“There has been a cardinal shift in the makeup of the South African passenger car market this year when one analyses the Naamsa figures for the first quarter of 2010 with the corresponding period a year ago,” says the chief executive of the McCarthy Group, Brand Pretorius.
“The total market in the three month period has grown by 16.5%, from 60 043 units to 69 951, but the various buyer sectors are completely different.
“Significant growth in sales to the rental companies has occurred as expected with unit sales to these businesses jumping by 88.9% as they fleet up for the expected high demand during the World Cup in June and July. The jump in rental sales of 4 426 was a major contributor – in fact responsible for 45% of the growth in the overall car market of 9 908 units,” explained the CEO of one of the country’s largest vehicle retail groups.
Brand Pretorius went on to say that dealers had also benefitted from the swing in sales trends, with an improvement of 14.6% in their sales. He said that sales to the government shrank substantially in the first quarter, going down by 17.9%, while single unit sales which comprise vehicles that manufacturers and importers put into their own fleets, fell 19% as an indication that they are still feeling the effects of the tight financial situation.
“I do not expect the first quarter buying trend to continue for the rest of the year, particularly as the high sales to rental companies have skewed the market, but I believe it will be a healthier year for the dealers, which are the life blood of the local motor industry,” concluded the McCarthy CEO.
Jaguar is continuing the celebration of its 75th anniversary with a strong entry at the 2010 Mille Miglia revival event. The company is represented by a total of 27 vehicles from around the world, including an impressive ‘works team’ of classic XK120, C-type and D-type models supported by Jaguar Cars and the Jaguar Heritage Trust.
Jaguar’s strong representation at the 2010 Mille Miglia builds on a long connection with the race. Back in 1950, the company fielded a four-strong team of XK120s, and a young Stirling Moss took the wheel of a works car the following year.
“The Mille Miglia is one of the world's premier driving events, and one where Jaguar has always felt very much at home,” said Mike O’Driscoll, Managing Director of Jaguar Cars, who will be piloting one of the famous C-type racers in this year’s competition.
“Our association stretches back to the 1950s, when XK120 and XK140s were a regular sight and C-types and even a D-type also competed. This year I am proud to see another very strong contingent of classic Jaguars.” he added.
The 2010 Mille Miglia takes place over a 1000-mile course starting from Brescia in northern Italy, mirroring the classic event which became synonymous with legendary displays of driving skill and bravery between 1927 and 1957.
The current retrospective format offers an ideal opportunity to showcase some of Jaguar’s most famous vehicles where they really belong: competing with other classic sports cars on the open road. This year’s full representation also provides a fitting way to celebrate an important milestone for the marque. Furthermore, Jaguar is proud to be a joint sponsor of the Mille Miglia 2010 with heritage vehicle displays along the route.
“2010 marks the 75th anniversary of the Jaguar name, and 75 years of looking forward, designing and building cars that represent the very best of technical innovation, design leadership and sporting success,” explained O’Driscoll.
“Since our earliest days, we have been inspired to design and develop beautiful fast cars; cars that stand out and stand apart. I can think of nowhere better to continue our 75 year celebrations than at the legendary Mille Miglia, and I look forward to experiencing the unrivalled glamour, passion and motoring heritage that the event is certain to offer all competitors and spectators again this year.”
True, and with not much logical reason, apart from the fact that we are a country of brand snobs who never want to try out anything new. Nevertheless those who dare take the road least travelled often find a pot of the sweet stuff at the T junction.
Guess You Like It Then?
Very much. I’ve actually liked the Accord since the previous generation came to South Africa in the early 2000s. This one is arguably the finest example yet. Admittedly it’s lost some edge as far as looks go, but I reckon that was the aim anyway; go a little conservative on the styling an attract a more mature clientele. Maybe I’m just more mature then.
Then why the anonymity?
I honestly don’t know. The Accord has everything going for it and then some. My 2.2 I-DTEC for example, has a turbo diesel engine pushing out 110kW and 350Nm, which is pretty much in the mix as far as the segment. Folks don’t realise that this car competes with some real heavies, the likes of Audi A4 2.0 TDI, BMW 320D and the Mercedes-Benz C220 CDI. With boxing gloves on, pound for pound I reckon it would come out head high. Plus it looks good too. Perhaps people just don’t want to pay for a Honda what they could pay for a similar German premium product, I don’t know.
How’s That Powertrain?
Quite strong as you can see from the figures. And very frugal too. Just check out the average fuel consumption figure for proof. Honda committed a lot of resources towards ensuring its quietness, reducing vibration up front and installing extra noise padding. In fact, it’s one of the main reasons the company has come so late into the diesel game. Torque is accessible early in the action through the 6-speed manual gearbox. Expectedly the gear lever doesn’t conjure up the same short-throw feelings as the S2000 or the Civic Type R, but it is sporty enough.
How’s About All That Blue Inside?
Yes the instrument cluster background lighting is a little on the blue side. At night it looks really good. While the Accord is made solid and boasts the same type of spec as its premium rivals, some of the build materials lack that luxurious feel. Bluetooth connectivity, dual climate control, a radio/ CD player, a USB port, seat warming functions for the front leather seats, electric windows and side mirrors, as well as an optional electric sunroof are just some of the comfort items found inside. It’s a large, comfortable family car that feels its size...
So It Lost Its Driveability?
Not so much. Yes it is a little softer than before and the steering is not as sharp. Yet looking at its rivals you can spot one or two with similar feedback issues, so that won’t rattle the discerning buyer’s cage too far.
Overall Impression?
An exceptional car. Well-appointed, high quality build, strong diesel engine and very driveable. Sadly it’s not from Germany and therefore seems to be priced well out of its league.
*PRICE RIVALS: Alfa Romeo GT 1.9 JTD, Audi A3 2.0 TFSI Cabriolet S Tronic, Audi A4 2.0 TFSI, BMW 130i auto, BMW 320D, BMW X1 sDrive 2.0D, Chevrolet Captiva 2.4 LT
BABE-MAGNETIC FACTOR: Medium
*A price rival falls within R20 000 or so of the subject’s price on either side of its price spectrum for cars over R350 000, R10 000 for cars of between R250 000 and R350 000 and R5 000 for cars below R250 000.
Absolutely. And all that pimp is standard. From the air scoop on the bonnet, to the round front foglights, the integrated front grille, those black wheels with a red outer lining, clear rear lights, roof spoiler and the single exhaust pipe. The diving line from the A pillar rises ever higher as it approaches the D pillar, rendering the rear windows visibly smaller than the front ones. Very pimp! Admittedly it’s not to everybody’s taste, but it certainly is to mine. I haven’t seen this car in any other colour but white, and the contrast with the black & red wheels is just stunning.
What About Inside?
That’s a slightly different story. Those plastics that interact with the driver and passenger are not of the best quality feel. On the other hand the piano black inserts are perfect, sweet to the fingers and bring a cool shine about them. A leather-covered MOMO steering wheel emphasises this, although it has no satellite controls for the audio. Headroom is exemplary, giving the Materia Turbo an airy feeling and spaciousness. I would have expected a car retailing at R220 000 to have leather garb around its seats, but that was too much expectation on my part.
That Speedo Must Irritate.
Certainly does. I can never understand why some auto manufacturers insist on placing the speedo and the tacho in the middle, requiring the driver to always glance leftwards (right in the case of left-hand-drive cars) to see how fast he’s driving. I suppose Daihatsu shareholder Toyota sneaked it in as it was finalising the design of the Yaris, which has the same setup.
Does The Drive Make Up For It?
More than. The 1.5-litre turbo engine is sprightly and punches above its own weight. When prodded through the accelerator it whistles out a course whisper, reassuring the driver that all is still well under the bonnet. Therein lies that 4-cylinder petrol with a turbine that helps it make 110kW and 190Nm of torque. Such figures are comparable to an Audi A3 1.4 TFSI, and so will performance, at least on the straights.
What Do You Mean?
If you recall, at the South African launch we took these little can-do Daihatsus around the Zwartkops Raceway too see how well they could stay on the black around a racing track. They impressed.
Any Drivetrain Concerns?
Yes, the gearbox is a little on the loose end, sometimes requiring more muscle than normal to plug it into the right slot, especially when shifting from second to third. You might not see it in the interior picture but the gear lever sits quite low and you almost have to lean on the side for a gear change.
And The Nice Stuff?
Well, the CD player accepts MP3s in addition to the usual sound format. Users can store six radio stations for quick access through the interface and there’s an auxiliary jack for external players like iPods. The rest is quite standard; air conditioning, electric windows, side mirror adjusters and a steering wheel that tilts upwards and down, never telescopic though.
Final Impression?
The Materia Turbo is a very competent mini performer with proven track credentials. What it lacks in finesse it makes up for in the fun-o-metre.
*A price rival falls within R20 000 or so of the subject’s price on either side of its price spectrum for cars over R350 000, R10 000 for cars of between R250 000 and R350 000 and R5 000 for cars below R250 000.
Pity South Africans are such committed brand ambassadors for their preferred car marques that they won’t even give something new half a chance to prove itself. Perhaps I’m just a cynic who’s not in touch with current trends. Perhaps my fellow countrymen are slowly showing a mindshift, slowly opening their eyes to new things, trying out brands they’ve never tried before. For if they do, they might find a bag full of pleasant surprises. Like the new Citroën DS3, launched to the local media last week Thursday.
Having seen it in pictures over the past few months I felt the French were on to something exquisite. Citroën once had a reputation for the different, unique, innovative, even niche. Somehow all that was lost during the past 20 years or so, but it seems the le French flair is back on again.
Comparing the DS3 to its natural rivals is only natural, yet a few things stand out. One is that this is the first of its kind for Citroën. Those over the age of 30 will remember the company’s DS cars from days gone by. They were inventive, futuristic, ahead of their time. They were the premium cars of their time. Most of all they were big family cars. Lately the brand aims to go back to those days. Why just a month ago it emerged as a finalist in the 2010 World Car Design of the Year for the C3 Picasso, underpinning that something fundamentally good is happening at Citroën. In fact, since its relaunch to the Mzansi market in January, at least three all-new models have been introduced.
The DS3 can be viewed as the culmination of the massive design tastes found there. It captures the essence of what Citroën used to stand for and hopes to represent once again; quality, innovation, technical excellence and a different personal touch. Does it match up to its competitors, the MINI and the Alfa Romeo Mito?
Definitely. For instance, eleven body colours are available, including black and burgundy. Different roof colour options will be offered too, giving customers a potential 38 combinations to individualise their cars. At 3.9 metres long, 1.7m wide, 1.48m high and a wheelbase of 2.46m, the DS3 is the largest car in its class. Actually it’s about as big as the MINI Clubman. Boot space is a maximum of 980 litres with the rear seats down.
The front grille is accentuated by the new Citroën double chevron, large headlights, round foglights and standard LED daytime running lights. Lovely for this trendy segment. Standard wheels are 16-inch silver alloy types with 195/55 16 Michelin tyres, while the more expensive models feature 17-inch silver alloys shod with 205/45 R17 Michelin rubber. To match those wheels and tyres a sports suspension is specified across the board.
There aren’t too many roads around the Gauteng and North West areas where the DS3 was launched, that offer challenging curves to bring out whatever sporting promises the car and its makers have made. But from the little I experienced it certainly is a major segment contender. Steering is a little on the light side but there isn’t too much understeer either, giving it a good spread of safety and excitement. I loved the feel of the flat-bottomed wheel itself though, very self-assured and full of grip.
Of course the engines are at the heart of any motor vehicle and paradoxically the DS3 shares its with main rival boxer, the MINI. Bottom of the range is a 1.6-litre naturally aspirated petrol motor dishing out 88kW at 6000rpm and 160Nm at 4200rpm. It is said to propel the car from 0 – 100km/h in 8.9 seconds, reaching a top end of 190km/h. Average fuel consumption is claimed at 5.9 litres per 100km and C02s are 136g/km. At sea level it probably performs well enough but at high altitude it’s barely adequate.
The turbocharged 1.6 THP on the other hand is a bit of a gem. Maximum throttle there is 115kW made at 6000rpm and peak torque is 240Nm at a relatively low 1400rpm. Driveability is quite superb. Citroën claims a 0 – 100km/h time of 7.3 seconds, average fuel consumption of 6.7 litres per 100km and C02 emissions of 155g/km. The top speed is 214km/h.
Accessing those forces is a choice between a 5-speed or a 6-speed manual gearboxes, both of which are available immediately at launch. An automatic model starts selling later on this year.
Citroën SA is quite keen on bringing the mad DS3 Racing Edition here, but that will depend on a number of factors, including possible pricing and stock availability. I’d like to speculate that the 147kW pocket c4 would cost around R310 000 to bring here. I hope there’s at least 20 folks out there willing to part with that kind of dosh for a race-bred stunner such as that.
Safety issues which are unfortunately almost always listed last, are the most important. For the DS3 they include ABS with EBD, ESP, 6 air bags and cruise control.
Interior appointments include leather seats for the THP Sport, air conditioning, electronic folding mirrors, a CD player and Bluetooth connectivity. There’s even a factory-fitted air freshener on the dashboard. A unit I drove at the launch emitted an irritating whistling sound through one of the air vents when the air con was switched on. Hopefully it will be sorted out by the time that particular car is sold. Otherwise things seem solid, inside and out.
These days being different is not such a big deal anymore. And if you can be unique but at the same keep the same features and performance as others, what’s stopping you? Try the new DS3 and be surprised. Pleasantly.
Definitely on the “thrills” but not so much on cheap anymore. The 370 Z is obviously more expensive than the 350 Z it replaced, but still represents good value for the buck when compared to its direct rivals.
Break It Down Please.
Let’s go straight to the heart of the matter, which is the new 3.7-litre V6 engine making 245kW. I had hoped Nissan would install a smaller, lighter turbo unit for this car but they chose to stay natural. Nevertheless it’s a lot of electricity passing through the rear axle, but as always, we are based in Johannesburg where up to 17% of that Eskom power can be lost through thinner high-altitude air.
Translating To?
Translating to a 0 – 100km/h time of only 6.3 seconds, which is this close to a MINI John Cooper Works. Down at the coast I’m told you can get as little as 5.7 seconds out of the 370 Z, so 0.6 seconds evaporates up here. Besides that this car, which I started calling “the dancer” after one week’s cajoling, is a great waltz partner. Place it correctly on the tarmac, rev it up, pluck it into first gear and drop the clutch, and you’ll be lucky not to see rear tyre smoke. Oversteer can be expected of course, but bringing it back into line is relatively drama-less. Once on the warpath it keeps a solid stance. A Z trait is exceptional handling, and so thanks to things like McPherson struts, the 370 Z keeps that tradition alive.
Did You Like The Interior?
To a certain extent yes. Lots of premium materials are used but some are a little too plasticky, like the cubby hole cover for example. Steering wheel buttons are also a little on the el cheapo side, cementing the fact that these are the same buttons found in lesser Nissans. But it all works fine and I suppose that’s all you can ask for. I liked the front-loading 6CD changer, a concept started in the East and now used by a lot of Western automakers as well. Its BOSE sound system speakers could use some more clarity though; too much bass distortion at higher volumes.
Were You Comfortable?
The drive is comfortable, depending on who’s asking. “Softer” customers might find it a little too sporty but those who like their cars slightly sprung will enjoy the interior. Make sure you’re not over 1.8m tall either as this could further compromise your driving fun. Both leather seats (it’s only a two-seater remember) are electronically adjustable for individual solace. The gear lever is leather-covered and has a bubbly, short-shift action. Although new in all senses, the 370 Z reeked of 350 Z interior styling, like the orange background lighting, storage spaces, some knobs and even the engine note.
Can It Go On A Holiday?
If your definition of holiday does not involve heavy gravel, off-road excursions and more than two people, then yes. Although boot space is increased and takes two bags easily, don’t push it by carrying your whole wardrobe.
Is The Modern Sequel Worth It?
Pretty good, considering it’s up against the monumental mental leap made by the 350 Z from the ZX and other Z cars of yesteryears. Plus its key German enemies still hold the premium crown, and with it potential buyers’ attention.
*A price rival falls within R20 000 or so of the subject’s price on either side of its price spectrum for cars over R350 000, R10 000 for cars of between R250 000 and R350 000 and R5 000 for cars below R250 000.
Adrian Zaugg, who won three races for South Africa in the A1GP World Cup of Motorsport, finished eighth and second in the opening round of the brand new Auto GP series at Brno in the Czech Republic on Sunday.
A new feeder championship for GP2 and Formula One which sees the revival of the Lola-Zytec 3,4-litre V8 cars that formed the basis of the original A1GP series, Auto GP attracted a strong field of 16 cars for its debut with Swiss-based Zaugg, 23, and 19-year-old Colombian Julian Leal driving for the Italian Trident Racing team.
Zaugg qualified fourth for the first of two races, just 0.4 sec behind pole-winning Jonny Reid of New Zealand, a former A1GP driver for his country. The top 10 drivers were blanketed by just one second.
Zaugg went off the circuit on lap one as he fought for third place with Italian Luca Filippi (Euronova). He fell back to seventh and lost a further place in the compulsory pit stop, eventually finishing eighth. Team-mate Leal was 10th after qualifying eighth, while Fillippi won the inaugural Auto GP race from Edoardo Piscopo (DAMS) and Fabio Onidio (Lazarus).
Zaugg made a slow start from pole in race two and fell behind Vladimir Arabadzhiev. He came back strongly in the second half of the race to pressure the Bulgarian right to the chequered flag, finishing less than half a second behind. Third was Piscopo and Zaugg’s team-mate Leal was fourth.
The next round of the six-round series is at Imola in Italy on May 21 to 23.
Following the 2010 update of the Nissan Qashqai at the company’s Sunderland manufacturing plant in England, the South African operation has introduced this model to local buyers. I’ve driven the Qashqai before and I think it’s an awesome little machine deserving of its international success. Actually it’s one of the cars that emphasise Nissan’s revival in the industry, five years after near-bankruptcy threatened its very existence.
New to the exterior are the bonnet, which is now more muscular and redefined, a distinctive front grille with sporty undertones, different headlights, a rear lights cluster with 12 LED bulbs, as well as a new side aerodynamic spoiler. Roof rails seen on the 2.0-litre models are fitted as standard.
A new model line, already available in Europe, has been added for our market as well. It’s the Qashqai +2 which essentially adds a third row of seats in order for the car to accommodate up to 7 passengers in total. That vehicle is 211 millimetres longer than its normal sibling and comes with a wheelbase that’s 135mm longer. Because of the extra space demands it doesn’t have a full-sized spare wheel like the ordinary Qashqai, but features a thinner space-saver unit.
Jazzy 10-spoke diamond cut alloy wheels adorn the tyres and bring added funk to the looks. They measure 18-inches while the tyres are 215/55 R18s on all models except for the Qashqai +2 Visia entry-level which has 16-inch steel and 215/65 R16 tyres.
The great handling characteristics are assisted by the McPherson struts at the front and independent multilink setup with stabilisers at the rear. My first-hand experience behind the wheel around the Port Elizabeth area proved how agile this car still is.
The drivetrain features a 1.6-litre petrol, 2.0-litre petrol and a 2.0-litre dCi turbo diesel. The 1.6 is driven by a 5-speed manual, while a 6-speed manual and CVT transmission are available for the more powerful examples. At 81kW made at 6000rpm and 154Nm at 4400rpm, the 1.6 won’t light up the skies at all with its performance. Even the 2.0-litre petrol with its 102kW at 5200rpm and 198Nm at 4400rpm is only sufficient for everyday cruising, nothing special.
However, the 2.0 dCi would be the pick of the bunch, especially for those living at high altitude places like Gauteng, Free State and Limpopo. Expensive as it is, it kicks out 110kW at 4000rpm and 320Nm of torque at 2000rpm. Unfortunately because the South African government refuses to force oil companies to supply us with the cleanest available fuel all around the country, these engines are only Euro 3 compliant, making them relatively fuel inefficient compared to their Euro 4 and Euro 5 counterparts elsewhere.
Interior niceties include air conditioning (climate control for higher models), a CD audio system, electric windows, a 12 V power socket for recharge whatever items can be recharged, adjustable steering wheel, power steering and standard audio controls on the wheel.
Nissan says the Qashqai’s main rival is the Volkswagen Golf, yet this car sits higher than the German and offers a wider range of engines. Another close competitor Nissan probably overlooked is the popular but inferior-quality Dodge Caliber.
Whether buyers truly also think about these two cars when considering the Qashqai is neither here nor there. Fact is, this is a leader in its segment, and a real contender in the top-seller list.
At 2pm on Tuesday the 20th April a group of 51 Drivers (including 14 media, 6 GMSA Engineers, Gerotek Test Drivers and a number of professional drivers) set off on a mission to break a number of existing South African speed and distance records for diesel bakkies over 72 hours. For the mission General Motors nominated 3 Isuzu KB 300 D-TEQ LWB LE bakkies, 2 Isuzu KB 250 D-Teq Extended Cab LE bakkies.
To achieve the goal of exceeding the previous overall distance record at least one of the Isuzu KB300 D-TEQ single cab bakkies was required to average more than 160 km/h, including time in the pits for refuelling, tyre changes (no routine servicing was required as all Isuzu diesel bakkies are serviced at 15000 km intervals). To achieve the goal the drivers worked in shifts with each of them facing an average 2 hours 30 minutes in the car at a time (as per MSA safety regulation).
At the end of the 72 hours the leading KB 300 D-TEQ bakkie had completed 12 243.385km kilometres at an average speed of 170,047 km/h over 72 hours smashing the previous distance record by 722.721 kilometres. The Isuzu KB 300 D-TEQ rewrote the record book for its class and set new overall records for diesel bakkies over the 72 hour endurance event. The KB 250 D-TEQ fared equally well with the KB 250 D-TEQ beating the previous class record of 11 024 km (previously held by a 3.0 litre diesel) by 471 km with a new record distance of 11 495, 567 km.
In the quest for a new set of overall speed and distance records over 72 hours the Isuzu team rewrote15 overall speed and distance records.
“Isuzu’s slogan: ‘Isuzu delivers’ certainly proved true here this week through this event,” says Malcolm Gauld, Vice President of Sales and Marketing at GMSA. “Taking on the challenge of breaking these relatively new 72 hour speed and distance records has allowed us to demonstrate the tough constitution of these bakkies, their efficiency, reliability, and durability under the most arduous conditions,” continued Gauld.
“A fundamental of the record breaking performance of our vehicles was their ability to perform perfectly and efficiently throughout the 72 hours. Any time spent in the pits for refuelling and tyre changes is against the clock with distance lost for every second of down time. The whole record process was observed by MSA (Motorsport South Africa). The record breaking vehicles ran flat out over the 72 hours with out a single fault to provide an emphatic statement of confidence for us and our customers,” concluded Gauld.
Hyundai's first foray into the realm of near-luxury has been a relative success, achieving accolades and sales. But it hasn't exactly done so with a daring new design. Like the last generation Sonata, it's more of an attractive conglomerate than anything original. Which isn't necessarily a bad thing.
I mean, what's the fault in making your car look kinda like the Lexus LS - the Genesis's "I can make a world class luxury car too" spiritual predecessor - but actually looks better? I suppose the similarity falls mostly in the appearance of the headlights and the shape of the grille.
Had the Genesis come over with it's Korean spec grille consisting of narrow, horizontal chrome bars the look would be even more similar. Speaking of that grille - it's one of the Genesis's worst features. Sure it's unique, but it doesn't look very classy. More like a chrome interpretation of a Klingon forehead. Or maybe the guided ribcage of some poor animal.
The rear end and greenhouse look in my eyes like a Japanese take on the BMW 5-Series. When looking at the rear ends of the LS, 5-Series and Infiniti M, you can see slight resemblances to all of them. Which might say more to the slightly bland appearances of all modern cars than it Hyundai's lack of originality.
Peugeot South Africa has announced a series of updates and revisions to its award-winning 308 five-door hatchback range. The latest line-up features new nomenclature and upgraded features, as well as minor aesthetic tweaks in some instances.
A five-year/90 000 km service plan has also been introduced across the range to ensure motoring peace of mind.
Launched early in 2008, the Peugeot 308 range has received several notable awards internationally, including the Golden Steering Wheel in Germany. The 1.6 HDi derivative holds a world record for fuel economy in the Guinness Book of Records, while the 308 XT won the Engine of the Year award in Europe.
To identify the latest model range, the previous X-line model will now be known as the 308 Comfort, while the 308 Premium replaces the former XS derivatives. The flagship XT versions of the 308 will be badged Premium Pack.
Peugeot 308 Comfort models boast an upgraded features list that includes 16-inch alloy wheels, four airbags, an integrated alarm system, cruise control, and electric rear windows.
The 308 Premium adds curtain airbags to its comprehensive list of active and passive safety features, and also gets a USB box, which allows flash drives and compatible MP3 players to be conveniently linked to the car’s sound system. A revised rear bumper has been added, too.
The 308 Premium Pack is now equipped with the new rear bumper.
The updated Peugeot 308 range consists of four models, spanning the three new trim options, and offering a choice of two petrol and one turbo diesel engine.
PEUGEOT 308 COMFORT
The Peugeot 308 Comfort may be the most affordable member of the range, but it still offers a comprehensively equipped, stylish and dynamically satisfying motoring package.
The extensive list of standard features includes 16-inch alloy wheels shod with 225/50 R16 tyres, central locking, climate control, cruise control, electric front and rear windows, electrically adjustable exterior mirrors, front fog lights, a full-sized spare wheel, and a refrigerated glove compartment.
Also on the list is a sound system linking a RDS tuner and a front-loading CD player with MP3 compatibility to multiple speakers, as well as a trip computer, and a steering wheel mounted controls for the audio system.
The safety and security package is equally impressive, and includes front and side airbags, ABS brakes with EBA, auto-activation of the hazard lights during emergency braking, automatic door locking when the car starts moving.
The 308 Comfort is powered by a 1.6-litre, 4-cylinder petrol engine delivering 88kW at 6 000rpm, and peak torque of 160Nm at 4 250rpm.
The unit drives the front wheels via a 5-speed manual gearbox, achieving a 0 - 100km/h sprint time of 10.8 seconds, and a 195km/h top speed. Fuel consumption comes to 6.7 litres/100 km in the combined cycle, with CO2 emissions of 159 g/km.
PEUGEOT 308 PREMIUM
One step up is the Peugeot 308 Premium, which offers a choice between the same 1.6-litre petrol unit, and a 1.6-litre HDi turbo diesel unit.
A 5-speed manual gearbox is standard for petrol units, while the HDI engine gets a 6-speed gearbox.
The Premium version boasts all the features of the Comfort model, but adds auto-activating headlights and rain sensor-activated windscreen wipers, curtain airbags, as well as electric child locks and a USB connectivity box for the sound system. A Bluetooth cell phone interface is also included.
The performance figures for the petrol model are identical to that of the 308 Comfort. But the 1.6 HDi derivative links an 11.45 second acceleration time from 0 - 100 km/h and a 190 km/h top speed to astonishing fuel consumption.
The 308 1.6 HDI is credited with a combined cycle consumption figure of just 4.8 litres/100 km, while the CO2 exhaust emissions are limited to just 125 g/km.
PEUGEOT 308 PREMIUM PACK
The flagship of the revitalised 308 range is the Peugeot 308 Premium Pack, which is only available with an advanced 1.6-litre turbocharged petrol engine mated to a six-speed gearbox. The unit produces 110kW of maximum power at 5 800rpm, linked to 240Nm of torque.
The result is a 0-100 km/h acceleration of 9 sec, and a top speed of 211 km/h, linked to a combined cycle fuel consumption figure of just 7.2 litres/100 km. CO2 exhaust emissions come to 171 g/km.
As befits its premium status, the Premium Pack model also offers an even more comprehensive list of standard features. These include 17-inch alloy wheels, a panoramic glass roof, as well as colour-coded mirrors and door handles.
Safety is enhanced by ESP stability and traction control.
As mentioned, the entire 308 hatchback range now comes with a five-year/90 000 km service plan as standard, while the warranty remains at three years/100 000 km.
Opel’s 2010 Astra hatchback will definitely be sold in South Africa from the first quarter of 2011. This is according to General Motors South Africa which has confirmed retention of the brand, a good sign in these greatly uncertain times.
“The certainty around the future of Opel is great news for South Africa and allows us to build on the fine history of the Opel brand and the Corsa and Astra ranges,” says GMSA Vice President of Planning, Ian Nicholls.
GM is confident that the materials used to build the Astra, its styling and engines will help it take centre stage among those other competitors. It also hopes to reclaim the buying public’s imagination in the same way that the old Kadetts used to.
These engines they are talking about include a 1.4 petrol turbo worth 103kW, a 132kW 1.6 turbo and some diesels. At the moment we don’t know which of these engines will make its way down to Mzansi yet.
