It’s been barely three months since we first tested the latest Renault Sandero Stepway and proclaimed its value-for-money proposition “unbeatable”.
Then along came a brand-new contender determined to give the Frenchie a bloody nose. In its arsenal? A feisty 1,5-litre engine (versus the Renault’s puny 0,9-litre) and a badge with loads of appeal and the widest after-sales network in the country.
The Toyota Etios Cross won’t have an easy task, though.
We tested the GWM C20R in November 2013 and liked its perceived quality and comfy ride. In fact, it garnered the I highest score yet (69 from 100) of any Chinese test vehicle. It’s subsequently joined our longterm test fleet, and although it’s been a relationship fraught with small hiccups (all explained by journalist Kelly Lodewyks in her most recent monthly updates), we think it’s a worthwhile contender in this segment.
Before we continue, a note on the C20R’s pricing: due to spiralling import costs in the first half of the year, GWM had no choice but to increase its little crossover’s sticker tag to just below R175 000, in the process putting it out of contention in this value-driven segment. The price has since been dropped to R164 900, which we’ve been informed is roughly where it’ll stay for the foreseeable future.
DESIGN, OUTSIDE AND IN
To create a small crossover, carmakers commonly take an existing hatch, add some ground clearance, larger wheels, cladding and (usually impractical) roof bars, and voila! Renault and GWM have followed this recipe to the letter, resulting in appealing cars that do look somewhat different to the Sandero and C10 donor vehicles.
Both contenders have gained generous ride heights (the Stepway clears the tar by 193 mm; the C20R by 172 mm) and 16-inch wheels (alloys for the GWM; somewhat cheekily, alloy-aping covers for the Frenchman), while their roofs sport silver rails and their bumpers scuff plates front and rear.
Toyota, on the other hand, has thrown every crossover cliché at the Etios, with “visually challenging” results…
Besides sharing the exterior cues already mentioned, the Cross also gains textured cladding that runs halfway up the doors (with silver stripes spanning the bottom sections) and which squares off the wheel arches, a massive (and massively
superfluous) boot spoiler, silver and anthracite alloy wheels and, most controversially, a faux nudge bar at the front. The whole appears dumpy and overwrought and probably exactly what buyers desire (especially when the Cross is covered in
retina-searing orange – aptly dubbed Inferno – rather than the test vehicle’s dour beige).
Inside, the Toyota is blessed with piano-black plastic on the centre console (smudges easily), anthracite trim elsewhere and chrome detailing around the swivel-action air vents. Recent refinements to the Etios package included a revised front-seat design, a redesigned centrally mounted instrument cluster (still unattractive) with ice-blue backlighting, and an easy-to-operate audio system with Bluetooth and a USB port.
This isn’t the first Etios we’ve tested that has raised build-quality concerns. On this vehicle, the speaker grilles on top of the dashboard were skew in their mountings, as was the glovebox lid, while the plastic trim round the ventilation controls had started rubbing off (it had only a few thousand kilometres on the odo). We haven’t heard of reliability woes with Etios models, and overall the vehicle does create the impression of sound build quality, but Toyota’s Indian plant should consider tightening its post-production checks.
There are no such concerns with the Stepway. It’s interior fit and finish are the best here by some margin, and the design is modern without pandering to fashion trends. We especially like the large, clearly marked audio and ventilation controls
and the understated application of brightwork around the facia and instruments. A bum note is the scattered layout of minor switches such as those for the standard-fit cruise control and rear electric windows (between the front seats).
The C20R has an equally modest, unfussy appearance. Squeaky steering column on our long-termer aside, we can attest to the fact that the interior is solidly crafted; rattles are absent and nothing’s come adrift. We also like the padded headliner
and soft-touch surfacing on the doors (though the red-and-black leatherette of this vehicle has since been replaced with cloth). Surprisingly, considering its unrefined engine, the GWM has the nicest shift action here (although the ratios are short, leading to lots of engine noise at highway speeds; actually, there’s lots of engine noise all the time).
ON THE ROAD
All three vehicles equip themselves well dynamically. The GWM has the softest ride, but it feels top-heavy and washes into squeally understeer at slower speeds than the other two. Its steering system is also our least favourite setup, feeling
too heavy at parking speeds and lacking sufficient self-centring.
Transmitting more road knocks into the cabin, the Toyota nevertheless has tighter body control than the Chinese vehicle. It’s steering, meanwhile, feel over-assisted and slow.
The Renault finds the happiest compromise between comfort and composure. The ride is good most of the time, only feeling slightly underdamped on poor-quality roads, and the electrically assisted steering has the most natural weighting and
feel. As mentioned before, the Stepway subjectively sounds the most refined in all conditions.
WHAT YOU PAY FOR
In terms of spec, there are slight differences between the Renault and GWM. Both share rear park assist, Isofix anchor points and long warranties. The Toyota lacks these (it’s warranty stretches just three years/ 100 000 km). The Stepway adds side airbags and ESC to the safety offering, while it and the Cross have Bluetooth telephony.
When it comes to running costs, the C20R will undoubtedly be the most expensive to own. It’s the only one that lacks a service plan as standard (a five-year/ 60 000 km option costs R7 099); the others’ have two-year/ 30 000 km items. At
R10 880,19, the C20R’s parts basket is also the priciest, closely followed by the Toyota’s. Renault is generous enough to charge only R7 175,52 to replace all the items on our list. Lastly, the Toyota has to be serviced every 10 000 km and the others every 15 000 km.
TEST SUMMARY
First to depart the field of battle is the GWM C20R, but it’s been a decent showing. We like its design both externally and inside, and we must commend the manufacturer on adjusting its pricing downward while simultaneously lengthening the
warranty. However, it’s still too expensive, a service plan should be standard and there are too many rough edges. Its score drops from 69 to 65.
We expected a stronger challenge for second place, but the Etios couldn’t match the Sandero’s sophistication and operating convenience. The former has the best engine here by some margin, but its foibles are too many to ignore.
Ultimately, the Sandero is left unscarred. We wish the engine performed better, but that remains our only major criticism. It’s still the king of the crossover field.