The covers of the brand-new 2022 Lamborghini Huracan Tecnica have been whipped off, revealing a track-ready weapon.
The new Lamborghini Huracan Tecnica is positioned between the entry-level rear-wheel drive Huracan Evo and the wild Huracan STO. Lamborghini says the Huracan Tecnica has been engineered to be fun on both track and road.
Lamborghini Chief Technical Officer, Rouven Mohr, speaking at the reveal in New York said, “The car is really the perfect bridge between the standard EVO and the STO. The STO is purely for the track and the EVO is the daily use car,”
Essentially, the Hurcan Tecnica is based on the entry-level Evo, but features the higher-specced engine from more potent Huracan derivatives. The screaming naturally-aspirated 5.2-litre V10 in the Tecnica punches out 470 kW and 565 Nm – the same as the hardcore STO. Lamborghini says this engine has been enhanced for a sharper sound at high revs.
A technical highlight is Lamborghini’s LDVI (Lamborghini Dinamica Veicolo Integrata) management system that controls the rear-wheel steering, torque vectoring and traction control to achieve its lofty dynamic performance.
All that shove is sent to the rear wheels via a 7-speed dual-clutch transmission and the Italian supercar brand claims its new product can run from 100 kph in just 3.2 seconds and will top out at a claimed speed of 325 kph.
Mohr added, “You can say [the Huracan Tecnica] has three different souls performance, fun to drive, and lifestyle.
A track weapon for the weekend, anyone? The Tecnica might be for you.
Visually, you can spot the newcomer with its fairly restrained body kit. There’s no craziness, unlike the Huracan STO, but there are some really cool design elements taken directly from some of the concepts and special limited-edition models. The headlight unit comes straight from the Sian, while the side window is similar to that of the Essenza SCV12, for example.
At the rear, there’s a lightweight carbon fibre cover for the engine, new-look exhausts and a rear diffuser. The rear spoiler is said to give a 35% enhancement in downforce in comparison to the Evo. Interestingly, drag is reduced by 20%, which means a higher top speed.
The Huracan Tecnica is not a limited-edition either, so best you start saving. As far as product life-cycles go, the Huracan is approaching its end of life, so we’re expecting a few interesting surprises in the next year or so.
The Red Star Raceway on the outskirts of Delmas is well known as a race circuit and track school, but there is a whole lot more to the Mpumalanga motorsport facility, which has evolved into a multi-purpose venue and a lifestyle resort for petrolheads and their families.
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To local motorsport enthusiasts, Red Star Raceway (RSR) is renowned for delivering enthralling racing, tremendous spectator value (by way of well-organised and supported events), quality track training, plus fun and entertainment for families. But that’s only half of the story… Since 2009, the owners of Red Star Raceway have continuously developed and upgraded its facilities to become one of the best and preferred racing tracks in Africa.
Conveniently located just 34 km from OR Tambo Airport to the east of Johannesburg (the complex is situated next to the N12), Red Star Raceway has a tight, winding layout consisting of 5 straights and 13 corners; this bi-directional track was designed to provide a challenge for competitors (drivers and riders of all skill levels), as well as maximum spectator value.
The main stand provides the best seat in the house – it overlooks not only the start-finish straight, but provides a great view of hairpin bend. The track’s surface was chosen to limit tyre degradation and is painstakingly maintained and cleaned after every race meeting to ensure that customers, the riders/racers and spectators have the best possible experience.
Track facilities include The Square restaurant, which provides all the tried and tested favourites, from burgers to dagwoods, to wraps and salads, Turn 14 – a fully-stocked bar – and Trend Bend, which stocks motorcycle gear, including racing tyres and accessories.
Red Star Raceway hosts numerous motorsport club and championship events (for two wheels and four), but activities are most certainly not limited to weekends. The expanded complex hosts various training programmes, track days and a host of other activities.
Featuring a 400 m run and a 400 m runoff, Red Star Raceway’s drag strip is part of the main circuit, so the particularly smooth surface has the same care and attention lavished on it.
The skid pan, in turn, allows drivers to safely practice their skills in low-grip conditions (it simulates wet weather, in which skidding and aquaplaning can happen) so that they can recognise loss of grip and learn to regain control of their vehicle to avoid traffic incidents.
Meanwhile, a gymkhana track is set up for amateurs and professionals alike; the skid pan is part of the course so that driving enthusiasts can “get sideways and drift the day away.”
Track days are scheduled for Wednesdays and Fridays for cars and bikes, with Saturdays and Sundays reserved for bikes. A car track day is hosted on the final Sunday of every month.
Rider training is normally scheduled for Sundays. The courses offered cover all levels of competency: Beginner, Beginner Level 2, Intermediate and Advanced. The Red Star riding instructors are all highly experienced riders and will help you feel at ease in no time!
Other two-wheeled activities include pillion rides and fun on the BMX & Freestyle dirt track.
What really sets Red Star Raceway apart from most race circuits in South Africa, however, is that it’s not simply a basic motorsport facility; it has gradually evolved into a fully-fledged lifestyle resort, replete with luxury accommodation, camping facilities and many amenities.
The owners say that one of their primary objectives with Red Star Raceway was to create an environment in which families could enjoy the complex just as much as the riders/drivers do. Ideally, Red Star Raceway is not only a venue that you visit for a day, but a place where you, your friends and/or family can stay while you enjoy everything that the complex offers.
There are various forms of accommodation available at Red Star. The recently constructed RSR Lodge, for example, comprises 10 luxuriously appointed self-catering 3-person units that are equipped with a double bed, pull-out couch, TV with full DSTV bundle, wifi, aircon, cutlery and appliances, a boma, indoor braai area and an en-suite bathroom with shower.
There are also six RSR Cabins, which are smartly finished 2-person wooden huts with en-suite bathrooms (including a bathtub). Units 3 and 5 are equipped with 2 single beds and Unit 1, 2, 4 and 6 are furnished with double beds. Apart from those, patrons can book one of nine standard wooden huts with 2 single beds apiece. Braai facilities are provided.
What’s more, Red Star Raceway also offers a well-appointed 40-site camping ground, which is complemented by a pool, as well as entertainment and kiddies play areas.
The complex also offers other non-motorsport-oriented pursuits; you can bring the kids to The Aviary and join a guided tour every Saturday & Sunday at 3pm. Other programmes, such as Red Star Running, including park runs, as well as cycling routes, add to the lifestyle vibe.
Suffice to say, Red Star Raceway has many more plans for future development. With its friendly and helpful staff, Red Star Raceway is always keen to accommodate companies, groups and individuals that would like to make use of its venue and facilities (including executive pit and storage container hire), also for the purposes of hosting special events.
Visit their website to find out more, including about upcoming events, make bookings and/or enquiries. You can also find Red Star Raceway on YouTube, Instagram and Facebook.
Honda Teases 2 New Electric Sports Cars
Honda has laid bare its electrification plans, revealing an intention to launch a flurry of fresh electric models by 2030. As this latest teaser image suggests, at least 2 of those will be dedicated sports cars…
Japanese automaker Honda has announced plans to greatly transform its business, making massive investments in electrification and software technologies. The firm says it plans to launch 30 new battery-powered models globally by 2030, with an annual production volume exceeding 2 million units.
At least a couple of those new electric vehicles (EVs) will take the form of sports cars, with Honda saying its “passion to offer fun” driving characteristics to its customers will continue “even in the era of electrification”.
“Honda will globally introduce two sports models, a specialty and a flagship model, which will embody Honda’s universal sports mindset and distinctive characteristics,” the company said, releasing just a single (frustratingly low-resolution) teaser image showing the pair of shapely performance vehicles under wraps.
The Hamamatsu-based automaker revealed no other details about the upcoming sports cars, but logic suggests the flagship model will serve as an all-electric successor to the NSX. And the other? Well, your guess is as good as ours. Maybe we’ll see the revival of a since-departed nameplate (could the S2000 return?) or perhaps this “specialty” model will see the establishment of an entirely new badge. Time will tell.
Regardless, Honda’s upcoming electric line-up will run from what the company terms “commercial-use mini-EVs” (likely reserved for its domestic market) all the way through to “flagship-class models” (such as a reinvented NSX). In fact, one of the slides from the presentation even suggests an electric bakkie is on the cards. Battery-powered Ridgeline, anyone?
We’ve had to wait a while for Isuzu’s new D-Max to go on sale in South Africa, but the Japanese brand has finally launched the 7th-generation D-Max on local soil. Cars.co.za journalist, Gero Lilleike, had the opportunity to experience the new D-Max at its local launch in Gqeberha, Eastern Cape. Does the new D-Max have what it takes to shake up the double-cab bakkie market?
The introduction of the new, locally-assembled D-Max is a big deal for Isuzu South Africa. The bakkie is built right here in Gqeberha, not only for South African customers but for customers all over Africa – and the world. Isuzu’s business is underpinned by its diesel-engine technology and the firm is the largest diesel engine producer in the world, having produced well over 80-million oil-burning engines to date.
Isuzu has a strong reputation for reliability and, as such, the outgoing D-Max was one of the best-selling bakkies in South Africa alongside the Toyota Hilux and Ford Ranger. Now, with the new D-Max finally in local Isuzu showrooms and with no fewer than 24 derivatives available across 3 body styles (Single Cab, Extended Cab and Double Cab), there’s a D-Max to suit every need and budget, whether it be as a workhorse or leisure vehicle.
Isuzu D-Max Moves Upmarket
The D-Max’s interior execution is a huge improvement over the outgoing D-Max.
While the outgoing D-Max’s capability as a workhorse has never been in question, the Japanese bakkie was widely criticised for being too utilitarian to compete in the hugely popular “leisure double-cab” market.
Well, with the new D-Max, Isuzu has well and truly upped the ante in terms of interior execution, refinement, specification and safety in an effort to ensure that the bakkie can make a meaningful impact in this cut-throat segment.
The D-Max shares its cabin architecture with the 7-seater Isuzu MU-X Adventure SUV, which came to market in late 2021, and the cabin represents a marked improvement over that of the previous-generation D-Max.
Range-topping derivatives are trimmed in leather upholstery and soft-touch surfaces, while the fascia design exudes a modern look and feel. Moreover, potential D-Max buyers will be pleased to know that perceived interior build quality, as well as general fit-and-finish, are much improved over those of the outgoing generation.
The new infotainment system ranges from 7- to 9-inches in size (depending on the trim level) and while it’s a rudimentary system in terms of its menu layout, it does offer Android Auto and Apple CarPlay compatibility, which many buyers will find useful. The system, however, is not class-leading and is no match for the SYNC2 system found in the current Ford Ranger, for example.
The newly-designed seats are extremely comfortable and supportive, the latter courtesy of generous bolstering. The steering column is adjustable for rake and reach, which makes it easy for drivers of all sizes to get comfortable behind the ‘wheel.
Isuzu’s new infotainment system is Android Auto and Apple CarPlay compatible.
Isuzu has also ramped up the D-Max’s safety equipment; the range-topping V-Cross derivative is equipped with Isuzu’s Intelligent Driver Assistance System (IDAS), which uses a stereo camera mounted behind the windshield to scan the environment ahead for vehicles, pedestrians, bicycles, obstacles and lane markings.
IDAS includes features such as adaptive cruise control, blind-spot alert, lane-keep assist, lane-departure warning, driver-attention assist, autonomous emergency braking, turn-assist, pedal misapplication mitigation and forward collision warning. Up to 8 airbags are fitted, including a centre airbag in the V-Cross only (an industry first), which prevents the front passengers from colliding with each other in the event of an accident.
Interior execution aside, the new D-Max exhibits significantly more kerb appeal thanks to a muscular exterior design with a bold grille and “dragon eye” LED headlight design. Isuzu also offers a range of accessories to further enhance the look of the vehicle – when the D-Max is fully kitted, it’s undoubtedly one of the most striking bakkie offerings now available in South Africa.
The new D-Max’s ride quality and refinement are notably improved over its predecessor.
The big news for the new Isuzu D-Max is the inclusion of a new 110 kW/350 Nm 1.9-litre turbodiesel engine, which is offered alongside the familiar (but updated) 140 kW/450 Nm 3.0-litre turbodiesel. We’ve already tested it in the new MU-X.
Both engines are paired with either a 6-speed manual or 6-speed automatic transmission (across all 3 body styles) and are available in either 4×2 or 4×4 configuration. As such, the new D-Max really does cater for a diverse clientele.
Isuzu had both extended cab and double cab derivatives – in various trim grades – for us to assess on the launch. The launch route comprised about 250 km of highway driving, as well as about 80 km of gravel travel.
The first leg of the drive was conducted in the D-Max 1.9TD LS Double Cab. We had barely driven 10 km and it was already abundantly clear that the D-Max’s ride quality was notably improved over that of its predecessor courtesy of a new 3-blade rear leaf spring suspension (previously 5) and, undoubtedly, the exhaustive local development programme that the Japanese marque conducted before commencing production of the new bakkie in Gqeberha.
This will undoubtedly go a long way to win favour with buyers in the leisure double-cab segment. The D-Max took the poor road surfaces of the Eastern Cape in its stride and managed to deliver not only a comfortable driving experience… it also remained composed when cornering briskly on roads that had no shortage of dips and undulations.
The performance of the new 1.9-litre turbodiesel engine was rather impressive too – it offered reasonably strong acceleration up to highway speed and just about sufficient punch for executing overtaking manoeuvres, plus we also found the 6-speed automatic transmission very well matched to this engine’s characteristics. We were also impressed by how quiet and refined this engine was, even during high engine loads, which is a testament to Isuzu’s diesel-engine prowess as well as sufficient measures to suppress noise, vibration and harshness (NVH) in the new D-Max. As an example, this engine is far more refined and tractable than the 1.9-litre turbodiesel engine we recently tested in the Peugeot Landtrek.
The D-Max is offered with 2 engines and 3 body styles in either 4×2 or 4×4 guise.
As far as towing capability is concerned, the 1.9-litre diesel engine has a maximum braked trailer capacity of 3 100 kg and a payload of 1 000 kg, while the 3.0-litre D-Max offers a tow capacity of 3 500 kg and a 1 200 kg payload.
We also spent some time driving the 3.0-litre D-Max LSE automatic Extended Cab and, from the outset, it felt noticeably punchier and willing to get a move on than its 1.9-litre counterpart. It must also be noted that the steering feel is quite light, which is useful in urban driving situations… but still relatively responsive to inputs at speed. Overall, the D-Max displayed noteworthy road manners in less-than-ideal driving conditions with poor road surfaces and strong crosswinds.
This performance was again highlighted when “tar became gravel” and, unsurprisingly, the D-Max felt right at home in the dirt with a comfortable disposition that deserves applause. Unfortunately, we didn’t have time to drive the D-Max 4×4 on launch (we will be testing the D-Max 4×4 soon), but enthusiasts may be happy to know that 4×4 derivatives are equipped with the familiar 4×4 shift-on-the-fly dial in the centre console, which provides easy access to 2H, 4H and 4L modes (to suit prevailing road conditions), as a well as a rear differential lock. Wading depth has also increased to 800 mm (previously 600 mm). More so, features such as hill-start assist and downhill assist are also standard on 4×4 derivatives.
Summary
The new D-Max is likely to attract new clientele and will appeal to a broad audience with a variety of needs.
The execution of the new-generation D-Max represents a significant leap forward for one of South Africa’s most beloved bakkie models. Not only does it look the part, but the D-Max’s cabin is now on par with what’s on offer in the segment. The D-Max’s enhanced refinement (both in-car and on-road) is a major highlight and prospective buyers are likely to appreciate the newcomer’s sharper road manners too.
While the D-Max’s on-paper range-topping engine outputs fall marginally short of what’s available in the Toyota Hilux and Ford Ranger line-ups, its real-world performance is competitive and is unlikely to disappoint. Besides, the smaller-capacity (1.9-litre) turbodiesel engine is an excellent entry point into the range – it should please fleet buyers and motorists who don’t need the additional towing and payload capacity that the 3.0-litre derivatives offer.
With a competitive pricing structure, as well as a 5-year/120 000km warranty and roadside assistance, 5-year/90 000 km service plan and 5-year anti-corrosion warranty, the D-Max is likely to sustain – and probably improve upon – its local sales success. We will have the Isuzu D-Max on test soon, so be sure to look out for a more thorough evaluation in the near future.
2022 Subaru Outback Review – Is this the SUV that offers everything?
The Subaru Outback is well known for its offroad skillset, but Ciro De Siena discovers there’s so much more to it than just gravel driving. In this video review, we look at the features, safety tech and how it copes in the city.
Our video guy, Ciro De Siena, recently spent a week with the latest Subaru Outback and while he didn’t have the opportunity to venture far from the city, he was surprised to find that besides its well renowned offroad credentials, the Outback was superb in the urban jungle too.
In this review, we take a very detailed look at the Outback, from all the interior features, extensive safety tech, the clever roof racks, the automatic tailgate, and boot space/cargo area, and we tackle the worst of Johannesburg’s roads, which aren’t difficult to find.
Electrification ‘Not the Answer’, Says Aston Martin Design Boss
The head of design at Aston Martin says although electrification may well bring about a Golden Age of automotive design, it is quite simply “not the answer”…
Marek Reichman, the chief creative officer at Aston Martin, says electrification is “not the answer” to the industry’s long-term goal of reducing automotive emissions.
“Electrification is not the answer; it is a stage on our journey to zero fuels, but it is not the answer,” he told Drive.
According to the 56-year-old Englishman, there are a number of obstacles standing in the way of the sustained success of electric vehicles (EVs).
“You will never be able to recharge an EV in two minutes like you refuel now. The convenience will never be there. Then there’s the raw materials needed to produce enough batteries for the number of cars we produce today. Right now, many millions of cars are produced every year. Where are the minerals for those batteries going to come from? Every year?
“Then we have to think about national grids; the electrical infrastructure. Charging stations are not the solution; neither is home charging on existing grids,” he said.
So, what is the answer? Well, Reichman suggests the internal combustion engine (ICE) may well survive, pointing towards biofuel as a potential solution. He also believes hydrogen fuel cells have potential.
“The legislation really starts to change in 2027, 2028 through to 2030 in terms of emissions regulations. Is that going to be the last call for internal combustion engines?”
“I see it living as long as it possibly can; as long as the legislation will allow, because there are customers who love and want those types of cars. And once we get deeper into zero fuels then there’s more chance of an ICE unit surviving.”
“At the end of the day, the tailpipe is going to be where companies will be legislated. So biofuel or a hydrogen fuel-cell offer potential solutions here.”
Interestingly, his comments came while he was in Australia to present the new Valhalla to local media. The supercar, of course, combines a twin-turbo V8 petrol engine with a pair of electric motors.
Still, Reichman says the shift towards electric powertrains – and the packaging freedoms that come with this type of propulsion – has at least set up the industry for what he terms a “Golden Age” for design.
“If people are brave enough, you can uncover very, very different solutions to all those questions [of packaging] because now they’re not constrained, particularly in our segment, to housing a V12 or V8 or even a V6. But if you can eliminate those lumps you’ve got more freedom in terms of the language of the car.”
The wait for the all-new, locally built Isuzu D-Max is finally over! Let’s take a look at pricing and specifications for South Africa’s newest bakkie entrant…
Following a significant investment of R1.2-billion in 2019 to upgrade its Struandale production facilities in Gqeberha, Isuzu is finally launching its all-new D-Max bakkie on local soil. The investment has secured at least 1 000 jobs and as many as 25 000 jobs throughout the supply chain in South Africa.
Minister of Trade, Industry and Competition, Ebrahim Patel and Isuzu CEO, Billy Tom, rubbing elbows in Gqeberha.
Last year, a government delegation, including Minister of Trade, Industry and Competition, Ebrahim Patel visited Isuzu’s facilities in Gqeberha and met with Isuzu CEO, Billy Tom.
“Our focus remains on being able to ensure the sustainability of Isuzu’s operations in South Africa. We are committed to transformation and believe that an inclusive economy is the foundation to economic prosperity for all citizens. We ascribe to the 2035 vision of the South Africa Automotive Masterplan to be a globally competitive and transformed industry that actively contributes to the sustainable development of South Africa’s productive economy,” said Tom.
Unpacking the SA line-up for the new Isuzu D-Max
The new Isuzu D-Max has the look and it’s bound to win South African hearts
The new D-Max, with its bold and imposing styling, is set to ruffle a few feathers now that it’s finally gone on sale in local showrooms.
The 2022 Isuzu D-Max is built to suit various customer needs and buyers will be able to choose from single-cab, extended-cab and double-cab body styles. Sharing its underpinnings with the new Mazda BT-50, the D-Max is powered by a revised 3.0-litre turbodiesel engine with 140 kW and 450 Nm in conjunction with a 6-speed manual or 6-speed automatic transmission.
But that’s not all, the D-Max will also be offered with a 1.9-litre turbodiesel engine with 110 kW and 350 Nm of torque.
More so, the new D-Max will undoubtedly look to build on its reputation as a formidable off-road vehicle and features 240 mm ground clearance and an 800mm wading depth. Approach, departure and break-over angles are improved too and an electro-magnetic differential lock is fitted to 4×4 derivatives.
The new 23-strong D-Max range starts with the single-cab D-Max which is offered only with the 1.9-litre engine, while the extended-cab and double-cab D-Max models are available will either the 1.9-litre or the 3.0-litre turbodiesel powerplants. Each body style is furthermore offered in either 4×2 or 4×4 guise.
Trim grades include Standard and L for the single-cab variants, while the extended cab derivatives are offered in Standard, L, LS, LSE and LSE trim. As for the double-cab D-Max, trim grades include L, L, LS, LSE and the range-topping V-Cross trim.
As for the interior, the new D-Max is vastly improved over the outgoing model, with modern infotainment systems and connectivity solutions as well as a range of comfort and convenience features that customers in this segment have come to expect.
A brief look at 2022 Isuzu D-Max specifications
The entry-level Standard trim level ships with items such as a basic audio system (featuring a radio, CD player and Bluetooth), manual air-conditioning, an immobiliser, follow-me-home headlamps and tilt-and-telescopic adjustment for the steering column. Safety features include dual front airbags, ABS with EBD and brake assist.
The L specification level, meanwhile, adds items such as an alarm, electric windows and audio controls on the steering wheel. Safety is further enhanced with the addition of IsoFix child-seat anchors in the double-cab variants. One step up, the LS trim includes 17-inch alloy wheels, a 7-inch infotainment screen, Wi-Fi connectivity, 6 speakers, USB ports (fore and aft), cruise control, 7 airbags, halogen daytime-running lights, a reversing camera and black side steps.
In LSE models, the diameter of the wheels grows to 18 inches, while tyre-pressure monitoring is added. The infotainment system upgrades to a 9-inch screen and two extra speakers are added, while a passive entry start system also features. Additional enhancements include LED head- and taillamps, dual-zone automatic air-conditioning, front and rear park assist, a tow bar, roof rails and a tubular chrome sports bar.
The V-Cross specification level sits at the very summit of the D-Max range, boasting items such as leather seats (with 8-way power adjustment), 8 airbags and automatic high-beam activation for the headlamps. It is further differentiated by gun-metallic finishes for the grille, fender flares, door handles, side-mirror caps, roof rails and the hooped sports bar.
Finally, the V-Cross gains a raft of active driving safety features, including forward collision warning, autonomous emergency braking, adaptive cruise control, lane departure warning, rear cross traffic alert and a multi-collision braking system that automatically applies the stoppers when the airbags are deployed.
The wraps have finally come off the new Smart #1, a 200 kW all-electric crossover that marks the reinvention of the brand. Here’s everything you need to know about the newcomer…
Over the past few years, the Smart brand – known for its diminutive ForTwo and ForFour city cars – has fallen by the wayside. But the city car marque is back, with the reveal of the battery-powered Smart #1 marking its reinvention.
Revived as a joint venture between Mercedes-Benz parent Daimler and Chinese powerhouse Geely, the Smart brand has effectively transformed into a fully electric automaker. And the Smart #1 is the very first example.
So, what can we tell you about the new Smart #1? Well, the 1 820 kg crossover measures 4 270 mm long (making it a touch shorter than, say, a Mazda CX-3) and benefits from a 2 750 mm wheelbase. According to the company, the luggage compartment can swallow up to 411 litres, while an additional compartment up front (frunk, anyone?) adds a handy 15 litres of storage space.
A single electric motor drives the rear axle, delivering peak outputs of 200 kW and 343 Nm. While Smart has yet to confirm a 0-100 km/h time, it does say top speed comes in at 180 km/h. The 66 kWh battery pack offers a claimed range of up to 440 km, while maximum charging capabilities are listed as 22 kW in the case of AC and 150 kW in the case of DC.
Smart says charging the battery from 10 to 80% using the former system will take just under 3 hours, while the time drops to below 30 minutes when plugged into a super-fast DC charging station.
Thanks to a 2 750 mm wheelbase, the Smart #1’s rear passenger space looks reasonable.
In terms of exterior styling, the Smart #1 boasts a handful of interesting design elements, such as frameless doors, concealed door handles and a “floating” roof. Inside, you’ll find a 12.8-inch high-resolution touchscreen along with a 9.2-inch digital instrument cluster and a 10-inch head-up display.
“The world premiere of the Smart #1 in Berlin marks another milestone on the incredible road of development we began with the brand’s renewal. As the first of the new generation all-electric product family, the all-new Smart #1 is the perfect embodiment of this renewal,” said Tong Xiangbei, CEO of Smart.
“Now Smart has entered a new phase of full-speed development, further spurred on by our Europe and China ‘dual-home’ business strategy. Our team, working between Europe and China, are making fantastic progress, and we are extremely confident that the global market will embrace the unique, premium all-electric urban mobility experience offering from smart.”
It’s not yet clear whether there are any plans to relaunch the Smart brand in South Africa, after the previous line-up quietly left local shores back in 2019. Still, we can expect more electric Smart models to be revealed on the global stage in the coming months and years, so keep your eyes peeled. Here’s hoping another roadster is on the cards…
Subtly updated towards the end of last year, the Lexus ES offers old-school luxury sedan motoring, but with all the latest tech. What’s more, the hybrid derivative’s impressively efficient.
We like: Build quality, luxury specification, efficiency, comfort
We don’t like: Smaller boot than rivals and limited utility space. Why not just do away with the annoying tracking pad completely?
FAST FACTS
Model: Lexus ES300h SE
Price: R976 900
Engine: 2.5-litre 4-cylinder petrol + electric motor
The luxury sedan market is very small in South Africa, but offers surprisingly good value for money.
With sedans very much out of market favour for the past few years, models such as the Audi A6, BMW 5 Series, Jaguar XF, Lexus ES and even Mercedes-Benz’s E-Class have become relatively rare sights on our roads. But Lexus isn’t giving up on this segment, and has sharpened up its ES offering to put forward an even more compelling argument in favour of the traditional luxury sedan.
This, the 7th-generation ES received a subtle facelift late last year, but you’ll probably need to have the differences pointed out to you – they’re that minor. The spindle grille has fewer slats, making the front end of the car look less “busy”, and the headlights are narrower, with endows the Japanese executive sedan’s nose with quite a “pointy”, yet also wider, look.
The bigger changes have arguably happened inside, where the ES finally gains a touchscreen infotainment system, which necessitated a slight reshuffle in dashboard architecture (to bring the screen closer to the driver). The fiddly tracking control pad remains on the transmission tunnel, but you can now at least avoid having to use it.
At current fuel prices, a hybrid is the most cost-effective way to cut down on pump prices.
Finished in Olive Green and riding on striking multi-spoke 18-inch wheels, the Lexus ES is a very stylish machine. In fact, its lines are so sweeping and elegant that it almost looks more like a four-door coupe, than a traditional boxy sedan. It was also a notable head-turner during our test tenure, so seems to meet with approval beyond just the members of our test team. It’s longer and lower than its main German rivals, but has a shorter wheelbase, so the front and rear overhangs are noticeably more pronounced.
In terms of width, it is about on par with the Germans, but Lexus does seem to have taken a different approach to interior packaging than BMW and Mercedes-Benz. The Lexus’ boot is comparatively small (454L) and though there is a “ski-flap”, you can’t fold the rear seats down. If you move to the rear seats, however, it is clear that Lexus prioritised stretch-out space and comfort for the occupants. The legroom is limo-like, and the backrests can be electrically adjusted (not something you see often in cars costing less than R1m!). Fold down the centre rear armrest and you’ll find controls to activate rear seat heating/ventilation, too.
The cabin is far superior to the German offerings in terms of the consistently high quality of materials used, and standard specification. The cream leather and light wood trim combine to give the Lexus an ambience of traditional luxury and craftsmanship that’s rare these days.
Move to the front and the mixture of traditionalism and modern tech is very appealing. The seats are superb (soft, yet supportive) and the steering wheel (with heating) features wood inserts, too. A quick glance at the dashboard makes it evident that the ES300h offers loads of features, but unlike most modern cars, it still has plenty of physical buttons – not all the controls have been packaged into the new touchscreen system. So, should you prefer, you can still do major ventilation and audio system adjustments using “real” buttons. It even still has a CD player…
The new 12.3-inch touchscreen system is definitely an improvement over the fiddly tracking pad system that Lexus had stubbornly persisted with (until now). Though the latter remains part of the package, it is likely to see little use and will probably not feature on future models. That said, the Lexus menu system is notably different to what we’ve become accustomed to from the German brands, so it does require some familiarity before you can find your way through the various menus and sub-menus at the desired speed.
Performance and Efficiency
The ES300h doesn’t push the boundaries in terms of performance, but it makes up for it in comfort.
With the petrol price reaching record highs in recent times, even those buying R1-millio cars will want maximum efficiency. In that regard, we have good news. The ES300h is powered by Lexus’ 4th-generation hybrid system, which comprises a creamy smooth 2.5-litre 4-cylinder (naturally aspirated) petrol engine and a more compact and more “power dense” electric motor. Total system output is rated at 160 kW and Lexus claims a 0-100 kph time of 8.9 seconds, which is more than fast enough, but certainly no fireball. Top speed is limited to 180 kph.
More important, however, is the efficiency of the drivetrain. Lexus claims an average consumption of 4.6L/100 km and we achieved a real-world average of 5.4L/100, without trying to drive particularly“economically”. That is a deeply impressive real-world average and gives the ES300h a tank range of over 900 km. We also noted it seemed possible to coast on electric power alone for longer periods and at higher speeds than before (provided your state of charge allows EV mode).
Ride, Handling and Safety
Shift paddles and drive modes are available but not strictly necessary.
While other premium brands seem to pursue “sportiness” when it comes to their sedan offerings, Lexus’ approach is “comfort, first and foremost”. This is not to say that the ES300h is a sloppy handling car (it definitely isn’t), but that supple ride comfort, cabin insulation and refinement take priority over driver engagement and responsiveness. So, while the ES300h does feature steering-mounted shift paddles and you can select Sport mode by using the “Shrek’s ear” stalk on the instrument binnacle, you’re unlikely to do that very often.
The far more likely scenario is that you’ll activate the adaptive cruise control, play some music through the excellent Mark Levinson sound system, sit back and relax – the ES300h is a great cruiser, whether you are seated at the front… or the rear. It also features all the latest safety systems, including rear cross-traffic alert (with braking), active cornering assist and a full suite of airbags (knee airbags for both front occupants).
Comfort and Features
There are more buttons to push on the Lexus ES than some German brands have across their entire lineup.
If you’ve read this far, then you’ll know that what we have here is a superbly comfortable, quiet luxury sedan. In fact, the ES exhibits the kind of refinement and soothing luxury that you used to expect from something like a Mercedes-Benz S-Class or, indeed, Lexus’ own LS grand saloon.
In flagship SE trim, it features all the bells and whistles as standard and is still priced below the R1 million mark, while its German rivals have crossed that barrier, and would still need many option boxes to be ticked.
In addition to the features we’ve already mentioned, the ES300h SE has an electric tilt/slide sunroof as standard, a retractable rear blind, 3-zone climate control, panoramic view camera system, head-up display, built-in navigation, Apple Carplay/Android Auto, wireless smartphone charge pad and an electrically adjustable steering column.
Price and after-sales support
The Lexus ES300h SE is priced at R976 900 (April 2022). It is a full-house derivative (no options) that is backed with a 7-year/105 000 km warranty. Service intervals are every 15 000 km or 12 months, whichever comes first.
Verdict
The ES knows its target buyer puts comfort and luxury as their top priority.
By delivering an almost old-school type of luxury driving experience, the Lexus ES300h came as a breath of fresh air to our test team (as ironic as that may sound). The team was unanimous in praising the ES’s supple ride comfort, cabin insulation, standard luxury features and efficiency. At the price, we don’t think there is a finer luxury sedan on the market right now, provided you don’t place a high priority on sizzling performance or engaging dynamics.
We rate the ES300h SE as very well-priced – it even represents good value for money, but, given the nature of the market and the resale values of luxury sedans in general, you may want to take a peek at what listings there are for demo or low-mileage used vehicles. These are, after all, quality cars and so a well-cared-for used example can be picked up at a significant saving.
BMW Sales in South Africa: March 2022 Figures Revealed
It’s not often we get a look at BMW Group sales figures in South Africa, but they were included in Naamsa’s report for March 2022. Let’s find out which were the best- and worst-performing models for the German firm…
In line with a global directive from its Munich headquarters, BMW Group South Africa seldom reports detailed sales figures to Naamsa. However, the German automaker interestingly did drill down to individual model sales for March 2022.
So, which were its most popular vehicles for the month? And which ones didn’t make much of an impact? Let’s take a closer look at the Bavarian firm’s numbers.
The BMW Group (which in this case includes the BMW and Mini brands but excludes Rolls-Royce and the Motorrad division) registered 1 225 units in South Africa in March 2022, enough to place it 11th on the list of best-selling automakers. Meanwhile, exports totalled a heady 6 852 units, a figure eclipsed only by the Volkswagen Group (9 236 units) during the reporting period.
Somewhat predictably, the Rossyln-built X3 was BMW’s top sales performer in March 2022, with 313 units registered. The 3 Series (165 units) was second, ahead of the third-placed 1 Series (125 units).
The locally built X3 was BMW’s top seller for the month.
Next came the X5 with 116 units (16 of which came courtesy of sales to the government, with a further 18 via the rental channel), while the 2 Series range – which includes the gran coupé models and the freshly launched new rear-driven coupé derivatives – ended the month on 107 units.
The remainder of BMW-badged models settled for double or single figures, led by the X1 (93 units), 4 Series (49 units) and X4 (24 units). Fascinatingly, the X7 (23 units) outsold both the X2 (18 units) and the X6 (13 units), while the 5 Series managed 16 registrations. The 8 Series (11 units) and 7 Series (9 units) were next, while the fully electric iX attracted 6 sales, the Z4 roadster one fewer, and the outgoing i3 just a single registration.
Turning to the Mini division, the Countryman interestingly proved the most popular in March 2022 with 42 sales, slightly ahead of the 3-door Hatch (39 units), though it’s not clear how many of those took the form of the battery-powered Cooper SE. The 5-door Hatch added 25 units, while the Convertible brought up the rear with 5 units.
