Aston Martin is facing a challenging future. The esteemed British sportscar brand has always traded on two attributes for its success: loud engines and dramatic design.
Stylists and designers will have no issue carrying the brand’s distinctive proportions and vehicle presence into the future, quietness could be a problem.
Adaptive exhaust valving and booming engine acoustics are an integral part of the Aston Martin driving and ownership experience. But those V8 and V12 engines, might not survive for much longer.
The man who is deciding to convert most of Aston Martin’s product portfolio to electric, is ironically, someone who knows the value of dramatic engine sound signatures.
Tobias Moers moved from AMG to Aston Martin, with a mission to revive the fortunes of this iconic British brand. Moers proved his acumen in the realm of high-performance car company management at AMG. But replicating that success at Aston Martin could be difficult.
Aston Martin has committed to having a fully electrified vehicle portfolio by 2030. And the changes could be coming much sooner.
For a brand that has always been defined by its large-capacity petrol engines, the risk of transiting from V8 and V12 powertrains to batteries, is enormous.
Moers has confirmed to European business media, that the next generation Vantage and DB11 will forego their V8 and V12 engines, for electric motors.
The packaging advantages of this change will see Aston Martins with superior interior room and load capacity. A much lower centre of gravity will make the battery-powered Vantage and DB11 performance cars, more stable at high-speed.
Issues? Weight and product differentiation. Shouty cars are part of the Aston Martin DNA. Without the crackle-and-pop V8 and V12 exhaust acoustics, will customers still be drawn to Aston Martin?
Aston Martins aren’t the lightest of performance cars and the move from petrol to battery power will make them much heavier, blunting dynamic agility.
Interestingly, Aston Martin will be converting its front-engined vehicles to battery-power, but the mid-engined hypercars, will be hybrids. So, if you desire some internal combustion engine drama, there might still be an option from Aston, in the immediate future.
Mitsubishi Eclipse Cross in SA (2021) Specs & Price
The updated Mitsubishi Eclipse Cross compact family car has arrived in South Africa. See specification and pricing details below!
The Eclipse Cross first came to market back in early 2019 and now Mitsubishi welcomes a revised model to market to take on rivals in the compact family car segment. At the time, we tested the Eclipse Cross 1.5 T GLS and the naturally-aspirated Eclipse Cross 2.0.
What’s changed?
The previous split rear windscreen is no more.
The previous iteration of the Eclipse Cross divided opinion with its split rear windscreen and bold lighting design. Now, Mitsubishi has revised the design, incorporating the brand’s familiar ‘Dynamic Shield’ design language seen on the grille design and also features twin-oval headlights for a more sophisticated look. At the rear, the previous split tailgate is no more and the Eclipse Cross now features a more conventional rear design with a hexagonal theme. The rear lights feature a striking 3D Y-shape design. The Eclipse Cross rides on 18-inch alloy wheels.
Standing some 140mm longer than the model it replaces, the Eclipse Cross’ load bay offers a generous 437 litres which expands to 1 074 litres with the split rear seats folded down.
Key interior features include an 8-inch Smartphone-Link Display Audio (SDA) system with Apple CarPlay and Android Auto functionality, Bluetooth and voice control, fully adjustable multifunction steering wheel with paddle shifters and electric seats with leather upholstery. A heads-up display is also offered.
Safety features include 7 airbags, ABS with EBD, electronic stability control with traction control, hill start assist, active yaw control and a rear view camera.
What engines are available for the Mitsubishi Eclipse Cross?
Engine choice remains the same with 2 engines on offer to buyers.
A total of 2 derivatives are available to buyers, both being front-wheel-drive and equipped with a Continuously Variable Transmission (CVT).
Buyers can choose between a 1.5-litre turbopetrol engine with 110 kW and 250 Nm of torque or a naturally-aspirated 2.0-litre petrol engine with 110 kW and 198 Nm of torque. The former is equipped with an 8-step CVT while the latter engine is paired with a 6-step CVT.
How much does the Mitsubishi Eclipse Cross cost in South Africa?
Mitsubishi Eclipse Cross 2.0 GLS – R459 995
Mitsubishi Eclipse Cross 1.5T GLS – R499 995
Pricing includes a 3-year/100 000 km warranty, 5-year/90 000km service plan and 5-year/unlimited km roadside assistance.
If you only have a budget of R300k, it’s not easy to find something in the new-car market that will complete the 0-100 kph dash in under 10 seconds, but what if we look to the classifieds to find some tasty pre-owned machines that can hit three figures on the speedometer much faster than that, but for less money?
R300k is not a lot of money when you’re car shopping in the South African new-vehicle market. Yes, you can get a Toyota Urban Cruiser or a Kia Sonet, you can even get a fantastic looking Peugeot 208 at that price, but none of those is going to satisfy your appetite for ferocious performance like a bombastic V10 (and yes, you can get a used V10 for under R300k).
There are obvious risks associated with owning an older performance car (particularly the increased likelihood that it will break down on you), but that’s what you buy into if you want to play this game. Parts may be hard to find, you’ll likely need a specialist mechanic and nothing will be cheap to replace or repair. If you want to go fast, for less than R300k, these are the most interesting ways to do it. Click the vehicle headings for a look at current stock availability.
Back in 2007, Subaru and Mitsubishi were delivering power and performance at a fraction of the cost of the premium-segment models. Hot hatches were only just beginning to raise their game and if you wanted something that could launch from a set of lights and drop just about anything off the line, you wanted a turbocharged Subaru Impreza. With peak power of 195 kW and 343 Nm of torque, the WRX was a performance bargain in its day, but now, you can pick a decent one up for under R200k, for a car that does 0-100 kph in 5.3 sec – which is about the same time it takes to slurp a tank of fuel.
I did say this list would be… interesting. The Chrysler 300C SRT8 featured a 6.4-litre V8 delivering 347 kW and 631 Nm of torque. It was a performance bargain at the time, costing nearly half as much as similarly-powered performance sedans. Performance claims suggested a 0-100 kph time of 5 seconds flat and a top speed of 280 kph. It’d be best to be on good terms with your local fuel station, though.
This list clearly doesn’t account for fuel costs as this is another drinker. The BMW 750i came to market with a 4.4-litre turbocharged V8 that had its wings clipped at 300 kW and 600 Nm of torque. The super-limo segment isn’t really renowned for retaining value, but these have surely got to their low point right? Right!? It’s an absolute sleeper equipped with all the modern features you could ask for (except Apple Carplay and Android Auto) and one of the most comfortable rides you’ll ever experience for under R300k.
These are quite difficult to find in the classifieds sections, especially good examples for less than R300k, but they do appear from time to time. Jaguar’s finest supercharged 5.0-litre V8 sits under the bonnet of this Big Cat and the lump directs its instantaneous (and devastating) power to the sedan’s rear axle. 375 kW peak power with 625 Nm of torque shot the XFR from 0 to 100 kph in just 4.9 sec. Cars.co.za Consumer Experience Manager Hannes Oosthuizen had one of these as a long-term test car (for a year) and he claims it was possibly his favourite long-term test unit ever. High praise indeed.
In all honesty, you could buy a Volkswagen Golf R of a similar age at the same price – and you probably should – but that all-wheel-drive hatchback just wouldn’t be as cool as the Scirocco R. The original hot hatch formula was applied to the Wolfsburg-based brand’s compact coupe – front-wheel-drive in combination with a 2.0-litre 4-cylinder turbopetrol motor that punches out a healthy 188 kW and 350 Nm of torque (more than a brand new Golf GTI). The result? Acceleration that elicits epic amounts of torque steer, but is said to get you from 0 to 100 kph in 5.8 sec thanks to that DSG ‘box (well, while it lasts).
What you’re looking at here is the B7-generation RS4 quattro, noted for being the first RS4 for 5 years (at the time) and being propelled by a naturally aspirated 4.2-litre V8 with real heart and a soundtrack for the ages. It’s not short on grunt either (with 309 kW and 430 Nm of torque), but the real treat is the 6-speed manual gearbox and the 8 200 rpm redline. Zero to 100 kph came up in just 4.8 sec.
The 135i Coupe is renowned for being the last genuinely good-looking car that BMW produced (subjectively speaking, of course). The 135i had just the right amount of power for a short-wheelbase rear-wheel-driven coupe. Well, the twin-scroll single-turbo 3.0-litre inline 6 (from 2010) delivered enough grunt to make the diminutive Bimmer feel fast and yet still provide lively thrills in the corners. You get 225 kW and 400 Nm of torque, and yes, you can get that from a hot hatch these days, but not for R300k. It’s a bit of a classic in the making in my books; its claimed 0-100 kph time was 5.2 sec.
This is one of the more radical suggestions, I admit, as you can pick up any number of Benzes for under R300k, but the 2nd-generation (“4-door coupe”) CLS will stand out like nothing else on offer at this price range. There’s an unstressed naturally aspirated 3.5-litre V6 under the bonnet that will cruise from a standstill to 100 kph in 6.1 sec, but will waft along at any speed in great comfort.
It’s amazing to think that you can pick up one of these Megane Renault Sport IIIs for under R250k. The ultimate driver’s hot hatch from pretty much the late 2000s until this generation ended in 2016, the Megane RS is quite simply incredibly fun to drive. If they ever come up, see if you can get your hands on a Trophy edition as they are very special, but don’t expect to enjoy driving it on your congested commute (the Cup specification is perhaps a bit more bearable to drive on poor roads). Renault’s 2.0-litre 4-pot turbopetrol mill was good for 195 kW and 360 Nm of torque with a 0-100 kph time of 6 sec.
Look, don’t hold me to the reliability of a sub-R300k BMW M5 (sedan) or M6 (coupe or convertible), but they are available. Has BMW made a better engine than the F1-inspired S85 V10? The last time I spoke to BMW engineers, they were convinced it was their best work (admittedly, that was a few years ago). The screaming 5.0-litre naturally aspirated V10 revs to 8 250 rpm and dishes out a lusty 373 kW and 520 Nm of torque, if you’re willing to rev it out. Don’t judge it by today’s lofty power standards – the E60/E63/E64 M5 and M6 were special, even if they were only ever sold locally with SMG ‘boxes.
To celebrate 60 years of collaboration with the Cooper Family, Mini has created a special edition vehicle. Meet the Mini Cooper Anniversary Edition, and just a handful of units are coming to South Africa.
John Cooper was born 98 years ago, but the real history begins 60 years ago when he took his classic Mini to a legendary race victory. His expertise with Mini’s products resulted in the Mini Cooper in 1961.
To celebrate the partnership, Mini has created the Mini Cooper Anniversary Edition and the vehicle is a tribute to John Cooper’s legacy. Sadly John Cooper is no longer with us, having passed away in 2000.
There’ll be just 740 units available globally and South Africa will receive just 6. 74 refers to the starting number 74 which was the classic Mini Cooper’s number during its first successful race appearance.
The Mini Cooper Anniversary Edition will be in British Racing Green metallic and Rebel Green, as well as Midnight Black metallic. All paint finishes are combined with a roof, exterior mirror caps, door handles and surrounds for the headlights and rear lights in white. Other exterior trim elements are offered in Piano Black high gloss.
It wouldn’t be a sporty Mini without the traditional stripes and these are white on the bonnet, with a red accent line. The 74 is on the bonnet and doors of the vehicle. The vehicle features John Cooper Works Trim with adaptive dampers, 18-inch JCW light alloys. Inside, the Cooper name logo is present on the door sill trims, on the side scuttles, on the C-pillars, and on the center spoke of the Nappa sports leather steering wheel.
The cabin features John Cooper Works sports seats in Dinamica/leather Carbon Black finish, an anthracite-coloured headliner, stainless steel pedal set and interior trim in Piano Black high-gloss. The red ring from the original John Cooper logo adorns the luggage compartment lid and the interior surface on the passenger side. On the driver’s side, the interior surface features the signatures of John, Mike and Charlie Cooper. The inside of the driver’s door frame features an emblem with John Cooper’s signature, the handwritten note “1 of 740” and the words “60 YEARS OF MINI COOPER – THE UNEXPECTED UNDERDOG”.
The Mini Cooper Anniversary Edition is available across all current powertrains, but the SA-spec units will come with the JCW engine. For the record, the 2.0-litre turbocharged 4-pot churns out 170 kW and 320 Nm.
When does the Mini Cooper Anniversary Edition arrive in SA?
Mini South Africa confirmed there’ll be 6 units with the JCW engine arriving in the last quarter of 2021. Pricing will be announced closer to the time.
Audi’s CEO, Markus Duesmann, has confirmed that the A1 will be axed when it reaches the end of its current model lifespan according to a report from Automotive News Europe.
The second-generation Audi A1 was revealed in 2018 which means it still has a few years of life ahead of it.
However, the business case for any small hatchback, from a luxury car brand, is becoming very difficult to justify.
Enormous pressure is being applied on cities to embrace electric vehicles, which has seen a huge offering of large battery-powered cars. These SUVs, crossovers and sedans, can operate in congestion or emissions taxed CBDs, with much lower cost, than a small petrol- or diesel-powered hatchback.
This is exactly the issue that Audi is trying to deal with. Although Ingolstadt has committed to electrification, with its very impressive new e-tron GT proving the point, there are limits to the viability for all models.
Duesmann commented that “A lot will depend on the final Euro 7 target. We know that offering combustion engines in the smaller segments in the future will be pretty difficult because the costs will go up. Therefore, we won’t have a successor to the A1. If the new Euro 7 rules are not too harsh, it will allow us to invest more in e-mobility.”
The problem is that small car platforms, simply cannot absorb the R&D and production costs, to electrify. They would become prohibitively expensive, as a result.
With the large margins and much higher prices of large SUVs and crossovers, brands have been able to make customers absorb more of the production cost, relating to electric vehicles. This is clearly evident in the list pricing of vehicles such as Porsche’s Taycan.
The A1 is simply an impossible prospect for Audi, in terms of electrification. VW retains some viability with its platform twin, the Polo, due to the sheer volumes it can assemble and sell. A next-generation Polo is assured, but this current version of A1, is dead in the water.
Will Audi surrender its market share in the compact vehicle segment? Unlikely. What the German brand is expected to do is revive one of its most celebrated model names: A2.
For followers of all things Audi, the A2 is keenly remembered as a wonderfully advanced compact city car of the early 2000s.
Audi can easily revive the A2 name, which has a legacy for technical innovation and advanced design, as a new battery-powered model range. It would then effectively replace the A1, and deliver a slightly larger vehicle, as Audi’s entry-level product offering.
Two and a half years since Porsche SA introduced a facelifted version of the Macan, the Zuffenhausen-based brand has rolled out another update to its executive SUV range, which includes detail upgrades as well as a consolidated line-up of derivatives.
From an aesthetic point of view, the Macan looks much like before, but eagle-eyed observers will spot that black trim on the front bumper has been redesigned, the LED daytime running lights have been repositioned and the dark cladding strips on the flanks of the vehicle feature a 3Dtextured surface.
At the rear, Porsche’s smallest SUV now features an enlarged diffuser that stretches the width of the bumper, while larger alloy wheels (19-inch for the Macan, 20-inch for the Macan S and 21-inch for the Macan GTS), LED headlights with the Porsche Dynamic Light System (PDLS) and Sport Design side mirrors and are standard across the range. What’s more, Porsche has availed 7 new alloy wheel designs and there are 14 exterior colours to choose from.
The Macan range now comprises a trio of derivatives; the previous line-up’s Turbo has been dropped, but, technically, only in name, because the Macan S now features the outgoing Macan GTS’ 2.9-litre twin-turbo petrol V6, while the updated Macan GTS matches the old Turbo’s peak outputs of 324 kW and 550 Nm (also produced by the aforementioned powerplant).
All versions of the Porsche Macan feature the firm’s 7-speed dual-clutch (PDK) automatic transmission as well as the Porsche Traction Management (PTM) all-wheel-drive system.
The standard Macan is powered by a newly developed 2.0-litre 4-cylinder turbopetrol motor, which produces 10 kW and 30 Nm more than before. With its new maximum outputs of 195 kW and 400 Nm of torque, the Macan is claimed to accelerate from 0 to 100 kph in 6.2 sec (with the optional Sport Chrono package) and go on to a top speed of 232 kph.
By virtue of switching from a 3.0-litre single-turbo V6 to a 2.9-litre twin-turbo unit, the Macan S now produces 20 kW and 40 Nm more for peak outputs of 280 kW and 520 Nm. The S version is said to accelerate from standstill to 100 kph in 4.6 sec (with the optional Sport Chrono package) with a top speed of 259 kph, while the range-topping Macan GTS is comparatively 0.3 sec quicker (with the standard Sport Chrono package) and 13 kph faster.
Meanwhile, the damper characteristics of the Porsche Active Suspension Management (standard on the Macan S and GTS derivatives, but optional on the Macan) have been re-adapted and the flagship version features a 10-mm lowered sports suspension with air springs as standard.
Porsche says the sports air suspension is 10% and 15% firmer on the front and rear axle respectively while the optional GTS Sport package (available exclusively on the GTS version) incorporates 21-inch GT design wheels with performance tyres, Porsche Torque Vectoring Plus and the Sport Chrono package.
Inside, the Macan features the new multifunction GT Sport steering wheel from the 911, a shorter transmission lever, an analogue clock atop the dashboard (as standard), plus optional leather upholstery and contrasting seam packages (available in Gentian Blue, Papaya or Crayon).
The user interface now incorporates touch-sensitive surfaces instead of tactile buttons, as well as a 10.9-inch touchscreen infotainment unit with Porsche Communication Management.
Buyers who specify the GTS Sport package on the updated GTS derivative will benefit from 18-way power-adjustable front sports seats, Race-Tex and extended leather upholstery (with contrast stitching and GTS lettering in Python Green) and carbon-fibre interior trim.
South African deliveries of the updated Macan will commence in January 2022.
Prices of Porsche Macan (2022) in SA:
Macan
R1 050 000
Macan S
R1 271 000
Macan GTS
R1 551 000
Prices include a 3-year/100 000 km maintenance plan.
After a lengthy teaser campaign and far too many spy shots, this is the all-new Audi RS3. Featuring class-leading performance and the magical 5-cylinder engine, the 2022 Audi RS3 is confirmed for the 2nd half of next year.
Being a flagship performance product, focus is on the engine and claimed figures. While some will complain that the 2.5-litre 5-cylinder engine produces the same power as before, some clever tweakery has resulted in more torque. Figures of 294 kW and 500 Nm are on offer, with the 2022 Audi RS3 being said to sprint to 100 kph in a claimed 3.8 seconds and onto an optional top speed of 290 kph.
As we’ve mentioned before in a prior article, the all-new Audi RS3 will feature what’s called the RS Torque Splitter which cleverly sends power around the axles and wheels. In left-hand curves, it transmits the torque to the right rear wheel, in right-hand curves to the left rear wheel, and when driving straight ahead to both wheels. It gets better, as the RS Torque Splitter can send all engine power to just one wheel. There’s also Drift Mode.
The all-new Audi RS3 features a 7-speed dual-clutch gearbox as well as a sporty exhaust system with fully variable flap control, plus Audi is offering an RS sports exhaust for even more noise.
Under the skin, the newcomer features newly-developed shock absorbers and a valve system that helps the suspension cope with rebound/compression, with Audi offering adaptive damper control as an option. The larger wheel camber, i.e. the wheels are angled more toward the road, results in a more precise steering response and increased cornering force. Compared to the Audi A3, the wheels on the front axle of the new RS 3 have just under one degree of additional negative camber.
At the rear, there’s a four-link design with separate spring/damper arrangement, subframe, and tubular stabilizer bar. The wheel carriers, which are stiffer than those of the Audi A3 and S3, absorb the increased lateral forces generated by the torque splitter. The RS‑specific progressive steering varies the gear ratio depending on the steering angle – as the steering angle increases, the gear ratio becomes smaller and steering more direct. It also assists based on speed and can be varied via Audi drive select.
The setup of the springs and shock absorbers is markedly stiff, and the body is 10mm lower than on the S3 and 25mm lower than on the A3.
As far as brakes go, the new RS 3 comes with bigger and newly-developed 6-piston steel brakes, with ceramics being available as an option.
Visually, you can spot the all-new Audi RS3 with a gaping front bumper which features a new-look honeycomb grille and new-look headlights and daytime running lights. The LEDs will light up the letters R S and 3 as well as a checkered flag when you lock and unlock the car. When the vehicle’s driving, there’s a checkered flag. The rear is dominated by large twin oval exhausts and an integrated diffuser. The new Audi RS3 rides on 19-inch alloy wheels with a host of optional wheels available.
Inside, the new Audi RS3 looks very sporty. The Audi virtual cockpit plus is standard and boasts telemetry like g-forces, lap times and acceleration from 0‑100 km/h, 0-200 km/h, quarter-mile, and eighth of a mile. A heads-up display is available for the first time on the RS3.
The RS sport seats with RS embossing and contrasting stitching really look the part and are available in Nappa as an option. The new-look 3-spoke RS steering wheel features zinc shift paddles and a 12 o clock stripe.
When is the new Audi RS3 coming to South Africa?
Audi South Africa confirmed its new performance model will be available in sedan and Sportback derivatives and should be making landfall around the middle of 2022.
Land Rover has made its smallest Range Rover, a bit bigger.
Although its introduction rankled legacy Range Rover owners, a decade ago, Evoque has been a significant story for Land Rover. It has allowed the Ranger Rover brand, to sell in greater numbers and conquer an entirely new realm of customers.
One of the Evoque’s advantages is that its size – or lack, thereof. Compared to a traditional low-range enabled Range Rover, the Evoque has always been much smaller. And that makes it much easier to park or drive around a crowded urban environment.
But what if you need a bit more, from your Evoque, and don’t want a Velar? Land Rover’s solution is the new LWB Evoque.
Based on the second-generation Evoque, this LWB version is 4.53m long, compared to the standard SUV’s 4.37m. That additional length is mostly between its axles, with the Evoque LWB having a 160mm longer wheelbase.
With the greater overall length and a more generous wheelbase, this Evoque LWB should offer excellent comfort ergonomics, for its second-row passengers. This is, of course, exactly the invention from Land Rover, especially for the Chinese market, where LWB luxury vehicles, in all segments, enjoy robust demand.
Land Rover has not divulged any changes in core mechanical specification, beyond size, with this new LWB Evoque. Expect engine offerings to remain the same, although the new variant does showcase slightly different front styling.
The redesigned grille and bonnet shutline, could be a clue to Land Rover’s forthcoming Evoque refresh, with this LWB version being the vehicle to debut it.
A report is suggesting we’ll be seeing an electric G-Class at this year’s IAA Munich car show. Here’s what we know so far.
Mercedes-Benz is rapidly expanding its electrification program and the EQ badge is being rolled out to its entire product portfolio. We’ve already seen the production versions of the EQA, EQB, EQC and EQS which are confirmed for South Africa in 2022. Now, according to MBPassion blog, the mighty Mercedes-Benz G-Class will be going electric and we’ll see it at a motor show in Germany before the end of 2021.
This news shouldn’t come as a surprise as Daimler CEO Ola Kallenius mentioned this back in March 2020 in an interview with CarAdvice. “Yes, the G is going to go electric, we have kicked off the concept work for this, so in a few years you’ll be able to go electric with the G as well,” Mr Källenius said.
An electric G-Class will be quite the opposite to what the product is known for. The Mercedes-AMG G63 features a potent 4.0-litre biturbo V8 petrol engine, while the G400d boasts the strong straight-6 diesel. Let’s not forget the advanced 4×4 system with its 3 differentials either. So, what’s on the cards for the electric G-Class? We suspect that that 4×4 system is non-negotiable and Mercedes-Benz will incorporate the electric powertrain around it. An electric motor on each axle would likely be the best solution and given the G-Class size, a large battery which is good for at least 500 km is expected.
The downside is of this is the weight. Electric cars are typically heavier than their ICE counterparts and given the dimensions of the current G-Class, the electric G could be very heavy. As it stands, the current G63 tips the scales at 2.5 tons.
Be on the lookout for the electric G-Class at the IAA Munich Mobility Show which replaces the Frankfurt Motor Show. It takes place from the 7th September to the 12th September in the Bavarian city of Munich. As far as names go, we won’t be surprised to see it badged as the EQG concept.
Lexus has given the IS a notable update in an effort to maintain the sedan’s relevance in the sports executive segment, but the range is limited to a trio of petrol-electric derivatives and the range-topping Lexus IS300h F Sport version costs nearly R1 million. Is the Japanese premium marque’s offering still worth considering? Read on…
We like: Willing performance, ride quality, comfort and luxury features, solid build quality
The Lexus IS is one of the better-looking sports executive sedans in the segment. Do you agree?
The 3rd-generation Lexus IS was launched in 2013 and received a minor update in 2017, followed by a major update in 2020; the latest iteration joined Lexus South Africa’s line-up in March 2021. The IS does battle in a declining segment (partly due to the rising popularity of crossovers) with the Alfa Romeo Giulia, BMW 3 Series, Audi A4, Jaguar XE and the incoming SA-built Mercedes-Benz C-Class.
Whereas previous iterations of the Japanese premium marque’s sports executive sedan were criticised for being too conservatively styled, this version has a taut design with no shortage of eye-catching exterior detailing. Fittingly, it looks best in range-topping F Sport guise. The IS’ front-end, especially the spindle grille is striking – if you like sharply angled lines. The sedan’s rear haunches are muscular, the wheel arches are amply filled with 19-inch alloy wheels and F-Sport badging lets the world know that this is the flagship IS. Suffice to say the test unit garnered many admiring glances during our test.
Whereas BMW and Mercedes-Benz previously offered hybrid derivatives in their 3 Series and C-Class line-ups (in the case of the latter, the C350e disappeared from the price list relatively recently), the Lexus IS is currently the only model that offers that configuration (in fact, the revised range’s line-up consists solely of petrol-electric derivatives). Whether you appreciate the IS’ bold exterior execution – or not – depends on your taste, but does the Lexus’ hybrid powertrain complement its luxury-car package well… or at least enough to justify the F-Sport version’s near-R1-million price tag? Let’s find out!
What’s the Lexus IS300h like to drive?
The Lexus delivers its performance in a refined manner but it’s not particularly engaging to drive.
Toyota and Lexus are synonymous with advanced hybrid technology and the latter is arguably the premium brand most associated with combining hybrid performance with driving comfort and luxury. In fact, Lexus is perenially-underappreciated in the luxury-vehicle market – owners of Lexus models are not only generally satisfied with the products that they drive – they tend to remain loyal to the brand.
Does the Lexus IS300h F Sport deliver on its promise of blending hybrid performance, comfort and luxury successfully? We’d say yes, but there’s a but… Although the 3rd-generation IS was designed to deliver engaging dynamics and the F Sport derivative looks performance-oriented, the IS300h is neither “exhilarating” nor “exciting” to drive. Does this make it a bad car? No, quite the opposite, in fact.
There really is much to like about the IS, but it depends on what you’re looking for/expecting from the driving experience. Given the IS300h’s power unit – a 2.5-litre 4-cylinder petrol engine mated with an electric motor that develops total outputs of 164 kW and 221 Nm, all of which is directed to the rear wheels using a 7-step continuously variable transmission (CVT) – its “performance” is, well, willing.
While it feels as if the IS300h gains pace fairly rapidly (more so than its 8.7-sec 0-100 kph claimed sprint time suggests), it delivers its acceleration in such a refined manner that the event lacks drama. That can be either a positive or negative attribute, however. Depending on your perspective, the Lexus’ performance characteristics can be construed as gloriously graceful… or overwhelmingly dull.
Unfortunately, the Lexus’ drivetrain moans and drones when you floor the accelerator pedal, but under average driving circumstances, the IS300h F Sport settles into a more pleasing, refined rhythm.
Lexus has improved the ride refinement by introducing a revised suspension, making the IS a pleasingly comfortable cruiser.
We tried out the respective drive modes (Eco, Sport and Sport Plus), but they didn’t seem to change the IS300h’s on-road demeanour markedly, other than the fact that the attractive LFA-inspired central rev counter adopted a racier display when the sedan’s sportier settings were engaged. At least the steering-mounted shift paddles create the impression that you can immerse yourself in the Lexus’ driving experience, but even if you enjoy actuating “virtual gear changes”, the transmission actually performs just as well – if not better – when left to its own devices.
We did a stint of long-distance driving in the test unit (the route stretched from Cape Town to Knysna) and, in terms of overall ride comfort and refinement, the IS certainly excelled. The IS300h’s steering does provide at least a measure of pleasing feedback to the driver, while the updated Adaptive Variable Suspension (AVS) adequately suppresses harsh bumps and dips in the road surface and, ultimately, enhances the Japanese sedan’s handling ability (the AVS can be set to favour ride comfort in Normal or adopt a firmer, sportier attitude in Sport S+). For this facelift, Lexus has not only stiffened the IS’ body structure – it has widened the sedan’s front and rear tracks by 45 mm and 50 mm respectively. As a result, the IS feels more solidly planted on terra firma and noticeably stabler during cornering.
Even though Lexus has done extensive work to improve the IS’ handling characteristics, its extra kerb weight (partly as a result of the additional hybrid-system components) can’t be ignored; it does blunt the IS’ overall dynamism. The IS300h has a kerb weight of about 1 735 kg and you can feel that heft under hard cornering – it’s definitely not as agile or nimble as an equivalent BMW 3 Series (1 545 kg).
Is the Lexus IS300h F Sport fuel efficient?
The IS300h F Sport is not as efficient as you’d imagine it to be.
Hybrids are claimed to offer exemplary fuel efficiency, but few actually deliver on that promise, because while such vehicles are quite efficient when driven in congested traffic conditions, they aren’t all that frugal on longer, open-road trips. In the case of the Lexus IS300h F Sport, that observation rang true. Lexus claims an ambitious 5.2 L/100 km, but our test unit returned figures closer to 8.0 L/100 km.
The Lexus IS300h F Sport does feature regenerative braking and a coasting function to aid and enhance efficiency. The recouped energy can be used by pressing the EV Mode button in the centre console, but this mode is only useful to manoeuvre the IS at slow speeds without calling on the engine. An example of this would be when you are reversing out of a parking bay or crawling through a parking lot. That is as far as pure-electric driving goes. Once you press the accelerator pedal past a certain point of its travel, the IS’ engine will kick in and take over to deliver most of the performance.
Fuel efficiency is seen as a key USP for hybrids, but in conditions where the Lexus’ petrol motor does most of the work, it doesn’t offer a notable efficiency benefit over its conventionally powered rivals.
What’s the interior like?
A comfortable place to be on a long journey…
The Lexus’ premium cabin deserves high praise for its good overall perceived build quality, but some of the knobs in the IS look and feel a bit dated… and there’s a CD player! Does anyone still use CDs? To its credit, this test unit came fitted with sumptuous F Sport Flare Red leather upholstery; the electrically adjustable front seats provided an excellent balance of comfort and support during our road trip.
Given that its origin can be traced back to 2013, the interior’s layout and design can be criticised for being “old school” and riddled with too many buttons but that point is debatable – some people like buttons! Lexus outshines the competition, though, by taking an “all-in” approach when it comes to standard equipment – this range-topping IS is jam-packed with convenience and safety features.
Now that the infotainment system supports touch inputs to its 10.3-inch screen, the panel has been moved forward by approximately 150 mm. The system offers Apple CarPlay and Android Auto compatibility, integrated navigation, Bluetooth and voice control, all of which can be controlled and adjusted using the steering wheel-mounted controls. You can also use the navigation pad in the centre console to execute functions, but it’s hyper-sensitive and requires some practice to get used to… In a way, it’s a legacy item from the pre-facelift model, but again, not everyone likes prodding screens.
The navigation pad in the centre console takes some patience to use effectively.
Furthermore, the IS is equipped with a 360-degree camera system (with reverse-view guidelines), a 17-speaker Mark Levison audio system as well as dual-zone climate control air conditioning.
In terms of safety, Lexus’ sports executive comes well equipped with no fewer than 10 airbags, ABS with EBS, brake assist and electronic stability control with traction control, plus front and rear park distance control. Driver-assist features include active cruise control, pre-collision warning with pedestrian/cyclist detection, lane tracing assist, blind-spot monitoring and rear-cross traffic alert.
As far as practicality goes, rear occupants are well catered for in terms of comfort and space. The boot is sizable too, with Lexus claiming a load capacity of 450 litres. The rear seats can also be folded down in a 60:40 split configuration should you be required to transport longer items.
How much does the Lexus IS300h F Sport cost in South Africa?
The Lexus IS300h F Sport is priced at R935 200 (as of July 2021) and is sold with a 7-year/105 000 km warranty and a 7-year/105 000 km maintenance plan.
The IS300h F Sport makes a bold statement while offering high levels of comfort and luxury, but its hybrid powertrain isn’t overtly sporty.
The IS300h F Sport remains a worthy contender in this segment, as long as you are willing to make peace with what it is – and what it isn’t. If you consider the high levels of luxury and comfort, as well as the sheer number of features that the Lexus offers, it’s a solid alternative to more popular choices in this segment. It’s neither as exciting nor as engaging to drive as it looks, however.
There is little doubt about the inherent dynamism of the IS’ platform – it’s certainly not a soft, squishy luxobarge, but the IS300h F Sport’s hybrid configuration is, by its very nature, efficiency-oriented and not conducive to delivering compelling performance. To its further detriment, the powertrain’s not notably more fuel-efficient compared with its conventionally-powered rivals, at least not in our experience.
By offering the IS as a hybrid-only model in South Africa, Lexus is banking on its hybrid credentials, but unfortunately, the South African market has never quite warmed up to hybrids. As a result, the Japanese luxury firm has arguably marginalised the IS in the local market (it’s now very much a left-field or non-conformist’s choice) – isn’t that a less-than-ideal strategy in a dwindling segment?
If you are ever in the market for a new hybrid sports executive sedan, you know where to go! Aesthetically speaking, the F-Sport version is the most desirable IS derivative, but if the naturally aspirated 3.5-litre V6 was no longer a viable engine option for the local market, perhaps the 2.0-litre turbopetrol (even if it’s not quite as fuel-efficient around town as its petrol-electric sibling) could have sufficed…
