Long termers
The Baleno has hit the ground running and has already proved the solid, dependable type
WHEN we reviewed the Baleno 1,4 GLX in our January 2017 issue, we were quite taken with what we saw as a solid, spacious and comfortable newcomer to the B-segment fraternity. However, we also lamented the fact that it would likely have to ght tooth and nail to stake a claim in a cutthroat market, where such capable staples as the VW Polo and Ford Fiesta have long held sway; and that’s a real shame.
Thankfully, Suzuki has loaned us a unit for 12 months, giving the Baleno a touch more of the exposure we feel it deserves and allowing us to discover just how well it will acquit itself over a varied and challenging year-long stint with the CAR team. And, with almost 5 000 km to its name in just one month’s service, our Baleno 1,4 GLX has undergone a veritable baptism of re and come out pretty much unscathed.
The bulk of the mileage comprised a round trip to the Eastern Cape, taking in East London and some of the more rustic locales such as Craddock. On the open road, the virtues of the Baleno’s compliant ride and re nement were countered only by its revvy but rather thin-feeling naturally aspirated 1,4-litre engine. This engine’s modest 68 kw and 130 N.m outputs meant that overtaking at motorway speeds required some planning. Fortunately, close-set lower gearing linked to a snappy shifter and a waif-like 916 kg kerb weight mean that the Baleno feels fairly nippy round town.
While it may not be the most striking-looking member of its segment – although our example’s metallic paint and gunmetal alloys do lend it an upmarket air – the Baleno’s packaging is impressive. The rear legroom matches that of some compact SUVS and the boot was deep and capacious enough to swallow the good deal of road trip chattels thrown its way, although the size comes at the expense of a full-sized spare wheel in favour of a space-saver.
The latter, unfortunately, came into play after a stint of dirt-road driving, with a puncture to a 185/55 R16 Bridgestone Ecopia tyre bringing with it an 80 km drive and hot-sealant repair at the nearest tyre vendor.
Otherwise, the Baleno hasn’t missed a beat; the interior feels well screwed together, GLX speci cation means it doesn’t feel spartan and its refreshing honesty has already seen it endear itself to the team. Let’s see how that appeal will hold up over 12 months.
WITH just over 15 000 km on the clock and nearing the end of its 12-month tenure in CAR’S longterm fleet, our Prius glided into Market Toyota Culemborg in Cape Town for its first service.
Foregoing the ambient musicinfused telephonic waiting game that often marks a service booking, I’d instead opted to make use of the Mytoyota smartphone app. The process of booking was straightforward and communication leading up to the service frequent and helpful in reminding its often-forgetful custodian of the due date. Lifts to and from the service were arranged without quibble and the car was returned with the cabin sparkling; a wash is usually part of the service, but the folks at Toyota explained that water restrictions precluded this.
My previous update mentioned a recall for a potentially faulty parking-brake-cable component, and this was clearly communi- cated by the service representative. Unfortunately, the required component wasn’t available at the time of the service, but it was quickly sourced and I was duly informed of this.
This may sound like a standard service-quality report, but given the sheer volume of vehicles passing through the Culemborg centre, the professionalism of the service consultant and the overall experience in a branch where vehicle services were flowing in thick and fast were appreciated.
Otherwise, the Prius’s comfy ride and calm manner, barring a CVT that makes the engine sound strained under hard acceleration, are as satisfying as the long spans (close to 1 000 km) between refuels. The only black mark against its name is the unexpected wear to the bolsters on the driver’s seat; something that sits in stark contrast to a well-assembled and upmarket cabin.
Our bike arrived shortly before we put this issue to bed, so the first ride needed to be a quick one. As luck would have it, the journey from Kleinmond to Cape Town following the launch took place on one of the very few wet days in the Cape. Thankfully, the 1090 has a rain-riding mode (as well as sport and street modes), which made cruising back to the office a secure affair. There was one upside to the languid ride, though; my average fuel consumption for this short trip was a mere 5,0 L/100 km.
Two things stood out on this ride: the Adventure offers a comfortable seating position; and the onboard computer is really easy to use. It doesn’t offer the 1290’s full-screen system, but you can still navigate through each respective function using the four buttons, while the digital speedometer and analogue rev counter are easy to read.
Ensconced beneath the fuel tank is the KTM’S two-cylinder, 75-degree, four-stroke engine. The capacity is actually 1 050 cm3, and not 1 090 as the model name suggests. Power delivery is 92 kw at 8 500 r/min and 109 N.m at 6 500 r/min. As the engine is upright (unlike the boxer engine in the BMW R 1200 R that’s just left our fleet), you are less aware of the engine between your feet and legs. So far, I’ve also found it easy to negotiate the bike through traffic, as it’s only the handle bars which you need to make sure clear cars and their mirrors.
Apart from adding functionality to the bike, the overall design and subtle use of orange paint really grab your attention. KTM’S orange theme is visible on the various pieces of cladding, while the daytime-running lights make you and your steed visible in fellow road users’ mirrors.
Although the KTM is fitted with road-biased tyres, we will be heading down some gravel roads in the months to come. After all, the Western Cape offers some of the best tarmac and gravel routes in the country.