SUCCESS in the budget B-segment depends largely on a car company’s ability to give customers as much car for their money as possible in addition to a “desirable” badge. Whereas the smaller A-segment cheapies (also called superminis in Europe) such as Hyundai’s i10, Kia’s Picanto and Chevrolet’s Spark typically target singles or couples, these B-segment cars are so popular because they allow those on a tight budget to purchase a new car that can also double as a small family vehicle. To keep costs down, they typically make use of older technology and are more basic in terms of overall design and sophistication, allowing them to offer unrivalled spaciousness and, at times, engine capacity, at an affordable price. The easiest way to bring such a vehicle to market is to take an older vehicle with amortised tooling, strip out some features and simplify the offering. It’s a recipe that is not new to South Africans, and one for which we’ve developed quite an appetite.
Back in the era of relative isolation, South African car companies became quite experienced in developing budget cars out of models discontinued elsewhere. The Golf 1 became the CitiGolf, the Mazda 323 the Sting, the Ford Laser the Tracer and the Toyota Conquest the Tazz. Recently, however, this practice of keeping older platforms going has caught on elsewhere, too. Ford entered the market in 2010 (and very successfully so) with its Figo (née previous-generation Fiesta and built in India) and even the Renault Sandero makes significant use of Renault Clio 2 underpinnings. On local soil, South Africans buy the Vivo (previous-generation Polo) in their thousands on a monthly basis.
But, reflecting the growing importance of this segment, a new trend has now emerged – manufacturers have started developing vehicles specifically for what has become a booming segment worldwide, particularly in BRICS markets such as Brazil, India and Russia. Toyota’s Indian-built Etios is part of a wave that will see most large carmakers launching B-segment cheapies in the near future. Even Honda, typically averse to playing the budget-car game, has now entered with its Brio, the smallest contestant in this test.
Packaging
Of course, the Etios and Vivo have tussled in the pages of this magazine before (July 2012) – the VW edged the Toyota, but only just – so this represents a second bite at the cherry for the Toyota, and we were keen to see whether our misgivings about its trim quality would be reinforced, or put at ease, by a different test vehicle. Ford’s highly rated Figo was not available for the previous test, but the facelifted version has just arrived and is here to state its case. Facing these established players is Honda’s quirkily styled, Indian-built offering, the Brio.
With a wheelbase of only 2 345 mm and overall length of 3 610 mm, the Brio is visibly smaller than its rivals. Interestingly, however, its front and rear track widths are bettered only by the Etios, which results in a surprisingly spacious cabin (given its smaller dimensions). The Brio may not be big, but is cleverly packaged. In front, it offers slightly more headroom than the Etios and sufficient rear-seat legroom for children or adults of average size – even more so than the Vivo. The perception of space is further enhanced by the use of beige upholstery – loved by some, loathed by others – and thin front seatbacks. However, the Brio’s downfall in terms of packaging is its small boot. Measuring only 136 dm3 and accessed by lifting a glass tailgate, it could not accommodate a typical baby stroller. This alone will disqualify it from several shopping lists.
The other three cars are more evenly matched, although it is the wider Etios that feels the most spacious in terms of shoulderroom, and the Figo that offers the best balance of interior space and boot capacity (240 dm3). The Vivo’s boot (232 dm3) is decently sized and shaped, too, but the Volkswagen’s rear legroom is disappointing. All four cars offer full-size spare wheels.
Cabin ambience
In a cut-price segment where hard, shiny plastics are the order of the day, the Vivo, with its soft-touch facia plastics, damped controls and consistent trim quality, comes across as a vehicle from another category. It leads the way in terms of cabin ambience by such a vast distance that one could be inclined to say the higher purchase price is justified simply on that score. But, this is the budget segment where R10 000 counts for a lot. Besides, even a casual inspection of the specification sheet will reveal that, in terms of standard features, the Vivo trails by some margin. You’ll pay extra for ABS, a sound system, remote central locking and a service plan, among other smaller items. Very quickly the price difference could be nearer to R20 000, which is significant.
The Brio, purely in terms of features-at-the-price, is the winner here, offering a standard two-year/30 000 km service plan, dual airbags, ABS with EBD, a sound system with USB/aux-in, steering-mounted audio controls, central locking, electric windows all-round, power steering and electric mirrors. Its quirkily designed facia will not appeal to everyone, and neither will the impractical beige upholstery. But we’d rate the fit and finish of this little Honda as impressive and unlikely to damage Honda’s long-standing quality reputation.
The Etios offers the same service plan, but you pay extra for a sound system and there are no electric mirrors. We’re starting to get used to the Etios’s cabin, with its centrally mounted (cheap-looking) instrumentation and hotch-potch of grades of plastics, but visually it still lags the other three cars. Thankfully, this test unit was largely devoid of the trim issues that plagued earlier test cars, and we know Toyota is readying a further round of upgrades. That said, the Etios is a less substantial-feeling vehicle than its rivals, a perception reinforced by the weights of these cars – the Etios weighs 914 kg, lighter even than the smaller Brio (934 kg), and the Vivo and Figo tip the scales at 1 078 and 1 072 kg respectively.
In terms of standard features, the Figo is a little more sparsely equipped than the Etios, with all windows being of the manual type, but this will not (and should not) deter everyone. Generally, the Figo offers a good balance of features, space and perceived quality. We rate the standard fitment of dual airbags, ABS with EBD, a sound system (with aux-in), power steering and air-conditioning as sufficient given its other talents. However, a number of testers noted that the fitment of blue-ish trim around the audio system has actually eroded the pre-facelift car’s more sophisticated interior ambience. In fact, apart from exterior and interior cosmetic changes, the upgrade has been of little benefit at Ambiente level, as tested here. For what it’s worth, the Figo’s optional three-year/60 000 km service plan costs R5 294, which seems like good value.
Besides the Vivo, which is significantly dearer in as-tested Blueline trim, the other three are similarly priced and can therefore be directly compared. It is clear that buyers will have to judge carefully which features are non-negotiable because the final choice of car could come down to something as simple as a service plan, for example, as these vehicles are otherwise closely matched.
A very positive outcome of this fierce features battle and close pricing for the buyer is the opportunity to haggle. Dealers of these vehicles are known to sweeten the deal by offering some optional extras for free. Do your homework carefully before going to the dealerships, know what rival cars offer and use this information to push the dealer into improving the offering. It could significantly impact your final decision.
Performance and Economy
While it’s easy to disqualify the Etios for its questionable looks and iffy interior, it’s harder to do so with its drivetrain. In a market where the majority of new vehicles are driven at high altitude, the public favours larger-capacity engines. Consequently, the Etios’s 1,5-litre 16-valve engine will be a deal-clincher for some. It offers the most power and torque (66 kW and 132 N.m) and is mated with a slick five-speed manual transmission. Given its light weight, it is no surprise to find that the extra power makes the Etios the performer in this group, with a 0-100 km/h sprint time of 11,12 seconds. The extra power also comes into play nicely during overtaking manoeuvres. Giving the Etios a full score in this category is its fuel economy. Although our calculated fuel-index figure of 7,2 litres/100 km is comparatively high, the Etios achieved an impressive consumption figure (5,9 litres/100 km) during testing on our 150+ km fuel route.
Also proving quite peppy is Honda’s Brio. It features the smallest engine (a 1,2-litre four-cylinder unit), but it develops good power (65 kW) and doesn’t have an awful lot of car to move, resulting in a best 0-100 km/h sprint time of 12,4 seconds. Unfortunately, with only 109 N.m of torque on tap at a high 4 500 r/min, low-down tractability is not its forte. Gearing down on the highway will be a regular requirement, as evidenced by a 100-120 km/h acceleration time of 16,98 seconds in fifth gear (compared with, for example, 8,57 seconds for the Etios). Our calculated fuel-index figure for the Brio is 6,72 litres/100 km, and we nearly matched this on the fuel route, achieving a figure of 6,9.
Strangely, perhaps, the Figo is quite a lazy performer given its competitive power and torque figures (62 kW and 127 N.m). Then again, it is a heavier car. We doubt its lukewarm sprinting ability will be a turn-off for too many consumers in this segment, however. From a drivetrain point of view, the Figo is most impressive round town, with a spirited eagerness to rev and a well-matched five-speed manual transmission. It’s a pity this engine is quite thirsty, however, consuming 7,0 litres/100 km on our fuel route and sporting a index figure of 7,9 litres/100 km.
Finally, attempts to justify the Vivo’s higher price are made more difficult by the engine under its bonnet – a comparatively weak 55 kW 1,4-litre. Consequently the Vivo is no ball of fire but there’s nevertheless satisfaction to be had. It is very refined, quiet at motorway speeds and economical. We achieved a very impressive figure of 5,7 litres/100 km on our fuel route, and the calculated index works out to 6,48.
All the cars have 45-litre fuel tanks, barring the Honda, which sports a tiny 35-litre tank.
Behind the wheel
Boasting the best front seats, the most stylish and upmarket facia, as well as superb NVH (noise, vibration and harshness) control for this segment, the Vivo has a distinct advantage in terms of driver enjoyment even before you start to take its drivetrain into account. And, truthfully, little happens to diminish its appeal once the wheels start turning. The Vivo is a very accomplished product, feeling every bit like the ex-upper-class B-segment competitor the previous Polo always was and riding, cornering and steering with a degree of polish that the others simply can’t match. Simply put, it feels more expensive, because it must be more expensive to make.
With its perceived higher centre of gravity, the Etios feels less planted than the Vivo, but is probably even better over the really bumpy stuff because there’s more pliancy in the suspension. Furthermore, considering the fitment of electric power steering, the weighting, feel and precision of the helm are impressive.
The same cannot be said of the Brio, which features comparatively lifeless steering that’s also overly light in terms of weighting. Several testers commented that the Brio didn’t inspire confidence at highway speeds in windy conditions, potentially indicating sub-par directional stability, a sensation heightened by the aforementioned lack of steering feel. But, given its shorter wheelbase, the Brio rides very well and is certainly not disgraced in this company.
Saving the best for last, the Figo remains the dynamic benchmark. The previous Fiesta was a segment front-runner for driving enjoyment and its talents have been carried over to the Figo. There’s satisfying weighting to the accurate steering and the suspension is supple, yet firm enough to keep body movements in check. Overall, even with its comparatively gutless engine, the Figo remains the most fun to drive.
Test Summary
When the votes cast by the 11 members of CAR’s test team were tallied, nobody anticipated a tie for first place, never mind for second place as well, and even more amazingly, only one point (out of 100) separating all four cars!
All things being equal, however, the majority of the CAR team would prefer to own a Vivo for its more upmarket build and greater feeling of sophistication and solidity. It has good resale value and parts are freely available, too. That said, in this very price-sensitive segment, all things are not equal, and given its sparse features list and lower-output engine, the Vivo can’t be a contender for overall victory here as its real-world price premium is greater than the price lists reflect. Then again, if you find a willing VW dealer that keen to throw a few extras your way at no cost, the Vivo is unlikely to disappoint. It is not the best-selling car in South Africa without reason.
At its as-tested price, it has to be said that the Etios looks like very good value. Its combination of space, performance, economy and ride quality is hard to overlook, and Toyota sweetens the deal with a standard service plan. Still counting against it, however, are lingering concerns over its trim quality and the short service intervals (10 000 km). Our advice to consumers is to wait for the upgraded model that is imminent.
The Brio, in typical Honda fashion, does little wrong (except for having a very small boot) and most things very well. It’s a peppy little city car, fun to drive and offers not only the most standard features, but also a service plan. If you don’t need the boot space, we recommend it highly and it deserves to significantly boost Honda’s sales volumes.
Then on to the Figo… Although seemingly spartan in terms of standard equipment, it does offer the essentials, which means the only options box you are likely to consider ticking is for the service plan. For around R125 000 you’ll then have worry-free servicing for three years (or 60 000 km) and a car that is so pleasant to drive, with good comfort levels and a spacious cabin, that we think buyers should not let themselves be deterred by the sight of manual window winders. Plus, the Figo offers the longest service intervals (20 000 km).
In conclusion, it needs to be emphasised that a case can be made for any of these four cars. It really is up to you to negotiate the best deal. Haggle away!
