2021 Toyota Corolla Hybrid XS Review – Well-priced, sips fuel!
Ciro De Siena gets to grips with the Toyota Corolla Hybrid, one of the most fuel efficient vehicles we’ve driven.
The year is 1994. Toyota launches a new car onto the Japanese market. It has curious looks, but it has an even more curious drivetrain. And with it, a new word is added to the world of motoring: Hybrid.
Yes, the first Prius was launched 27 years ago, and since then, Toyota has constantly refined (and made more affordable) the hybrid tech that made it famous. And now you can buy this tech in a family sedan for close to the price of a top-of-the-range VW Polo.
At R419 900, the Corolla Hybrid immediately feels like very good value; a lot of car for your money, as the saying goes.
In this review, our video guy Ciro De Siena takes some time to explain just how this hybrid technology works, how it will benefit you as a motorist, and how it will benefit the planet. We cover the Corolla Hybrid’s price, fuel consumption, interior and boot (load) space.
But, as good as this offering is, we do expect it to live in the shadow of the upcoming Toyota Corolla Cross Hybrid. The sedan has fallen out of favour in our market; South Africans just love SUVs, and somehow Toyota South Africa have managed to price the equivalent Cross Hybrid model at a more affordable price than the sedan!
Even so, the sedan is still worth a look, and we hope you’ll find this video useful.
After a long wait, the all-new Toyota GR86 has been revealed. Here are some details about the naturally aspirated rear-wheel-drive coupe.
The Toyota GR86 is a lightweight, rear-wheel-drive coupe that’s been engineered from the ground up to be an enthusiast’s car. It ticks all the boxes for driving engagement; rear-wheel drive, nimble, light, manual gearbox and a rev-happy naturally-aspirated motor. Granted, most modern performance hatchbacks would leave it for dead, but that’s not the point of this car.
As the saying goes, “it’s more fun driving a slow car fast, than a fast car slow” and the GR86’s thrills could be had at 70 kph, with plenty of manageable driving action. It wasn’t without fault though, that engine could have done with a touch more torque and it became surprisingly expensive at the end of its lifespan.
Now for 2021, there’s an all-new Toyota GR86. Again developed in conjunction with Subaru, who revealed its BRZ late in 2020 for the North American and Japanese markets only, the new GR86 brings a new design, new suspension and most importantly, a new engine. The new Toyota ’86 is the third model in the GR portfolio, underlining Toyota’s ambition to shake off its predictable and no-fun image from a few years back. With the Supra GR and the new Yaris GR (due in South Africa in the middle of 2021), Toyota is keen to show it still knows how to build fun and engaging driving machines.
The new engine is again a lightweight, horizontally-opposed 4-cylinder petrol unit, but capacity has been up to 2.4-litre. Power is rated at 173 kW and 250 Nm, which is a big jump from the 147 kW and 205 Nm of the outgoing GR86. Toyota has worked extensively on the car’s weight-saving program and there are lightweight materials across the board, such as aluminium roof and body panels. The work doesn’t stop there though, with torsional rigidity increasing by around 50% and the vehicle tips the scales at 1 270 kg – about the same as a Volkswagen Golf. Toyota claims it will be the lightest 4-seater coupe in its class.
By keeping the weight down and maintaining a low centre of gravity, the Toyota GR86 should be a hands-on driving machine. The previous generation sold more than 200 000 units, proving there’s a case for a back-to-basics analogue sportscar.
When will the new Toyota GR86 come to South Africa?
Toyota South Africa Motors says local timing for launch as well as sales will be confirmed in 2022.
Toyota has joined the all-electric party with this interesting electric SUV. Meet the all-new Toyota bZ4x.
We’ve come to know and admire Toyota for its hybrid strategy and despite other carmakers going the all-electric route, the Japanese brand has been cautious in its approach. Now the first pure electric car has been showcased. This is the Toyota bZ4x, Toyota’s first bespoke electric car and it represents a number of firsts.
This is not a one-off model, with bZ signifying an all-new electric sub-brand and this vehicle is the first Toyota to use the dedicated electrified battery-electric vehicle platform called e-TNGA. On paper at least, the specs look commendable. The Toyota bZ4x features a 71.4 kWh battery which is said to provide a range of 450 km based on the WLTP test cycle. Impressively, Toyota claims the battery will hold 90% of its charge for the first 10 years of its lifespan, thanks to water cooling of the battery cells and active thermal management.
Outputs of 150 kW and 265 Nm are on offer, with a claimed 0-100 kph of 8.4 seconds. This new e-TNGA was co-developed by Subaru so you can expect a version from that brand too. There’ll be a higher-output model too, with 160 kW and 336 Nm, which is said to be good for 7.7 seconds as well as all-wheel drive. Both models allow for rapid charging, so a 150 kW fast charger will give you 80% in 30 minutes.
This new e-TNGA platform makes use of a cleverly positioned battery in the floor which improves handling and interior space. Boot space is rated at 452 litres. Toyota has also shown off its new infotainment system and a new-look digital dashboard.
The new Mercedes-AMG SL has been revealed and it looks phenomenal!
Just look at it! The new sleek and curvaceous Mercedes-AMG SL has arrived, in style, of course and, it’s fair to say that it looks better than ever! It replaces the discontinued GT Roadster and features familiar cues such as the firm’s Panamericana grille with vertical slats which is complemented by angular and elongated headlights units outlined with LED daytime running light strips.
The new Mercedes-AMG SL features a sleek, fluid design with V8 power under the bonnet.
Move towards the rear and the wide, flared hind quarters hint at its performance potential (more on this shortly) but is confirmed with a quad exhaust system. Also, note the flush door handles, as seen on the S-class, which are neatly hidden, giving the SL a clean, sophisticated and uncluttered appearance.
For this latest iteration of the SL, the boffs at Affalterbach have ditched the previous metal roof and instead fitted a 3-layer fabric electronic roof which saves roughly 21kg in weight. The rear window is glass though and it’s heated. The roof itself can be dropped or raised in about 15 seconds at speeds up to 50 kph.
But, if the exterior design of the new Mercedes-AMG SL hasn’t convinced you just yet, perhaps the interior will win you over…
Tech and luxury inside the new Mercedes-AMG SL
Earlier this year, Mercedes-AMG released images of the interior of the Affalterbach-division’s R232-generation SL. As expected, Benz’s iconic convertible features a 2+2 seating configuration (for the first time since the ‘90s) and its “hyperanalogue” interior is said to blend minimalism with a highly digital user experience. The SL blends analogue geometry with the digital world and, to put it another way, this interior design is not simply a copy-and-paste of the C-Class and S-Class cabins.
An example of this, Mercedes-AMG says, is the new SL’s digital instrument cluster, which comprises a high-resolution 12.3-inch screen integrated into a traditional cowled binnacle (as opposed to other contemporary Benz models, such as the latest C-Class sedan, which utilises a mounted rectangular panel). A head-up display, which matches the instrumentation display schemes, is optional.
Similarly, the 2-tiered dashboard is elegantly curved to incorporate the sensual, um, protrusions of the four galvanised turbine ventilation nozzles, while the almost oval-shaped metallic-trim-framed centre console juts up slightly from the transmission tunnel. The latter houses a 11.9-inch multimedia touchscreen in portrait format (okay, so the tablet is similar to the SL’s aforementioned sedan siblings).
To avoid reflections when the SL’s been driven with its roof down, this ‘screen can be adjusted electrically into a more vertical position and the SL’s infotainment system incorporates the operating structure of the 2nd-generation MBUX system as fitted in the S-Class, but supplemented with (or replaced by) AMG-specific content and displays.
Apart from sporting matching trims and finishes to the rest of the interior (and, of course, premium Burmester speakers with decoratively perforated metal covers, the door linings are concave; their high sills are accented with decorative topstitching and run past the dashboard’s outer turbine ventilation nozzles to effectively “frame” the cockpit.
As for the 2+2 seating configuration, which last featured on the R129-generation SL (which, not coincidentally, also featured a folding soft top), Mercedes-AMG says the new SL’s rear seats can accommodate occupants of up to 1.50 metres in height (in other words, small children). It’s more likely the second row will be utilised for additional storage space (Benz says a golf bag would fit back there!) or be covered by a draught-stop to protect the back of front occupants’ necks from wind intrusion. The firm’s familiar Airscarf neck-level heating system adds further comfort.
Sports seats will be standard, while Performance seats will be optional. Customers will be able to choose between single or 2-tone Nappa leather trim (Style leather with diamond stitching is shown here), or a combination of Nappa leather with Dinamica Race microfibre and contrasting topstitching in yellow or red. Last, but not least, occupants can choose from no fewer than 64 colours of ambient lighting.
What engines are offered for the new Mercedes-AMG SL?
Choose your power flavour. SL 55 or SL 63?
A twin-turbocharged 4.0-litre V8 engine will do service under the bonnet of the new SL and it will be offered in 2 states of tune in the form of the SL 55 and the SL 63. Further powertrain options are expected in due course including a Plug-In Hybrid Electric Vehicle (PHEV) and possibly a mild-hybrid V6.
The base SL 55 will offer outputs of 350 kW and 700 Nm while the SL 63 packs more heat with 430 kW and 800 Nm. A 9-speed automatic transmission (with launch control) is, for the first time, linked to Merc’s 4Matic+ all-wheel-drive system with variable torque distribution. An electronically controlled rear limited-slip differential is standard on the SL 63 (optional on the SL 55) which aids traction and stability while rear-wheel steering further enhances handling ability at high speed as well as manoeuvrability at low speed.
As for performance, the SL 55 will sprint from zero to 100 kph in 3.9 seconds while the SL 63 shaves that down to 3.6 seconds.
Local availability of the new Mercedes-AMG SL has yet to be confirmed but 2022 is likely, which is soon…
There are persistent rumours that the Ford Bantam compact single-cab bakkie could be revived.
The South African sub-1-tonne single-cab bakkie market is a shadow of its former self. We can remember multiple entrants across the brands being represented, like the Opel Corsa/Chevrolet Ute, Fiat Strada, Nissan NP200, Mazda Rustler and Ford Bantam. With all of those, but the Nissan NP200, discontinued, SA consumers’ focus has shifted to the larger single-cab bakkie offerings like the Toyota Hilux, Ford Ranger, Nissan Navara, Isuzu D-Max and so on.
However, the world has shown a renewed interest in small-bakkie offerings. While the Fiat Strada and Volkswagen Saveiro soldier on in South America, there have been two significant launches in North America.
With the launch of the Hyundai Santa Cruz and Ford Maverick, interest and demand in the compact bakkie has skyrocketed. We’ve noticed a considerable amount of social media commentary expressing a desire for these products, despite them being left-hand drive only and, therefore, unavailable to our right-hand-drive market.
The Maverick and the Santa Cruz are highly in demand. Hyundai USA says its Santa Cruz was the fastest-selling new car in North America in August 2021, while more than 100 000 buyers have made reservations for the Ford.
So, what does this mean for South Africa? During a press recent conference, Hau Thai-Tang, chief product platform and operations officer at Ford Motor Company said to Muscle Cars and Trucks that the brand needs “an affordable, entry vehicle to bring first-time buyers into the showroom.” When asked about a potential smaller bakkie opportunity, he said “Maybe, there is certainly (possibilities) in other markets like South America and South Africa.”
This is where things get interesting. CarsGuide reported that Ford and Volkswagen would leverage their current commercial relationship to build a new compact SUV, with the Aussie publication suggesting a rebadged Ford version of the all-new Saveiro (the current model is old) based on the 2018 VW Tarok concept was on the cards.
Volkswagen Saveiro. Still not coming.
Volkswagen South Africa has said repeatedly that it would not be bringing the Saveiro to our market, citing left-hand drive conversion and the advanced age of the vehicle. It is built on an old Polo platform, after all.
We know already that Ford and Volkswagen are working closely together on a number of products. It’s common knowledge the all-new Ranger and Amarok will be twins, and we’ve already seen the first production units of the all-new Volkswagen Caddy and Ford Tourneo be revealed.
So, could we see the new Bantam essentially being the Ford production version of the Volkswagen Tarok? The South American media reckon the Saveiro will be replaced in 2024 and we think the Tarok concept previews its replacement. It wouldn’t take too much heavy lifting to get some Ford mechanicals in there along with some Blue Oval badging, and the result would be the 2025 Ford Bantam.
Watch this space as we think a revival of the sub-1-ton bakkie market in South Africa is on the cards.
A bigger, 3-row Land Rover Defender 130 is on the way!
Earlier this year, it came to light that Land Rover would bring a bigger, 3-row Defender to market to complement the existing Defender 90 and Defender 110 variants and it will offer seating for up to 8 people.
The latest news, however, is that patent images of the larger Defender 130 have surfaced online via Motor.es providing some indications of the proportions of the forthcoming Defender 130.
The Defender 130 is expected to retain the same 3 022mm wheelbase as its Defender 110 sibling but the overall length of the vehicle will increase to 5 105 mm, an increase of 87 mm, extending the rear section of the vehicle. The added length will improve space for passengers but also enhance practicality in terms of cargo-carrying ability.
As for engines, the larger Defender is likely to make use of Land Rover’s current crop of petrol, diesel and hybrid powertrains, including a 386 kW supercharged 5.0-litre V8 engine.
The Defender 130 is expected to go on sale later in 2022 so a full reveal is likely in the coming months. We will keep you updated!
Mazda South Africa will soon bolster its CX-30 crossover range with the addition of the CX-30 Carbon Edition which is due to reach local shores in the first quarter of 2022.
If the standard CX-30 doesn’t quite offer enough pizazz for your taste, perhaps the forthcoming CX-30 Carbon Edition will hit the mark.
For starters, the CX030 Carbon Edition rides on 18-inch Black alloy wheels which are complemented with black side mirror housings. The CX-30 will be offered with a new Platinum Quartz body colour but buyers will have the choice between 6 body colours including Snowflake White Pearl, Sonic Silver, Machine Grey, Soul Red Crystal, Polymetal Grey and Jet Black.
On the inside, the black cloth upholstery is contrasted with red stitching which extends to other areas such as the upper dashboard, centre console, door armrests and kneepads. Other nice-to-have standard features include dual-zone climate control, parking sensors, steering-mounted shift paddles and keyless entry.
Pricing details will be announced closer to launch in the first quarter of 2022.
The updated F-Pace is probably the last fossil-fuelled Jaguar model to paw its way out of the brand’s Solihull factory, but what sort of send-off has it been given? We sampled a 2.0-litre turbodiesel derivative of Jaguar’s best-selling SUV to see if it’s still good to drive.
We like: Revamped interior with luxurious materials, spacious and practical, composed ride, exterior design.
We don’t like: Engine lacks performance that the price suggests it should have. R1-million base price.
The exterior has been subtly updated while the interior has been revamped entirely.
Since its introduction in 2016, the F-Pace has gone on to become Jaguar’s best-selling model around the globe. The 2021-spec model incorporates subtle exterior design changes, but its interior has received a major overhaul – it now features a new cabin layout and a bigger, faster-reacting infotainment system.
Our test unit came specified with the optional new Black exterior pack, which includes gloss black finishes to the bumpers, grille and badging. It ramps of the Jaguar’s kerb- and road presence appreciably and the gloss black elements are complemented by matching 20-inch alloy wheels. I have to admit, the test unit’s black and white contrast looks quite attractive on the new model, especially at night, when the new “J-shaped” LED lighting elements project an imposing glare down the road.
What’s the F-Pace new interior like?
The new infotainment system and stubby transmission lever are new for the facelift.
New vehicles have become scarily expensive over the past 18 months, but the quality of interior materials (especially in premium vehicles) hasn’t really improved. In fact, manufacturers have tended to gloss materials up to make them look more expensive than they really are! You’ll find more faux carbon fibre, fake aluminium trim and gloss-black plastic masquerading as the real thing than authentic material. Jaguar Land Rover and Volvo have not been as guilty of this as the German brands and, as a result, the new F-Pace’s interior really does instil a sense of luxury with thick leather seats, tightly quilted hide (on the dashboard and door panels), as well as a perforated leather-trimmed steering wheel. Our test unit had the extended leather option, which is a R15 300 option that we’d recommend.
The updated F-Pace’s interior is not devoid of plastic, of course – the buttons for the ventilation modes, seat heating and demister are gloss black plastic, while the climate control dials have a chromed-look finish. The steering wheel controls lack a nice tactile “push click” feel; you need to prod squishy plastic panels on the spokes to activate functions. They’re certainly fashionable, but not very satisfying to use.
The Pivi Pro system requires a bit of familiarisation. Set some time aside to discover all the features available.
A sizeable (11.4-inch) Pivi Pro infotainment system dominates the fascia. It’s made from curved glass, so its user experience is akin to that of a high-end tablet. The system reacts to inputs much quicker than before and is now fully compatible with Android Auto and Apple Carplay. The F-Pace also has over-the-air functionality, so it won’t need to visit a dealer’s workshop to receive software updates… it will download and install them from the internet (via a wifi connection, for example).
Pivi Pro represents a notable upgrade over the previous infotainment system (we learned to appreciate it on the updated E-Pace), but it has so much functionality crammed into its submenus that you may run the Jaguar’s battery flat while you sit in the car and attempt to figure it all out! Take some time to set up favourite features – they’re much easier to use than regularly sifting through multiple menus.
Practicality wise, the F-Pace is claimed to have a bigger load bay than rivals such as the BMW X3 and Mercedes-Benz GLC. There’s also a bit more cargo space when the rear seats are folded down.
Is the D200 engine good enough?
The larger engines suit the exceptional dynamics of the SUV.
Jaguar has committed to a fossil-fuel-free future from 2025, so we can’t really expect much in the way of performance development from the current range of internal combustion engines. The D200’s 2.0-litre turbodiesel engine produces 150 kW and 430 Nm of torque; the motor proves economical and pleasingly smooth in combination with the 8-speed automatic transmission. So, the Jaguar’s performance is perfectly okay for commuting, but this is a R1.2 million SUV. An owner of a Toyota Hilux that costs half that price will tell you their bakkie produces the same power output and more torque (500 Nm).
The bigger engines have always suited the F-Pace; our personal favourite is the D300. Its 3.0-litre 6-cylinder turbodiesel motor’s power/torque advantage over its 4-cylinder stablemate (71 kW/220 Nm) is considerable. The D300 AWD R-Dynamic HSE commands a R115k premium over this D200 derivative – its direct counterpart. The mid-spec D300 R-Dynamic SE, however, is only R31k dearer…
To be fair, it’s only when you’ve loaded the D200 with people and things that you’ll notice its leisurely acceleration. Consumers expect more than sufficient engine grunt from a luxury vehicle, but overtaking manoeuvres just take a little bit longer to execute in this Jaguar. The thing is, you’re not really better off in any of its rivals: the equivalent (Audi) Q5, X3 and GLC have similar power outputs and less torque.
What’s the new F-Pace like to drive?
Adaptive dynamics on most F-Pace derivatives benefit the Jaguar’s ride quality on all surfaces.
The F-Pace retains the sharp, sure-footed handling attributes that have made it one of the most satisfying models to drive in its segment. It’s a very neutral car to drive fast, which means that even if you turn into corners a little too quickly, the Jaguar won’t do anything untoward – it remains poised and easily controllable. The standard all-wheel-drive shuffles power up and down the drivetrain to maintain the best possible traction, which, of course, aids stability. Body control is exceptional for an SUV of this size; in terms of agility, the F-Pace’s handling does not pale in comparison to that of the Porsche Macan.
Adaptive suspension is a standard feature on most F-Pace derivatives and it’s a key contributor to the F-Pace’s dynamic strength. Steering feel is reassuringly weighted (something we’ve always found to be a strength of Jaguar models) and the pedal responsiveness is brisk, although, in the lower-powered D200, there is a tendency to overreact to throttle inputs when Dynamic (Sport) mode is engaged.
Price and after-sales support
The facelifted F-Pace was introduced in August 2021 and is sold with a 5-year/100 000 km warranty and a 5-year/100 000 km service plan. Full price list here
Verdict
Dynamically the F-Pace is impressive, but it’s a pricey proposition.
The update of the F-Pace has come at a good time, because the Jaguar’s revamped interior really elevates the luxurious feel of the cabin beyond those of its direct competitors. The new infotainment system and its interface are easier to use, faster-reacting and the former now features both Android Auto and Apple Carplay compatibility.
In terms of dynamism, the British marque’s executive SUV remains one of the better-handling offerings in its category, but its suspension- and steering setups don’t lean so far towards sporty handling that the Jaguar’s a trifle too pointy and tightly-sprung to be comfortable in day-to-day driving. The adaptive suspension added to the facelift (for certain derivatives) helps it to ride plaintly in most conditions.
Practicality wise, it meets all the expectations of a luxury SUV of this size with a sizeable load bay, plenty of rear head- and legroom and as many connectivity points as you could ever want to spec.
To reiterate, vehicle prices have increased substantially during the past 18 months and F-Pace premiums sit right at the top end of its segment. Jaguar SA has added more standard equipment, but as you can see from our fully-loaded D200’s R1.4-million price tag, it’s expensive. That said, if quality and an engaging driving experience are higher on your priority list than price, the F-Pace may suit you well.
Porsche 911 GTS (2021) Launch Review
For the Porsche brand, the GTS badge dates back to the ‘60s, but it only became part of the 911 story 12 years ago. These days, the GTS is not only the most popular derivative in the iconic sportscar’s line-up, it’s arguably the pick of the range…
When Porsche introduced the GTS as part of the 911 line-up a little more than a decade ago, it didn’t represent much more than a late trim upgrade of the 997-generation Carrera S. It became a somewhat more established fixture in the range with the 991 model, but now, for the current 911 (992), the GTS has evolved far beyond a mid-range coupe derivative adorned with standard sportier accoutrements. In fact, given the fact that it’s currently the most popular 911 derivative, it may just represent the sweet-spot in what is a crushingly competent line-up.
For the 992-generation GTS’ South African launch, Porsche picked a Western Cape route that would see drivers cover significant distances, over varying road surfaces, long stretches of dead straight asphalt and, of course, some great twisty mountain passes. On hand were a selection of Carrera GTS (rear-wheel drive) and Carrera 4 GTS (all-wheel drive) coupes. You can also have your GTS as a Convertible (in rear- and all-wheel drive), or as a Targa (but only in all-wheel drive).
You can choose between a 4wd, rear-wheel-drive, cabriolet or Targa version of the GTS.
Seeing as I’m follically challenged, I’m not a big fan of open-topped cars, but there are other reasons to gravitate towards the coupe… I think it’s a sexier-looking car for a start and, importantly, it’s also a fair bit lighter than the drop-top. All the test units made available for the local launch drive were equipped with the marque’s popular 8-speed PDK (dual-clutch) transmission. You can, however, specify your GTS with a 7-speed manual gearbox, if you really want a “stick shift”. Porsche CEO Toby Venter says this is not something that happens very often these days…
What makes a GTS?
While the GTS began its existence in the 911 range as little more than an additional trim level, in the latest model, it has a character all of its own. Yes, the racier looks (mostly due to various blacked-out elements) remain an important part of the appeal, but now it’s got the dynamic and performance character to back up the appearance.
For one, instead of using a development of the suspension of the Carrera S, Porsche has used the Turbo’s suspension hardware as a starting point, and adapted those elements for use in the GTS. The Coupe and Cabriolet versions feature a (10mm-lowered) sports chassis, which has the so-called “helper springs” from the Turbo (with the main springs always under tension). Note, however, that the 911 Targa GTS features the 911 Targa 4S’ chassis.
Furthermore, the GTS gets the same high-performance braking system as the 911 Turbo, and the striking, black 20-inch (front) and 21-inch (rear) centre-lock alloy wheels from the 911 Turbo S’ catalogue.
The GTS is instantly recognisable by virtue of its darkened lighting elements.
In terms of power, the turbocharged 3.0-litre flat-6 engine produces 353 kW and 570 Nm (22 kW and 40 Nm more, respectively, than the Carrera S). A Carrera 4 GTS equipped with the 8-speed PDK is claimed to sprint from 0 to 100 kph in 3.3 sec, which is downright dazzling given that what you’re looking at here is a “mid-range 911 derivative” – if such a thing could ever exist. Do you really need to go any faster than this?
Finally, Porsche has also stripped out some sound-deadening measures which, together with the specially tuned standard sports exhaust system, really endows the GTS with a very racy persona. Want to crank things up another notch or two? On offer is a Lightweight package that strips out the rear seats, adds lightweight carbon fibre-reinforced plastic (CFRP) bucket seats, lightweight glass and even a lighter battery. Also included in the Lightweight package is rear-axle steering system and a few other aero-optimising features.
So, if you really want to prioritise driving dynamics (and thrills), you should specify the lighter rear-wheel-drive Carrera GTS in Coupe form with a manual ‘box and the Lightweight package…
What’s the Porsche 911 GTS like to drive?
The GTS interior package features carmine red or crayon stitching with ‘”Race Tex” trim (a recycled fibre made to look like Alcantara).
Well, it was never going to be a disappointment, was it? The 992 generation 911 is, in a word, superb and when you start driving the 911 GTS, it immediately becomes clear where exactly the newcomer fits into the range… It effectively combines the racier, edgier feel and emotive sound experience of derivatives such as the GT3 and Turbo, with the daily usability of a Carrera S. No wonder it’s shot straight to the top of the 911 sales charts.
Threading through peak Cape Town morning traffic doesn’t sound particularly fun, but the experience served to highlight just how comfortable the 911 GTS is round town. Even though it sits a bit lower than a Carrera S, it’s not lost any of its trademark “daily runner” talents. Pottering around at low speed also gave us the opportunity to poke around the cabin more thoroughly. There are some lovely touches. The GT sports steering wheel and Sport Chrono package are standard, as are the 4-way electrically adjustable (and very comfortable) Sports Seats Plus. As usual, the build quality is excellent.
As with the exterior, black details abound, but the starkness can be broken up with the GTS interior package’s decorative stitching options (Carmine Red or Crayon). I do like the Race Tex trim as well as the cliff-faced design of the facia, with its mix of touch-sensitive controls and physical buttons. The PCM infotainment system features many improvements, such as Android Auto compatibility and voice control.
Hit the open road, pin the throttle, and the immediacy of the 911 GTS’ response will leave you in no doubt about the car’s performance potential. There are few cars that can go so effortlessly from grand tourer to road racer. The PDK transmission is a real star, always managing to read the driver’s inputs precisely and delivering the expected acceleration – it’s particularly impressive on downshifts. The engine loves to rev; it picks up quickly from around 3 000 rpm and keeps pulling strongly to well past 7 000 rpm. And it gains a real raspy engine note at those higher engine speeds. It’s very addictive…
The GTS is supremely capable as both the perfect GT car and a road racer (when it needs to be one).
The roads around the Western Cape are generally in very good condition, but when you head off the major routes and you will invariably find some uneven surfaces, as well as some narrow, bumpy roads. Porsche SA included some of the latter on the launch drive schedule, and it’s here where the “duality” of the GTS’ character really comes to the fore. The newcomer’s body control is simply sublime, with the suspension dealing with bumps in a single, controlled movement, and settling quickly thereafter.
Enthusiastic drivers will revel in the GTS’ nature. While traditionalists may be tempted by that 7-speed manual option, the PDK would be my choice, but not only because it takes the pain out of the daily commute. When you’re flicking up and down the dual-clutch transmission to fully explore this 911’s abilities, you’ll appreciate the way the Porsche communicates with you through the ‘wheel and the seat of your pants. That way, you can focus your attention on all other aspects of hard-driving. And to me, this is important, because the 911 GTS is not merely a fast car. It’s supercar fast. The Carrera 4 GTS can easily eclipse 300 kph.
It would be a tough choice between the 4S or rear-driven GTS, but we would opt for the traditional Porsche setup.
Summary
Manual- and PDK-equipped variants of the 911 GTS Coupe are priced at R2 290 000 each, while the Carrera 4S GTS Coupe PDK costs R2 400 000. I would opt for the slightly more affordable rear-wheel-drive coupe derivative, simply because it imparts a slightly more natural feel when you are exploring its (substantial) performance envelope. Having said that, I can also appreciate that the 4S offers a broader range of abilities (especially in terms of outright grip), particularly on poorer road surfaces. Either way, at the price (around the low to mid-R2-million mark), there are few cars, if any, that offer a similarly seductive blend of poise, performance and daily driveability. Some may have the numbers on paper (here’s looking at you, BMW M4), but the 911 GTS offers more delicacy and finesse.
Jaguar Land Rover has officially revealed the 5th-generation Range Rover, replete with BMW engines and some new American infotainment technology. The latest iteration of the British marque’s first-class SUV will debut in South Africa towards the middle of 2022.
The iconic luxury 4×4 continues to evolve its renowned silhouette with simple details. This new version remains instantly recognisable. With a minimalist styling theme, relying on form and proportion, instead of outrageous grille styling (like many of its rivals), the new Range Rover is a picture of elegance.
Built on JLR’s new MLA platform, the Range Rover is offered in standard and LWB versions, both of which feature lengthened wheelbases compared with their predecessors (2 997 mm and 3 197 mm respectively). This has allowed for an even more spacious cabin architecture and a 7-seater configuration, which is available in the LWB version.
The interior design features significant digitisation. Instrumentation functions are relayed via a 13.7-inch TFT cluster, with the centre infotainment touchscreen being 13.1-inches in size. Amazon Alexa has been added to enhance the user experience, too.
Rear seat passengers have access 11.4-inch entertainment screens, which are embedded into the front seatbacks. If you opt for the comfiest executive-class rear seats, there is also an 8-inch touchscreen embedded in the centre armrest.
This new Range Rover features a redesigned 5-link rear-axle and 4-wheel air suspension, which is a good thing, as there is an optional 23-inch wheel option. Engineers have also added electrically powered anti-roll bars, which can act with up to 1400 Nm of countering force during high-load cornering.
It might be big, but the 5th-generation Range Rover should be a lot less intimidating to drive in crowded city conditions or on tight off-road trails. The rear axle delivers 7-degrees worth of active steering, trimming the vehicle’s overall turning circle to only 11m.
Land Rover’s familiar Ingenium inline 6-cylinder turbopetrol and turbodiesel engines have been retained and there are plug-in petrol hybrids too, which offer up to 100km of pure electric driving range – ideal for crawling along in busy city traffic. Range Rover’s most potent non-hybrid in-line-6 turbopetrol engine develops 294 kW and 550 Nm.
If you want a Range Rover V8, its 4.4-litre twin-turbocharged engine is sourced from BMW and configured to produce peak outputs of 390 kW and 750 Nm.
Despite its new design, Range Rover remains a hefty vehicle, with a weight range of 2 454- to 2725 kg, depending on spec.
The newcomer will be made available in South Africa next year in a choice of HSE and Autobiography derivatives. A First Edition will be offered throughout the first year of production, based on the Autobiography and featuring a unique specification. It will be exclusively available in a Sunset Gold Satin finish, among a choice of 5 exterior colours.
