For 12 years, Adeco Auto Exports has been a trusted name in the SADC region for quality used Japanese vehicles, Singapore cars, and S.A. bakkies. We handle everything—from police clearance to export paperwork—making your car-buying experience smooth and stress-free. With honest garages, great deals, and glowing reviews, your perfect ride starts here. Call Tami +27 83 784 1046 or Emmanuel +27 73 193 6294 today!
The Mercedes A-class was originally a tall, boxy car. But as practical as this shape was, it simply couldn't cut it in the style stakes.
That's why Mercedes decided to give this latest version of the A-class a sleeker - and more conventional - hatchback body.
The A-class also performed well in independent safety tests. And Mercedes engineers were told to make it the sportiest car of its kind. The A-class was given a midlife makeover in 2015 in an attempt to improve ride comfort and fuel economy.
Space 4/10
Fine in the front, but less impressive farther back
In the front, the A-class is as roomy as rivals. However, the back seats feel slightly cramped compared with those in the Audi A3 Sportback and BMW 1-series, primarily because the small windows make it quite dark.
Small, awkwardly-shaped doors mean you have to be quite flexible to climb in and out of the back, too. And while the boot is big enough to take a large suitcase, you may have trouble manoeuvring it inside due to the boot’s narrow aperture.
At least you get rear seats that fold flat and some useful in-car storage space.
Comfort 5/10
Diesel engines are noisy
The seats are comfortable and supportive, and there’s plenty of adjustment for the driver. Unfortunately, you hear too much engine noise in diesel models, while wind noise is noticeable in every version.
The suspension was revised for the 2015 facelift, and as a result the A-class does offer a smoother ride than before. In addition, it can now be ordered with adaptive suspension that reacts to bumps in the road with the intention of offering smoother progress in comfort mode or a sharper, more driver-focused set up in sport mode. We've yet to try the adaptive suspension in the UK, but can report that on standard suspension and 18-inch wheels the A-class is a much improved car, if still not as smooth as an Audi A3 or Volkswagen Golf.
Dashboard layout 6/10
Looks and feels great, but not as intuitive as it could be
A premium hatchback needs a high-quality dashboard, and here the A-class does well. Solid materials and an attractive design give it an upmarket feel, which is marred only by a tablet-style screen that looks like it was tacked on as an afterthought.
Sadly, useability isn’t as good as it could be. The menus on the screen can be confusing to navigate. And the sheer number of buttons on the dash means it can be difficult to find the one you want without taking your eyes off the road for longer than you'd wish.
Easy to drive 6/10
Light controls and a good forward view
Reverse parking is harder than it should be due to a small rear screen that limits your over-shoulder view. However, there’s a subtle, bowed curve to each side of the A-class’s windscreen, which helps minimise forward blind spots.
You also get light controls and a slick manual gearshift to make driving easy when you’re going forwards. And most versions of the A-class are available with an automatic gearbox, although this can be a bit jerky at times.
Just make sure you avoid the A180 and A200 diesel engines because these feel gutless.
Fun to drive 5/10
Disappointing unless you go for the expensive A45 AMG model
In the second half of 2015, Mercedes installed a Dynamic Select button in the A-class, which when pressed alters the weight of the steering and response of the accelerator to give the car a sportier feel. It works to an extent, but the A-class still isn't the kind of car that will tempt you into taking the long way home.
The A45 AMG, however, is a different story. Sharper steering, fantastic body control and incredible grip make it a truly exhilarating thing to drive fast. It’s a sledgehammer of a car, which uses brute force to smash its way down a fast road.
Reliability 9/10
Mercedes has a good record here
Mercedes has a great record for reliability, finishing as the fifth out of 26 manufacturers in the 2015 JD Power Dependability study.
You also get the reassurance of a warranty that lasts for three years, no matter how many miles you do, whereas Audi and Volkswagen cover you only for the first 60,000 miles.
Fuel economy 8/10
Many rivals are more efficient
The most efficient A-class, the A180d, returned 80mpg in official fuel tests, putting it on a par with rivals. In the real world, expect economy of about 50-55mpg from the diesel A-class models, which again matches what you'll get from rivals.
Petrol models ranged from between 40-50mpg in official tests, but again you should expect to see a drop in real-world driving.
Affordability 7/10
Strong resale values keep leasing costs down
The A-class might have a headline-grabbing model that emits just 89g/km, but as with rivals most versions miss out on a sub-100g/km rating. Still, company car drivers will find that the latest A-class is more appealing than the pre-facelift model.
It's also worth noting that while as a premium model the A-class is expensive to buy outright, strong resale values do help to keep leasing costs down.
Safety 8/10
Not the safest, but still does well
A strong showing in Euro NCAP crash tests proves the A-class is a safe car. True, the rival Audi A3 scored better for both occupant and pedestrian protection, but the Mercedes wasn’t far behind, and it performed slightly higher than the BMW 1-series in most areas.
The long list of standard safety equipment on the A-class includes six airbags, systems to prevent skids and aid braking, and a bonnet that automatically lifts up in a collision with a pedestrian to help cushion the impact.
Standard spec 6/10
No version is too badly equipped
The cheapest, SE models come with front and rear electric windows, air-conditioning, a Bluetooth hands-free phone connection and a socket that lets you connect your iPod to the stereo.
We’d be tempted to upgrade to the Sport specification though, because this brings the Dynamic Select driver controls, and sharper looks, inside and out.
It’s little short of scandalous, however, that Mercedes charges extra for DAB digital radio when rivals include it in the standard price.
Our favourite version
A180 Sport, list price £22,005 Options you should add Metallic Paint (£575) and DAB digital radio (£420)
The verdict 6/10
The Mercedes A-class is one of the most striking hatchbacks around, but rivals such as the Audi A3, BMW 1-series and VW Golf are more capable.
Dear our Blog Readers, please note that the 2016 Model of the Honda Odssey is not yet available on the Durban South Africa Market/ Stock of Used Japanese Vehicles. Only the older models of the Japanese Honda Odssey is currently available in Durban.
Likes
Good interior packaging
Responsive handling
Sedan-like fuel economy
Innovative features, like a built-in vacuum
More child-seat positions than other vans
Dislikes
Front seats lack support
Pricier than the competition
No longer so "mini"
The 2016 Honda Odyssey stands at the top of the minivan heap, with more design flair and more driving enjoyment than most other three-row rivals.
Family vehicles don't get any more purpose-built than minivans. The 2016 Honda Odyssey isn't only an example of a minivan done well, but it's also an example of a family vehicle done well. It handles multiple combinations of passengers and cargo, kids and diaper bags—all while managing to be slightly fun to drive, and earning some of the highest ratings for safety around.
The current generation of the Odyssey definitely stands out a bit more, with its "lightning bolt" beltline design; a refresh a couple of years ago fine-tuned the visual appeal, with a more deeply sculpted hood, a bolder grille, darker-finish headlamp housings, and some front appearance tweaks that included chrome-trimmed fog lamps. In back, the LED taillight bars sharpen up the look, while inside a new center-stack design and fresh finishes keep the Odyssey up to speed in an automotive market that's constantly upping cabin appointments.
With 248 horsepower and 250 pound-feet of torque from a 3.5-liter V-6, and a 6-speed automatic transmission, this front-wheel-drive minivan has enough on reserve for strong passing, even with a full load. Although you'll never mistake the Odyssey for a sport sedan, the Odyssey definitely handles more like an Accord than a Pilot. The ride is a bit firm, but the Odyssey manages to combine ride comfort and handling prowess better than most family-haulers.
Inside—what matters most for a minivan, right?—the Odyssey is a surprisingly quiet and refined space. Active noise cancellation and active engine mounts both quell any vibrations from fuel-saving cylinder deactivation, as well as excess road noise. Cubbies and bins abound, with the center compartment between the front seats designed to swallow large items like a purse or tablet.
The seating layout is highly configurable, of course. An available split second row allows for the two outboard seats to be moved toward the doors (Honda calls this wide mode) to make more space for adults sitting side-by-side. The second and third row can also move relative to each other to provide better access to the rear seats or more comfort for the second-row passengers. There are five official LATCH connections, and in all, compared to most other three-row vehicles, even, you get a lot more flexibility in where child safety seats can be placed.
The current generation of the Honda Odyssey has been a standout when it comes to safety. It's been one of the few large vehicles to achieve top ratings from both U.S. safety agencies. The IIHS calls it a Top Safety Pick, and the Odyssey has all the safety-feature bases covered, with a standard rearview camera system on all models, and the top Touring Elite getting an Expanded View Driver's Mirror, a blind-spot warning system, forward-collision and lane-departure warning.
Features, and value for money, are areas where the Odyssey doesn't quite add up to a grand slam. The base Odyssey LX includes Bluetooth hands-free calling, Honda's intelligent Multi-Information Display, and an 8.0-inch screen, in addition to a USB audio port and 2 GB of audio storage and a USB audio port; but many of the most desirable features remain the exclusive domain of the Touring and Touring Elite models.
The top Odyssey Touring Elite model gets many of the best features in the lineup, including the HondaLink infotainment suite, which allows owners to use a smartphone app to access Aha Internet-based entertainment, or hear Facebook and Twitter updates via text-to-speech. There's also a 650-watt sound system with hard-disk storage, the ultra-wide-screen system, theater surround sound, and HID headlamps, and a standout 16.2-inch wide-screen entertainment system, which can even split the screen in half to display two separate inputs (including HDMI).
Perhaps the Odyssey Touring Elite's most enticing feature is the HondaVAC system—a powerful integrated vacuum cleaner located on the left side of the cargo compartment.
....If you need to purchase the older models of the odssey in Durban, please phone or whatsapp Tami on +2783 784 1046.
The Volkswagen Polo 1.0TSI BlueMotion as tested here is the first Polo BlueMotion with a TSI engine – can a small petrol turbo beat the economy of a small diesel turbo? What is BlueMotion?
The concept behind the Volkswagen BlueMotion cars is low resistance – low air resistance (caused by air drag) and low rolling resistance (through tyres and drivetrain). It is the optimisation of aerodynamics and detail spec like low-friction tyres, all with the aim of reducing fuel consumption and minimising emissions.
The BlueMotion idea, VW says, wants people to Think Blue – think of the blue sky and blue water, with blue symbolising nature. So in essence, the BlueMotion cars are to help save the environment.
You will identify the full BlueMotion models by the closed-off radiator grille with BlueMotion badge, and aerodynamic add-on body kit extending the bumpers and side downwards, and different style of wheels and eco low-friction tyres. The turbine-style alloy wheels are specific to the Polo BlueMotion, yet despite the modern shiny surface, the general opinion is that this wheel does not suit the Polo, even prompting a young observer to ask: “What ugly Polo is this?” If VW had fitted a more normal-looking wheel, keeping the same aerodynamic benefits, of course, it would be less odd. Adding an aero kit but keeping smallish high-profile tyres is never an eye-pleasing combination.
Some other VWs like the Golf 7 and some Tiguan have BlueMotion Technology badges, which mean they do not have the full BlueMotion programme benefits – only some of the technology, to make a low-fat version. The Polo 1.0TSI BlueMotion is the fat-free product.
Differences inside for a full BlueMotion is the light blue stitching on the seats and light blue wavy pattern cloth, unique to BlueMotion. The “Think Blue. Trainer.” display helps you save fuel – it shows your Blue Score out of 100, and the average fuel consumption since start (since you last started the engine, which nudges you to drive gently at every trip – not just over between refills).
The Polo BlueMotion is spec-wise similar to the Polo Comfortline, but gains items like cruise control and the rear roof spoiler for the economy factor.
Polo facelift
When the Polo facelift happened in mid 2014, along with the smart new even higher-quality look, the old-fashioned engines 1.4 and 1.6 petrol engines were replaced by the 1.2TSI turbo petrol, in 66kW/160Nm spec for Trendline and Comfortline models, and a stronger 81kW/175Nm for the stylish-looking Highline models (Highline trim was added for that small executive look). The TDI models were not available for a while, and the BlueMotion waited for its upgrade.
VWSA then brought the Polo BlueMotion facelift model in August 2015, but it was no longer a TDI – the BlueMotion became TSI. Significantly, at the same time a new 1.4TDI engine was introduced to replace the previous 1.6TDI.
Appreciably, VWSA has added a standard service plan on all Polo facelift models valid for 3 years or 45 000km, which was a cost-option previously. TDI BlueMotion or TSI BlueMotion… or TDI?
Driving the Volkswagen Polo 1.0TSI BlueMotion brought out the engine character as being the typical 3-cylinder thrum, but also very quiet. Its credentials are 70kW at 5000 to 5500 r/min, and torque of 160 across 1500-3500 revs (which is exactly where you need it). The claimed urban consumption is 5.0, and the combined cycle 4.2 l/100km. With a mix of urban and highway driving, the average since refueling showed as 7.4, and long-term consumption at 6.9 average. Hmmm, not quite near 4.2 then.
The 1.0TSI has 70kW, which is 15 up on the 1.2TDI’s 55kW, but the TDI develops that 55kW at 4200 r/min, where the petrol needs to rev to 5000 to reach peak power – on a power output graph, the 2 are closely matched at 4200 r/min. The TDI also has 180Nm, trumping the TSI’s 160Nm. In overtaking and up the hill, the TDI felt the more lively mill.
In general driving, the little 1-litre turbo (competing with Ford’s award-winning EcoBoost of the same size and layout) is energetic enough. Only, when in a hurry and going up a hill with speed humps, the small engine turbo syndrome rears its ugly head – the turbo, which gives it its torque in mid-range and helps the economy, now suffocates the little engine. Don’t get stuck in 2nd gear when climbing a speed hump, as the BlueMotion will suddenly have no acceleration, meaning the driver needs to quickly either slip some clutch with higher revs, or snap back to 1st gear.
When its predecessor Polo 1.2TDI BlueMotion was reviewed, the extremely low fuel economy was a clear benefit. Its 1.2-litre 3-cylinder turbo diesel seemed to be the clear winner, showing a clean tailgate BlueMotion badge to any hybrid or other small diesel car.
Will the TSI BlueMotion be able to take over the floating trophy from its TDI BlueMotion predecessor? The TDI had an unbelievably low consumption – the TSI, well, is just small-car economical… the norm.
The 1.4TDI 3-cylinder comes in 55kW at a low-low 3000 revs and 210Nm at 1500-2000 for the Trendline spec (VWSA added a cheaper TDI model, as the previous 1.6TDI was only available in Comfortline) and a 77kW at a low 3500 plus torque grown to 250Nm from 1750 to 2500 revs. The prices are R 231 900 for the Polo 1.4TDI Trendline and R 261 400 for the Polo 1.4TDI Highline (VWSA upgraded TDI to top Highline spec) while the 1.0TSI BlueMotion sits in the middle of them, at R 243 800 (January 2016 pricing).
So the question is: TDI BlueMotion or TSI BlueMotion… or TDI? Well, the previous 1.2TDI BlueMotion is no longer available. The TSI BlueMotion is priced between the pair of TDI models, but in real life everyday driving, the TDI models with their claimed 4.1 combined fuel use is lighter, and will most likely give you a better overall consumption, with pulling torque, and more widely-acceptable appearance. You can save by getting the 1.4TDI Trendline (though the TDI asks a R 22 900 premium over the 1.2TSI Trendline) or spend R 17 600 and upgrade to the eager performance plus great economy in the 1.4TDI Highline… and you have the more elegant looks, like the the very Golf-looking chrome detailing in the grille and lower front bumper, and bigger (more normal looking) wheels in standard 16-inch or sporty optional 17-inch. What’s more, the BlueMotion cannot have any options of a sunroof, leather, towbar or LED headlights.
Unless you specifically like the BlueMotion and want to stand out with a different Polo, a Polo 1.2TSI or 1.4TDI, especially, makes a better buy.
Sometimes… clearly… evolution can go wrong. The animal kingdom can present a number of candidates to prove this theory, but for the purpose of this article, let’s focus on the Datsun Z-car. The original stunned the automotive world with its Jaguar/Ferrari-esque looks, stirring performance and affordable price. But its decline started almost as soon as it arrived at dealerships.
Subsequent offerings grew heavier with luxury and safety equipment to satisfy the big American market, eventually leading to a product that had neither the aesthetic nor driving appeal of the original. Thankfully, the degeneration of the Z became a matter of concern also to the folks at Nissan headquarters in Japan, and about ten years ago it was decided to hit the reset button, wipe the slate clean, and reinvent this iconic machine.
Forget about retro
The result is the Nissan 350Z, a car which visually bears little resemblance to any Z-car of the past and instead seeks to establish an identity of its own. The lines are a very handsome mix of curved and edgy, the wheel arches are muscular and there are some stunning details, too.
For example, the upright door handles echo the look of the vertical gills at the front. The profile is particularly striking, with an elongated rear section and sloping roofline lending the car a kind of “slingshot” appearance. 18-inch wheels and a pair of large exhaust outlets round off what is a very masculine design, and one that promises serious performance. This is clearly no boulevard cruiser.
And if there was ever any doubt about that, the very driver-focused cabin will soon dispel it. As is to be expected from a dedicated two-seater, the driving position is deep-set and the stubby transmission lever mounted slightly high-up. The instrumentation is very comprehensive, including a row of three additional gauges on top of the facia. The three main dials are mounted in a pod located directly on the steering column, and adjust up and down with the steering. Sadly, there is no reach adjustment, one of a few minor flaws in the cabin.
Open the large tailgate and the first thing you’ll notice is a very substantial strut brace that not only limits space but also impacts visibility to the rear. The luggage area is not really separated from the cabin in the traditional sense, so take care under hard braking. At least there is a lidded compartment behind the passenger seat and a lidded storage box in the facia.
With a price tag approaching R400 000, the Nissan 350Z is certainly not cheap, but besides the class-leading power figures Nissan has been generous with the specification – a powerful Bose sound system, cruise control, climate control, electric windows, Xenon headlamps with washer jets, partial electric adjustment for the seats and no fewer than six airbags are standard.
Muscle car appeal
Powering the new Z is a 3.5-litre V6 engine that delivers 206 kW and a meaty 363 Nm of torque. Power goes the rear wheels via a limited slip differential, and Nissan’s VDC electronic stability system is also standard fitment. The latter can be switched out, but only skilled drivers should attempt this as this Nissan can be quite a handful… The rear tyres are slightly wider than those at the front, and this, along with the vehicle’s low centre of gravity and width, give the 350Z dizzyingly high levels of grip. In fact, you’d have to be going really fast to prompt the VDC system into action.
Without the safety net of VDC, however, fast reactions will be needed when the Z eventually does decide to let go. The steering is very fast and the low-speed ride very firm, resulting in a car that feels as if it is “straining at the leash”. This hyper-active character seriously impacts the Z’s appeal as a daily driver. But… the 350Z was not designed to be a rival for a 3 Series Coupe. This is a car aimed at driving enthusiasts.
For such owners the Z offers arguably the most entertainment value this side of a Porsche. While it is not the only rear-wheel drive performance car at this price point, it is the only one with enough power to really maximise the potential for gung-ho tail-out action so loved by fans of old-school muscle cars. And yet to pigeonhole the 350Z as a purveyor of lurid slides, only, would also be wrong.
Driven intelligently, with the driver focusing on corner entry speeds, apexes and steering inputs, this Nissan is one of the fastest (and sharpest) point-to-pointers out there. Driven this way, the engine really impresses with its mid-range grunt and sonorous exhaust note, while the transmission feels unburstable and provides slick, fast shifts.
Nissan 350z Verdict
This is not a poseur’s car. If you’re looking for something that’ll look cool while stuck in traffic on the way to work, don’t even bother. The 350Z is for true enthusiasts only and provides thrills by the bucket load across a wide range of driving scenarios. In spirit it is more hardcore than the 240Z, but some of the original’s purity has certainly been reclaimed.
One senses that, had the Z-car’s development path not been directed by American market forces, natural evolution would have taken it to a car similar to the Nissan 350Z. Talk about reinvention! We like:
Striking looks
Strong engine
Thrilling dynamics
Old-school feel
Value We don’t like:
Ergonomics
No reach adjustment for steering wheel
Lack of proper luggage area Fast facts
Engine: 3.5-litre, V6, petrol
Power: 206 kW @ 6 200 rpm
Torque: 363 Nm @ 4 800 rpm
Transmission: six-speed manual
Wheels: 18-inch alloy
Top speed: 250 km/h
0-100 km/h: 6.7 seconds
Fuel economy: 13.14 litres/100 km
Unique styling still turns heads and the 1.8-litre turbo engine punches above its power outputs. Beautifully made interior and all-wheel drive grip are further plusses. But the TT is not as engaging as a driver’s tool as the Nissan.
Chrysler Crossfire:
Based on the Mercedes-Benz SLK, but somehow manages to feel cheaper than the Nissan. V6 engine is down on power and dynamically it could do with further refinement and extra sharpness.
A truly unique offering, being the only rotary engine car on sale in South Africa today. The screaming powerplant delivers excellent power but is even thirstier than the Nissan’s V6! Adds suicide rear doors for extra practicality… and weirdness.
