Remember Lotus? The brand renowned for making the best chassis on the planet… Well, it’s back with a brand new sportscar, the Emira.
Famed for products such as the Elise, Exige and Evora. Let’s not forget the 7 either, or the limited run of Evija electric hypercars. Come to think of it, Lotus has made some seriously iconic sportscars over the years. The only real issue with them was ropey build quality and interiors that were uninspiring.
Under the new(ish) ownership of Geely, the brand is making a comeback, as an electric sportscar maker. But, that’s not what the Emira is, it’s an internal combustion engined car and in all likelihood, the last one the brand will make before switching over to batteries.
The Emira plans to compete with the Porsche 718 Cayman for mid-engined, rear-wheel-drive sportscar supremacy. The Lotus appears to use a development of the old Evora chassis with a bonded fibreglass body. It uses a similar wheelbase to the Evora but with wider tracks. 20-inch wheels sit snug within the wheel arches. The body looks free from wings and massive fins to enhance downforce but Lotus is convinced it will produce positive downforce equally at both ends of the car.
What powers the Lotus Emira?
The supercharged 3.5-litre V6 from the Evora will continue its duty in the Emira until emissions laws eventually force it out of existence. It produces 300 kW and 430 Nm of torque. Lotus has also announced it will use a 2-litre turbocharged 4-pot engine courtesy of AMG. Geely has a stakeholding in Daimler, so the partnership isn’t as unthinkable as it seems (British brands with AMG engines are a bit of a thing currently – Aston Martin uses them as well).
The AMG unit is said to deliver 270 kW and has been tuned by Lotus to suit the Emira’s characteristics. It also uses a bespoke air intake and exhaust so will likely sound different to the popping and banging of the A-Class AMGs.
No firm performance figures have been given yet, only that it will get to 100 kph in less than 4.5 seconds. Only the V6 is available with a manual gearbox while the AMG unit is going to be sold exclusively with an 8-speed dual-clutch ‘box.
Now, as for weight, after all, Lotus cars must be light as it’s the very ethos of its founder Colin Chapman. Lotus claims the lightest Emira will weigh 1 404kg (probably the AMG) which makes it almost identical to that of the Porsche 718 Cayman GTS but slightly lighter than the old Evora. That’s not wow factor stuff but it is carrying a lot more interior equipment than we are used to seeing in a Lotus.
Inside, it’s equipped with two USB ports, a 10.25-inch touchscreen, cupholders and inner door pockets. Then there’s a list of safety features and comfort features like adaptive cruise control and lane departure warning. In terms of actual load space though, there’s a storage bin behind the seats that holds 208 litres and then a smaller boot behind the engine that holds 151 litres. No mention of a frunk though…
The Emira is said to go on sale in key global markets in Q2 of 2022.
Having courted controversy by switching the 1 Series to a FWD platform and the 4 Series’ divisive styling, BMW has stuck with convention with the new 2 Series Coupe – it’s a handsome rear-wheel-drive compact sportscar, of which the initial flagship is powered by a 285 kW 3.0-litre inline-6 turbopetrol motor.
The finished look of the newcomer comes as no surprise (because an image of the “Thundernight Metallic” purple M240i xDrive was leaked earlier this week), but many traditionalists will be relieved the 2nd-generation 2 Series Coupe sports a pair of wide kidneys, flanked by LED headlamps with single-hexagon lighting signatures.
In profile, the newcomer has traditional coupe proportions, with a long bonnet and stubby tail section fore and aft of the cab. There are a few fresh details, however, such as triangular elements in the bumpers, flush-fitting door handles, a subtle integrated spoiler on the boot lid, as well as 3D-effect LED tail-light clusters.
As opposed to its 1 Series hatchback and 2 Series Gran Coupe siblings, the 2 Series Coupe is based on the Bavarian firm’s rear-wheel-drive CLAR platform (the newcomer is believed to be closely related to the Z4 roadster); it has 12% more torsional rigidity than its predecessor and a near-50:50 weight distribution.
In terms of dimensions, the new model is 105 mm longer, 64 mm wider and 28 mm lower than its predecessor, while its wheelbase has been stretched by 51 mm. It also has a broader footprint: 4-cylinder derivatives’ track widths have grown by 54 mm and 31 mm (front and rear) and the M240i’s by 63 mm and 35 mm respectively.
The initial South African line-up will include a 220i, 220d and M240i xDrive, each of which will have an 8-speed automatic transmission (alas, a manual ‘box is no longer offered), but the Sport transmission in the M240i xDrive does have a Sprint mode (for executing quick overtaking manoeuvres) which, when engaged, will actuate an immediate downshift and default to the sportiest drive-mode settings.
The 220i is powered by a 2.0-litre 4-cylinder turbopetrol engine that produces 135 kW and 300 Nm of torque (an increase of 30 Nm over the outgoing version) and is said to sprint from 0 to 100 kph in 7.5 sec. Next year, it will be joined by the 230i, which uses the same motor as the 220i, but has beefier peak outputs of 180 kW and 400 Nm; BMW claims that derivative will hit 100 kph from standstill in 6 sec.
While we await the reveal of the next iteration of the M2 (expected at some point in 2022), the M240i xDrive will be the top-of-the-range derivative. As its xDrive suffix suggests, the M240i has an all-wheel-drive configuration, albeit with a rear bias. It is propelled by a single-turbo 3.0-litre inline-6 engine that produces 285 kW and 500 Nm (from 1 900 to 5 000 rpm) and is said to accelerate from 0 to 100 kph in 4.3 sec.
Like its 4-cylinder brethren, the M240i xDrive has a MacPherson strut front- and multi-link rear suspension setup, as well as a variable-ratio sports steering and lift-related dampers as standard, but can be specified with adaptive dampers, an electronically-locking rear diff and M Sport brakes (with blue or red callipers).
Inside, the new 2 Series Coupe’s fascia looks closely related to that of the 3 Series and 4 Series, which represents a marked improvement over the previous model!
Highlights include a 12.3-inch digital instrument cluster and a 10.25-inch infotainment touchscreen powered by BMW’s iDrive 7 software (it offers, inter alia, wireless Apple CarPlay and Android Auto compatibility and over-the-air updates).
Depending on how lavishly buyers wish to spec their 2 Series Coupe, the newcomer’s interior can be kitted out with electrically-adjustable leather sports seats, a heated sports steering wheel, tri-zone climate control, a tilt/sliding glass sunroof, as well as a 16-speaker Harman Kardon surround sound system.
A plethora of driver-assist features are available, including autonomous emergency braking, adaptive cruise control with a stop-and-go function, lane-keeping and steering- assist, blind-spot monitoring, front and rear cross-traffic alert, a surround-view camera system, a head-up display as well as BMW’s Drive Recorder system.
Lastly, 4-cylinder derivatives are likely to feature 17- or 18-inch alloys, while the M240i features 19-inch M Light wheels with high-performance (non-run-flat) tyres.
We expect the new BMW 2 Series Coupe to arrive in Mzansi in early 2022.
Mercedes-Benz C-Class (2021) International Launch Review
A decade ago, the C-Class was Mercedes-Benz’s most important model, but given the popularity of SUVs and the inevitable push towards EVs, is it still the Three-pointed Star’s poster child? International correspondent Greg Kable drove the brand new W206 sedan to find out what it’s like…
When a group of journalists arrive at Mercedes-Benz’s expansive Immendingen test facility in southern Germany to drive the 5th-generation C-Class for the first time, the Sindelfingen-based brand’s officials appear distinctly nervous. This is how it has always been when a fresh incarnation of the BMW 3 Series rival has appeared through the years – and with good reason.
Since its introduction in 1993, the C-Class has garnered a total of 8.6 million sales worldwide, including 2.5 million sales of the 4th-gen model, which was introduced back in 2014. A good deal of Mercedes’ growth and profitability over the past 3 decades can therefore be traced to the success of the brand’s sports executive sedan. So, the new model (codenamed W206) clearly has a whole lot to live up to.
The new C-Class is made to look more like the E and S models.
This time, however, success is not all but assured. Not because of any fundamental weakness in the C-Class – far from it, in fact. Simply put, considering the paradigm shift taking place in every corner of the car industry (as governments around the world work to impose measures that favour electric cars), internal-combustion-engined mainstay models suddenly find themselves under intense pressure.
Having made a big step with the previous (W205-generation) C-Class, this new one represents more of an evolutionary change than a new start. It retains the same basic building blocks as its hugely successful predecessor – although pretty much every component has been altered to boost its appeal and, therefore, keep those sales ticking over.
And to make regulators happy and appease environmentalists, the model also adopts electrified technology across the range. The C-Class has influence beyond its initial sedan and estate variants: it also forms the basis of the 2nd-generation GLC executive SUV, which is due in 2022 in both conventional and coupe-inspired forms. That’s a big deal.
What’s new on the C-Class?
It’s more slippery through the air, which helps with fuel consumption.
In a move that harks back to the very first C-Class, Mercedes-Benz has endowed the new model with closer styling links to the latest E-Class and S-Class than more recent iterations as part of a wider effort to imbue its line-up with a more cohesive styling lineage. This is evident in the shape of elements such as its front grille, headlights, “power domes” on the bonnet and horizontally positioned tail-lights, which now extend into the boot lid to give the C-Class greater perceived width.
It also keeps its cab-rearward profile, 6-window glasshouse, largely unadorned flanks and overall stance – all closely modelled on those of its larger siblings to give it a sleek drag coefficient of 0.24.
For the first time, Mercedes-Benz is launching a new C-Class sedan and its estate variant simultaneously: the usual 6-month wait for the latter has been eradicated through improvements in production-line efficiency, the company says. Two-door coupee and cabriolet variants will follow in due course, although not before 2023.
Predictably, the new C-Class has grown. Length is up by 65 mm to 4 751 mm and width has increased by 13 mm to 1 820 mm, although a slightly sleeker roofline has reduced its height by 9 mm to 1 438 mm. All this makes it 63 mm longer, 10 mm wider and 1 mm lower than the Mercedes-Benz CLA. It’s also 42-mm longer, 7-mm narrower and 4-mm lower than its closest traditional rival, the BMW 3 Series.
The increase in length is allied to a longer wheelbase, which has grown by 25 mm to 2 865 mm. The added width, meanwhile, has brought with it the adoption of wider tracks. The front is up by 19 mm to 1 583 mm, while the rear is extended by 48 mm to 1 594 mm, with the effect that the wheels (ranging from a standard 17-inch to optional 20-inch alloys) now sit further outboard within the wheelhouses.
The new C-Class is underpinned by a reworked version of the W205’s Modular Rear Architecture (MRA) platform. Mercedes-Benz won’t go into specifics, apart from saying that the suspension design is similar, with double wishbones up front and a multi-link arrangement at the rear. What’s more, in combination with the wider tracks, the springs, dampers and anti-roll bars have been retuned.
Adaptive dampers remain an extra-cost option and while there’s no option of air suspension at the rear anymore, the new C-Class offers all-wheel steering for the first time, ostensibly in an attempt to increase low-speed manoeuvrability and improve stability at higher speeds. This enables the rear wheels to turn at up to 2.5 degrees in a bid to project it beyond the 3 Series for outright driver appeal…
Inside the new C-Class
The new infotainment screen is placed vertically in the cabin where the previous model used a horizontal screen.
The interior of the new C-Class sports the same contemporary look as that of the latest S-Class first-class sedan. When you step inside the newcomer for the first time and set your posterior on either of the restyled front seats, the Benz’s cabin makes a very strong impression by virtue of a mix of smart materials and expanse of fibre-optic lighting – it feels more special than the more expensive E-Class!
The driving position is ergonomically pleasing, with plenty of adjustment available for the driver’s seat and the column of the newly styled steering wheel, which features touch-sensitive controls in its horizontal spokes on higher-end models. Outward visibility is good, if not great. Mind you, there’s an armada of sensors and cameras to keep tabs during parking and the like.
Depending on the derivative and trim level, you get a 10.25-inch or 12.3-inch digital instrument cluster, together with a portrait-oriented touchscreen measuring 9.5 or 11.9 inches across.
Many of the controls have been incorporated into the latter, including those for the air conditioning, leaving very few physical buttons on the fascia. It’s all operated by the latest iteration of Mercedes-Benz’s MBUX system, which offers conversational speech control for most functions and whose software can be updated wirelessly. Key among the technology options is a new augmented reality head-up display. Similar to that offered on the S-Class, the display projects important information as a 29.5-inch image on the windscreen.
As before, the so-called direct-shift transmission stalk is mounted on the steering column, which frees up space on the centre console for a large oddment bin. It incorporates a pair of drink holders as well as a USB-C port, with a wireless charging pad available as an option. Manual shifts can, as before, be actuated via steering wheel-mounted paddles.
A new steering wheel design and air vents make up the most notable changes.
The cabin is cleverly packaged and more spacious all round, most notably in the rear, where the C-Class now offers 21 mm more legroom, 22 mm more elbow room and 13 mm more shoulder room.
Its load-carrying capability is disappointing, though: despite an increase in length, the claimed capacity remains 455 litres – 15 litres less than offered by the smaller CLA and 25 litres less than the 3 Series.
Buyers will be able to choose from 2 turbocharged 4-cylinder petrol engines and a single 4-cylinder diesel engine (in various states of tune) across 6 trim levels when deliveries begin.
Five derivatives (the C180, C200, C300, C220d and C300d) feature 48V mild-hybrid technology, with an added 15 kW provided by the alternator under acceleration and a coasting function that idles the engine on a trailing throttle for added energy recovery. The C300e is a full plug-in hybrid with an EV range put at between 89 km and 110 km on the WLTP test.
On the petrol side, the 1.5-litre C180 and C200 produce 125 kW and 150 kW respectively. They’re joined, from the outset, by the C300, which utilises a 2.0-litre engine with 190 kW. The same powerplant is used by the C300e in combination with an electric motor, albeit detuned to 150 kW to form part of a combined petrol-electric output of 230 kW.
The C220d and C300d use a new 2.0-litre 4-cylinder diesel engine, which in the former develops an extra 6 kW over the outgoing C220d, at 146 kW, and in the latter produces an additional 15 kW over the old C300d, at 195 kW. Its closest rival from Munich is the 320d, which produces 140 kW.
Every C-Class engine comes mated with a 9-speed automatic transmission. Rear-wheel drive is standard, although the C200 and C300 will also be offered with 4Matic four-wheel-drive in some markets.
What’s it like to drive?
The new model appears to be sportier than the C-Class of old.
The C220d is traditionally a big seller, and the updated engine is very well suited to the new C-Class’ broadened brief – a turbodiesel can still hold wide appeal in the sports executive sedan ranks!
With an extra 39 Nm (compared with its predecessor’s peak torque output), the C220d delivers 440 Nm between 1 800 and 2 800 rpm; consequently, the derivative’s demeanour is relaxed around town and quite urgent, if required, out on the open road. It’s also a commendably refined package, with relatively smooth and hushed qualities up to and beyond the middle of the engine’s rev range.
The increase in power and torque may be subtle, but the new entry-level turbodiesel hauls with added enthusiasm, as reflected in its 0-100 kph time of 7.3 sec and a claimed top speed of 245 kph.
It’s economical too. Claimed WLTP test figures of between 4.3 L/100 km and 4.1 L/100 km represent improvements on the previous generation and, by comparison, the BMW 320d can only boast respective figures of 4.6 L/100km in our market (some international markets have a mild-hybrid 320d that is claimed to consume 4.1 L/100 km).
The outstanding action of the C220d’s transmission helps matters; it shifts crisply and smoothly at all times. And the precision of the driveline is mirrored by the sedan’s handling, which takes on a more responsive nature than ever before. It all starts with the steering, which is both well-weighted and, thanks to the adoption of an altered ratio, quicker in its action.
The optional all-wheel steering system will appeal to driving enthusiasts. It clearly aids agility and is probably less suited to the relaxing qualities of the C220d than other new C-Class variants, but it’s still well worth considering for those who do a lot of urban driving, solely on its ability to provide a 43-cm reduction in the turning circle (down to 10.64 metres) for greater low-speed manoeuvrability.
The ability of the suspension to soak up road-surface irregularities, unobtrusively handle bumps and authoritatively deal with changes of camber helps to provide the new C-Class with a wonderfully flowing nature. It’s a tremendously easy car to place on the road and there’s a great balance to its actions.
It also offers very impressive levels of grip, yet, as proved by an extended drive in the rolling hills an hour or so south of Stuttgart, it’s the body control that really stands out. The C-Class remains super-composed when you run it hard up to the apex of a corner, with roll building in a clearly defined manner, while the chassis provides a clear picture of where the limits of adhesion are.
It’s clear already, though, that this new Mercedes-Benz pips its BMW rival for overall ride quality, at least when specified with the optional adaptive damping control (as our test car was). This gives it a great spread in character, providing it with a truly cosseting feel in Comfort driving mode and clearly more athletic traits in Sport.
Should I buy one?
The ride and handling improvements put the C-Class right in the path of the 3 Series’ hunting ground.
We’re going to need a lot more time in the new Mercedes-Benz C-Class to fully judge its performance and newfound sportiness, but what is evident from our first taste is that the model is clearly back in the running to be the best offering in the sports executive sedan segment – a fact that will undoubtedly trouble the 2020/21 #CarsAwards – powered by WesBank category winner, the BMW 3 Series.
In volume-selling C220d guise, the W206 Mercedes-Benz C-Class remains a tremendously well-rounded proposition, with outstanding levels of comfort, refinement and quality. However, these traditional traits now come with an ability to engage, connect and even excite the driver.
The new-generation C-Class is a wonderfully complete car that will no doubt appeal to a wide range of customers when it arrives on the local market towards the end of 2021 or in early 2022.
Croatians take control of Bugatti’s future
Bugatti no longer the jewel in VW’s crown.
No brand is more symbolic of turbopetrol engine excellence than Bugatti.
But as change sweeps over the automotive industry, Bugatti is at risk of becoming irrelevant. And to illustrate how its fortunes have waned, it will now report to a design office in Zagreb.
In an announcement that was expected, Bugatti is no longer an independent sub-brand of VW. It has become a joint-venture constituent of Bugatti-Rimac. And don’t let that hyphen fool you, because the Croatian start-up hypercar brand, which specializes in electric vehicles, holds a 55% share.
Industry analysts will be quick to point out that Porsche, in turn, holds 24% of Rimac, but the truth is undeniable: Rimac will control the destiny of Bugatti.
What does the future hold? Mate Rimac is promising that Bugattis won’t be rebadged Rimacs. He sees internal combustions engines being part of Bugatti’s immediate future, although they will be significantly hybridized – making the cars even heavier.
This is an interesting point. Bugatti has never marketed lightweight vehicles. In the hypercar class, speed and stability are key, with agile handling and deft responses, being secondary. As such, Bugatti’s customers won’t mind heavy hybrid powertrains, which is an issue that is causing a problem at Porsche, with the future design direction of 911.
Whatever the future holds, Bugatti will now have to do what Rimac believes, instead of operating in its own universe of ideas and decisions.
The most likely outcome of this new Bugatti-Rimac company is a line of hypercars wearing the Rimac badge. And ultra-luxury vehicles, marketed as Bugattis.
Expect Veyrons and Chirons to increase in value, even more, with the announcement of VW effectively ceding control of Bugatti, to a Croatian company.
Kia recently revealed its arrestingly styled 5th-generation Sportage and the Korean firm has now released further details regarding the newcomer’s technology and expected engines. Not only does it fully incorporate the brand’s “Opposites United” design language, its avant-garde fascia (by family-car standards, at least) is dominated by an extended curved instrument cluster/touchscreen panel.
Whereas the current generation Sportage has the chunky proportions and upright stance that are hallmarks of virtually all contemporary family cars (in addition to a distinctive tiger-nose-themed frontal design, to be fair), its 5th-generation successor doesn’t look like a bigger version of the Sonet, which was recently introduced in Mzansi, or its smaller Seltos compact family car sibling, for that matter…
The all-new Sportage X-Line, meanwhile, features a unique bumper, side sill and curved roof rack.
No, just as was the case with its closely related cousin, the new Hyundai Tucson, Kia’s newcomer marks a major departure from the previous model – in terms of its styling, as well as its advanced digital interface. It’s the brand’s 2nd model, after the EV6 battery-electric crossover, to incorporate the company’s expressive new “Opposites United” design language.
Like its EV6 sibling, the 5th-generation Sportage features crisp, taught character lines that ripple across the surfaces of its sheet metal. There’s a detailed-orientated black grille graphic that spans the width of the front end (in fact, it wraps around it!) and elongated boomerang-shaped LED running lights that curve upward to trace the edge of the family car’s clamshell bonnet.
The side-window area, meanwhile, narrows towards the rear, where blacked-out C-pillars create a floating roof effect, while at the rear, the newcomer’s shoulder lines slope gently downward to meet the top edges of the ornate LED tail-light clusters. Although less pronounced than on the EV6, the new Sportage’s tail lights blend into a distinct ridge halfway up the tailgate, which effectively kicks up the rear end.
The new Sportage rides on either 17-, 18- or 19-inch alloy wheels and buyers will be able to choose from a wide range of wheel designs, body colours and finishes.
Although the new Sportage’s exterior execution is quite dramatic, it’s not entirely unexpected, given that the conservative styling of the current car, which was derived from that of the model it replaced. The interior, however, is revolutionary. Like in the recently facelifted Sorento, there are distinctively shaped ventilation outlets and a slim, rectangular climate-control console positioned in the middle of the fascia.
Meanwhile, the driver-orientated cabin is utterly dominated by a beautifully sculpted integrated curved display that houses both the newcomer’s 12-inch digital instrument cluster and 12-inch infotainment touchscreen. Whereas these elements have gradually been merged in recent designs, this marks the first time Kia has combined them in a Mercedes-Benz-like “Widescreen Cockpit” way.
Finished in a high-end gloss, the centre console provides ample storage and cupholders (plus, we would assume, a wireless charging pad), while the L-shaped raised central control console features soft-touch switches, an engine start/stop button and a shift-by-wire transmission dial.
The rear of the driver and front passenger seats, meanwhile, are integrated hanger-type designs within the slim headrests that allow clothing or bags to be conveniently hooked into place.
The new Sportage stands 4 660 mm long, 1 865 mm wide, 1 660 mm high and has a wheelbase of 2 755 mm. Interior space is generous and Kia says that the new Sportage offers 1 050 mm legroom for second-row passengers and 1 000 mm headroom. Space in the load bay is claimed at 637 litres.
The Sportage comes to market in a rugged X-Line trim which adds features such as curved roof rails, lugged bumper and side sills as well as a signature sage green interior trim with quilted upholstery and black metal wood trim finishesThe Sportage GT-Line , however, adopts a strong black and white interior contrast and overall adopts a more urban-inspired look.
“Taking inspiration where nature meets technology, the all-new Sportage challenges the norm with an adventurous and contemporary exterior and a carefully conceived, beautifully detailed interior,” said Karim Habib, Senior Vice President and Head of Global Design Center. “With the all-new Sportage, we were fully focused on challenging ourselves and pushing our fifth-generation SUV to a new level.”
What engines will be offered for the new Kia Sportage?
The new Sportage will be offered with the choice of a petrol or diesel engine. The 1.6-litre TGDI petrol engine offers 132 kW and 265 Nm of torque and will be paired with a 7-speed dual-clutch transmission or a 6-speed manual transmission.
A new 2.0-litre diesel engine will also be available with 137 kW and 416 Nm and will be paired with a re-engineered 8-speed automatic transmission.
The new Sportage will also be offered in both hybrid and plug-in hybrid guises, in selected markets.
The new Sportage also introduces new features such as a new Terrain Mode which automatically adjusts the vehicle settings to adapt to the driving conditions in mud, sand or snow. Other drive modes include Comfort, Eco, Sport and Smart. Furthermore, handling and ride comfort is further enhanced with new E-Handling technology, electronic all-wheel-drive and a new Electric Control Suspension (ECS) which adjusts damping in real-time according to road conditions.
In terms of safety, the new Sportage is equipped with a full complement of front, side and low-side airbags, Forward Collision-Avoidance Assist (FCA), Highway Driving Assist (HDA), Navigation-based Smart Cruise Control (NSCC), Blind-Spot Collision-Avoidance (BCA), Blind-Spot View Monitor (BVM) and Remote Smart Parking Assist (RSPA)
Kia South Africa has introduced a number of new or revised offerings this year, including the Picanto X-Line and Sonet, the Pegas budget sedan and revised Sorento adventure SUV, but whether the new Sportage will make it to the local market before the end of the year remains to be seen; we’d bet that the new newcomer will probably arrive in the Republic early in 2022.
While South African VW Golf R fans wait patiently for the new R to land in Mzansi, German tuner, ABT Sportsline has ramped up outputs to 286 kW!
The eagerly-awaited Golf 8 R packs no less than 235 kW and 420 Nm of torque from its 2.0-litre turbopetrol engine, making it the powerful production Golf ever. The new Golf R will make use of a 7-speed DSG and a Haldex-type all-wheel-drive system and an updated torque vectoring system to ensure brisk acceleration and grippy handling ability.
But what if the standard isn’t good enough? Well, German tuner, ABT Sportsline might have the solution for you!
More grunt for potent VW Golf R
ABT by Sportsline has bumped the Golf R’s outputs to 286 kW and 470 Nm.
Fitted with a new Engine Control Unit (ECU), outputs of the ABT Golf R increase significantly to 286 kW and 470 Nm of torque. The standard Golf R claims a zero to 100 kph sprint time of 4.7 seconds (which is 0.1 secs slower than its predecessor) and even though the ABT hasn’t divulged how fast its tuned Golf R is, a zero to 100 kph time of around 4.0-4.3 secs is conceivable.
Other ABT additions to the beefed-up Golf R include gloss black alloy wheels and black livery seen on the C-pillars. The tuner is also developing a new exhaust system for the Golf R as well suspension upgrades. You can therefore expect to see many more tuned iterations of the new Golf R to come in the future.
The local arrival of the new Volkswagen Golf 8 R is earmarked for the end of 2021 but early 2022 is also a possibility. We will keep you updated as soon as local specifications and pricing details for the VW Golf R become available.
The Audi A1 Sportback is the entry point to a brand that prides itself on innovation, technology and quality. Does the premium hatchback truly embody those traits, or is too small of a step-up over a VW Polo to be regarded as a real Audi? We tested an entry-level 1-litre derivative to see what a base A1 is really like.
We like: Good looks, quality interior and surprising performance.
We don’t like: Poor value for money, lack of standard features.
Fast Facts
Model tested: A1 Sportback 30TFSI Advanced S tronic
Price: R441 000 (July 2021)
Price as tested: R509 620
Engine: 1.0-litre 3-cylinder turbopetrol
Power/Torque: 85 kW/200 Nm
Transmission: 7-spd dual-clutch automatic
Fuel Consumption: 4.8 L/100 km
Load capacity: 335 litres
Acceleration: 0-100 kph in 9.4 sec (claimed)
Audi A1 with a 1-litre engine?
The Audi A1 entry-level features a small, 3-cylinder petrol engine.
Car manufacturers scale production by sharing platforms and powertrains across as broad a range of models as possible. So yes, the A1 Sportback’s 1.0-litre engine and MQB A0 platform is shared with its Volkswagen Polo cousin (Audi is a subdivision of the Volkswagen Group, in case you didn’t know). In a bid to distinguish the models, Audi was tasked with making its premium hatchback’s underpinnings “feel” more upmarket than those of the Polo. It’s like being given the ingredients of a fast-food chain’s mass-produced ‘burger, but told you need to serve up a gourmet meal fit for a luxury hotel.
Nonetheless, the A1 Sportback has proved popular for Audi throughout the years; it’s an attractive option for buyers who are looking for a stylish city car that doesn’t need to be particularly practical.
How does the Audi A1 fare in terms of…
Performance and efficiency
In spite of the small engine, it still performs adequately for a premium hatchback.
Given that the A1 Sportback is larger than the model it replaced (in 2019), the introduction of a 1-litre turbopetrol engine into the package may seem counterintuitive, but it’s an impressive motor. With 85 kW and 200 Nm of torque on tap, there’s enough mid-range shove available to execute quick overtaking manoeuvres at highway speeds. It won’t blow your socks off with its performance (the 9.4-sec 0-100 kph time attests to that), but the diminutive Audis gains speed briskly once on the move. The typical 3-cylinder thrum isn’t as noticeable in this application and the combination of the motor and superb 7-speed S tronic ‘box makes the A1 is easy to drive in traffic. Those stepping up from a manual to an auto to avoid tiresome clutch action in traffic won’t find many better new-car options for the money.
As for the efficiency of the 1.0TFSI, this A1 Sportback derivative ranks among the 10 most fuel efficient petrol cars currently on sale in South Africa (May 2021). Claimed average fuel consumption is 4.8 L/100 km and, after buzzing around in traffic for a few days, the test unit indicated a figure of around 7 L/100 km. After some weekend cruising, however, the overall figure dropped to 5.9 L/100 km.
Features and in-car tech
Every Audi should be optionally specced with the Virtual Cockpit instrument cluster layout.
You can quite easily spend close to R100k on tech and audio options on an A1 Sportback, but if you choose wisely and opt for more, well, prudent nice-to-haves, such as phone connectivity, parking sensors, cruise control and climate control you’d increase the asking price by around R21k. It’s a hard pill to swallow as those items are standard on something as entry-level as a Suzuki Swift.
Still, the Audi’s tech- and user interfaces look and feel upmarket in the same way a brand new top-of-the-range smartphone seems a trifle classier than a budget-friendly (but equally capable) example.
Our test unit was fitted with the Technology package (R10 400), which includes Apple Carplay and Android Auto compatibility, plus Audi’s audio system and Virtual Cockpit (digital instrument cluster – a must-have). The Lights Package (R15 640) added LED head- and tail lights as well as dynamic indicators at the rear. LED interior lighting and an auto-dimming rear-view mirror completed the package.
The options list does allow a buyer to spec a car to their exact preference, which is in keeping with a premium-brand offering and the A1 Sportback’s tech options will not leave you wanting more, but it does seem as if Audi could have added some of the abovementioned modern conveniences to the 30TFSI Advanced S tronic’s standard-features list to add more baseline value…
Design and practicality
There’s more rear legroom available in the A1 Sportback than you might expect.
Suffice to say the A1 Sportback is no longer the tiny hatchback it once was. As a result, passenger space is quite acceptable for 4 occupants and while rear legroom is limited for taller people, the aft bench is not unduly uncomfortable to sit on. The load bay, meanwhile, is spacious – Audi claims a 335-litre luggage capacity and, if you need even more space, the rear seats can fold down in a 60/40 split.
When clad in this Misano red and Mythos black combination, the A1 Sportback stands out smartly in a parking lot. It’s a costly dual-tone combo that costs an extra R2 620 for the metallic paint, though, and to spec the roof in a contrasting colour costs a further R11 130. The 5-spoke 17-inch alloy wheels round off a very stylish look, so kudos to Audi SA for how it specced this test unit’s exterior – it looks just about perfect.
Pricing and after-sales support
The base price for an Audi A1 Sportback is R441 000 (July 2021) and this test unit was specced up to R509 620. It is sold with a 1-year/unlimited km warranty and a 5-year/100 000 km maintenance plan. The maintenance plan can be extended through an Audi’s Freeway Plan Extension.
Verdict
A great design and powertrain might not be enough to net the kind of sales volumes Audi hopes to achieve with its newcomer.
The Audi A1 Sportback distinguishes itself as a premium hatchback that oozes style and interior sophistication. With an asking price of R450k (before options), you certainly have to pay handsomely for the premium badge and sense of occasion that a model from the Ingolstadt-based brand’s stable provides. The newcomer finds itself in a very tricky position in the market; a similarly sized model such as the recently launched Peugeot 208 GT offers a fully-specced car at a lower price, while premium crossovers such as the Volkswagen T-Cross and Kia Seltos seem to be in greater demand at this price level.
The 2nd-generation A1 Sportback appears to be “a hard sell” despite offering good build quality, a perky engine and a balanced blend of sporty driving dynamics and a comfortable ride quality. However, it still represents better value than its direct competition, the Mini, and many buyers are likely to enjoy the peace of mind of a 5-year maintenance plan that comes with such a small car.
PanAmericana Caddy isn’t an AMG
A name used by Ferrari and AMG, now comes to…Volkswagen.
If a Kombi or Caravelle is too big for your garage or parking space, the Caddy has always been VW’s smaller, but capable, alternative.
For those families who like the idea of a proper minivan, instead of a crossover, the Caddy is a vehicle without many rivals. VW realises that crossovers are popular and to ensure its van customers remain loyal, it has developed a trick variant of the new Caddy, that looks – you guessed it – more like a crossover.
The grandly named Caddy PanAmericana is effectively the replacement of VW’s AllTrack. It follows the same showy design principles with LED lights, roof rails and bit-tone 17-inch alloys that definitely don’t want to see gravel road use.
Strangely, VW has added colour coded plastic cladding to the bumpers, wheel arches and sills. Theoretically, that could lessen stone ship damage and make it better for gravel road use.
Cabin architecture and design upgrades include pinstripe seat covers, metal pedals and PanAmericana badges. Instrumentation is digitized and you interface with the infotainment system via a 10-inch touchscreen.
Powertrains? The familiar 1.5-litre turbopetrol and 2-litre turbodiesels offerings. With the petrol you only get front-wheel-drive and a six-speed manual transmission.
The 2-litre turbodiesel sends torque to all four wheels, via VW’s 4Motion system and uses the proven 7-speed dual-clutch transmission.
As with any van, even a small one, loadability is a big thing. VW says you can load 525kg in the Caddy PanAmericana and it is rated to tow 1.5t.
There you have it. A stylized new range-topping variant of the VW Caddy van, named after an AMG grille. We are sure, Mercedes-Benz doesn’t mind.
The new Volkswagen Caddy is expected to arrive in South Africa in the third quarter of 2021.
We’ve seen the spy shots, but it appears that an image of the new BMW 2 Series Coupe has leaked online ahead of its official reveal later this week. Is it real?
The image above, shared by Instagram account @wilcoblok, is reportedly a video screenshot of the new BMW 2 Series Coupe which is due to be officially revealed later this week at the Goodwood Festival of Speed. Note that the new BMW 2 Series won’t adopt the oversize kidney grille seen on the M3 and M4 duo.
Earlier this year, a disguised prototype of a next-generation BMW 2 Series Coupe was filmed undergoing testing on a Californian highway. The clip, which includes tantalising close-up tracking footage, reveals a few interesting tidbits (and one or two possible red herrings) about the upcoming model’s design.
Now that the fanfare about the low-volume local introduction of the BMW M2 CS (of which almost the entire consignment of units were sold via an auction) has blown over, enthusiasts have all eyes on the new-generation 2 Series.
What to expect from the new BMW 2 Series Coupe
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer’s request, have watermarked them.
Without a doubt, the 2nd-generation 2 Series 2-door is eagerly anticipated, because, unlike its predecessor, it won’t be based on the hatchback’s front-wheel-drive platform (as is the case with the 2 Series Gran Coupe)… Instead of being based on BMW’s Front Architecture platform, the Coupe will adopt an evolution of the brand’s Cluster Architecture (CLAR) platform and be closely based on the Z4 Roadster. This means the compact 2-door coupe will be rear-wheel driven, which will please purists who have been less than convinced by the 2.0-litre 4-cylinder turbopetrol and all-wheel-drive M135i– and M235i xDrive.
The wait for the 2er Coupe has been drawn out; in April last year, a pair of leaked images of (what appeared to be) the upcoming model was posted on a fan forum. The partly obscured silver-grey car in those images drew instant comparisons with the aforementioned roadster, which was famously co-developed with Toyota, especially by virtue of its broad, slim kidney grille and the shape of the tail-light cluster(s).
The BMW 2-Series was leaked earlier in 2020, giving us a glimpse of the new face.
Then, in September, our spy photographer shot a heavily-camouflaged test unit endowed with a pair of two large exhausts. It was undoubtedly a pre-production version of a 2 Series Coupe, however, because it was clearly smaller than the recently-launched 4 Series, but had far more elegant proportions (long nose, cab-rearward configuration and a short, kicked-up boot section) than its FWD/AWD siblings.
The video you see here, published by KindelTechAuto, shows a photographer’s car cruise up to a 2 Series Coupe prototype while it’s travelling on a highway somewhere in the Golden State. Judging from the footage, it’s not the exact same car as we photographed last year. The headlamps indeed look teardrop-shaped and the car’s bonnet features a pronounced power dome, but the videographer noted that the car had retro-looking recessed door handles and that the famous Hofmeister kink in the rear window (which is so subtle in the 4er that you could miss it) had been disguised with padding.
As for which version of the 2 Series Coupe it might be, the chances are that it is, at best, an M Sport or M-flavoured derivative. If the new range carries over the Z4’s powertrains, there should be 145-kW 2.0-litre 4-cylinder turbopetrol (220i), a 285-kW 3.0-litre inline-6 turbopetrol (M240i) and probably the 190-kW 2.0-litre 4-cylinder turbopetrol that does duty in the 330is Edition…
As for the mighty M2, that should only be revealed during 2022. It’s unlikely to be as potent as the M3/M4‘s 353 kW/375 kW twin-turbo 3-litre inline-6, but expect a peak output of well above 300 kW.
Official details for the new BMW 2 Series Coupe (G42) are expected this week, 8 July 2021, following the reveal at the Goodwood Festival of Speed; we expect it to arrive in SA next year. The arrival of the new 2 Series can be expected next year with exact launch dates still to be confirmed.
This week’s news you need to know (July 2021, Week 1)
In this week’s automotive news you need to know: The GR Yaris is priced expensively but fairly, an Audi S1 Quattro is brought back to life with 600 kW, Porsche probably needs to step away from the Nurburgring for a while and South Africa’s ICE engine life is extended to 2050, possibly.
Yaris GR Pricing – Future Investment Loading
By no way should you be taking any investment advice from this, but the writing on the wall says “Toyota GR Yaris is a future investment car”. Toyota, being smart, offers a “more affordable” option to soften the entry and the more purposeful (some would say violent) GR Rally at a premium, which is the one you want anyway. The fact is, after all the rumours about pricing, the real numbers are out and one thing has dawned on me – as I sift through the noise of people who either can’t afford the car or are just having a big ol’ moan – Toyota’s rally homologation special isn’t priced as steeply as everyone expected.
Again, bear in mind that this will be one of the last great fun cars to be sold before we’re all but drowned in EVs and, if you’re comparing this to a Golf GTI, it’s unfair to both cars. This is a far more focused piece of machinery than a conventional hot hatch and should, therefore, be offered at a premium to the VW – that is the world we live in.
Limited numbers, desirability peeking into the stratosphere… hmm… if you take the plunge and buy a GR Yaris, your R700k investment will do things for you in the next few years. Just watch!
Audi E-Legend – the ghosts of Group B
If we’re talking about technological revolutions in motoring, Audi’s quattro system comes sharply to mind. All-wheel-drive technology is now ubiquitous in the Ingolstadt-based firm’s model line-up, but just think back to where it all began, when the most famous world rally car of them all – the legendary Audi Sport Quattro S1 – stoked fervent desires in the hearts of petrolheads all around the globe.
Even though it didn’t win as many rallies as it could have in the era of Group B competition, it showcased what could be achieved and built upon the Ur-Quattro’s game-changing arrival. Four-wheel traction, immense power and, at Pikes Peak, it had an early version of the dual-clutch transmission – long, long before vrrr-pah! was even a thing.
In the cold light of day, the E-Legend presents smaller manufacturers with an opportunity to use the DNA of the Audi Sport Quattro S1 to change the game in the EV industry. It has “come a full 360”, because the E-Legend doesn’t debut anything groundbreaking, which was the objective of (then-fledgling company) Audi with the original S1. This (admittedly handsome) creation is not much more than a vanity project, unfortunately.
Porsche Cayenne Turbo GT – More Nurburgring is not MORE
It seems like it has all got a bit out of hand, hasn’t it? Porsche is seemingly a little too obsessed with producing fast SUVs – it’s time to start focusing on other things. To illustrate just how ridiculously fast the brand’s performance SUVs have become, here’s a telling stat: The Porsche Cayenne Turbo can lap the Nürburgring Nordschleife in 7 min 38 sec… which is the same time as set by a Ferrari 458 Italia, albeit not on the same day. Works Porsche driver, Kevin Estre, does a 6 min 53 sec lap in a GT3 race car. A 45-sec difference on a track of that length is paltry.
But truth be told, no matter how amazing it all is (advancing the cause of stupidly fast SUVs; that the Cayenne once rescued Porsche; what a feat it is to tame a track that’s as schizophrenic as one can get), it’s time for the Zuffenhausen-based firm to start focusing on other things with its premium SUV, like off-road capabilities. Why not slap on a few more roof tents to inspire Overlanding adventures? Play to the SUV’s strengths for a change.
VW engines till 2050 for SA – EV wheels turning slowly
Like a breath of fresh air, Volkswagen AG has extended a lifeline for the ICE engine in Africa… Granted, we may not see massive changes like “camless” cylinder heads in mass-produced road cars any time soon, but there will be more developments and who knows… perhaps a 13th-generation Golf GTI in 2045?
There’s an invisible veil that separates 1st-world countries from Africa, but our continent brims with opportunities. Our policies with regards to the electrification of the automobile are much more “relaxed” than those in Europe.
Even if Volkswagen’s move can be interpreted as a “vote of no confidence” in Africa’s ultimate commitment to EV transformation, it may have a positive spin-off for our local motor industry: there are thousands of keen mechanics and an extensive supply chain that will now have 15 more years to move with the times and get their EV repair skills and service infrastructure in full gear or perhaps even start a restomod side hustle. Let’s wait and see.
