500 kW Electric Audi RS Q e-tron Dakar Racer Shown
Audi has its sights set on the 2022 Dakar Rally and the firm plans to take part with the electric RS Q e-tron!
The Dakar Rally is the toughest rally on this planet and Audi wants to make history by becoming the first manufacturer to use an electric drivetrain to compete against conventionally powered competitors.
“The quattro was a gamechanger for the World Rally Championship. Audi was the first brand to win the Le Mans 24 Hours with an electrified drivetrain. Now, we want to usher in a new era at the Dakar Rally, while testing and further developing our e-tron technology under extreme conditions,” says Julius Seebach, Managing Director of Audi Sport GmbH
Enter the RS Q e-tron
The RS Q e-tron will undergo rigorous testing before it takes part in the 2022 Dakar Rally.
The Dakar Rally runs over a period of 2 weeks and each day poses significant challenges for competitors. Vast distances, up to 800 km, are covered daily and electric range is the ultimate challenge to overcome for any electric car that attempts to take part in the Dakar Rally.
“That’s a very long distance,” says Andreas Roos, responsible for the Dakar project at Audi Sport. “What we are trying to do has never been done before. This is the ultimate challenge for an electric drivetrain.”
The RS Q e-tron’s electric powertrain consists of a motor-generator unit (MGU) on both the front and rear axle derived from the Audi e-tron FE07 Formula E car, but it’s been adapted slightly for its intended Dakar application.
More so, in conjunction with a third motor-generator unit, the RS Q e-tron is equipped with a TFSI engine from the DTM which forms part of the energy converter that serves to charge the high-voltage battery while the vehicle is in operation. The battery weighs about 370 kg’s and has a capacity of about 50 kWh. The battery is also charged via brake energy regeneration.
Maximum system power output is claimed at 500kW! Only one forward gear is required for the RS Q e-tron and unlike most electric vehicles, the front and rear axles are not mechanically connected. Audi uses software to manage torque distribution between the axles which is essentially a virtual and freely configurable center differential. This also results in weight and space savings as there’s no need for a propshaft and mechanical differential.
An intensive test program lies ahead for the RS Q e-tron prototype as it prepares for the Dakar Rally which is due to take place in January 2022 in the deserts of Saudi Arabia.
We can’t wait to see how the Audi RS Q e-tron performs in the Dakar Rally!
This week’s news you need to know (July 2021, Week 4)
In this week’s automotive news you need to know: Aston Martin prepares to swop the V8 for an electric motor, the Audi A1 seems destined to be little more than a footnote in history, the JAC T9 could ride Haval and the P-Series’ coattails and the long-awaited Volkswagen Golf 8 GTI arrives with a base price of about R670k.
No More V8 for Aston Martin – Roar in peace
The successors to the current Aston Martin Vantage and DB11 will be EVs or, more to the point, battery-electric vehicles, the firm’s boss Tobias Moers said recently. To many, it’s virtually unfathomable, but let’s face it, but it wasn’t Aston Martin’s decision to make; Mercedes-AMG, whom the Gaydon-based sportscar manufacturer had relied on to supply that roaring V8 in the first place, had already decided to abandon the much-loved twin-turbo 4.0-litre powerplant in future models and pursue small-engined petrol-electric hybrid solutions instead. For a brand that has been heavily underpinned by the “sound and fury” of roaring V8s and screaming V12s, Aston Martin is certainly in a predicament. Just how will they capture that same feeling to keep the Aston Martin faithful entertained and coming back for more?
It’s not all bad news… Aston Martin and Mercedes-AMG remain closely linked through F1 and the British firm’s hybrid technology is not reliant purely on what it can scrounge from Benz’s massive R & D. Aston Martin has incubated and implemented a number of technologies in the Valkyrie and Valhalla (yes, those are real hybrid hypercars, not ones I have just made up). Will there be cross-pollination between the German and British marques in terms of top-end performance-car advancements? Sure. However, a lot of IP will remain in Aston Martin and find its way into road cars, otherwise, it may just as well be assimilated by AMG. No, the future may not include V8 engines, but it will certainly include the same brand offering of excitement, albeit of a different kind. Lawrence S Stroll will make sure that!
End of the road for the Audi A1 – A missed opportunity
The Audi A1’s life cycle (just 2 generations, including the current one) has been relatively short and clouded by indecision around what to do with the Ingolstadt-based brand’s supermini. The 1st generation heralded the “wolf in sheep’s clothing” S1, a car that predates the fanfare of the Toyota GR Yaris and famously brought the brand’s (Sport Quattro) S1 badge back into the contemporary motoring world.
As much as I am a supporter of culling models that serve little more purpose than to fill perceived (or, worse, imagined) market niches and would utterly love to see the end of the motor industry’s self-inflicted “derivative fatigue”, I sure wish that Audi would have started by pruning its crossover/SUV line first. Sadly, however, money talks and if we were holding out for a 2nd-generation S1, the question has indirectly been answered by Audi CEO, Markus Duesmann (sorry, quattro fans). Audi has missed a golden opportunity – instead of peddling the morbidly expensive 40TFSI, it could have worked a bit harder to develop another S1 and, who knows, given the GR Yaris a rival. If you’re looking for a more affordable “GR Yaris”, consider a used 1st-generation S1. See examples listed on Cars.co.za.
JAC T9 – Late to the party
Any car brand that hopes to make inroads into a new market, needs to be strong to survive… and by strong I mean have deep pockets. By virtue of being mostly owned by the world’s biggest car company, Volkswagen, and partly owned by the Chinese government should help JAC bide its time – cracking the South African market is certainly not a make-or-break for such an established brand. However, to win a significant number of hearts among local bakkie fanatics, JAC needs to market itself aggressively (not rely solely on the local distributor’s chequebook), plus it has to rock up with serious machinery!
Since 2019, JAC has offered the T6 and T8 in our market, with the top-of-the-range T8 retailing for R442 400 (including a 5-year warranty and service plan), but the JAC T9 looks set to raise the stakes as it joins the ranks of the GWM P-Series in the fight to win over those who don’t quite have an adventure double-cab-spec Hilux budget. The Haval brand and P-Series has certainly opened consumers’ eyes to products from the Far East, which the T9 could capitalise on. Sure, it may be late to the party but just like Facebook proved eclipsing myspace, you don’t have to be first. You just need to be better.
New Golf 8 GTI – Missing the marque
The new Volkswagen Golf 8 GTI has finally been released in Mzansi and its base price tag of R669 300 seems to have surprised everyone, myself included. For a hot hatch to be a true hot hatch, however, it needs to meet the following characteristics: performance, handling, front-wheel-drive, lightweight, a close-ratio manual gearbox, affordable to mass market and with utility. We’re ticking 4 of the 7 so far.
I respect the astronomical success that the GTI nameplate has achieved in South Africa, but I wish its sales pitch was nobler than “if you want to impress your friends and/or make your peers jealous get yourself some vrr-pah!” These days, the Golf GTI flagrantly trades on its name. The original Mk1 was a go-getter that was willing to punch above its weight. Granted, it wasn’t quite a giant slayer, but quick enough to fill the rear-view mirrors of more expensive cars. Now, however, I feel that it has grown up, is shopping for expensive suits and suffering from the affliction that comes with adulting – boredom.
Mazda BT-50 (2021) Specs & Price
The new Mazda BT-50 double-cab was officially launched in South Africa this week. We bring you information regarding the respective derivatives in the range, their powertrains, specification details and, of course, their list prices.
The SA-spec Mazda BT-50 is assembled in Thailand and while it is a shared platform with the all-new Isuzu D-Max, we think Mazda has pulled off quite the trick. See, South Africa will be getting the new Isuzu D-Max, but that model will be assembled at Isuzu’s facility in the Eastern Cape, but due to Covid-19, the conversion of the plant from old to new has taken longer than planned.
With an estimated SA market release of 2022 for the D-Max, the all-new BT-50 is going to have a substantial head start. We’re keen to see what the differences are between the Thai-built BT-50 and the SA-built D-Max, but that’s on 2022’s to-do list.
The BT-50 will come to market fully loaded with features. The MZD Connect Infotainment system will feature either a 7-inch or a 9-inch display with Apple CarPlay and Android Auto connectivity. There’ll also be a reverse camera with parking sensors, LED headlights, hill start assist, hill descent control, trailer sway mitigation, 7 airbags and cruise control.
There will be three levels of trim, with the naming convention of Active, Dynamic and Individual following the Mazda formula across its product range.
As far as engines go, the Active derivative is powered by a 1.9-litre turbocharged diesel engine with 110 kW and 350 Nm. Customers can choose from a manual gearbox or an automatic transmission.
The BT-50 Dynamic and Individual derivatives will have the 3.0-litre turbocharged diesel engine which produces 140 kW and 450 Nm. This powertrain is mated to a 6-speed automatic gearbox. The BT-50 Individual will feature 4×4, while the rest of the range is 4×2.
Mazda BT-50 Trim Levels
All-New Mazda BT-50 1.9L Active 6MT & 6AT 4×2
Max Power (kW @ rpm): 110
Max Torque (Nm @ rpm): 350
6-Speed manual/automatic transmission
7 Airbags SRS: Driver, Passenger, Knee, Side & Curtain
Auto Cruise Control
Infotainment System:
7-Inch Display Screen
Apple CarPlay™ (wireless) & Android Auto™
USB connectivity ports – 2 Ports
6-Speaker sound system
Remote Keyless Entry
Multi-function steering wheel: Audio, phone and voice controls
Seat trim – Cloth (Black & Dark Grey)
ISOFIX
Vanity Mirror: Passenger
Air-conditioning (Manual)
Daytime Running Lamps (DRL)
LED Headlamps and Fog Lamps
Reverse camera
Parking Sensors – Rear
6-Way power adjustable seat
Rear floor ducts
One touch window: Driver
Power Windows: Front and Rear
Exterior Mirrors: Manual fold
Auto door lock
Trailer Sway Mitigation (TSM)
Roll Over Mitigation (ROM)
Hill Launch Assist (HLA)
Hill Descent Control (HDC)
4.2- Inch Display(meter)
Tailgate lock
Tailgate handle & Exterior mirrors: Body Colour
Locking Rear Differential (LRD)
Rear and passenger assist grips
17-inch Alloy Wheels
All-New Mazda BT-50 3.0L Dynamic 6AT 4×2
In addition to the features in the Active model, the Dynamic model includes:
Max Power (kW @rpm): 140
Max Torque (Nm @ rpm): 450
9-Inch Display Screen
Exterior Mirrors: Auto fold, chrome and heated
Side Step: Silver
Front rain-sensing wipers
Parking Sensors: front and rear
Auto Headlamp Levelling
Leather-wrapped steering wheel
Leather-wrapped gearshift knob
Vanity Mirror with light: driver and passenger
Dual-Zone climate control air-conditioner
Rear center arm rest with cup holders
Lumbar support – manual adjustable (driver)
8-Speaker sound system
Tail Gate handle & door handles: chrome plating
18-inch Alloy Wheels
All-New Mazda BT-50 3.0L Individual 6AT 4×4
In addition to the features in the Dynamic model, the Individual model includes:
4-Wheel Drive (4WD)
Front Axle Disconnect
How much is the new Mazda BT-50 in South Africa?
Mazda BT-50 1.9 Active Manual 4×2 R611 900
Mazda BT-50 1.9 Active Automatic 4×2 R647 900
Mazda BT-50 3.0 Dynamic Automatic 4×2 R759 400
Mazda BT-50 3.0 Individual Automatic 4×4 R794 400
Mazda SA says its new bakkie with come standard with a 3-year/unlimited-kilometre service plan, 3-year/unlimited-kilometre warranty and 3-year/unlimited-kilometre roadside assistance.
Volkswagen America has revealed the Atlas Cross Sport GT Concept with Golf R power.
Sportier styling is not unfamiliar to the VW SUV and crossover range, although ardent GTi and R followers might find it annoying, the truth is that R-Design packages sell rather well, on the Tiguan and Touareg.
VW has now shown a desire to expand the more purposeful high-performance look on its SUVs. The concept in question is its Atlas seven-seater SUV. Built on the MQB platform, the Atlas is essentially a larger Tiguan, and that means it has inherently tidy dynamic driving characteristics.
A VW project team has now created the Atlas Cross Sport GT, to illustrate how an ‘R-Line’ version of the vehicle could look. Beyond the striking Eisvogelblau paint finish, there is contrasting gloss black exterior trim, with those ABT Sport HR AeroWheels immediately noticeable too, and not only for their design. Sized at 22-inches, these massive wheels roll Yokohama Advan Sport tyres.
Hiding behind those ABT wheels, are larger eight-piston Tarox front brake callipers, which should improve braking feel and performance. Bigger wheels are often misunderstood: they aren’t just for aesthetic purposes, but also allow for greater brake component clearance.
VW’s Cross Sport GT team has also updated the Atlas suspension, with EXA Plus 3 coilovers at each wheel corner. The truly impressive mechanical upgrades, concern this Cross Sport GT’s engine and drivetrain, which borrows from the Golf R. It uses a Golf7 R EA888, boosting an IS38 turbocharger. VW won’t confirm the exact power figure but alludes to its being in excess of 224 kW.
Power is distributed to all four wheels, via a VW’s proven 4Motion system, with a seven-speed DSG transmission managing the up- and downshifts. An interesting part of the Atlas Cross Sport GT project, is its cooling system. With a different front profile to the Golf R, engineers had to transplant a radiator from the hatchback to this special Atlas, to ensure it retained adequate cooling.
It looks great, and runs with dynamic verve thanks to the Golf R mechanical bits, but what about the inside? VW has made the shifter, seatbelts, and floor mats blue and added a flat-bottom steering wheel. By far the best part of this Atlas Cross Sport GT’s cabin, are those four Recaro Sportster CS seats. If you are still in doubt, about the issue of a VW R crossover or SUV, the Atlas Cross Sport GT, could definitely change your mind.
New Hyundai i20 Review – In-depth analysis, specs, pricing and buying advice
The new Hyundai i20 has arrived in South Africa brimming with good looks and loads of features! We put it to the test!
Hyundai has gone from not existing 30 years ago to entrenching the brand as a substantial global player in the motoring industry, and South Africa is no exception.
The brand occupies third place in overall passenger vehicle sales, trailing only VW and Toyota. The secret to their success has been attractive packages at attractive prices, particularly in the crossover and compact SUV segments.
But the premium compact hatch segment is fiercely competitive. With stalwarts such as the VW Polo, Ford Fiesta and Opel Corsa in the mix, the i20 has to be a solid offering to stand a chance.
The segment is also under pressure from a new crop of compact crossovers, in the form of cars such as the Suzuki Vitara Brezza, Toyota Urban Cruiser, Nissan Magnite and Kia Sonet, all of which cost less than this top-of-the-range i20.
So, how does the i20 compare? Well, Ciro De Siena tries to answer all your questions in this review. Enjoy!
The 3rd-generation Hyundai i20 was recently launched in South Africa, replete with a modern turbopetrol engine and a generous specification list. However, apart from stiff competition in the compact hatchback segment, the newcomer is also under threat from a horde of new small, budget-oriented crossovers…
We like: Punchy performance, good fuel efficiency and standard spec, engaging to drive, comprehensive backup
We don’t like: Some obvious evidence of cost-cutting in the cabin finishes, driver’s seat position
Fast Facts:
Model Tested: Hyundai i20 1.0T Fluid
List Price: R330 900
Engine: 1.0-litre 3-cylinder turbopetrol
Power/Torque: 90 kW/172 Nm
Transmission: 6-speed manual gearbox
Fuel efficiency: 6.5 L/100 km (claimed)
Performance: 0-100 kph in 9.7 sec (claimed)
Load capacity: 311 Litres
What is it?
The i20 is Hyundai’s perenially popular compact hatchback offering… Since 2009, when the first-gen model was released in our market, more than 106 000 units have found homes in the Republic. When the 2nd-gen model reached the end of its lifecycle, however, Hyundai gave the i20 a substantial overhaul and introduced a plethora of modern conveniences, as well as a punchy turbopetrol engine.
The new, 3rd-gen Hyundai i20 is therefore available with a choice of naturally-aspirated or turbocharged petrol engines mated with either a manual gearbox or an automatic transmission. There are two levels of trim in the range: Motion and Fluid. Physically, the new Hyundai i20 is longer, wider and offers a bit more ground clearance than its predecessor. Hyundai has also reworked the cabin dimensions to allow for more shoulder room and rear legroom for passengers, plus the load bay has been enlarged.
Previous generations of the i20 sported rather generic hatchback exterior designs, but the 3rd iteration is quite distinctive by comparison… Yes, indeed, what you see here is a sleek and modern-looking compact hatchback with a Hyundai badge on its grille and tailgate! The look is bold and assertive and, based on social media reactions, people either love or loathe it. Us? We try to avoid getting drawn into design debates (taste is, of course, subjective), but we can only commend Hyundai for going with something radical. It could have played it safe design-wise, yet this product makes a statement.
The compact hatchback segment has certainly been impacted by the rising popularity of crossovers, but not terminally – this portion of the market still commands serious sales volume. Despite Volkswagen’s foray into the SUV domain with products whose names start with a T, it’s the humble Volkswagen Polo that brings in huge numbers and is the most obvious rival to the Hyundai i20.
Previous iterations of the Hyundai i20 were powered by workmanlike naturally aspirated (non-turbocharged) petrol engines, which were reasonably fuel-efficient, but lacked punch and refinement (there was admittedly a turbodiesel derivative in the 1st-generation model’s line-up… for a while). The locally-developed 2nd-gen 1.4 Sport attempted to woo performance enthusiasts to the brand, but nice wheels, stickers, and a booming exhaust did not a warm hatchback make. In comparison to rivals’ modern and engaging turbocharged engines, Hyundai i20 powerplants have tended to be bland.
This 3rd-generation Hyundai i20’s headlining powertrain addresses previous versions’ shortcomings, not only in terms of outputs – drivability too. The new 1.0-litre 3-cylinder turbopetrol engine produces 90 kW and 172 Nm and is offered in combination with either a manual ‘box or a dual-clutch (automatic) transmission. Our test unit was a manual example and we found the clutch pedal and shift action light and straightforward to use. There were times we found ourselves forgetting the vehicle came with a 6th gear, such was the motor’s refinement (and the cabin’s insulation from mechanical and road noise).
In comparison with its 1.4-litre naturally aspirated predecessor, the 1.0T Fluid’s engine is notably punchier and more responsive. After exhibiting a hint of lag at pullaway, the i20 darts around effortlessly (its low kerb weight of 990 kg certainly helps). The motor emits a pleasant rumble under hard acceleration and because peak torque is available from 1 500 to 4 000 rpm, you don’t even need to rev it hard to get the most out of it. The Fiesta and Polo’s 1.0-litre turbocharged engines are down on power, but offer matching torque outputs. They can’t match the i20 when it comes to engine eagerness, however.
Meanwhile, the 1.0T Fluid rides on smart-looking 16-inch alloys wrapped in 195/55 tyres, which suggests the newcomer should have a firmer ride quality than its predecessors. However, the ride quality has, in fact, been stepped up. Granted, the damping is on the stiffer side of pliant, but added agility has not come at the cost of comfort. The i20’s suspension is quite forgiving when traversing bad roads; there’s none of that “thudding through” you’ll experience in some of the sportier models in this segment. The steering setup is good, with a light-but-positive action that is a boon in tight parking situations.
The i20’s smaller-capacity, but turbocharged, powerplant (with its improved potency and responsiveness) has not disadvantaged the Korean model’s fuel economy, at least not in our experience. Given our extensive testing and eagerness to explore exactly how much sportiness Hyundai has instilled in its new offering, we saw an indicated return of 5.7 L/100 km at the end of our test, which was even lower than the manufacturer’s average claim of 6.5 L/100 km.
With such a radically different driving experience when you compare it to the older model, the new Hyundai i20 represents a big leap forward – it’s more than a match for its rivals when it comes to driving manners. Dare we say it, this newcomer approaches the “warm hatchback” territory and we can only begin to imagine what the upcoming i20 N performance variant will be like to drive…
What’s the interior of the updated i20 like?
The all-new i20’s cabin is also a significant step up from that of the older model. Previously, it lacked emotional appeal – functionality and ergonomics were more important than aesthetics and upmarket finishes. In the new model, you’re greeted by a sharp-looking dashboard with crisp colours, plus there are some subtle sporty touches like the red stitching on the steering wheel, gear-lever boot and seats.
Speaking of the seats, it did take us longer than usual to get comfortable in them. Perhaps it was this author’s tall frame, but a number of small adjustments to the backrest angle and squab were required to find an acceptable driving position. Other Cars.co.za testers reported similar issues. The rest of the Hyundai i20 interior is neat with an all-black theme with red accents in the turbocharged derivatives.
If we were to nitpick, the overall fit-and-finish is as good as one would expect in a modern Hyundai product, but hard plastics abound in the cabin. In fact, some of the surfaces feel a trifle cheaply made. That being said, the interior seems solid and hard-wearing. Given how car pricing has progressed over the past few years, customers’ expectations tend to be high when they’re forking out upwards of R300k for a small hatchback and some of the i20’s interior finishes aren’t quite up to the Polo’s standard. That being said, spec-for-spec, the Hyundai has its German rival licked in terms of standard spec.
In 1.0T Fluid guise, Hyundai’s compact hatchback incorporates numerous features and gadgets as standard – some of which its rivals either offer as optional extras… or not at all. Here are a few of the highlights: a wireless charging pad, a touchscreen infotainment system that’s Apple CarPlay- and Android Auto compatible, 2x USB ports for the front, 1x USB for the rear passengers, electric windows, electrically adjustable and auto-folding side mirrors, air conditioning (although not automatic), auto lights and -wipers, central locking, cruise control, rear park assist and a reverse-view camera.
When it comes to safety, electronic stability control is unfortunately omitted. The rest of the safety suite, which includes ABS with EBD and 6 airbags (driver, passenger, side, curtain), is sufficient.
Is the new Hyundai i20 practical?
As mentioned earlier, the all-new Hyundai i20’s exterior dimensions have grown – the compact hatchback is notably wider and longer than its predecessor. As a result of its revised packaging, the newcomer offers more interior space, which is certainly welcome. Hyundai claims there’s more leg- and shoulder room for rear occupants and, when this taller-than-average tester conducted the sit-behind-yourself test, he found the aft accommodation more comfortable than before (most adults felt cramped in the back of the previous i20). Rear passengers will also appreciate the USB port to charge devices.
There are plenty of storage solutions dotted around the cabin, ideal for stashing keys and so on. There are also two cupholders up front and recesses to store bottles (one in each of the rear-door linings).
The load-bay has grown too, with a claimed 311 litres of space on offer – the 2nd-gen model’s luggage capacity was, by comparison, only 285 litres. Hyundai also offers a luggage storage net for its new i20 and, if you need more carrying capacity, the rear seatback can be folded down, but it’s a single-piece unit (in other words, it does not split in a 60/40 configuration).
How much does the Hyundai i20 cost in South Africa?
You can get behind the wheel of the new Hyundai i20 from R275 900. This turbocharged 1.0T Fluid derivative retails for R330 900 and its automatic counterpart costs R355 900. Every Hyundai i20 sold comes with a 5-year/150 000 km manufacturer’s warranty and an additional 2-year/50 000 km powertrain warranty, a 5-year/160 000 km perforation warranty, 7 years (or until 150 000 km) roadside assistance, as well as a 4-year/60 000 km service plan with intervals at every 15 000 km.
With the 3rd iteration of the i20, Hyundai has addressed the major shortcomings of the previous-gen model – and quite effectively so. Not only does it boast a powertrain that’s more than a match (in terms of performance and, seemingly, efficiency) for the segment’s best, it offers good on-road refinement, a reasonably pliant ride quality, as well as an engaging driving experience.
Plus, don’t forget about the glut of standard features: in 1.0T Fluid guise, the Korean firm’s newcomer comes fitted, as standard, with nearly every convenience that one would expect a compact hatchback cabin to offer. Even if some of its interior plastics seem a bit harsh to the touch, when you factor in Hyundai’s comprehensive warranty and service plan, the new i20 makes a very compelling case for itself.
Should you buy one? If you’re shopping for a compact hatchback, you’d be forgiven for being overwhelmed by how much choice is out there. With its potent engine, modern interior and after-sales offering, the new i20 has leapfrogged many offerings in the segment and is jostling, once again, for best-in-class honours. Ignore the polarising looks and give it a test drive, you may be pleasantly surprised.
Updated photographs show the 2023 Mercedes-Benz T-Class is a step closer to a production reveal as some of the camouflage has been shed. Here’s Mercedes-Benz’s answer to the Volkswagen Caddy.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer’s request, have watermarked them.
The development of the Mercedes-Benz rival to the popular Volkswagen Caddy is progressing nicely, with the mule you see here showing off some details like the headlights and grille. We can also see the side windows and rear windows for the first time.
Under the skin, the 2023 Mercedes-Benz T-Class is underpinned by the Renault Kangoo, which is available in both passenger and commercial applications. We suspect Mercedes-Benz will adopt a similar strategy. Expect the two products will share powertrains too, which will mean we could expect petrol, diesel, and plug-in hybrid options. Given the European market’s shift into electrification, we won’t be surprised if there’s an all-electric version either.
Mercedes-Benz has given a preview of what’s to come in the form of the EQT Concept, which confirms the Stuttgart-based manufacturer will be investing in electrification across its portfolio. If the EQT gains the same electric powertrain from the Renault Kangoo E-Tech, then expect a range of around 265 km. The internal combustion engines will also make an appearance for the standard T-Class and these are expected in the form of Renault’s 1.3-litre turbopetrol and 1.5-litre turbodiesels.
It’s a bold move from Mercedes-Benz to push an MPV product in the era of the SUV. Given the brand’s extensive SUV portfolio of GLA, GLB, GLC, and so on, the declining MPV segment shows how the market has shifted. We’re keen to see what the 2023 Mercedes-Benz T-Class can bring to the party.
Mercedes-Benz has outlined its latest EV strategy and it’s happening fast, very fast…
As electrification becomes a primary focus for car manufacturers in the long term, Mercedes-Benz is aiming to be all-electric by the end of the decade, market conditions permitting.
In fact, by 2022, the German luxury brand aims to have an all-electric vehicle in every segment it occupies and by 2025, Merc says that all new vehicle architectures will be electric-only and customers will be able to choose an electric alternative for every model in its lineup.
To meet this goal, Mercedes-Benz will accelerate its research and development efforts and will invest over €40 billion (nearly R700-billion) between 2022 and 2030. Merc says that the rapid advancement of its EV portfolio will help accelerate the rate of EV adoption worldwide.
“The EV shift is picking up speed – especially in the luxury segment, where Mercedes-Benz belongs. The tipping point is getting closer and we will be ready as markets switch to electric-only by the end of this decade. This step marks a profound reallocation of capital. By managing this faster transformation while safeguarding our profitability targets, we will ensure the enduring success of Mercedes-Benz. Thanks to our highly qualified and motivated workforce, I am convinced that we will be successful in this exciting new era” said Ola Källenius, CEO of Daimler AG and Mercedes-Benz AG.
New EV Architecture and Increased Battery Capacity
Mercedes-Benz plans to be all-electric by 2030.
In 2025, Mercedes-Benz will launch 3 electric-only architectures/platforms.
These new architectures are as follows:
MB.EA – Dedicated to all medium to large passenger cars which will establish a scalable modular system to serve as the backbone for the future of Mercedes-Benz EVs.
AMG.EA – Dedicated to AMG performance electric cars that will feature the technology and performance that AMG customers expect.
VAN.EA – Dedicated to electric vans and Light Commercial Vehicles (LCVs).
As part of this monumental shift towards electric mobility, the acquisition of a UK-based electric motor firm, YASA, will provide access to axial flux motor technology and the expertise for Mercedes-Benz to develop high-performance, next-generation electric motors in-house, such as the eATS 2.0. As the world’s largest New Energy Market (NEV) China will play a major role in supplying key EV components and software technology.
Furthermore, Mercedes-Benz (along with its European partners) plans to establish no less than 8 Gigafactories to produce the necessary battery cells. This is in addition to 9 planned plants that are dedicated to building battery systems. Merc says that next-generation batteries will be highly standardised for use in over 90% of all Mercedes-Benz cars and vans. With rapid battery development, improvements in cell technology is expected to yield notable gains in range within a vehicle’s lifecycle.
Mercedes-Benz currently has one of the biggest charging networks worldwide with more than 530 000 AC and DC charging points but the brand is looking to expand even further in Europe, China and North America.
As of 2022, Mercedes-Benz will be producing 8 EVs at 7 locations on 3 continents and in the same year, Merc says all its passenger car and battery assembly facilities will operate carbon-neutral. Mercedes-Benz has partnered with GROB, a German battery and automation producer and the firm will also be establishing a battery recycling factory which is expected to be operational in 2023.
Initially, Mercedes-Benz set an EV and hybrid sales target of 25% by 2025 but with acceleration plans and massive investment underway, this EV sales target has now shifted towards 50% considering that the brand aims to be all-electric by 2030.
Mercedes-Benz believes that the company’s profit margins can match those of the ICE era by realising and manipulating a number of factors such as raising the proportion of high-end vehicles (Maybach and AMG models), increasing digital service revenue, reducing overall costs through advances in battery technology and scalable architecture and mass standardisation, to name a few. Mercedes-Benz’s investment in conventional combustion engines and plug-in hybrid technologies will fall by as much as 80% between 2019 and 2026 as the brand switches itself over to a full-scale electric existence.
The Stuttgart-based luxury car manufacturer, Mercedes-Benz, has teased its latest forthcoming all-electric prototype, the Vision EQXX.
Mercedes-Benz has been developing a new all-electric prototype that’s expected to showcase next-generation Electric Vehicle (EV) technology. The image above is the latest teaser which gives us some idea of what the Vision EQXX will look like.
When the Vision EQXX was announced last year, Markus Schafer, Merc’s research and development boss said, “We have set up a group of our engineers to take on an extraordinary task: to build the longest-range and highest-efficiency electric car the world has ever seen. This is a serious project, chasing next-generation technologies. We intend to incorporate the learning into the next generation of series production cars.”
The Vision EQXX has been developed with the help of AMG High-Performance Powertrains based in the UK with extensive expertise in Formula One and electric powertrains.
The Vision EQXX is expected to boast exemplary efficiency and notable electric range capability of over 1 000km on a single charge and Merc is targeting a single-digit figure for Kwh per 100 km (over 6 miles per kWh) at normal highway speeds.
The Vision EQXX will be officially revealed in 2022.
Our spy photographers have spotted a hardcore BMW M4 on the Nurburgring and many have suggested this is the flagship M4 coupe CSL.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer’s request, have watermarked them.
Usually, we take car forums with a pinch of salt, but Bimmerpost has a reputation for solid intel over the years. A recent post suggested the all-new BMW M4 Coupe CSL will be launched in 2022 and our spy photographers spotted this model undergoing testing on the Nurburgring.
This prototype features a slightly different rear spoiler which has been built into the rear boot lid as well as a more aggressive front splitter on the nose. We also think the car is sitting lower than the standard BMW M4 Competition.
The real meat will be what’s under the bonnet and sources suggest the current 3.0-litre turbocharged straight-6 engine’s power will be cranked up. The M4 Competition currently offers 375 kW and 650 Nm, but it’s rumoured the CSL will have 403 kW, putting it in the same league as the Alfa Romeo Giulia GTA. Keeping with the CSL purity theme, the xDrive all-wheel-drive system will be dumped in favour of rear-wheel drive with the added bonus of weight saving.
The source went on to say the new 2022 BMW M4 CSL will also feature new alloy wheels (probably lightweight units), lots of carbon bits as well as an Alcantara steering wheel.
When is the 2022 BMW M4 CSL being revealed?
The 2022 BMW M4 CSL is expected to be revealed in early 2022, with production starting in July 2022. We reckon it will be produced in very limited numbers, much like the CS, GTS and original CSL models.
