The wagon lives! Sleek Audi A6 Avant e-tron concept revealed
Audi has whipped the covers off its new A6 Avant e-tron concept, previewing an upcoming all-electric production model and confirming the wagon shape is still very much alive in Ingolstadt…
Worried the automotive industry’s shift towards electric vehicles will spell the end of the road for the largely underappreciated wagon body style? Well, fear not, lovers of long roofs. The new Audi A6 Avant e-tron concept has been revealed, resplendent in Neptune Valley grey paint and offering a look at a future production battery-powered model.
Described as more than “just a simple design exercise”, the new A6 Avant e-tron concept hits the stage around a year after the unveiling of the Sportback equivalent (and shortly after Audi South Africa’s electric assault on the local market). Like that concept, the newcomer employs an electric drive system based on the upcoming Premium Platform Electric (PPE) platform, a modular architecture being developed by Audi with Porsche.
Break out the measuring tape and you’ll find the A6 Avant e-tron concept is 4 960 mm long and 1 960 mm wide, while standing 1 440 mm tall, making it roughly the same size as the current, combustion-engined A6 Avant. As you might be able to tell simply by looking at it, the Ingolstadt-based firm says the sleek show car boasts an aerodynamic value that is “unprecedented” in the electrified C-segment.
Audi claims that slipperiness through the air helps the concept deliver a single-charge range of up to 700 km (depending on the derivative, of course), with the flagship performance version completing the obligatory 0-100 km/h sprint in “well under 4.0 seconds”.
The A6 Avant e-tron concept follows the reveal of the A6 Sportback e-tron concept from almost a year ago.
A pair of electric motors – one on each axle, resulting in all-wheel drive – offers peak outputs of 350 kW and 800 Nm, while 800-volt charging technology means the battery (which has a capacity of “around 100 kWh”) can be rapidly replenished with up to 270 kW at fast-charging stations. According to the German company, this enables charging times “close to a conventional stop to refuel a car powered by a combustion engine”. In fact, Audi claims around 300 km of range can be added in 10 minutes when docked at a fast-charging station.
Of course, by virtue of the fact it’s an estate car, the A6 Avant e-tron concept offers oodles of cabin space, with Audi claiming the lengthy wheelbase allows a “longer interior and more legroom in both rows of seats”. In addition, the positioning of the battery pack, the distinct lack of a combustion engine and the absence of a traditional transmission tunnel result in even more room inside.
“With the Audi A6 Avant e-tron concept, we are offering a completely tangible look at future production models on our new PPE technology platform,” said Audi Board Member for Technical Development, Oliver Hoffmann.
“We’re not just electrifying the Avant’s successful 45-year history. What we want most of all is to use technical skills to add an exclamation point. In particular, this includes powerful 800-volt technology, 270 kW of charging capacity, and a WLTP range of up to 700 kilometres,” Hoffmann concluded.
Aston Martin V12 Vantage Unleashed with 515 kW
It is the end of the road for the compact British sportscar, but thanks to its huge engine, it will be the fastest version yet. This is the Aston Martin V12 Vantage.
Thanks to electrification, supercar companies are having to rethink things and develop new platforms and new powertrains. Unfortunately this means that many current models are being put out to pasture. The Aston Martin Vantage is one such vehicle. However, before its retired, the British carmaker has given it an enormous engine, special aerodynamics and other enhancements.
This is the Aston Martin V12 Vantage and it is powered by a 5.2-litre V12 with twin-turbochargers. A colossal 515 kW and 753 Nm are on tap, which is 140 kW / 68 Nm more than the standard V8 Vantage. Performance is quick, with a 0-100 kph dispatched in a claimed 3.4 seconds. A top speed of 322 kph puts it amongst supercar royalty.
It’s not just about a large engine, as the Aston Martin V12 Vantage has been put on a diet in order to maximise its power-to-weight ratio and improve handling. There’s extensive use of carbon fibre, a lightweight battery and a lightweight twin exhaust setup mounted centrally. This exhaust alone is 7.2 kg lighter than the standard plumbing.
Power goes to the rear wheels via the same 8-speed automatic that is found in the V12 Speedster, with Aston Martin claiming this transmission is calibrated to be responsive yet more refined than a dual-clutch setup. An adaptive damping suspension has been fitted, which should allow for both comfort and direct handling.
The suspension has also received a makeover with stiffer springs at the front and rear, stiffer anti-roll bars and body stiffness increased by 8%. A limited-slip diff, revised steering setup, carbon-ceramic brakes and trick aerodynamics further enhance its dynamic abilities.
So, can you get one? The Aston Martin V12 Vantage will be limited to just 333 units, but the company says demand for the vehicle has been astronomical with every unit already reserved. There’s a waiting list too, and there’s hope that Aston Martin may make a few more to satisfy demand. Customers should be receiving their cars from the 2nd quarter of 2022.
The Cape 1000 – First Running of South Africa’s “Most Beautiful Drive”
The inaugural The Cape 1000 took place last week and while the 1 600 km route and excessive heat posed a challenge for the drivers and their navigators, the cars brought the spectacle to some of South Africa’s most beautiful driving roads.
Photographer credit: Jono Nienaber, Devin Paisley, Dieter Pey, Duwyne Aspeling
When The Cape 1000 convoy of nearly 40 spectacular cars, the oldest of which dated from 1956, returned to the Silo Hotel in the V&A Waterfront, Cape Town, it was to rapturous applause from a large crowd of appreciative petrolheads and intrigued, smartphone-toting passers-by. Throughout the preceding four days, these rare cars travelled vast distances and endured extreme heat and thunderstorms, while their drivers and navigators had to sustain long periods of concentration during timed regularity stages. But they also had the time of their lives…
“It was extremely tough,” says Cars.co.za’s Ciro de Siena, who drove a 1967 Citroën DS.
“On average, we did 400 km a day, without air-conditioning (which we take for granted these days) and the regularity stages really required you to be very alert. Duwyne Aspeling, my navigator, did an excellent job! But all the sweat and fatigue is worth it in the end, as you get to see our beautiful country, swap stories with other petrolheads, and make memories that will last a lifetime. If you’re a petrolhead, then The Cape 1000 simply has to be on your bucket list!”
Ross Crichton, who founded The Cape 1000, is justifiably pleased with how the event was run.
“It still needs to sink in,” he says. “I’ve done many motoring events before, but I have never experienced such a positive response, from the participants and public alike, as I did with The Cape 1000. The organising team did an incredible job.”
What is The Cape 1000?
Ciro De Siena and Duwyne Aspeling pilot a Citroen DS19 to victory in the Classic Class.
The Cape 1000 is a classic and exotic car rally inspired by some of the world’s most famous and historic motoring events. It is run in four classes: Tribute (1927-1957), Classic (Pre-1977), Modern Classic (1977-1996) and Sports Car (1997-2022). As the event’s name suggests, it is run over a 1000 miles (1 600 km) over the course of 4 days, with 60% of the route consisting of “grand touring” and the remaining 40% comprising challenging regularity stages, during which navigators and drivers have to work closely together and meticulously follow the stage’s timing and speed instructions to achieve success and, hopefully, score some points. So, it’s not a race, but certainly still a challenge, one which is won through consistency, reliability and accuracy.
The Cape 1000 kicked off in a most vibrant fashion at the V&A Waterfront on Wednesday, March 9th 2022. If you consider yourself a petrolhead, then the sight of a stunning Porsche 550 Spyder recreation mixing it with the likes of an almost priceless Mercedes-Benz 300SL roadster and the latest McLaren 720S must surely stir the soul…
Four days of braving the elements
The Cape 1000 route includes some of South Africa’s most scenic driving roads.
The route initially wound its way around the Peninsula, taking in the spectacular Chapman’s Peak Drive, before heading for Gordon’s Bay and the stunning Clarence Drive along the coast.
A temporary cafe was set up along the route on each day to give participants an opportunity to stretch their legs… and for the venerable classic cars’ engines to cool down.
From Clarens Drive participants toured to Hermanus before heading inland for some Winelands scenery and then sweeping back to the coast for the first overnight stop. Already on the first day it was clear that the high temperatures would create problems for some of the older cars. The 1957 Austin-Healey 100/6 driven by Greg Marucchi and Hannes Oosthuizen overheated twice, but the crew managed to complete the first day nevertheless, in 7th place overall.
Day Two took participants from Hermanus inland to the towns of Bredasdorp and Swellendam, over the stunning Tradouw Pass, through Villiersdorp and over the iconic Franschhoek Pass to the overnight stop. It was another tough day for the older cars, with the distance of 474 km made all the more difficult by high temperatures and a multitude of hills to ascend.
It was also during this day that the camaraderie of this event was on display, when the De Siena/Aspeling crew in the Citroën DS could not get the French car going again after the refuelling stop. Matt Kreeve, driving his Concours-condition Porsche 356 stopped and quickly found the problem (a loose distributor cable) and the “Goddess” was swiftly on its way again.
The Tradouw Pass was a favourite among the participants, and to hear the engine sounds of V12-powered Ferraris and Lamborghinis bounce off its cliff faces was music to the ears of the petrolheads enjoying a lunch break at the day’s Cape 1000 Cafe, situated halfway up the pass.
The passes of Day Two were again proving problematic for the older cars, however, with the Austin-Healey overheating twice; it required a tow to a refreshment stop after grinding to a halt on a hill near Villiersdorp. A battery change got it going again, but the niggles soon returned, with the British sports car only just managing to crest the Franschhoek Pass and then freewheeling into town. It appeared as if The Cape 1000 had claimed its first victim.
Contestants had the opportunity to take their precious metal around the Killarney raceway.
Day Three saw participants travel back to Cape Town for a few laps of the Killarney racing circuit. The Healey had been fixed again (distributor) and was in the queue to go around the track. For many of the participants it was their first opportunity to drive their cars on a racing circuit, and while the Italian and German exotics looked at home blasting around the track, the same could not be said of the older cars – particularly a ‘67 Citroën DS gliding down the main straight in pursuit of a 1969 Porsche 911 S driven, rather vigorously, by Michelle Hambly-Grobler.
From Killarney, the route took participants into the Swartland, and a new challenge could be seen on the horizon – massive thunderstorms! Pouring rain, howling winds and lightning strikes made the going rather tough for particularly the older cars, but The Cape 1000’s mechanic always managed to get the cars going again. It was on this day that three of the Tribute category cars encountered problems – the MG and Austin-Healey ran out of fuel, and the Triumph suffered from fuel starvation. Drenched and exhausted, the cars’ crews made it to the end but, sadly, the beautiful Mercedes-Benz 300SL had to retire due to a clutch problem.
The last overnight stop was at Shelley Point in St Helena Bay, with the convoy leaving for Cape Town after another loop of the Swartland area and more regularity stages. Again, temperatures soared and some cars showed signs of “fatigue”. A punctured radiator eliminated one of the Lamborghini Huracans, while the beautiful Jaguar XK150’s steering failed (thankfully at low speed).
When the colourful convoy reached the cooler climes of Cape Town it seemed every petrolhead in the Mother City was awaiting them. Motoring enthusiasts, young and old, were out in force to support and wave The Cape 1000 participants through to the finish line at the V&A Waterfront.
The winners
Stuart Kidgell and Dawie de Villiers took the overall win in an Alfa Romeo GTV6 3.0.
While The Cape 1000 is more of an experience than a competition, points were scored in the regularity stages, and the prize-giving ceremony on the last night was anxiously awaited.
The results were as follows;
Tribute Class – Overall Winners: Greg Marucchi & Hannes Oosthuizen (Austin-Healey 100/6)
Classic Class – Overall Winners: Ciro de Siena & Duwyne Aspeling (Citroën DS19)
Modern Classic Class – Overall Winners: Stuart Kidgell & Dawie de Villiers (Alfa Romeo GTV6 3.0)
Sports Car Class – Overall Winner: “Hollywood” (Lamborghini Murcielago)
Cape 1000 Overall Winners: Stuart Kidgell & Dawie de Villiers (Alfa Romeo GTV6 3.0)
Spirit of the Cape 1000 Award (as voted for by participants): Michelle Hambly-Grobler (Porsche 911 S)
“We want to thank our sponsors and participants for supporting us in this first-ever event,” says Crichton. “Interest in next year’s event is already being expressed by enthusiasts who didn’t participate this year, so we’re confident that The Cape 1000 will go from strength to strength in years to come and become a highlight of the South African automotive calendar.”
The Cape 1000 was sponsored by Cars.co.za, SCL Travel, Silvercrest Super Car Insurance and Mix 93.8FM.
World Car Awards 2022 – Top 3 Finalists Announced
The top 3 finalists in the running for each of the various categories at the prestigious World Car Awards 2022 have been announced. Let’s take a look at which vehicles have qualified…
The organisers of the World Car Awards have revealed that the list of 10 finalists gunning for the overall 2022 World Car of the Year title has been whittled down to just three. In the process, it has been confirmed the winner will be electric since the three finalists are the Ford Mustang Mach-E, Hyundai Ioniq 5 and Kia EV6. Of course, this won’t be the first time the overall victor takes the form of a battery-powered car, with the Volkswagen ID.4 having claimed the trophy in 2021.
In addition, the top three finalists in each of the competition’s five sub-categories have also been confirmed now that the jury of 102 distinguished international automotive journalists – including Cars.co.za’s very own Hannes Oosthuizen – has cast its vote. The winners will be announced at the 2022 New York International Auto Show on 12 April 2022.
Why high-performance BEVs will never be loved like an RS4
Battery-electric vehicles (BEVs) are capable of incredible levels of performance, but if you’ve driven one, you’ve driven them all. To put it bluntly, they lack character.
If you claim to be a true car enthusiast, you never talk about cars in terms of model names and the year in which they were produced. No, any discussion is shaped by quoting internal company reference codes, such as “E30” (BMW), “B7” (Audi) and “W204 (‘Benz)… And for those most dedicated purists, the debate about which car is best often relies on engine codes. But does any of this matter, anymore?
At some point during the mid-1990s, while the British car industry was floundering and the only Italian brand producing something close to a family supercar was Maserati, the Germans saw an opportunity.
Audi, BMW and Mercedes-Benz realised that by investing in large-displacement engines capable of producing enormous power, they could sell many high-margin sedans, station wagons and SUVs.
Suffice to say, from the late 1990s onwards, upper-end German family cars were fast enough to tail exotic Italian supercars. And they produced all manner of spectacular sound effects. This combination of tuned acoustics and dramatic throttle response created the legend of the Audi RS4 and RS6, BMW M3 and M5 and more “63 models” than Mercedes-AMG’s online configurator could handle.
Jaguar tried to recreate the German approach with supercharged V8s. As did General Motors, with its Cadillac CTS-V. Lexus sourced a Yamaha-made 5.0-litre V8 and built it into the IS business-class sedan to create the IS-F. But demand for German high-performance family cars and SUVs, especially, continued at a searing pace deep into the 2010s. They were built on the premise that nobody could make a V8 that sounded quite as good, and was equally driveable in traffic or at breakneck speeds, as engineers who lived and worked in the south of Germany.
Is there an EV substitute for cylinder count?
Audi has gone all-in with its EV product initiative. But can any of the e-trons compare to this engine for driver engagement?
But what happens now? Those German V8s pivoted from atmospheric induction to turbocharging (and downsizing) a decade ago and are now disappearing altogether. The promise is that 4- and 6-cylinder petrol-electric hybrids will be superior in all aspects of performance. But nothing even the most gifted German engineers can do will make a 4- or 6-cylinder hybrid powertrain sound as distinctive as a V8.
And hybrids are perhaps an intermediary measure, given that full-electric powertrains are the destiny of most high-performance brands. And in the market for terrifically expensive and very rapid high-performance BEVs, what will distinguish one model’s driving experience over that of another?
There was a poignant moment in the mid- to late-2000s when Audi, BMW and ‘Benz all fielded cars with 8-cylinder engines, but although they performed largely similar roles, they were remarkably different to drive. The Audi RS4 (B7), BMW E9x M3, plus the W203 and W204 Mercedes-Benz C63 AMG were powered by naturally-aspirated V8s with varying capacity, internal geometry and “revability”.
AMG (now known as Mercedes-AMG) opted for a larger displacement engine in the W204-generation C63, which, at 6.2-litres (its predecessor had a 5.4-litre motor) produced its peak power at 6 800 rpm. Audi and BMW’s V8s were closer in terms of engine capacity (4.2- and 4.0-litres respectively) and developed maximum kilowatt at close to 8 000 rpm.
In engine design, the limits of mechanical engineering narrow to broadly similar conclusions, but those engines sounded very different and delivered unique driving characteristics in their respective models.
Besides, compared with BEVs, petrol-engined cars have multiple gears and differing ratios. Multi-ratio transmissions further enhance specific responsiveness at any given speed and throttle input.
16 000 rpm with an electric motor – it just doesn’t feel that special
You can have the best speakers inside that cabin to create artificial noise, but nothing compares to four exhaust ends.
But how do you transfer the differentiation of golden era RS4, M3 and C63 to any EV platform with a single-gear transmission? Electric motors all produce instantaneous torque and spin to dizzyingly high shaft speeds – way beyond 10 000 rpm, in fact. This is why they feel so similar to drive – whether they’re configured as high-performance machines or family crossovers.
Linear power delivery is core to the traditional performance car driving experience. You build towards a power peak across a generous rev-range. That is why 8 000 rpm in a Porsche 911 GT3 feels a lot more of an occasion, than 16 000 rpm in a Taycan. The choice of trailing a throttle into corners added another dimension of engagement to the driving dynamics of a naturally-aspirated V8 performance car.
With an EV, performance is abundant – but immediate. There is no linearity. And with top speed limiters very much a reality (to conserve battery power), the appeal of a high-performance EV is squeezed into a very narrow channel of expression, where average EVs aren’t much slower from 0-100 kph.
V8 engines felt special. Electric motors are everywhere.
AMG built its entire business on V8s. Engines were considered so crucial to the marketing effort, they even featured a builder’s plaque.
And they sound, well, we know they sound like nothing much – at all. That removes a significant portion of what made a V8-engined performance car so mechanically intoxicating to drive.
Cartoonish torque outputs might make high-performance BEVs terrifically potent at 0-100 kph gamesmanship, but they can never replicate the acoustic drama of a V8 engine. And even the best set of speakers and trick sound mastering cannot substitute the uninspiring whirr of an electric motor.
The experience of listening to a vinyl record on a turntable isn’t very efficient. The turntable and record take up a lot of space – and materials to make. Much less, the power to turn it all. But you’d always prefer listening to your favourite music on vinyl, compared to an iPod.
A similar logic applies to using an electric heater instead of a fireplace. The latter is smoky and wasteful but inarguably more characterful – and the reason why homes with fireplaces command a premium.
There are way too many EVs that can calmly run incredible 0-100 kph numbers
Taycan is brilliantly engineered. But there are battery-powered double-cabs that promise similar power and acceleration.
One should never underestimate the potential of software development with regard to electric motors. Engineers will make electric motor advances with more exotic materials and magnets. But those benefits will be applied to all electric motors, as efficiency gains aim to maximise battery range.
For internal-combustion product teams, the most intricate valve-timing systems and low-friction engine internals were only applied to top-end derivatives. Not shared throughout the product matrix.
But at the moment, it is challenging to imagine a world where three or four legacy automotive brands will be capable of producing vehicles that compete with each other – and offer discernibly different driving experiences, judged on their electric motor responses. The golden era RS4/M3/C63 scenario is very unlikely in a high-performance BEV product segment.
Engine legacy will soon count for nothing
I fear the market for high-performance vehicles might be undone by the very potent 0-140 kph performance that most battery-electric family cars will offer by 2024…
Volvo is a brand unbothered by any legacy of high-performance crossovers or SUVs. And its recently introduced XC40 P8 Recharge has twin electric motors producing a combined 304 kW and 660 Nm.
The XC40 P8 Recharge is said to run 0-100 kph in 4.9 seconds. That is the calibre of performance that will allow the Volvo to comfortably tailgate a BMW X3 M Competition. All that from a Volvo crossover that isn’t trying to be a performance vehicle, but happens to be one, by virtue of electrification. What is BMW’s only real claim of superiority over the Volvo, in terms of driving experience? The soundtrack.
The only way for brands to retain customers who bought into a visceral driving experience, enabled by fantastic V8 engines, would be to deliver the opposite to what electric cars are struggling with most – excess weight. And with each new BEV reveal, that appears to be the least of electromobility-championing manufacturers’ priorities.
Hyundai i20 N Line (2022) Price Announced
Hyundai is about to add some sporty flavour to its compact hatchback offering. Here’s pricing and some early details of the Hyundai i20 N Line.
Now before everyone gets excited, what you see here is not the fully-fledged Hyundai i20 N ready to take on the Volkswagen Polo GTI. From what we understand, Hyundai SA is still trying to build a case of the hot hatch, but the issue is that the SA-spec i20 is sourced from India, while the hot hatch model comes from a European factory, and is thus subject to different taxation and duties.
The i20 N Line is the next best thing and while there’s no potent under the bonnet, prior experience with the 1.0-litre turbocharged 3-cylinder petrol engine indicates it’s surprisingly nippy. Outputs of 90 kW and 172 Nm are on offer, with power being transferred to the front wheels via a 7-speed dual-clutch transmission. Performance is claimed at 9.9 seconds for the 0-100 kph sprint.
Hyundai’s i20 N Line can be spotted with sportier exterior trim and wheels, while the cabin should get sportier seats and some red trim on some elements. We’ll confirm more details as soon as we get them.
The vehicle you see here is the European-spec Hyundai i20 N, but from what we can see on the data, the SA model will run on 16-inch alloys wrapped in 195/55 rubber.
As far as features go, the sportiest i20 will come with a sunroof, leather upholstery, 6 airbags, climate control, USB ports at the front and rear, a large infotainment screen with Apple CarPlay and Android Auto connectivity, auto lights, auto wipers, xenon lights, rear park distance control with a reverse camera to name but a few.
We’re expecting the new Hyundai compact hatchback to be launched in the next month or so.
Who’s winning the small crossover sales race in SA?
Small crossovers have become big business in South Africa and the sales battle towards the summit of the segment is closer than ever. Let’s take a look at how the top performers have fared in 2022 so far…
Not many automotive segments have enjoyed anything even approaching appreciable growth over the past couple of years in South Africa, but there is one that stands head and shoulders above the rest (despite the relatively diminutive stature of the vehicles in question). Yes, we’re talking about the entry-level crossover corner of the market.
A few short years back, your options when shopping for a pint-sized crossover were exceedingly limited. But that’s no longer the case. While Indian-built, sub-four-metre crossovers dominate this part of the market by sheer number, there’s also a popular model imported from Europe (and a progressively popular one from China, too). In short, buyers are spoiled for choice.
So, what happened in the first two months of 2022? Well, we’ve rummaged through Naamsa’s detailed sales figures, applied a little basic arithmetic and identified the strongest year-to-date sellers in this broader category.
Thanks to a particularly convincing performance in January, the Toyota Urban Cruiser tops the table with a whopping 2 381 units registered in the first two months of the year. South Africans really have taken to this Suzuki-built crossover.
Considering the Volkswagen T-Cross bears the highest base price here (and is shipped over from Spain), it’s fascinating that this model places second with a year-to-date tally of 1 771 units. That’s more than enough for it to hold steady as VW SA’s top-selling imported model.
The Chinese-built Haval Jolion (1 599 units) grabs a highly credible third place, with more than 1 000 units registered in January 2022 alone, when it breached the four-figure mark for the first time in South Africa. The Ford EcoSport claims fourth in the year-to-date sales race with a total of 1 394 units. Despite its advanced age, the EcoSport continues to put in impressive sales performances for the Blue Oval brand’s local division, effectively doing all of the heavy lifting in the company’s largely stagnant passenger-vehicle range.
Meanwhile, the Suzuki Vitara Brezza slots into fifth place with a total of 1 222 units. Though that’s only a little more than half of the Urban Cruiser’s effort, it’s interesting to note that the gap between the two Maruti-built models has narrowed somewhat over the past few months. Still, as we’ve pointed out before, there’s clearly something to be said for the sheer power of the Toyota badge in the South African market.
Sixth spot goes to the Hyundai Venue (1 108 units), which was one of the first of these modern baby crossovers to make local landfall back in late-2019, while the Nissan Magnite (781 units) and Renault Kiger (721 units) twins are separated by a mere 60 units in seventh and eighth, respectively. The Kia Sonet (312 units) takes ninth place, though we expect that figure to grow when the long-rumoured 1.0T derivatives (perhaps even in conjunction with a fresh flagship GT Line trim level) are eventually added to the range down the line. Finally, the Honda WR-V (73) closes out the top 10 (note, we decided to exclude the likes of the Mahindra XUV100 Nxt and Suzuki Ignis from this exercise based on how small they are, and likewise felt the 4×4-equipped Jimny didn’t really play in this space).
10 best-selling small crossovers in South Africa: January and February 2022
The Toyota Starlet Facelift was revealed earlier today. Here’s what’s changed, plus an estimated arrival time in SA.
In case you were not aware, the Toyota Starlet is one of many products which are the result of a collaboration between Toyota and Suzuki. Essentially, it’s a badge-engineering exercise, with the mechanicals being mostly Suzuki. Products like the Suzuki Vitara Brezza and Suzuki Ertiga have Toyota-badged equivalents, while the Toyota Corolla Sports Tourer and RAV4 now have Suzuki equivalents. The Suzuki Baleno is the Toyota Starlet.
These are not official press images, but low-res examples that appear to have been sourced from a brochure.
Back to the Starlet. Badged as the Toyota Glanza in India where it is made, this compact hatchback arrived in SA as a replacement for the ageing Etios. It has been a solid performer in the sales charts, with over 1000 units sold every month.
Visually, the Toyota Starlet Facelift gets a bold new look with an updated front grille with chrome detailing, redesigned LED project headlights, new-look front bumper, new LED tail lights and redesigned 16-inch alloy wheels. Inside, the cabin gains a two-tone black and beige interior theme with gloss back inserts on the dashboard.
There’s a new 9-inch touchscreen that supports Apple CarPlay and Android Auto, but Toyota has also fitted a voice assistant that can be activated by ‘Hey Toyota’. Other noteworthy features are the 360-degree camera, automatic climate control, heads-up display and rear air conditioner vents. As far as safety features go, there are up to 6 airbags, hill-hold assist, anti-lock brakes, and reverse camera to name but a few.
As far as engines go, the Indian-spec Toyota Starlet Facelift comes with a 1.2-litre petrol engine which produces 65 kW and 113 Nm. Power goes to the front wheels via a 5-speed manual gearbox, with the option of a 5-speed AMT.
We suspect that our market won’t get this engine, based on Suzuki SA confirming the new Baleno’s engine to be a more powerful 1.5-litre naturally-aspirated 4-cylinder engine now delivering 77 kW and 138 Nm.
Now the race is on to see which car company will get its product to South Africa the quickest. Suzuki SA has said its updated Baleno will be hitting showrooms in June 2022. We suspect the Toyota Starlet will be arriving at a similar time.
Volvo South Africa sees great potential in the ability of a plug-in hybrid to offer an appealing compromise between an internal-combustion-engined car (with its long-distance touring ability) and the inevitable progress towards sustainable e-mobility. We sampled the T8 Recharge derivative of the brand’s top-selling XC60.
Volvo Cars’ decision in 2021 to systematically discontinue global production of its turbodiesel engines could have delivered a hammer blow (sorry, obligatory Thor joke) to markets that rely heavily on this type of engine. In South Africa, for example, turbodiesel derivatives have accounted for 65% of Volvo’s passenger-car sales in recent years. The positive news for this effortlessly sophisticated Swedish brand, however, is that its contingency plan of offering a comprehensive range of electrified drivetrain solutions seems to be paying off… Volvo’s South African subsidiary’s monthly sales figures are currently (recorded in February 2022) tracking even higher than they were during a purple patch that the premium brand experienced at the beginning of 2021.
With a published target of selling only all-electric models by 2030, Volvo sees great potential in its portfolio (of both mild- and plug-in hybrid models) to provide a compelling interim solution for markets that are not quite ready to adopt an all-electric future (South Africa is most certainly one of them, despite a recent spate of battery-electric vehicle introductions in our market, with more to come soon). A global sales success since its introduction in 2018, the second-generation XC60 is perhaps the best, um, vehicle, to introduce Volvo’s idea of a genuine (plug-in) hybrid drivetrain technology to the Republic.
What’s new for the XC60?
The XC60 T8 Recharge offers a genuinely useful real-world EV range with a backup in the form of a petrol engine.
Along with a subtle facelift of this most pivotal model for the brand, the Swedish executive SUV range gains a compelling new entry-level B5 derivative (priced from R750 000), the option of an updated mild-hybrid drivetrain, which includes a supplementary 48V battery system, and a plug-in hybrid flagship derivative. The latter – the all-wheel-drive XC60 T8 Recharge – comes equipped with a new three-layer lithium-ion battery pack that offers up to 77 km of genuine all-electric mobility, replete with the peace of mind of a 2.0-litre four-cylinder turbopetrol motor that’s primed to come into play when needed.
XC60 T8 Recharge
The XC60 T8 Recharge can be charged via a port above the front wheel arch.
As explained by the managing director of Volvo Car South Africa, Greg Maruszewski, the “EV with a back-up plan” consists of a 2.0-litre turbopetrol engine (offering a not-insignificant 233 kW and 400 Nm) that works in tandem with an 18.8-kWh battery and 107-kW electric motor mounted to the car’s rear axle. Via a somewhat clumsy drive-mode selection process (but more about that later), the vehicle can be “locked” into a Pure mode for all-electric driving for as long as the battery holds sufficient charge – or until the T8 Recharge’s driver requires more performance than is available from the e-motor. In Hybrid mode, the XC60’s sophisticated drivetrain technology dictates the most efficient way forward. The process is overseen by the impressive workings of the brand’s 8-speed Geartronic auto transmission.
Volvo’s “one-pedal” technology allows the driver to all but ignore the brake pedal in favour of an intuitive regenerative braking system linked to the position of the T8 Recharge’s accelerator pedal. While this setup can take some getting used to (especially for the unsuspecting occupant in the passenger seat), the reward for learning its intricacies is an extended electric driving range.
The range-topping XC60 betrays its 2-tonne overall mass by feeling sprightly round town and notably swift off the line. The advantage of having such a relatively powerful electric motor at your disposal is that it’s much easier to maintain momentum in all-electric mode. From a well-insulated, high-spec cabin, even on occasions when petrol-powered performance is required, the transition between the two motors is impressively fluid.
The T8 Recharge can be charged via a cable from a domestic power outlet, a home charging station, a public-charging facility and, at least nominally, by using your right foot in a measured way (through coasting and regenerative braking). I was able to gain some all-electric range over the course of a start/stop test route around a congested Sandton district (which, in fact, had loadshedding at the time).
New infotainment “solution”
The infotainment system is now powered by Google software.
New to the local XC40 premium crossover and XC60 ranges (and scheduled to be introduced to the XC90 premium SUV in June 2022), Volvo’s new Android-powered infotainment system represents a welcome upgrade to the now obsolete Sensus Connect technology that was introduced in 2015. Powered by Google, this new touch- and voice-activated system integrates seamlessly with the brand’s existing 10-inch, portrait-orientated touchscreen infotainment setup and introduces functionality such as Google Maps, Play Store and Assistant. For the time being, this system requires data from a paired smartphone to work optimally, but from June 2022, Volvo Cars South Africa will introduce onboard-sim functionality to all its models.
By and large, the system works impressively, but I was frustrated to note that the new system’s intuitive voice-activated controls don’t currently extend to the drive-mode menu. Because the barrel-type controller that had pride of place on the outgoing range’s central console is no longer there, the driver has no choice but to scroll through no fewer than three on-screen menus before they are able to switch between the various drive modes – one of which is an off-road setup. Hopefully, this ergonomic oversight can be corrected via an online software update.
Customer care package
Complementing the introduction of 2 new all-electric XC40 models (more information to follow), as well as an XC90 Recharge derivative, Volvo Car South Africa has launched an updated, standard comprehensive customer care package. Over and above the installation of a home charging station for overnight top-ups, the brand offers each customer the use of an “old-fashioned” internal combustion-powered Volvo for a period of two weeks per year (for 3 years), should they feel unsure about covering longer distances in their EV (yes, petrol-electric hybrids are classed as electric vehicles).
How much does the Volvo XC60 T8 Recharge cost in South Africa?
The new Volvo XC60 T8 Recharge starts at R1 218 900
Final thoughts
Volvo appears to be making great strides in attracting SA buyers to electric mobility.
Available in Inscription or R-Design specification, the XC60 remains one of Volvo’s most convincing packages in a segment that includes competitors such as the Audi Q5, Alfa Romeo Stelvio, BMW X3, Mercedes-Benz GLC and even the Hyundai Sante Fe and Kia Sorento. The new T8 Recharge derivative, especially, exudes the kind of effortless sophistication that sets this Swedish brand apart.
Unlike mild-hybrid or closed hybrid (non-plug-in) offerings from other brands, the appeal of Volvo’s modern application is that the owner can actually experience the benefit of notable pure-electric (electric-only) mobility in their everyday lives, with enough range for most South Africans to enjoy an emissions-free (and, significantly, petrol-free) school run or, indeed, commute.
Meet the all-new Audi Q6 which is the brand’s biggest 7-seater to date. At this time it appears it will be for the Chinese market only.
An Audi Q6 has been on the cards for some time, but we weren’t expecting it to feature internal combustion power or be for the Chinese domestic market only. However, we understand that the Q6 badge will be applied on an all-electric SUV for the rest of the world at some stage.
So, what do we have here then? This is the China-only Audi Q6, which is a 7-seater large SUV which is apparently larger than the current shape Audi Q7. There’s just one engine and gearbox option available, with a 2.0-litre turbocharged petrol motor doing duty. There will be two states on tune offered: 172 kW and 198 kW.
Under the skin, the Audi Q6 rides on the MQB platform, which is impressive, given its mass and dimensions. At 2.2 tons and 5 metres long, this is the largest vehicle to ever be assembled on MQB. The new Audi Q6 will be built by the SAIC-Audi joint venture.
It’s the looks that have us intrigued. Typical Audi elements have been retained, but that front is quite radical in comparison to the rest of the Audi family. As for the rest of the world, an all-electric Audi Q6 is due for a reveal in 2022, and will be taking the fight to the BMW iX. Audi South Africa has launched an all-out electric offensive, with an array of electric vehicles being offered, ranging from the sensible e-tron SUV to the outrageously fast and stylish e-tron RS GT.
