SA Roadtests
South Africa
ctjag8
This is the home of automobile road tests in South Africa. I drive South African cars, SUVs and LCVs under real-world South African conditions. Most, but not all, the vehicles driven are world cars as well, so what you read here possibly applies to the models you get where you live.
My most recent drive is on the home page. Archived reviews and opinion pieces are in the active menu down the left side. Hover your cursor over a heading or manufacturer's name and follow the drop-down.
Posted: 15 February 2016
The cheat sheet
Basic price: R911 800
Engine: 1969 cc, DOHC, 16-valve, twin-turbo diesel
Power: 165 kW at 4250 rpm
Torque: 470 Nm between 1750 and 2500 rpm
Zero to 100 km/h: 7.8 seconds
Maximum speed: 220 km/h
Real life fuel consumption: About 9.8 l/100 km
Tank: 71 litres
Luggage: 314 – 602 - 1057 litres
Ground clearance (two persons): 227 mm
Approach/departure/ breakover angles: 23.8/23.3/21.3 degrees
Wading depth: 450 mm
Warranty and maintenance plan: 5 years/100 000 km
The Germans and the British have been warned: Those Nordic warriors from Torslanda, on the island of Hisingen in the Göthenburg municipality, have donned their chain mail gloves and unsheathed their swords. The time for pussy-footing around the definition of luxury SUV is over.
Everybody has known for scores of years that Volvos are safe – solid, predictable and pretty nice inside, but the only word anyone could remember is “safe” – like the person you eventually choose to co-parent your children, rather than the one who inflames your fantasies.
Volvo has let it be known that it’s tackling those foreigners head-on with intent to usurp their luxury SUV crowns. Although safety will remain top priority, the company is deliberately moving its products upmarket.
Interiors are beautifully fitted, standard equipment is extensive, seats are luxurious and everything looks not only good, but modern. As we stated a couple of times to onlookers; once you’ve looked, and sat inside, you’ll think twice before buying a Mercedes/BMW/Audi again. Sceptical? Look at the impressive list of awards it has won since its overseas launch in 2014; Volvo listed 58 as at 15th January 2016.
Innovation points Volvo’s way forward. It’s built on the new Scalable Product Architecture platform (one format can be made to fit all), new engines from the Drive-E range, new suspensions, new interiors and unabashed luxury. A look at run-out pricing on the forerunner to our test car, versus today’s asking price, will give you a hint. The previous D5 sold in late 2014 for just under R600 000. Today’s much improved XC90 diesel will set you back between R870 300 and R932 900 depending on specification. Almost-German options lists are part of the programme too.
There is too much information to repeat, as specs and new kit goes, so here are a couple of teasers. A new eight-speed Geartronic box replaces the six-speed unit from the old car. The new engine may also be called D5, but it’s not the 2.4-litre, five-cylinder, 147 kW/420 Nm unit you remember. It is now a 1969 cc, inline four with twin turbochargers putting out 165 kilowatts and 470 Newton metres. Maximum torque kicks in slightly lower down the rev range than previously. That's pretty much the norm nowadays. Zero to 100 km/h sprint time is down by 2.5 seconds, maximum speed is up by 15 km/h and fuel economy improves noticeably.
The company’s quest to make sure that, by 2020, nobody should be killed or seriously injured in a new Volvo has led to two new safety features.
Run-off-road protection: Should the car leave the road, the XC90 detects what’s happening and tightens front safety belts to keep occupants upright and in position. To reduce or prevent spinal cord injury, energy absorbers in the seat frame swallow up to 30 percent of the vertical force of the car landing back on its wheels.
City Safety with auto-brake in intersections: The XC90 warns, then if necessary, brakes automatically should its driver turn in front of an oncoming car. An example would be right turns in front of oncoming traffic in the case of right-hand drive countries.
Trim levels available here include not-quite basic Momentum, top-level Inscription and R-Design with its sportier look and feel. The differences between a Momentum version of the D5, all-wheel drive, Geartronic car and our Inscription-trimmed test unit were basically a special grille, softer Napa leather upholstery and a box-load of trim items. We would put the R41 500 price difference aside for something more useful but in fairness, the more prominent grille and sexier leather are nice – and if it’s deductible why ever not?
Because the XC90 boasted 227 millimetres of ground clearance and awd, we felt obliged to take it along our favourite forest trail. And thereby hangs a tale. Noticing a ranger’s Hilux approaching on the narrow track, from a distance ahead, we backed into a convenient side path to let him by. The 360-degree cameras, included with heads-up, keyless entry and start, and exotic B&W sound kit in the R55 000 Premium options pack fitted, made this really easy.
Seeing the ranger looking expectantly at me, I buzzed the window down. “Your Garmin lead you astray?” he quipped. “No,” replied I, all straight-faced: “I’m here deliberately.”
Still a little unsure, he checked: “So you know this road then?” Assuring him that I did indeed know exactly what I was letting this big, blingy and unlikely looking soft-roader in for, he left me to it.
The obstacle course, a short way ahead, consisted of a steep hill with humps and hollows and paved with loose rocks. Choosing the off-road setting on the Drive Mode selector and first gear in manual, we ambled up and through without drama. Soft roaders are actually more capable than we give them credit for but one must, obviously, understand their limits. For example; our test rig was fitted with optional 21-inch, 40-profile tyres – street spec. to boot – so we treated them respectfully.
The system defaults back to Comfort mode each time the engine is restarted, so that’s where you’ll spend most of your time. As the figures indicate, performance on freeways is more than adequate with good roll-on power available at all times. It ambles along at about 1800 rpm at 120 km/h in top; right on the torque peak.
Providing a bit extra in the response department, Dynamic mode fits the bill for enthusiastic driving on winding country roads, although the suspension remains soft and pliable. It holds on well and makes a welcome change from German awd cars whose makers believe that harshness is the only way to decent handling.
We tried the sixth and seventh seats in the third row. As expected, headroom for tall people was severely limited, although knee space varied between painful and plentiful thanks to second-row chairs that adjust, in three sections, fore- and aft over about 10 centimetres.
Thoughtful touches back there include a pair of cup holders, two storage boxes with lids and air repeater vents in the “C” pillars. Because the vehicle stands very high, getting in and out would be easiest for the young and agile. Reassuring for those who like to know, a spacesaver spare is stored under the boot’s floor board.
The second row of seats is almost office-like. Apart from the adjustability mentioned above, each section folds properly flat, head-, knee and foot space is generous, there’s a full suite of remote air conditioning controls, lots of storage, individual door locks and reading lights and grab handles in case your chauffeur gets unduly enthusiastic. Smokers are accommodated too, with a 12-volt socket and a pair of individual ash trays. Entry and exit is as graceful as can be expected in a vehicle this tall, thanks to wide door openings.
We liked this XC90 but, because it isn’t quite as all-road-capable as our presently favourite SUV (a British product), we can only vote it second. But it’s a worthy second; worth serious consideration.
Test car from Volvo Cars SA press fleet
Our review of the 2016 T5 R-Design is here
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This is a one-man show, which means that every car reviewed is given my personal evaluation and receives my own seat of the pants judgement - no second hand input here.
Every test car goes through real world driving; on city streets littered with potholes, speed bumps and rumble strips, on freeways and if its profile demands, dirt roads as well.
I do my best to include relevant information like real life fuel economy or a close mathematical calculation, boot size or luggage space, whether the space is both usable and accessible, whether life-sized people can use the back seat (where that applies), basic specs of the vehicle and performance figures if they are published. In the case of clearly identified launch reports, fuel figures are of necessity the laboratory numbers provided with the release material. If I ever place an article that doesn't cover most things, it's probably because I have dealt with that vehicle at least once already, so you will be able to find what you want in another report under the same manufacturer's heading in the menu on the left.
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SA Roadtests
South Africa
ctjag8