Chinese Risk Buckets

Yesterday, I went car shopping with two friends in Cape Town. Sadly, it wasn’t for me – that day may not come around for a while!
Anyway, my friend was on the lookout for a decent second-hand hatch back in the R100 000 – R110 000 price range and it was the Daihatsu Sirion and Toyota Yaris that stood out as early preferences.

But this little piece of writing is about neither of those cars. Rather, it’s about the state of the Chinese vehicles that far too many people are buying at prices that seem wonderful. Over the course of the hour or two we spent looking at cars, I inspected the state of several Geely’s, Chery’s and something called a Zotye Nomad that was as hideous as its name suggests.
Some of these Chinese cars were new; some were two or three years old. But the standard of their construction was truly shocking. The Nomad, for example, was virtually new and yet had a rear hatch door handle that was barely attached to the body of the car. No man!!!
A brave poke or two around a Chery QQ revealed panel gaps large enough to accommodate a small child’s arm. Inside, without touching a thing, one could easily see the poor quality of the plastics and fabrics.

The cheerful-looking but miserably-built Chery QQ

But by far the most shocking of the lot was what my friend referred to as “the C-Class Corolla”… in looks only, of course. Yes, I speak of the Geely CK small sedan. It really does very closely resemble the previous generation C-Class from the front and the previous Corolla from the rear. And yet, the thing still looks terrible.

Geely's CK - nastier than ever after a year or two of use

But it was the way this relatively new car had aged that most turned me off. The seatbelts looked as if they had been dipped in urine, so yellowed had they become in colour. The “leather” seats looked as if they had been stitched manually by someone’s demented grandma, so shoddy were they put together. The dash looked badly weather-beaten and bits of plastic around the interior were cracked. An early 90s Ford Laser parked nearby looked stunningly finished by comparison.

All of these observations seem plainly obvious to the casual eye and yet, these Chinese toys are still selling. The general public seem unable to look past an attractive sticker price and standard electric windows, instead missing out on the fundamentals that make a decent motorcar.
Furthermore, poor crash test ratings, stability issues and unstable braking systems have been reported for many of these Chinese vehicles, demonstrating that the lack of engineering integrity runs far deeper than some cheap knobs and plastics. Even more frightening is that these are family saloons and small hatch backs bought by young families and students looking for little more than the best possible deal.

Quite simply, it’s up to the few of us in the know to get the word out and make sure our friends and family make wise purchasing decisions. I predict it’ll be at least another five years (perhaps even more) before the Chinese even start to approach European assembly standards and until then, it’s best we all steer well clear.

The Taxi King

The sight of them leads to two very different reactions; one is of utter relief / joy. And the other? An intense fear / anger. I speak, of course, of the equally loved and hated Toyota HiAce minibus taxi.

As a driver of a private vehicle, the sight of a HiAce is bound to push one’s blood pressure up a few notches, this of course being the fault of the drivers who pilot them – along with their beloved, passionate “gaaitjies”. However, as a commuter who makes use of public transport, these vans are mostly a necessity on long, tiring trips to and from work.

So, why is it that an estimated 8 out of 10 minibus taxis on our roads are one of these Toyotas? Because, over the years, several competent rivals such as the Mazda Marathon and Nissan E20 have existed solely in the shadows of the HiAce. Where did the success of this blocky van all start?

Well, the very first and original HiAce van was launched in South Africa way back in 1969.

The legend begins... way back in '69

It was not a pretty sight and one could never have imagined it would spawn a legendary series of now ubiquitous vans. All this time later, a few of these original models can still be spotted on our roads and that in itself is a telling fact.

The second incarnation of the HiAce was launched by Toyota in 1977 and featured a more streamlined (for the time!) look with single headlights.

This model really kicked off in SA and built the incredibly solid reputation for reliability upon which the HiAce van’s success is based.

Then, in 1983 – around about the same time that Golf 1 was rocking the sales charts – the third generation HiAce was launched in the country. It was bigger, of course, and featured the old-style Toyota “T” which served as the brand’s badge.

This is the model that proceeded to flood our roads in absolute droves.

Generation 2 of the HiAce (above)

The combination of simple, incredibly enduring mechanicals, good value for money and the cachet of the Toyota name proved a recipe for crushing success.

With any Toyota, one can safely assume that the mechanicals will outlast the body and the HiAce was no exception.

Many can be seen quite literally falling apart around (a surplus) of occupants bundled inside as the gearbox and engine plough on with vigour and va va vroom – sorry, wrong Japanese brand there.

Then we have the wheels - the hubcaps fitted to many HiAce’s when the original items have given up the ghost range from those of other Toyota’s like Corollas and Cressidas, to more bizarre substitutions. I’ve seen many a HiAce fitted with BMW rims. A few are even kitted out with so-called “spinners”.

But even these can’t overshadow the sight of a fully branded taxi. What better way to get your brand name out there than when it is brandished across the most recognisable icon on our streets?

Many of the brands are popular, with VodaCom and MTN vans making frequent trips to the tune of a less than melodic mobrikaap cacophony.

Some taxi drivers are not quite so picky and really couldn’t care less what anyone else thought of them; these poor souls drive around in PEP-clad HiAces. Sorry – the taxi fare of these yellow and sky blue embarrassments are apparently not on a concurring “lowest prices for everyone” basis…

Inside, the no nonsense HiAce interior provides nasty vinyl-covered seating for as many occupants and reusable Shoprite packets as humanely possible – and that, ladies and gentlemen, is about it in there.

There is also the quaint, old-school dashboard-mounted gear selector which gives away the archaic origins of the van.

This 2007 Siyaya looks virtually indistinguishable from the 1983 version (above)

And what HiAce would be complete without – at the very least – a 3000 watt mega sound system with 3000 speakers that make a mockery of the 2.2-litre engine’s modest power output.

As sun visors labour under the weight of 20 or 30 “latest mix”, illegally copied CDs (labelled untidily, if at all, in a permanent black “koki”), so the commuters enter a mobile Galaxy on a Thursday night, whether they’re dressed for the occasion or not.

Custom, GLX Executive, Super 16 or Siyaya. Names have come and gone, but every HiAce has been driven into the ground, lasting many years before a replacement is required.

A laughable “emergency exit” window at the back, an indicator stalk that would be more useful as a door handle and at least seventeen scrapes and dents sum up what is actually an amazing vehicle, purpose-built and fulfilling that purpose better than many new cars.

Airbags, ABS and extra space - the Quantum was a logical and long overdue progression

While it has been around three short years since the bigger, better and crucially safer Quantam superseded it, new cars will probably be flying on fresh air by the time the last HiAce ceases to function.

Why expensive cars are so... expensive

As a car enthusiast, I’m often called upon by others to explain just why it is that new cars cost so much. People want to know why a new, middle-of-the-road sedan such as a Toyota Corolla costs R175 000 for the cheapest model in the range.


They want to know why the 30-year old design of the recently deceased Citi-Golf resulted in the sportier models costing over R100 000. More commonly, people want to know why on earth luxury German cars are so far out of reach because of their excessive prices.

I’ll be the first to admit that often, I am stumped as to how to justify the cost of these four-wheeled wonders that we simply can’t do without. Many are ridiculously overpriced.

And then this past weekend, it all made sense. Well, some of it.

I had the fantastic opportunity to drive a virtually brand new BMW 335i Coupe Steptronic. It is one of my personal dream machines and a vehicle defined by orgasmic numbers: 3-litre engine, twin turbo chargers, 0-100km/h in about 5,5 seconds and, as of December 2009… a R617 700 price tag.

335i is more than just a pretty face

Over R600 000 for what many will describe simply as a “fast, nice” car. Yet what so many people without a penchant for motoring often overlook is the substance in the detail.
True motoring aficionados (and admittedly those with a healthy balance in their bank account), see so much more in their prized possessions than a chunk of metal bolted onto four wheels.

It’s the same as an artist that only buys their materials from the most exclusive stationery store and not the CNA at KC, even though that painting of the sea through a quaint kitchen’s window will probably end up looking pretty much the same.
Or, by the same token, it’s the reason that an IT guru spends hundreds of rands more on a wireless mouse with an ergonomically designed shape with grippy supports for your hands when it essentially does the same job as an R80 version that you can grab at Clicks.

So with that in mind, allow me to try and justify the price tag of a luxury sports car like the 335i.

Its engine is a masterpiece, being incredibly potent, aurally pleasing when pressing on, whisper-quiet when cruising, and with not a hint of lag when accelerating. The small turbo charger operates at low engine speeds and the larger one takes over at higher speeds – an exceptional technological rarity in engine design.

Unbeknown to many, award-winning engines like these aren’t conceptualised, designed and produced overnight; the best materials are used and the most incredibly adept engineers spend hours, days, weeks and more perfecting its every detail. To put into production an engine of this complexity requires far greater resources, skill and time than an engine in Corollas, Corsas, Golfs and even some cheaper BMWs and Mercs.

To the chassis we go, then. The suspension is supple when you’re in a relaxed mood but sporty when you aren’t. Turning the wheel is effortless and the sharp responses of the car make it feel like a much smaller machine. A Tazz feels way more cumbersome and is just over half the weight of this BMW.

Inside the car, I’m going to ignore the very long list of ultra-modern features fitted to it and focus on the basics.
Unlike “normal” cars, the 335i doesn’t rattle or squeak at all (and it will likely continue to not rattle or squeak for many more years to come).
Nothing in the interior that shouldn’t move, moves. All the plastics have a classy and cushioned feel without the cheap, shiny, hard textures of lesser vehicles.

When you go over bumps, you don’t feel it reverberating through the steering wheel.

The sound of the indicator clicking can be heard, but it’s distant and somehow just not as annoying as in your car. The roof-mounted grab handles float back into position after use whereas the same items in your car snap back into position with a hard, loud bang.

Shifting into drive, you don’t feel the car physically changing gear. Only the illuminated electronic display tells you what the transmission is doing.

I could go on and on. All the things I’ve just mentioned are tiny when taken in isolation and will be mostly unnoticed by the average passenger. Together, however, they allow for an extremely comfortable machine designed to make your journey a most pleasurable one; a representation of precision engineering at its best. And notably, it isn’t a remotely cheap undertaking to produce a car as refined as the 335i.

I emerged from the car feeling like I could spend days exploring its every astonishing detail.

On a more sane level, a Toyota Auris is more expensive than a Toyota Yaris for a reason other than it being larger. The Auris is quieter, smoother, and more attention has been given to it to make it feel like the more costly car that it is.
In every price range across all manufacturers, these subtle yet significant differences can be seen and help account for the sharp rise in price as you go further up the scale.

Yes, I can hear many of you shouting in fury about all this refinement mumbo jumbo and the “experience” that a car provides; it is essentially about getting from A to B and in that regard, the atrocious new Chinese cars do the same job as the BMW for a lot less cash.
And it’s also true that many of the people driving around in flashy cars like the 335i bought it for a reason that’s not nearly as tangible as those that I’ve mentioned. They have no clue what has gone into producing their pride and joy.

What absolutely can’t be denied, however, is that the few fortunate individuals able to afford these dream machines are paying a hell of a lot of money for a hell of a lot of the best that man can offer them in the shape of a car.

Seems like a fair trade to me.

Tricky Trends

In the great world of cars, trends good and bad are followed relentlessly. Manufacturers get so caught up in “the moment” of what’s perceived as trendsetting that they often design features or sometimes entire cars that actually go against the very essence of what their brand stands for.

Somehow, the Toyota Yaris doesn’t come standard with an air conditioner or alloy wheels and yet it is fitted with an extravagant centrally mounted digital (on the hatchback, analogue on the sedan) instrument display. The Renault Scenic is another example of this instrument display.
Do these manufacturers not know that if something is not directly in your line of view, your significantly inferior peripheral vision takes over? Hardly conducive towards safe family motoring, something both Renault and Toyota strive to provide.

Then we have the first generation Polo Classic (at least, the first generation launched in South Africa).
While it was seriously unpretty / boring and therefore couldn’t have had ambitions of setting any trend, it nevertheless was fitted with a design feature that (and I stand to be corrected here) I had never before seen on a car and which spread rapidly to other vehicles – namely, a single rear reverse light.
There can be no logical explanation for this besides cost-cutting. What it does is to provide the rear of your car with an unbalanced appearance and permanently make it appear as though one reverse light is broken. It is also less safe – if anything happens to be obscuring the side of the vehicle without that reverse light, those viewing it from behind won’t always know it’s moving backwards.
Seems a petty concern, but it’s simply unnecessary.

It is my next “trend” that really gets me hot under the collar (and depending on which car I happen to drive, her too!).
Apparently, modern vehicles have become so impeccably well engineered that some of them no longer require the once obligatory temperature gauge. All that is now needed is a single and often miniscule red lamp in the instrument panel that illuminates once your engine is probably on the verge of exploding while you’re traversing De Waal Drive at 20km/h on a Friday afternoon.
The very point of a gauge is to be able to constantly be aware of how warm the engine is. This way, you’ll be alerted instantly when it starts to heat up and long before steam starts spewing from underneath the bonnet of your Chevrolet Spark (which, you guessed it, is one of the offenders).
As advanced as they have become, modern vehicles’ engines still run on petrol, they still rely upon a cooling system and they can still overheat.

Car names are another moot point. It seems as though designing a car from scratch takes so much effort that there is insufficient brainpower left for the team to think up a reasonable model name.
Volkswagen has loads of fun revising its dated CitiGolf every 5 days or so, complete with new individual designations for each model in the line-up that range from an eerie canine to a synonym for doggedness; I doubt anyone will feel very good telling their mother-in-law that they drive a Citi Wolf or a TenaCiti. A sharply raised eyebrow is sure to follow.
Manufacturers of 4X4s are perhaps even worse. They can’t resist the tendency to drown their gas-guzzling beasts in an hilarious assortment of masculine words like Defender, Discovery, Commander or Outback. Or, if you often indulge in the odd trip around your backyard, you could get yourself a VW Touran Track and Field. Not many could have predicted that cars would one day be named according to the surface they’re adept at driving on.
Let’s all hold thumbs for a BMW X5 Road and Driveway.

But perhaps more bizarre than all of these is a car that tries extremely hard to be trendy when it is actually quite terrible.
The range-topping Tata Indigo GLX comes standard with awful interior plastics, a breathless engine, refinement notable only by its absence and… a dual rear DVD entertainment system. Hell, they’ve even thrown in leather upholstery. Whether it’s real leather or not is highly
debatable.


Tata Indigo

What it all boils down to is that far too often, being perceived as cool, funky or trendy takes preference over reliability, practicality and good old common sense.
Then again, who would say no to the ridiculously overindulgent fingerprint recognition system on the Audi A8 that adjusts seats and the like to your preferences at the touch of a little electronic pad…? Not me.