To celebrate 55 years of AMG, there’s a special edition G-Class. This is the Mercedes-Benz G63 AMG Edition 55
The Mercedes-Benz G-Class is an iconic and popular luxury SUV, both locally and abroad. The AMG derivative has gathered a cult following, combining rugged good looks, high-end interior and a potent V8 twin-turbocharged petrol engine.
Now, to celebrate 55 years of the AMG brand, Mercedes-Benz has announced a limited edition model of its legendary offroader. It’s called the Mercedes-Benz G63 AMG Edition 55 and will be limited to just, yes you guessed it, 55 units for the US market. For the rest of the world, Edition 55 will be sold as an option pack for the standard G-Class.
“From a two-man start-up in 1967 to a state-of-the-art development site including its own engine manufacturing facility for high-performance vehicles and more than 2000 excellently qualified employees in 2022 – the success story of Mercedes-AMG over the past 55 years is simply impressive. The same applies to the G-Class, which has remained true to itself for over four decades in the course of its unique career. Its long history and still genuine character makes it the perfect first well-wisher for me on our 55th birthday. “
“And just as the G-Class will lose nothing of its original character in its future all-electric variant, Mercedes-AMG is also ensuring the hallmark driving performance made in Affalterbach in its electrified future. The departure into the next 55 years of the company’s history will certainly be as exciting and challenging as the task our company founders Hans Werner Aufrecht and Erhard Melcher set themselves back then,” says Philipp Schiemer, Chairman of the Board of Management of Mercedes-AMG GmbH.
So, what’s special about the Mercedes-AMG G63 Edition 55? It is available in one of two colours; Obsidian black metallic and G Manufaktur opalite white. The colours on both sides of the vehicle are coordinated with the AMG emblem and the suggested AMG rhombus.
The vehicle rides on 22-inch AMG alloy wheels with a cross-spoke design and finished in matte grey paint. The AMG Night package and Night package 2 are fitted as standard, and there’s even a chrome petrol cape fitted.
The real goodness is in the cabin, with classy trim updates all round. There’s a red and black contrasting theme, with stainless steel door sill trim with AMG badging that lights up at night. The floor mats feature red stitching and Edition 55 branding. There are also AMG seats which are finished in two-tone Nappa leather and there’s plenty of matte carbon elements around the cabin. The steering wheel also has Edition 55 branding at the bottom.
Toyota continues its strategy to offer more new-energy vehicles throughout its portfolio with the introduction of GX-R and VX petrol-electric all-wheel-drive (E-Four) RAV4 derivatives. But are these newcomers viable options for those looking for an eco-friendlier family SUV? We headed to Johannesburg to find out.
What’s new in the RAV4 range?
Toyota continues to push Hybrid models in SA, but at pricing that isn’t out of reach of its customer base.
While the RAV4 is certainly not new, it’s only been available in petrol-electric hybrid guise in Mzansi since the latter half of last year. It debuted as a front-wheel-drive 2.5 Hybrid GX (with a single, front-mounted electric motor), but Toyota South Africa Motors has now discontinued that derivative and rolled out GX-R- and VX E-Four versions.
Apart from utilising a front electric motor in conjunction with a 2.5-litre 4-cylinder Atkinson-cycled petrol engine to power the RAV4’s front wheels, the newcomers are equipped with another (rear-mounted) electric motor that drives the back wheels (when required).
The E-Four all-wheel-drive system can alter the RAV4’s torque distribution (depending on drive mode) between 100% to the front wheels and a 20/80 (rear-biased) split whenever more traction is required, while an automatic LSD (limited-slip differential)/trail-assist mode further enhances traction. Of course, these derivatives are not serious off-roaders, but the all-wheel grip is undoubtedly a boon to safety.
Peak output figures from the ICE unit are 131 kW and 221 Nm of torque, with the front and rear electric motors contributing 88 kW/202 Nm and 40 kW/121 Nm respectively. This means that the total output is 163 kW. Both derivatives have a claimed top speed of 180 kph, which is academic, but more importantly, they boast admirable stated fuel consumption figures, but more about that later.
The VX variant gets added safety systems included in Toyota’s Safety Sense pack.
Both derivatives come with refreshed LED headlamps, daytime running lights, roof rails and new “smoked” 18-inch alloys. On the VX, you’ll electric adjustment on both the driver and front-passenger seats, front and rear park-distance control, auto high-beam functionality and auto-fold operation for the side mirrors.
However, the biggest party trick you’ll find in the VX derivative is the option to toggle between a conventional rear-view mirror and a digital one that projects the reverse view using external cameras. We think it’s a particularly handy feature for those long-haul journeys that require extra items to be loaded up well above the line of the luggage cover.
The RAV4 comes standard with 5 USB ports to keep devices charged on those extended trips and two 12V connectors in case you’d like to plug in a small fridge to keep the snacks and drinks chilled.
Both E-Four derivatives also come with a towing capacity of up to 1 000 kg braked and 750 kg unbraked, which should be more than enough to pull along a small camping trailer or larger trailer.
On the safety side of things, the GX-R comes equipped with vehicle stability control, trailer-sway control, hill-start assist and downhill-assist control. The VX additionally features the Toyota Safety Sense (TSS) package, which comprises radar cruise control, pre-crash warning, lane trace assist, blind-spot monitoring and rear cross-traffic alert.
What’s the 2.5 Hybrid E-Four like to drive?
Driving hybrids requires a lighter foot, but the fuel economy rewards are greater.
The 2.5 Hybrid VX E-Four we drove on the evaluation route ably delivered what you’d expect (in terms of overall comfort levels) from vehicles in this segment. The generously appointed cabin has a premium feel and the trim, switchgear and dials look upmarket. The front seats are comfy yet supportive and rear passenger space is ample, even for a 6-foot-tall occupant (I know this because I did the time-honoured test of sitting behind the driver’s seat, which was set up for me). The VX seems like a car with which you and your tribe can tour long distances without needing to stop often to stretch your legs.
However, as suitable as the 2.5 Hybrid E-Four derivatives might be for taking the “fam” on holiday, for the purpose of achieving their claimed economy figures, the GX-R and VX Hybrid E-Fours are better suited to navigating the suburbs and built-up metropolitan areas. It’s just as well… because that is where Toyota’s family car will ply its trade for the overwhelming majority of its service life.
Whereas trips like the daily commute, the school run and the sneaky trips down to the local bakery are inefficient – and cross-country trips flatter fuel economy – in a non-electrified RAV4, the 2.5 Hybrid E-Four is quite in its element in town, where it can lean on its electric motors in pursuit of a claimed efficiency figure of 4.7 L/100 km.
On our trip, we didn’t spend too much time travelling through built-up areas, but we still saw an indicated consumption figure of 5.7 L/100 km before we hit the open roads. Thereafter we managed 6.1L/100 km, which I feel will be the norm versus the (frankly rather optimistic) 7.3 L/100 km claimed for the petrol-only 2.5 VX AWD version (on the combined cycle).
The car feels glued to the road – under cornering, you can feel the all-wheel-drive working. These cars reward a light-footed driving style, but even for a performance-orientated driver (as I am), it’s fun to play with the drive modes to get the best economy out of the RAV4. You have to adopt a different approach to driving, but if you’re considering one of these cars, you’re probably prepared for that already.
How much does the Toyota RAV4 2.5 Hybrid E-Four cost?
2.5 GX-R CVT Hybrid E-Four
R644 100
2.5 VX CVT Hybrid E-Four
R723 300
A six-service/90 000 km service plan is standard with service intervals pegged at 15 000 km/every 12 months. Toyota’s standard 3-year/100 000 km warranty is included and hybrid customers have the additional peace of mind of an 8-year/195 000 km hybrid-battery warranty. Service and warranty plan extensions can also be purchased from any Toyota dealer (220 outlets countrywide).
Summary
Hybrid seems like a great way to save fuel right now while we wait for EVs to become more affordable.
In the South African context, EV ownership is still a foreign concept for many consumers. But, there is evidence that a growing number of buyers are happy to “catch the petrol-electric train” despite the fact that non-electrified versions are comparatively more affordable… Consider that 1.8 Hybrid derivatives have made up about half of Corolla Cross sales so far and, while limited stock availability may have played a role in that statistic, even if some buyers are indifferent to hybrids, they’re not averse to the technology. In many markets, hybrid derivatives of crossover models are in very high demand indeed!
If you’re self-disciplined and always feather the accelerator pedal, coast to stop signs (or red traffic lights) and use the brake pedal very sparingly, a petrol-electric hybrid will reward you with notably better fuel consumption than what you’d achieve in a non-electrified derivative with a similar engine displacement. With every fuel-price hike, the 2.5 Hybrid E-Four in eye-catching GX-R trim becomes an even more attractive option… It’s just a pity, though, that due to the discontinuation of the GX 2.5 Hybrid (which retailed for R560 900), the entry point to petrol-electric RAV4 ownership has risen to R644 100.
South African Used Car Market Insights 2021 vs 2020
The past two years have been a period of chaos for the SA motoring industry. We look at the numbers to see where consumers are shopping.
It’s been a bumpy couple of years for the South African motor industry, with the impact of the Covid-19 pandemic and stock shortages exacerbating an already bleak situation underpinned by a poor-performing local economy. But the automotive sector is nothing if not resilient.
KEY TAKEAWAYS
The used car “sweet-spot” in 2021 remained a vehicle priced between R200 000 and R300 000, with a mileage of just over 100 000km and first registered around three years ago.
Partially due to weaker stock availability (and other market factors), more buyers are acquiring higher-mileage vehicles and at higher prices.
At a brand level, most South Africans are loyal to established names, but there are signs that the German premium brands are receding, while Chinese brand Haval is on the rise.
At a model level, South Africans’ demand for old favourites remains strong, while some models (such as Nissan’s long-serving NP200) are growing in popularity. The highest new entry on the model ranking list is Haval’s smash-hit Jolion small crossover.
The latest data released by leading motoring portal Cars.co.za provides some fascinating insights into the year that was 2021.
“Looking at our headline numbers, most South African car buyers are still searching for cars priced in the R200 000 to R300 000 bracket,” says Cars.co.za Consumer Experience Manager Hannes Oosthuizen.
“The average price (for submitted enquiries) worked out to R236 900, which is slightly higher than the average in 2020. The R200 000 to R300 000 segment alone accounts for 20,6% of enquiries (also called “leads”) submitted on Cars.co.za during 2021, with the segment for cars priced between R150 000 and R200 000 slotting into second place, with a share of 16,34%.
“In third place is the R300 000 to R399 000 segment, with an 11,82% share of enquiries. Deeper analysis shows that higher-price segments have grown fairly significantly compared with 2020.”
Mileage appears to be less of a concern compared with previous years. The segment for vehicles with a mileage of between 100 000 and 194 999 km did, however, garner the most enquiries (20,33%) on Cars.co.za during 2021, and the average mileage was 109 600 km.
Interestingly, there was significant growth in terms of enquiries for vehicles with higher mileage (which at least partly will be stock availability-related). For example, enquiries for vehicles with a mileage between 150 000 km and 199 999 km grew from 11,13% to 12,97%, while requests for vehicles with mileages above 200 000 km rose from 7,28% to 9,1%.
In terms of vehicle age, the overwhelming bulk of enquiries were for vehicles first registered between 2014 and 2018, with vehicles from 2017 slightly edging out the other model years with a share of 8,7%.
“In other words, the used car sweet-spot remains about the same as before – a vehicle that is about 3 years old, with a mileage of just over 100 000 km and priced at around R240 000,” Oosthuizen adds.
South Africa’s favourite Used Car Brands
Based on overall enquiries, there has been little change in the Top 10 ranking of brands, says Oosthuizen, but a deeper dive does indicate that shifts are happening.
“It appears premium brands are slipping slightly, and there is significant movement from 12th place downwards. Remember, it takes time for newer brands to gain traction in the used-car space and for stock of older, discontinued brands/models to work their way out of the system.
That said, Suzuki’s move from 17th to 15th place and Haval’s leap from 30th to 22nd position are the stand-out changes, Oosthuizen notes.
What’s more, even though Chevrolet left the local market in 2017, it is still ranked 10th in terms of enquiries on Cars.co.za, mostly due to the sustained popularity of its Utility pick-up in the used market. The Chevy Ute was the 19th most-requested used vehicle on Cars.co.za last year.
“Interestingly, the budget-friendly Datsun brand slipped from 24th to 27th place, only one position ahead of Porsche,” he adds.
Top 10 Used Car Brands in SA 2021 (based on share of total enquiries on Cars.co.za)
1.
Volkswagen
17,68%
2.
Toyota
16,13%
3.
Ford
9,28%
4.
BMW
8,08%
5.
Mercedes-Benz
7,71%
6.
Hyundai
5,79%
7.
Nissan
4,81%
8.
Audi
4,68%
9.
Kia
3,06%
10.
Chevrolet
2,44%
The rise and fall of models
“Firstly, to provide some context, it is worth noting that there were more than 800 individual model types listed for sale on Cars.co.za last year, but the top 100 account for about 80% of enquiries submitted,” says Oosthuizen.
“As with brands, model rankings change quite slowly, as newly launched vehicles take some time to reach the used market in sufficient numbers to make a notable impact. Similarly, older vehicles that used to sell in large numbers when new, can remain popular for a very long time,” Oosthuizen says, again pointing to the Chevrolet Utility as an example.
The biggest mover in the Top 20 was the enduring Nissan NP200, which vaulted 5 places to 10th, while the biggest loser was the Ford Fiesta, which fell out of the top ten to finish 12th. The highest new entry on the list was the Haval Jolion, which, even though it was only launched in 2021, finished the year in a strong 133th place.
Top 10 Used Car Models in SA 2021 (based on share of total enquiries on Cars.co.za)
1.
Volkswagen Polo
6,54%
2.
Toyota Hilux
5,28%
3.
Ford Ranger
3,68%
4.
BMW 3 Series
3,39%
5.
Mercedes-Benz C-Class
3,32%
6.
Volkswagen Polo Vivo
3,24%
7.
Volkswagen Golf
2.78%
8.
Toyota Fortuner
2.12%
9.
Toyota Corolla
1.63%
10.
Nissan NP200
1.52%
Note that the Isuzu KB and D-Max are recorded as separate models, but as they are effectively the same product (the former’s name changed to the latter in 2018), one could argue that their enquiries should be combined. If that is done, the Isuzu actually leaps into 9th place overall.
RIP Ford Hatchbacks: Fiesta Dead in SA, Figo to Follow
Ford Motor Company of Southern Africa has confirmed that the Fiesta hatchback has been discontinued locally, while also clarifying the (equally bleak) future of the Figo range…
It’s official: the Fiesta is no longer available in South Africa, with Ford’s local division confirming the end of the line for the once-popular supermini. And it doesn’t end there. The Figo range – which comprises both hatchback and sedan derivatives – will soon be discontinued in South Africa, too.
The seventh-generation Fiesta touched down on local shores in mid-2018, while the facelifted version was revealed on the global stage in September 2021. If you were waiting for the refreshed Fiesta to make its way into Ford’s South African dealerships, prepare to be bitterly disappointed.
“We can confirm that Fiesta has been discontinued from the Ford portfolio in South Africa,” the company confirmed to Cars.co.za, without going into further detail.
While the seventh-gen model wasn’t quite as popular in SA as the strong-selling sixth-gen Fiesta (and did without the ST hot hatch, too), it nevertheless gave the Blue Oval brand the necessary presence in the B-segment. However, with production of the pre-facelift model having ceased, local stock has seemingly run dry, with the figure of 65 units registered in November 2021 falling to 28 in December, 15 in January 2022, and just 7 in February.
As a reminder, the last hot-hatch version of the Fiesta offered in South Africa was the 149 kW ST200, which was available in mid-2017 in limited numbers. The fresh-faced, three-cylinder iteration of the current-generation Fiesta ST didn’t ever make it to local shores, much to the disappointment of Ford Performance fans (who were still reeling from the news of the Focus ST’s local passing).
What about the future of the Figo in South Africa?
The Cologne-built Fiesta’s demise in SA leaves the Figo as the sole remaining Ford-badged hatchback, but it won’t be here for long. The Dearborn-based automaker’s local arm has furthermore confirmed that the Figo range (including the sedan variants) is on the chopping block.
“Figo is currently on run-out and will in future be discontinued from the Ford portfolio in South Africa,” the company told us.
Of course, this isn’t quite as surprising as the Fiesta news since production of the second-generation Figo at the company’s Chennai and Sanand factories in India ceased in 2021, with no replacement on the cards. A glance at the latest Naamsa figures suggests Figo stock is likewise almost depleted, with local sales dropping from 124 units in December 2021 to 81 units in January 2022 and 29 units in February.
The departure of the Fiesta and Figo follow the local discontinuation of the Focus range back in 2019, as part of Ford’s global strategy to move investment away from traditional passenger-car models (such as hatches and sedans) and towards the growing SUV, crossover, and bakkies segments. That said, with the locally produced Volkswagen Polo still moving appreciable volumes and the likes of the imported Hyundai i20 and Kia Rio (not to mention the smartly priced Suzuki Swift) continuing to do fairly well for their respective companies, we can’t help but feel the Fiesta’s demise is a little premature…
How will the Russia-Ukraine War affect SA car buyers?
The past few years have proven exceptionally challenging for the car industry. Now there’s another crisis, the Russia-Ukraine war and it has affected the production of a simple yet vital component called the wiring harness.
The car industry has been reeling for the past two years. First there were the Covid-19-triggered lockdowns, which disrupted countless businesses and their supply chains due to the shutdown of factories and ports. That was followed by microchip shortages that have impeded car manufacturers’ outputs… Many had to cut 10 to 20 percent of their production because they couldn’t get hold of enough of these tiny – but vital – components. Suffice to say the global car market was in a tailspin.
Recently, it looked like things were returning to normal; the chip shortage was easing and carmakers were looking forward to some sort of stability, until Russian troops invaded Ukraine. Another tailspin!
At the heart of the problem lies a decidedly unsexy automotive part known as the wiring harness. Modern cars contain kilometres of wiring (especially those equipped with a lot of technology). The wiring harness holds and guides the wires to where they need to go. When the rest of the car is stripped away, it looks like the human body’s system of veins or nerves – wiring goes everywhere.
In the greater scheme of things, it’s not a particularly high-tech piece of equipment, so why is it so important? The problem with the wiring harness is that it is custom-designed for each car model. It needs to twist and turn around each respective car’s tightly-packed components – sometimes with the finest of clearances. The harness for a Volkswagen Tiguan can’t simply be used in a Touareg.
Now, here’s the problem: Ukraine manufactures a large portion of Europe’s wiring harnesses and, because of the crisis, those components are either not being produced, or cannot be exported.
Michael Jacks, Director in European Automotive Research at BofA Securities, estimates that some 30% of European wire harnesses are sourced from Ukraine, and notes that various other supply shocks accompany the crisis. Russia is a major supplier of many of the raw materials needed in cars – aluminium, palladium and nickel, of which prices had already risen sharply before the invasion.
Jacks goes on to say that the share prices of European car manufacturers appear to be factoring in a 10 percent drop in revenues for the next year. Indeed, Europe’s car manufacturers are facing another bleak season. VW and BMW have already halted production at some plants. Others will likely follow.
What does this mean for the South African car market?
We will feel the pain too, but it will be unevenly spread. European car brands will be hit the hardest by the wiring-harness shortage, while some Asian car brands might be largely unaffected. However, the higher prices of those metals will drive up manufacturers’ production costs across the board.
In new cars, expect rising prices, continued shortages and, therefore, long waiting periods for stock. Manufacturers are scrambling to find supplies elsewhere, but for some models, this will take longer than for others. Luxury cars, with high-technology (i.e. extensive wiring), will likely suffer the most and South Africa’s top-selling luxury brands – BMW, Mercedes Benz and Audi – are European.
You can imagine how many kilometres of wiring is fitted to a state of the art electric car such as the Audi e-tron GT
On the used-car front, the impact of the Covid-19 pandemic has already caused an unprecedented shortage of used cars. Vehicles’ market values normally drop as they get older, but used-car prices have, if fact, risen. The getWorth/Cars.co.za like-for-like used-car price index shows this effect.
Jamie Surkont, CEO of car-pricing experts getWorth, explains: “After Covid-19 hit, the supply of new cars dried up, which caused buyers to migrate from new to used. At the same time, travel bans devastated the rental car industry, which severely reduced the flow of ex-rental cars into the market.
“The result was that there were more buyers chasing fewer cars. Inevitably, that pushed prices up. These are strong forces – the normal trend over a two-year period would be for like-for-like prices to drop by around 10% – instead, they have risen by that percentage.”
On the subject of what might happen in the used-car market in future, Surkont says: “We were expecting to see a normalisation in the used-car market in 2022, with a return to the longer-term price trends. This latest supply shock might mean continued rising prices, at least in certain market segments. Add in the potential for large fuel-price hikes, and we’re in for another volatile year.”
Hannes Oosthuizen, Cars.co.za’s Consumer Experience Manager, points to a recent Cars.co.za analysis of consumer interest in car brands in South Africa, which showed an increase in demand (based on the number of enquiries submitted via the motoring portal) for specific Asian car brands.
“Despite being launched only about a year ago, the Haval Jolion was the highest-placed new entry on the used-car enquiry list – based on leads submitted on vehicles stocked on Cars.co.za,” he says.
All these factors will likely combine to accelerate the inevitable change of the South African automotive landscape. “Based on our recent research, the German premium brands are already starting to slip a little in terms of popularity in the used-car space,” Oosthuizen continues.
“In these trying times, value for money is more important than ever before, but so is vehicle availability. At the moment, the Asian car brands appear to have the edge in both respects.”
2023 Mercedes-AMG GT Track Series is the most powerful yet
Move over Black Series, you’ve been replaced. This is the ultimate iteration of the Mercedes-AMG GT, but there’s an unfortunate trade-off…
When Mercedes-AMG released the Black Series for the GT sportscar range, we all thought that would be the pinnacle. Mercedes-AMG doesn’t readily release Black Series models as there’s prestige and reputation at stake. Anything with a Black Series badge is usually the most potent of that model line up.
Take the Mercedes-AMG GT Black Series for example. It loses the trademark V8 biturbo rumble that we’ve come to adore and thanks to a flat-plane crank, it loses that AMG sound. This is the only downside as the power bump was significant. 537 kW from 6 700 to 6 900 rpm and 800 Nm of torque from 2 000 to 6 000 rpm – which represent improvements of 107 kW and 100 Nm respectively on the Mercedes-AMG GT R (430 kW/700 Nm).
You’d think that would be enough right? Wrong. Meet the 2023 Mercedes-AMG GT Track Series. It’s based on the Black Series and has the same engine, but Mercedes-AMG has fitted new motorsport-grade fuel injectors, recalibrated the ECU and power has been bumped to 540 kW and 850 Nm. Power goes to the rear wheels via a new Hewland six-speed sequential racing gearbox.
The emphasis is on racing here and the 2023 Mercedes-AMG GT Track Series features tech from the car maker’s GT3 and GT4 racing versions. There are 4-way adjustable Bilstein dampers, steel brakes, 12-mode racing traction control, 120-litre fuel tank, and a stripped-out cabin.
There are more wings on this car than in airports with smart aerodynamics being the order of the day to both aid performance and cooling. Inside, it’s basically a proper race car with a roll cage, plenty of carbon fibre, 5-point racing harness, fire extinguisher system as well as a custom steering wheel and Bosch driving display unit as well as a data logger.
There will be just 55 units built to celebrate 55 years of AMG and this brings us to the downside. The 2023 Mercedes-AMG GT Track Series is only track legal and cannot be driven on a public road. With a price tag of €369,000 (R6 million), it’s not cheap, but you are paying for the performance and the privilege of owning the most powerful AMG GT.
Rumours of the death of the V12-powered hypercar have been greatly exaggerated as these spy shots show the 2023 Lamborghini Aventador. Here’s what we know so far.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer’s request, have watermarked them.
We’ve been covering the supposed demise of the V12-powered Lamborghini for some time. In fact, in May 2021, Lamborghini held a press conference detailing its electrification plans where it said the last two V12-powered vehicles would be revealed. There was no mention of anything for 2022, and what we see here is likely an electrified V12.
As if the standard Lamborghini Aventador is not powerful enough, electrification should take it even further down the hypercar road. The benefits are immense, not only will the vehicle have an instant torque boost, but if Lamborghini could engineer a pure electric mode, that’ll see it clear some taxing/emission hurdles.
Our spy photographers spotted this 2023 Lamborghini Aventador with yellow stickers on the sides, the giveaway that this model is indeed a hybrid. It’s still heavily camouflaged for now, but the headlights and tail lamps are clearly visible. Also note how gaping those air intakes are.
Power outputs are yet to be confirmed. The last iteration of Aventador was the LP780-4 Ultimae which had a 6.5-litre naturally-aspirated V12 delivering 574 kW and 720 Nm. With electrification in the mix, could we see 600 kW on the table with the 2023 Lamborghini Aventador?
The British carmaker is hard at work putting the finishing touches on the all-new 2023 Mini Cooper. Here we see a prototype joined by all generations of Mini Cooper in Sweden.
The yellow camouflaged vehicle you see here is the all-new 5th-generation 2023 Mini Cooper and it is a fully electric model. If you’re a fan of the rather excellent petrol engines, you do not need to be worried as they’ll continue to be offered for the all-new model.
Why are they in Sweden, you ask? There are many reasons actually. Firstly, the location is pretty remote and there’s little chance of prying eyes or masses of people. Secondly, there are purpose-built test centres owned by the car companies, complete with race tracks, snow-covered roads, and more. The cold conditions are also a good place to test insulation, engine durability as well as heating systems.
We suspect that most of the hard work has been done already and now the 2023 Mini Cooper’s driving characteristics are being refined with a focus on suspension, steering, and chassis setup. Strangely, as great as the petrol-powered Mini Coopers are, our time with the electric Mini was a grin-inducing affair. Despite its compromised range, it’s arguably the best-driving Mini in the city. If there ever was a brand whose products will be just as good with electrification, it’s Mini.
The good news is that Mini is promising the all-new model will still be great fun to drive and retain all the entertaining traits that have made owners fall in love with their cars over 4 generations. Mini is also working on a new Countryman which is said to grow in size and we reckon it’ll be similar in size to that of the BMW X1.
Although teased today, the new Mini won’t be going on sale until the latter half of 2023. If you can’t wait that long, a leaked image surfaced recently, giving us some idea of the styling.
With the arrival of a 7-seater variant of the popular Creta, Hyundai’s local crossover line-up has expanded yet again. Is the Grand Creta worth a look? Where does it fit in the Korean brand’s SUV range? We answer those and other questions here.
Ever since Hyundai introduced its 1st-generation Creta in Mzansi in 2017, the Korean brand’s compact family car/small(ish) crossover has been very popular in our market.
Now in its 2nd generation (which arrived here last year), the Creta still notches up quite a few sales every month, even though the competition (including the Kia Seltos, Haval Jolion and Toyota Corolla Cross) is now much tougher than it was 5 years ago. With a wide choice of powertrains on offer, there really is a Creta for everyone. Well, almost. What if you needed 7 seats or more luggage capacity than what the standard Creta offers?
Enter the Hyundai Grand Creta, a stretched version of the Indian-built Creta. The facelifted Hyundai Creta is due to touch down in SA in the next few months, and that model will be sourced from Indonesia.
To get from the standard Creta to the Grand Creta, Hyundai reworked its K2 platform. Compared with the Creta, the Grand Creta (known as the Alcazar in its home market) is 200 mm longer, fractionally taller, and has a 150-mm longer wheelbase. Frustratingly, the Korean brand’s spec sheet does not state a standard (5-seater configuration) luggage capacity; it does claim that when the 50/50 split rear seats (which are only suitable for seating children) are in use, the load bay will hold 180 litres, but that number balloons to a generous 1670 litres (of utility space) when the 2nd- and 3rd rows are folded.
The newcomer’s line-up follows a similar strategy to that of the standard Creta. The engines on offer are a 2.0-litre 4-cylinder naturally aspirated petrol unit with 117 kW and 191 Nm of torque and a 1.5-litre 4-cylinder turbodiesel motor that produces 85 kW and 250 Nm. The entry-level derivative has a 6-speed manual gearbox, while the rest of the range employs a 6-speed automatic transmission.
There are two levels of trim: Executive and Elite. The former includes automatic LED headlights, 17-inch alloy wheels, leather trim, touchscreen infotainment system with Apple CarPlay/Android Auto, reverse-view camera and wireless charging pad, while the Elite adds larger (18-inch) wheels, selectable drive modes, panoramic sunroof, keyless entry and push-button start, front and rear parking sensors, and 2 fold-down tray tables for the 2nd-row passengers.
An interesting feature is ventilated seats. Usually, we would expect heated seats, because they take the sting out of wintery conditions, but, given the sometimes sweltering summers we experience in the Republic, we’ve come to realise that seats with a cooling function are actually more appropriate for our market. A surprise omission on the Grand Creta, however, is a retractable luggage cover…
What’s the Grand Creta like to drive?
We’ve considerable experience of the Hyundai Creta (both generations of the model) and the Grand Creta, predictably, feels much the same to drive. During the media launch, we drove a Grand Creta 2.0 Elite automatic and the launch route comprised a fantastically diverse array of roads – the national highway, a mountain pass and plenty of gravel stretches.
It’s worth noting the Hyundai Grand Creta offers 200 mm of ground clearance and some trick “off-road” modes. While we’re sceptical of how effective electronic stability control-based trickery can be in aiding a front-wheel-drive family SUV on low-grip surfaces, there’s no doubting how useful that higher ride height is, especially if you often drive on poorly maintained roads – regrettably, many of us do.
The first thing we noticed about the newcomer was its punchy engine, which revs freely, but the engine note does tend to get a bit loud and coarse in extremis. We’ve become spoilt by the current generation of super-responsive small-capacity turbocharged engines, so the Hyundai’s “old-school” 2.0-litre naturally-aspirated motor initially disappointed us with its lack of low-down urge…
However, to extract urgent overtaking acceleration, all you need to do is rev the motor hard. The 6-speed automatic ‘box operates smoothly; both up- and down changes were executed without hesitation.
Overall, the Grand Creta’s driving experience is characterised by an overwhelming feeling of comfort and solidity. The 7-seat model does feel like it’s set up primarily for on-road refinement – the vehicle feels reasonably well assembled, although we did notice a couple of creaks when our knees pressed against the transmission tunnel.
When the evaluation route changed from asphalt- to dirt roads, we found the Hyundai’s suspension setup pliant; it absorbed most of the ruts and jarring jolts that would otherwise translate to the cabin.
By virtue of its longer wheelbase, the Grand Creta is a bit more composed on the rough stuff, Hyundai says, but we didn’t really notice a major difference between the on-road demeanours of the new model and its perenially popular 5-seater sibling. We’re sure that added ground clearance will come in handy when the Grand Creta’s used to mount pavements during frenetic Saturday morning shopping trips.
Summary
Like its 5-seater sibling, the Grand Creta offers a generous level of specification and a choice of good engines – it’s a solid, well-made product – but it has the added benefit of either two extra seats (for the little ones) or an even more capacious load bay. With the entry-level derivative of the stylish, more upmarket (and slightly bigger) new Hyundai Tucson only retailing for R10k more than the mid-range Grand Creta 1.5 Executive Diesel AT (March 2022), we’d suggest that the best value in the range lies in the 2.0-litre petrol Executive versions.
Still, if spaciousness and the ability to transport up to 6 passengers in pinch is what you’re looking for from a compact family car, Hyundai’s newcomer clearly fits the bill. We’re keen to put the model’s additional practicality to the test soon, but based on our first impressions, the Hyundai Grand Creta is likely to propel the Creta range to even greater local-sales success.
How much does the Hyundai Grand Creta Cost in South Africa?
All Creta derivatives are sold with a 7-year/200 000 km manufacturer’s warranty, 4-year/60 000 km service plan and roadside assistance for 7 years or 150 000 km.
New Ford Ranger’s V6 Turbodiesel Outputs Confirmed
Ford Motor Company of Southern Africa has confirmed the peak outputs of the 3.0-litre V6 turbodiesel that will power the new Ranger and Everest…
When Ford revealed the new Ranger late in 2021, it confirmed plans to add a 3.0-litre V6 turbodiesel to the range. Now the South African subsidiary of the Blue Oval brand has finally announced the peak outputs of this oil-burning 6-cylinder engine, ahead of the new Ranger’s launch later in 2022.
The V6, which will also be offered at the summit of the new Everest line-up, produces healthy peak outputs of 184 kW and 600 Nm. Ford claims the compacted graphite iron from which the block is fashioned is “around 75% stronger and 75% stiffer” than the iron used in traditional arrangements. The turbodiesel 6-pot will be paired with Ford’s familiar 10-speed automatic transmission.
“We’re offering this engine specifically because some customers told us they wanted more power and torque for towing and extreme off-roading,” said Pritika Maharaj, Ranger and Everest program manager.
“The 3.0-litre V6 turbodiesel delivers. When you drive a Ranger with the V6 turbodiesel, it feels like a much bigger truck. And it feels strong in the sense that it’s got plenty of power and torque, which is exactly what our customers told us they wanted.”
Of course, this engine shouldn’t be confused with the 3.0-litre V6 EcoBoost turbo-petrol lump reserved for the flagship Ranger Raptor.
Rejigged engines and gearboxes
So, what about the rest of the engine line-up? Well, the long-in-the-tooth 3.2-litre, five-cylinder turbodiesel, as well as the entry-level 2.2-litre four-pot, will seemingly fall away, with the single-turbo version of the 2.0-litre turbodiesel set to be offered in two states of tune (both down on the current version’s 132 kW and 420 Nm).
The first will make 110 kW and 350 Nm, while the higher-output version will generate 125 kW and 405 Nm. Interestingly, these engines will be available with either a 6-speed automatic transmission or a new 5- and 6-speed manual gearbox.
The 2.0-litre bi-turbo oil-burner (familiar from high-spec versions of the current Ranger, including the outgoing Raptor), meanwhile, will also carry over to the new range, but its peak power will fall slightly to 155 kW (down two units), with maximum torque remaining at 500 Nm. Like the V6, this powerplant will ship standard with a 10-speed automatic transmission.
R600m investment in Struandale engine plant
The Ford Ranger is one of South Africa’s automotive industry success stories. And in anticipation of the new version, Ford has been investing massively in its local production assets.
FMCSA runs an interesting production system for the Ranger, with final assembly in Pretoria and engines being built at the Struandale plant, in Gqeberha. Although it seems strange to build engines so far away from a core final assembly plant, Ford has made it work. And it is spending R600-million to ensure that the new Ranger, with its greater powertrain complexity, remains a local assembly success.
The new Ranger will present a total of 13 engine and gearbox choices – four more than the current bakkie product portfolio. To ensure that FMCSA has ample supply of each, tooling at the Struandale plant is being radically updated. It is an exciting project, with Struandale switching from producing only in-line engines, to adding a V6. The most significant engine update for the new Ranger is the 3.0-litre V6 turbodiesel, which is where most of the investment is going.
The Struandale plant will add the V6 to its production matrix while discontinuing the 3.2-litre five-cylinder engine. How many engines will the upgraded Struandale plant produce for the new Ranger? Capacity is scheduled to increase from 320 to 445 engines per day, allowing for a maximum build inventory of 120 000 diesel engines per year.
At the reveal of the new Ranger in late November, it was unclear which engines would be available to South African buyers when it officially launches in Q2 2022. This localised engine build of the V6 clears things up slightly and all but confirms that SA will get a V6 Ranger in some form or other (it may just be for the Raptor, however).
This announcement will also please current Amarok V6 owners, who were uncertain whether a V6 would be available in the upcoming T6.2 model.
