Toyota Etios 1 5 Xs vs Volkswagen Polo Vivo 1 4 CARmag co za — Volkswagen Polo hatchback V

8 Апр 2015 | Author: | Комментарии к записи Toyota Etios 1 5 Xs vs Volkswagen Polo Vivo 1 4 CARmag co za — Volkswagen Polo hatchback V отключены
Volkswagen Polo hatchback V

Toyota Etios 1,5 Xs vs. Volkswagen Vivo 1,4

THE message has been and clear for years: when in the entry-level segment of the market, Africans want as much car as for as little as possible. This has seen locals largely the trendy, modern superminis so by European and Asian markets in of older-tech, less sophisticated, but cars. Sacrificing some and style, it seems, is not a major to sales success. In this where shoppers can generally only one car for the household, power, and cheap running costs are the of the day.

It’s nothing new – the and Tazz both sold in numbers right to the end of their cycles, while far more vehicles such as the Toyota and Fiat Panda have gained a strong foothold. the demise of the Tazz, however, has not had a strong contender in this The previous-generation Yaris offered too power and space at its price and started creeping up the pricing 
(it was imported from

In Toyota’s absence, a number of have done brisk with their offerings. offers its Indian-built Figo (a of the previous Fiesta), Renault has the made Sandero and Volkswagen, of has developed the previous-generation Polo a budget contender that 
is South Africa’s top-selling

Now, finally, Toyota has a competitor. Built in India but considerably further for the South market, the Etios needs to win some volume. Given the significant South African and its strong relationship with operators, we think volume is a but, for the private car buyer, the remains: is the new Etios as good a buy as expect? There’s one way to find out – a with the formidable Vivo.


Tested in range-topping Xs specification, this hatch is arguably the most model in the new range (there is a saloon). That said, it is no beauty, and a number of testers and compared its aesthetics with of the Sandero. Most buyers, won’t care and will be interested in the fact that got a relatively long wheelbase (2 460 mm) translates into plentiful legroom and a wide track shoulderroom). For what it’s Xs trim brings exterior in the form of chrome garnish on colour-coded grille and hatch, as as colour-coding of the door handles and housings. You don’t get alloy 
but the plastic covers are attractive. Front foglamps standard.

Although the Vivo hide its Polo roots, it doesn’t need to. It still modern and, when with the Etios, a more product. Of course, this is a result of the Polo having developed for a sophisticated European

The Vivo has a slightly longer (by 2 mm) and a wider track than the so it’s by no means cramped The Etios has more rear while the Vivo counters by a larger boot (232 200 dm3).


inside and the Etios’s sporty theme may come as a surprise the conservativism of the exterior. The front are quasi-bucket items (without the bolstering) with integrated There’s a nice three-spoke wheel, quirky rotating-ball outlets and central instrumentation. Our unit was also fitted the most expensive of the three options (R4 727). This system (ready for digital does add a measure 
of tech-appeal to the which is quite welcome the good first impression start to wane once you around.

The central instrumentation binnacle a near-universal thumbs-down from the team. Not only do we not agree statements that the central of the instruments makes them to read, but the appearance of the Etios’s can be described as cheap.

It is still early in this car’s life to make broad about the Etios’s quality and likely durability, but we do have concerns. The upholstery on the front already showed signs of And, most importantly, the appears sub-standard with of give underfoot. Furthermore, the is constructed from a staggering of different types and grades of plastic.

Dig even deeper and traces of cost-cutting are disappointingly when parked next to the Lift the bonnet and the lack of and noticeable overspray (underside of the and the engine bay) make a impression.

That said, the of the Etios did not once rattle our test routine and generally robust, if not as substantial as the Vivo. impression is reflected in the mass of the The Etios tips the scales at a 914 kg compared with the Vivo’s meaty 1 078 kg – a difference of 164 kg.

From behind the steering the Vivo is a significantly more product. The seats are more and comfortable (and the upholstery of quality), the steering wheel for rake and reach (compared rake for the Etios), and the facia is of the soft-touch variety – a really achievement at this price Overall fit and finish are simply on levels compared with the with the only real being the interior door which is made entirely of plastic; the Etios offers inserts.

In terms of features, the has the edge. It offers air-conditioning, steering, dual front manual headlamp levelling and windows, while the Vivo the latter two items. You have to extra in both cars to get and alarm systems.


One of the Etios’s main selling besides its space (and is the fact that it offers a engine in a market that smaller-capacity units. Given the that South Africans to cover (and the power-sapping of the Reef), local buyers are in favour of larger, more engines.

The Etios’s 16-valve is apparently all-new and features an cylinder block, forged and connecting rods, an electronically throttle and engine mountings to counter vibration and noise. It a class-leading 66 kW at 5 600 r/min and 132 N.m at 3 000 r/min. The is mated with a slick, five-speed manual gearbox.

drivetrain is arguably the best of the Etios package. The engine is to rev, yet has enough punch low the rev range, and the gearbox makes a pleasure. The only fly in the ointment is a in engine speed when the is released and the clutch is depressed for a The punchy engine and slick combine to make the Etios the in this segment from a perspective – we achieved a best km/h time of 11,1 compared with the Vivo’s leisurely 13,22 seconds. It to be pointed out, however, the Etios is the noisier car at cruising with the Vivo’s extra coming into play

With only 55 kW on offer, the was never going to match the in terms of sprinting ability. it does offer the same of torque (developed slightly up the rev range) and the engine is refined. It is geared for cruising, so long-distance is quite pleasurable. The five-speed box has typical notchy, direct quality that is typical of Volkswagens. In terms of fuel there is little to choose the two. The Vivo’s smaller has to work harder, so its higher figure (7,44 litres/100 km 7,2 litres/100 km) is to be expected. Both have 45-litre fuel


With its ride height (for the roads of developing nations) and suspension, the Etios is a comfortable drive. There’s generous in the suspension, so even larger are ironed out with confidence. Of this softness does into some roll in the but that’s of little importance in segment. The sensation is heightened, by the elevated seating position. The has an electric power-steering (EPS) that offers impressive accuracy and feel for such a especially when compared the small Korean cars in price segment.

The Vivo may be bested in terms of ride quality, but the difference is not and, whatever it loses to the in that regard, is regained its quieter cabin, more seats and a better driving Most testers also that the Vivo felt stable and predictable than the when corners were with more enthusiasm.

In of safety specification, the Etios the Vivo by virtue of featuring ABS with EBD. You have to out an extra R2 250 for ABS when buying a and it’s certainly worth it. even with ABS, car boasts particularly impressive 100 emergency stopping times

seconds for the Vivo and 3,11 for the Etios). Should the worst both cars have front airbags. Neither car has child-

seat mountings.

The is the more sophisticated car. It more substantial than the and more refined. But, at price level, the argument is that clear-cut. Being the doesn’t necessarily translate to the best buy. Depending on the of the VW salesperson in question, you’d to spend between R5 000 and R10 000 more on the to get it to similar specification of the Etios, the most important (and deal-clinching) items being the standard service plan years/30 000 km) and ABS. The cheapest plan available for the Vivo R7 087 (60 000 km). Then again, you to keep in mind that the is locally built (parts and, potentially, cost) and it has longer service intervals (15 000 km the Etios’s disappointing 10 000 km).

It is our opinion that the Vivo be worth the extra money in the term, but these days the may be a luxury most South can’t afford. The Etios may the polish of its competitor here, and are question marks over the of its interior trim, but it offers a lot of car for the and a wide dealership and servicing It’s unlikely to fail in of Toyota’s volume aspirations.

In then, if these are the two cars on shortlist and you can afford either, we spending extra and getting the But, we suspect the Vivo may not be the biggest problem. In our opinion, the car in this segment, and the best remains Ford’s Figo.

Toyota Etios CONTENT ON


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