New Bentley SUV in the making

A new Bentley SUV is on the cards according to the auto manufacturer and it will be the first time the brand ventures into the highly competitive SUV segment. The new Bentley SUV will go on sale in 2016 and will be Bentley's fourth model line to be built in Crewe, in the process creating more than 1000 jobs.

New Bentley SUV faces stiff competition

The luxury SUV will join a future segment which is very much in full swing, with both Maserati and Lamborghini confirming that they will be building SUVs of their own. While this is good news for manufacturing in Britain in general, car enthusiasts will be wondering why Bentley is pursuing a project that was met with such derision last year. Rumours are that the new Bentley SUV will look nothing like the 2012 EXP 9 F Concept which the brand showed at last year’s Geneva Motor Show as a preview for an SUV production model. But Bentley has brushed that reaction aside, saying there has been extremely positive reaction to a new Bentley SUV from its customers. No matter what us journos think of it, this will probably become the new unofficial car of the English Premier League. The new Bentley SUV styling “will set it apart from any other SUV on the road and will be true to the Bentley design DNA. In addition, Bentley describes the model as being the "most luxurious and most powerful SUV in the market." Details remain sketchy There’s no word on specs as yet, but if the sketch that Bentley has provided is anything to go by, it seems the new Bentley SUV will feature improved styling including a sleeker roofline, and will most likely be based on the same platform as the next-generation Audi Q7 and Porsche Cayenne. This gives them a whole range of engines to choose from, but we would speculate that the car will run the twin turbo V8 from the Bentley Continental GT, and possibly the W12 also from that model line. The £800 million that the company is investing will not only be used to develop the SUV, but also for additional models which will be added in the future. There has been no word as yet as to whether or not it will come to SA. Note: Pictured is the 2012 EXP 9 F concept, not the forthcoming car.

Volvo V40 T5 R Design Review

Volvo is a car company obsessed with safety. It’s an obsession that has won them countless awards, and a loyal following. But in the premium segment, you just can’t sell millions of cars on airbags alone. You need mass appeal, something which the brand might have lacked until now.

The V40 range was a bold step for Volvo, but I’ve sampled just about every V40 available (by my count there are 16 variants available) and I’ve generally been impressed. But nothing could have prepared me for the Volvo V40 T5 R-Design. A hot hatch? From Volvo? I had to have a go.

Volvo V40 T5 R Design Review by Ciro De Siena

Rebellious exterior

The Volvo V40 T5 arrives in quite the strangest paintwork I’ve ever seen. Somewhere between matte and metallic, it’s an unnatural hue of blue that I find myself staring at for quite some time. Volvo calls it Rebel Blue, a clue to this car’s cheeky demeanour.

The Volvo V40 T5 R-Design is lower than its stable mates, and features an angrier front chin, aerokit on the sides and rear and very sexy, unique 5-spoke wheels. It looks fantastic. A Volvo has just never looked like this. The V40 is already a very attractive car, but with the R-Design treatment, it looks like nothing else on the road.

That Scandinavian interior

The inside of a Volvo V40 T5 is a very comfortable place to be. The black leather seats in this test vehicle look so plush and comfortable, they might as well be American-spec Lay-Z-Boys. And they are, but they still manage to offer great lateral support. It’s a very good mix they’ve managed here.

The rear seats are just as comfortable but rear head and leg room are not what I expect. It’s certainly not cramped, especially for little ones, but I’d imagine an adult approaching 6 foot would not be too comfy back there for hours on end.

The centre console features that awesome floating design that first debuted on the S40 some years ago. It hasn’t aged at all; it still looks very clever and very modern. The fact that you put your arm through the space behind all the buttons is just cool, really.

The infotainment system takes a bit of getting used to, I keep turning it off when I want to hit enter, but I’d imagine I’d get the hang of it with more time in the car. The dials straight ahead feature quite a few gauges and graphics that I’ve never seen before. The fully digital display shows a power metre to the right seems to respond to my throttle inputs – to help you drive economically. You can change between three modes: Elegance, Eco and Performance. Each mode has its own unique look and feel, with different info emphasised in different ways. It’s interesting, but I’m more interested in the engine.

Volvo’s 5-cylinder engine and specs

This is the only 5-cylinder engine available in this segment, and it’s a peach. Smooth, powerful and with some mighty in-gear shove, the specs put it very firmly in the middle of the current hot hatch war.

187kW peaks at 5400rpm, but the impressive torque of 400Nm is available from as low down as 1800rpm. That’s some very clever turbocharging, but the bigger displacement helps. Where some hot hatches feel flat before the 2500-3000rpm, the Volvo V40 T5 pulls hard almost from idle. Throttle mapping feels a little dull though, I feel it could be even sharper.

And there is one thing amiss from the whole experience – the noise. I know how good a 5-cylinder engine can sound; it is a rare thrum in the world of motoring, and for my liking it’s just not loud enough. Sure, it has nice, bassy idle note, but perhaps an active exhaust might have added the joy of noise to the driving experience.

Volvo V40 T5 R-Design – Ride and handling

A sports car it is and therefore as a sports car it must be driven. The Volvo V40 T5 is quick, and it is a lot of fun shooting out of corners with all that torque. Its acceleration time is claimed at 6.1 seconds, which would make it the fastest hot hatch on paper, but acceleration feels similar to rivals – that is to say, very quick.

But there’s a slight dullness to the feedback through the wheel to your fingertips, and you’re not entirely sure what the front end is up to until there’s a bit of tyre squeal.

Bigger roll bars and a stiffer suspension mean this is definitely the best-handling Volvo I’ve ever driven, but still the car has a disconnect between what it’s doing and what its telling you. There’s a lack of engagement as well with the autobox, as there’s no flappy paddles to work with. You can manually shift with the gearlever, but this makes it feel even more like a car simulator and not a car.

In terms of ride, overall I’d say the R-Design chaps at Volvo probably wanted the T5 to be a bit edgier, a bit sharper, but were over-ruled by the powers that be, and told to make it more comfortable. It just feels a little reigned in, but Volvo knows its customers better than I do.

Low profile tyres are great for handling, but imperfections in the road have little rubber to overcome as they send shockwaves up your backside. The Volvo seems well sprung, and it’s a solid, well put together car, so it deals with bumps admirably. But for a smoother ride, you might want to walk past the R-Design and opt for a normal V40 instead.

Safety Features

This is where Volvo really excels. There are a myriad of safety features that are either unavailable on rivals, or only available on much more expensive cars. Two worth mentioning are the City Safety and pedestrian airbag.

City Safety is fed information by a pair of “eyes” hiding behind the rear view mirror, staring ahead through the windscreen. The Volvo has advanced software detecting stationary traffic, pedestrians and animals, and will alert you if it detects any of the above in your path. If you fail to brake before the car thinks you should, it will bring the car to a stop for you, at anything up to 60km/h. No more bumper bashings, I would hope.

The pedestrian airbag is a world first fitted to a production car. The windshield is particularly dangerous to pedestrians, and in the case of collision, the bonnet will spring upwards, and an airbag will cover the lower half of the windshield. Hopefully no one ever has to test this.

The car also monitors both your blind spots up to 70 metres behind the vehicle, so if you want to execute a lane change and there is fast-approaching traffic, it will alert you to that.
The steering will also automatically correct any wandering, by detecting the white lines and shoulder of the road, it will make tiny adjustments to keep the car centred.

Volvo V40 T5 R-Design – Summary

At just over R400 000, the Volvo V40 T5 R-Design is on the upper end of the hot hatch segment. However, given the level of spec and comfort, I would look at it the other way. This is a compact car packing executive levels of just about everything. If you don’t need a massive saloon, the V40 is a seriously attractive option. Petrolheads might get slightly more satisfaction out of say a Ford Focus ST, but for exclusivity and style, the V40 is just that much more interesting.

View the vehicle: New Volvo V40 / Used Volvo V40

Quick Specs – Volvo V40 T5 R-Design

Acceleration6.1 seconds

Price R402 100
Engine 2.5 litre inline-5 turbocharged
Power 187kw at 5400rpm
Torque 350Nm from 1800rpm
Fuel comsumption 8.1litres/100km (claimed – combined cycle)

Hot Hatch rivals

VW Golf GTI

  • From R368,300 (Manual)
  • Similar spec levels, similar performance. More involving drive though, especially the manual

Ford Focus ST

  • From R363,900 (Manual)
  • Very similar power, similar sized car but with more boot space. A bit more of a fighter in terms of handling which can be more exciting, but definitely a less comfortable drive.

Chris Froome presented with unique Jaguar F Type

Cycling the length and breadth of France faster than anyone else this year must have been very rewarding for Chris Froome, but Jaguar have just made his achievement even sweeter. Chris Froome has just been awarded a bespoke Jaguar F-Type for completing and winning the 2013 Tour de France.

Chris Froome gets rewarded in style

The model features a unique two-tone paint job, and features Team Sky Pro livery, sponsor decals, and selected pictures from fans who were part of Jaguar’s #GetBehindTeamSky social media campaign.

Jaguar has not been clear about which model Chris Froome received, but the S badge suggests it will either be the F-Type V6S or V8 S. The F-Type S uses a supercharged 3.0-liter V6 engine that delivers 280kW and 460Nm of torque, while the F-Type V8 S has a supercharged 5.0-liter V8 engine that produces 364kW and 625Nm of torque.

The F-Type’s interior features a driver-focused philosophy, with engaging controls encased in dramatic architecture. Unique technical grains tailor the trim materials, further differentiating the dual-cockpit cabin.

According to Chris Froome, “Every young cyclist dreams of one day riding in the Tour de France, let alone winning it. I haven’t done it alone though. Team Sky has a great set of partners, and I’d like to thank Jaguar for their brilliant support over the past four years. They’ve invested a lot of time and ingenuity into designing the XF Sportbrake, which is the perfect race support car for us. It has been crucial to keeping the team on the road throughout the competition.”

Nissan Pathfinder 2.5 dCI 4×4 SE AT Review

The 4×4 SUV market in South Africa is huge and the Nissan Pathfinder is a well-known contender. With the market-leading Fortuner still carrying the “best-selling privately-owned vehicle in SA” badge and the recent addition of Chevrolet Trailblazer, this category is a lucrative one for manufacturers.

Nissan Pathfinder review by John Beale

The Nissan Pathfinder is no stranger here, and was updated a few months ago with this “entry-level” contender. It offers a 2,5litre turbodiesel unit that wrenches out an astonishing 140kW and 450NM, which trumps the Fortuner, and matches that of the Trailblazer. The shape hasn’t changed much, however small tweaks to the interior specification has brought the price in at R470 000, competing head on against the Fortuner 3,0 D-4D 4×4 AT (R476 700) and Chevrolet Trailblazer 2.8 LTZ 4×4 AT (R476 600).

Performance

I was very surprised at how much power was on offer from the engine. For a 2.5litre it competes well here. It felt a lot quicker than the figures (0-100km in 11seconds) suggested, and there’s more than enough torque at relatively low revs to cope with the class-leading 3-ton tow rating. There’s a lot of initial shove at low speeds, I even got some tyre chirp on a few pull offs, but once moving you can feel the slip from the clutch as you accelerate, so small inputs from the throttle can keep the Pathfinder plodding along in typical lazy SUV style. The 5-speed automatic gearbox does the job of making sure shifts are smooth and works well. It allows for manual shifting, but I find leaving the box in automatic is where it’s the happiest. Brakes have slight squish to them but work well and are assisted with ABS, EBD and EBA.

The ride and handling

The ladder-frame chassis is carried over from generations of Nissan SUVs. It allows for a lot more towing capacity, but does very little for the ride. The usual side-shuffle and waddle that is so familiar with this frame is evident in the Pathfinder. That said, it isn’t uncomfortable at all. In fact, the Nissan Pathfinder is probably the most comfortable of the trio, as you rarely feel bumps in the road. It is a fairly easy ride in town, requiring very little effort in steering or throttle inputs. A slight lack in refinement is noticed when you start the car on cold mornings, as the engine is quite rough, but eventually quiets down. Another nicety would be the standard addition of park distance control, or reverse camera, as it is a large vehicle to park.

Inside the Nissan Pathfinder

The interior is typically Nissan, with a lot of hard-touch grey plastics, and orange and white lighting on all dials. Here the Toyota and Chevrolet are a lot better specced and refined. The Nissan boasts nothing that wouldn’t be right at home in a car in 1998. There’s nothing here you don’t need, and it’s fairly bare-bones, with cloth seating (notably wide seats for larger occupants) for 5, dual zone climate control, Bluetooth/Aux/6Disc CD sound system, steering wheel controls and individual control for rear climate control. Two cupholders, and quite a few hidey spaces do the Pathfinder justice – this is a large vehicle, so there’s a lot of space.

This is where the Nissan Pathfinder again trumps the competition, with enough space to park a motorcycle or jetski IN the vehicle. As this model doesn’t feature the last row of seating for 7, the luggage space is carnivorous. It’s wide, flat and square and easily folding rear seats and passenger front seat means you can put items nearly 2.5metres in length through the vehicle with ease. The large tailgate has a split function, and spare wheel is situated under the vehicle.

Taking the Nissan Pathfinder off-road

Off-road credentials are key here, and the Nissan Pathfinder is equally capable as its rivals. Short overhangs in the front are a plus, but the familiar running boards are a hindrance on break-over angle off-road. Shift-on-the-fly knob on behind the gearlever allows you to switch between Auto (which will automatically engage 2 or 4-wheel drive), manual 2-wheel drive selection and full time 4-wheel high and low range. Low range initiates the centre differential.

Nissan, like the Trailblazer doesn’t feature a locking rear or front differential (Which might put off hardcore offroad enthusiasts) but rather makes use of a system called ABLS, which detects slip and locks up that wheel using the brakes to move the power to other wheels. I didn’t get to try this for an extended period of time, but the reliability of these systems over the long term as brakes can get overheated, is my only concern.

Conclusion

The Nissan Pathfinder is however coming on in age, it sells far less units than the competition and higher specced models are ridiculously expensive. A new model has been launched overseas, but there’s no word of that same unit making its way to SA. The Pathfinder only trumps the Trailblazer, which is pretty much matches everywhere else, on interior space, so go look at both if you’re in the market.

Nissan Pathfinder – Price

Nissan Pathfinder: R470 900

Suzuki Grand Vitara Dune Edition reviewed

As “soft-roaders” generally become softer, and in reality just high riding hatchbacks, it’s nice to know that there are still a few options out there if you’re looking for full 4×4 capability, without the full 4×4 size. Whereas cars like the Hyundai ix35 and Kia Sportage are only available in front wheel drive – offering very little to the casual offroad enthusiast – the Suzuki Grand Vitara is similarly sized and priced but offers full low range capability.

The Suzuki Grand Vitara Dune Edition reviewed by Ciro De Siena

Engine Specs

I’ve been lucky enough to drive the updated Grand Vitara for the 2012 model year in both Johannesburg and Cape Town. The updated model retains the powerplant and drivetrain, with the only option being the 2.4 litre naturally aspirated 4-cylinder petrol. The engine is starting to show its age a little, but remains a very smooth and reliable motor.

With 122kW available at 6000rpm, and peak torque of 225Nm at 4000rpm, if you’re in a hurry you have to work the gears to get the car to hustle. But for relaxed, every day cruising, there’s the right amount of oomph available.

However, if you live near the coast, the Vitara will feel a lot sprightlier. That lack of forced induction is noticeable on the reef. Another good reason to move to the coast then.

Ride and Handling

It’s refreshing to see some tall sidewalls on a 4×4. So many “offroaders” these days offer very little rubber between the road and the rim. It might not be the best set up for attacking corners, but who wants to attack corners in a Vitara?
What you want to do is attack rocks and climb curbs, and that’s what this kind of tyre lets you do, confident that you won’t leave a mark on those fancy 17 inch rims.

I’m convinced the tyres also contribute to the extremely smooth ride. The Grand Vitara seems to glide over just about every road surface you can throw at it. On highways, it feels like a very expensive saloon car. It’s very impressive and quite a surprise in a car in this segment.

Interior Specs and Comfort – Updated Grand Vitara

For the base price, the Vitara is relatively well specced. The Koreans may offer a bit more in the infotainment department, but the only thing I really missed was Bluetooth. It is fairly functional inside the cabin, but everything feels like it might outlive you, the owner.

Like all Suzuki’s I’ve driven, they feel bulletproof. Nothing rattles, everything is very well finished and the cheap plastics are kept to a bare minimum.

Cloth seats are standard in the Dune Edition, which I didn’t mind at all on Joburg’s freezing winter mornings. Electric windows all round, automatic aircon and ISOFIX fittings are standard. The front chairs are extremely comfortable, and I would imagine you could happily cover great distances perched in those.

The inside of the Vitara feels very big indeed. It’s a wide car, and 5 people can travel in comfort. The boot area is generous as well, and with the rear seats folded, you could fit just about anything in there. A chest of drawers. A rugby team. A biltong cabinet. Things like that.

Drivetrain and 4×4 Capability

The Grand Vitara features the only real low range capability in this segment. The Nissan X-Trail is perhaps its closest competitor offroad, but the X-Trail has an intelligent torque transfer system, where the Vitara’s is mechanical. This I would imagine appeals to people who really like to get the car dirty.

An electric switch on the dash allows you to easily switch between 4×4 modes. The drivetrain uses a torque-sensing centre diff which will transfer power between front and rear depending on the conditions, but the centre diff can be locked. Full low range mode is available for when the going gets really rough.

I’ve only ever been duning in the Vitara, which is a unique 4×4 challenge, but we easily kept up with the Land Rover Defender 90 and Nissan Navara we were travelling with. It was really good fun.

Safety Features – Updated Vitara

Suzuki is known for offering very healthy levels of safety equipment in their products. The Dune comes equipped with all-disc ABS brakes, front, side and curtain airbags, front and rear head restraints, and five inertia reel seatbelts, with the front belts featuring pre-tensioners and load limiters.

Summary

The Suzuki Grand Vitara represents a unique offering amongst the mid-size SUVs. It might not be packed with tech, but it is big, comfortable, and very capable off road. And at the base price of R298 000 for the manual Dune Edition, represents quite impressive value.

It leaves you with the feeling that you might pay this car off, and keep it. You could then hand it down to your son or daughter to go off to Varsity in the thing. And they could probably keep it for another ten years. It’s very rare to feel that way about a car these days.

Suzuki Grand Vitara price – 2012 Model Year Suzuki Grand Vitara Dune Edition R298 000

View the vehicle: New Suzuki Grand Vitara / Used Suzuki Grand Vitara

Quick Specs – Suzuki Grand Vitara Dune Edition

Engine 2.4 litre 4-cylinder naturally aspirated petrol
Power 122kW at 6000rpm
Torque 225Nm at 4000rpm
Fuel consumption 8.9 litres/100km (manual)
C02 emissions 212 g/km
Acceleration 0 – 100km/h in 11.7 seconds
Top speed 180km/h

Human Fiat 500 Abarth comes alive

Fiat is bringing sexy back with their latest unconventional print advertisement featuring more than a dozen muscular and flexible artists/performers/models to who recreated the 2013 Fiat 500 Abarth Cabrio in an image. The brand unveiled its ‘Body Paint’ print ad in this year’s annual ESPN magazine body issue. The print ad will fit in with the special issue of the magazine, which focuses on athletes baring it all.

Fiat 500 Abarth Cabrio shows muscle

Abarth is to Fiat what AMG is to Mercedes Benz, or Motorsport (M) is to BMW. And the idea of the more muscular Fiat being shown off by a whole bunch of nearly nude muscles is genuinely quite clever

According to the agency, nothing of this scale had ever been attempted in the body painting world, a fact that made the whole project quite daunting when Fiat, their client, actually agreed to fund it.

The painting and photo shoot took over 5 days, working 12-14 hours a day with the performers to try and get the bodies shaped into something that resembled a car.

Using body artist Craig Tracy, Fiat has developed an interesting ad that is, according to the head of Fiat Brand North America, Jason Stoicevich, “as visually unique as the Fiat 500 Abarth Cabrio.”

Jaguar XJ Review

The Prime Minister of the United Kingdom, for as long as I can remember, has been driven around in a Jaguar XJ. This is the first little piece of trivia that pops into my mind when I see I’m scheduled for a test drive.

The Jaguar XJ is a handsome beast, a good looking brute in a playground dominated by Germans. The Mercedes Benz S-Class, the BMW 7-Series, the Audi A8 – all formidable competition. But there is something that sets the Jag apart, and I’ve been trying to work out what it is.

Jaguar XJ Review by Ciro De Siena

Exterior Styling

For decades, Jaguar as a brand seemed to wander a bit. The brand tried to bring antiquity to the modern era with the S-Type, which looked frankly dull. Then it tried to play in the compact executive sedan segment with the X-Type, which was a bit of a flop.

Then Tata stepped in and injected some desperately needed cash, and all of a sudden the Big Cat could stretch its claws and show what it was capable of. And it was capable of one of the most striking executive limos the world had ever seen.

The Jaguar XJ is bold, has bucketloads of presence and managed to even look sporting. While BMW was playing with something called the Bangle Butt – a sort of melted boot arrangement – the Jaguar XJ arrived with a very sexy rear indeed. For the latest model year, the lines haven’t changed at all.

Interior Styling

The leatherwork in the Jag is remarkable, if not for the stitching, then for the sheer quantity of hide making up the cabin. Smooth black leather stretches all the way up to the windscreen, and meets an amphitheatre design which connects the doors with a large Jaguar logo in the centre of the dash. The now quite-famous Jaguar gear knob, which is literally a knob, rises out of the centre console on start up. This is very entertaining.

Piano black inserts in the doors and surrounding the touch screen and switchgear are pure class. It’s quite straightforward in here, but very elegant. There isn’t as much rear leg room as I would have expected in such a big car, so make sure you hire a short chauffer. But all four passengers will nonetheless be very comfortable indeed.

The centre screen has a neat party trick, which debuted a little while ago on the Range Rover. Clever pixel arrangements meant that at the touch of a button, the passenger and driver can look at the same physical screen, while seeing two completely different displays. This never grows old and will have your passengers leaning over to check, because they won’t believe you. But the benefits are that as the driver you can have the SatNav running, while the passenger can change the radio station, for instance.

It’s very quiet in the cabin, something which is a combination of sound deadening materials and an excellent suspension system.

Ride and Handling

A few friends wanted to visit a wine farm yesterday, and I said I would happily drive them out in the Jaguar XJ. Immediately this became more of an event. It would have been equally fun in say, a Mercedes or Audi, but now it was…an event. We were going to Franschhoek in a Jag.

But before we knew it, we had arrived, without really feeling like we had driven anywhere at all. And that, I suppose, is almost entirely the point of a luxury car. To cosset its passengers so quietly and so comfortably to their destination, that they almost feel like they’ve had a nice nap.

The ride is incredibly smooth and handles road imperfections by perhaps just flattening them with its bulk. Flick it into Sport mode and the Jaguar XJ can hustle, but then you almost feel guilty. It’s just not that sort of car.

Engine Specs and Power

The test unit had a brand new supercharged three litre V6 – an engine Jaguar is very proud of indeed. It draws on many technologies from their award winning 5.0 litre supercharged V8, including direct injection, variable valve timing and aluminium construction.

The Jaguar XJ is a big car, but this engine is more than up to the task of hauling it around. In fact, in some situations it almost feels too quick as in gear with a few revs on the dial, the engine response is immediate. At 120km/h in normal drive mode, overtaking is easy as the 8 speed transmission drops a few cogs, the engine takes a deep breath and the big cat makes a leap forward. Not a dramatic leap, not a V8 leap perhaps, but a very noticeable leap indeed.

With 250kW on tap, the Jaguar XJ reaches 0 – 100km/h in just 5.9 seconds (claimed), very quick for a car this size. The vehicles top speed is limited to 250km/h, while returning claimed fuel consumption of 9.4litres/100km.

Summary

While the Germans might offer a whack more tech in their luxo limos, the Jag offers something intangible, almost undefinable. There is a sense of occasion with this vehicle. Its good looks don’t shout “look at me” but when the car arrives, heads turn. It’s a pretty rare sight on our roads too.

The new engine is a peach and delivers incredible performance efficiently and smoothly. There’s perhaps not as much boot space as its rivals due to that tapered rear end, but other than that, I don’t think you’ll miss the Germans too much.

In fact, for character, looks and appeal, you might have to look to Italy and wait for the new Maserati Quattroporte.

Jaguar XJ – Price

2013 Jaguar XJ –  Starting from R1,081,900,00

View the vehicle: New Jaguar XJ / Used Jaguar XJ

Rivals

The BMW 7 Series, Mercedes S Class and Audi A8 are all worth a look. Bear in mind the new S Class will only be here next year. I do like the A8 very much, but it still looks a bit too much like the S6. The 7 Series is a solid contender, but is a bit humourless in its execution.

  • BMW 740i (3.0litre turbocharged inline 6 cylinder) –
    Starting from R1,016,066
  • Mercedes Benz S350 (outgoing model) – Starting from R1,045,957
  • Audi A8 3.0T Quattro – Starting from R976,500,00

Smiles and Frowns

Smile: Those handsome looks
Smile: Leather-lined luxury interior
Smile: Superb new supercharged engine
Frown: Infotainment system feeling a bit dated
Frown: Not as much rear leg room as expected, especially behind tall drivers
Frown: Would love to hear that engine a little more

2014 Mercedes-Benz S63 AMG breaks cover

The 2014 Mercedes-Benz S63 AMG has been officially revealed following a number of teasers – those cheeky merchants of motoring mayhem.

Set to officially debut at the Frankfort Motor Show this September, the high-performance S63 adopts AMG tweaks such as new side skits, larger front air damps, a lower stance, 19-inch AMG spec wheels and more aggressive bumpers.

2014 Mercedes-Benz S63 AMG is big on power

Engine Capability

Power comes from the brand’s updated 5.5-liter biturbo V8 engine that delivers 436kW of power and 900Nm of torque. The direct-injected petrol engine has Piezo injectors and an all-aluminium crankcase with four valves per cylinder (with camshaft adjustment).

Using a multi-clutch seven speed transmission, the car can sprint from 0-100km/h in 4.4 seconds for both Short Wheelbase and Long Wheelbase versions, while the all-wheel drive 4MATIC long-wheelbase model is faster than the other two, accomplishing the sprint in just 4 seconds. All three versions are electronically-limited to a top speed of 250 km/h.

Exterior Styling Features

A string of dynamic and exclusive changes improve the 2014 Mercedes-Benz S63 AMG over its predecessor. These include the saloon’s classic architecture and sleek silhouette design, a large, upright and distinctly three-dimensional radiator grille that underlines the special status of the S-Class – with an exciting contrast provided by the front apron with three large air dams.

The front apron features a grille painted in high-gloss black, the flicks on the side air intakes are also in high gloss black and optimise the flow of air to the cooling modules, while the three-dimensional front splitter in silver chrome reduces lift.

The large AMG light-alloy wheels based on systematic lightweight construction also add to the dynamic and powerful stance of the car. The design is drawn to a powerful conclusion by the black diffuser insert with trim in silver chrome and the two chromed twin tailpipes of the AMG sports exhaust system with exhaust flaps.

Interior styling features

Like the powerful and exclusive design of the exterior, the interior also comes across with a beguiling combination of the sporty atmosphere of a classic AMG Mercedes Benz car. It is fitted with improved interior dimensions, new control logic, new ergonomic touches, newly developed AMG sports seats with electrical adjustment, memory function and seat heating. Nappa leather in AMG V8 design with lavish perforations and AMG badges in the front and rear seat backrests create an exquisite and luxurious atmosphere on board.

The interior is further clothed with special touches, including the embossed emblem on the armrest of the front centre console and the high-quality analogue clock in IWC design, an AMG leather perforated sports steering wheel, and aluminium shift paddles. There is also a high-resolution TFT colour display, an AMG instrument cluster with two animated round dials, an AMG logo in the speedometer and ‘V8 BITURBO’ lettering in the rev counter.

Standard and optional features

Standard equipment for the 2014 Mercedes-Benz S63 AMG includes, AMG door sill panels, AMG floor mats, AMG sports pedals in brushed stainless steel with rubber studs ambient lighting, Attention Assist, Collision Prevention Assist, 10 loudspeakers with Frontbass, Metallic paintwork, tyre pressure loss warning system and LED High Performance headlamps.

Individualisation options will include, AMG Exterior Carbon-Fibre package, AMG ceramic high-performance composite brake system, AMG carbon-fibre engine cover, AMG performance steering wheel in Nappa leather/Dinamica, black
AMG trim in carbon fibre/black piano lacquer and red painted brake callipers.

The new 2014 Mercedes-Benz S63 AMG will celebrate its world premiere in September 2013 at the Frankfurt International Motor Show.

Subaru BRZ Review in South Africa

I like to think that after many arguments, the heads of Toyota finally gave in and accepted that their company needed some help. They called up Subaru and said look, we’ve forgotten how to build exciting cars, can you help. We have money.

Subaru BRZ Review by Ciro De Siena

And so the 86/BRZ project was born. I’ve driven and reviewed the 86 before, but because the Subaru BRZ is made in such small numbers, and has literally sold out across the world, it’s been damn hard to get my hands on what I think is the origin of the species.

So what makes it different?

The differences between the Toyota 86 and Subaru BRZ are at first subtle. Again, I like to think the Subaru engineers got their own back by signing off the 86 while giggling like schoolboys at the back of maths. Because it feels like they then spent another year finishing the car.

The suspension is stiffer up front and a little softer at the back, which has worked wonders. Where the Toyota feels twitchy, nervous even, this feels planted and neutral. You can attack corners with more confidence, and the backend feels much more manageable.

The exhaust is completely different and sounds marvellous. Very Subaru indeed. There is delightful bark on start-up that will put a smile on your face, guaranteed.

At the front, the bumper is unique to Subaru, as is this very cool front splitter from the STI parts bin. At the rear, the massive exhaust tail pipes, leading off the uniquely Subaru exhaust system, are standard, as is this very cool rear wing. And of course this rally blue is Subaru only.

Should we start her up?

Making that wonderful noise is a 2.0 litre boxer engine. Boxer engines are very interesting, I promise. They’re so called because the pistons punch at each other – the engine is completely flat. The benefit of this design is a very low engine profile, allowing the designers to make the front of the car very squat indeed. It also lends the car a lower centre of gravity, which has a huge effect on handling.

Because the crank shaft runs straight into the box, straight down the propshaft and into the rear diff without deviating at all, the car is perfectly balanced. And you can feel it, the Subaru BRZ is one of the most exceptionally poised sportscars on the road.

However, with 147kW and just 205Nm, it isn’t a very powerful engine. In fact, when you are next to a GTI or Focus ST at the lights, just wave and smile, because you don’t really have a hope. The Subaru BRZ is best at high revs and in tight corners; in a straight line the current model is left wanting.

So then why buy this sportscar if hot hatches are faster?

Because it is a sportscar. Hot hatches are compromised by their very nature. They are heavy, front wheel drive turbocharged shopping carts compared to this thing.

This is the purest driving experience I’ve felt in a very long time. Lightweight, rear wheel drive. A notchy, short throw gearbox, great sound and low seating position.

It is fantastic fun to drive. You feel like you’re driving the car, not the computers. If you drive this car on a twisty road and don’t have fun, you should just give up on motoring and try cycling. Or perhaps take a bus.

How much? Subaru BRZ – Price

At R389 900, the Subaru BRZ is a fair whack more than the Toyota, which comes in at around R340,000 for the top end model. But it really does feel like a premium product. Touch screen satnav and Bluetooth are standard.

As is a 105 000km, 5 year maintenance plan, which you don’t get with the Toyota 86. Subaru will look after everything except the tyres.

What’s next for the Subaru BRZ?

I think Subaru/Toyota will listen to the buying public and motoring muppets like me, and give that 2.0 litre boxer some forced induction. Either in the form of a supercharger or turbocharger (rumour is the former), the car deserves, needs and would be just plain awesome with about another 40kW.

Smiles and Frowns

  • Smile: Low slung sports car feel
  • Smile: Short throw, notchy gear shift action. So satisfying
  • Smile: Oversteer happy dynamics. Fun, fun, fun, fun.
  • Frown: A bit pricey for the power/performance
  • Frown: Infotainment system feels dated
  • Frown: You have to wait a terribly long time to get one

Subaru BRZ – South African Quick Specs

View the vehicle: New Subaru BRZ
Price: R389,900,00
Fuel consumption: 7.8 litres/100km
CO2 emissions: 181 g/km
Power: 147kW
Torque: 205Nm
Acceleration: 0 – 100km/h in 7.6 seconds
Top Speed: 226km/h
Transmission: 6 speed manual or automatic

Rivals

If all you want is a Subaru BRZ/86, Toyota can probably get you one quite quickly. But the 86 does feel a bit agricultural compared to the BRZ. It does come in at under R300 000 for the very base model, but with no maintenance plan, which is about another R30,000.

The Mazda MX5 is a perennial favourite. Front engine, rear wheel drive. It perhaps lacks the purity of chassis and drivetrain layout, and certainly looks less muscular (read: hair-salon-ish), but it is a fun little car indeed. Prices start at R366,000

Honda Brio Sedan Launches In South Africa

Just more than six months after the Honda Brio entry-level hatchback was launched, the Japanese manufacturer is extending the range with a contemporary sedan version featuring an extended wheelbase to provide a more spacious interior and large boot space, which is a healthy 405 litres.

Starting at R128,900 and aimed to compete with cars like the Toyota Etios Sedan and Renault Logan, the Honda Brio will be a welcome new competitor in the budget end of the segment.

The Honda Brio sedan will be offered in a choice of two trim levels – the base Trend model with five-speed gearbox and the Comfort with either manual or auto transmission.

Honda Brio Sedan offers space and comfort

Engine Options

Only one engine is available; the sedan makes use of the Brio hatchback’s powerplant which is a 1.2-litre i-VTEC four-cylinder, delivering 65kW of power at 6000 pm and 109Nm of torque at 4500rpm.

Drive is to the front wheels via a five-speed manual gearbox, while a five-speed auto is also available in the range-topping Comfort model, and a 0-100 km/h acceleration time in the mid-12 second bracket for the manual models.

Combined fuel consumption is claimed at 6.1-litres/100 km for the manual-gearbox Trend 1.2 model.

More space, more practicality

The Honda Brio sedan is based on the same platform as the hatchback. It shares the same distinctively styled front end, which combines large tapered headlight clusters with a trapezoidal grille and bold chrome-accented Honda branding.

The cabin boasts a front layout (instrument panel and dashboard) identical to that of the hatch, while new, wider-opening rear door ensure easier access to a wider, more comfortable rear bench seat with ample legroom. The deep-set analogue instruments are placed in a binnacle directly ahead of the driver, and framed by a thick-rimmed steering wheel.

The interior is further fitted with an array of storage compartments and binnacles, including a glove compartment, and open compartments in the centre console. Both models also feature driver adjustable seats, and the large and deep luggage compartment made possible by the car’s three-box shape.

Safety features

The Honda Brio sedan features both active and passive safety features including ABS brakes, dual front airbags and Honda’s Advanced Compatibility Engineering (ACE) body structure, to ensure occupant safety.

Honda Brio Sedan – Price

View the new Honda Brio

Honda Brio 1.2 i-VTEC Trend Manual R128 900
Honda Brio 1.2 i-VTEC Comfort Manual R136 900
Honda Brio 1.2 i-VTEC Comfort Automatic R146 900

The prices include a two-year/30 000 km service plan, and a three-year/100 000 km warranty, while services are at 15 000 km intervals.