Ultimate Mobility

28/07/2024

There is apparently no fix aside from replacing the engine. https://www.motor1.com/news/727930/toyta-replace-100k-engines-tundra-lexus/

26/07/2024

Volkswagen plans to double its US market share to 10% by 2030, relying on new electric vehicles (EVs) and a partnership with Rivian. In Q2, VW's US sales rose 31% year-over-year, with SUVs making up 75% of sales. Top sellers included the Tiguan (21,038), Jetta (20,508), Taos (20,468), and Atlas (29,000+), while sales of the ID.4 EV fell 15% to 5,690 units.

Volkswagen's partnership with Rivian involves a $5 billion investment, focusing on tech and software to attract US drivers. Although this won't immediately produce new VW EVs, it aims to improve future offerings. Despite delays in some models like the ID.4 successor and the Porsche electric SUV, VW is committed to launching 30 EVs in the US, including Scout-branded pickups and SUVs built at a new $2 billion plant in South Carolina.

The iconic ID. Buzz microbus will also be launched in the US with a longer wheelbase and bigger battery. Deliveries are expected soon. VW sees the US as its biggest growth driver amid intensifying competition, especially from Chinese EV makers like BYD.

For more VW's electrified vehicles starting at $9,529 from trusted dealers in the US, visit: https://ow.ly/rFx450SJnRz

26/07/2024

Which of the 14 companies could get the axe?

25/07/2024

25/07/2024

Mazda CX-5 Carbon Edition

Cool, calm and conservative

Mazdas have always been sensible cars but in the last decade in particular, a shift in brand profiling has seen premium values added to the roster. Those premium values are most obviously projected in the form of upgraded interior ex*****ons pretty well across the board from entry level contenders to the top models that sadly don’t feature in Mazda’s plans for Mzansi.

Indeed, this Japanese manufacturer is presently keeping its head just below the waterline compared with the more heady days marked out by the Zoom-Zoom campaign that infused the brand with a liveliness that simply hadn’t been evident in days prior.

I raise all these issues in the aftermath of a week spent with the now rather long-established CX-5 SUV that despite its slightly-too-bright Soul Red Crystal paintwork, is in no way an automotive extrovert.

Given my paint fe**sh and all the hours I’ve spent since I was a teen waxing and caressing exterior coatings, my curiosity was raised by this unique-to-Mazda colour that seems to adorn a high proportion of models despite the fact that deep red, and most especially Soul Red, is not the easiest of hues to keep fully ship-shape.

I well recall a few years back raising the ire of then Mazda SA MD, David Hughes, by suggesting to him that the paint finish of Mazdas of that era (a decade ago) lacked gloss, almost certainly as a result of the grade of clearcoat applied, an accusation he vehemently denied despite the fact that a posse of “his” nearby cars were obviously endowed with what I termed “opaque” clearcoat.

Those days are long gone though as more recent Mazdas have certainly upped the gloss stakes, and in the case of this Soul Red example, I had no cause to complain about the external sheen or the accuracy of panel fits for that matter. But there is a rider!

Take a look at the paint finish on any part of the car “hidden” by door closures or bonnet and tailgate and you’ll soon notice a totally different coppery red hue. And the cause? Much of the depth of colour of the external paint is enhanced by a special tinted clear coat (lacquer) known as the “candy coat” or VM4350 Vivid Ruby tinter that in turn sits under a final conventional clear coat.

You might have guessed by now that this tinted coating is extremely costly and is only used on external surfaces, and that accounts for the aforementioned very obvious colour difference. The story doesn’t quite stop there though as my research suggests that any paintwork repairs should be carried out by specialists as the candy coat must be applied with near perfect uniformity of depth as any variations can cause a blotchy surface appearance. So, if the eye-catching appearance of Soul Red paintwork appeals, just remember all that glitters may not be gold when it comes to maintenance.

It seems that most onlookers think the CX-5 more than passes muster on the appearance front with lots of gloss black surfacing complementing the matt black lower trim that extends right round the vehicle, including the wheel arches. In fact, the CX-5’s rear end with its auto open/close tailgate looks quite rakish for a vehicle that in reality majors on comfort and practicality. The “Carbon” spec also brings 19-inch gloss black alloys shod with 225/55 rubber while LED lighting is also present.

Talking of comfort, the interior of the Carbon Edition CX-5 is very nicely trimmed and includes model-specific leatherette and suede seat trim along with plenty of red stitching and patterned dashboard and door trim panels to uplift the rather sombre blackness of the test vehicle’s cabin.

There’s nothing jazzy in here but the overall effect is easy on the eye and tactility is fine thanks to the presence of plenty of soft surfacing along with unusually grained but hard panel inserts. Add in good quality carpeting and roof lining fabric, not to mention one of the clearest white on black instrument displays - supplemented by a head-up unit – and it’s easy to see why Mazda’s cabins receive plenty of plaudits these days even if this one is awfully difficulty to see out of no thanks to the substantial rear pillars which feature vestigial quarter lights.

The front seats are nicely panelled and well-bolstered but could do with a little more shaping to improve lateral support. The driver is spoiled with 8-way adjustable powered options together with two memory settings while at least some power is provided for the front passenger seat, but no memory. Down the back, the 60:40 split rear seat is shaped for two who enjoy generous space and a large folding armrest with dual cup holders and two USB connections. And the generous luggage area (442-1914L) that hides a biscuit spare, is beautifully and sensibly trimmed all-round in good grade carpet.

As you’d expect, electric windows are provided - front and rear – along with folding wing mirrors. Two-zone climate control is on board to add to the already pleasing comfort factor as are keyless entry and start, hill hold, Bluetooth, blind spot alert, cruise control, rear camera, a full set of airbags, auto dipping mirror and front and rear parking sensors.

Hidden away are important safety features such as Dynamic Stability Control, Electronic Brake Force Distribution and Assist, Rear Cross Traffic Alert and Lane Departure Warning which thankfully is not as savagely invasive as some other systems I’ve recently fought with.

More obvious from a visual aspect is the presence of a 10-speaker Bose sound installation that’s endowed with a multiplicity of settings to suit all types. Less pleasing is the fact that Mazda has continued to rely on a centrally positioned infotainment display which is simply too shallow to make best use of the satnav programme that’s part of the comprehensive standard fitments. Full marks though for the deployment of a sensible rotary controller for the infotainment unit and for the presence of a separate volume controller, not to mention Apple CarPlay/Android Auto compatibility.

Sadly, the absolutely excellent 2,2 litre turbo diesel engine that saw service in CX-5 models of yesteryear has been put out to pasture and only the long-running but rather underwhelming 2,0 petrol with its 121kW/213Nm peak outputs remains.

This four-cylinder has enough poke to get the CX-5 to 100 in around 10,4 seconds but in overall use, regardless of all the puffery Mazda generates about Skyactiv G tech, it’s not an engine that’s inspiring – it sounds quite strained when pressed – and it’s not blessed with a surplus of low rev muscle. It did however yield an impressive fuel consumption of 8,3L/100km which rather reflects the fact that it was driven with a light foot.

In truth, I fear for its effectiveness at Reef altitudes when the spacious SUV is laden with pax and luggage, but at sea level at least, it gets on with the job just fine provided not too much is asked of it. In other words, on the cruise and in the urban grind when revs are kept below around 3 000, it delivers just fine and contributes to the overall refinement which is enhanced by decent suppression of road noise and excellent resistance to wind induced disturbances, thanks to the use of multiple door seals.

This amenable and relaxed disposition is echoed by the mildly lazy nature of the 6-speed auto that slurs shifts smoothly if deliberately, but its activities can be overridden by use of paddle shifters if desired. A little oddly given the easy-going nature of this front wheel driven SUV, a Dynamic setting is part of the drive package but should be avoided as all it does is encourage the gearbox to hold onto lower ratios and highlight the more vocal side of the engine at higher revs.

As is entirely appropriate for this model, suspension settings lean towards the pliant side, so ride on most surfaces is nicely cushioned but still endowed with a level of control that smothers any unruly wallowing. Steering feel too is reasonably responsive and the weighting on the light side, all of which reinforces the relaxed disposition of this SUV. In terms of stopping power, the brake pedal feels rather soft but once the relatively long travel is allowed for, all is well in this department.

Despite the fact that the CX-5 is heading for retirement, it still offers lots of virtues, most especially in terms of its pleasing cabin rendering and smart appearance which compete for a mythical podium with the model’s practical virtues and excellent standard equipment level. Just don’t expect to be rewarded by an energised driving disposition though.

RICHARD WILEY
Pricing as at July 2024: Mazda CX-5 2.0L Carbon Edition 6AT R681 600
5-year unlimited km Service and Warranty plan

25/07/2024

25/07/2024

23/07/2024

23/07/2024

I TOTALLY AGREE WITH THE CONTENT HERE. SKY'S BRIT BIAS HAS BEEN NOTABLE FOR AGES BUT HAS NOW REACHED UNACCEPTABLE LEVELS FOR AN INTERNATIONAL FEED. YOU'D THINK LANDO NORRIS AND LEWIS HAMILTON ARE THE ONLY DRIVERS IN THE FIELD. AND THAT MAX VERSTAPPEN IS SOME SORT OF CRIMINAL. BUT EVEN ONE-TIME PARAGON OF VIRTUE, AUTOSPORT, HAS JOINED THE BRIT DISTORTION TRAIN STATING THAT VERSTAPPEN WAS SUMMONSED TO THE STEWARDS ABOUT HIS CLASH WITH HAMILTON IN HUNGARY, AN INCIDENT I MIGHT ADD THAT ROSBERG IMMEDIATELY BLAMED THE DUTCHMAN FOR. THE TRUTH IS THAT BOTH DRIVERS WERE SUMMONSED TO EXPLAIN AN INCIDENT IN WHICH BOTH DRIVERS WERE INVOLVED. FOR ROSBERG AND SKY'S EDIFICATION, VERSTAPPEN WAS NOT HELD SOLELY ACCOUNTABLE FOR THE INCIDENT WHICH THE STEWARDS CONCLUDED HAMILTON COULD HAVE DONE MORE TO AVOID. OVERHEAD SHOTS CLEARLY SHOWED HAMILTON TURNING INTO VERSTAPPEN'S PATH DESPITE THE FACT THAT VERSTAPPEN WAS SLIGHTLY AHEAD AT CORNER ENTRY. I MIGHT ADD ALSO THAT ROSBERG AND HIS UNION FLAG COHORTS WERE COMPLETELY BLIND TO THE FACT THAT EARLIER IN THE RACE, HAMILTON RAN VERSTAPPEN WIDE ON CORNER EXIT.
Richard Wiley

If you saw the F1 Hungarian GP on the Sky Sports global feed, Max Verstappen's late-night sim race and his lack of sleep are a discussion you could not have avoided.

23/07/2024

Major brands including Renault, Volkswagen and Ford are falling far behind new EV sales targets, while Jeep and Subaru surge ahead

22/07/2024

22/07/2024

19/07/2024

SKODA SUPERB WAGON

The FIVE-STAR ”spacewagen” Saffers can’t have becomes only the second car after the Porsche 911S/T to earn the ultimate Autocar road test rating since the start of 2023.

18/07/2024

18/07/2024

VOLKSWAGEN ID.4 PRO

VW tests the waters with ID.4 EV

Anyone who had the misfortune to be visiting the Mother City on 09 July will be more than aware that the heavens unleashed a flood and the winds howled in sympathy, but all the while, a silent new automotive contender brushed aside the natural disturbances and soaked up, literally, all that was thrown at it without a murmur.

Welcome to the Volkswagen ID.4. This is Wolfsburg’s first all-electric mid-size SUV contender that first saw the light of day in late 2020 and earned for itself a World Car of the Year accolade in 2021. The fact that a handful of ID.4 Pro models have been brought in to test the waters in Mzansi is a clear indication from VW Group Africa that this particular model’s SUV-style bodywork, based on the modular ID-specific MEB platform, is the configuration that has the best chance of attracting new buyers down the line.

I mention this as newer ID.3 and ID.7 models are offered in many overseas markets but are not SUV-orientated.

It’s a tad ironic that at the very time VW has taken an admittedly shallow plunge into EV-style motoring in RSA, the vehicle genre on the global stage at least is on the back foot as potential buyers are wary of precipitous depreciation suffered by EVs across the board. Further, pricing in many markets has risen in the face of the removal of government incentive subsidies and the spectre of range anxiety has refused to retreat.

Nonetheless, it is clear there is no going back on the move into electrification, but the local arm of VW has wisely decided to take a measured approach by limiting initial numbers and putting these examples into the hands of the media – hence this pioneering launch event - as well as fleet and private customers who value practicality, value and usability ahead of premium image and associated pricing.

Feedback will determine the next moves, but in the meantime, a limited dealer network has been identified and EV specific training has been undertaken to ensure that the initial fleet of ID.4 models is fully supported. It’s also relevant in the current context to point out that vehicles imported into RSA must comply with local regulations, a process that’s inevitably shrouded in red tape and the associated delays.

This unavoidable process accounts in large part for why the aforementioned assessment fleet does not incorporate 2024-model upgrades, the most significant of which involves the integration of VW’s much improved infotainment software. Regardless, and subject to the feedback generated by this current exercise, VW intends to integrate the learnings into future models that will be tailored as far as possible to suit local conditions, not least dirt roads!

So, if all goes to plan, and the infrastructure supporting the use of EVs in Mzansi continues to improve, most especially in terms of charging points, do not expect to see fleets of ID.4s humming around before 2025 when leasing options will be opened, primarily to corporate buyers. Regular sales are not planned before 2026 which telegraphs VW’s understandable conservatism towards unlimited importation of EVs as the company builds a better understanding of local market operating conditions.

All this tells you that our exposure to the ID.4 represents something of a pioneering exercise for VW Group Africa just as it represented an interesting opportunity for us journos to sample for the first time, an EV ’born in Wolfsburg.’

Ten units were on display at a local dealer and it certainly didn’t take long for yours truly to note a nice array of paint colours, all of which showed off a lovely deep gloss achieved by the assembly plant which my research suggests is not in Wolfsburg but most probably in Emden (or Zwickau?) where, ironically, EV production has been slowed in the face of reduced demand in the northern hemisphere.

Happily, panel fit proved to be exemplary too such that the 4,59m 4-door cut a smart if relatively conventional SUV figure that on first acquaintance looks a tad bigger than photos suggest. I selected a metallic royal blue example for our test run and I guess I shouldn’t have been surprised to find the interior decked out in the usual Saffer mix of black or near black.

Other markets offer much more interesting interior combos including duo-tone ex*****ons, but I guess the principle of ‘when in Rome, do as the Saffers do’ applies. Pleasingly, the interior, even in its monotone form, projects a satisfying, quality ambience with leatherette surfacing complementing alcantara seat panels.

Space is generous for pax and luggage with no less than 543L on hand with all seats in use. A simply executed soft-touch dash, complete with stitched panelling, is notable for its relatively simple architecture which incorporates a driver-orientated basic info pod and a more familiar 10-inch touch screen still replete with the confusing menus of old.

Included within the Pro Performance spec, as presented here, are heated front seats and steering wheel, smartphone charge pad, multi-colour ambient lighting, adaptive cruise control and park assist. Down the line, it is quite possible that there may be changes to the specification.

All ID.4 trial units offer 150kW output with a torque peak of 310Nm, courtesy of a 77kWh battery, the drive going to the rear wheels only via a single speed transmission. All out, this model is claimed to get to 100km/h in 8,5 seconds and go on to an academic 160km/h. The appalling driving conditions experienced on the day made it difficult to assess overall refinement, but take it as read that the “mechanical” silence is soothing in typical EV style and the thrust delivery is almost eerily relaxed but still notable for the gravitational force delivered!

Howling winds and streaming road surfaces conspired without success to spoil the drive as the ID.4 dealt remarkably well with nature’s forces, albeit that it wasn’t really possible to take a definitive view on how well road induced noises might be isolated in more normal circumstances.

Given the ever-present gale, it can be stated with certainty that this Volksie is endowed with reassuring lateral stability and that despite riding on fairly sporty 19-inch rubber, its primary ride is nicely cushioned with good rebound control, albeit that sharper edged broken surfaces did generate some restlessness and jiggling, and some body roll was evident.

As with many EVs though, the brake pedal felt disconcertingly soft and needed more travel and foot pressure than most of us would be familiar with. By contrast, the power steering system felt ever so pleasant with well judged weighting and a beautifully linear feel from lock to lock.

Brake feel aside, the ID.4 delivers most reassuringly on the dynamic front and even more importantly, perhaps, it’s endowed with a very respectable potential range of 500km. While the battery can be topped up overnight via an 11kW domestic system, this model is compatible with 150Kw fast chargers which should re-energise up to 80% in around 40 minutes. Hopefully, by the time the ID.4 becomes an official import, there should be a lot more fast chargers waiting to dole out their energy reserves.

As there are presently many unknowns about the final spec of models identified for official importation, not to mention uncertainty about inflation factors and currency fluctuations on the horizon, VW is not in a position to provide indicative pricing for their thoroughly worthy and classy EV.
RICHARD WILEY

(Photos: Volkswagen Group Africa)

18/07/2024

How's this for attention to detail

18/07/2024

!!!!!!!! After my Lotto win

17/07/2024

17/07/2024

17/07/2024

16/07/2024

WHO ELSE THINKS THE NEW AUDI S5 (REPLACING THE S4) IS ONE GOOD LOOKING MACHINE?

16/07/2024

GWM Tank 300 2,0T 9(H)AT HEV 4X4 Super Luxury

The establishment should be worried

It’s only just over four months ago that I published a full launch report on GWM’s oddly named Tank, so I’ll proffer a slightly different perspective in this follow-up report which covers seven days’ use in my more familiar home environment. In particular, I’m going to focus on design detail and driving manners, so here goes.

Composure is not a description that would normally be applied to any ladder-frame vehicle with reference to its overall road manners and most especially to its ride quality, but the GWM Tank comes closer than most. Those well-versed in the intricacies of off roading will know that a well -designed ladder frame is a compromised but cost-effective design that imparts strength and associated durability while providing good NVH values, most especially in terms of isolating road induced noises.

It’s also said that the simple design allows for greater wheel articulation that’s a desirable attribute in off-roading, but not everyone spends all their time bush whacking and ladder frame on-road manners are not so kosher, no thanks to the widespread use of softer springing and solid rear axles that transmit disturbances into the cabin, not to mention compromised steering and straight-line tracking.

Older generation bakkies in particular tell the sad story of indifferent driving manners but jump into a Tank and the difference is remarkable, so much so that on typical mildly scarred tar road surfaces, it feels assured and blessed with a pleasing suppleness and decent directional control. I learned about these positive attributes on the aforementioned model launch when much of the driving took place on motorways interspersed with some serious off roading and a fair bit of gravel.

Logic tells me the use of coil springs and multi-links attached to the extremities of the solid rear axle certainly help mitigate the inherent ride disadvantages of the old-school frame design, but as ever, a longer association than is possible on a launch event reveals some consequences.

First up, it’s soon evident that relatively soft springing is employed, and this, in concert with deep-walled 265/60R18 rubber, helps cushion the worst of indifferent road surfaces. Sure, variable driving modes can be called up, but these never undermine the inherent pliancy of the underpinnings, a pliancy that allows for more body roll than is ideal and most disconcertingly, sees the rear wheels temporarily leave the ground under very heavy braking.

I’d read reams on the web about this “rear axle lift” so decided to establish if there was anything behind the debate. Further, from day one, the brake pedal of the test unit had seemed “soft” and sure enough, when plenty of pressure was applied, the pedal sank into the carpet, but retardation remained unimpaired despite temporary daylight coming into view between the rear tyres and the road! Disconcerting, for sure, especially as even at a standstill with the transmission in P, the brake pedal could easily be made to sink to the floor.

I should stress that such foibles only became evident in very heavy use, but the nose-dive and rear axle lift most definitely warrant a rethink of spring rates and damper valving. I do though want to make it clear that in everyday driving, the Tank’s chassis behaviour is markedly more controlled than what is delivered by the current market segment leaders such as the Toyota Fortuner and Isuzu mu-X.

It also didn’t escape my notice that transverse speed humps are dismissed with disdain, both on approach and departure, thanks no doubt to that long travel springing.

Then there’s the thorny issue of payload being the difference between nett and gross vehicle mass. Spec sheets indicate that this figure is just less than 400kg which means that four large adults with no luggage take the Tank to its “carrying” limit.

Next up is fuel consumption. The makers quote a figure of 8,4L/100km but you’d need to drive in ballet shoes to get anywhere near this. For a 2,0 litre mill, this turbo four is a tad thirsty, slurping premium fuel at around 10,8L/100km in everyday use.

But take nothing away from this fine engine which, with the assistance of the hybrid unit integrated with the transmission, delivers no less than 255kW and 648Nm that combine to offer smooth and effortless cruising and decent punch in the order of hitting 100 in around 9 seconds. The use of Sport mode markedly improves immediacy of response which is aided by a very smooth and alert 9-speed auto box.

In off-road conditions, the permanent 4WD system and the engine’s low-end muscle make the crawl mode a thoroughly effective aid to conquering nasty conditions, a process aided by the presence of additional driving modes not to mention the easily accessible low range and diff lock applications. It would be remiss of me not to mention that a warning appeared on-screen to visit a dealer to attend to a 4WD issue, the nature of which was not apparent during my tenure.

Those who genuinely spend time in the wilds, as opposed to merely mounting pavements in Sandton, will find this is a truly effective piece of equipment that also offers a thoroughly useful all-seeing 360 camera system to aid accurate wheel placement. For the record, approach and departure angles are near-identical at 33 and 34 degrees while wading depth is quoted at 700mm.

Externally, there’s a clear Jeep-inspired styling look about the Tank which is notable not just for its outstanding paint finish but also for its near flawless panel fit. The large clam-shell bonnet fits its surrounds like a glove and all doors line up with absolute precision. It’s a pity though that the tailgate is side hinged, a design forced by the presence of a full-size alloy wheel. And be aware that the sidesteps are a trifle wide and can easily deposit road dirt on the clothing of anyone alighting without due care.

Inside, the attention to detail is also readily apparent, most especially in the very nicely tailored, comfortable and powered seating, albeit that reference to “leather” is a misnomer. Virtually all the soft trim materials are composed of vinyl doctored to resemble leather which in truth makes long term care easier.

Indeed, there’s more soft-touch surfacing in evidence than employed by most rivals and there’s no shortage either of shiny trim inlays, but I have to say that the glitzy Merc-like “rocket launcher” air vents are hardly subtle. And please, GWM, spend a little more on the carpet over mats which are flimsy and not secured properly and therefore bunch up under the slightest movement. And I feel the steering wheel lacks sufficient rearward movement, so the reach is too long in relation to a comfortable pedal position. Luggage space is about average at around 400L with all seats in use.

The dash itself is dominated by two12,3-inch integrated digital displays that carry more info than most people can assimilate with the result that the layout is a tad cluttered and configurability isn’t all that simple, but still a lot better than many competitive examples. And along with the infotainment set-up and the smartphone compatibility come a host of niceties which include front and rear charge points, ambient lighting, powered windows, folding/heated mirrors, LED external lighting, cruise control, auto air con, nine speakers, multiple air bags and a 5-star Aussie-sourced safety rating. Please head to https://www.gwmtank.co.za for the full picture.

I’ve deliberately expended more words than usual on detail as many readers have expressed an interest in what makes more recent vehicles from China such effective contenders in an increasingly competitive marketplace. The answer here lies not just in a feature rich spec in relation to asking price but also in the advanced mechanical make-up of the Tank. The turbo engine offers performance at all altitudes, the 9-speed auto box works a treat, the 4X4 configuration is comprehensive and effective, the warranty terms (7 Years / 200 000 km Vehicle Warranty: 8 Years / 150 000 km Battery Warranty in RSA) are exceedingly generous and with the few reservations noted, the Tank drives well and is really comprehensively fitted out. It’s too early to make definitive statements about durability and parts back-up, but that warranty alone should provide an appropriate level of confidence.
RICHARD WILEY

Pricing as at July 2024: R851 950 (see text for warranties)
7 Years / Unlimited km Roadside Assistance ● ● ● 5 Years / 75 000 km Service Plan

16/07/2024

Omoda C5 230T

Terrific value, but dynamically flawed

I have to admit to being one of those who was very sceptical about the arrival of Chinese brands and their likely level of acceptance in a market (RSA) entrenched in the habit of sourcing cars from Europe and Japan. Indeed, as recently as five years ago, and doubtless fuelled by a paucity of knowledge of the scale and spread of automotive brand names in China, those who dared venture into a showroom populated by machines that originated in the Orient were looked at askance.

How times have changed. The Chinese invasion of automotive space in Mzansi is well and truly established and it’s underpinned by sufficient credibility for many brands to establish themselves as permanent fixtures.

One such nameplate is Chery whose Omoda brand arrived in southern Africa just more than a year ago to a fanfare of self-generated publicity fashioned to project the brand name as, shall we say, the avant-garde flag bearer of the mother company.

Indeed, the underpinnings of the Omoda C5 under review here owe everything to the existing Chery T1X platform which the SA importers rather immodestly describe as offering “sportscar levels of grip and handling.” The proof of the pudding is in the driving so hold on as I get to grips with this relatively fresh contender that’s further described by the brand custodians as being “sporty and unique” and endowed with a design language called “Art in Motion.”

To get straight to the point, it’s the frontal design of the Omoda that makes it stand out from a packed crowd of competitive contenders because it’s so “in your face” with its huge “star diamond” grille and stacked LED headlamp cluster supplemented by slit-like LED daytime running lights. Given that this colossal grille was widely described by onlookers as resembling a fancy braai grid, I guess the old adage of “one man’s meat is another man’s poison” applies here. It’s certainly not my style but kudos to the designers for daring to be different!

Where the Omoda really scores as far as external details are concerned is in the build quality. The large bonnet, for example, overlaps the front fenders in clamshell style which telegraphs that any deviation will be obvious. The shut lines here are exemplary and the same applies to all four doors and the tailgate, the latter being automated. This good news suggests that serious attention is paid to detail, and this also reflects in the quality of the paintwork which is glossy and relatively free of orange peel.

The gloss extends to the Y-spoked “black” alloys which I guess are selected to add to the claimed sporty demeanour of this slant-backed SUV, but from a personal point of view I don’t find them as attractive as a nice set of machined wheels. Wrapped around these rims is 215/55R18 rubber which thankfully eschews the widespread trend to use wafer thin side walls on SUV derivatives. And on a point of detail, it was good to see that seals are installed along the door sill line to help keep clothing clean, while dynamic indicators add a nice touch.

Heading to the interior, with keyless access, if you read Omoda’s publicity bumpf, you could be excused for thinking you were entering a palatial cabin replete with luxury fittings executed with a dash of sporty panache. Frankly, that publicity verbiage is a bit over the top, but when the very competitive purchase price is taken into account, material selection and style of ex*****on is just fine.

The powered front seats are well bolstered, supportive and nicely panelled but don’t be fooled by publicity talk referring to “eco-leather” which is a euphemism for vinyl that some scientist has expended lots of neurons on in giving vinyl a leathery texture! The split folding rear seat is good for two adults and provides decent lounging space, albeit the sloping roof line does impinge on head room and ensures that rear three quarter visibility is a challenge.

Truth is that much of the surface finishing is hard to the touch – nothing unusual, I hasten to add – but if you’re keen to find out where the competitive price gets its impetus from, the tactility of the interior fittings tells a story, most particularly around the centre console and the back door cladding. By contrast, most will agree that the twin 10,25-inch digital displays amalgamated into a single large panel resemble the fitments found in much more expensive cars.

The incorporation of Bluetooth plus wireless smart phone connectivity and lots of USB ports is good for the soul but truth be known, the speed and outright clarity of the images is good rather than brilliant. It’s also nice to be able to configure the primary instrument display from digital to analogue and so on. There’s certainly no shortage of info available and the presence of a conveniently positioned charging pad that allows easy sighting of the phone is great as is the use of Sony-sourced sound and dandy ambient lighting.

Depending on model selection, https://www.omoda.co.za/omoda-a4-brochure.pdf, the Omoda can offer an endless array of electronic assistance systems but my advice would be to stick with the Lux version as tested as the rather persistent “warning” messages and sounds emanating from the system on the top model could well be overwhelming. Niceties such as keyless entry/ start, air con, park sensors and camera and powered windows/mirrors are all on board.

Those looking for vast luggage space will be a tad disappointed to find just 378L available with the split rear seat (complete with ISOFIX mountings, but apparently no air bags) in-situ, but this rather shallow area balloons to 1075L with the seat down. Plastic sides in the load area will soon show damage though. Unlike the rear passengers, those in the front are protected by front, side and curtain air bags.

The 4,4m/1,38 tonne Omoda is powered by a turbocharged four displacing just 1,5 litres and developing 115kW @ 5 500 rpm with a torque peak of 230Nm that holds on all the way from 1 750 to 4 000rpm. It’s the latter figure that endows the SUV with a surprisingly lively feel even if the aural accompaniment can sound a tad strident at higher revs. The fact that the nine-step CVT transmission doesn’t hold back the engine performance to anywhere near the same extent as most other examples of this transmission type is a feather in the cap of the engineers.

Sad to report though, this Omoda is thirstier than might be expected of a 1,5. It’s overall average of 10,1L/100km reflects this, albeit that a motorway run yielded a figure in the 8s. Neither gets near the WLTP figure of 6,9L/100km.

Suspension is thoroughly conventional with MacPherson struts up front and a torsion beam axle down the back. The ride reflects this in the form of decent comfort and absorbency on better surfaces, but nastier obstacles found in typical older urban roads can cause a bit of thumping and restless movement from the rear end. It’s all a function of a torsion beam design rather than a more expensive multi-link arrangement and is not unique to this Omoda which does provide perfectly good straight-line stability, and which wards off excessive road noise while going about its business. Good door fit also ensures that wind noise is nicely contained.

Steering is something of a mixed bag with the powered system delivering decent feel and resistance in low-speed manoeuvres but at higher speeds such as on motorways, it ditches that goodness and serves up a most unpleasant stodgy resistance around the straight ahead, so much so that it’s a little difficult to avoid darting movements at the point the resistance to turn is overcome.

This aspect most definitely needs attention from the engineers as does the brake pedal feel and calibration of boost assistance levels. I feel sure the all-disc system has enough reserve power to draw upon when needed, but the leaden pedal feel and relatively long pedal travel in relation to the level of retardation delivered is most disconcerting.

In conclusion, there is no argument about the value proposition served up by the Omoda C5. Its external ex*****on in detail terms is really good while the level of equipment can be classed as standout, but it’s not all plain sailing for this Chinese-sourced SUV. Sure, the interior ex*****on looks good at a glance, but closer attention reveals the tactility of many fitments is no better than class average. The same applies to the dynamic performance which is seriously impaired by leaden steering at higher speeds and by a “dead” brake pedal that undermines confidence. Whatever the aesthetics might telegraph, it does seem that build quality has received close attention as this well-used press car was completely free of rattles and trim squeaks.
RICHARD WILEY

New vehicles carry a 5-year/150 000 km warranty, a 5-year/70 000 km service plan and a first-owner-only 10-year/1 million km engine warranty.
Pricing: Omoda C5 range spans R359 900 (Style) to R589 990 (GT)