GREAT Wall Motors (GWM) has been resolute in its quest for constant product improvement, as evidenced by the Steed 5’s plucky performance in last year’s double-cab shootout and the long-term H5’s steady performance in its 20 000 km test, but its passenger-car offerings are a largely unknown quantity. We’re jumping the gun, but the team’s first impression is that the subject of this scoop test, the upcoming C10, marks a notable improvement on the Florid light hatchback that we tested two years ago. Yet a number of quirks remain.
Firstly, it’s exciting to note that the C10 isn’t quite so obviously a Yaris-in-disguise as the Florid, which indicates a move away from blatantly copying more established designs, but the former’s overall proportions still remind us of Toyota’s B-segment hatch. The only real difference is that the nose isn’t like any other car already on sale in South Africa. The company opted for a multi-vertical-slat grille finished in faux chrome that surrounds a floating panel proudly displaying the company logo to distinguish the C10.
The interior is a more pleasing affair, with perceived quality that is drastically improved from anything we’ve experienced from this brand. Yes, the facia and all the plastics used throughout the cabin are of the hard variety, but the varying grade and grains lend the interior a sophisticated aura. Granted, the silver-coloured trim bits detract from the overall ambience and, despite the attractive font of the instrumentation in direct view of the driver, the style used to number the gear knob looks tacky and appears to be more of an afterthought.
Once the novelties of the C10 are dealt with, other redeeming qualities become apparent, such as the soft and comfortable seats that are upholstered in good quality fabric (which extends to the doors, not common in the B-segment). Thanks to height adjustable front seats, taller passengers won’t have to crouch, while rear passengers have sufficient room in all dimensions.
This extra space does come at the expense of luggage capacity, however, as the multi-level boot swallows only 104 to 144 dm3 (with the boot floor in its lowest position). That the rear seats don’t fold completely flat also adversely affects utility space, with only 752 dm3 of our luggage blocks fitting behind the front seats. Taller buyers might need to try the driver’s seat for size first because, if you’re of average height, you might find it difficult to get comfortable behind the three-spoke steering wheel. The adjustable steering column has been mounted so low in the facia that the majority of our test team felt like they were steering out of their laps, even in its highest setting.
All of the controls are logically sited and feel substantial enough to engender a further sense of quality. The only niggle we experienced was that the C10’s radio/CD/MP3/USB sound system wouldn’t hold a radio station for long before it searched for another, but we were afterwards informed by GWM that the unit was set to scan.
Most of the debate around the GWM’s tenure at CAR centred on the workings underneath the bonnet. The C10 uses the same 1,5-litre VVT engine as its Florid sibling, a unit which we found (when we tested the latter) became thrashy at high revs but was acceptable for everyday motoring in terms of response and low-down grunt. There’s still an unrefined roar from the Chinese four-cylinder, but the same motor in the C10 feels devastatingly flat under 4 000 r/min. What makes matters worse is that the throttle pedal doesn’t travel very far and that the engine isn’t very responsive to minor inputs. So, most of the time, the C10’s throttle is buried against the firewall. A slight consolation is that the C10 is a better performer on paper than similarly priced rivals.
It’s a pity we were let down by the engine because it marred an otherwise pleasant experience. The C10’s five-speed manual gearbox is a joy to use because the throws are nicely short and direct. Even more of a surprise is the absorbent ride. The C10 rides on 185-wide 15-inch tyres that have a bus-like 65-profile which, combined with sensibly tuned spring rates, allow the GWM to remain composed over pockmarked B-roads.
But, where the C10 scores a point it loses another, in this case for its braking performance. The system is acceptable in day-to-day use, with a firm pedal and good feedback, but, during our 10-stop emergency braking procedure, the C10 didn’t feel like it could muster enough stopping ability to make the ABS system work to its fullest, resulting in a poor 3,34-second average stopping time.
TEST SUMMARY
The C10 represents the best the Chinese have to offer, although, at the time of going to print, its local launch date and pricing had not been set. That this vast country’s automotive industry has come so far in such a short space of time is a feat in itself. However, we can’t help but feel that GWM will need to polish its products even more before it starts tasting a big piece of market-share pie.
The C10 isn’t a bad car by any means but, except for its ride comfort and fine cabin, it doesn’t excel in any particular area, either. However, it remains a forecast of what the Chinese, and Great Wall Motors in particular, are capable of. The Japanese, Germans and Koreans had better watch their backs because the rate of progress is astounding.
