The Volvo XC40 range in South Africa has been expanded to include a new T4 derivative. Here are the specifications and pricing for the new model.
The stylish Volvo XC40 is the Swedish brand's most successful premium SUV as well as being the brand's best-seller internationally. With a choice of petrol, diesel, hybrid or pure electric, there really is an XC40 to suit all needs and tastes.
Now for 2021, Volvo South Africa has introduced the T4 badge, which bridges the gap between the T3 and T5 . According to Greg Maruszewski, Managing Director at Volvo Car South Africa, the arrival of the Volvo XC40 T4 is set to further cement the success of the range in this country. “The XC40 had a good 2020; it had an 8.40% share of its segment in 2019; that grew to 14.70% last year. In 2021, the XC40 nameplate performance is continuing to grow its sales locally,” he reveals.
The Volvo XC40 T4 engine is a 2.0-litre turbocharged 4-cylinder engine with 140 kW and 300 Nm, and the vehicle comes with an 8-speed automatic gearbox. In terms of performance, Volvo claims the XC40 T4 is good for a 8.4 second run to 100 kph. In comparison, the T3 1.5-litre turbocharged petrol 3-cylinder motor musters 110 kW and 265 Nm, and the T5's 2.0-litre turbocharged petrol 4-cylinder engine packs 185 kW and 350 Nm.
There are three levels of trim, following the same naming convention as other Volvo models; Momentum, Inscription and R-Design. Like other XC40 models in the family, the Volvo XC40 T4 features impressive connectivity and safety features like Pilot Assist system, City Safety, Run-off Road protection and mitigation, Cross Traffic Alert with brake support and a 360° camera that helps drivers manoeuvre their car into tight parking spaces.
The Volvo XC40 T4 is one of two new models in the XC40 compact SUV family, with the P8 all-electric model coming in August.
The Toyota Urban Cruiser arrived in SA showrooms in early March 2021 and, during the Indian-made model's first month on the local market, the Japanese brand sold almost 1 000 units of the newcomer. We evaluate a range-topping 1.5 XR derivative to find out why the Urban Cruiser has garnered instant sales success.
We like: Great value for money, engaging to drive, competent on gravel roads, generous spec.
We don’t like: Short gearing, so-so build quality and poor wind insulation.
Fast Facts
Model Tested: Toyota Urban Cruiser 1.5 XR
Price: R294 500 (April 2021)
Engine: 1.5-litre naturally-aspirated 4-cylinder petrol
While it may have a Toyota badge on its grille, the Urban Cruiser is, in fact, a rebadged Suzuki Vitara Brezza – that fact has been well publicised and, therefore, won't come as a surprise to most consumers. The Toyota Urban Cruiser is the second project resulting from a Toyota/Suzuki tie-up that was announced back in 2016. Without going into too many specifics, Toyota wanted to increase its foothold in the up-and-coming Indian market, where Maruti Suzuki reigns supreme. In return for building Toyota-badged versions of some of its own models, Suzuki got access to TMC's hybrid technology.
Product-wise, Toyota got the Starlet and Urban Cruiser, based on the Baleno compact hatchback and Vitara Brezza respectively, which are 2 popular models on the Indian subcontinent. Suzuki, on the other hand, got the Across, which is essentially a hybrid RAV4 with a cuter nose and the Swace – a rebadged Corolla Sports Touring (it's a station wagon, in case you were wondering) for the European market.
Despite the outcry on social media, Toyota is not squashing Suzuki, but we can't imagine the latter brand being too happy when it looks at the sales figures of the Starlet and Urban Cruiser, which are much higher than those of their Suzuki-badged counterparts. Despite this, Suzuki's products are flying out of new-vehicle showrooms and the brand continues to surpass its own sales records.
But, we digress. The Urban Cruiser is mechanically identical to the Suzuki Vitara Brezza, but Toyota has given its small crossover a slightly different face to differentiate it from its Suzuki-badged sibling.
Just how good is the new Toyota Urban Cruiser and should it be on your compact family-car shortlist? Let’s take a closer look…
How it performs in terms of…
Performance and efficiency
Under the bonnet of the Toyota Urban Cruiser is a 1.5-litre naturally-aspirated petrol engine. It produces 77 kW and 138 Nm, which may not sound like much, but considering that the Urban Cruiser weighs just 1 130 kg, the engine doesn't need to work hard to get the vehicle moving. One of the many good things about the Suzuki-sourced engine is its eagerness. It's a rev-happy motor that's keen to deliver.
A key to the sensation of "eagerness" is the newcomer's gearbox. Although an automatic transmission is available in the range, our test unit came equipped with a 5-speed manual transmission, which seemed near-perfectly matched with the performance characteristics of the motor. Those who still regard "stick-shift" as the purest and most engaging form of driving will be utterly delighted by just how pleasant this gearbox and clutch combination is. The actions of the clutch pedal and shifter are effortless and positive, plus the gearbox's ratios are quite short, which aids the illusion of "fast progress".
The majority of Indian-made cars we've tested through the years have had short gearing, which is understandable, given the tremendous traffic congestion in that country's major cities and, therefore, the comparatively low average speeds vehicles achieve in that market. We understand that travelling at 120 kph is quite rare in India; passenger vehicles are driven comfortably under 100 kph most of the time.
Crisp and clear dials are on offer. 14.9 km/L translates to 6.7 L/100 km.
In South Africa, this is somewhat of a drawback, however. While the Toyota Urban Cruiser can easily accelerate up to 120 kph (and will strive beyond the national speed limit with relative ease), the 1.5 XR's short gearing means the engine will be revving at over the 3 000-rpm mark at that velocity. This presents a couple of issues…
Firstly, the engine note is a tad harsh – the Urban Cruiser doesn't quite have sufficient noise insulation to suppress all of the motor's buzziness and secondly, your fuel economy will suffer. A 6th gear would be nice, but given the Toyota's keen/pocket-friendly pricing, we can't complain too much. We also noticed a fair amount of wind noise, but this can be countered by cranking up the audio system's volume.
Speaking of fuel economy, the 1.5-litre engine proved impressively frugal, despite the less-than-ideal short gearing. Toyota claims an average figure of 6.2 L/100 km and, at the end of the test unit's tenure in our fleet, its trip computer had a combined-figure readout of 6.7 L/100 km. The fuel tank capacity is 48 litres, which gives the Toyota Urban Cruiser an estimated range of 774 km.
Ride and handling
These wheels look good and the higher-profile rubber does a good job of soaking up the road's imperfections.
As we've mentioned, the Toyota Urban Cruiser tips the scales at just over 1.1 tonnes and, as a result, the newcomer feels nimble and agile in general traffic conditions. The steering setup is good, with minimal effort required to turn the 'wheel from lock to lock. The tiller's quite responsive too, making the Urban Cruiser quite entertaining to drive… As the adage goes, it's more fun to drive a slow car fast than vice versa. Granted, it's still a top-heavy compact family car and the laws of physics do apply, so don't pitch the 1.5 XR into your favourite traffic circle under the misimpression you're in a family-sized GT 86!
While the steering column is only adjustable for rake, the height-adjustable driver's seat means you can get into a comfortable driving position with ease. The ride quality is good too, with the 215/60 rubber-wrapped 17-inch wheels blending comfort with style. The higher-profile tyres coped well with the ruts and undulations of some poor roads and offered good grip when we decided to venture off the tarmac.
While the vast majority of Urban Cruisers will live up to their name and spend the majority of their "working lives" in and around urban areas, we had an inkling the newcomer would be competent on the dirt. Toyota claims the ground clearance of its Urban Cruiser is 198 mm and a glance at the short nose and rear suggested potentially usable approach and departure angles.
But let's make it clear right now, this is not a 4×4 vehicle and it does not have the necessary mechanical parts to tackle a 4×4 course, but should that dirt road to your friend's farm take a turn for the worse, the Urban Cruiser is well up to the task. That short gearing we moaned about earlier came in handy as the first gear will effectively double up as a "makeshift low-range mode" and we managed to climb up a particularly sandy road with the 1.5 XR. To reiterate, the Toyota is NOT a 4×4, but if you know what you're doing, the little Urban Cruiser is far more capable than its city-slicker name suggests.
Interior execution and features
Functional design with all the gadgets you're likely to need, plus a charming 5-speed manual gearbox that enjoys being churned.
There are 3 levels of trim to choose from in the Urban Cruiser range and even the entry-level version boasts a commendable level of standard specification. The 1.5 XR derivative adds LED fog lamps, automatically activated headlights, cruise control, an auto-dimming rear-view mirror, rain-sensing wipers, dual 12V outlets, a front armrest, a leather steering wheel and a pair of additional speakers.
Those luxury features are in addition to climate control (auto aircon), a reverse-view camera, rear parking sensors and touchscreen infotainment system replete with USB/Bluetooth/Apple CarPlay/Android Auto connectivity. The vehicle also comes with the Toyota Connect telematics system, which includes an in-car Wi-Fi hotspot and a complimentary 15 GB of data.
Climate control and Apple CarPlay/Android Auto for under R300k? Winning.
Meanwhile, the Toyota Urban Cruiser's cabin layout is simple and traditional. There's a refreshing honesty here and no attempt on the part of its maker to "dress mutton as lamb". The car's interior feels well put together – there's a distinct impression the vehicle was designed with longevity in mind. There are admittedly some cheap-feeling plastics, but again, we're moaning unreasonably as the model's pricing starts just under R250 000. This is a vehicle aimed at cash-strapped consumers and for the money, the 1.5 XR offers an abundance of features to compensate for the made-to-cost feeling of some materials.
When it comes to safety, the Toyota Urban Cruiser features driver and front-passenger airbags, side-protection beams and ISOfix child-seat mounting points. We would have liked to have seen some form of stability or traction control fitted, but that would obviously impact the asking price. The Suzuki version of the vehicle scored 4 stars in the Global NCAP test, which shows the structure is reasonably robust.
Practicality
Toyota claims a luggage capacity of 328 litres for the Urban Cruiser.
With a somewhat stubby wheelbase of 2 500 mm and a claimed load-bay capacity of 328 litres, the Toyota Urban Cruiser is not the most practical vehicle in its class, but the luggage area offers enough space to accommodate 2 large suitcases. We also appreciated the additional storage wells on the sides. If you want to transport more detritus, you can flop the rear seatback forward in a 60/40 configuration, but note that it doesn't fold all the way flat. Toyota offers the Urban Cruiser with a full-size spare wheel (located under the load-bay floor).
Space for rear passengers is adequate, but not the best for seating taller (or adult) occupants; there's sufficient headroom back there, but the legroom is a bit tight. To its credit, the Urban Cruiser comes equipped with ISOfix anchor points for baby seats, but its rear compartment is best suited to accommodating children and teenagers, providing your son doesn't play lock for a high-school rugby team.
Rear legroom is adequate for most, but tall adults might find it a bit tight in the back.
How much does the Toyota Urban Cruiser cost in South Africa?
Pricing for the Toyota Urban Cruiser starts from R247 900 and the 1.5 XR derivative tested here retails for R294 500 (April 2021). The Toyota Urban Cruiser is sold with a 3-year/100 000 km warranty and a 3 services/45 000 km service plan. Intervals are every 12 months/15 000 km. Customers can purchase an additional service plan and warranty options via the brand's 220-strong dealer network.
The Urban Cruiser offers exceptional value for money, and it will sell in droves.
Given the sheer number of Toyota Urban Cruisers already on the road, it's clear that "value for money" and the sterling brand reputation of the 3-time #CarsAwards – powered by WesBank Brand of the Year winner still play powerful roles in the local motoring landscape. The South African car-buying public has been subjected to Covid-19 pandemic, unpredictable exchange rates, fluctuating fuel prices and much much more throughout the past year, but despite the rises in the cost of living (and car prices), it's great to see there's still some excellent value for money to be had out there.
There's a refreshing honesty about the Toyota Urban Cruiser (and its Suzuki Vitara Brezza twin, for that matter). It does the basics right, plus offers plenty of features and space for a small family, all for a pocket-friendly price under R350k. It's also pleasant to drive and anything but boring. Granted, the short gearing and marginal interior plastics are drawbacks, but at this price, they're quite easy to forgive.
Renault is following the internal-combustion disinvestment trend, starting with diesel.
The company’s CEO, Luca de Meo, has confirmed that Renault is suspending its investment in any new diesel engines.
For a French car company, that is significant. European governments have long subsidised diesel fuel prices, incentivizing their use, with French car companies benefitting.
The result has been an offering of turbodiesel engines with strong performance and very good cruising economy, but none of this matters in a world of escalating emissions control.
Like many other European car companies, Renault no longer believes that there is a justifiable business case for diesel engine research and development.
As the targets for future emissions become impossibly strict, engineers are realizing the limits of their technical capabilities. And for Renault, that means no more diesel engine development.
This is a shame, as the company’s 1.5-litre turbodiesel engine does excellent service in many markets, including South Africa. In the Renault Duster range, this 1.5 dCi is renowned for its nearly unbelievable fuel economy. The diesel engine won't immediately cease to exist, but there will not be any further improvements heading its way or a successor.
It would have been unimaginable a decade ago, to think of France’s largest car company abandoning its diesel development programme, but that is now very much a reality.
For Renault customers in global markets where electric vehicle infrastructure is not forthcoming, the future engine offering could become very narrow. South Africa, being a case in point.
Sad news for SA's petrolheads as the all-new Volkswagen Golf 8 GTI launch has been pushed back.
In a short announcement from Volkswagen South Africa, the brand confirmed the 8th generation of Golf GTI will only be launched to the SA market in the 3rd quarter of 2021.
Citing the global semiconductor chip shortage which is hampering all vehicles produced on the MQB platform and as a result, there simply won't be enough units to go around. “The Volkswagen Group has been impacted by the global shortage of the semiconductor chips and all vehicles built on the MQB platform have been affected. For this reason, the launch of the Golf 8 GTI in South Africa will now move to the third quarter,” said Steffen Knapp, Head of the Volkswagen Passenger Car Brand.
Volkswagen South Africa said vehicles will continue to arrive, and these will be stored ahead of the launch. “We are working closely with our German counterparts to ensure that we get as many Golf 8 GTI units for the local market as possible. A few Golf 8 GTI units started arriving in the country from mid-April. These units will be stockpiled until we have enough vehicles for the launch at the beginning of the third quarter,” added Knapp.
It's a sad situation but not unique to Volkswagen or South Africa. There've been many factories which have had to halt production or modify its model lineup to account for the reduced semiconductor availability. We think its a good strategy, as there's nothing worse than launching a car and not having stock to sell resulting in potentially hundreds of disgruntled customers who were ready to sign on the dotted line.
Volkswagen says its launch plans for the new Golf 8 GTI include a digital event and countrywide customer events which will allow enthusiasts to be among the first to experience the new GTI. South Africa is one of the largest markets for GTI outside of Europe and the previous generation model sold over 14 000 units since its introduction back in July 2013.
Customers who want to be kept informed on launch plans can visit the Volkswagen website: New golf GTI KMI (vw.co.za)
The Mini Countryman, which is heading towards the end of its product lifecycle, was updated late in 2020. With so many competitors in the small-crossover segment, does the biggest model in the Oxford-based marque’s line-up still stand out from the crowd… or is it destined to quietly drop off the sales charts?
We like: Better ride and comfort than before, balance of performance and efficiency.
We don’t like: No Android Auto, optional connectivity extras should be standard at this price.
Fast Facts
Model tested: Cooper S Countryman
Price: R696 354 (April 2021)
Engine: 2.0-litre 4-cylinder turbopetrol
Power/Torque: 141 kW/280 Nm
Transmission: 7-spd dual-clutch automatic
Fuel Consumption: 6.7 L/100 km
Load capacity: 450–1 390 litres
Acceleration: 0-100 kph in 7.5 sec (claimed)
Where does the Countryman fit in?
Facelifted Mini Countryman features fresh front LED- and Union Jack rear LED light-cluster designs.
The Mini Countryman, of which the first iteration was launched in 2010, is now in its 2nd generation; in fact, this is the final facelift of the model, which sets the scene for the introduction of an all-new version in a few years’ time. The Countryman fills a niche segment in which buyers are specifically looking for something different, or a vehicle that they can customise to their personal tastes. Those factors tend to trump factors such as practicality and occupant space, but crossover styling and all-purpose usefulness (provided by added ground clearance, for example) still need to be part of the overall package.
If, however, you’re looking for something more practical than the Countryman, then the Volvo XC40, Audi Q3 or even the Volkswagen Tiguan are certainly worth a look.
How the Mini Countryman fares in terms of…
Performance and efficiency
The performance of the Cooper S engine is a highlight in the package.
Considering there’s an S badge affixed to this Countryman, you’d expect a decent level of performance. The 2.0-litre 4-cylinder turbopetrol motor is a known quantity, because it featured in the pre-facelift model and the smaller Mini Cooper S. Its peak outputs (141 kW and 280 Nm of torque) provide good acceleration, but the Mini’s not going to “set your hair on fire” when you flatten the accelerator pedal.
It’s fast enough, however, if you bear in mind this is a lifestyle vehicle – not a hot hatch. The dual-clutch transmission doesn’t come augmented with steering-wheel-mounted shift paddles unless you spec the Sports Auto version, which seems a bit cheeky (this is the S version, after all). That said, it’s a very good auto ‘box; it rarely feels like you need to intervene for it to select the right gears when it needs to.
Even with ample performance for a crossover and a larger-displacement engine than many of its competitors, the Countryman proved quite fuel-efficient throughout its tenure in our test fleet. During longer stints on the freeway, it averaged in the 6.9-L/100 km range and, when combined with bursts around town, the overall figure of 8.1 L/100 km represented a good balance of performance and economy.
Ride Comfort and Handling
18-inch wheels are standard on the Cooper S Countryman.
The facelift model has a condensed line-up of just 3 derivatives and, unless you opt for the JCW (John Cooper Works version), the Countryman is a front-wheel-drive only model. It’s not as if the lack of all-wheel-drive propulsion is a big loss in this case, though… the “Grande Mini” was never the sort of vehicle to take into the great beyond anyway – it’s very much a city slicker with a raised ride height.
Besides, front-wheel drive removes some of the mechanical complexity and will therefore improve fuel consumption in the long run.
The front axle, meanwhile, rides out bumps well with good cushioning in a firm, but sure-footed manner. It’s not upset by bumps and thuds as much as the rear end, which reacts to nastier thwacks (such as pothole impacts) a little harder than you might expect. Obviously, the larger the wheels you opt for, the more pronounced the firmness of the ride quality will be…
The Countryman has a faint sprinkling of those genetics that make a Mini fun to drive. Most of the fun is delivered by the grunt from the turbocharged motor, but you can still have fun when the right road pops up. The steering is quick, which helps the Countryman feel nimble with a brisk change of direction. The firm suspension also limits body roll nicely, providing the crossover with substantial lateral grip.
Push the fun levels a little too far and the front of the car will quickly let you know that you’ve reached the limit of adhesion, courtesy of (audible) tell-tale tyre scrabbling. Again, the Cooper S Countryman is not meant to be a hot hatch by any means, but it does feel as if the fun will invariably be curtailed a little sooner than you’d like.
Interior comfort and connectivity
The interior on every Mini still feels like a unique place to be.
There’s no doubt that Minis have some of the most interesting cabins on the market. Nobody can ever say a Mini interior is boring or anything but special. For the facelift, there’s now the option of an entirely digital instrument cluster. It’s fairly simple (by Mini standards) and comes at the cost of some of that authentic Mini-ness that the circular dials gave the Countryman’s pre-facelift predecessor. The whole unit moves up and down when you adjust the steering column, which obscures the trip-meter numbers at the bottom no matter in which position you choose to set it.
Passenger comfort, in terms of occupant space and the availability of oddment space, is good all-round, while the rear seats, which can split in a 40/20/40 configuration, add an extra modicum of practicality. The seatback folds fully flat to open up 1 390 litres of utility space, while the load bay is said to accommodate a competitive 450 litres’ worth of luggage.
Mini offers its in-car connectivity in 3 packages, Connected Media (no cost), Connected Navigation (R15 200) and Connected Navigation Plus (R26 000). Connected Media incorporates Bluetooth connectivity and access to Mini Connect services, while the Connected Navigation package includes built-in navigation, real-time traffic information and Apple Carplay (Android Auto is not available yet). Connected Navigation Plus adds enhanced Bluetooth services as well as a wireless charging pad.
A premium of R26 000 may sound a bit rich for equipment that’s standard in crossovers less expensive than the Mini, but that’s the way the premium brands (which Mini considers itself) play the game. Therefore, you can expect to fork out extra for high-end infotainment functionality if you’re shopping for an equivalent Audi, Mercedes-Benz or Volvo model too.
There are also loads of optional accessories that you can add to the Countryman, such as roof rails, cargo nets, black-capped mirrors and a more rugged-looking exterior with plastic cladding.
After-sales support and warranty
The Cooper S Countryman retails for R696 354 (April 2021), which includes a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan, which can be optionally increased to 200 000 km.
Verdict
While a premium is charged for the Countryman, buyers are still likely to be lured by its likeable character.
The Countryman is Mini’s biggest model yet and accounts for 30% of its global sales. The facelift’s Union Jack motifs in the taillights will certainly get the brand loyalists excited, but beyond that, there’s not much to write home about regarding the update. The engine is the highlight of the package; it provides notable acceleration, flexible performance and a bit of excitement the Mini’s competitors don’t offer.
It’s still fun to drive and the interior’s unique design and lighting always provide the driver with that little boost (or pep) when they ensconce themselves behind the Countryman’s ‘wheel.
As a compact family vehicle, there are better value-for-money and more practical options than the Countryman, but the Mini targets buyers who are looking for something that stands out from the humdrum of sensible motoring… and for that, its select clientele is happy to pay a premium.
Hyundai Kona N Officially Revealed
After a long teaser campaign and spy shots, Hyundai has finally revealed the 2022 Kona N, the next member of the Hyundai performance family.
The sportiest version of the compact crossover from Hyundai has been shown. Boasting the same powertrain from the Hyundai Veloster N, the Kona N makes 206 kW and 392 Nm from its 2.0-litre turbocharged 4-cylinder petrol engine. No surprise Hyundai is calling the Kona N its first true hot SUV.
The Hyundai Kona N is front-wheel driven, with power going through an 8-speed dual-clutch transmission. There’ll be no manual option and no all-wheel-drive derivative either. Hyundai has worked extensively under the skin and thoroughly reworked the suspension, plus added an electronic limited-slip differential to help cut those corners. There are also N-specific 19-inch alloy wheels wrapped in performance Pirelli P-Zero rubber.
Performance is claimed to be brisk, with a 0-100 kph of around 5.5 seconds, thanks to a temporary overboost that takes power up to 213 kW. There are 5 drive modes (Normal, Sport, N, Custom, Eco) that will change the throttle responsiveness, traction, exhaust sounds and steering weight. To make it look the part, Hyundai has given the Kona N a fantastically aggressive look, complete with twin big exhausts at the back.
Inside, the cabin gains bucket seats and plenty of N branding. The driver will get a 10-inch digital instrument cluster as well as a 10-inch infotainment screen. There are cool performance features too like a lap timer and performance meter.
Hyundai has introduced the extensively enhanced 4th-generation Santa Fe to the South African market! We sampled the noticeably bolder-looking Korean 7-seater Adventure SUV at its local launch in Cape Town recently – take a look at what the updated Santa Fe has to offer…
The Santa Fe is by no means the bestselling product in its segment (primarily because it's an upmarket unibody-based vehicle that competes with a slew of more affordable bakkie-based Adventure SUVs), but it's been around for more than 20 years! Hyundai recently applied a significant mid-lifecycle update to the Santa Fe in an effort to enhance the model’s packaging and improve its value proposition.
Which models does it compete against? Well, the Santa Fe rivals other 7-seaters (Adventure SUVs) such as the wildly popular Toyota Fortuner, as well as the Ford Everest, Isuzu MU-X, Mitsubishi Pajero Sport and Land Rover Discovery Sport. So, in a bid to keep its contender relevant in this cut-throat segment, the Seoul-based firm has pulled out all the stops to give the Santa Fe a thorough makeover.
Bold Styling for Santa Fe
The expressive face of the latest Santa Fe might divide opinion but we think it has its place.
This latest Santa Fe adopts Hyundai’s new Sensuous Sportiness design language; indeed, the most noticeable change to the 7-seater SUV is its face, which now bears a cascading grille – a hallmark of many of Hyundai's latest models, particularly of the SUV variety. It’s a bold grille, but we suspect that it’s likely to divide opinion or, to put it another way, it probably won't be to everyone’s taste. Hyundai has also reworked the design of the daytime running light clusters, which now incorporate the shape of a "T" and the front bumper has also been reshaped to complete the frontal look.
There are 2 Santa Fe derivatives on offer: the front-wheel-drive Santa Fe Executive and the range-topping all-wheel-drive Santa Fe Elite; the former rides on 18-inch alloys, while the Elite can be shod with either 19-inch alloys (which is standard equipment), or specified with optional 20-inch wheels.
What’s the Santa Fe’s interior like?
The interior is comfortable, spacious and well-equipped with standard features.
Comfortable and spacious, the Santa Fe’s interior represents a marked improvement over that of the pre-facelift version.
Apart from the 8-inch touchscreen infotainment system, which is Android Auto and Apple CarPlay compatible, the Santa Fe's cockpit now features a floating centre console that provides access to features such as the premium-looking drive-by-wire transmission- and climate control buttons, as well as the drive-mode dial. A vertical wireless charging "slot" (for keeping a smartphone topped up) is also fitted.
The interior is mostly decked out in leather trim and high-end luxury appointments such as ventilated electrically adjustable front seats, a panoramic sunroof and a 12.3-inch LCD digital instrument cluster are offered exclusively on the range-topping Santa Fe Elite derivative.
For convenience, both derivatives are equipped with a Smart Power Tailgate, as well as a Remote Start function. With the latter, a driver can use the key fob to remotely start the Santa Fe's engine and prime its climate control to 22°C before getting into the vehicle to start a journey – how very fancy, Hyundai!
A vertical wireless smartphone charger is but one of the many nice-to-haves inside the Santa Fe.
Buyers will appreciate that the perceived build quality of the Santa Fe's cabin is excellent and incidentally, Hyundai has improved the interior's noise, vibration and harshness (NVH) suppression, which means that the cabin is quieter and ultimately more comfortable.
In terms of practicality, Hyundai says the load bay can accommodate 634 litres of luggage when the 3rd row of seats is folded flat, while 2nd-row passengers have more than enough legroom to stretch out on longer journeys.
What’s the new Hyundai Santa Fe like to drive?
The Santa Fe's overall performance will please most buyers in this segment.
The changes to the Santa Fe are not just cosmetic, however. The big news regarding the powertrain is that a new-generation 2.2-litre 4-cylinder turbodiesel engine delivers improved power and torque outputs and the motor is paired with a new Smartstream 8-speed wet dual-clutch transmission, the latter of which should prove to be more efficient and reliable over time.
Outputs are now pegged at 148 kW and 441 Nm, which is 3 kW and 5 Nm more than the outgoing Santa Fe… while those are not substantial increases, any improvements are better than none!
Out on the road, we found this new engine and transmission combination to not only deliver adequate performance in terms of acceleration and cruising ability, but also higher levels of driving engagement and responsiveness, thanks to the presence of steering-wheel-mounted shift paddles.
When left to its own devices, the transmission changes gears smoothly and unobtrusively. Meanwhile, Hyundai claims an average fuel economy figure of 7.9 L/100 km and we saw returns of around 9.5 L/100 km during our test drive, which was encouraging.
A neat drive-mode dial allows the driver to choose a suitable driving mode to suit road conditions.
We drove both derivatives during the local launch event and while the base Executive derivative offers drive modes such as Eco, Comfort and Sport (which can be accessed using the drive dial in the centre console), the all-wheel-drive Elite derivative additionally features terrain modes such as Sand, Mud and Snow, which are useful when you need to venture off the tar. Furthermore, a Smart mode can be selected; when engaged, the Santa Fe will automatically select the appropriate driving mode based on the driving situation.
We were able to drive the Santa Fe on dirt roads too; the suspension (front MacPherson struts and rear multi-link) provided excellent driving comfort on the dirt with a confident and sure-footed demeanour.
As far as safety is concerned, this latest Santa Fe comes well specified with a total of 6 airbags, ABS with EBD, brake assist, electronic stability control with traction control, hill start assist, downhill brake control, reverse parking collision assist, rear cross-traffic alert and blind-spot monitoring. A reverse-view monitor is also included.
Summary
Based on our initial impressions, the latest Santa Fe represents a substantial improvement over its predecessor, with better performance and efficiency, enhanced practicality and a comprehensive standard features list that strengthens its buying proposition considerably. Also, Hyundai’s 7-year/200 000 km drivetrain warranty 5-year/150 000 vehicle warranty adds further peace of mind for prospective buyers.
Despite the Santa Fe’s obvious strengths, it remains to be seen how the market will respond to this latest iteration because it still exists in a grey area between bakkie-based offerings and Executive SUVs. The Santa Fe is a "softer" and arguably prettier alternative to traditional Adventure SUVs and we think it deserves to be your shortlist if you are in the market for a high-specced 7-seater SUV.
We will hopefully have the latest Hyundai Santa Fe on test soon so look out for a thorough review coming your way in the near future!
How much does the new Hyundai Santa Fe Cost in South Africa?
The updated Hyundai Santa Fe is sold with a 7 year / 200 000km manufacturer warranty 6 year / 90 000km service plan and there's 7 year's / 150 000km roadside assistance
Hyundai Santa Fe R2.2 Executive 8sp DCT MY21 – R769 500
Hyundai Santa Fe R2.2 Elite 8sp DCT AWD MY21 – R869 500
Some new styling and cabin architecture trends have been applied to the FCA Toro. This compact unibody bakkie has been on sale since 2015 and now benefits from a significant exterior resign. The Fiat Toro has made a big dent in the Brazilian market where it sold 100 000 units in its first 2 years. The Toro runs the same platform as the Jeep Renegade, Compass and Fiat 500X.
The influence of FCA’s Ram division is clear in the Toro’s front styling, with a more imposing new grille and bumper. Fiat is also offering an array of bullbars and wheel options on the new Toro, ranging from 16- to 18-inches in size.
It might not have Land Cruiser off-road or load-carrying ability, but the Toro does offer a very clever vertically split tailgate option, with a lockable loadbay cover.
The cabin is now comfier than before, with 26-litres greater storage space, and Toro’s instrument binnacle has been comprehensively digitized. This compact double-cab bakkie also features a huge 10.1-inch vertical touchscreen infotainment system, in the manner of Volvo’s Sensus system.
Fiat’s interior designers and ergonomists have retained some tactile buttons for HVAC functions.
The most notable mechanical engineering upgrade with this new Toro, is the availability of Fiat’s 1.3-litre turbopetrol engine, boosting 134 kW and 270 Nm. It drives through a six-speed automat transmission and should give the small Fiat double-cab a reasonable turn of speed.
The Toro is only produced for the South American market, but like the Volkswagen Saveiro, there is still hunger in the local market for small bakkies in the mould of the Nissan NP200, which has the market all to itself.
BMW M2 CS Review – Is This The Best Driver’s BMW M Car?
It's not every day that you get given the keys to a limited edition BMW M2 CS. After drag racing it against the Mercedes-AMG A45 S, it was time to assess the BMW M2 CS and see whether it really is the best driver's BMW M car?
What you see here is the most hardcore version of the M2. This is the BMW M2 CS, a cutthroat limited-edition version of one of the finest products to emerge out of the BMW M factory. There's more power, but less weight, and the focus is on pure driving enjoyment.
We got our hands on one of the very few units that made their way to South Africa and spent a day out on an airfield drag racing it against the crazy Mercedes-AMG A45 S, and you can watch that video here: https://www.youtube.com/watch?v=1gSwG…
In this video, our relatively tame motoring journalist Ciro De Siena is let loose on a 2km runway in car number 30 of 30. Is this car an instant collector's item and the ultimate driving tool? Ciro tries to not scare himself as he drives the new BMW M2 CS.
Renault South Africa has given its Triber some additional features. Here's a quick look at the changes, plus how much it costs.
The Renault Triber has been on sale for just over a year and around 4 200 of them have found homes in South Africa. For 2021, Renault has introduced what it calls product enhancements for its practical offering.
The changes are minimal, with Renault adding in LED indicators on the side mirrors, a dual tone hooter, a 6-way adjustable driver’s seat and steering mount controls, depending on the trim level.
The Renault Triber retains its 182 mm of ground clearance and is available with a 1.0 litre 3-cylinder petrol delivering 52 kW and 96 Nm. As far as gearbox options go, the Renault Triber is available with a manual gearbox and an automated manual transmission. Renault claims a consumption figure of 5.5 L /100km.
Standard features are good with a reverse camera, rear parkign sensors, Apple Carplay/Android Auto, keyless entry, remote central locking and the driver’s seat now has 6-way adjustable capabilities which Renault claims 'facilitate greater driving comfort.' Safety features are covered with ABS and driver and passenger airbags across the range, with additional front side airbags on the Prestige.
The Renault Triber is arguably the French brand's most practical offering, with 100 seating configurations available. It boasts seating for 5 with a huge boot, or 7 seats with a smaller boot. With the third row of seats easily removed, the vehicle has 625 litres of boot space. Renault says it has four seating modes and 100-seating combinations to provide all the space ever needed. The ultra-modular seating configurations include: CAMP MODE [2-seater]; SURF MODE [4-seater]; LIFE MODE [5-seater] and TRIBE MODE [7-seater].
How much does the Renault Triber cost in South Africa?
The Renault Triber is sold with a 2-year/ 30 000km Service Plan, plus a 5-year/150 000km mechanical warranty and a 6-year anti-corrosion warranty. Services take place at 15 000km intervals.
As of April 2021, the Renault Triber is priced as follows:
To facilitate peace-of-mind driving, the All-New Renault TRIBER model range comes standard with a
New Renault TRIBER Expression 1.0-litre ENERGY R 185 900
New Renault TRIBER Dynamique 1.0-litre ENERGY R 195 900
New Renault TRIBER Prestige 1.0-litre ENERGY R 211 900
New Renault TRIBER Prestige AMT 1.0-litre ENERGY R 221 900
