Losing absolutely none of the A1’s charm, the addition of the extra doors sees a slightly longer roofline and a more vertical rear profile, resulting in a larger glasshouse and increased visibility. Despite the lengthened appearance however, the wheelbase and body length on the Sportback are identical to those of the three-door. Sold in Europe as a four-plus-one (the middle rear seat being an extra-cost option), Audi South Africa has made the third rear seat a no-cost option for the local market which favours three rear seats – though when specified with the optional panoramic glass roof, the A1 Sportback is available as a four-seater only (thanks to the roof mechanism’s encroachment on central rear headroom).

Powered by a multitude of engines with varying gearbox options, the new A1 Sportback brings much needed practical appeal to go with its broad range of styling, powertrain, specification and personalisation choices. Petrol variants include the 1.2T FSI, available with a five-speed manual gearbox and in Attraction trim only. The 1.4T FSI 90kW versions follow, in either Attraction or Ambition trim and with the option of a seven-speed dual-clutch S-Tronic transmission (a six-speed manual ‘box is standard). Diesel fans are catered for with the 1.6 TDI Ambition (five-speed manual only), while the range-topping 136kW 1.4T FSI S-Line completes the line-up with a sportier look, great performance (0-100 km/h in seven seconds and on to 227 km/h) and is exclusively available with the S-Tronic gearbox.

Efficiency figures are great if Audi’s claims are anything to go by, with proposed fuel economy numbers ranging from just 3.8-litres per 100 km on the TDI to a still impressive 5.9 claimed on the performance-oriented S-Line. Carbon emissions are also impressive across the range – at worst 139 g/km on the S-Line, while the 1.2T FSI and 1.6 TDI models enjoy exemption from emissions tax, each emitting just 118 g/km and 99 g/km respectively. Start-stop technology is employed on most models as well.

Driving the 90 kW 1.4T FSI and 136 kW 1.4T FSI S-Line (both with S tronic gearboxes) in Joburg morning traffic followed by a glorious burst through the Cradle of Humankind on the launch, both versions proved as good as their three-door counterparts. While I find the S tronic gearbox a bit too jittery at low revs and in stop-start traffic situations, once up to speed and especially when cruising, the gearbox really comes into its own with seamless shifts and an especially sporty feel in the S-Line. Driving dynamics are great in both models, with good electro-hydraulically assisted steering feedback and feel, while the firm but not uncomfortable ride ensures the road can be enjoyed. The S-Line’s more sporty character was noticeable thanks largely to its larger wheels and lower-profile tyres, which produce an appropriately firmer ride.

Catering for a premium audience and sharing its market with the likes of other niche cars including the MINI Clubman, Audi South Africa has implemented a reasonable R7500 premium on Sportback models against their three-door equivalents. The Sportback range starts at R227 400 for the 1.2 T FSI and on to R242 500 for the 1.4T FSI Attraction manual, while the 1.6 TDI Ambition retails for R254 500. The 1.4T FSI S-Line S tronic retails for R319 500, and all models benefit from Audi’s five-year/ 100 000 km maintenance plan as standard.

- Brent Ellis

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Looking like just-about any other Qashqai, Acenta specification means there is a decent level of visual flair to set it apart from entry-level Visia models, and the 1.5 dCi looks good from the outside. I like the menacing front profile, which features front fog lights in this case and the rugged-looking unpainted lower bumper. Rearwards, attractive 16-inch alloy wheels and a pert rear end keep things looking compact, although the Qashqai is deceptively large. Considering this car is essentially six years old, it’s aged very well.

The interior is nicely finished with cloth upholstery, soft-touch surfaces and solid-feeling switches and buttons. It’s spacious too, with a vast cabin again making it feel bigger than it is. Sure, there were a few extras missing (like cruise control and a USB interface for the audio system) but as a package, the 1.5 dCi has a decent list of standard features. Highlights include Bluetooth, manual air conditioning, electric mirrors and windows all-round, a very good six-speaker audio system, a multi-function leather-bound steering wheel, a leather gear knob, a multi-info trip computer, rain-sensing wipers and automatic headlights. Safety equipment hasn’t been neglected either, and the Qashqai 1.5 dCi Acenta boasts six airbags, ABS with EBD and BAS, VDC (Vehicle Dynamics Control), active front head rests, ISOFIX child seat anchors and remote central locking as standard.

This car’s biggest and best feature is of course its engine. Powered by a new 1.5-litre direct injection turbocharged diesel engine, it’s as if the Qashqai was just born for this motor. With front wheel drive and a six-speed manual gearbox, the Qashqai 1.5 dCi makes use of a decent 78 kW and a truly brilliant 240 Nm of torque – the bulk of which is available from just 1750 r/min. I quite enjoyed the turbo noises that go with the motor as well, despite the fact that engine noise intrusion is pleasantly minimal when on the road. My complaint about the missing cruise control came about thanks to this car’s effortless cruising capability, with the torque easily available in sixth gear for great tractability.

Besides the boosted performance, fuel economy was simply astounding on this car. Nissan claims 5.1-litres/ 100km on the combined cycle, which makes my average of 4.6 really exciting. Even better is that I achieved this in total air conditioned comfort and at the national limit – meaning you don’t have to drive like a snail and sweat yourself to death just to save fuel. Carbon emissions for this engine are 135 g/km.

On the road this car was great to drive – comfort levels are good with enough support provided by the seats and with adjustable lumbar support for the driver, I still felt fresh as a daisy after the long drive. Road noise intrusion is acceptable, with good NVH characteristics to boot. Suspension is softly sprung, translating into a smooth ride which isn’t completely numb on road feedback and not nervously bouncy either. It might sound like quite the flawless mid-range model, and in truth it was hard to fault.

Being the crossover it is, Qashqai doesn’t have a direct competitor. However, based on its R277 925 retail price, which includes a three-year/ 90 000 km service plan and three-year/ 100 000 km warranty, a similar amount of money could be spent on one or two other diesel options – the Volkswagen Golf BlueMotion (R279 000 without extras) and very interestingly, the Mahindra XUV500 2.2CRDe W8 (R279 900, and bigger and more powerful than Qashqai of course). I’ve never driven a Mahindra and perceived quality isn’t the greatest, so my comments on that monstrosity are reserved for after I’ve had a go.

The Golf, however, has been my favourite eco-minded C-segment contender for a very long time now and takes quite a fight to the Nissan in the fuel efficiency department. Not only does the Golf bring with it a duvet of quality and great ergonomics, but its exceptional fuel efficiency makes it very difficult to refuse. In fact, on a round trip almost identical to that which I did with the Qashqai, the Golf BlueMotion averaged an astounding 3.6-litres/ 100 km! Sounds like a no-brainer then, but the Nissan’s design appeal, SUV-like appearance and great performance overall make it just as attractive as the Golf.

To split these two for me would be like asking a toddler to choose only one of two fluffy toys for an entire December holiday – it’s a very tough call. I will say this however: the Nissan Qashqai 1.5 dCi is one of the best ways of spending this kind of money and mainly because in the long run, it will help you save as well. Well-built, nice to look at and really lovely to drive – I would gladly welcome one home. Maybe a Golf for dad and a Qashqai for mom, with a holiday home in Cape Town bought with all the money saved in the meantime…

- Brent Ellis

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Waking up to this cheeky little hatch every morning was indeed a pleasure. I love the design of this car and particularly the attention to detail – like the exposed headlight clusters, the blacked-out tail lights and the hidden rear door handles. The latter actually resulted in a huge laugh amongst friends, when one of them opened the front door and proceeded to move the front seat forward so my rear seat passenger could get in – completely oblivious to the fact that this is in fact a five-door. Creating the illusion of a three-door coupe: job well done, Chevrolet. My only complaint on the outside is that the 15-inch alloy wheels look too small on this car and I urge Chevrolet to increase their size by an inch or two (think of how cool the Kia Rio TEC looks on its 17-inch alloys and you get the picture).

The interior features Chevrolet’s latest design language of course and it’s been executed with quality materials and tactile finishes. I like the look overall – it’s fairly fuss-free and ergonomically sound, besides perhaps the door unlock button which is found on the centre console rather than on the front door where it should be. The pod-style digital instrument cluster is also cool, with the analogue rev counter flanking the clear digital speedo and trip computer readouts.

Features are good and, with the Sonic diesel only available in range-topping LS trim, the necessary items are all present – electric front windows and mirrors, air conditioning, a multi-info trip computer, durable cloth upholstery, a good four-speaker audio system, remote central locking, tinted glass, a sunglasses holder, front fog lights and a R7500 option pack which adds cruise control and Bluetooth, a USB port, two extra speakers and steering wheel controls to the car (a well-priced must-have if you ask me). Safety systems include four airbags, ISOFIX child seat anchors and ABS brakes with EBD.

The Sonic 1.3D LS is powered by what appears to be a tiny little 1.3-litre turbocharged diesel motor, which drives the front wheels through a six-speed manual gearbox. But before you think this car is going to be dog-slow to drive, realise that this little motor spits out 70 kW and an impressive 210 Nm of torque. Yes, there is a bit of turbo lag on pull away but I found it easy to find the engine’s sweet spot for optimum power delivery – and fuel efficiency.

Of course, such a small engine in a small car like the Sonic is only going to mean great things on the fuel economy side of the equation and, if Chevrolet’s claims are anything to go by, this is one frugal little car – they claim average combined consumption to be just 4.6-litres/ 100 km and with carbon emissions set at 119 g / km, you won’t be paying emissions tax on this car at all. What surprised me however was that in the real world and over a good mix of highway cruising and slow-moving Joburg traffic jams, the Sonic averaged 5.5-litres/ 100 km overall, which is mightily impressive, especially when you consider that I wasn’t even trying my hardest to keep consumption down…

There is a fair amount of diesel clatter from the motor which penetrates the cabin, but at this price level I found it to be acceptable. In general the Sonic is well insulated and provides a comfortable ride. Suspension is neither too firm nor too soft, with a compromise on both resulting in good comfort levels. Practicality is reasonable, with a fairly decent 290-litre boot and folding rear seats allowing versatile packing options. Rear passenger space is good and I heard no complaints from my three fairly tall “back seat drivers” while on the road one afternoon.

The B-segment is a busy part of the local market and, with new models popping up often, established names are constantly on high alert. The stalwarts – like Ford’s Fiesta, the VW Polo and the Honda Jazz, as examples – will always have loyal followings but, and this is where cars like the Rio and Sonic come in, definitely need to take notice of the new kids on the block.

The R181 700 (including a 3-year/ 60 000 km service plan and 5-year/ 120 000 km warranty) Sonic 1.3D LS shares the playground with those cars mentioned above as well as the likes of Citroën’s C3, the Fiat Punto, the new Toyota Yaris, Hyundai’s i20, the Mazda2, Peugeot 207, Renault Clio, Suzuki Swift and the Opel Corsa. Quite a long shopping list if you’re out to compare everything the market can throw at you. However, only the Citroën, Ford, VW and Peugeot have diesel-powered models in their ranges, whittling your choice down considerably.

With higher pricing on the Fiesta 1.6 TDCi Ambiente (R197 990), C3 e-HDi 90 Seduction (R220 900) and 207 1.6 HDi Sportium (R222 900 and about to be replaced by the super-sexy new 208), the Sonic would probably be my choice for great economy and funky, youthful styling. However, the R183 500 VW Polo 1.2 TDI BlueMotion is priced almost exactly the same as the Chevy – to me this is Germany’s stab wound in the side of the American. Not only does the Volkswagen badge bring with it excellent quality and dynamics, but the Polo BlueMotion is probably the most economical car money can buy in this country (claimed average consumption is 3.4-litres/ 100km) – though you will also have to add a few thousand rand to the sticker price to match some of the Chevy’s extras.

If you’re shopping in this segment with fuel economy in mind, the Polo is a no-brainer. If however you value style and funk above your fuel bill at the end of the month, the Sonic will surely appeal more than the Polo. The Sonic proved to be fun to live with, look at and be seen in and is by no means a bad buy. The Polo would get my money however, purely because it would help save so much of it in the long run.

- Brent Ellis

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Photography by DOWNPHORSE Automotive Photography. Used with permission.

Last year I tested the Grand Voyager 3.8 LX and enjoyed it. Space, power and comfort – it was a great car to bounce around in, despite not having six kids and a dog at my beck and call. It was however, far too heavy on fuel, making it an expensive option in the long run. Chrysler recently facelifted the Grand Voyager and I jumped at the chance to review the car again, and this time with a diesel engine.

The facelift comes a good few years into the current Voyager’s lifespan and this is probably the last interpretation of this shape we’ll see, although in Europe the Grand Voyager has recently been released with a Lancia badge (thanks to the Fiat-Chrysler alliance) so there is at least some life left for a few years to come. For us though, in Chrysler form, the facelift has freshened up the car’s boxy design and given it a slightly more svelte appearance – like the new grille, redesigned bumpers, new tail lights and refreshed chrome accents. I like the change and am now more in love with this car than ever before.

Inside, nothing much has changed. It’s a mix of hard, tacky plastics, fake wood and, in Limited trim, leather and alcantara upholstery. While quality still remains a major issue (in true American fashion), I like the overall look. It would of course be a lot nicer if the plastics weren’t so scratchy and the switches weren’t so cheap-feeling. The biggest selling point for this car however is the genius “Stow ‘n Go” seating system.

In Limited trim, the rearmost seats fold away completely electrically, so at the touch of a button you can convert the already large boot (with all seven seats in place) into a panel-van-style load bay, with a completely flat floor. Taking it one step further, the two middle seats fold away (manually) into the floor in a very impressive manoeuvre (albeit cumbersome to execute) which leaves you with what I  consider a moving van. Acres of space abound and, with two side-opening rear doors and a massive tail gate (all electric), loading this car is exceptionally easy.

The Grand Voyager Limited is loaded with a very impressive amount of kit, adding luxury and style over LX versions. Features include an auto-dimming driver’s side mirror and rear-view mirror, a multifunction steering wheel, a multi-info trip computer, fully automatic climate control with separate rear ventilation controls, sun blinds for all rear windows, a multitude of roof-mounted storage bins in the rear, electric front seats with driver’s side memory, automatic xenon lights and wipers, cruise control, rear parking sensors, a reversing camera and, best of all, the (optional) MyGIG touch-screen infotainment system, which incorporates satellite navigation, Bluetooth, a CD/radio/MP3/USB sound system, a 30GB hard drive music server and the best voice recognition system I’ve ever come across. Couple all that to the convenience of the electric-folding seats, the doors and the versatility of this car and it turns out to be one phenomenal package indeed, including the safety of seven airbags, ABS with EBD, stability control and traction control.

What made this particular version even more phenomenal to me was the powertrain. Powered by a 2.8-litre four-cylinder turbocharged diesel engine, I was initially sceptical as to how this car would perform both economically and in its driving dynamics. The 120 kW and 360 Nm engine is mated to a six-speed automatic gearbox, which drives the front wheels. Despite the fact that the gearbox is easily confused by hills and the resulting power delivery is slightly jerky, in the real world I actually enjoyed the powertrain, getting used to its foibles, including a very noisy engine at lower revs.

The biggest shock however, was fuel consumption. Chrysler claims this massive bus of a car will average 8.4-litres/ 100km on the combined average and its carbon emissions are 222 g/km. However, after 400 km of driving, this car had only used a quarter of its 76-litre tank, returning an average of 8.2-litres/ 100km! Even better than that though was the 7.7-litres/100km I achieved on a long 300km cruise – and this using cruise control at the national limit in an automatic car which weighs over two tons? It’s astounding and makes this version of the Grand Voyager extremely attractive as a holiday vehicle.

Not only would the fuel economy make it great for a trip round the country but the comfort levels are great too, meaning a long journey in this car is only a pleasure. Suspension is softly sprung which means yes, the car does wallow through corners, but my goodness is it smooth on the road. Bumps, undulations and small potholes mean nothing to the Grand Voyager and its comfort is aided by fairly thick tyres as well. All seats have arm rests (besides the rearmost middle seat) and with fore-aft adjustment for the second row, backrest adjustment all-round and lumbar adjustment for the driver, this is probably the best long-distance large family car on the market.

It’s not cheap, though. Including a 3-year/ 100 000 km maintenance plan and 3-year/ 100 000 km warranty, Chrysler retails the Grand Voyager CRD Limited for a whopping R490 990. Half a bar for a “mommy wagon”? Before investigating this car I would probably have told you to jump in a lake at the thought of that price, but after giving it a thorough evaluation I’m not so deterred by the cost. Sure, the 2.8 CRD LX retails for R70 000 less than the Limited and comes with fewer features and less luxury, but essentially it’s the comfort and economy of this vehicle which are its most attractive attributes.

Competitors to the Limited include the Volkswagen Caravelle 2.0 BiTDI DSG (R561 763) and Merc’s Viano 2.2 CDI Fun automatic (R581 849, though the Vito 116 CDI Crewbus Shuttle auto retails for R509 663). Neither the Mercedes nor VW are bad choices but with even the Vito being more expensive than the Chrysler, the Voyager seems to be good value for money when all things are considered.

The Grand Voyager 2.8 CRD Limited has only made me long for an excuse to own one even more – along with the kids, the luggage, the dogs and the road trips. As a package, it is an exceptionally good option to go for, with ultimate seven-seater practicality. Link that to extreme versatility, even better looks than before, astounding fuel economy and luxurious comfort and you would be hard-pressed to say no to this car. It has its faults, yes, but I reckon its fanfare far outweighs its fallacies.

- Brent Ellis

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Photography by DOWNPHORSE Automotive Photography. Used with permission.

Featuring new-age Kia styling and the brand’s now famous “tiger nose” grille design, the new Optima, which shares its platform with the Hyundai Sonata, is Korea’s latest and greatest, and it won the Red Dot design award in 2011. Sporty looks inside and out are augmented by a sporty drive – the new Optima is available in only one derivative for the time being. Powered by a 132 kW and 231 Nm 2.4-litre petrol engine, the Optima makes use of a very smooth six-speed automatic gearbox and front wheel drive. Further models will be introduced at a later stage.

Kia claims the Optima will do the 0-100 km/h sprint in 9.5 seconds and top out at 210 km/h. Economy has also been addressed and the Optima features an eco mode to improve fuel efficiency. Average fuel consumption on the combined cycle is claimed to be 8.7-litres/100 km and carbon emissions are 207 g/km.

Inside, a mix of leather, fabric and quality plastics gives the Optima a classy feel, while being sporty at the same time. Features also abound, adding to the Optima’s great value-for-money aspect. There is only one option available – the panoramic glass sunroof, which adds R10 000 to the already low sticker price.

Standard kit includes automatic xenon lights and wipers, rear park distance control, electric front seats with memory for the driver, heated and cooled front seats, a multi-function steering wheel, Bluetooth connectivity, a good Infinity audio system with full media support and a media interface extension cable, a classy multi-info trip computer, 18-inch alloy wheels, keyless entry and starting, dual-zone automatic climate control, an auto-dimming rear-view mirror, a refrigerated cubby hole and cornering lights. Safety is also beefy with six airbags, ABS and EBD, ESC (stability control), a rear view camera and ISOFIX child seat anchors on board.

Driving the new car around the Ballito region in Kwa-Zulu Natal, the engine proved responsive and free-revving. The transmission is exceptionally smooth and fun to play with in manual shift mode. Ride comfort is good, with a more sporty setup providing good feedback and sure-footedness. Interior quality is very good, with a new sense of refinement and luxury imparted, while fit and finish is top-notch.

Competing with a host of cars including the Suzuki Kizashi, Mazda6, Volkswagen Passat, Honda Accord and its big brother Hyundai Sonata amongst others, the Optima is a welcome addition to the local market. Pricing has also been well thought out and includes a 5-year/90 000km service plan and a 5-year/100 000km warranty. The new Optima retails for R305 995 as standard and R315 995 with the optional panoramic roof.

- Brent Ellis

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Featuring a generic new-age Audi design the new Q3 is unmistakable. Sharper interpretations of the single-frame grille, angular headlights and slim tail lights smartly integrated into the tail gate give the Q3 an air of sporty precision. Audi mentions coupe-like styling symbolising the Q3’s sporty identity, and with the use of light-weight aluminium in the car’s construction, it should prove sporty indeed.

As is the case with any modern Audi, the Q3’s interior has been expertly crafted and bristles with the latest gadgetry and technology. Audi describes the interior as muscular and sinewy, mirroring the exterior’s design qualities, with sound ergonomics and spaciousness – including a large 460-litre boot and generous 1365-litre cargo area when the rear seats are folded forward.

Three petrol and two diesel models are on offer, with pricing starting at R370 000 for the Q3 2.0 TDI (103 kW / 320 Nm). The second diesel option is the R431 500 130 kW 2.0 TDI Quattro S-Tronic, which features Audi’s sophisticated double-clutch automatic transmission. Fuel efficiency on both diesel models is impressive, with Audi claiming averages of 5.2- and 5.9-litres per 100km respectively.

Petrol models comprise the 2.0T FSI Quattro (R404 500), 2.0T FSI Quattro S-Tronic (both 125 kW / 280 Nm), and the range-topping 155 kW / 300 Nm 2.0T FSI Quattro S-Tronic (R421 500 and R467 000 respectively). Efficiency claims for petrol derivatives are also notable, with averages of 7.3-litres per 100km for both 125 kW variants and 7.7 for the 155 kW model, according to Audi. All engines are available with start-stop technology and brake energy recuperation for improved fuel efficiency.

As is to be expected from Audi, standard specification across the range is good, with premium quality and trim in abundance. Highlights include 17- or 18-inch alloy wheels, automatic lights and wipers, electrochromatic rear-view mirrors, voice control, Bluetooth, automatic climate control, Audi’s MMI media interface and a popup information screen, split-folding rear seats and hill descent control. The range-topper benefits from xenon headlights and LED daytime running lights, LED tail lights, full leather upholstery, rear parking sensors and cruise control also as standard. Pricing includes a 5-year / 100 000 km maintenance plan and a 1-year / unlimited mileage warranty.

- Brent Ellis

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Albeit more sedate than the hatch, the new Rio sedan is a complete revolution compared to the outgoing model which was first introduced locally in 2005. The new “tiger nose” grille can be found up front, with an aggressive overall visage reminiscent of the new Optima sedan launched just last week. A deceptively large stance is completed by a smart rear end with a sporty overall look.

Interior design principles mirror those of the hatch, with a functional and classy design projected by quality materials and surface finishing. Soft-touch plastics are used extensively, with leather detailing adding an extra touch of style in higher-specced models. The space one expects from a sedan is also present with a roomy interior matched by a capacious 389-litre boot. Overall, the new Rio sedan is longer, wider and sports a longer wheelbase than the outgoing model, maximising interior space.

The five-model strong sedan range comprises two engine derivatives and three transmissions. The new 1.2 manual (R141 995) features a five-speed transmission and Kia’s 65 kW, 120 Nm petrol engine. Despite being the entry-level model of the range, standard features include air conditioning, Bluetooth, remote central locking, electric windows all-round, electric mirrors, a multi-function steering wheel and a multi-media audio system which includes USB support. Fuel economy is top-rate, and Kia claims the 1.2 will average 5.4-litres/ 100km on the combined cycle, while carbon emissions are 129 g/km.

All other derivatives are powered by a 79 kW 1.4-litre petrol engine, which produces 135 Nm of torque. With the option of six-speed manual or four-speed automatic gearboxes, the 1.4 and 1.4 Tec models cater for a broad selection of consumers. Standard specification is enhanced in the normal 1.4 models (R159 995 for the manual and R169 995 for the auto) by 15-inch alloy wheels, automatic lights, a centre console armrest, front fog lights, a leather steering wheel and gear knob and electric folding side mirrors. 17-inch alloy wheels are available as options on this model. Efficiency credentials on manual and automatic 1.4 and 1.4 Tec models are 6.4- and 7.0-litres/ 100km respectively, with carbon emissions set at 151- and 165 g/km respectively.

1.4 Tec (manual and auto) models gain even more kit and an optional sunroof, adding pizzazz and flair. Standard equipment in addition to that of 1.2 and 1.4 models, includes a refrigerated cubby hole, alloy pedals, full leather upholstery, LED tail lights, rear parking sensors and rain-sensing wipers. Pricing on the 1.4 Tec manual is R173 995 with a R10 000 premium on the auto. All Rio sedan models are fitted with ABS brakes, EBD, at least two airbags (four on 1.4 Tec models) and ISOFIX child seat anchors. A five-star EuroNCAP safety rating is also part of the Rio’s safety arsenal.

Having driven the 1.4 Tec manual on the launch route in the Bronkhorstspruit area, I enjoyed the engine’s responsiveness and the sporty ride. The larger wheels keep the car firmly planted and create an overtly sporty look, but do produce a harsh ride on low-grade surfaces. On the whole the drive was pleasant and mirrors the premium experience felt when driving the Rio hatch.

Kia is enjoying astounding growth on the local market at the moment and the new Rio sedan will definitely increase their stronghold. Attractive design is met by good value for money and keen pricing over competitors should see the new Rio sedan do well. All prices include a 5-year / 100 000 km warranty and a 4-year / 60 000 km service plan.

- Brent Ellis

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At least it does look the part – the pompous part, that is. Bulky and menacing, the Lexus design interpretation has been well executed on this mammoth 4×4, with the company’s older design language setting it mildly apart from its Toyota sibling. Overall I liked it, especially in this metallic grey paint job – and in standard trim. A R26 200 sports “Aero” package exists which adds massive alloy wheels and a chunky body kit but (and I am usually one who favours a more sporty look) the body kit makes the LX570 look absolutely hideous to the point where it actually makes me sick. The standard look is good enough and gives the LX570 the smart appearance it deserves.

Inside it’s Lexus business as usual, which means ultimate quality, fit, finish and feel. Real wood meets sumptuous leather, with good-quality plastics finishing off things to create a classy ambience and of course, comfort levels are wonderful. Everything is electrified – from the seats to the steering wheel and mirrors, making this a great car to live with. Switches and knobs feel solid of course, though the few “old style” touches (like the age-old digital clock) remind you that this is still ultimately a Toyota product.

The features list is a lengthy one, and everything is fitted as standard. Besides the expected satellite navigation, automatic four-zone climate control, cruise control and Bluetooth for hands-free cellphone use, additional features like rear DVD entertainment, an automatic split-opening tailgate, a reversing camera and adjustable ride height were welcome items. The sound system is also fantastic, with full media integration.

The LX570 is also fitted with serious off-road kit, making it a true terrain-crosser. I took the car to my favourite off-road trail in Hennopsrivier near Hartbeespoort, and thanks to the multitude of off-road systems – including adjustable hill descent control, low range and locking differentials – the toughest obstacles were no sweat for this nearly three-ton vehicle. In fact, the only problem I encountered was while tackling a deep donga field, where the side steps scraped a little on the ground.

One of my favourite bits of the LX570 was its engine, however. Powered by a terribly thirsty 5.7-litre V8 petrol engine, this car has tons of power and torque to play with. Permanent four-wheel drive is on offer and the power is managed by a six-speed automatic gearbox with manual override – a decent 270 kW and 530 Nm are on offer, which means this hulk of a car has reasonable legs: 0-100 km/h in 7.3 seconds and a top speed of 220 km/h is what Lexus claims. The motor also sounds fantastic, emitting a smooth and high-pitched V8 note.

Fuel consumption is utterly disgusting though – the 93-litre fuel tank empties itself quicker than a flustered woman empties her handbag to find her lipstick. Sure, if you can afford this kind of car your fuel bill won’t matter much, but after averaging a massive 26.2-litres/100km, this car is the thirstiest I’ve driven all year, out-drinking the Audi RS5 and even the Mercedes-Benz E63 AMG. Carbon emissions are also horrendous at 350 g/km. If fuel economy is important to you, I’d say go for the Range Rover TDV8, which returned an average of just 11.9-litres/ 100km when I tested it last year.

Power delivery is beautifully smooth and the LX570 is very well insulated against road and wind noise, while just enough glorious engine noise penetrates the cabin to keep your ears happy. Ride comfort is good and with adjustable suspension you can choose whether you want soft and whooshy or firm and sporty – I found the ride to be a bit bouncy in Sport mode, however. Practicality is also very good, with ample space for seven passengers and a large boot even with all seven seats in place. For those lazier than others, the rearmost seats fold up against the sides of the cabin at the touch of a button and there is full electric adjustment for the first five seats as well. I also liked the large refrigerator under the front arm rests – and I mean a proper fridge, which kept food and drinks icy cool during my off-road excursion.

You really have to ask the question whether a car like the LX570 is worth it in this day and age. It’s very expensive, guzzles fuel and its target market will probably take it into the rough stuff once a year, if that. The same goes for cars like the Range Rover and even the cheaper Toyota Land Cruiser – high sticker prices mean they’re likely to be molly coddled on city streets and maybe a pavement parking spot when the mall is busy. In essence, and in my opinion, these cars are a waste of money if you don’t plan on going off-road on a regular basis – you can get just as much luxury and space and much better performance (and economy) from a large saloon instead. They still hold appeal though, largely thanks to the feeling of power and status they impart with their size and high driving positions.

So, for R1 138 600 including a 4-year/100 000 km maintenance plan and 4-year/100 000 km warranty, the Lexus LX570 would be sharing your buying shortlist with the likes of the Toyota Land Cruiser 200 4.6 V8 VX (R934 300), which is due a facelift any time now, the Range Rover Supercharged (R1 354 100) and the Mercedes-Benz GL500 (R1 085 300) – and perhaps a few others of smaller stature but no-less imposing looks: the likes of the Porsche Cayenne Turbo (R1 492 000), the BMW X5 M (R1 323 528) and the Audi Q7 V12 TDI Quattro (R1 474 400) come to mind, though you’d dare take them off-roading to be honest.

Truthfully, if you have this kind of money to throw around on a car, I’d go for the Range Rover – and in R1 301 800 TDV8 Vogue SE trim. It’s widely regarded as the best luxury off-roader in the world and thanks to Tata’s investment in the Jaguar/Land Rover group, quality is right up there with the best these days. The Lexus LX570 is by no means a bad car and I really enjoyed driving it…but I enjoyed the Range Rover TDV8 more, and it makes far more monetary sense. If there is such a thing over the one million rand mark.

- Brent Ellis

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Photography by Downphorse Automotive Photography. Used with permission.

Improved efficiency is now available thanks to the proven Hybrid Synergy Drive system, which encompasses a 1.8-litre petrol engine, an electric motor and a battery pack, which allows the Prius to operate on electricity, or petrol, or both. Power delivery is seamlessly managed by the E-CVT transmission. Toyota claims average fuel consumption to be just 3.9-litres/100km on the combined cycle while carbon emissions are the lowest in its class at just 89 g/km.

Updated styling includes a revised front bumper and larger front airdam, giving the Prius a broader appearance. LED daytime running lights have also been introduced as well as new LED headlights. The rear is finished off with new tail light clusters and new 15-inch wheel designs complete the exterior styling changes. New materials have been implemented on the inside along with silver inserts to create a more upmarket feel, while wider adjustment for the new front seats increases comfort levels. A new centre console design is on offer as well.

Feature upgrades are the main focus for the 2012 Prius, and Toyota has not been shy when it comes to kit. Standard equipment now includes a new touch screen interface which includes full audio and Bluetooth integration, a multi-info trip computer, satellite navigation, a reversing camera, voice recognition, a head-up display now with navigation integration, an eight-speaker JBL audio system, automatic lights and wipers, an auto-dimming rear-view mirror, a new 3D multi-information display as well as Intelligent Park Assist – which physically assists the driver when alley docking or parallel parking. A new Solar Panel Roof is also included which uses solar power to run the climate control system when the vehicle is parked.

The 2012 Prius 1.8 Exclusive retails for R370 000 and includes a 5-year/90 000 km service plan and a 3-year/100 000 km warranty. Toyota’s 8-year warranty is also in place for all major hybrid power components.

- Brent Ellis

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With such a fearsome reputation, the replacement for the Corsa had to be all things to all men – good-looking, hard-working and great to drive – a tall order for any new model to fulfil. If I’m dead honest, I think Chevrolet missed the mark on the looks front, that’s for sure. While the odd design is growing on me somewhat and I am now able to keep a straight face when I see one of these new kids running around on the roads, many people still pull a funny face. The old Corsa Utility was suave and unimposing; this new one is over-the-top and slightly vulgar. It’s not desperately hideous, but some elements – like the massive headlights and the tail section – seem to be overdesigned and fussy, as if the designers were trying too hard to bring home the fact that this was in fact a Chevrolet product from day one, and not an Opel.

The interior is a different story though and Chevrolet has really done a nice job of funking-up what is usually a bland and boring area for cars in this segment. It’s a mix of futuristic elements and thoughtful practicality, all mixed up with familiar (and rather old in some cases) Opel bits. The dials are particularly clever, with a boxy binnacle featuring a trendy layout and needles which sprawl themselves out from a central information display. I particularly liked the seats too, which are fabric-covered and feature a clever pattern design. They’re also superbly comfortable and offer reasonable support.

This being a bakkie, I had to test out its load-carrying ability and cabin practicality – after all, people who buy these cars use them for either business or pleasure, or a mix of both. It was then appropriate that a host of household goods were available for me to haul around – from an LCD TV, a double bed, a fridge, washing machine, microwave and a couch, amongst a few other odds and ends. With a deep load box (525 mm) the Utility easily swallows up larger items – the fridge and washing machine had no problem sharing load space. The bed and couch had a bit of trouble fitting in though and the tail gate had to be left open while they were on board – not too much of a problem, except that the rear number plate is then hidden, which could cause problems with the police (it is mounted to the tail gate and not the bumper on this new model).

With a multitude of tie hooks and handles though, it was easy to secure the loads and, thanks especially to the innovative side steps we first saw on the Corsa bakkie, clambering over the car to secure items was a doddle. If I had to complain I would have to mention the painted load box, which cries desperately for a grippy lining – for the sake of your goods and the paintwork. Interior practicality is also great, thanks to forward-folding seats and generous cargo space between the seat backs and the rear bulkhead. Indeed the TV, some small wooden tables and even a small vacuum cleaner found homes behind the seats, without impinging on passenger comfort or space.

Powered by a 1.4-litre petrol engine, the 68 kW and 120 Nm motor is mated to a five-speed manual gearbox and front wheel drive. Nothing fancy there, but what was very pleasant to experience, of course, was how the car performed under load. Being the baby engine in the range (superseded by a 77 kW 1.8), this is no pocket rocket and those with more of a lifestyle use for the new Utility will probably go for the 1.8 Sport as a result, but for all intent and purpose this little 1.4 was fine. Standard performance is reasonable and I never found myself screaming for better acceleration. Under load, the Utility’s usual bouncy character and firm ride are replaced by a more sombre response to everything, from acceleration to road undulations and cornering.

Power does suffer when the car is loaded of course, but what I found interesting was that because I had so much weight on the back (the new Utility can carry a maximum of 763 kg), the blunted performance was welcome, as extra care needed to be taken when the fridge in question cost almost as much as the car. Overall it was pleasant and surprisingly good on fuel – Chevrolet  claims the 1.4 Sport will use an average of 7.2-litres/ 100km on the combined cycle. I averaged 8.8-litres/ 100km and, considering the load-carrying involved, I came away mighty impressed.

With Sport being the range-topping spec level for the new Utility, this version comes with a decent level of luxury and special features, some of which I was pleasantly surprised to find in such a car. Highlights include auto up and down windows, automatic headlights, Bluetooth, a USB port, remote central locking and 15-inch alloy wheels. The safety arsenal is further beefed up by auto-locking doors, ABS brakes with EBD and two airbags.

In recent months the Nissan NP200 has broken the Utility’s stronghold on the market and I reckon the oddball looks have had a large role in the change. What is important to note though is that no matter what you may think of this car’s looks, it remains a very good pickup indeed. Pricing is fairly keen too at a time when the Ford Bantam has been consigned to history along with the Fiat Strada. Indeed, the R163 000 Utility 1.4 Sport (including a five-year/120 000 km warranty) goes head-to-head with the R165 900 Nissan NP200 1.6 16v SE – and undercuts it by a few bob. I don’t question the Nissan’s integrity at all – in fact it’s been my choice half-tonner for some time now. With a bigger engine it might be more pleasant to drive under load, and it also has a larger load box than the Chevy.

The Nissan looks better in my opinion, but some may say it’s too bland. In which case, the freaky new Chevy will be just what the doctor ordered. Both are built locally and both have predecessors with fearsome reputations and massive local followings. The Nissan is currently the only offering in this segment with a diesel motor too, but Chevrolet will at least be introducing a new 1.3 diesel variant of the Utility later this year. I might still prefer the Nissan on looks, but there’s not much at fault with the new Chev Utility. Your buying decision will probably be based on your exposure to those who ran before, in which case your mind has already been made up.

- Brent Ellis

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