The entry of the new domestic hatchback Lada X Ray to the market did not go unnoticed, especially considering how popular this model has become. However, the competitors did not doze off and were definitely not going to give away their piece of the market pie without a fight. One of the most titled rivals of the Russian car was the Skoda Rapid liftback, which at one time took the place of Octavia, who moved into a more expensive segment.
And this means that the rivalry between the two models is very sharp, especially considering that the prices for cars, although they differ, but not by an order of magnitude (however, this is only at first glance).
And therefore, to find out which is better - Lada X Ray or Skoda Rapid - you must!
prestige and size
It's no secret that foreign cars are quoted in Russia higher than domestic models, with the exception, perhaps, of the "Chinese". However, Skoda has always been seen as a "people's model", which, although not as fashionable as Volkswagen or Audi, is technically inferior to them. Naturally, all this has a positive effect on the reputation Skoda Rapid raising its status in the eyes of the buyer.
Dimensions X Ray
As for LADA XRAY, the domestic hatchback, of course, is actively winning the audience's sympathy, but one cannot but admit that it has a long road to success ahead. So, Skoda is still preferable.
1470 kg (1565 kg)
From a comparison of the dimensions of X Ray and Rapid, it can be seen that the Czech liftback is much longer, but narrower. Wheelbase roughly the same, but in terms of ground clearance Lada is far ahead - it has 25 mm more. On the other hand, Skoda puts its competitor on both shoulder blades with a trunk volume, which is not surprising, because it is the trunk that has long become the hallmark of cars from the Czech Republic.
The trunk of the Rapid is impressive
The different body type of both models largely predetermined the different exterior. Therefore, in this regard, everything will depend not only on taste, but also on the preferences of the body range.
Exterior Lada X Ray will definitely appeal to connoisseurs of aggression in the image. And this is not empty bravado, although, of course, in comparison with the concept, the hatchback does not look so expressive. Particularly impressive are the curves on the sidewalls, made in the shape of the letter “X”, capturing not only the doors, but also the bumpers and fenders.
The front, with its grille and air intake merged together, edged with chrome moldings, in the same X shape, looks very advantageous and goes well with the headlights. Yes, and feed with a massive black overlay on rear bumper, and a rear wing on the fifth door, also fits well into the image.
The appearance of the Skoda Rapid, which was updated in 2017, clearly confirms the success of the policy of many car companies, including Skoda - if you need the model to be in the spotlight again, you should get by with minor edits and declare restyling, which, in fact, was done.
Updates are small, but they are, and so subtle that the restyled Rapid can easily be confused with a richer version. And indeed, how many will notice the rear lights with diodes, updated fog lights And new optics equipped with diode DRL strips? But this is where the significant changes in the image of the Czech liftback end.
As you can see, in the question of what to choose, Lada X Ray or Skoda Rapid, you will have to focus only on your own preferences.
Specifications
In this case, it is worth recognizing that Rapid is better than X Ray. The fact is that there is a superiority of the liftback, as in part power units as well as for gearboxes.
However, more about everything ...
Here Rapid has an advantage, since the engine range of this model is wider. Nevertheless, diesel engines no, although Skoda often relied on “solar-eating” units.
The Czech line begins with a budget 1.6-liter aspirated. Its power is very small and is only 90 hp. s., although they are available at 4250 rpm. However, the thrust of 155 Nm at 3800 rpm helps a little. Thanks to this, the liftback exchanges a hundred in 11.4 seconds, with a limit of 185 km / h, which is not so bad. And the consumption of 7.8 liters in the city is small.
It is followed by a 16-valve valve of the same volume of 1.6 liters, but already 110-horsepower. Peak engine power at 5800 rpm, and the same as the previous engine, a moment of 155 Nm is achievable at the same 3800 rpm. The increase in power had a beneficial effect on the dynamics, which improved to 10.3 seconds, and the maximum speed, which increased to 195 km / h, while maintaining the flow rate by 7.9 liters.
The base engine Lada X Ray, with a volume of 1.6 liters and a power of 106 hp, became a competitor to this engine. with., which is combined with a torque of 148 Nm at 4200 rpm. It was created by the engineers of the Russian auto company, having reworked and improved the VAZ-21129 type. It is worth recognizing that the drawdown in power and torque, compared with the 110-horsepower Czech unit, led to a lag of 1.1 seconds. in acceleration and at 21 km / h in top speed– 11.4 sec. and 174 km/h, respectively. Yes, and the consumption of gasoline is higher - more than 9 liters.
1.6 HP X Ray motor
In the top, Skoda Rapid offers the buyer a unit that is very rare for segment B. This is a 1.4 liter turbocharged engine with direct fuel injection. Despite the fact that its volume seems modest, such an engine gives Rapid an explosive temperament, which is not surprising, from 125 hp. from. and 200 Nm of torque!
Weaving Rapid 1.4 TSI exchanges in just 9 seconds, which is just fine for class B. And the maximum speed of 208 km / h is almost unrivaled. Cherry on the cake - 7 liters in the city!
Lada X Ray responds with its own top-end engine. However, unlike the Czech, the hatchback has a simple aspirated engine under the hood, with a volume of 1.8 liters and a return of 122 liters. from. Please note that this is a new development. Russian company. Given the injection layout, the power is quite up to par, as is the torque of 170 Nm.
However, the absence of a turbine led to a loss in dynamics and maximum speed - 10.4 seconds to hundreds and 185 km / h, respectively. Consumption is also significantly higher - 9.3 liters. in the city.
122 HP X Ray motor
In general, it is worth recognizing that in terms of engines, the Skoda Rapid is better than the Lada X Ray. The engine range of the European model is wider, but the decisive advantage is provided by the presence of a turbocharged unit. On the other hand, the disadvantage of such an engine is its complexity (the presence of a turbine, intercooler, air ducts and other components) and, as a result, more expensive maintenance.
transmissions
If we consider the topic of which is better - Lada X Ray or Skoda Rapid - in terms of gearboxes, it will be impossible not to recognize the significant advantage of the Czech model.
However, in part mechanical transmissions there is an approximate equality. Both models are equipped with a 5-speed manual transmission. The Russian hatchback has a French box, while the Czech liftback has its own development.
Be that as it may, there are no complaints about the nodes - the gears turn on clearly, the shortness pleases, there are no departures at all, etc. It is only worth noting that the XRAY mechanics are available for any motor, while the Rapid has it only paired with 90-horsepower and 110-horsepower aspirated.
But in part automatic transmissions sheer advantage at Skoda. The fact is that X-Ray is equipped with only a 5-speed AMT-type robot, developed on the basis of the mechanics of the MT 21826 series. The transmission is generally not bad, but there are still delays in switching.
5-band AMT LADA XRAY
Rapid offers a choice of 2 boxes. The first is a 6-band classic automatic, which is available with a 110-horsepower engine. The quality of his work is beyond doubt - clear switching, quick response to kick-down, etc.
But there is a better option. This is a 7-band DSG preselective transmission that works in tandem with 1.4 TSI. No wonder DSGs are recognized the best checkpoints at the moment! Switching instantaneous, impressive efficiency, peppy dynamics and other pluses.
As you can see, the Czechs did not stint on gearboxes for their model. But there are also some reservations. X-Ray is equipped with a robot, and not a conventional machine gun, in order to reduce the price of a car. And yet, the advantage of AMT is its unpretentiousness. As for the DSG Skoda, for all its merits, this transmission does not differ in reliability, while repairs, due to the extreme complexity of the assembly, are very expensive. In addition, during a long drive in traffic jams, the DSG starts to twitch when shifting due to overheating.
Unlike transmissions, the design of the Lada X Ray and Skoda Rapid suspension is the same. No modification has a completely independent multi-link scheme. Both machines are equipped with semi-dependent undercarriage, with torsion beam on rear axle. In general, competitors have no problems with handling.
But the character is a little different. The LADA XRAY suspension stands out for its energy intensity, thanks to which you can roll even on broken roads without worrying too much, because you still need to try hard to break through the racks! And you completely forget about small bumps on the Russian hatchback. However, there is also a minus - these are rolls in corners. Yes, the chassis is set up well, but the height of the car and considerable ground clearance do their job.
Skoda Rapid rulitsya as a whole more recklessly, and the owners do not complain about excessive rigidity. However, this is only true for 1.6-liter versions. The 1.4 TSI engine is quite heavy, plus the weight of the DSG takes its toll. As a result, driving on such a modification is noticeably tougher, although you can’t name an “oak” car either.
In terms of cross-country ability, X-Ray is better than Rapid, and significantly! After all, not every SUV has a clearance of 195 mm. In addition, the switchable ESC system helps a lot - with it, the domestic hatchback easily leaves places where you can’t drive at Rapid at all. Naturally, with all-wheel drive XRAY's capabilities would be much greater, but even with ESC, Lada's advantage is obvious.
And in the plot of “Okay Mechanics”, representatives of AvtoVAZ clearly showed everything that a hatchback is capable of outside the asphalt.
Inside the competitors, a completely different approach to style can be traced. That is why it will not be easy to determine the winner between Lada X Ray and Skoda Rapid in this round.
Salon XRAY created to match the exterior. The seats are very decent, as for their segment, with the exception of the basic configurations, where the lumbar support is too low. In addition, plastic of different textures, which, although it does not affect comfort, is not to the liking of all car owners.
The dashboard flaunts beautiful wells and backlighting. A large screen is located on the center console, and the elongated air vents look very good. In general, the interior of the hatchback is designed for active driving.
The Czech approach is completely different and, for them, traditional. Salon Rapid strict and correct, to some extent even pedantic. Not surprisingly, he has both ardent fans and opponents who believe that the interior is too boring.
Yes, inside the liftback you feel like in an office where only a table lamp and a secretary are missing. On the other hand, many people like high-quality materials and impeccable ergonomics. The seats are good, but you can order optional ones with integrated head restraints.
Options and prices
LADA XRAY offers customers 3 trim levels - Optima, Luxe and Exclusive. Skoda Rapid also has 3 versions - Entry / Active, Ambition, Style. The price of Lada X Ray is lower than for Skoda Rapid. In the database, it starts from 599,900 rubles against 611,000 rubles for Rapid. IN maximum configuration the difference is much more significant - 830,900 rubles for Lada and 956,000 rubles for Skoda.
Prices and equipment Lada X Ray
Optima - from 599,900 rubles. up to 710900 rub.
Luxe - from 710,900 rubles. up to 798900 rub.
Exclusive - from 805900 rubles. up to 830900 rub.
More details with prices and trim levels LADA XRAY you can see at the link
Prices and equipment Skoda Rapid
Entry / Active - from 611,000 rubles. up to 871000 rub.
Ambition - from 770,000 rubles. up to 916,000 rubles.
Style - from 911,000 rubles. up to 956000 rub.
There are also additional equipment in several categories.
More details with prices and Skoda trim levels Rapid you can find on the link
As you can see, there is certainly a price difference between Lada X Ray and Skoda Rapid. And if in the database it is almost invisible, then in the top it reaches an impressive amount of 125,000 rubles, and this is a lot when buying a class B car. Nevertheless, when buying Rapid in the top, you will get just the same turbocharged 1.4-liter engine with preselective DSG box. Therefore, with technical side the overpayment is justified.
But with the complete sets, everything is far from being so simple. The fact is that AvtoVAZ and Skoda have a completely different approach to price lists. When buying an X Ray, 3 fixed configurations are offered, as well as an additional payment of 12,000 rubles for a metallic color.
If you buy Rapid, then a lot of additional options are added to the equipment in the trim levels themselves, and even the top version of the Style can be very well understaffed. In addition, options can be selected both in packages and individually. Naturally, the advantages of this approach are obvious, because you can order a car "for yourself" by selecting all the options you need. On the other hand, the price of Rapid, if it is equipped “in full”, just skyrockets and easily exceeds 1,000,000 rubles!
As you can see, it is most advisable to compare Lada X Ray vs Skoda Rapid with 1.6-liter engines, since prices are approximately the same with them. Yes, the Czech liftback can be retrofitted, but the configuration of the Russian model is already quite generous, so the owner of X Ray is unlikely to feel left out.
Watch an interesting video on this topic
Test drive of the new Logan + car review
Test drive of the new Logan 2014, what has changed in the budget sedan
During the test drive, the presenter talks about technological features, ride comfort, the features of the equipment tested, the problems that the car owner may face and what distinguishes this brand of car from the rest. It talks about the main additional options, which are important for drivers, may interest them or become key when choosing a car.
Inevitably, there was a comparison with the previous model: the developers improved many options, modernized existing functions and added new ones. The host talks about the most significant changes for the car owner, their pros and cons.
The first thing that focuses on when reviewing the interior of a car is the driver's seat. It is told about the convenience of the driver's seat itself, the possibilities of its adjustment. A review of the control panel from the point of view of convenience is made, its main functions are demonstrated. The audio system is considered, additional functionality is given. The quality of the finishing material was assessed. Suggestions for possible further improvements have been made.
The back row of seats is considered from the point of view of its spaciousness and convenience for passengers with different builds. Ways to adjust the chairs are given. Demonstrated additional features for passengers sitting in the back.
Separately, the presenter talks about the trunk. It tells about its capacity and the possibility of increasing the usable volume. The convenience of loading and unloading, as well as the possibility of transporting bulky goods, was appreciated.
During a test drive of a car, the comfort of driving around the city is checked. The stiffness of the suspension, cornering and other important points for the driver are evaluated. The host talks about his own feelings, as well as about what the other driver might like and dislike.
Ride on uneven surfaces is tested separately. pavement and talks about the features of control when driving on an unpaved road. The presenter compares the difference between driving in an urban environment and outside the city. The viewer can see what to expect from the car when driving through the countryside or along forest roads.
Big test drive of the new Logan
Big test drive from Sergey Stillavin and Rustam Vakhidov. Fun and humorous talk about new Renault Logan. They will talk about technological features, ride comfort, equipment features and what distinguishes this car brand from the rest. It is said about the main and additional options that are important for drivers, may be of interest to them or become key when choosing a car.
Stillavin, with his not small stature, tested the rear row of seats.
Separately made a great review of the trunk. They told and showed its capacity and the possibilities of increasing the usable volume. The convenience of loading and unloading, as well as the possibility of transporting bulky goods, was appreciated. Rustam, as usual, lay in the trunk.
Driver's seat. The presenters spoke about the convenience of the driver's seat itself, the possibilities of its adjustment. A review of the control panel from the point of view of convenience is made, its main functions are demonstrated. Considered the audio system, brought additional functionality. Evaluated the quality of the finishing material.
During a test drive of the car, we checked the comfort of driving around the city. We assessed the stiffness of the suspension, cornering and other important moments for the driver. The hosts talked about their own feelings, as well as what other drivers might like and dislike.
Comparison of Datsun On-do and Renault Logan, who is better and more convenient.
Overview - a comparison of two cars Renault Logan in the minimum configuration and Datsun On-do in the maximum configuration. Such a strange choice was made due to the fact that only in this arrangement their prices become equal to each other.
In the beginning, as usual, they talked about the main differences between the two cars, not forgetting what makes them similar to each other. We touched upon the topic of configurations and available additional equipment and told to whom and what is available.
For all budget cars, one of the most important and most requested features is the capacity of the trunk and the second row of seats. A significant part of the review is devoted to these two parameters, which shows the trunks of cars, compares their dimensions and ease of loading and use. The rear rows of seats were also subjected to a thorough comparison, the presenter compared the amount of space around the passenger as well as the comfort of the stay.
Since a car is a means of transportation, and a budget car is a means of transportation in doubles, it was natural that a large part of the review was devoted to driving. IN comparative test drive told about the suspension of the car, the presenter appreciated their energy intensity, comfort and noise.
A comparison of the dynamics of the cars was carried out, but rather at the level of driving sensations, since not a single test was carried out and in these parameters you will have to rely only on the authority of the presenter.
We also compared the controls of cars in the presented trim levels. Drawing parallels, the author invites us to make a choice between the price and the amount of equipment available.
A good and complete comparison of cars on the basis of which you can draw your own conclusions about which car is closer to you and what you are willing to sacrifice.
It's better to try it once than to see it twice, so sign up for a test drive at the nearest salon.
"State employees" are collected in the fall. On September 1, the state car recycling program was launched in Russia again. In exchange for old car- discount for buying a new one. Sell old - get new! So we have collected six sedans with the updated Solaris at the head.
You can scrap or trade-in any car older than six years. Instead, a subsidy. Every day, more than a thousand cars are sold under the scrappage program. And this is only what is included in the state statistics. Parallel state program most automakers have launched their own shares according to their schemes, because the government subsidizes the purchase of cars only Russian production and dealers need to sell everything. Therefore, absolutely all cars in our test can be bought at a discount of 40,000 rubles until the end of the year, even the Citroen C-Elysee assembled in Spain.
The remaining five cars we have are the brainchild of Russian factories. The main novelty and bestseller in the class - "Petersburger" Hyundai Solaris- was updated just last summer and we got it in an expensive bundle with automatic transmission. "Togliatti" Renault Logan in the second generation, the Kaluga Skoda Rapid is also a debutant in 2014. Kaluga "veteran" Volkswagen Polo played the role of a "reference" car: despite the venerable age of four, the model sells well. Strengthens positions and Togliatti Nissan Almera. As a result, we do not know what is better to scrap. But about what to buy in return, the opinion was formed.
HYUNDAI SOLARIS
Hyundai Solaris could play a role in a transport dystopia. Hordes of identical yellow taxis fill the streets in tight ranks. ideal city. Paid parking everywhere, dedicated lanes everywhere, and the chairman of some department of transport in an armored car with a cap at the ready.
And what? One hundred and fourteen thousand is no joke to you.
Hyundai Solaris is the best-selling car of a foreign brand in Russia, and its popularity is growing. The gap from the nearest pursuer is the size of the annual sales value of some golf-class hatchback.
And I know the reason for the popularity of Solaris.
It is not budgetary - prices start where necessary - at the bottom of the automotive hierarchy. But already there Solaris is not poor. And as it moves up the equipment table, Hyundai knows how to make it feel like it's playing in another league. We got it for a test in one of the top trim levels - only sedans with an automatic transmission are kept in the press park to emphasize the merits of the car, which, after restyling, has acquired options that are not at all typical for a “state employee”.
This is the real interior. No discounts for pervasive savings. You may be surprised, but only Solaris and Rapid have a second ceiling lamp that illuminates the rear sofa. Large box in the middle - only in Hyundai. The rest have either a compromise armrest with a niche inside (Skoda Rapid, Volkswagen Polo Sedan) or nothing.
Dual-mode seat heating with a clear indication of modes is a reality, not a dream. And about keyless entry in the cabin, a rear-view camera, traditionally for Hyundai, displaying a picture on a screen built into the cabin mirror, and there is no need to talk. One can only grumble that the dimensional markings on the display are static, and the brightness of the screen is annoying when maneuvering in the courtyard at night ... But competitors don’t even have such a luxury in sight.
A dynamic image is complemented by the ability to drive fast: Solaris loves asphalt, but behaves predictably on any surface.
After restyling, Solaris got steering wheel heating and windshield, steering wheel adjustment for reach, the turn signals blink three times when the lever is pressed non-fixed. Europe!
Landing is good both front and rear. Although in terms of space, Hyundai is an absolute outsider. This is the cramped car in our test, so the prevalence of Solaris among taxi drivers is due to anything but roominess.
Victoria
However, Solaris does not cause obvious inconvenience either. The geometry of the rear sofa is well chosen, so sitting in the back is more comfortable than in other competitors, even despite the legs almost resting on the backs of the front seats and the ceiling hanging overhead. Maybe the taxi drivers don't suspect anything of the sort?
Well, I also prefer to drive a Solaris. The sedan is no stranger to active driving. The power of the 123-horsepower engine is enough for the eyes. Adjusted for what we have on the Solaris test with automatic transmission and the gas pedal is damped. But the “economical driving” setting can be turned off through the instrument panel menu, the automatic transmission selector can be switched to manual mode, and then it turns out that the dynamics of the Solaris are very convincing. True, the consumption of gasoline will exceed 13 liters in the city.
The suspension echoes the engine: it is noticeably softer than the Rapid and Polo, but compared to the French and the Almera that joined them, Hyundai is perceived as tough. A lightweight steering wheel, "artificial" in the near-zero zone, immediately when the steering wheel is deflected, fills the taxiing with meaning and content. Piloting a Hyundai is at least interesting.
Solaris dives into running turns at ease, and I will not be ashamed of the word "excitement"! Although it is better not to bring it to the clarification of the limits of coupling properties. Firstly, the machine is not at all for these purposes. Secondly, on a flat road, Solaris simply slides its nose into the bump stop, and while you correct this by releasing the gas, a hole can happen on the asphalt - and then rear suspension vzbryknet and slightly rearranged outside the trajectory. It's not that Solaris doesn't like bad roads, but it feels insecure.
Timur
Nimble car. The automatic transmission lags by a fraction of a second when shifting in manual mode. The seats are hard, the back will get tired on long trips. Suspension to match: all the cracks and potholes are felt on the road. In my opinion, the Russian assembly affects: when you press the gas pedal in the cabin, a noise of unknown origin is heard. In general, Solaris is designed for younger motorists: sharp body features, bold, tough cars. Out of five points, I would give 4.5.
NISSAN ALMERA
Nissan Almera, built on an extended base of the first generation Renault Logan, is not far from its progenitor. This is both good and bad at the same time. The overarching flaw is the interior, which harks back to the blessed days of the thirty-dollar.
The instrument panel, the microclimate unit with simple kruglyashes, the adjustment of the mirrors on the tunnel under the parking brake lever, the ridiculously squealing direction indicators - everything is familiar. Ceiling decoration is primitive. Only the center console is slightly different from the first Logan. The quality of the Togliatti assembly (like Logan, Almera is produced at AvtoVAZ) is also not impressive: the plastic parts of the interior are poorly fitted to each other in places.
Was it worth copying Logan so carefully? After all, it is impossible to guess the close relationship of machines from the outside. Although, due to the long base, upturned trunk and small wheels in spacious arches, the proportions of the Almera are far from ideal, but from certain angles the car is even beautiful, and the abundance of chrome is a hello from the big Teana.
The high, "Logan" landing is overshadowed by the lack of steering wheel adjustment for reach. With a height of 174 cm, this does not bother me very much, and the driver will want to push the seat back more. But the visibility is good: for a long time I have not seen the road at such a close distance from the car! The seat can be raised even higher, but it is not easy to use the adjustment “jack”: pulling the lever up, you need to simultaneously bounce on the seat.
It is not clear why another Logan was needed. If Almera had appeared ten years ago, it would not have had a price.
But in the back seat - incredible open spaces.
Only Almera allows you to sit freely in the back, crossing your legs. Well, this is the most big car in the test and in terms of dimensions, it does not quite correspond to the B + class, but to the small average. But for convenience ... In addition to space, rear passengers have nothing to rejoice at. No pockets, no armrests, no ceiling lights, nothing. In the test machine, the back rear seat developed, but even this familiar function is implemented cunningly: not the entire backrest reclines, but only a “hollow” cut out in it from two asymmetric parts.
However, the trunk is also not perfect: despite the impressive volume, it is oriented in depth. The protruding wheel arches spoil everything. There are even slots in the skin: access to the upper mounts is provided through the technological “windows” shock absorber struts. But the trunk lid has a finish and a plastic “grip” - why is the back side bare in Logan?
Victoria
leading specialist in the field of IT, drives a Volkswagen Polo Sedan
I really liked the rear view camera. The pedals are soft - it seems to me that Hyundai reacts faster than my Polo sedan to pressing the gas and brakes. Here, a higher seating position makes it easier to get out and get behind the wheel. The seats themselves are more comfortable, and the headrest lies well, as if pushed forward. A heated steering wheel, keyless entry and a start button are useful things. Hyundai has large rear-view mirrors. I think my car even has smaller mirrors. In general, I got used to the dimensions of the Solaris right away, there are no problems with visibility here.
Almera rides imposingly.
The motor is the same as that of Renault. Tight, unhurried. For the sake of experiment at 40 km / h, I turn on the fourth gear. On the tachometer - a pathetic 800 rpm, the car rumbles, but accelerates confidently. In ordinary life, at 70 km / h, you can safely turn on the fifth - the tachometer needle will show a decent 2000 rpm, and most Nissan drivers clearly do this. Payback is the highway. "Cruising" speed outside the city - eighty.
Above this mark, the cabin becomes noisy. The engine "sings", the transmission howls. It's a pity, because aerodynamic noise is normal.
The selectivity of the gear shifting mechanism is C grade. Instead of the first gear, it is easy to stick in the third. A high lever, crunching as if wandering in a thick fog.
The horse-drawn power steering gives pleasant feedback, although the effort is somewhat excessive, and the sharpness of the responses leaves much to be desired. But the gas and clutch pedals are completely "cotton".
Smoothness is the best feature of the Almera after the size of the cabin. But the rolls are great. And the passage on the pavement left a double impression: softly, there is enough energy intensity, and the interior rattles. However, the new Logan is even tougher!
It is difficult to catch the thrill of driving in the city. Almera always makes it clear that the engine is running, the car is moving, and in this way it resembles Soviet cars. Am I the driver here?
Timur
Head of Sales at transport company, drives a Nissan Almera
About good. I drove 30,000 km on my car - nothing fell off. Salon is spacious. With a manual gearbox, the interior looks better than with an automatic gearbox (30 cm long selector). I already regretted that I bought it on the "machine" - the "mechanics" are good. Pleased with a clearance of 15 cm. About the cons. Power window buttons on the panel — uncomfortable. And the adjustment of the mirrors was hidden under the handbrake - there are no words to comment on this “brilliant” decision. The engine is weak. Noise isolation is terrible, especially from the back seat.
RENAULT LOGAN
The new Renault Logan boasts of how it got rid of the "childhood diseases" of the first generation. The horn moved to the steering wheel from the end of the steering column switch, mirror adjustment - from the tunnel to the front panel. The frivolous squeak of the “turn signals” was replaced by an almost noble crackle of the “relay”. Seems not bad. If you forget that these fantastic engineering complexities Logan created for himself ten years ago.
Logan still does not know how to blink three times with turn signals. The front power window buttons are now on the door, but are not illuminated. The rear ones remained on the panel, and the buttons decreased one and a half times.
The single-position heated seats are devoid of any indication and work unevenly: when the pillow has already warmed up like a frying pan, the backrest barely starts to warm up.
The instrument panel with chrome trim looks elegant. To the right of the dials is the on-board computer screen, which also counts the spent fuel.
In our case, the computer displayed 72.9 liters. This means that the indicator is not automatically reset when refueling - such statistics will come in handy on a long journey.
The central place in the cabin is occupied by a seven-inch display of the media system. And this is by far the best setup in our test (Nissan also offers a decent system for the richest package, but the tested Almera turned out to be without navigation). The graphics and interface of the “TV” are so good that you involuntarily begin to test it for the advanced skills of cars of a higher class. But no, navigation does not take into account traffic jams, does not read lossless music.
Yes, and a USB flash drive is stuck directly into the front panel. But there is a night mode in which the screen does not turn off completely, but turns dark gray, showing only the selected radio frequency and the current time. A similar "night" setting is available only in Solaris.
After cleaning the glass using a washer, the wipers make a “control” sweep. Great! Minus in the "karma" - a large section of the windshield is not cleared at the top and side, at the body pillar.
Timur
Head of sales department in a transport company, drives a Nissan Almera
I would prefer Logan to my Nissan. I hurried with the purchase, it was worth waiting for the release of a new generation. One of the most successful cars on the test. Five points out of five! And outwardly elegant, and the interior for a "budget" car turned out to be stylish, I liked it. Almera is better except for the fact that the ground clearance is higher than that of Renault. And there is not enough space for passengers in the back seat - although the developers say that five people can easily fit in the car, there is more space in the Almere.
On the go, Logan is perceived more lively, more fun than Nissan - apparently, the difference of half a centner still plays a role, plus a shortened main gear (4.50 versus 4.21 for Almera and the old Logan). Noise isolation is not encouraging: the engine roars hoarsely after 3000 rpm, and at speeds over 100 km / h aerodynamic noise appears.
How does the new Logan ride? About the same! Although a stiffer suspension slightly improved behavior on flat pavement. Suspension "hardened". This made it possible to slightly clean up the rolls, but to the Citroen C-Elysee, which is the leader in smoothness and is comparable to the Logan in terms of the “woolness” of the steering, now it’s like to the Moon. The interior rattles on the cobblestones.
On more serious irregularities, the suspension leaves no doubts about the energy intensity, but there is no particular sportiness compared to the same Almera. Renault Logan is still rolly, and you can really enjoy high-speed driving here only on a very bad road.
Victoria
leading specialist in the field of IT, drives a Volkswagen Polo Sedan
I drove an old Logan. The new one looks better, nobler. And I like the branded “nose”, and the color is chic. The suspension is very soft on bumps. Large interior, legs fit with a margin. The landing is comfortable and high, which is also important. High ceiling. good review in all mirrors. I do not like the steering wheel: because of the thickening on the rim, it is inconvenient to hold it. The pedals are tight — it’s hard for me to get under way and slow down, I need to get used to it. The seat is soft, but the headrest is somewhere far away. You sit in other cars and it envelops you. And here it's unfinished.
SKODA RAPID
Skoda Rapid is comparable in size to Skoda Octavia first generation. This fact alone raises a reasonable question: “What kind of state employee is this?” And the equipment of the test machine is not poor.
However, Rapid has a close relative who shares many components and assemblies with it - Volkswagen Polo Sedan. Needless to say, how difficult it is to get rid of direct comparisons of these two machines? Fortunately, we have just comparison test.
To say or to be? From the front, Rapid is so similar to the Octavia that only the lazy do not talk about it.
For example, the climate control screen is a mirror image of a similar block in the Polo: only the set temperature indicator and the airflow intensity have changed places here. It became more convenient.
The on-board computer on the instrument panel (traditionally Skoda, with numbers inscribed in circles) differs from the Volkswagen one only in color? No, just a little more functionality. Skoda calculates range, average consumption, displays readings average speed, mileage...
And the display graphics of the media system did not impress: unpretentious, not connected to the Internet. And I've been dreaming.
The interior of the Skoda is very reminiscent of Volkswagen. The quality of the plastic is about the same as the Polo. You won't see a fundamental difference. But the variety of textures and lines of Skoda will pleasantly surprise you. In addition, "Rapid" has a lot of pleasant, unique little things. A narrow smartphone can be inserted into a special portable “cup holder” with a slot.
A small scraper against ice hangs on the gas tank flap. And on the driver's door - a portable trash can! It is a plastic clip in which a regular plastic bag is fixed. This “device” is fixed on the side of the door pocket and avoids main problem daily used car - heaps of garbage in the door pockets.
All doors have full handles and power window buttons. For rear passengers - a separate lamp, ashtray and cup holder. Ceiling handles - exactly four. As it turned out, this is also a rarity in our time. The seat belts can be inserted into the holes along the edges of the backrest.
Rear passengers are generally at ease. Ideally two. Although the sofa looks flat on the outside, it is molded for two. Sitting in the middle is uncomfortable, primarily because of the shape of the back. The high, expanding central tunnel will interfere. The huge trunk can be opened with the key fob button. The rear seat backrest folds down to leave a wide and high opening.
The inner side of the tailgate, of course, finished. And in the options there is even an electric drive.
But enough enjoying the salon. It's time to drive. In terms of dynamics, the Skoda Rapid is the unequivocal leader, although this is not obvious on paper, and it is generally difficult to understand the reason why the Rapid feels faster than the platform Polo with the same engine and weight.
The motor pulls smoothly throughout the entire rev range. Rapid is not quiet: during acceleration, the roar of the engine clearly penetrates the cabin, but in general the sound insulation is decent, and the gear selection allows you to drive 90 km / h at 2300 rpm. — The rumbling of the motor is not annoying. The clarity of the gearbox drive — no complaints. And even the long-stroke Volkswagen clutch pedal does not interfere with quick gear changes.
Few cars combine gambling drive and absolute practicality. It is all the more surprising that this turned out to be Skoda!
The suspension is the stiffest in our test. The entire microprofile of the road is transmitted in detail to the cabin. back side— minimal rolls, the most accurate driving along the trajectory, despite the joints, cracks, diagonal tram tracks. No swinging, no rubbing.
Look out French!
And the information content of the electro-hydraulic steering is exemplary.
No need to guess what happens to the steerable wheels. At the same time, Skoda has a clear “zero”, which helps to relax on a straight line, and a pleasantly increasing effort when the steering wheel is deflected.
Timur
Head of sales department in a transport company, drives a Nissan Almera
Comfortable interior, pleasant to the touch steering wheel. The trunk is impressive. Good dynamics: at the first three speeds Skoda vomits. Noise isolation of the engine compartment is poor. At first, the "ringing" was pleasant, but in the future, the constant hum of the motor will certainly be annoying. I was pleased with the expense: my trip on the on-board computer cost 6-7 liters per "hundred". Rapid is suitable for flat roads - the suspension is stiff and noisy, it shakes a lot on the comb. Nevertheless, five points out of five!
VOLKSWAGEN POLO
Polo Sedan. What more? What else can you say about it? Four years have passed since the debut of the first Volkswagen, which was assembled in Kaluga in a full cycle. Everyone knows about this car for a long time. After all, hundreds of thousands of them travel along the roads of Russia!
Let the juicy Solaris look fresher, and the Rapid look like two drops of water like the new Octavia, but the classic silhouette of the Semi-Sedan is not too outdated: the compact four-door Volkswagen looks almost harmonious and graceful. Well, just Passat.
The interior of the Polo sedan is Volkswagen-style strict, but comfortable: it is useless to look for obvious ergonomic punctures here - they simply do not exist. No frills and selection of materials. But when you sit in the Polo, you can be sure that a seat with a perfectly adjusted profile will be comfortable, the steering wheel is adjustable in two directions, and the function of the buttons does not have to be determined using the instructions.
The driving position here is almost as comfortable as in the Skoda. Minus one: the front panel is quite high, and forward visibility is not as good. But back is better.
Timur
Head of sales department in a transport company, drives a Nissan Almera
First of all, Volkswagen has a simple and comfortable interior. On the move, it turns out that the Polo Sedan is also a nimble car. I did not expect such dynamics from a calm outwardly sedan. It turns out to go fast even off-road - since the comparative test was held on different surfaces, I managed to evaluate the Volkswagen on the dirt road as well. Of the shortcomings - the insulation leaves much to be desired, and the interior trim is frankly cheap, the selection of materials is not at all impressive. In general, the Polo Sedan is conservative in German, but the car is completely versatile, balanced, devoid of pronounced flaws and will suit both young and more experienced motorists. On a five-point scale, I would put 4.5.
The trunk opens "in a rich way": either with a button on the driver's door, or with a button on the key fob - there are no levers on the lid. The solution is not budgetary, but such requirements are put forward by the consumer. The trunk itself is not a record, and the opening is narrowed by protruding lanterns, but the compartment itself is of the correct, even shape. The only trouble is that in order to fold the seat back, you have to remove the head restraints, otherwise they will rest against the front seats.
Naturally, the removed headrests then need to be put somewhere so that they do not get dirty and get lost. Polo is the only car in the test that required such manipulations. Another complaint is the opening slightly narrowed by the sidewalls of the body.
"Kolkhoz-soil" suspension and filigree handling? Volkswagen somehow combines ...
The vociferous gasoline engine drives almost as provocatively as in the Skoda. Five-speed box not very suitable for highway speeds. At 80 km / h in top gear, 2000 rpm is obtained. — nothing surprising. The gas pedal at first seems insensitive, but as soon as you press harder, the Volkswagen begins to accurately obey the commands of the right foot. The clutch drive is typical Volkswagen. This is a minus. Drive box — too. But this is already a fat plus, because Citroen, Nissan and Renault only dream of such clarity of switching. Even in Skoda, the drive seemed to us more lax.
The force on the steering wheel is very small. But this did not affect the information content. In general, with a softer suspension than the Skoda, Polo demonstrates less reckless handling, but on a bad road it gives more pleasure. Strongly knocked-down suspensions allow you to confidently go over bumps. No buildup, no smearing. Correct and calm reactions, soft demolition of all four wheels - you have to try hard to bring the car out of itself.
Victoria
leading specialist in the field of IT, drives a Volkswagen Polo Sedan
Initially, before buying a Polo sedan, I considered different variants. Including Solaris, but, to tell the truth, I don’t remember why Hyundai abandoned it. The choice then came down to a specific configuration. Yes, I take these issues seriously and do not choose a car based on color alone. However, Volkswagen seems to me to be a more feminine car, the body lines are smooth. And on my Polo, the power window buttons are located differently: here there are all four buttons on the door, and I have only two. Rear windows can only be lowered while sitting in the back.
CITROENC-ELYSEE
Schematically, all "budget" sedans are similar: an elongated base, a hodgepodge of components from "noble" models for the "first world", total savings on everything. And the Citroën C-Elysee was one of the first to stand out at least in design.
But if the exterior is not devoid of French charm, then the interior here is more prosaic. Ascetic, albeit perfectly readable instruments, “knobs”, an archaic slider on the microclimate unit (full climate control with a round “porthole” looks more interesting, but our C-Elysee manages with a simple air conditioner). Power window buttons on the tunnel - the solution seems to be cheap, but served with taste. Design! In essence, the Nissan Almera demonstrates the same approach, but how different the implementation!
You can praise the design as much as you like, but the main advantages of the C-Elysee are its huge interior and soft suspension.
The screen on the center console displays not only information from the audio system, but also from on-board computer. When I hear a good song, I add sound, instinctively grabbing a big round ball ... By! The radio frequencies are off, and the volume is adjusted with tiny buttons on the edge. It’s easier to use the steering column remote control, which is seven centimeters.
But there is Bluetooth, and you can output the sound from the player in the phone to the speakers.
The menu, by the way, is completely Russified, which is by no means always the case even with cars Russian assembly, not to mention purely imported ones.
The driver's seat is uncomfortable. There is a lack of steering wheel reach adjustment. The steering wheel is adjusted only in height, and even then in a limited range. Theoretically, you can raise the chair higher and sit down "sloping". But not everyone will like this plan: the height of the seatbelt point is not adjustable (as in Renault).
In the back row - "limousine" space. Almost like in Almere. But the pillow is flat, the back is littered back.
Victoria
leading specialist in the field of IT, drives a Volkswagen Polo Sedan
I moved to the Citroen C-Elysee after the Solaris - and the noisier engine immediately attracted attention. There are stiffer pedals (maybe because the box is “mechanics”?). Landing is lower, leaving here is not as convenient as from Hyundai. Although the chairs are good, the back is not tired yet. The steering wheel is comfortable in shape, but it's bad that it is not adjustable for reach. Outwardly, the Citroen is nice. It seems to me that this is a more relaxed, family car than Hyundai. It is spacious here: both the driver and the rear passengers have enough legroom for me. Take the whole family and go.
For a short trip, I would even prefer the cramped Solaris. But feet are almost freely placed under the front seats. Oddly enough, on a soft Citroen sofa it is more convenient to sit in the middle. Fortunately, the central tunnel is low, and the ceiling does not press.
The rear passengers of the Citroen are not allowed to have a lamp, and those sitting in front are deprived of ceiling handles.
The trunk, as in the Polo, opens either with a button on the key fob or with a button on the panel under the steering wheel. The volume is rather large, but the opening is narrowed, and the threshold for uneven thickness is very high. In the underground there is a full-size spare wheel, but it is better to get it out less often: the floor covering is very soft, easily wrinkled and bristling at the edges.
Accelerating dynamics - average. Declared by the manufacturer 115 l. from. are not impressive. The heavy gas pedal, damped and insensitive at the beginning of the stroke, makes its contribution.
As the accelerator is pressed down, the engine already reacts more lively, the pickup is felt from the bottom, and at urban speeds the dynamics are perhaps enough. But the engine is noisy, besides, 2000 rpm in fifth gear is already achieved at 75 km / h. It's a shame.
But external noise not intrusive - it is the engine that creates an uncomfortable sound environment.
Isolate would engine compartment better - and there would be a victory. And so...
Long strokes of the manual gearbox lever are a Citroen trademark. Although the selectivity is not bad: it is more difficult to make a mistake than in Almere.
But the smoothness of the ride is wonderful. If Skoda conquers on smooth asphalt, and Nissan on potholes, then Citroёn is pleasant and helpful everywhere. The C-Elysee rides surprisingly soft and quiet over cobblestones. Having got used to a comfortable movement, you stop going around even deep pits, which, however, respond with blows in the suspension and body buildup.
But high-speed taxiing is not a pleasure. The steering wheel is "viscous", "uncertain" with small deviations. As the angle increases, so does Feedback, but the Citroen C-Elysee also leans pretty.
Timur
Head of sales department in a transport company, drives a Nissan Almera
I didn't like the Citroen. That's absolutely, absolutely. All kinds of buttons are located inconveniently. When depressing the clutch pedal, I catch the toe of my boot on some panel. It seems that he himself is not a giant, and his foot size is a moderate 44th, but, apparently, our French friends have very small legs - it is not clear who this pedal assembly is designed for. But most importantly — the car is insanely noisy! The sound of the engine is too intrusive. And yet, it’s worth starting off without buckling up, a terrible buzzer sounds, from which there is no way to get rid of.
Text: Vladimir Guryanov