The Renault Trafic badge has made a return to South Africa. Here’s how much you’ll pay for this fresh-faced, diesel-powered panel van…
Renault South Africa has added the updated Trafic light-commercial vehicle to its range, with the panel van available locally only in long-wheelbase form.
In years gone by, previous versions of the Trafic panel van were available in South Africa (along with an MPV version), though total sales – across two generations – come in at just 555 units. This is bakkie country, after all.
Still, the French firm’s local division will be hoping the freshened-up version will prove a little more popular as it heads into a fight with the likes of the Volkswagen Transporter panel van, Ford Transit Custom, Mercedes-Benz Vito panel van, Hyundai Staria panel van, Opel Vivaro Cargo, Toyota Quantum panel van and Peugeot Boxer.
Priced at R599 999, the Trafic is powered by a 2.0-litre, 4-cylinder turbodiesel engine (dubbed the “dCi 170”), which drives the front axle through a 6-speed manual gearbox. Peak outputs come in at 125 kW and 380 Nm, while Renault claims a combined fuel economy figure of 7.2 litres per 100 km. Fitted with an 80-litre tank, that translates to a theoretical range of well over 1 000 km.
The Trafic’s middle seat folds down to form a temporary workspace.
Measuring 5 480 mm from nose to tail, the long-wheelbase Trafic boasts what Renault describes as the “best load length in the segment” (at 4 150 mm), while the payload is listed as 1 279 kg. The load area is accessible via a sliding door on one flank or a pair of swing doors at the rear.
Up front, you’ll find three seats and plenty of clever storage options (including a drawer under the passenger bench), along with items such as a revised dashboard and new instrument panel. Standard features include electrically adjustable side mirrors, cloth upholstery and a basic audio system with integrated R&Go radio and Bluetooth plus USB and auxiliary ports. In addition, the middle seat’s backrest can fold down to form a makeshift workspace.
The Trafic is available in two exterior paint colours, both non-metallic: Ice Cool White and Cumulus Blue.
How much does the Renault Trafic panel van cost in South Africa?
Renault Trafic 2.0 dCi panel van – R599 999
A 5-year/150 000 km warranty and a 5-year/90 000 km service plan (with intervals of 15 000 km) are included in the purchase price.
Subaru’s Impreza WRX (known simply as the WRX since 2014) is an icon of the performance motoring world, but given the prevalence of hyper hatchbacks, is there still a place for a hot sedan with a 6-speed manual ‘box and, can it fill the gaping hole left by the previous generation WRX STI? We get behind the wheel of the three-pedal-equipped 2022 Subaru WRX 2.4T.
We like: Performance, engine sound, handling, comfort, fun factor, refinement
Let this sink in: the WRX is the fastest new Subaru you can buy. Rumours of an upcoming WRX STI version persist, but Subaru has officially stated that it won’t build a halo version (it’s apparently saving the STI badge for an electrified future model). Still, the WRX attempts to represent what the Japanese brand does best: performance, technology and handling galore. For 2022, there’s a new 2.4-litre flat-4 turbopetrol engine, available with either a 6-speed manual ‘box or a CVT.
The newcomer’s exterior styling is, well, interesting; it looks purposeful, with rallycross-aping flared wheel arches that are finished in black, combined with a large rear diffuser, again in black, but the overall effect is strangely restrained. During the WRX 2.4T’s tenure in our test fleet, it drew a variety of opinions – positive, neutral and negative. Clearly, it doesn’t appeal to everyone, but if it were up to us, we’d add more body colour to the rear bumper – it does look a tad unfinished.
The rallycross-style black wheel arches are a cool touch.
If you have around R800 000 to spend on a new vehicle and want to buy something fast and fun, petrolheads still have some excellent models to choose from. Granted, the majority of these are hot hatchbacks and not quite as practical as the Subaru sedan. The 8th iteration of the market’s perennial favourite, Volkswagen’s Golf GTI, is easy to recommend by virtue of its combination of style, luxury, sufficiently urgent performance, crisp handling and, of course, all-round usability.
But for outright driver engagement, the Hyundai i30 N and Kona N are arguably two of the most exciting and thrilling products to have hit local shores. If you’re a purist and want the full manual experience, then consider the outgoing Honda Civic Type R. If all-wheel drive is a must-have, then the Audi S3, BMW M135i xDrive and Volkswagen Golf R are worth a look, but they are significantly more expensive. The Mercedes-AMG A45 S is in another league altogether.
Under the bonnet of the Subaru WRX 2.4T sits a bigger-capacity engine. Throughout its history, the WRX has been served (and dutifully so) by a 2.0-litre horizontally opposed 4-cylinder turbopetrol motor. Now, for 2022, there’s a new 2.4-litre flat-4 (or “Boxer”) engine on duty. While the WRX’s peak outputs have not changed radically, the motor is more flexible, which is to say performance is more accessible. Maximum torque comes in earlier and lasts longer (2 000 to 5 200 rpm).
A blue exterior finish with bonnet scoop. All that’s missing are gold wheels!
A performance model equipped with a manual gearbox is a rarity in 2022. Dual-clutch automatic transmissions produce rapid, snappy gear shifts on demand, but they don’t demand any concentration or effort on the part of the driver; the hardware does all the work. With the current crop of German hatches, going fast has never been easier. Push a few buttons to arm the launch control, mash the accelerator and release the brake pedal. It’s fun, but requires no driving skill.
Getting a launch start right with the Subaru WRX is a different matter altogether; it requires practice, patience (and, if you have it, skill), but it’s so satisfying when you get it right. Set stability control to Sport, let the revs climb to 4 500 rpm, dump the clutch and feel the Japanese sedan bolt from the line as if it’s been flung from a catapult. Our testing gear recorded 1.25g on full acceleration! Don’t enjoy the moment too much as you’ll soon reach for the next gear, and repeat.
There’s a handy turbo boost gauge at the top and centre of the instrument cluster.
The manual-equipped WRX 2.4T felt quick and energetic during the performance testing section of the review programme, but when we consulted the numbers, we were a trifle disappointed. A 0-100 kph time of 6.49 sec and a quarter mile time of 14.25 sec aren’t slow, but considering what modern performance hatchbacks are capable of – or even previous-gen WRX and WRX STIs, for that matter – we felt underwhelmed. Twenty years ago, these things were doing mid-5s.
For what it’s worth, Subaru claims a 0-100 kph time of around 6 sec and we reckon we could shave a tenth or two off our time, but that would inflict additional (and unnecessary) wear and tear on the clutch of Subaru SA’s marketing unit.
A manual gearbox in a performance car in 2022? What a refreshing throwback.
So, why has the WRX “lost a step”? Well, 2 factors are at play. First of all, the WRX is no longer a lightweight athlete; with a kerb weight of around 1600 kg, it’s significantly heavier than before. Secondly, the 6-speed gearbox has short ratios that require a shift into 3rd gear to reach 100 kph. Each gear change probably costs a tenth of a second. We tried holding onto 2nd for as long as possible, but the limiter kicks in agonisingly close to 100 kph; you simply have to grab 3rd.
The shift action of the manual transmission is typical of a Subaru “stick shift”; it has a meaty throw, allied with a heavy-duty clutch. It’s good, but not quite as polished or direct as something like the Honda Civic Type R’s ‘box. There are pros and cons to having short ratios… Let’s get the bad news out of the way first. Even in 6th gear and at the national speed limit, the revs sit a bit higher than expected (at around 3000 rpm), which means the WRX isn’t an ideal open-road cruiser.
The WRX good-looking multifunction steering wheel has solid-feeling buttons – it’s wonderfully uncomplicated.
But, this is offset by the pros. The short ratios have helped immensely to improve the immediacy/responsiveness of the powertrain. Turbo lag is significantly curtailed – to overtake slower traffic, simply flatten the accelerator pedal. There’s no need to gear down or wait for an auto ‘box to select the appropriate gear, the WRX just pulls. Tractability is excellent, and even at 65 kph in its highest gear, the WRX does not hesitate in piling on the power and spearing towards the horizon.
12.1 L/100 km was the lowest indicated fuel consumption figure that we could achieve.
Because we drove the WRX enthusiastically, we saw an indicated fuel consumption of 14 L/100 km on the trip computer, which we managed to get down to 12 by the end of the test. Still, it’s a fair bit higher than the claimed 9.9 L/100 km.
Our unit also came fitted with an optional sports exhaust, which addresses one of the criticisms of the CVT-equipped tS ES derivative we reviewed recently – that test unit’s pipes just sounded far too subdued. This new “plumbing” is excellent; it adds a terrific bass rumble and some burbles when you downshift. It can get a bit tiresome on the open road, but we drowned out the drone with the excellent Harmon Kardon audio system.
Ride and handling
Suffice it to say, the WRX features a well-sorted all-wheel drivetrain (it’s the model’s unique selling point) and the sedan’s handling ability is staggeringly impressive, although not surprising, given the lofty levels of grip it has at its disposal. We utilise a well-maintained and suitably squiggly stretch of road for dynamic testing that comprises some elevation changes and, when the WRX traversed that course, it didn’t disappoint in the least. One of the best parts of the WRX is its all-weather capability… We get the impression that the WRX could confidently charge through some switchbacks with confidence, even if it was raining heavily or the tar surface devolved to gravel – no similarly-priced rival models can hope to match that.
The 18-inch alloys provide a good blend of comfort and sportiness.
The WRX rides on 18-inch alloys wrapped in 245/40 rubber. Okay, the tyres do generate road noise, but not to such an extent that it reduces comfort levels. Interestingly, the manual version misses out on the tS ES’ adaptive dampers, but the ride quality is not harsh/overly compromised; it proves you can blend comfort and dynamics near-perfectly. We’re delighted to say this is the first WRX in a while that gets close to its illustrious progenitors in terms of engagement and thrills.
One can tell that the Toyota GR86 is a cousin of the WRX – they share some design elements.
The other factors contributing to the Subaru’s excellent ride and handling balance include the new underpinnings, which feel rigid and well-damped, while the steering setup offers plenty of feel and responsiveness. The brakes are excellent too, with the WRX able to scrub off speed rapidly while remaining poised. This is a great recipe and we feel that without too much effort, Subaru could easily rustle up a fire-breathing STI for one last hurrah… Come on, we know they want to.
Features, tech and safety features
Recent iterations of the WRX have been generously equipped with standard features, and the new model is no exception, although the automatic version is definitely more liberally specced (it does, for the record, cost R78k more).
To reiterate, there are 2 derivatives in the range – the 2.4T manual and 2.4T tS ES automatic (Lineartronic CVT) – with the latter offering selectable drive modes, adaptive suspension, a memory function for the electrically adjustable driver’s seat, an electric parking brake, reverse automatic braking and the latest version of Subaru’s camera-based Eyesight safety system (4.0).
The seats are comfortable and supportive, with heating functionality.
Convenience features in the WRX 2.4T manual include a sunroof, keyless entry and start, an 11.6-inch touchscreen infotainment system with built-in navigation (it’s Apple CarPlay and Android Auto compatible), a 10-speaker Harman Kardon audio setup, heated front seats (the driver’s seat is electrically adjustable), aluminium pedals, a reverse-view camera, dual-zone climate control, plus auto lights and -wipers. Rear passengers are availed a pair of heating elements (with individual control buttons), as well as 2 USB ports with which they can charge their electronic devices.
The infotainment system looks impressive with its portrait orientation, but isn’t the most user-friendly, at least not at first. Still, after a few days, we got to grips with the interface of the menu system and we appreciate the fact that the Apple CarPlay/Android Auto display is neatly integrated within the native layout of the infotainment screen – as opposed to replacing it entirely.
The WRX comes fitted with no fewer than 8 airbags, a driver monitoring system, brake vectoring and auto vehicle hold, as well as the usual ABS with EBD and brake-assist, traction and -stability control.
The infotainment system looks good, but its menu system is quirky.
Packaging and Practicality
We anticipate that one of the best aspects of the Subaru WRX ownership will be the generous occupant space and practicality the sedan body offers. Yes, “booted cars” are not as popular as they once were, but there’s no denying their spaciousness – the WRX is one of the few models in its class that can accommodate an entire set of golf clubs widthways! The boot capacity is a claimed 423 litres and the rear seatback can be folded forward to create additional utility space.
Rear occupants don’t get dedicated ventilation outlets, but 2 USB ports are provided and the bench features a pair of heating elements.
When you climb into the back, you’ll find the rear space is commendable with adequate headroom and legroom for taller adults. The front passengers have numerous storage solutions available, with plenty of oddment spaces to store devices, keys, remotes and so on. Everything feels solid and made of premium materials too, and despite having a 14 000 km reading on its odometer, the test unit’s cabin exhibited no rattles or squeaks.
The rear seats are comfortable and space generous.
Subaru WRX Price and After-sales support
The Subaru WRX 2.4T manual is priced from R799 000 and is sold with a 5-year/150 000 km warranty and a 3-year/75 000 km maintenance plan.
Verdict
It may have lost some of its outrageous looks and pace over the years, but the Subaru WRX 2.4T represents the closest you’ll get to the original Subaru WRX (or WRX STI) experience in a new vehicle, plus it’s a lot more luxurious, refined and sophisticated than its predecessors. Yes, it is a gentler/more mature and well-rounded offering… much like the members of the Cars.co.za test team – and we do enjoy heady performance, but not at the expense of comfort and practicality.
This is the closest we’ll get to the iconic WRX of years ago.
Should you buy one? It’s difficult to argue against the sheer array of talents that the WRX 2.4T manual offers at this price point. R800k gets you into a performance sedan with all-weather and all-road ability (well on asphalt and gravel routes, anyway), plenty of tech and room for 4/5 occupants and their luggage. Yes, a manual transmission seems anachronistic, but if you appreciate the art of driving, then it becomes the default choice, because the pricier tS ES automatic seems like a swift business-class sedan alternative by comparison and its character is more laid back. Do the right thing and tick the performance exhaust system option for an additional R12 000 – you will revel in that urgent, grumbly flat-4 soundtrack.
For performance fans, the fact that the WRX 2.4T is the most potent version of the model we’re likely to see for a while, if not ever, is a disappointment. The WRX’s chassis is so good, it can easily handle more power and we don’t think it would not have cost Subaru a fortune to develop a WRX STI version. However, once you look beyond the WRX and its immediate rivals (to the realm of the hyper hatchbacks/sedans), the cars’ performance abilities go up dramatically, but so do their prices. Such machines are so potent that you can only use a fraction of their power before you’re travelling at illegal speeds. The WRX, then, is a measured product; if you want more punch, leave it to the tuners – some buyers will.
Subaru WRX CVT Video Review
Ford Ranger Platinum – Flagship Derivative Announced
The Blue Oval brand has introduced a new flagship version of its Ranger double-cab bakkie. Meet the Ford Ranger Platinum.
The news comes from Australia, where the Ford Ranger range gains a new Platinum trim level, which sits above the Wildtrak and below the fire-breathing Raptor. From what we can see, it’s a double cab only.
Under the bonnet is the new 3.0-litre V6 turbodiesel, with 184 kW and 600 Nm which powers all four wheels via a 10-speed automatic transmission. We’ve seen the Platinum name applied to another of Ford’s recent products, the Everest, which we drove in September 2022. Like the Everest Platinum, the Ranger Platinum will feature all the premium touches, like chrome detailing, a new grille, Platinum badge on the bonnet, black roof, and a gas strut on the tailgate.
The Ranger Platinum rides on 20-inch wheels with all-season tyres fitted as standard. It will also feature LED tail lamps as well as the cool flexible rack system for the load bin. The cabin features quilted leather seats, ventilated front seats which are 10-way power adjustable and have memory functionality as well as a 10-speaker B&O audio system. The Raptor’s 12.4-inch digital dashboard makes its way to the Platinum too.
Now, as we’ve mentioned, this news from Ford Australia, who sources its Rangers from Thailand and production of these units is set for April 2023, with Aussie customers getting their Platinums in May. We’ll be driving the new locally-built Ford Rangers in the first week of December 2022 and we understand that our initial offering will be XLT and Wildtrak models, with imported Raptor following on in early 2023.
We reached out to a Ford SA representative who confirmed that there are no plans to bring the Platinum to our shores.
Audi has handed its RS6 Avant and RS7 Sportback the Performance treatment, cranking up the twin-turbo V8’s peak outputs and cutting cabin insulation…
Standard Audi RS6 Avant and RS7 Sportback not quite potent enough for you? Well, the Ingolstadt-based firm has whipped the wraps off new Performance flagship derivatives, offering more power, faster acceleration and less cabin insulation.
Audi South Africa has confirmed to Cars.co.za the two new Performance derivatives are scheduled to launch locally in the second half of 2023.
While the standard models employ an already potent twin-turbo 4.0-litre V8 petrol engine worth 441 kW and 800 Nm, the version used in the freshly minted Performance variants upgrades to larger turbochargers and features an increase in boost pressure.
The result? Peak outputs of 463 kW and 850 Nm, and a claimed 0-100 kph sprint time of just 3.4 seconds (for the record, that’s two-tenths quicker than the standard models). In short, Audi’s Performance badge here plays a similar role to the BMW M division’s Competition moniker and Mercedes-AMG’s S designation.
Audi’s Performance models are louder and lighter
In addition, Audi says it has reduced the amount of insulation between the engine compartment, the cabin and the rear of the vehicle, both allowing the V8 soundtrack to resonate louder and saving a total of 8 kg (thus, the RS6 Avant Performance tips the scales at 2 090 kg, while the RS7 Sportback Performance weighs 2 065 kg).
As with the standard models, the Performance derivatives employ an 8-speed automatic transmission (but with updated software that makes for faster shifting), which delivers drive via a permanent all-wheel-drive system. Audi says a “lighter and more compact” self-locking centre differential is also included, claiming this results in “more precise cornering” and less understeer at the limit.
Both the new RS6 Avant Performance and RS7 Sportback Performance ship standard on 21-inch aluminium cast wheels in a 10-spoke star design and wrapped in 273/35 tyres. The list of options includes 22-inch lightweight wheels, which each save around 5 kg (for a 20 kg reduction in unsprung mass) and come fitted with high-performance Continental Sport Contact 7 rubber (in 285/30 size).
The German company has also tweaked the drive select dynamic handling system, while the RS Dynamic Package – which hikes top speed to 280 km/h and adds dynamic all-wheel steering and a quattro sport differential on the rear axle – is standard equipment. For Autobahn-frequenting buyers, Audi furthermore offers the RS Dynamics Package Plus as an option, which raises the maximum speed to 305 km/h and adds an RS ceramic brake system (saving a further 34 kg).
Choice tweaks for the RS6 and RS7 cabins
Inside, Audi has rolled out a new RS design package in blue. Tick this box and the steering wheel rim come finished in black with Mercato blue contrasting stitching, a treatment repeated on the floor mats, the side of the centre console and the selector lever cuff. The seat belts are full-surface ocean blue with the decorative inlays in a carbon twill structure with optional blue accents.
There are also entrance LEDs in the front doors that project “RS Performance” lettering onto the ground, while the 12.3-inch Audi Virtual Cockpit Plus offers fresh features such as a blinking shift indicator in manual mode.
New Alfa Romeo models don’t come around very often and until recently, the Milanese brand only had 2 products in its line-up, which limited its appeal. Compact crossovers, however, are all the rage and that’s why the launch of the Tonale is so significant for Alfa Romeo. Dieter Pey drove the newcomer in the Western Cape recently.
What is it?
The Tonale is a premium small crossover, which is to say it’s Alfa Romeo’s answer to the Audi Q3/Q3 SportbackBMW X1Lexus UXMercedes-Benz GLAGLBRange Rover Evoque and Volvo XC40, but it also competes with models such as the Hyundai KonaMazda CX-30 and Volkswagen T-Roc. Produced in the Stellantis group’s factory in Naples, it rides on a modified version of the Jeep Compass’ crossover platform and is notably the first Alfa Romeo model to be electrified.
It also debuts a new powerplant – a 1.5-litre 4-cylinder turbopetrol engine combined with a hybrid battery and -motor. The mild-hybrid component assists the petrol engine at slow speeds, which benefits fuel economy – especially if you’re driving in congested city traffic. Out on the open road, it provides up to 15 kW/55 Nm of boost at full acceleration to help you execute swift overtaking manoeuvres. Alfa Romeo claims an ambitious average consumption figure of 5.7 L/100 km.
There are 3 derivatives in the Tonale’s launch line-up. The “entry-level” Ti version comes standard with many features, such as 18-inch wheels, adaptive LED headlights, auto lights and wipers, keyless entry and start, electrically adjustable and folding side mirrors, a wireless charging pad, adaptive cruise control, a 12.3-inch digital instrument cluster, a leather-trimmed sports steering wheel, a 10.25-inch Apple CarPlay and Android Auto-compatible touchscreen infotainment system with navigation, electrochromic rear-view mirror, dual-zone climate control, a reverse-view camera and an electrically operated tailgate. What’s more, it is fitted with an admirable number of safety features… far too many to mention here.
The Speciale incorporates a few (largely cosmetic) upgrades, such as larger (20-inch) wheels, red brake callipers, a black grille surround, column-mounted aluminium shift paddles and metallic pedals, while the top-of-the-range Veloce has slightly smaller wheels (19-inch), but comes with the “DualStage Valve” adaptive suspension with electronic dampers. There are 7 colours to choose from and you can specify heated, full (as opposed to partial-) leather seats at extra cost.
First impression of the Tonale
The launch event started at Vrede Hotel near Cape Town Airport. In the parking area awaited 10 beautiful Alfa Tonales in a range of colours. Critics may say that the majority of compact crossovers look far too alike (their shapes are admittedly rather uniform), but the Tonale is instantly recognisable as an Alfa Romeo. Notable styling cues of the pretty 2019 concept car, such as the triple-element LED headlamps and recessed shield grille, have been carried over.
The interior looks neat, fashionable and of high quality. Hard plastic panels can be found on the top of the dash and the side of the transmission tunnel, but the steering wheel is trimmed in leather and feels pleasingly tactile. The Veloce and Speciale derivatives come with billet aluminium paddle shifters that are mounted to the steering column; in other words, they do not move in concert with the steering wheel, which explains why they are so generously sized.
That helps to make them easily reachable when the ‘wheel is turned sharply (and they are) but seeing as it is unlikely that you will use them often in everyday driving conditions, they can get intrusive. To use the indicator or wiper stalks, you need to reach around the paddles and, on quite a few occasions, I knocked the paddle when reaching for the indicator stalk…
What is the Tonale like to drive?
My co-driver and I drove a grey Tonale 1.5T Hybrid Speciale at the launch event. I drove the first stint (70 km from Cape Town Airport to Wellington). The 118 kW/240 Nm engine is admirably quiet, but that refinement is undone by the road noise generated by the 20-inch tyres, especially on coarse road surfaces. I expect the 18-inch tyres (as fitted to the Ti) will be markedly quieter.
We soon reached Wellington, where we had a driver change and continued along the route, which took us through the newly revamped Bainskloof Pass. The front passenger seat is just as comfortable as the driver’s – the backrests are a bit hard and upright, but the material is soft. The electric seat controls are easy to use and there’s plenty of legroom. The capacious glovebox is another impressive feature; it seems so few modern cars have large cubbies.
We parked in Bainskloof to take a few pictures; the Tonale is so photogenic. The exterior design is said to have been inspired by those of grand tourers (GTs) and the characteristic headlight design (echoed in the tail-light clusters) beautifully compliments the car’s curves. The Tonale comes with adaptive LED headlamps, which, apart from the auto high-beam function, alters the lights’ illumination distance based on vehicle speed. At night, the high beams bend around oncoming vehicles to help maintain good visibility without dazzling those vehicles’ drivers.
After lunch, it was my turn to drive again, and we headed over Du Toitskloof Pass. The Tonale offers Normal, Dynamic and Adaptive drive modes (selectable via the DNA dial on the centre console) and I duly selected Dynamic Mode to see how the car would handle the pass’ twists and turns.
The Tonale is fitted with frequency-selective-damping-enhanced independent MacPherson suspension and an electronic self-locking differential, which are said to aid the model’s body control and handling ability respectively. I was very impressed with how well the (front-wheel-drive) Alfa gripped the road/suppressed the tendency to understeer. The Du Toitskloof Pass isn’t the smoothest surface for dynamic driving, but it proved a good test of the Tonale’s suspension.
When executing aggressive pull-aways, I didn’t experience wheelspin or feel the traction control kick in momentarily. Alfa Romeos are renowned for being engaging driver’s cars, but the Tonale feels like… well, a sensible family car. The 1.5-litre variable geometry turbo engine (with the mild-hybrid setup, to reiterate) doesn’t feel particularly punchy, and it exhibited a throttle-control quirk that made dynamic driving awkward. The throttle response seems delayed; when you floor the long pedal to accelerate out of a corner, the power only kicks in after a second and when you don’t want the power to kick in, well, it does.
Still, we covered a considerable distance with the Tonale and it was pleasingly comfortable to drive (in a measured way, which is what you are supposed to do on the daily commute). As for driving in an urban environment, the Alfa’s suspension handled speed bumps very well. The newcomer’s performance is quite adequate for everyday driving and the lane-keeping feature is great; it is not overly invasive and the onboard notifications are not intrusive.
The adaptive cruise control is another great feature when you are driving to (or from) your workplace in peak-hour traffic or hitting the long road to your getaway destination.
At the end of the evaluation drive, we saw an indicated consumption figure of around 8 L/100 km, which isn’t nearly as good as the claimed 5.7 L/100 km, but we did drive quite spiritedly at times and expect that number to level out around the 7 L/100 km mark in the long run.
Alfa Romeo Tonale pricing and after-sales
1.5T Hybrid Ti
R739 900
1.5T Hybrid Speciale
R799 900
1.5T Hybrid Veloce
R819 900
Prices include a 5-year/100 000 km warranty and a 5-year/100 000 km maintenance plan.
The Tonale is a beautiful car, which, to be fair, was job number one (it’s an Alfa Romeo!), but it comes very well (if not comprehensively) specified and has a plethora of standard safety features. The pick of the range is probably the most affordable derivative – the Ti (the huge wheels are a blessing and a curse, besides, the shift paddles are a bit out of place on a compact crossover, anyway). The Alfa Romeo’s load bay is reasonably sized (with a false floor for extra space on those versions with a tyre inflation kit instead of a spare wheel). It is truly a distinctive product and, in a market full of good, but same-same models, that’s a big plus. Why blend in when you can stand out… and with some panache?
Bad news for South Africa’s well-heeled BMW fans. The new limited-run 3.0 CSL – which boasts the M division’s most powerful straight-6 engine yet – will not be made available locally…
BMW Group South Africa has confirmed the new 412 kW 3.0 CSL “will not be made available” locally.
Conceived to mark five decades of the M division, the retro-flavoured special model’s production run will be limited to just 50 consecutively numbered units – but not one is destined for South Africa. This stands in contrast to the M4 CSL, 15 of which will be offered in South Africa. From what we understand, the 3.0 CSL will be built in left-hand-drive form only.
So, what are we missing out on? Well, the new BMW 3.0 CSL pays homage to the original race-bred version of the same name from the 1970s, combining a front-sited inline 6-cylinder petrol engine with a manual gearbox and rear-wheel drive. In fact, the company describes it as a “reincarnation” of the legendary sportscar you may know as the “Batmobile”.
The 3.0 CSL’s body features loads of CFRP
The 50-unit production run will span around three months, with the various carbon-fibre reinforced plastic (CFRP) components produced by hand both in Munich and at the BMW Group component factory in Landshut. Each 3.0 CSL will pass through eight assembly cycles at just as many production stations.
The new model features CFRP components on virtually all bodywork sections. In addition to the roof, bonnet and boot lid, the front and rear aprons are fashioned entirely of carbon. The front and rear side panel attachments, the side sills, the rear diffuser, the rear wing and rear spoiler are also made of the high-tech material.
Based on the G82-generation M4, the 3.0 CSL gains a distinctive aerodynamics package, including aggressively contoured wheel arches (framing gold-coloured forged light-alloy wheels in a Y-spoke design, measuring 20 inches up front and 21 inches at the rear), a hefty rear spoiler and numerous other details based on the design of the legendary 1970s coupé. The roof spoiler, meanwhile, is made from glass-fibre reinforced plastic while the rear silencer is titanium.
The new 3.0 CSL is finished in an Alpine White hue, complemented by “an elaborately applied” stripe decor in the BMW M colours. Both the base colour and livery are applied “largely by hand”. The German firm says each component with a livery paint finish has a throughput time of six working days.
3.0 CSL scores M’s most powerful straight-6 ever
So, what’s under the bonnet? Well, the new 3.0 CSL boasts the most powerful straight-6 engine ever used in a road-legal BMW M car. Based on the 375 kW twin-turbo 3.0-litre unit employed the M4 Competition, the “further developed” version for the 3.0 CSL boasts a maximum power figure of 412 kW and revs to 7 200 rpm.
Interestingly, the peak torque output has been cut 100 units to 550 Nm, likely in order to accommodate the 6-speed manual gearbox, which does duty in place of the 8-speed torque-converter automatic transmission used by the standard M4 Competition. The manual cog-swapper features a shift assistant (yes, the driver can disengage it, if so desired), which BMW says ensures “slip-free clutch engagement after downshifting when braking for corners”.
The M carbon-ceramic brake system is standard, combining 6-piston fixed-calliper brakes and ceramic discs measuring 400×38 mm on the front axle with single-piston fixed-calliper brakes and 380×28 mm ceramic brake discs at the rear. Red brake callipers are also included.
Inside, you’ll find yet more carbon and other lightweight construction measures. The rear seats have been binned in favour of a storage system with two integrated helmet compartments. The driver and passenger sit in M Carbon full bucket seats, which offer removable headrest inserts. Materials include black Alcantara for the seat surfaces (and other areas), along with an M Alcantara steering wheel and an anthracite roof liner, plus various matte-carbon finishes.
Haval H6 GT Review – The Superstar SUV that every brand on our roads should be worried about
Join Ciro De Siena for an in-depth look at the Haval H6 GT, a car which has caused a stir in the South African market since the moment it arrived.
We know Haval has achieved sales success in South Africa, but is success the same as desirability? With the H6 GT, it seems Haval has solved that particular conundrum.
The H6 GT has undoubtedly caused a stir on the local market, and with you, our audience. There haven’t been many cars which you’ve requested from us as much as the H6 GT.
So, here we go! You asked and we delivered, our in-depth review of the Haval H6 GT. There will also be a written review on Cars.co.za, so be sure to check that out for a second perspective on the H6 GT.
The Proton X70 is one of two models that have spearheaded the (now Chinese-owned) Malaysian brand’s return to South Africa. Backed by Geely, the new Protons compete in the hotly contested crossover/SUV space. We get behind the ‘wheel of the larger (of the two) X70 in entry-level 1.5 Standard guise.
We like: Exceptional ride quality and comfort, punchy powertrain, refinement
We don’t like: Dated cabin, no modern connectivity, fussy ergonomics and infotainment-system user experience
The X70 is one of two models in the new Proton line-up.
Do you remember Proton? Before it departed the local market in 2015, the brand offered hatchbacks, such as the Gen2, Savvy and Satria Neo (with a ‘handling by Lotus’ sticker), as well as the Arena small bakkie in South Africa. Speaking of Lotus, Proton owned the British marque until 2017, when both were acquired by Geely, which also has Volvo in its portfolio.
The numerous brands that are under Geely’s control share many technologies; that way, the Chinese automotive giant doesn’t need to develop brand-specific platforms and engines – at great cost – and it can bring models with high component commonality to market a lot faster.
Earlier this year, Proton returned to the Republic with the X50 and X70. While we’re well acquainted with the X50 – watch the video review – this is our first encounter with its bigger sibling, the X70. There are 4 derivatives (in 3 trim levels) and all of them are powered by a 3-cylinder turbopetrol engine. The Executive is also available in all-wheel-drive guise.
The X70’s exterior styling is pretty generic, but that can be said of many medium SUVs in the market.
How the X70 fares in terms of…
Performance and economy
One of the advantages of being part of the Geely family is that Proton gets its powertrains from Volvo. The X70’s 1.5-litre turbopetrol motor produces 130 kW/255 Nm and is paired with a 7-speed dual-clutch transmission. Those peak outputs seem quite sufficient, but how well does the 1.5 Standard perform in reality? According to our test equipment, the test unit accelerated from 0 to 100 kph in 9.56 sec, which was fractionally quicker than Proton’s claimed figure. Better yet, the front-wheel-driven X70 maintained impressive traction
The X70 is powered by a Volvo-sourced 3-cylinder engine.
Unlike most 3-cylinder motors, which tend to vibrate more than their 4-cylinder counterparts, the Proton’s engine is impressively refined, although it still emits that characteristic 3-pot thrum. The sound is surprisingly pleasant/purposeful… as if the engine’s purring merrily.
The 7-speed dual-clutch (automatic) transmission is well-calibrated to the performance characteristics of the engine and delivers quick, but smooth, gearshifts. As a result, the X70’s in-gear acceleration is punchy, which is a boon when overtaking vehicles at freeway speeds.
The dual-clutch automatic transmission shifts smoothly and is well-calibrated to the engine’s performance characteristics.
The downside to that peppiness is poor fuel economy. The X70 is no lightweight (it weighs just over 1 600 kg), so its 1.5-litre engine must work hard to propel that heft at a reasonable pace. Proton claims the X70 will, on average, consume 7.8 L/100 km, but even when we adopted a conservative driving style, we couldn’t achieve better than 9.8 L/100 km (indicated).
Ride and handling
The great thing about driving a product of an all-new brand (or, in Proton’s case, one that is lightyears removed from the brand we knew) is that you don’t have any preconceived notions about the model. When we review a new product from an established player in the market, we tend to have (usually high) expectations of that vehicle. This case was different – we had no idea what to expect. Did we, for example, expect the X70 to ride exceptionally well? No!
High-profile tyres contribute to the Proton’s exceptional ride quality.
But somehow, the Proton “came out swinging” and delivered a superbly comfortable ride quality. Even when we traversed particularly poorly maintained roads, the Malaysian newcomer’s suspension was pliant – not once did it jolt and jar over road imperfections.
It’s great to see that Proton has prioritised on-road comfort and not tried to imbue the X70 with a modicum of sportiness (as if to suggest that the model has dynamic handling ability, which is certainly not expected of a family car); it does help that the 17-inch alloy wheels are wrapped in high-profile tyres. The cabin is well insulated from road noise too – we got the impression that the Proton would provide particularly relaxed transport on long(er) trips.
The excellent ride quality does come at the cost of some on-road poise and sharpness when cornering. The X7’s steering is set up for comfort and neither accurate nor very direct, but we’re not going to complain about that – you rarely get ride quality and crisp handling in abundance. There is a sporty steering mode, which adds some artificial heft to the ‘wheel.
Features, tech and safety features
The infotainment system is not compatible with Android Auto and Apple CarPlay.
The 1.5 Standard is the entry-level X70 derivative, but it still comes (fairly) well-equipped. Standard features include, but are not limited to, a leather-wrapped steering wheel with cruise- and audio control buttons, fabric seats, LED foglamps, auto lights, Eco mode, keyless access with push-button start, dual-zone climate control, an 8-inch touchscreen infotainment system, 6-speaker audio, USB connectivity, rear parking sensors, as well as a reverse-view camera.
There are a few drawbacks. While the Proton is equipped with a digital instrument panel, its presentation and display resolution feel outdated compared with those of its rivals. The central infotainment system is also not the most modern of units either… It offers Bluetooth connectivity but does not support Apple CarPlay and Android Auto, plus you won’t be able to access convenient apps such as Maps, Waze and full streaming service functionality.
A USB charging port is located inside the centre armrest.
As far as safety features are concerned, the 1.5 Standard comes with 6 airbags, anti-lock brakes, electronic stability control, traction control and, for those who venture up and down steep roads, hill-hold assist and hill-descent control. Other derivatives in the X70 range, however, feature semi-autonomous driving technology, such as emergency city braking.
Packaging and Practicality
The cabin design looks dated, but it feels solidly made.
The Proton X70’s cabin is a roomy and pleasant space to occupy; the seats are comfortable and supportive. However, the interior does feel a little dated. Perhaps it was a sign that the test unit’s internal clock had not been set correctly – it indicated April 2016. If we reviewed the X70 in 2016, the cabin would be perfectly contemporary, but throughout the past few years, big strides have been made in terms of cabin quality and tech at this price point.
The cabin materials feel reasonably premium, but if you look closely, you’re likely to spot a few cheap-looking elements, such as the surrounds of the infotainment screen. The system’s menu is not presented particularly clearly – we struggled to see its buttons in bright sunlight.
Rear legroom is acceptable, but the load-bay capacity is on the smaller side.
What’s more, the dashboard’s functionality requires a careful combination of button presses to activate (before you can use the audio volume’s scrolling wheel to sift between options). It’s a strangely clunky setup, because most OEMs utilise indicator- and wiper stalk buttons, or even a dedicated button on the steering wheel, to provide users access to such functions.
Again, the X70’s cabin is acceptably roomy. The entry-level derivative provides rear occupants with good head- and legroom, a pair of USB ports (for charging devices, as well as dedicated ventilation outlets. The load-bay capacity is rated at 515 litres, which puts the Malaysian offering towards the back of the proverbial grid when it comes to practicality.
The Proton X70 1.5 Standard costs R529 900 and the price includes a 5-year/unlimited km warranty, 5-year/80 000 km service plan, as well as 5 years’ roadside assistance.
The great ride quality and punchy powertrain are let down by a dated and quirky cabin.
Verdict
The Proton X70 makes a good case for itself, particularly if you’re looking for a family car that delivers ride quality and occupant comfort in abundance. The model’s turbopetrol engine is not lethargic (as some entry-level medium SUVs’ motors are) – it’s responsive and punchy (if somewhat thirsty) and mated with a snappy transmission. While we’ve only sampled the bottom-of-the-range version, its standard spec list is quite long and besides, if you want additional features, other X70 derivatives feature more comfort, features and safety tech.
Should you buy one? Given how rapidly the segment has evolved in a short space of time, we can’t recommend a Proton X70 over the brand-new and excellent Kia Sportage or the highly lauded Haval H6, both of which offer more space and performance for a similar price.
Proton SA has confirmed that there’s a new model coming in early 2023, but did not divulge further details. It could potentially be a fresh iteration of the X70, or something entirely different…
New Haval Jolion S Confirmed for South Africa
Haval has unwrapped a new Jolion S variant, handing its compact crossover extra power, uprated suspension and sportier styling. And it’s already been confirmed for South Africa…
Ever thought the Haval Jolion needed some extra grunt and a more sophisticated rear suspension set-up? Well, meet the new Jolion S, which gains both of those things as well as somewhat sportier exterior styling.
Haval South Africa has confirmed to Cars.co.za it plans to launch the new Jolion S locally in the first quarter of 2023. Announced in Australia, the Chinese automaker’s new variant employs an uprated version of the standard model’s turbocharged 1.5-litre, 4-cylinder petrol engine, which is linked to the front axle via a 7-speed dual-clutch transmission as standard.
The Jolion S is offered in an exclusive new Tropical Green hue in Australia.
In “S” form Down Under, the motor’s peak outputs come in at 130 kW and 270 Nm – respective increases of 25 kW and 60 Nm compared with the standard SA-spec model. It’s not clear what sort of impact the extra power and torque have on acceleration, since Haval opts not to list a 0-100 kph sprint time. Claimed fuel economy, though, comes in at 7.5 litres per 100 km, interestingly matching that of the standard local model.
In addition to the powertrain upgrade, the Jolion S scores a more sophisticated rear suspension arrangement, ditching the basic torsion-beam set-up used by the standard model in favour of an independent multi-link system. According to Haval, the result is “enhanced ride and handling performance befitting of the S nameplate”.
Note the black detailing and subtle red “S” badge.
What about the cosmetic changes we mentioned earlier? Well, the “S” treatment includes a black finish for items such as the 18-inch alloys, side-mirror caps and roof rails. Sections of the front and rear bumpers also gain black trim, as do the protective finishing strips running along the crossover’s flanks. In Australia, the Jolion S is furthermore available in an exclusive new Tropical Green paint colour.
While Haval SA has yet to announce pricing details, expect the S-badged derivative to sit right at the summit of the local Jolion range, which currently runs from R342 950 to R446 950.
For the record, the Jolion range is proving particularly popular with South African buyers, with 7 477 examples registered locally in the first 10 months of 2022 (or a monthly average of nearly 750 units).
Some contemporary vehicles are already equipped with digital rearview mirrors, but why don’t we see more models – including bakkies – fitted with virtual side mirrors?
When the price of fuel is relatively cheap, manufacturers love to adorn vehicles with cosmetic addenda; think of roof rails or bull bars on a double-cab bakkie – if they look good, the cost of additional aerodynamic drag – higher fuel consumption – is considered worthwhile.
But now that prices at the pumps are high – a reality that’s unlikely to dissipate soon – isn’t it time that double-cab owners and designs start thinking differently about appearance?
Aero is the final frontier
Any range gain on an electric vehicle is handy. Hence Audi’s move to virtual side mirrors.
Aerodynamics matter. A lot. And not only for achieving irrelevant top-speed numbers. In real-world driving scenarios, excellent aerodynamics reduce wind noise, which improves cabin experiences for passengers that journey long distances.
But aerodynamics has an even more important role. One that directly relates to your monthly motoring cost: drag increases fuel usage.
To prove how much of a difference clever aerodynamics can make to vehicle energy use, consider the Mercedes-Benz EQXX concept EV, which has an amazingly low 0.17 drag coefficient and 1 400 km of real-world range – on a single battery charge. That’s 3 and a half times what most similarly sized and powered EVs can manage, which illustrates the massive influence of aerodynamics.
Any drag reduction matters – a lot
The very slick, and proven, Lexus digital side mirror set-up. A next-generation Hilux option, perhaps?
But how does the aerodynamic debate relate to your double-cab bakkie?
Little can be done about the length, width and height of a double-cab – and 4-door bakkies are only getting bigger from one generation to the next, aren’t they? Vehicles with a smaller frontal area have a correspondingly lower drag coefficient, but double-cab bakkies aren’t going to get any lower, because of the requirement for ground clearance to go off-roading – even if most Hiluxes, Rangers, D-Maxes, Navaras, Tritons etc never do.
Despite the size of double-cab bakkies, there are adaptions and design evolutions that can be hugely beneficial. And they don’t require complex engineering interventions.
One of the easiest wins for improved double-cab aerodynamics is to close the load box, or at least, that’s the theory. But, as with many things in the intangible realm of aerodynamics, everything is not as assumed.
Suppose you have ever left something lightweight in the load box of a bakkie and accelerated up to highway speed. In that case, you’d have witnessed the powerful aerodynamic swirling forces in the open load box.
A tonneau cover or roller shutter not only dramatically reduces wind noise. It can theoretically trim fuel consumption. But what is the actual saving?
The best research states that adding a load box cover will reduce your bakkie’s drag coefficient by 12%. – at best. That percentage is not directly attributable to fuel saving, however – the measurable saving in petrol- or diesel consumption at cruising speeds isn’t enormous. It calculates to about 0.5 L/100 km at 120 kph, or about R12 per 100 km (at current fuel prices). At lower speeds, the fuel you’d save by driving with a tonneau cover in place becomes negligible.
An obvious aero win
All those front-end accessories add drag. Getting rid of the side mirrors would rebalance things (somewhat).
As double-cab bakkies have evolved from off-road- to leisure and lifestyle vehicles, accessorising has boomed. Owners need to scrutinise if the additional drag created by a roof-mounted LED light bar, which is rarely used, might be worth it.
A mystery in all vehicle designs, including double-cab bakkies, is the continued presence of side mirrors. Considering the enormous advances in digital cameras, processors, screen- and streaming technology, it’s amazing that the trusty side mirror has not been widely replaced with much smaller, sleeker digital camera pods.
Japanese brands such as Lexus and Honda have implemented camera pods. Lexus is a market leader in Japan, where its ES300 h has offered digital side mirrors since late 2018. The Lexus system is particularly interesting to South African bakkie owners, as it could justify an intra-brand redeployment, of similar technologies, throughout Toyota’s hugely profitable bakkie business.
Bakkie side mirrors are just too huge
Porsche produces very shapely side mirrors, but replacing glass with a camera pod makes for a much smaller total assembly.
Side mirrors account for a drag coefficient of 2- to 7%, depending on their sizes and shapes. Most bakkies have oversized side mirrors – and they’re not particularly aerodynamic. You’ll hardly see a Porsche 911 GT3 RS type side mirror silhouette on a Hilux double cab; therefore, most bakkies edge towards the 7% side-mirror drag coefficient.
Better fuel consumption is not the only benefit of fitting virtual side mirrors. Vehicles without conventional side mirrors generate dramatically less wind noise, especially at cruising speeds. During those long-distance journeys, less wind noise makes for a more pleasant cabin environment.
The third benefit of virtual side mirrors is increased driver confidence and reduced low-speed vehicle placement anxiety. Have you ever tried to navigate a double-cab bakkie into a very tight parking space, or between two narrow obstacles on a demanding off-road route? What are the outermost contact points risking damage? Exactly. The side mirrors.
If the virtual side mirror is such a win, why haven’t manufacturers introduced them on double-cab bakkies? Cost and vulnerability. The initial integration cost of a digital side mirror system isn’t the issue – the replacement cost is.
Why large side mirrors endure
Nineteen-eighties “aero” remains in production on the current ‘Cruiser 70 Series.
Side mirrors are hugely vulnerable contact points on any vehicle; they’re designed to be sacrificial. We’ve all negligently reversed into a pillar at a very low speed and experienced a side mirror “breaking apart”. It is engineered to do that, instead of resisting impact, partly as a pedestrian crash safety requirement.
The sacrificial design of analogue side mirrors means they can be pieced together quite easily if the damage is slight. With a digital side mirror the replacement cost, as with all things automotive and digital, is significant.
Like many lead technologies, virtual side mirrors require scale to be produced at a reduced cost and become a viable design integration for standardisation. But their potential is enormous, especially for double-cab bakkies, where vehicle size and frontal area are problems inherent to the vehicle’s design purpose (off-road driving) – and unlikely to change.
Wouldn’t it be great if your bakkie was quieter at cruising speeds, had better side-mirror reference vision at night, used less fueland was easier to park? Virtual side mirrors would deliver all those solutions in a simple design evolution. And with Lexus being the proven technology leader with real-world digital side mirrors, Toyota’s bakkies might, um, lead the way…
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