, at least according to Ford's claim. If optimal space is what you need then best go with the sedan version.
Rear legroom is to be complimented. Our testers' sit-behind-yourself tests revealed there's plenty space for a pair of adults at the back.
Standard features
Automatic air-con is a nice-to-have feature on a vehicle in this price bracket.
The Titanium specification is the highest in the Figo range and includes a multitude of modern conveniences. For the record, there are three specification levels: Ambiente, Trend and Titanium. Titanium spec gets you (single-zone) climate control, electronic stability control, Ford Sync connectivity, USB and auxiliary inputs, and a multifunction steering wheel (with audio controls). Cruise control is strangely missing; we think it’d make open-road cruises more pleasurable.
The number of safety systems is comprehensive too. There are 6 airbags, hill start assist, electronic stability control and anti-lock brakes (ABS).
Verdict
Even though the Figo looks a bit slab-sided, its notchy rear section hides a capacious boot section.
The new Ford Figo is a more expensive proposition than the outgoing model. Whereas the previous generation model remains on sale (and given its value offering, will probably keep the sales numbers ticking over), the changes to the newcomer's interior and model line-up make a significant difference.
The adoption of the interior from the current Fiesta is an excellent move, but that dashboard design is several years old, so while it feels like an upgrade, even Ford fans will point out that it’s hardly cutting edge. What is worth noting, however, is the addition of Sync Bluetooth connectivity, which works well.
The weakest link in the Ford Figo’s armoury is its engine, and, more to the point, the calibration of the motor with the self-shifting transmission. While the vehicle can get by effortlessly with just the driver to transport, it struggles when fully loaded.
It’s a pity, because the rear legroom and substantial boot space make the Ford Figo a great-sized vehicle for small families. Thankfully there’s a turbodiesel motor in the Figo line-up that offers similar levels of power, but torque is increased dramatically. Strangely, the oil-burner is only available in hatchback configuration.
Ford Figo price in South Africa
The price of the new Ford Figo puts it R20 grand more expensive than the old Figo, with this top-of-the-range sedan costing R209 900. The Figo range starts from R162 900. The price includes a 2-year/40 000km service plan, 4-year/120 000km warranty and 3 years’ worth of roadside assistance.
In the acceleration-obsessed world of drag racing, one aspect of a car’s setup is often crucial to victory: all-wheel drive. Sending power to all four wheels significantly aids traction and helps the car move quickly off the line in those all-important first few seconds of a quarter mile drag race.
Which makes our latest drag race very interesting; although these cars have similar levels of power and torque, the BMW is rear-wheel driven while the plucky Mercedes-AMG A45 4Matic, now with even more power after a facelift, is all-wheel driven.
With the odds stacked in the AMG’s favour, would the latest M car from BMW be able to claw back a victory in tough conditions?
Now that the local introduction of the limited edition Golf GTI Clubsport is imminent, Volkswagen is readying an even hotter 228 kW S version that will debut at the brand’s Wörthersee event.
The eagerly-awaited GTI Clubsport is fitted with a 2.0-litre turbocharged engine that churns out 195 kW with an overboost function that pushes that output up to a heady 213 kW for short periods of time. We expect the model, which has a claimed 0-100 kph time of about 6 seconds, to retail for approximately R499 000 and that numbers will be very limited! Recently, were fortunate to spot two pre-launch vehicles being tested in the Southern Cape recently:
However, the Clubsport won’t be the hottest Golf to go into series production for long, however. Our spy photographer has snapped images of a car that will be unveiled at the upcoming 35th Wörthersee event and produce a peak output of no less than 228 kW… Two prototypes of what appeared to be a Clubsport S were seen being tested at the Nurburgring.
'We could see the S'
“They were almost undisguised and just the ‘S’ letter in the Clubsport S livery was covered with black tape. We saw the S letter with our own eyes, but couldn’t get a picture when they briefly took the tape off,” the lensman said.
The fact that Volkswagen has persisted with a front-wheel-drive configuration for the Clubsport S goes beyond the need to develop another “most powerful full-production Golf to date”, however.
In fact, some reports suggest Volkswagen’s determined to eclipse the current Nurburgring lap record for a front-wheel-drive car (set by a prototype of the Honda Civic Type R) and has honed “the model’s driving profile for (the Nordschleife circuit) with help from racing drivers."
Even though Volkswagen refers to this new addition as a “full-production” car, it will not be a permanent member in the Golf GTI's lineup as 5 000 units have been earmarked for production. We cannot help but wonder how many of the Clubsport S models will eventually reach South Africa… If it arrives, aficionados are bound to snap them up quickly…
Picture credit: S. Baldauf/SB-Medien
Watch the Volkswagen Golf GTI ClubSport S teaser video:
Mercedes-Benz is readying its double-cab offering, which is expected to make its official debut next year. Even though it will be based on a modified (new-generation) Nissan Navara platform, it will be appointed to a level of luxury that will satisfy brand loyalists and will be sold and serviced through conventional Benz dealers.
According to our spy photographer the fully disguised prototype appeared wider (ostensibly owing to the Mercedes having a broader track width) than the Navara and “although the exterior design still looks a lot like the Nissan’s, but that should change when this car goes into production in 2017.
“We suspect that Mercedes has an altogether different interior (to the Navara), because the prototype had a completely disguised cabin,” he concluded.
This is our first look at (the albeit heavily disguised) Mercedes-Benz, which is widely expected to be named the "GLT" when it goes into production. It was conceived for markets in which high-spec derivatives of otherwise commercially-oriented pick-ups are popular and South Africa’s a prime example.
Mercedes-Benz commercial vehicle division head Volker Mornhinweg revealed last year that the “GLT” (its official name has yet to be confirmed) will be produced in 3 specification levels and in the double-cab body style only. It is expected that turbopetrol and –diesel powerplants will be offered in 4- and 6-cylinder guises and that there will be a choice between 6-speed manual and 7-speed automatic transmissions.
Speaking to Cars.co.za at the 2015 Frankfurt Show, Mornhinweg said that the double-cab would offer sufficient build- and driving refinement to warrant being retailed by Mercedes-Benz passenger vehicle dealerships (as opposed to its commercial vehicle outlets). The premium focus would extend beyond Benz offering the most luxurious cabin in its segment, he added — the level of integrated technology (convenience- and safety-wise) will be at a level that traditional Mercedes-Benz customers have come to expect. We'll provide more details when they become available…
Toyota Fortuner vs Ford Everest (2016) Comparative Review
The Toyota Fortuner has dominated the bakkie-based SUV segment since 2006, but, after Ford fought back with a much-improved Everest, Toyota retaliated with an all-new version of its segment leader. So, which one should you buy?
This comparative review of the 2016 Toyota Fortuner and the Ford Everest provides useful information if you’re considering purchasing these vehicles in the used car market.
At a Glance
Ford Everest 3.2 4×4 XLT
Toyota Fortuner 2.8 GD-6 4×4 6At
Price (April 2016)
R634 900
R589 400
We Like:
Space and practicality
New engine
Ride comfort
Value for money
Warranty and service plan
Interior style and quality
We don’t like:
Pricey
Impractical third row of seats
Lazy engine
Jiggly ride
What are they?
Historically, manufacturers have played it quite safe in terms of the styling and packaging of their bakkie-based SUVs. As a result, offerings in this segment tend to be focused on practicality, ruggedness and off-road capability. These two models, however, incorporate a raft of modern styling cues while retaining the off-road capability you’d expect from vehicles built on ladder frames. Spec-wise, they’re closely-matched: turbodiesel motors with automatic transmissions, standard leather trim and an array standard safety features that elevate the Ford and Toyota to the summit of the affordable full-sized family SUV segment. The Everest XLT and Fortuner 2.8GD-6 are also similarly priced, but it’s interesting to note the entire Fortuner range sits below the cheapest Everest — at least for now.
How does the Toyota Fortuner and Ford Everest compare in terms of?
Drivetrains
The Fortuner (right) has the more willing engine in both on- and off-road situations
The major news in this department is that the Toyota Fortuner sports an all-new 2.8-litre 4-cylinder turbodiesel motor that succeeds the venerable 3.0 D-4D and is said to deliver better power, torque and fuel efficiency. The engine debuted in the new Hilux and impressed us in the bakkie group test. It’s slightly less powerful than the Ford’s unit: 130 kW compared with 147 kW, but the torque outputs are similar (450 Nm for the Fortuner, 470 Nm for the Everest). You wouldn’t really guess the Everest is more powerful though, as its engine feels comparatively lazy under acceleration. The Toyota unit’s power and torque delivery feels more refined and the motor’s also a bit quieter.
Both vehicles employ a six-speed automatic transmission with a low-range transfer case. They feel quite similar in the way that they operate: they’re robust and reliable rather than fast- and smooth-shifting. The Toyota’s multifunction steering wheel is equipped with shift paddles (whereas the Ford isn’t) — not that it matters much, because the transmission’s responses to driver inputs are sluggish.
In terms of fuel economy, both models are claimed to return consumption figures of under 10.0 L/100 km (8.2 for the Everest and 8.5 for the Fortuner). After spending over 1 000 km in each of the cars in a variety of driving conditions, the Toyota proved more economical in practice. The Fortuner averaged 9.9 L/100 km, while the Everest proved comparatively thirsty at 11.1 L/100 km.
Practicality
Much has been made of the differences between these vehicles’ seven-seat configurations. The Toyota Fortuner has retained the “third-row seats suspended from the cab’s sides” setup; they can be folded in and down when needed. They are spring loaded now, so less effort is required to lift them into place when they need to be stowed. Unfortunately, they are never entirely out the way.
While Toyota’s method means the Fortuner has a larger load bay and a lower loading height, the rearmost seats hamper the vehicle’s overall practicality. The load bay width is restrictive when loading bulkier objects, such as a bicycle or cooler boxes. By contrast, the Everest uses a more standard system where the third row of seats simply folds flat into the floor. The Ford’s load bay is marginally smaller, but the space is more useable when the rear seats are folded down.
The Everest is also roomier when you start to fill the cabin with people. With all 7 seats filled, the back row passengers have more head and shoulder room in the Everest than the Fortuner and the impression extends in rows 1 and 2. What’s more, while both contenders’ second rows can slide fore and aft to tailor the levels of legroom available to those seated in rows 2 and 3, the Ford’s longer passenger area affords a greater range of adjustment… and therefore greater comfort on longer journeys. Suffice to say the Everest feels the roomier vehicle; it utilises its space better than the Fortuner.
It must be noted that both the Ford and Toyota have an unbraked towing capacity of 750 kg. For the purposes of towing a braked trailer the former (3 000 kg) holds a 200 kg advantage over the latter.
Off-road ability
Both SUVs offer exceptional off-road abilities and are hard to separate in this department
The rugged nature of these bakkie-based SUVs is part of their allure… Their ability to cope with the rough stuff on weekends and then still look smart on the school run during the week go a long way in explaining their sales success, especially for the Toyota. As mentioned above, both models have low-range ability that allows them to crawl over the toughest obstacles and both have electronic switches to lock the rear differential. The Fortuner comes standard as a two-wheel drive vehicle that can be shifted into four-high and four-low ranges. The Everest is always a 4×4 with the option to switch into four-low. It’s probably why the Fortuner is a slightly more economical vehicle in everyday driving situations.
Clambering around the ruts, holes and hills on our test route, the Fortuner’s engine seemed more willing to surge its body over the crests, while the Everest would labour more cumbersomely. The skid plates on the sides of the Everest are flexible and bend as they come into contact with the ground at break-over point. The Fortuner’s items are less flexible and tended to dig into the turf.
With lockable diffs and low-range, there wasn’t much that the vehicles couldn’t handle and even when traversing sand dunes the SUVs seemed evenly matched. The Everest has a multi-terrain selector dial that allows you to adjust the off-road settings to the specific surface ahead – mud, rocks and sand. The Fortuner, in turn, just gets on with the job and feels equally capable off-road.
Ride comfort
The Everest is a more comfortable vehicle, especially over uneven surfaces
These vehicles are likely to be used on long trips to far-flung destinations and notably on holidays, with families on board. Ride comfort is of paramount importance, but the rigid structure and load bearing capabilities of a ladder chassis are not conducive to ride comfort. Whereas its Hilux sibling features traditional leaf springs at the rear, the Fortuner uses coil springs to improve ride comfort.
The Everest is equipped with coil springs as well, but it feels the comfier car overall. On most road surfaces, the Fortuner feels a trifle jiggly over bumps — it seems very stiffly sprung over the rear axle… bumps can unsettle it and shake the cabin around. By contrast, the Everest feels more pliant over bumps and on a dirt track. Its rear end feels more planted, which contributes to a much more comfortable ride quality and makes the Ford easier to live with on long journeys.
The Fortuner makes more sense when it has rough terrain to deal with. In off-road situations, the Toyota’s more adept at clambering over rocks or smacking through dongas than its rivals. As it happens, the Everest’s softer ride quality can lead to a loss of momentum in the bumpy stuff.
Fortuner feels jiggly over bumpy surfaces where the Ford softens out the bumps better
There’s little to choose between the contenders in the handling department. Both SUVs have light steering actions that make them easy to use in off-road conditions, but their tillers are a little vague around centre at highway speeds. Both sport improved body control in cornering situations and display markedly less body lean in the bends than their predecessors. They deal with corners and turning at intersections like modern monocoque SUVs than their bakkie underpinnings suggest.
Interior execution
The Ford and Toyota’s specification lists are awash with modern tech and safety features. Both cars have large touchscreens as standard that connect easily with Smartphones, although neither has satellite navigation, which is strange considering that they’re touring vehicles. The standard spec on these two models is pretty good, but it’s the Fortuner that offers slightly more kit, with keyless entry and LED-adorned headlamps. The Ford has a reverse-view camera and park distance control where the Fortuner has only a camera – but that’s all you really need, anyway. Leather seats are standard on these models as is climate control, cruise control, a multifunction steering wheel and USB ports.
In terms of interior fit and finish, the Fortuner feels a more premium product. The leather panels alongside the fascia are upmarket and the build quality seems to be of a high order. The Everest lacks these neat touches to make it a premium proposition and some of the switchgear feel a bit plasticky. The digital instrument cluster on the Everest is impressive and allows the driver to display multiple screens of info in order to customise exactly what they want to see in front of them. The Fortuner has a more traditional analog setup with a digital trip computer between the dials.
Safety features
A comprehensive bouquet of safety features was something both of these SUV’s predecessors lacked. Now, the Ford and Toyota are fully up to date. The Everest in XLT spec loses some of its headlining safety systems, such as cross traffic alert, blind spot monitoring, lane departure warning and lane keeping assistant. Still, it scored five-stars on the Australian NCAP test as did the Fortuner, showing that both SUVs have upgraded their safety systems to contemporary standards.
Toyota Fortuner vs Ford Everest – Verdict
These two bakkie-based SUVs represent massive improvements over their respective predecessors. The Everest is more practical, spacious and has the best ride quality, but the Fortuner claws back ground with its refined engine, more premium-feeling cabin and its R40 000 price advantage over its rival. The Fortuner offers more value for Rand spent as the cars have near-identical specification levels and there’s nothing really to set them apart in off-road capability. In the final analysis, you may just have to choose whether the better ride comfort in the more spacious Everest is worth the premium. If you intend on spending long hours in the car on cross-country trips then it’s probably worth it.
After sales service
Ford sells the Everest with a 4-year/120 000 km warranty and a 5-year/100 000 km service plan included. Toyota’s Fortuner is sold with 3-year/100 000 km warranty and a 5-year/90 000 km service plan. The Everest has longer service intervals at 20 000 km to the Fortuner’s 10 000 km.
Following a market repositioning, the 718 Cayman – now available with either a 2.0- or 2.5-litre turbocharged 4-cylinder engine – is the new entry-level model in the Porsche range.
Whereas the Cayman was previously more powerful and priced above its roadster sibling, the two models now share power outputs. The Cayman’s 2.0-litre engine produces 221 KW and 380 Nm (from 1 950 to 4 500 rpm) from its 2.0-litre engine, while the 2.5-litre unit in the S derivative (endowed with variable turbine geometry technology, previously reserved for the 911 Turbo) develops 257 kW and 420 Nm (1 900 to 4 500 rpm).
When equipped with dual-clutch Porsche Doppelkupplung (PDK) transmission and Sport Chrono Package, the Cayman is said to accelerate from zero to 100 kph in 4.7 seconds and go on to a top speed of 275 kph, whereas the S should complete the sprint benchmark in 4.2 seconds and top out at 285 kph.
From an aesthetic point of view, the Cayman’s sharper front end features larger air intakes and newly designed bi-xenon headlights with integrated LED daytime running lights. There are more pronounced fenders and side sills and the rear looks wider thanks to an accent strip in high-gloss black with integrated Porsche badge between the tail lights. The new tail lights feature three-dimensional technology and four-brake spot lights, the firm says.
As for the interior, the upper part of the dashboard has been redesigned and features integrated air vents. A new sports steering wheel (as fitted in the 918 Spyder), Porsche Communication Management (PCM), mobile phone preparation, audio interfaces and 150-watt Sound Package Plus are standard.
The Cayman is said to offer improved lateral rigidity and wheel tracking (compared with its predecessor) by virtue of firmer springs and stabilisers, as well as revised shock absorber tuning. Furthermore, the Porsche's steering has been configured to be 10% more direct and, in combination with the redeveloped tyres, the half-inch wider rear wheels are said to deliver greater cornering stability.
Driving dynamics options include the Sport Chrono Package and Porsche Torque Vectoring (PTV). As in the other Porsche sports cars, the Sport Chrono Package can be operated via a switch on the steering wheel. Porsche Active Suspension Management (PASM), if specified, lowers the ride height by ten millimetres. Additionally, the S-model can be equipped with PASM sport suspension for the first time, resulting in a 20-mm lower ride height.
Porsche 718 Cayman prices in South Africa
Cayman R854 000
Cayman S R934 000
(available from September 2016, prices include a 3-year Drive Plan)
Watch a video featuring the 718 Cayman and Cayman S:
