Is the Volkswagen Polo 1.0TSI BlueMotion the best economical Polo choice?

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.

Article Source.. Auto Trader

NISSAN 350Z CAR REVIEW

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.

source : http://www.cars.co.za/motoring_news/nissan-350z-2004-driving-impression/14377#.Vw-jra1JnIU

How to tell your brake fluid needs changing

Brake fluid is a special hydraulic fluid composed of synthetic additives, corrosion inhibitors and used to operate brake systems. Brake fluid is used in the brake systems of motor vehicles to build pressure when applying brakes. You may need to use a periodic (time based) maintenance schedule or inspection of brake fluid colour and level in the brake fluid reservoir.


When you apply your brakes they use friction to stop the wheels. This process generates a lot of heat. Brake fluid must have a recommended glycol base with special qualities such as a wide temperature range, high boiling point with low volatility, correct viscosity, resistance to corrosion and ageing with good compatibility with sealing components of your brake system.


Did you know that for every 10,000 – 15,000 kilometres an average driver will apply the brake pedal 75,000 times? It is recommended that you renew your car’s brake fluid every 40,000 – 50,000 kilometres. Brake fluid by design tends to attract moisture from the atmosphere through rubber seals and openings. Moisture causes corrosion.


Although brake fluid is designed to withstand corrosion overtime the corrosion inhibitors deteriorate due to age and the intense heat. This will also reduce the boiling point (ability to withstand heat), lower the volatility as well as affect the viscosity (thickness and ability to flow freely).

 You should therefore use the age factor to periodically renew your brake fluid. In the absence of a vehicle’s service history carry out a precautionary brake fluid service. In the event that your brake fluid has changed colour to dark brown act even faster to replace it. You can inspect the brake fluid level and colour using the reservoir attached to the brake master cylinder.

Article Source

Which Is Better Nissan Caravan or Toyota Hiace?

Which is King Between Used Japanese Toyota Hiace and Nissan Caravan?

The following feature was first published by JM Baraza in the Daily Nation.


The Toyota Hiace is slightly superior to the Nissan Caravan on several fronts. The Toyota Hiace performs better than the Nissan Caravan. Maintenance will not be too bad, given that you do not intend to subject your vehicle to heavy use, but the Nissan’s parts may be cheaper compared to the Toyota’s.

Fuel consumption will hover around the 8 km/l area for both, sinking to 5 km/l or slightly less in traffic. General wear? Well, a Toyota is a Toyota, if you get what I mean.

Whoever said a 3-litre engine is more efficient than a 2.7 is not exactly right. As Kenyans say: “How now?” Yes, on paper the 3.0 will develop more power and more torque and will, thus, pull as well as the 2.7 at lower engine speeds, but this disparity is best seen in sub 1.8 litre cars. In vans, SUVs, and large saloon cars, the cubic capacity does become a limiting factor in fuel economy in that the bigger the engine, the more fuel it consumes.

For a 2.7 against a 3.0, the gearbox ratios tend to be the same without any major sacrifices being made in pulling power, so on the highway, at 100 km/h, both the 2.7 and the 3.0 will be running along at, say, 2000 rpm in top gear.

The difference is, sticking to stoichiometric AFRs (air-fuel ratios), the 3,000cc engine has a bigger space to fill with the intake charge (air-fuel mixture), and will, thus, burn a little more fuel. If you are going for full bore standing starts, manic acceleration, or terminal velocity, the 2.7 will have its work cut out for it trying to keep up with the 3.0.

That is when the 2.7 will burn more fuel than the 3.0. Otherwise, no, the smaller engine is more economical.

Additional Tips

Build Quality: The Toyota Hiace H100 is better than the Nissan E24. Now, you do not exactly mention what vintage of these vehicles you want, so I will cover the current models too.

The E25 is better built than its predecessor, but again Toyota comes out on top: the Hiace H200 is such a huge step forward from the Shark that the Nissan looks almost awful in comparison.
 

Off-road ability: Both cars are available in 4WD version, but you have to raise them (increase ground clearance) yourself. The E24 and the Shark do not suffer much disparity in their skills (they were both NOT meant for hardcore off-road activities), but their respective successors are a little different. The Hiace is longer and rides lower, so it would not be very ideal to wander too far from the paved path in it.

Article Source

Importing A Used Japanese Vehicle To Mozambique

USED JAPENESE VEHICLES IN DURBAN - MOZAMBIQUE INFO

This article seeks to clarify certain issues regarding the process of Importing a used Japanese vehicle into Mozambique. Please note that all used Japanese vehicles being imported into Mozambique will be required to undergo an INTERTEK Inspection in Durban. The Inspection can only be done when the customer provides the MOZ number only obtained from Intertek.

Most customers wonder whether it is them or  the Dealership from which they buy their vehicles who applies for the Moz number. The fact of the matter is that it is the duty and responsibility of the customer to apply for the Moz number at the Intertek office.

HOW DO I START THE PROCESS OF APPLYING FOR THE MOZ NUMBER?

When you purchase your used Japanese vehicle in Durban, the Dealer will issue you with a Pro forma Invoice. You then contact the Intertek office from where you will complete a PAF (Pre Advice Form), with all the details of the vehicle. Most Pro Forma invoices already contain almost all vehicle information which you will need to complete the PAF.
After completing the PAF, you need to submit it along with the Pro forma invoice to the Intertek office. Submissions may be done in person at the office, or via email or faxing to the Intertek office.

Once processed, Intertek will issue you with a MOZ number which you then need to send to the Dealer from wich you are buying your used Japanese vehicle from.

WHAT IF THERE IS AN ERROR IN MY DOCUMENTS?

In the event that Intertek finds an error that prevents them from completing Inspection Services on your used  Japanese vehicle, they will return the documents for correction.

WHAT HAPPENS AFTER YOU GET THE MOZ NUMBER?

Once you apply and receive your Moz number from Intertek, you need to forward to forward it to the dealership from which you bought your vehicle. The Dealership will then Contact Intertek Inspectors in Durban, and book for the Inspection of your used Japanese vehicle in Durban. Once Intertek officials do the Inspection, your vehicle is ready to be transported to Mozambique.

IS PRE-INSPECTION COMPULSORY FOR USED JAPANESE VEHICLES TO MOZA?

Unless the rules and regulations of the government of  Mozabique changes, as things stand, Inspection of used Japanese vehicles going to Mozambique is compulsory.

WHAT IS INTERTEK AND WHAT ARE ITS FUNCTIONS?

Intertek government and Trade Services is an organization/department, solely appointed by the Government of Mozambique to carry out pre shipment Inspections on certain imports, used Japanese vehicles Included.
One of the duties of Intertek includes, butis not limited to the physical Inspection of Cargo in the country of Exporter, in this case Durban.

The Inspection covers an assessment of the prices, customs classification of the cargo and the determination of the import duty payable.

Zimbabweans To Pay More On Import Duty

Zimra hikes import duty on second-hand vehicles

Zimbabwe will experience a hike in prices of second-hand motor vehicle imports following the effective adoption of a new duty regime starting this month.Government gazetted the reviewed rates under statutory instrument number 148 of 2014 after Finance minister Patrick Chinamasa indicated that second-hand vehicle imports contributed 10 percent of the country's estimated $4 million import bill in the first half of this year.


The increase in duty, with effect from November 1, has seen passenger motor vehicles with an engine capacity of up to1 500cc go up from 20 percent to 40 percent while double cabs' duty is from 40 percent to 60 percent.Duty for single cabs and panel vans of a payload exceeding 800kg but not exceeding 1 400kg has gone up from 20 to 40 percent.

This means would-be vehicle owners will bear the brunt of paying more duty as government is capitalising on every revenue head to boost its almost empty coffers.Apart from boosting revenue for the cash-strapped government, the latest duty increase is likely to deal a major blow to most people who aspire to own a car but cannot afford to buy new locally assembled cars.However, Zimbabwe Revenue Authority's (Zimra) commissioner-general Gershem Pasi said the hike in import duty for imported vehicles was a way of discouraging old vehicles from coming into the country."Most of them are very cheap in terms of buying them, but the moment they come in they are no spares for these cars anymore. You find that if the vehicle is more than 10 years there are additional surtaxes put on that," he said in a televised interview.He added that the imposition of more duty was also part of efforts to resuscitate the local motor assembling industry.Zimra announced that overall duty paid is calculated using Value for Duty Purposes which encompasses cost, insurance and freight value plus other incidental charges and expenses incurred in the purchase of the vehicle and its subsequent transportation up to the first port of entry.


The other charges added on the VDP include port handling charges, storage charges and other special handling fees.The charges that are levied are customs duty, surtax and Value Added Tax (VAT).Surtax is only charged on passenger type motor vehicles that are more than five years old at the time of importation.For example, a 2005 sedan with an engine capacity of 1 495cc and valued at $4 000 will now attract total duty of $4 472, according to the duty schedule released by the tax collector.The total payable to Zimra will be customs duty of $2 090, surtax of $1 300 and Value Added Tax of $1 092.A 2001 sedan with an engine capacity of 1 800cc with a value of $5 000 will now attract total duty of $5 074 -


Zimbabweans have been buying used cars from mainly Japan, a situation that worried authorities as more foreign currency was leaving the country for consumptive purposes.

However, the local car assembly industry is in a comatose state while the vehicles produced are priced beyond the reach of many.
- See more at: http://bulawayo24.com/index-id-news-sc-national-byo-57064.html

Japanese Ambassador To Zim Says Japanese Cars Safe and Reliable

‘Ex-Japanese cars safe, reliable’

JAPANESE ambassador to Zimbabwe Yoshinobu Hiraishi has defended second-hand car imports from his country saying they were safe and reliable, rejecting reports that they had contributed to the country’s worsening road carnage.

NQOBANI NDLOVU
STAFF REPORTER

Hiraishi said Japan was proud of its vehicles, adding that they were a reputable brand and that was why the vehicles were being exported across the world.
The government in 2010 banned the importation of all ex-Japanese vehicles blaming them for the high number of accidents, but later reversed the ban.

Police in November last year also banned ex-Japanese people carriers such as Toyota Granvia, Noah, Elgrande and Ipsum from the public transport system blaming them for the high accident rate.
Former Environment and Natural Resources minister Francis Nhema caused a stir when he proposed a ban on the importation of used vehicles in order to “save lives and protect the environment”.
However, Hiraishi told our sister paper Southern Eye in an interview on Wednesday that there was no evidence that ex-Japanese vehicles were sorely to blame for the road carnage.

“I do not think that it is true because Japanese vehicles are a brand across the world. Are the vehicles to blame for accidents in other countries? If there is evidence that they are causing accidents, then we can look into that and try to address the defects,” said Hiraishi.
“Japanese vehicles are in demand across the world because they are reliable and safe. As a nation, we are very proud of these vehicles,” he said on the sidelines of the official opening of Molo Primary School built by money donated by the embassy.

Used Japanese cars have become popular with Zimbabweans over the years as they are cheaper than those assembled locally. Previous attempts by the government to raise import duty on second-hand vehicles have been met with a lot of resistance.


The influx of imported second-hand vehicles, mostly from Japan and the United Kingdom, has also eased unemployment as a significant number of people buy and sell vehicle parts and accessories, while others have learnt the skills of mechanics and auto electronics.


The government has also immensely benefited from import duty which grossed $250 million from 206 519 vehicles purchased between January and November 2013, according to the Zimbabwe National Statistics Agency.

Source Newsday Zimbabwe