BMW South Africa has announced specifications and pricing for its 3 Series Mzansi Edition. See what’s on offer, plus pricing for this model.
After the BMW X3 Mzansi Edition was introduced, another bread-and-butter model from the Munich-based brand has been launched. This is the BMW 3 Series Mzansi Edition, a derivative that’s loaded with additional content and features that combine to offer more value.
Visually, the 3 Series Mzansi Edition from BMW features the M Sport package with M High-gloss Shadow Line detailing for the kidney grille frame and grille as standard. There are also BMW M carbon mirror caps and BMW Individual Lights in Shadow Line.
The bold high-gloss black front splitter with carbon fibre is striking and will set the Mzansi Edition apart from its standard BMW 3 Series siblings.
BMW has made the glow grille available for this special edition. Previously it was only available in the BMW X6, and it features LED backlighting that illuminates when you lock and unlock the vehicle.
Other noteworthy visual additions include the red BMW M Sport brake callipers, 19-inch M light-alloy wheels, LED door projectors and high-gloss black side sill inserts. The exhaust tailpipes are finished in black chrome trim and there’s a high-gloss black rear diffuser and a carbon fibre rear spoiler for additional visual punch.
Inside, the cabin features Sensatec and Alcantara upholstery with contrast stitching, M seatbelts, BMW Live Cockpit Professional, ambient lighting and a glass sunroof.
Customers can choose from 5 colours: Portimao Blue, Black Sapphire Metallic, Mineral Grey Metallic, Mineral White Metallic and Alpine White. There are three engines available, the 318i with 115 kW / 250 Nm, 320i with 135 kW and 300 Nm and the 320d which produces 140 kW and 400 Nm. Every derivative comes with an 8-speed automatic gearbox with paddle shifters on the steering wheel.
How much does the new BMW 3 Series Mzansi Edition cost in South Africa?
The recommended retail prices for the 3 Series Mzansi Edition (including VAT and CO2 tax):
Toyota has updated its range-topping C-HR crossover which now features refined styling and enhanced safety specification. See what’s changed below…
The range-topping Toyota C-HR 1.2T Luxury is the current #CarsAwards Crossover category champion and the stylish model received a facelift early in 2020. Now Toyota has updated its range-topping C-HR derivative with aesthetic and safety upgrades.
New features for the Toyota C-HR
Toyota’s #CarsAwards winner now gains enhanced safety features.
The C-HR Luxury derivative now gains sequential indicator lights and Y-shaped light guides in combination with LED headlights and Daytime Running Lights (DRLs). Toyota has also fitted LED fog lamps. At the rear, the C-HR wears a 3-segment LED light design with smoked light surrounds and a horizontal cross-section that spans across the rear end for added visual appeal.
Buyers can choose from a range of exterior colours including White Pearl, Passion Red, Lunar Metallic, Cosmic Blue and Inferno Orange Metallic.
In terms of added safety features, the range-topping C-HR now features all-speed Adaptive Cruise Control (ACC) and the Lane Departure Alert (LDA) function now also gains Lane Trace functionality which helps to keep the vehicle centred in its lane. Other useful safety features include Pre-Collision System (PCS), Auto High Beam (AHB), Rear Cross Traffic Alert (RCTA) and Blind Spot Monitoring (BSM), all of which are a part of Toyota Safety Sense (TSS) suite.
The C-HR employs a familiar 1.2-litre turbocharged petrol engine with 85 kW and 185 Nm which can be paired with a CVT or a 6-speed manual. Fuel consumption for the manual is claimed 6.3 L/100km while the CVT derivative is claimed to consume 6.4 L/100km.
How much does the Toyota C-HR cost?
C-HR 1.2T R402 300
C-HR 1.2T Plus R436 300
C-HR 1.2T Plus CVT R449 300
C-HR 1.2T Luxury CVT R519 900
Pricing includes a 3-year/100 000km warranty and a 6-services/90 000 km service plan.
This week’s news you need to know (June 2021, Week 4)
In this week’s news that you need to know, the new Mazda BT-50 looks set to steal a march on its Isuzu D-Max cousin – not that its head start will amount to much; Brabus’ ostentatious 900 Rocket Edition seems the ultimate coach-built G-Class Benz, as long as its brute of an engine will be allowed to keep roaring, the Honda Jazz has a “new old” name, but does it still have a sporty heart? Plus, Ferrari’s outdoing itself with a new V6 hybrid supercar, but at what cost, ultimately?
Mazda BT-50 vs Isuzu D-Max – ‘If you’re not first…’
got a strange feeling of déjà vu about the new-generation Mazda BT-50 double cab landing in South Africa (soon) ahead of the next Isuzu D-Max, with which it shares a platform and, for that matter, a multitude of mechanical components… Why, yes, I’ve watched a remarkably similar movie before… Suzuki Baleno vs Toyota Starlet.
Here’s a refresher: Suzuki had a 3-plus-year jump on Toyota with its Baleno compact hatchback, but that fact didn’t disadvantage the Starlet upon its arrival. As soon as the rebadged Toyota (which probably rolled out of the same plant as the Baleno) entered our market, it immediately eclipsed its Suzuki counterpart’s sales. Motoring is a cruel game (at the best of times), but the market wants what it wants.
The new Mazda BT-50 vs next-gen Isuzu D-Max match-up isn’t exactly the same as Suzuki Baleno vs Toyota Starlet; after all, in this case, the clone will precede the original – not the other way round. Having said that, Mazda deserves every chance to succeed, because the previous-gen BT-50 certainly didn’t do as well as it could have following its launch under the auspices of Ford back in 2012.
The Isuzu-based new BT-50 can now emerge from the Ranger’s shadow. While the Hiroshima-based brand will have a head start, Isuzu, however, has a deeply loyal following in Mzansi, one upon which it will be leaning quite heavily once the brand’s Gqeberha assembly facility comes online in 2022.
I hope we won’t be amid the 6th wave by then.
Brabus Rocket Edition – the dying days of coachbuilding
If you have had a look at what Brabus does (on YouTube), you’ll know that the German tuning firm essentially strips a perfectly good car apart and rebuilds it in an old-fashioned coachbuilding style. In an increasingly automated world, it’s a trade that I hope will never disappear. The seats are recovered in carefully selected cowhide from cattle that attended private schools… such is the level of opulence!
But deep down, engine tuning is the true heart of Brabus. The firm will rebuild Benz engines to make them better, bigger, stronger and work all manner of tricks in the process. I’m no “Debbie downer”, but I just don’t see how they’ll capture that same Brabus spirit in the EV age. Imagine a well-screwed-together Brabus creation whizzing along quietly without even a hint of a throaty V8 roar. Nah, I cannot even.
Jazz changing to Fit in SA – Hit the gym
It’s certainly a change-up in extramural endeavours as Honda flips from jamming free-form light music in smoky clubs late at night to getting up at the crack of dawn to dress in overpriced exercise gear and dabble in CrossFit, ha-ha. But one of the most endearing features of the old Jazz, ageist assumptions about the drivers that tended to buy the model notwithstanding, was that the 1.5 Sport derivative came equipped with shift paddles mounted on its steering wheel (at this point I will remind you that the 1.5 Sport had a continuously-variable automatic transmission, which is a buzz-kill at the best of times). The 1.5 Sport was painfully slow, but there was a subtle sense of occasion about the car, as if Honda wanted to instil just a smidge of um, brio, in its products. So many B-segment hatchbacks lack that.
Despite the fact that the more youthful-looking Fit’s front end appears to have collided with the back of some oke’s Venter trailer – and that’s before it’s even left the showroom floor, I am hopeful that Honda will regain its mojo. That old Jazz had an indescribable sense of occasion to it; I hope they will instil it in the Fit too. Plus, while they’re at it, introduce a new-generation S2000. I speak for the people here!
Ferrari 296 GTB – Prancing horses and battery packs
Il Commendatore” Enzo Ferrari must be doing backflips in his grave. Sorry, pops, but there’s yet another Prancing Horse with a battery strapped to its back and this one doesn’t have a V12 or even a V8… In case you haven’t heard it, come a little closer so that I can whisper it in your ear… the 296 GTB is faster than the sacred 488 Pista (sorry to break it to you), courtesy of an electrically assisted V6 engine!
With its fourth hybrid in the line-up (following the LaFerrari, LaFerrari Aperta and SF90 Stradale), Ferrari is confidently following a strategy that relies on the fact that current supercar owners want hybrids rather than full EVs (at least until electric supercars have become remotely viable). It’s refreshing to see and explains where the Maranello-based firm has invested the capital that it set aside for Research and Development – certainly not in its inconsistent F1 team. Again, I issue a warning… Ferraris are all about “feel”. Lose that visceral element and you’ll lose your customer base. Exciting times are ahead…
Watch: Hyundai Santa Cruz Production
Watch the new Hyundai Santa Cruz bakkie being built at the Hyundai Motor Manufacturing Alabama (HMMA) plant.
The Santa Cruz is produced in Hyundai’s plant in Alabama, USA alongside other Hyundai models such as the Tucson, Santa Fe, Elantra and Sonata.
Hyundai Santa Cruz not for SA, yet…
As it stands, the Santa Cruz is not being produced for right-hand-drive markets such as South Africa but we hope that will change in the near future. We think the new Huyundai Santa Cruz would sell up a storm here in Mzansi!
In the USA, the Santa Cruz will be sold with 2 engine choices including a 141 kW / 244 Nm 2.5-litre turbopetrol engine with a 8-speed automatic transmission and a 205 kW / 420 2.5-litre turbopetrol engine which is mated with an 8-speed dual-clutch transmission.
Car production is a complex process and if you’ve never had the opportunity to visit a car production facility then this video will give you some insight into the technology and processes involved in producing a vehicle. More so, it might even give you a heightened sense of appreciation for the car that you drive. Enjoy.
Nissan’s new Magnite budget crossover has arrived in South Africa and we had a brief opportunity to sample the range-topping 1.0 Turbo Acenta Plus automatic derivative in Cape Town. Let’s take a quick look at what Nissan’s newcomer brings to a burgeoning segment of the new-vehicle market…
There’s been considerable activity in the budget crossover (entry-level compact family car) segment in recent months and the new Nissan Magnite is the latest product to come to market.
With the arrival of the Magnite, local buyers now have even more choice. We spent one short day with the newcomer; we bring you some of our initial impressions below…
What does the Nissan Magnite look like?
The Magnite is a Datsun that became a Nissan. How do you feel about that?
Datsun Go, is that you? The most pronounced aesthetic feature of the Magnite is indeed its grille. The Magnite was actually designed to be a Datsun, but because Nissan has decided to scale down its budget brand globally, the Japanese manufacturer took over the Magnite project, which is why the budget crossover you see here proudly wears a new Nissan badge, which actually looks quite slick.
This range-topping 1.0 Turbo Acenta Plus automatic arrived clad in a dual-tone paint job (Vivid Blue with a Storm White roof), which is perhaps the most striking colour combination on offer in the range. Overall, we think the Magnite’s styling will divide opinion – it might not be to everyone’s taste, but you can let us know if you like the look. Let’s hop inside for a closer look…
What’s the interior of the Nissan Magnite like?
This range-topping Magnite has many attractive features including a 360-degree camera and a wireless smartphone charger.
The Magnite’s interior is certainly one of the livelier cabins in the budget crossover segment. What’s more, the specification sheet on this range-topping derivative is quite impressive. For a start, the partial cloth/leather seats have an interesting quilted-look design and the configurable arcade-like 7-inch TFT Advanced Drive-Assist Display (instrument cluster) adds welcome dashes of colour and pep.
Infotainment is provided by an 8-inch touchscreen with Android Auto and Apple CarPlay compatibility. The top-spec Magnite is also equipped with a 360-degree Around View Monitor (AVM) camera system which is a boon in this segment and particularly useful for manoeuvring in and out of tight parking spaces. But that’s not all, there’s also a wireless charging pad for your smartphone, very fancy!
Space for rear passengers is more than adequate and a central rear armrest provides a pair of cupholders and space to store a smartphone. As for the load bay, it is said to offer 336 litres of luggage space and, should you need to transport longer or bulkier items, you can free up more room by folding down the 60:40 split rear seatback.
In terms of safety, the Magnite is equipped with 2 front airbags, ABS with EBD, brake assist, electronic stability control (including traction control), hill start assist and a tyre pressure monitoring system.
Despite its impressive feature set, the Magnite’s perceived interior build quality is perhaps its biggest drawback; it just doesn’t feel quite as well screwed together as its rivals and some of the trim looks iffy.
What’s the Nissan Magnite like to drive?
The Magnite’s engine is punchier than its rivals and delivers good overall performance.
While most of the Magnite’s rivals employ naturally-aspirated engines, Nissan’s newcomer is powered by a 1.0-litre 3-cylinder turbopetrol engine that packs 74 kW and 152 Nm of torque. The 3-pot motor can be paired with either a 5-speed manual transmission or, in this case, a continuously variable automatic transmission (CVT).
The Magnite weighs just over a tonne and we were surprised by how briskly it scooted between traffic-light intersections on the daily commute. Acceleration from standstill is good and under normal driving conditions, the engine and transmission work well together to deliver a pleasant driving experience. The Magnite, therefore, does not feel as obviously sluggish as some of its naturally aspirated rivals.
Under hard acceleration, the level of mechanical noise increases noticeably, but this is not out of the ordinary. CVTs are often criticised for being “droney” even if we believe the Magnite’s transmission is better than most of its equivalents. The CVT also has a “Low” setting for when the car needs maximum oomph to ascend uphills (when fully laden) or traversing trickier sections of gravel roads.
The steering feel is light, which is great for inner-city driving, but it’s also quite vague and perhaps not as responsive to inputs as we’d hoped it would be. The ride quality, however, is reasonably pliant on tarred roads. Although we didn’t get a chance to drive the Magnite on a dirt road, we’d imagine that the 205 mm of ground clearance would be useful if the Nissan ever needed to traverse gravel routes.
In terms of fuel efficiency, Nissan claims an average consumption of 6.0 L/100 km and, during our brief drive, we saw returns of around 6.5 L/100 km, which is right on par with vehicles of this calibre.
Summary
The Magnite makes a strong case for itself if you are willing to accept its weaknesses.
Overall, the Nissan Magnite range is competitively priced against its main rivals. An admirable combination of easy drivability, willing performance (matched with good economy), a pliant ride quality and a comprehensive feature list makes the newcomer quite worthy of consideration. However, some buyers might be put off by the model’s Datsun-inspired styling and average-to-marginal perceived build quality. Nissan does, however, offer a comprehensive warranty and a 3-year service plan, both of which should provide prospective buyers with some peace of mind.
Considering the market’s enthusiastic response to Toyota Urban Cruiser and Suzuki Vitara Brezza, it will be interesting to see how well the Magnite will be received in Mzansi in the coming weeks and months. We do, however, look forward to having the Magnite on test for a longer period so that we provide you with further useful insights. Look out for a thorough review coming your way soon!
How much does the Nissan Magnite cost in South Africa?
Welcome back Ferrari V6, but this is no Dino. Meet the all-new Ferrari 296 GTB.
The new engine may be physically smaller than what you’d expect, but don’t be fooled as outputs and performance are right up there amongst supercar royalty.
The key here is hybrid technology and the plug-in setup combines with a turbocharged 3.0 V6 petrol engine to deliver 610 kW and 740 Nm and when everything is activated, the new Ferrari 296 GTB is good for a 0-100 kph of 2.9 seconds. It can also do 0-200 kph in 7.3 seconds and run to a top speed of 330 kph. The vehicle features an 8-speed dual-clutch transmission.
That’s an incredible set of performance figures, but we also love its smart electric package. There’s a 7.45 kWh battery which gives it an electric range of 25 km – perfect for those cities that have congestion charges.
As far as styling is concerned, there’s a big focus on futuristic elements, with the brand claiming the design is the “perfect marriage of simplicity and functionality”. Inside, there’s a big digital focus and there’s a lot going on for the driver. The passenger-side performance display is also available.
The updated Audi Q2 has landed in South Africa. After driving the newcomer briefly at its media launch, we recently had the opportunity to conduct a thorough test of the 35 TFSI 110 kW S Line derivative. Do the changes make the Ingolstadt-based brand’s premium crossover more competitive… or has the game moved on?
We like: Good entry point to the Audi brand, flexible and refined powertrain, great driving position.
We don’t like: Hard ride on optional 19-inch wheels, cabin feels dated compared with those of other Audis, load bay not as spacious as rivals’.
Fast Facts
Model Tested: Updated Audi Q2 35 TFSI 110 kW S line tiptronic
Price: R581 500
Price as tested: R763 450
Engine: 1.4-litre turbocharged 4-cylinder petrol
Power/Torque: 110 kW/250 Nm
Transmission: 7-speed automatic
Fuel efficiency: 6.1 L/100 km (claimed)
Load capacity: 405–1050 litres
What is it?
Audi has given its Q2 premium crossover a mid-life nip and tuck; when you compare the model we first sampled back in 2017 to this facelifted version, you’re likely to notice some cosmetic updates to the model’s exterior design. The Audi’s front-end appearance, in particular, has been given a much sharper look – one that brings it closer to the rest of the Audi family.
Interestingly, this Q2 is 17-mm longer than the pre-facelift model, but its wheelbase, width and height are unchanged. Inside, there are trim and upholstery updates, plus a handful of subtly redesigned elements. There’s only one engine and transmission combination (an 8-speed torque-converter auto ‘box has substituted the S tronic dual-clutch transmission), but a trio of trim levels to choose from.
The updated Audi Q2 is pitched against the Mercedes-Benz GLA, BMW X2, Mini Countryman and Volvo XC40. A tough crowd then, so has Audi’s updates made the Q2 more competitive?
Whereas the 1.4-litre 4-cylinder turbopetrol engine has been carried over from the pre-facelift model, the conventional (torque-convertor-type) 8-speed automatic transmission deserves praise – it changes gears so briskly that one might mistake it for its quick-shifting dual-clutch predecessor. There’s a slight hesitation upon pull away, but once the Q2’s rolling, its powertrain is effortlessly smooth and refined.
The 35 TFSI 110 kW S line produces 110 kW and 250 Nm, which is why it can get up to cruising speed (and stay there) with ease, with sufficient grunt in reserve for cut-and-thrust driving conditions. The claimed 0-to-100 kph time of 8.8 sec isn’t really going to set anyone’s heart racing, but in-gear acceleration (from 80 to 120 kph) is up there with the best in the segment. Audi claims an average fuel consumption of 6.1 L/100 km; we didn’t get close to that figure, but a reasonable 6.8 L/100 km was indicated by the end of the test period. The Q2’s 50-litre tank gives it a theoretical range of 820 km.
Both the driver and front passenger are afforded a pleasingly perched seating position. It’s not as commanding as in most SUVs, but it’s not as low down as in a conventional hatchback.
When it comes to handling, one would think that any vehicle based on the VW Group’s acclaimed MQB platform (which underpins everything from a Polo to the fire-breathing Audi RS3) would offer engaging driving dynamics. Yet, when it comes to “corner-carving”, the Audi Q2 doesn’t quite live up to expectations – its handling is… let’s say “less than razor-sharp”. The MQB platform is also known for excellent ride refinement, but considering our test unit was fitted with 19-inch wheels shod with low-profile tyres, its on-road comfort was compromised by rough road imperfections that thumped through to the cabin.
Considering that the Audi’s aimed more at a conservative audience, the Q2’s anodyne handling demeanour is probably not a deal-breaker, but as for the firm suspension, consider the detrimental impact that sportier wheels and tyres will have on the Q2’s ride quality. If you’d be willing to live with the compromise (we suspect many buyers would), those 19-inch alloys are part of the optional Black Package.
Incidentally, the updated Q2 features a basic torsion-beam rear suspension, as opposed to its Q3 sibling’s more advanced multi-link setup (we can only assume Audi did that to reduce the model’s production cost). What’s more, Audi’s progressive steering setup is standard on the Q2; while it works well on paper, you’re unlikely to be driving enthusiastically enough to appreciate its effectiveness.
Seeing as this model is positioned as a premium crossover, buyers may require it to offer a measure of gravel-travel competency and, as these photos attest, the updated Audi Q2 took low-grip road surfaces (including loose gravel and small stones) well in its stride. Note that none of the updated Audi Q2 derivatives are equipped with quattro all-wheel drive, they are exclusively front-wheel driven.
What’s the interior of the updated Audi Q2 like?
Although minor in scope, the changes to the cabin (including, but not limited to, a redesigned transmission lever and updated air vents) add to the updated Audi Q2’s boutique appeal.
It’s interesting to note that Audi’s premium crossover is now the only model in the brand’s portfolio that doesn’t feature the slick new MMI touchscreen interface (replete with haptic feedback), although the latest iteration of Virtual Cockpit is available as part of the R35 200 Technology package. We’re coming from the privileged position of having experienced the latest-generation Audi cabins and yes, while they’re very excellent in terms of visual appeal and user experience, there’s a reassuring familiarity about this older setup. It may lack the “wow factor”, but the system’s layout and menus are intuitive.
In fact, some users may actually prefer using the navigation wheel to scroll through the system’s menus rather than blotting the screen with fingerprints. We would have liked the infotainment screen to retract into the dashboard like in some of the older Audi models, but at least the setup has been updated to support Apple CarPlay and Android Auto – must-have connectivity for the “always-on” generation.
This Turbo Blue Audi Q2 test unit came specified with a plethora of options, including a panoramic glass roof (R17 000), Bang & Olufsen premium audio system (R9 800), plus Matrix LED headlights and LED rear combination lamps (R12 000). Audi has grouped the most popular items into packages, such as the Technology Package and Comfort Package. “Technology” comprises the digital instrument cluster, smartphone interface, and enhanced MMI Navigation Plus, while “Comfort” incorporates the electric tailgate, 4-way lumbar support, heated front seats and 2x USB ports for the rear passengers.
Is the new Audi Q2 practical?
The Audi offers ample space for front occupants, but rear passengers, especially taller ones, will find legroom a bit cramped. The Q2 seems aimed at family-car buyers with small children (toddlers or infants). Of course, infants come with their own luggage requirements (such as prams), but the Q2’s load bay is reasonably sized, even if it slightly lags the rest of the segment in terms of capacity.
If you need additional space, you can always fold the Q2’s 60:40-split rear seats down, which was exactly what we did when we needed to transport a mountain bike.
How much does the Audi Q2 cost in South Africa?
The Audi Q2 35 TFSI 110 kW S line tiptronic retails for R581 500. An Audi 5-year/100 000 km Freeway (maintenance) plan is included in the price.
The recent updates to the Q2 ensure that Audi’s premium crossover remains relevant in a fast-changing car market, but the facelifted model isn’t a class-leading offering. Its powertrain strikes an admirable balance between performance and efficiency and the vehicle’s packaging offers enough of a sense of occasion, but, at the price of a brand-new fully-loaded Q2 (such as the one tested here), appealing nearly-new examples of the newer #CarsAwards-winning Audi Q3 family car are well within reach. When you’re punching deep into premium territory, fresher products offer much stronger appeal.
The larger Audi Q3 is so accomplished, in fact, that the Audi Q2 pales in comparison. Sadly, when your sibling is an overachiever, you’re bound to be overlooked (or, in this case, be considered more of a fashion accessory). However, market trends indicate that customers now favour high-riding crossovers over conventional hatchbacks; the Q2 may indeed flourish… at the cost of its A3 Sportback sibling.
Covid-19 is about to make it a real hassle to renew your vehicle licence. Your car’s licence is likely to expire soon and, due to last year’s difficult circumstances, that fact applies to many South African motorists. Don’t wait until a traffic officer pulls you over and issues you with a fine to remedy the situation!
Remember Lockdown Level 5? Just the memory of that period in 2020 sends shivers down our spines! The government closed the traffic department’s licensing offices for months and changed the rules, which meant that almost half of the cars in the country only got their new licences in August 2020. Guess what? ALL of those people will need their 2021-22 licences in August 2021. Our data shows that more than half of 2021’s vehicle licence renewals HAVE to take place in August and September this year. Our government has to do half a year’s work in a matter of weeks. Does that sound possible?
Suffice to say there will be lengthy queues at post offices and licensing offices across the country very soon! Go check the expiry date on your vehicle’s licence disc right now – there is a good chance that you may have to stand in those dreaded queues and, with the Covid-19 cases in the country appearing to spike again, queuing in a crowded locale is rather undesirable!
The solution
Just jump the queue; use the Cars.co.za Vehicle Licence Renewal service to do the renewal right away! You don’t have to wait until the last minute or until your car licence has expired either, because you won’t have to pay anything extra to renew your licence early.
The calculation will be done correctly to take into account that your licence will only renewable later in the year, so you can be 100% sure that you won’t be paying the government a cent more than you need to. There will only be a R199 admin and delivery charge. You can sit back while we will deliver your new vehicle licence directly to your doorstep a few days later.
Like many other automotive companies that trade strongly in Europe, Audi has a frightful set of new emissions regulations to contend with and has promised to become a carbon-zero operation by 2050.
The EU’s new Euro 7 engine regulations have been deemed impossible by some. Brussels is attempting to create a significant disincentive for any future petrol and diesel engine development, by setting nearly impossible standards for manufacturers to adhere to.
A 50% emission reduction has been set for internal combustion engines, by 2025. The message from politicians in Europe, to the automotive industry, could not be clearer: go electric, or go away.
Audi boss, Duesmann, has admitted that the company will attempt to keep its current diesel and petrol engines relevant, for the 2025 deadline. But an investment in new internal engine architectures or castings is simply not feasible under Euro 7. All new Audi’s launched from 2026, will be electric.
Speaking to the Frankfurter Allgemeine Zeitung, Duesmann has confirmed that Audi will not pursue any new engine development, for petrol or diesel. Engineers in those departments will busy themselves with attempting to keep the company’s current engine portfolio ‘legal’ to 2025 and beyond.
Audi has a huge market in China, and the expectation is that local volumes there, will support domestic production of some internal-combustion engines, into the early 2030s.
The cost to comply with emissions will be severe, but Audi has no choice. It will cost slightly less to adapt current engines than engineering a completely new line of Euro 7 compliant engines from scratch.
The stark reality is that Audi’s legacy models will all revert to battery power, soon. The next-generation of A4, A5, and A6 will be EVs. A1? In all likelihood, discontinued.
A3? A problematic issue for Audi to deal with, as VW has already confirmed that Golf8 will eventually be replaced by its ID range of hatchbacks.
Honda Fit (2021) Launch Review
The popularity of Honda’s most popular hatchback has waned through the years – because of fierce competition in its segment, yes, but also the public perception that it’s a car “that’d be perfect for your gran”. In a bid to reframe the Jazz, Honda SA has changed its name to Fit (as the model is known in its home market) and freshened its looks to appeal to a younger clientele. We drove the new model at its local launch in the Western Cape to see if it’s more hip-hop than hip-op.
What’s new on the Honda Fit?
The name change from Jazz to Fit hasn’t made Honda’s compact hatchback any less practical.
The Honda Fit is the Japanese name for the Honda Jazz as we used to know it (the latter moniker was used in the UK and a few other markets, including our own). Honda SA believes changing the name of its compact hatchback will help to introduce the model to a new generation of car buyers, but without alienating the mature age group that represents the majority of previous-gen Jazz customers.
It’s an all-new car and no longer assembled in India for our market – this one comes straight from Japan. It’s 88mm longer than the model it replaces and its extra size is notable when driving next to the rivalling Volkswagen Polo. The Fit retains the Magic Seats, which afford the utility of the largest loading capacity in the segment. What’s more, they create excellent legroom for rear passengers.
A new touchscreen infotainment system and digital instrument cluster bring much-needed tech improvements to Honda’s newcomer, while outward vision (through the front and sides of the cabin) has been improved by altering the design of the front doors to allow for larger side windows.
Two petrol engines have been assigned to the Fit range, one of which does duty as part of a hybrid drivetrain that’s vastly updated from the previous Jazz’s petrol-electric hybrid system. Interestingly, no manual gearboxes are available; all derivatives employ a continuously variable automatic transmission (CVT), with a fixed-gear configuration in the hybrid version.
What’s powering the Honda Fit?
The Honda Fit is visibly bigger on the road than rivals such as Polo and i20.
The Comfort, Elegance and Executive derivatives are all powered by a 1.5-litre petrol engine that produces peak outputs of 89kW and 145Nm of torque. The claimed fuel consumption figures for this non-hybrid powerplant is 5.5L/100km and that’s around the indicated consumption figure we noted having driven the Fit in mixed driving conditions over our 200km route.
As a brand-building exercise, Honda SA is also offering a Fit Hybrid that combines a 1.5-litre petrol motor with a battery and electric motor to produce combined outputs of 80kW and 253Nm of torque. The hybrid’s claimed fuel consumption figure is just 3.7L/100km. With the hybrid system, most of the fuel consumption benefits are reaped in town when the electric motor can do most of the propulsion work.
Both engines feel capable and, um, fit for purpose, while the CVT is fine until you want to press on or at least use more of the engine’s power reserves. At that point, you get the typical high-rpm drone until you revert to a steadier pace, at which point things quieten down.
The fixed-gear transmission in the hybrid seems to work in a similar way to a CVT, but it has simulated “shifts” to make it feel as if the car’s shifting gears (even though it isn’t). It sounds a bit complicated, come to think of it, but as a prospective driver of the Fit Hybrid, all you really need to know is that the transmission works (provides smooth acceleration).
Is it spacious and modern inside?
The steering wheel is lifted from the all-electric Honda e.
Class-leading is the best way to describe the cabin space in the Fit. It’s very comfortable inside and passenger space is certainly at the top of the hatchback segment. Rear legroom, meanwhile, is excellent but the load bay is a little on the smaller side at just 309L (claimed figures, with the hybrid version said to have 290L). For comparison, the aforementioned Polo has a claimed 350L luggage capacity.
The “magic” of the Honda Fit comes to the fore when you fold the rear seats down; they sink right down to the floor to create a perfectly flat load area and a cavernous 1210L of utility space. The Magic Seats have always netted Honda’s compact hatchback extra points for practicality and that has not changed with this new model.
In terms of tech, the new infotainment system is simple to use and connects to your phone via 2 USB ports in the front, which enable Apple Carplay and Android Auto compatibility – the former screen-mirroring technology can also be connected wirelessly. Two separate USB ports are available for rear passengers too.
Analogue dials appear to be on their way out on most new models, including the Fit, which has a fully digital instrument cluster that is set between the gap in the steering wheel (rather than above it like most modern cars). The tiller is carried over from the Honda e, the retro-styled electric car Honda sells elsewhere in the world. It’s a nice touch that, in combination with the white inserts that surround the multifunction buttons, endow the ‘wheel with a pleasingly premium feel.
The top-spec Hybrid has some extremely high-end features, including adaptive cruise control, high-beam assist, lane-departure warning and collision mitigating braking. A reverse-view camera is fitted to all but the entry-level Comfort derivative, while front and rear parking sensors, as well as front heated seats (which we made good use of on a rainy Cape day) feature on the Executive derivative.
Is the Fit fun to drive?
I haven’t encountered a fun-to-drive CVT-equipped car yet, because the driving experience doesn’t gel with revving the engine to high-heaven as you attempt to extract eager performance from the vehicle. That said, the Fit rode particularly well over most surfaces we traversed during the launch drive (mostly country back roads). It’s quiet inside and the chassis is responsive to steering inputs. It’s the type of hatchback you’re not going to complain about after clocking up some long hours behind the ‘wheel. The seats are excellent too: very supportive and comfortable, whether you opt for cloth or leather trim.
Honda Fit pricing
The Honda Fit is sold with a 5-year/200 000km warranty, while the Hybrid model comes with an 8-year/200 000km warranty. A 4yr/80 000km service plan is also standard.
The Honda Fit remains an easily recommendable hatchback.
To recap, the previous-gen Fit (Jazz) seemed to eventually fall out of favour as Honda’s myriad competitors offered newer models, with fresher designs, more modern technology and superior drivetrains. Honda has seen to it that the new Fit addresses those issues, however. The design is newer (if perhaps a little too polarising for a B-segment hatchback), the infotainment tech is up to date, there are plenty of places to charge things and the screens are high-resolution. The powertrains are on par too; those who are particularly concerned with fuel economy will appreciate the Fit’s frugal consumption figures.
Unfortunately, the name change might not fundamentally change motorists’ perception of Honda’s compact hatchback model – the Fit’s unlikely to become that object of desire that the brand hopes will inspire younger buyers to want to own one, but it might just do the job of creating some much-needed buzz around the Honda brand.
Aside from the overly expensive Hybrid derivative (the additional taxes levied on hybrid models in the Republic makes them uncompetitive in our market), the rest of the range offers good value and tech. The FIt’s trump cards are still generous passenger space, those Magic Seats and Honda’s reputation for excellent reliability. Let’s see if those traits can help the brand regain some sales momentum…
