Mercedes-Benz has beefed up the safety specification for the Vito van in South Africa.
The Vito is 25 years old this year and the latest update to come from Mercedes-Benz includes the addition of Blind Spot Assist. Other safety and driver assistance features offered for the Vito include Active Distance Assist Distronic, Active Brake Assist, digital rearview mirror, Crosswind Assist and Attention Assist.
Buyers have 3 body styles to choose from including Panel Van, Mixto or Tourer.
What engines are on offer for the Vito?
Depending on the type of Vito you decide to go for, the Vito is powered by a 1.6-litre turbodiesel engine with 84 kW and 270 Nm of torque on offer or it can be had with a more powerful 2.1-litre turbodiesel engine with either 100 kW and 330 Nm or 120 kW and 380 Nm. A 6-speed manual or 7-speed automatic transmission is also offered.
The top-of-the-ranger Vito 119 Tourer Select, however, offers 140 kW and 440 Nm from its 2.1-litre turbodiesel engine.
What is the price for the Mercedes-Benz Vito in South Africa?
Vito 111 CDI Panel Van – R573 041
Vito 114 CDI Panel Van – R597 056
Vito 116 CDI Panel Van – R677 085
Vito 111 CDI Mixto – R668 489
Vito 116 CDI Mixto – R895 584
Vito 111 CDI Tourer (Base) – R630 667
Vito 111 CDI Tourer Pro – R771 647
Vito 114 CDI Tourer Pro – R803 921
Vito 116 CDI Tourer Pro – R911 432
Vito 116 CDI Tourer Select – R1 081 227
Vito 119 CDI Tourer Select – R1 117 792
The Vito is sold with a 2-year/unlimited km warranty and a 5-year/100 000km ServiceCare BestBasic service contract.
Given its high asking price and South Africans’ (shall we say) hesitance to take up EVs, Jaguar’s I-Pace is a rare sight on our roads. A few months ago, the British marque launched an updated version, but unless you’re already an I-Pace owner, you are unlikely to notice the changes…
We like: Potent performance, improved charging performance, updated infotainment, ride quality, real-world range
We don’t like: Lack of luggage space (with spare wheel fitted), charging port only on left side of the car
The only way to distinguish between the early and updated I-Pace (from the outside) is by the latter’s revised grille.
What’s new on the Jaguar I-Pace?
Launched in South Africa late in 2018, the Jaguar I-Pace has been somewhat of a trailblazer for battery electric vehicles (BEVs) in the Republic – if largely due to the absence of all-electric alternatives in the luxury medium-SUV category… That’s set to change soon – both BMW (iX) and Audi (e-tron and e-tron Sportback) have lined up similarly sized dedicated battery-electric vehicles for the local market.
So, to make sure that the 2019 World Car of the Year-winning Jaguar remains at the forefront of what is shaping up to become a fierce battle in the marketplace – and soon, Jaguar Land Rover (JLR) has made some changes to the I-Pace. From an aesthetic point of view, there aren’t any major updates (note the slightly altered grille), but the BEV’s infotainment system has been renewed, it now charges faster, plus improved driver assistance technologies have been introduced. Essentially, they’re subtle but significant tweaks to make sure the Jaguar stays at the cutting edge of the, umm, cutting edge.
The I-Pace’s rear aspect is very crossover like; it’s a trend that continues with BEVs such as the Kia EV6 and Hyundai Ionic 5.
How the Jaguar I-Pace fares in terms of…
Design & Packaging
Since there aren’t any noteworthy exterior styling tweaks to speak of, the main talking point here is probably that Jaguar now offers only one variant of the I-Pace in South Africa; the Conventry-based brand calls this derivative the “Limited Edition” on its commercial website, but our specification-providing service Duoporta refers to it as the “S Black”.
Whatever you may prefer to call it, the I-Pace has an undeniably eye-catching design, particularly because it seems to straddle genres. It looks too swoopy and low to be a traditional SUV, yet it’s a high-riding vehicle and its tailgate certainly has a little “edge” to it. Think Audi’s “Sportback” design language and you’re probably on the right track. By pure chance, we had a pre-launch example of Audi’s new e-tron Sportback on test at the same time, and most of the team members felt the Audi was by far the more “muscular”-looking car, but the Jaguar has a more distinctive look and is arguably more elegant.
The I-Pace is shorter, but wider and lower, than its Audi and BMW rivals.
Interestingly, the I-Pace is a fair bit shorter than the e-tron and iX, but wider and lower than its German rivals, which lends it a more hunkered-down appearance by comparison. That doesn’t mean it’s cramped inside, however – its BEV packaging, which positions the battery pack more efficiently than in ICE-based vehicles, certainly helps, plus the Jaguar’s wheelbase is actually longer than the Audi’s and just shy of the BMW’s. This means rear legroom is good. For the driver, the severe slope of the windscreen and the design of the fascia endows the I-Pace with a much sportier “feel” from behind the ‘wheel.
One of our main concerns with the I-Pace concerns its load bay. When you open the tailgate, you’ll find a bulky (albeit neatly wrapped) full-size spare wheel strapped down to the boot floor, which obviously impinges on packing space. Of course, you can remove the spare wheel (a back-straining exercise), but then you’re left with no spare… and the I-Pace can’t ride on Run-Flat tyres, due to its hefty weight.
The Jaguar’s swoopier styling also reduces overall practicality to some degree (compared with its Audi and BMW rivals), as its cabin offers significantly less packing space with the rear seats folded down.
Although the I-Pace cuts a fine figure, its load bay’s practicality is limited due to the fitment of a full-size spare wheel.
Performance & Efficiency
Right, so considering that its claimed 0-to-100 kph time is a mere 4.8 seconds, it’s obvious that the I-Pace is fast. It’s also worth remembering that this is a 2.2-tonne SUV! One soon becomes accustomed to one-pedal driving, particularly when the Jaguar’s regenerative braking is set to its most intensive setting (for maximum energy harvesting when coasting). What takes longer to get used to, however, is the glut of instantaneous torque (and acceleration) that’s at your disposal when you need to execute overtaking manoeuvres. In fact, you have to be wary that you don’t end up driving into cars in front of you!
More importantly, perhaps, is the I-Pace’s range, efficiency and charging speed. Jaguar claims an optimal range of around 470 km and, based on our experience during the test period, we don’t doubt the claim, though range anxiety obviously sets in pretty quickly once the remaining range dips below, say, 100 km.
The I-Pace’s cabin is awash with tech, yet the fascia design and driving position are sporty in typical Jaguar fashion.
The EV-charging network in South Africa is growing steadily, and we made use of a Jaguar-branded Gridcars station at Willowbridge Mall in Cape Town. The experience highlighted a few aspects of EV ownership (both good and bad). Firstly, had both spots had been taken, we would’ve been in a bit of bother… but there are already apps available that make it possible to avoid such a scenario. With 27% left on the range meter, we plugged in the I-Pace and went shopping. We came back about 2 and a half hours later to find the car fully charged (it was a 55-kW charger).
This was indeed impressive, but less impressive was the fact that there is only one charge port on the car (on the left), so you may find yourself wrestling with a fairly hefty cable to get to the “other side” of the car, when it’s not possible to park nose-first to the right of the charging station, for example. By comparison, Audi’s e-tron models have charge ports on both sides.
Drivers can use the 2nd and 3rd buttons on the upright to adjust the brake-regeneration and drive modes respectively.
All that said, in all likelihood, most I-Pace owners will own or rent a house with a garage equipped with a 3-phase power outlet. This new updated I-Pace comes with an onboard 11-kW charger as standard, so owners with a 3-phase electricity supply at home can now fully charge their vehicles in only 8.6 hours (when using an 11-kW wall box).
If you only have access to single-phase electricity, you can continue using 7-kW wall boxes and fully recharge the Jaguar in 12.75 hours (which adds approximately 35 km per charging hour). Remember, you’re unlikely to run the battery down to zero every day, so you’d probably only be topping up at night-time.
The I-Pace has a supple ride quality on most road surfaces, at most speeds.
Ride & Handling
Riding on optional 20-inch wheels shod with tyres that have significant (relatively thick) “sidewalls”, the I-Pace delivers a supple ride on most road surfaces, at most speeds. A passive coil-sprung suspension is standard, but for an additional R17 300, you can specify Active (adaptive) Suspension, which, in turn, adds Adaptive Dynamics.
While you can’t ever get away from the fact that this is a bulky, heavy machine, the I-Pace handles and steers well; it always instils a sense of security and control. Once you’ve mastered the art of one-pedal driving, you can get into quite a nice rhythm of fast driving with this big quasi-SUV.
The steering has pleasing weighting to it and, as per usual, the JLR engineers have nailed that thing driving enthusiasts adore so much: “control harmonisation”. What we mean by that is that the amount of effort required to elicit a response from the steering, brakes or engine is “harmonised”, so, generally in line with exactly what you were expecting. It’s a triumph.
Perhaps parking should not fall into the Ride and Handling section, but it’s worth noting that you can get a self-park function for the I-Pace, at an extra charge of R18 300.
Jaguar’s new Pivi Pro system is easier to use and faster-reacting than older-generation infotainment systems.
Comfort & Safety features
Right, so this is where Jaguar has rung quite a number of changes. The updated I-Pace comes with the marque’s so-called new Pivi Pro infotainment system. It features a very crisp, high-definition 12.3-inch instrument cluster, as well as 10- and 5-inch upper and lower digital touchscreens/panels, replete with haptic feedback. It’s a very easy-to-use system, with logical menus and, what’s more, there are a number of practical improvements… For example, it has its own backup battery to ensure that the navigation function’s initialisation is pretty much immediate.
The standard features list is fairly comprehensive, as you’d hope (considering the car costs R2 million), but nevertheless, there are still some add-on options you can choose from. Having to pay R2 000 extra to be availed with a wireless charging pad for your smartphone, however, is just cheeky.
The I-Pace’s shapely front seats offer a good balance between comfort and support.
What you do get as standard is dual-zone climate control, a heated steering wheel, head-up display (HUD), voice control, Apple CarPlay/Android Auto connectivity, adaptive cruise control with steering assist, rear cross-traffic alert, a powered tailgate and much more.
Another nice touch is the new 3D Surround Camera system (R15 000 extra), which gives you a handy high-definition 360-degree view of the vehicle. The I-Pace can now also be ordered with the ClearSight rear-view camera that substitutes the traditional rear-view mirror, although you can flick back to the normal mirror view should you find the camera’s aspect distracting. The ClearSight is a R8 700 option.
Don’t be fooled by the I-Pace’s somewhat stubby appearance; leg legroom is quite generous.
Price and after-sales support
The Jaguar I-Pace is available in 1 trim level only and is priced at R1 999 900 (December 2021). There are, however, a variety of options to choose from (see some of those under Comfort & Safety features). Included in the price is an 8-year/160 000 km battery warranty and the standard Jaguar Care plan, which includes a 5-year/100 000 km (whichever comes first) warranty and servicing cover.
Verdict
While the changes that Jaguar Land Rover have applied to the I-Pace are subtle (also including advanced cabin-air filtration and enhanced software-over-the-air update functionality), the Coventry-based brand’s BEV remains an interesting option for early-adopters, even in the face of new competition from other premium (German) brands. Its most serious new rival appears to be the e-tron Sportback, which is also a sporty-looking battery-electric SUV. Even though the Jaguar is the older product of the two, it still competes (even trounces, in some respects), its new German rival. So, in summary, the I-Pace is still in the running, and very strongly so. Plus, with the addition of some new competitors, consumers now, finally, have that ultimate of luxuries in this segment… a wealth of choice.
As Audi shifts to electrification, the road for the naturally-aspirated V10-powered Audi R8 is coming to an end, but the supercar will go out with a bang!
Death by electrocution. That’s the fate of the potent R8. The Audi R8 supercar as we know it is reaching the end of its lifecycle and the next generation will be electrified.
That means petrolheads will be saying goodbye to the current naturally aspirated 5.2-litre V10 engine that produces a hair-raising 449 kW and 560 Nm. For those who need to be reminded, the R8 is capable of accelerating from zero to 100 kph in 3.2 seconds and reaching a top speed of 330 kph. The next-generation electric R8, however, will surely be faster.
But before the next generation arrives, Audi will reportedly prepare a hardcore R8 that will serve as the swansong for the Ingolstadt firm’s pinnacle supercar.
This was confirmed by Audi’s RS Sport Managing Director, Sebastian Grams, who commented What I can say is that we have plans to do more. There will definitely be more to come on this generation of R8 platform. And as you can see from the R8 with rear-wheel drive, we are trying to bring ‘fun-to-drive’ to the front [of what we do]”
“What we are doing is trying to make the most out of the [car’s] life cycle. At the moment people are enjoying the R8 and we have a lot of sales. But I can tell you we have enough ideas for the future” he said.
The hardcore R8 is expected to be revealed in the first half 2022 and we will keep you informed as soon as more information becomes available.
Mandla Mdakane – South Africa’s GTC Racing Driver shares his story (and blasts around the track!)
SA racing driver Mandla Mdakane sits down with Ciro De Siena to discuss all things motorsport!
Mandla Mdakane has been racing since the age of 4, and now occupies a seat in South Africa’s hotly contested GTC racing series with the Toyota Gazoo Racing team.
In this interview with Ciro De Siena, he shares his past, present, and future. The road to racing success is a long one and Mdakane has simply never given up.
Having raced all over the world, he now calls Johannesburg home and tours around the country with his team and racing partner Michael van Rooyen, taking on the best SA has to offer.
Check out Mdakane on Instagram here and do yourself a favour, get to a GTC race in 2022, you won’t be disappointed.
For more information on South Africa’s GTC Racing Championship, see here: http://gtcafrica.co.za
The brand-new Kia Carens has been revealed it has morphed into something that looks rather good!
Remember the Kia Carens? It was a sensible multi-purpose vehicle but this segment is on the decline as customers are opting more for the SUV body style.
Kia South Africa will be launching its flagship Carnival MPV (as well as the new Kia Sorento) in SA early in 2022, so it’s clear that despite the shift, there’s still a market for a well-thought-out minivan. Don’t call it an MPV though, as Kia prefers the Grand Utility Vehicle classification.
Back to the Kia Carens, it’s now been fully revealed in India and this new 4th-generation model looks like it has similar styling to that of the all-new Sportage and resembles a crossover. You could even say there’s an element of the old Kia Soul to its overall shape and incorporates Kia’s latest ‘Opposites United’ design language
The Carens’ cabin is decisively modern and upmarket in look and feel.
The interior features a new-look digital dashboard stretching across the cabin, which includes the driver’s display and 10.25-inch infotainment system in one slick piece of hardware. The system is powered by the latest generation Kia Connect which allows for system updates Over-The-Air. A BOSE sound system with 8 speakers is also fitted and the cabin ambience is enhanced with a choice of 64 mood lighting colours.
As far as seating and practicality goes, the Carens can seat up to 7 passengers and the second row can be tumbled forward electronically and the seats can recline and slide forwards and backwards as needed while the third row can be folded into the boot floor to optimise load space. Cooling cupholders, retractable folding tables and under-seat storage trays are also fitted. A large SkyLight sunroom further adds to the airiness in the cabin while a Smart Pure Air Purifier keeps the cabin air clean.
On the safety front, the Carens is equipped with Kia’s Hi-Secure Safety Package which includes 6 airbags, Electronic Stability Control (ESC), Vehicle Stability Management (VSM), Hill-Assist Control (HAC), Downhill Brake Control (DBC), Brake Assist System (BAS) and a Tyre Pressure Monitoring System.
What engines are offered on the Kia Carens?
The Kia Carens is powered by the same engines used in the Kia Seltos, a model we’re rather fond of. That means a naturally-aspirated 1.6-litre petrol engine is offered with 96 kW and 151 Nm or a turbocharged 1.4-litre petrol engine with 103 kW and 242 Nm. A 1.5-litre turbodiesel is also offered with 86 kW and 250 Nm. Transmissions include a 6-speed manual, 7-speed dual-clutch (for the 1.4-litre turbopetrol and a 6-speed automatic.
The Indian car industry is booming and the SA market receives many models from the sub-continent. The Kia Sonet and Seltos are both from India, as are the Hyundai i20 and Creta. Nearly all products in Suzuki’s portfolio are also assembled in India. Even so, the Kia Carens is currently under consideration but its introduction has not yet been confirmed.
Do you want to see the new Carens in South Africa?
The Honda CR-V has been given an update for 2021. Here’s what’s changed, what’s on offer and how much you can expect to pay. test4
Since its debut in SA more than 20 years ago, the Honda CR-V has proven popular. It could be regarded as one of the early pioneers of the SUV segment, when it and the Toyota RAV-4 were one of the few SUVs offered.
Now for 2021, the Honda CR-V has been given an update. Visually, the front and rear bumpers have been redesigned to give it a more aggressive look. There are new-loko slimline headlights with integrated daytime running lights, while the rear gets inverted LED taillight clusters. The 1.5T models get twin exhaust pipes for a sporty look.
Honda SA will be offering the updated Honda CR-V in a four-model lineup, with two engines and different spec levels.
There are two drivetrain options for the upgraded CR-V. The 2.0-litre naturally-aspirated petrol engine delivers 113 kW and 189 Nm, and power goes to the front wheels via a CVT.
The second engine is a 1.5-litre turbocharged petrol engine that produces 140 kW and 240 Nm. It too features front-wheel drive and a CVT.
Levels of trim
Honda CR-V 2.0 Comfort CVT
17-inch alloy wheels Aluminium-look front and rear scuff plates Aluminium roof rails Cloth upholstery 5-inch full colour display 4-speaker audio Bluetooth connectivity USB/aux input Dual-zone climate control Rear park sensors Electrically adjustable exterior mirrors. Multi-function steering wheel Dual front, dual side, curtain airbags ABS brakes with EBD Hill start assist Vehicle stability assist
Honda CR-V 2.0 Elegance CVT
Leather upholstery 7-inch audio Apple CarPlay/Android Auto 8-speaker audio Additional USB in the front Rear passenger USB HMDI port 8-way electrically adjustable seat for the driver 4-way electrically adjustable seat for the passenger Heated seats for the front Park distance control (Front and Rear) Leather-trimmed steering wheel Gearshift paddles Audo windscreen wipers
Honda CR-V 1.5T Executive CVT
18-inch alloy wheels LED headlights which are auto levelling Keyless entry Push-button start
Honda CR-V 1.5T Exclusive CVT
19-inch alloy wheels LED front fog lamps Leather upholstery Integrated satellite navigation Electrically-operated tailgate Tyre pressure monitoring Honda Advanced Driver Assist Systems (forward collision, lane-keeping assist, adaptive cruise control etc) Auto high beam headlights Panoramic sunroof All-wheel drive
How much does the updated Honda CR-V cost in SA?
2.0L FWD Comfort CVT R556 100
2.0L FWD Elegance CVT R617 900
1.5T FWD Executive CVT R699 900
1.5L AWD Exclusive CVT R796 300
The range is backed by a comprehensive five-year/200 000 km warranty, as well as a five-year/90 000 km service plan with a three-year AA Road Assist package. Intervals are 15 000 km for the 2.0-litre models, and 10 000 km for the 1.5-litre turbo variants.
The Bike Bakkie! Honda CBR 1000cc engine in a Nissan 1400
Nissan Champ bakkies are renowned for being easy to adapt into the weidest and most wonderful drag racing machines ever seen. But, a bike engine, in a bakkie? We had to check this out for ourselves.
A racing bakkie? With a 12 000rpm redline? And a sequential gearbox? Yes, those are a bunch of words that aren’t often seen together, but this is a truly special build which on paper doesn’t make much sense, but in real life, is more than the sum of its parts.
Stephan Fouche at Mad Dog Racing had a dream to put a bike engine into a little Nissan 1400, and when the chassis and engine became available, he set to work. It took nearly 700 hours of work but here it is, a superbly built racecar unlike anything we’ve ever seen.
The naturally aspirated motor screams to the 12 000 rpm redline in every gear. Getting used to a sequential gearbox took a lap or two for our video guy, Ciro De Siena, but once he got the hang of it, the bakkie absolutely blew him away.
A big thanks to Mad Dog Racing for letting us enjoy and film this incredible build
Subtle changes make a noticeable difference to the Amaze’s appearance.
For starters, the previous single-wing grille has been replaced with a ‘softer’ grille design and the rear bumper now wears chrome trim while the taillights have also been mildly revised.
The updated colour range on offer for the Amaze includes Platinum White, Lunar Silver, Radiant Red and Meteoroid Grey (metallic).
South African buyers are not particularly fond of beige interiors and Honda has heeded customer feedback and rather opted for a full-black interior for the Amaze.
There are 2 trim grades on offer including the Amaze Trend and higher-specced Amaze Comfort.
The Amaze Trend is equipped with a central audio system that offers Bluetooth and MP3 playback as well as AM/FM radio functionality. A USB and Aux input is also fitted. The Amaze Comfort now boasts an upgraded 7-inch touchscreen infotainment system with Apple CarPlay and Android Auto capability and a reverse camera.
As far as the engine performance is concerned, the Amaze calls upon a naturally-aspirated 1.2-litre petrol engine with a power output of 66 kW and 110 Nm of torque.
The Amaze Trend pairs this engine with a 5-speed manual transmission while the Amaze Comfort gains a Continuously Variable Transmission (CVT) with shift paddle mounted behind the steering wheel.
Honda claims a fuel consumption figure of 5.6 L/100km for the manual Amaze while the CVT claims 5.7 L/100km.
Safety features include dual airbags and ABS with EBD. Note that Brake Assist and Electronic Stability Control with Traction Control are not offered.
How much does the Honda Amaze Cost in South Africa?
Honda Amaze 1.2 Trend: R209 100
Honda Amaze 1.2 Comfort: R234 700
Honda Amaze 1.2 Comfort CVT: R252 800
The Honda Amaze is sold with a 5-year/200 000 km warranty and a 2-year/30 000 km service plan and 3-year AA Roadside Assistance.
The Audi Q5 Sportback has arrived in SA as part of the Ingolstadt-based brand’s facelifted executive SUV range. The new variant adds some panache to one of the more buttoned-up models in the segment, but can it justify its price premium? We review the 40TDI quattro S line.
We like: Easy on the eye, fabulous powertrain, plush cabin
We don’t like: Substantial premium over its standard Q5 counterpart
Fast Facts
Model tested: Audi Q5 Sportback 40TDI quattro S line
Price: R1 000 000 (December 2021)
Engine: 2.0-litre turbodiesel
Power/Torque: 140 kW / 400 Nm
Transmission: 7-speed dual-clutch automatic
Fuel economy: 6.2 L/100 km (claimed)
Luggage capacity: 510–1480 litres
What is it?
The Q5 Sportback certainly cuts a finer figure than its sibling. You may not have thought that the Q5 needed a variant, but here it is!
By now you should know the recipe… The car-making giants of the world were hell-bent on offering SUVs in all sizes and now they’re determined to fill the niches in between those models. Everyone did a double-take when BMW announced it would make a coupe-styled, sportier version of its X5, called the X6. Many thought this would be a bridge too far, but pretty soon all 3 of the German premium marques had produced sportier versions of their premium SUV offerings. It’s not just variants of the flagships either (X6, Mercedes-Benz GLE Coupe and the Audi Q8) – this formula is trickling down…
In the Executive SUV segment, BMW offers the X4 alongside its X3, Mercedes-Benz has a GLC Coupe to complement the GLC and now, finally, the Q5 Sportback joins the Q5 family. The premise is simple: as a manufacturer’s standard offering becomes widely accepted, it rolls out a more visually appealing and sportier variant of that model, replete with a tapered roofline and slanted tailgate Does it work? Well, we’d happily argue that these coupe-inspired versions are easier on the eye than their standard counterparts. Whether they’ll sell in greater numbers than their progenitors is up for debate, however.
The key differences between the standard Audi Q5 and the Audi Q5 Sportback are their shapes and dimensions. The Audi Q5 Sportback is fractionally longer (7mm) than the standard model, but has the same height and width. Audi is offering its new Q5 Sportback in 4 derivatives. There are turbopetrol and -diesel offerings, as well as a flagship SQ5, which adds some impressive performance to the mix.
As far as alternatives go, Audi’s German compatriots serve up the aforementioned X4 and GLC Coupe and the Italian brand’s Alfa Romeo Stelvio is pretty sporty as it is. You could also consider a Range Rover Evoque or the Volvo XC60 if you’re looking for something different. If you’re after the sportiest offering of the lot, however, then head on over to Porsche, whose Macan may tickle your fancy.
Under the bonnet of the Q5 Sportback 40TDI quattro S line is Audi’s tried-and-trusted 2.0-litre 4-cylinder turbodiesel engine. We’ve had considerable experience with this engine over the years (in a variety of different vehicles), but in this application and state of tune, we think it’s achieved a new level of excellence.
The peak outputs of 140 kW and 400 Nm of torque are credible on paper, but, in reality, are you getting more than a refined diesel engine that’s particularly quiet – it also beautifully balances efficiency and performance. The secret sauce that makes the package so compelling is the automatic transmission. It’s a 7-speed dual-clutch unit and it does a sterling job of providing fuss-free and near-seamless shifts.
The tried-and-trusted turbodiesel offers a great balance of performance and economy in combination with the slick automatic dual-clutch transmission.
When you start the Audi for the first time (from cold), its motor emits a bit of a rough diesel clatter (as expected), but that quickly disappears as the powerplant warms up to operating temperature. The Q5 Sportback comes equipped with an assortment of drive modes and it’s quite impressive to see how they can transform the vehicle’s character and behaviour. The overwhelming majority of customers will probably leave the vehicle in its default Auto drive mode – and that’s perfectly acceptable, because the car’s electronic management system will ably adapt its various settings to suit your driving style.
Comfort mode is really ideal in a vehicle of this kind; the Audi will be required to cosset its occupants more often than it needs to enthral them, so the setting effectively provides the smoothest possible ride and drive. In Eco mode, the car dials things back a bit in order to maximise efficiency. Individual mode lets you tailor your settings, so if you want a comfortable ride with a responsive engine, select this.
The Q5 Sportback has a distinctive profile, thanks to its rearward-tapering roofline and slanted tailgate.
If you’re in a hurry, Dynamic mode is especially handy. When it’s been activated, you’ll feel the Q5 Sportback becomes much more responsive… and its performance progressively more urgent. The transmission also delivers quicker shifts and the best part is you don’t even need to fully depress the accelerator pedal or rev the engine to its redline to get the best performance out of it.
While Audi claims a 0-100-kph time of 8.1 seconds (which is reasonably brisk, we might add), the real goodness comes from the 40TDI quattro S line’s abundant in-gear acceleration. The ability to execute an 80-120 kph overtaking manoeuvre briskly is more important than you’d think. How many times have you been stuck behind a slow-moving vehicle and needed to execute a quick overtake? In a less-than-powerful vehicle, you have to plan well ahead before you perform a safe overtaking manoeuvre. In the Q5, though, those 400 Newtons come in very handy – it can dispatch slower traffic with ease.
Finally, the ace up the Audi Q5 Sportback’s sleeve is its admirable fuel economy. Audi claims an average consumption of 6.2 L/100 km and, by using the Eco drive mode, we saw an indicated return of 6.9 L/100 km. After a few days of living with the vehicle in all manner of traffic and road conditions, the figure averaged out at 7.5 L/100 km, which was more than respectable.
Ride and handling
The handsome 20-inch alloys are shod with skinny tyres, but they didn’t ruin the ride quality; the test unit’s adaptive air suspension (optional) smoothed out the ride.
One of the main reasons these sportily-styled SUVs exist is to offer a bit more in the way of driving involvement over their standard counterparts. In truth, we couldn’t feel a major difference between the driving experience delivered by the Q5 Sportback compared with that of its standard sibling, but that’s all right, as we feel the standard model offers more than enough dynamism. There’s an overwhelming sense of cosseting comfort, but when you task the Audi to tackle some mountain passes, it will showcase its excellent chassis and suspension setup. Why change what’s clearly a successful recipe?
Our test unit came fitted with 20-inch alloy wheels (a no-cost option), as well as adaptive air suspension (a R38 000 option). The latter offers a few height settings, one of which raises the Q5 Sportback by 45 mm, which is certainly a bonus when the vehicle needs to traverse gravel roads of questionable quality. When you’re cruising on the open road, the system will automatically lower the car to improve its efficiency and centre of gravity, the latter of which, of course, enhances the handling stability. You should strongly consider the air-suspension option – the superb overall ride comfort justifies the premium.
Whereas the Audi’s steering ‘wheel does not offer much in the way of feel or feedback, it responds to inputs impressively quickly and accurately.
Speaking of handling, we’ve already mentioned the competence of the Q5 range and, while we struggled to differentiate between the Q5 and its Sportback variant from behind the ‘wheel, the latter is one of the nicer executive SUVs to drive quickly. It’s not quite as hands-on as the X4 and the Macan, but it’s way ahead of the GLC. The steering doesn’t offer too much feedback, but it’s pleasingly light in town.
The 40TDI quattro S line comes with all-wheel drive, which, in combination with the car’s off-road mode, makes the Q5 Sportback a competent “gravel-travel companion”. The system is primarily rear-wheel-driven (to conserve fuel by reducing frictional losses in the drivetrain), but when it detects a loss of traction, such as when you’re driving on a wet road, the front wheels will be brought into play.
The Virtual Cockpit digital instrument cluster is now ubiquitous, but it’s still a feast for the eyes.
Like in most modern Audis, the Q5 Sportback’s cabin is a wonderful space to occupy. Not only is the interior’s visual appeal off the charts, but, on closer inspection, there’s an abundance of luxuriorious surfaces and touchpoints. While we miss the infotainment system’s selector dial (it’s obsolete, now that the Ingolstadt-based brand has adopted a more digital interface), we’re glad there are still a few buttons to press. The centre screen has a high resolution, but it still attracts fingerprints like a magnet. Keep a microfibre cloth in the car, otherwise, the dulled screen may drive you crazy after a while!
The digital instrument cluster, expanded infotainment system and connectivity services form part of the Audi technology package – it’s a R33 000 option, but, in our opinion, well worth considering. Should you have a bit of extra cash in your pocket, perhaps you could splurge on the lovely Bang & Olufsen audio system (that’ll be another R15 500, thank you very much). The Audi Virtual Cockpit is available on most models these days, but it remains a visual delight – and it’s perfectly useful… You can choose from multiple viewing modes and can incorporate the navigation map into the display.
The infotainment system has smartphone-mirroring technology – in this case, it’s utilising Android Auto.
As far as spaciousness is concerned, the Audi Q5 Sportback is not radically different to its standard sibling. The rearward-tapering roof does mean that taller rear occupants may find their heads brushing the roof lining, but this author did not experience this. Rear legroom, which is more important, is generous. You can spec rear USB charging ports – they’re useful for keeping kids’ electronic devices topped up.
The cosmetic change from the Q5 to its Sportback variant has resulted in a slight loss in load-bay capacity with official numbers showing 550 litres versus 510 litres. The latter number is still respectable, however… the Q5 Sportback’s “boot” is more capacious than that of the GLC Coupe (500 litres), but less so than the X4’s (525 litres). Interestingly, the Macan and Evoque have smaller load bays too.
As in its Q5 sibling, rear legroom is ample and the loss of rear headroom (as a result of the tapering roofline) is barely noticeable.
The Q5 Sportback test unit came specified with R225 000 worth of options. Your usual suspects are here, such as a panoramic sunroof (R25 100), S line interior (R17 000) and a tow bar (R3 950). We couldn’t quite figure out why one would fit running boards for an extra R19 000, but it’s a matter of taste, we guess. Also worth considering is the Audi phone box (a wireless charging pad) for R6 500.
The City Assistance package (R23 900) is a combination of assistance systems including lane change and -exit warning, rear cross-traffic alert and a reverse-view camera.
The Q5 Sportback’s claimed luggage capacity is bested by that of BMW X4, but it’s better than the stated figures for the Mercedes-Benz GLC Coupe, Porsche Macan and Range Rover Evoque.
Price and after-sales support
The Audi Q5 Sportback range kicks off from R960 000 and goes up all the way to R1 355 000, for the flagship SQ5 derivate. The Q5 Sportback 40 TDI quattro S Line retails for exactly R1 000 000 and comes standard with a five-year/100 000 km Audi Freeway Plan.
The Audi Q5 Sportback offers oodles of kerb presence and boutique appeal, but enough to justify its price tag?
The Audi Q5 Sportback undoubtedly adds some visual appeal to the Q5 range and if you put the newcomer and standard model side-by-side, the Sportback steals the limelight. The good news is none of the traditional Audi Q5’s pillars of comfort, luxury and refinement have been lost in the creation of this variant; the bad news is that this means the Q5 Sportback is not different enough in execution.
So, should you buy one? Given that the standard Audi Q5 is an already accomplished offering, we feel the Q5 Sportback doesn’t offer enough other than its good looks to justify its price premium. Yes, the Sportback variant is the prettier and more interesting offering of the two – you’ll hear no argument from us, but vehicles aren’t just there to be looked at.
Logically, you should use the price difference between the two to configure a very nicely appointed Q5 with the same powertrain as our Sportback test unit, but, then again, the heart wants what it wants.
Mercedes-Benz’s East London vehicle assembly plant has produced all 5 iterations of the C-Class luxury sedan, including the new, W206-generation, model. The Three-pointed Star has invested about R13 billion to produce the new model for the domestic and export markets.
PARTNERED CONTENT
Did you know that Mercedes-Benz has been producing vehicles in the Republic since as long ago as 1958? The company’s award-winning assembly plant in East London forms part of a global production network for the C-Class, which includes the main plant in Bremen, Germany and a joint-venture BBAC facility in Peking, China.
Mercedes-Benz South Africa (MBSA) began producing the C-Class in 1994, shortly after the global introduction of the first model (the W202, which was the successor to the compact 190 series). Since then, MBSA produced the next three iterations of the C-Class sedan (W203, W204 and W205) until 2021.
In the meantime, MBSA’s East London facility established itself as one of Daimler AG’s top manufacturing plants – it was recognised by the highly respected J.D. Power and Associates’ (a US-based company) quality awards for no fewer than 6 years in a row.
The East London plant produced the outgoing W205 C-Class in both left- and right-hand-drive guises (including plug-in hybrids and some AMG derivatives) for local consumption and exported it to more than 80 markets around the world. Two years ago, the plant had the honour of producing the 500 000th W205 C-Class to roll off a production line.
Now, the production of the new generation C-Class has commenced at Mercedes-Benz’s East London plant. Based on a reworked version of the W205-generation sedan’s Modular Rear Architecture (MRA), the new C-Class is 65 mm longer and 13 mm wider than its predecessor, but its roofline has been lowered slightly (by 9 mm). Its wheelbase has been lengthened by 22 mm (to 2 865 mm), while both the front and rear tracks have been widened.
Although the classy, understated styling of the newcomer makes it instantly recognisable as a C-Class, the model’s interior architecture has been thoroughly updated; it closely resembles that of the avant-garde S-Class first-class sedan. Suffice to say, the new C-Class introduces a raft of new technologies that weren’t previously offered on the business-class sedan.
To suitably equip the East London plant to produce the sophisticated new model, Mercedes-Benz initially invested R10-billion to improve its South African production facilities in 2018, followed by an additional R3-billion investment that served to carry out environmentally-friendly upgrades to the plant’s paint shop, body shop and assembly and logistics warehouse.
“South Africa is an important location in our global Mercedes-Benz production network. The team in East London made a remarkable contribution to the international ramp-up of the new C-Class that we produce through efficient, flexible, digital and sustainable operations,” Jörg Burzer, Member of the Board of Mercedes-Benz Cars, responsible for Production and Supply Chain Management said earlier this year.
“Thanks to the exceptional work and first-class cooperation between our colleagues in South Africa and all over the world, our modern plants can produce outstanding vehicles like the new C-Class. With our additional investment of R3 billion in the East London plant, we underline our commitment to contributing to the SA economy and the Eastern Cape region.”
Watch a site-portrait video of the East London plant, which was filmed in 2020
The new buildings cover an area of roughly 100 000 square metres – an addition of two-thirds of the already existing buildings for the production of passenger vehicles – with more than 700 tonnes of steel installed for the additional 3 lines in the assembly shop and a new logistics warehouse. The initial plant upgrades included a new Body Shop with over 500 “Internet of Things” Industry 4.0-enabled robots, which ensure increased volume outputs, plant optimisation and commercial synergy. The new body shop has been built at the East London Industrial Development Zone, where parts for the new C-Class are manufactured.
What’s more, at the Mercedes-Benz Learning Academy (MBLA) additional robotics were installed for training. The MBLA is a flagship and sustainable Public Private Partnership (PPP) in cooperation with the National Treasury and the Jobs Fund, which demonstrates the commitment of Mercedes-Benz South Africa to the empowerment and youth development in the automotive manufacturing sector. Since 2004, the MBLA has offered world-class quality training and transferrable skills, qualifying hundreds of skilled artisans in the Eastern Cape, which is even more important in times of a pandemic when travelling is restricted.
Major improvements in energy efficiency
In support of Ambition 2039, the East London plant has embarked on numerous initiatives to help preserve the environment for future generations. The new paint shop sees a reduction of energy consumption per vehicle of 25%. What’s more, the new buildings have been equipped with energy-efficient LED lighting, which uses up to 90% less energy per lumen output.
Through the implementation of energy efficiency measures and the adoption of more efficient technologies and processes, the plant has achieved an annual saving of over 16 MWh, which is the equivalent of the annual energy usage for the East London plant’s body shop and the logistics buildings together. Additional plant sustainability initiatives include battery storage containers; rainwater recycling with a water storage capacity of 1 million litres; green areas, which have been installed on the corridors and the roofs as well as soluble labelling, which is being utilised on production parts packaging to minimize waste reduction, Mercedes-Benz says.
As part of Ambition 2039, Mercedes-Benz aims to be fully networked and have a CO2-neutral vehicle fleet. By 2030, plug-in hybrids and all-electric vehicles will account for more than over 50% of the brand’s new-vehicle sales volumes. In addition, the company will replace liquefied petroleum gas with liquefied natural gas through compensations.
“Despite a tough year in 2020, we were able to accomplish what we had planned. To date, all of our buildings have been completed and we are ready to produce the new generation C-Class in full force. At Mercedes-Benz South Africa, our passion drives us to be the best and it is this passion, which drives our high-performance culture,” the outgoing CEO of Mercedes-Benz South Africa and Executive Director of Manufacturing, Andreas Engling, added.
