This week’s news you need to know (June 2021, Week 3)
In this week’s news you need to know, Nissan might be wise to take a leaf out of its Australian counterpart’s book and ‘bring out the warrior’ in the local Navara, the facelifted Polo GTI could reinvigorate a stale segment, the new LX looks promising for underappreciated Lexus and Porsche, well, can seemingly do no wrong.
Nissan Navara PRO-4X Warrior – ‘A man and his bakkie’
“A man and his bakkie” has been the true love story – unrivalled by anything else – in the history of SA motoring. A bakkie is an extension (some might say hyperextension) of its owner much like the Iron Man suit is to Tony Stark. Nissan Australia teamed up with an engineering company to produce the off-road-optimised PRO-4X Warrior and plans to expand elements of that as a kit for the facelifted Navara range. Could there be a better way to stroke your own ego, um, bakkie, than slapping on a “badass kit” replete with blacked-out rims, sport-bar and angular wheel arches, oh, and a scarlet skid plate?
The extraordinarily capable Ford Ranger Raptor is one thing, but we’ve seen countless more examples of Rangers adorned with Raptor kits in our beloved Republic. South Africans go crazy for the lean-and-mean look, which is why those kits are selling like hotcakes. Here’s hoping Nissan SA’s managers have sat up, taken notice and are planning something similar. The timing couldn’t be better, with local production of the Navara kicking off in Rosslyn. What better upsell moment than to introduce a Warrior kit? They simply must answer the call and get it into the market before those 10 babies are found.
Facelifted Polo GTI – Don’t switch the lights off just yet
I am sad to say this, but the supermini hot hatch game looks all but played out. Throughout the past 5 years, we’ve seen the gradual demise of the pint-size hot hatch segment. Ford has killed off the Fiesta ST; Renault has snuffed out its Clio RS. Call it bending over to the market’s demands for crossovers and SUV or maybe all those boy racers have finally grown up (although I doubt that!). Just one model remains – the Polo GTI. Why has Volkswagen kept it going? It’s simple, even though the baby GTI is painfully expensive compared to standard Polos, it fills the gap for those who can’t afford a Golf GTI.
The next iteration is apparently going to pack 152 kW, making it the most powerful Polo GTI to date. And, with the Hyundai i20 N set to arrive towards the end of the year – a mouthwatering clash is on the cards, which is just what we need to get this segment fired up again. Who knows, perhaps RS and ST badges will get dusted off? If there’s money to be made, it’ll happen! Where are those boy racers?
Lexus NX – Have we been sleeping on Lexus?
Lexus has been a slow burner in Mzansi, hasn’t it? Toyota Motor Corporation’s premium marque has been here for decades and consistently sells about 50 units a month (which is a paltry number compared with the sales figures of other premium brands in the market). Perhaps it’s due to the reluctance of owners of premium-brand models to jump ship/try something new, but it’s fair to say Lexus has been in South Africa’s blind spot. Its product line-up was admittedly limited up to a few years ago, but now its array of SUVs (including UX, NX, RX and LX) make it one of the most underrated brands in the country.
Lexus models have proven underpinnings (buoyed by Toyota’s reputation for reliability) and are supported by stellar after-sales service. Okay, so they’re expensive (like all other premium brands’ wares), but they usually offer much more in terms of high-end standard features than their German rivals, which need to be specced up. The new NX looks the business too, which is one more reason to give it a try.
Porsche GT3 Touring – ‘All dressed up and everywhere to go’
The Porsche 911 GT3 Touring is the brute who bought a suit to wear to his best friend’s wedding, then got a sharp haircut and made sure his shoes were polished to a fine shine for the occasion. But when he takes off his jacket at the reception later on, you can see myriad bulges straining underneath his tailored shirt. He’s clearly muscle-bound, so you wouldn’t want to cross him. Ever.
Analogies aside, I can’t but help appreciate the commercial genius of Porsche AG. The Zuffenhausen-based brand’s GT3 model has developed into an “in-yer-face” all-out speed machine, replete with a plethora of racy addenda, chief of which is that humungous WING. All of that is undoubtedly too “racy” for those that want a more understated look, but don’t want to lose out on the performance aspect.
That is where the GT3 Touring slots in perfectly. Porsche will continue to make great strides with money moves like these and, with the extension of the touring derivative, the GT3 is kept very much alive.
BMW M3 Competition – is this the best M3 to date?
Watch Ciro de Siena get to grips with the latest G80 BMW M3 Competition.It is always a special occasion when there’s a new BMW M3 and we just had to get behind the wheel.
Is there a more iconic letter in the car alphabet? M from BMW represents a special breed of performance vehicle and when a new one is launched, people get excited. This is the new BMW M3 Competition and it features a 3.0-litre turbocharged straight-6 engine with 375 kW and 650 Nm, and power goes to the rear wheels via an 8-speed gearbox. An all-wheel-drive model will follow later in 2021.
Is this new BMW M3 Competition good enough? We put Ciro de Siena behind the wheel on the safety of an airfield to see if it’s worthy of the M badge.
This yet-to-be-announced hardcore version of the Porsche Cayenne Coupe has beaten the Audi RS Q8’s time.
The 7min 38.925 run was completed by this prototype Porsche Cayenne Coupe. Officially it has no name or designation, but we do know that Porsche is working on updates for its flagship SUV.
This time beats the previous record holder. The Audi RS Q8 was the champion with its 7min 42.253 around the Nurburgring.
Interesstingly, even though the vehicle is not on sale or even been revealed, this is the new record holder in the SUV/offroad/pickup/van category.
This test unit had a racing seat and a roll cage to protect the driver and the vehicle was running on 22-inch Pirelli P Zero Corsa tyres that have been developed specifically for this new upcoming Porsche Cayenne.
“This Cayenne model is a top performer. During its development, we focused on exceptional on-road performance. Our record-breaking Cayenne is based on the Cayenne Turbo Coupé, though more systematically designed for maximum longitudinal and lateral dynamics,” said Vice President of Product Line Cayenne Stefan Weckbach.
So what’s under the bonnet? Rumours are rife that the 4.0-litre twin-turbocharged V8 with 470 kW is under the bonnet, but given its corner-carving ability, there has to be have been some serious work done to the suspension and brakes.
It may have the reassuring look of a legendary off-roader, but the Mzansi-bound Ineos Grenadier is an entirely new vehicle from a company that has never built one before. International correspondent Greg Kable tests the newcomer’s mettle in the mountains of Austria.
We’re precariously balanced on top of a steep, rocky outcrop. After 10 km of punishing vertical strikes that tested the suspension to its very limits, the severity of today’s testing has reached its pinnacle.
Up front, the Ineos’ right wheel is hanging in mid-air at full rebound. At the rear, the heavily loaded left wheel is tucked well into its wheelhouse at a truly improbable camber angle. Welcome to the daunting off-road trail that winds its way up the Schöckl – just outside Graz in Austria – to an altitude of 1 445 metres. It’s here where the Ineos Grenadier is undergoing its latest phase of durability testing.
In a torturous 5-week programme, 2 prototypes of the bold new British-designed off-roader are planned to be driven 336 times up and down the murderous mountainside.
Earlier, I was among the first to drive a series of Grenadier prototypes over an off-road handling course. It was demanding, taking in all sorts of obstacles. However, it was nothing compared with the intense pounding that I had just encountered. If there were any lingering doubts about the ability of Ineos, a multinational corporation that found riches in the oil and gas sector, to turn out a world-class off-roader, they’ve just been blown away in spectacular fashion.
It’s a display that has taken us from the wide expanse of valley below to the treacherous 52-degree incline we find ourselves at now without as much as a slight slip-up along the way. After inspecting the scene, I clamber back into the car, select low range, engage the three differential locks and carefully head off again.
I’m nearing the end of the Schöckl’s most demanding section, where the narrow trail becomes ever more technical over perilous weather-worn granite before the summit. However, the extreme conditions are clearly no impediment to the Grenadier, which continues its low-rev progress as if it were just driving to the shops.
There’s a bakkie version coming
Multiple body styles will eventually be available, including a double-cab bakkie.
Over the next few weeks, engineers from Magna Steyr plan to cover some 2 000 km here as part of an overall 1.7-million km durability test programme to be carried out on the model by mid-2022.
This traditional-looking but otherwise contemporary off-roader was dreamed up by Ineos chief executive Sir Jim Ratcliffe (one of Britain’s richest people) and a group of colleagues one evening in The Grenadier pub, close to Ineos’s headquarters in Knightsbridge, central London. Conceived to take up where the original Land Rover Defender left off when production of the British icon finally ended in 2016, it’s now at a pivotal stage of development, with less than 3 months to go before Ineos plans to begin accepting deposits ahead of (UK) sales starting in March 2022.
To ensure things run as smoothly as possible, Ineos has commissioned Austria’s Magna Steyr – which is responsible for a variety of current production cars, including the BMW Z4, Jaguar I-Pace, Mercedes-Benz G-Class and Toyota GR Supra – to oversee initial prototype builds and the ongoing development activities.
At the same time, Ineos is busy gearing up the former Smart car factory in Hambach, France, which it purchased from Mercedes-Benz in 2019, for Grenadier production. Plans are for annual volumes of up to 30 000 by the middle of the decade.
“Our aim is to build a truly robust four-wheel-drive vehicle,” Ineos Automotive boss Dirk Heilmann says. He reveals that his car will offer a payload of up to 1 000 kg, a braked-trailer towing capacity of 3 500 kg and a 150 kg roof-load rating, adding: “We set out to deliver a high degree of utility, and we haven’t lost sight of this.”
Two versions of the Grenadier will be available from the outset: a 5-seater station wagon (the subject of this drive) and a 2-seater commercial vehicle, both based on a standard 2 921-mm wheelbase. Shortly afterwards, Ineos will launch a double-cab pick-up truck and a 7-seater station wagon, both using a longer (3 175 mm) wheelbase (these should reach SA about 6 months after the first units arrive).
Utilitarian with modern features
The interior of the Grenadier is still a well-kept secret.
As well as appealing to private buyers who seek a traditional go-anywhere-do-anything off-roader, Ineos expects its first model to find its niche among tradespeople and farmers, along with companies and government organisations that do their business on the land. Heilmann says market studies Ineos carried out before Grenadier development got underway in earnest revealed that, following the recent shift in emphasis to the Defender, there’s now a gap in the 4×4 market between the likes of the Jeep Wrangler and the Mercedes-Benz G-Class.
It’s hard not to think of the old Defender when you first see the Grenadier. There are obviously some design similarities between the two, including the round headlights, separate fenders, flat windscreen, clamshell bonnet, button-style door handles, exposed door hinges and barn-door-style tailgate. Some will consider the familiar appearance of the new off-roader as a compliment to traditional Land Rover design; others possibly won’t be so diplomatic.
In any case, it looks tough and includes some hugely functional features, including “utility rails” within the body’s side protection that buyers will be able to choose as part of a long list of optional extras. And with 6-stud wheels shod with 265/70-profile Bridgestone Dueler H/T off-road tyres, these prototypes appear ready to take on the very worst roads (and, eventually, even the Eastern Cape’s roads).
The Grenadier isn’t completely utilitarian, however. Features such as LED lights help to give it a modern touch. One of the prototypes we drove even had rear parking sensors. Look more carefully and you notice other modern features, including the latest in sealing technology. “This category of vehicle has in the past not been the best in this particular discipline,” says Heilmann. “Water, gas and dust tightness is one of the areas we’ve concentrated a lot of effort on getting right.”
The basis for the car is a sturdy ladder-frame chassis whose design was commissioned specifically by Ineos. It’s produced in Bielefeld, Germany, by Gestamp (the firm that was responsible for the structure of the Volkswagen Amarok), and it’s combined with a pair of very robust-looking beam axles made by Italian company Carraro.
It’s hardly state of the art, harking back to the layout used by the original Defender, but it fulfils a purpose in providing outstanding ground clearance and is mated with several modern systems, including Bosch power steering. Again, as with the old Defender, the Grenadier’s inner body is a steel structure while the body panels, including the fenders, roof and doors, are manufactured from aluminium.
Ineos Grenadier features BMW power
BMW’s straight-six engines do duty under the Grenadier’s bonnet.
Power comes from a pair of BMW-produced turbocharged 3.0-litre inline-6 engines. These were chosen for their ability to deliver the sort of relaxed performance and strong torque that Ineos deemed crucial to providing the Grenadier with class-leading off-road performance as well as sufficient refinement to enable it to be used every day on the road.
“We looked at quite a number of possibilities when we started out, both 4- and 6-cylinder,” says Heilmann. “However, we quickly came to the conclusion that the inline-6 petrol and diesel engines from BMW were the best fit, from both financial- and packaging standpoints.”
Both engines have been tuned specifically for the new 2.5-tonne-plus off-roader. The turbopetrol delivers peak outputs of 210 kW and 450 Nm of torque, while the turbodiesel offers 186 kW and 500 Nm. These output figures aren’t final, however; Heilmann says the diesel could receive an added 50 Nm by the time the Grenadier goes into production. Drive is sent permanently to each wheel through a standard 8-speed torque-converter automatic transmission manufactured by German transmission specialist ZF and a low-range transfer case from American engineering firm Tremec.
Climbing into the Grenadier puts clearly into focus just how high it sits from the ground. It takes more than just a simple step to enter. The driving position, though, is great, with a large seat and a broad ledge that allows you to rest your elbow atop the door trim – unlike in the original Defender, whose driver’s door always impinged on its driver. The dashboard, which is unfashionably narrow but wonderfully utilitarian in design, is set quite high. But you’re afforded good visibility all round – you see the bonnet and front corners out front, while the mirrors are large enough to provide a good view of the rear.
Having been sworn to secrecy on certain elements, we can’t tell you much more about the cabin other than that it will definitely surprise some. It’s architecturally quite traditional and extremely roomy up front, but Ineos has come up with some special touches for the instruments and controls that we think will appeal greatly to the sort of customers it’s targeting.
When we get underway, the apparent strength of that BMW petrol engine and slick action of the auto ‘box initially impress. The Grenadier is a heavy machine (Heilmann puts its kerb weight at somewhere between 2 600 kg and 2 700 kg, at this stage), but there are sufficient reserves – most notably of torque – to give it more than reasonable step-off and in-gear qualities on the open road.
What’s the Grenadier like at speed?
Visual links to the previous-generation Defender are obvious, but the Grenadier is new from the ground up.
It’s fairly refined, too. Perhaps not at a luxury-car level, but apart from some distant transfer-case whine in the prototype we drove, the mechanical properties are definitely well ahead of the clunky Defenders I remember driving a decade ago.
However, while the upright windscreen does wonders for visibility, it and the big side mirrors contribute to quite a lot of wind buffeting at speed. This, among decisions about the gearing, is one of the reasons that the production Grenadier will be limited to 160 kph.
With all of that ground clearance and those rigid beam axles, you don’t expect the Grenadier to offer its driver too much in terms of handling finesse. There’s lots of body roll when it’s turning, owing to its fairly soft spring rates and masses of travel, but the rate of roll is quite progressive, building with the steering input to keep you well aware of just how much you can push through the corner.
The prototypes we drove had yet to receive the latest steering software. Right now, they work at a rather long-winded 3.5 turns lock to lock, giving them a less than precise feel at higher speeds and lack of self-centring of the steering wheel. A 13.5-metre turning circle also hampers overall manoeuvrability at lower speeds. “We’re working on it,” says Heilmann. “There are some solutions in the pipeline that we think will greatly improve it in this respect.”
Even with that substantial roll, the Grenadier can be coaxed to carry quite a bit of speed into corners; but with all that weight to contend with, it doesn’t take long before the off-road biased tyres lose their grip. This car is old fashioned in many respects, but its rather relaxed movements form a huge part of its appeal. Suffice to say it dislikes being hurried and responds best to measured driving inputs…
Summary
Prototype models should be heading to SA before the end of 2021.
Ineos will divulge a lot of vital off-road-relevant statistics about the Grenadier in the coming months – approach, departure and breakover angles, wading depth etc – but the sheer ability of the Grenadier over the more technical sections of the Schöckl is proof that the decision to employ a traditional body-on-frame design was the right one. No modern-day monocoque could ever hope to provide quite the same degree of axle articulation, spring travel or sheer climbing ability.
It can do things that off-roaders of more modern construction can only dream of. It also feels wonderfully engineered, with an almost Teutonic feel to the rigidity of its structure and weighting of various functions, including the door and tailgate closures. With development still ongoing, it’s going to be some time before we get to experience the Grenadier in its final production form.
Right now, however, the signs are looking good. Ineos’ newcomer doesn’t rewrite the automotive rule book, but then, it never set out to. It’s refreshingly authentic in what it offers, with the sort of driving characteristics that will no doubt appeal to a select group of people who have long been ignored by traditional carmakers. It has bags of charm in its on-road qualities and, from what we’ve seen so far, it’s virtually unbeatable in low-range off-road conditions – and makes few excuses for its traditional construction along the way.
Hyundai has showcased its all-new SUV. Meet the 2022 Hyundai Bayon, a small SUV aimed at the European market.
Like Volkswagen, the Korean brands are also releasing a raft of SUVs to tackle all niches and segments. For the European market comes the 2022 Hyundai Bayon, which Hyundai says takes on the B-segment SUV market.
The 2022 Hyundai Bayon is the smallest member of the brand’s SUV family and is named after Bayonne, apparently one of the most beautiful destinations in France and a vacation hotspot.
Visually, the Hyundai Bayon adopts the current Hyundai design language, with a bold grille and minimalist headlight and daytime-running light design. There’s a very angular theme on the car and the rear is dominated by a horizontal light bar.
Hyundai reckons that despite its compact size, the cabin offers a clean and roomy layout, with 411 litres of boot space.
The standard features list looks impressive with a digital dashboard, wireless phone mirroring, Bose audio system as well as advanced safety tech like Navigation-based Smart Cruise Control (NSCC), Intelligent Speed Limit Assist (ISLA), and Lane Following Assist (LFA). The 2022 Hyundai Bayon is available with 15-inch steel wheels or 16- or 17-inch alloy wheels.
The vehicle is 4 180mm long, 1 775mm wide, and 1 490mm tall (or 1 500mm with 17-inch wheels) and offers 183 mm of ground clearance, which Hyundai claims is higher than most of its segment rivals. Speaking of, we reckon the Hyundai Bayon is aimed at the soon-to-be-revealed Volkswagen Taigo.
Under the bonnet is the 1.0-litre turbocharged 3-cylinder motor mated to 48-Volt mild hybrid technology. The vehicle is available in two states of tune: 74 kW and 88 kW. Customers can choose between a 6-speed manual gearbox or a 7-speed dual-clutch transmission. There’s also a naturally-aspirated 1.2-litre engine with 62 kW.
Will the 2022 Hyundai Bayon come to South Africa?
Given the advanced safety features and positioning, we suspect the 2022 Hyundai Bayon will not come to SA, based on a product overlap. Hyundai South Africa already has the Creta and Venue as its entry-level SUV range and a 3rd model might cannibalise sales. We’ll update this article if we hear anything.
Compact sedans are few and far between these days and Korean sedans are particularly rare. Kia has nonetheless introduced one that should be very kind to your family-motoring budget. Lance Branquinho attended the local launch where he drove the Pegas 1.4 EX 5-speed manual.
The Pegas is not what you would expect from Kia. It brings a “4-door car with a boot lid” (what?) to the company’s local product portfolio, and we know what you are thinking: “that’s an Uber car.” Kia thinks otherwise. Although the government represents 21% of the demand in the affordable-sedan segment and rentals have evaporated, the telling statistic is that 68% of sedans are purchased privately. Why?
Well, it appears there are enough security-aware South Africans who want a vehicle with a lockable boot, because many hatchbacks’ rear screens have come to grief as a result of theft out of parked cars.
The business case for this new Kia appears sound, but what is it like to drive? We made a brief acquaintance with the Pegas, the 1.4 EX manual version – to be precise, on some coastal roads in the Cape.
What’s the Kia Pegas like inside?
Kia’s infotainment system is class-leading in this segment.
Volkswagen has proved, beyond a shadow of a doubt, that cabin trim and perceived interior build quality is everything in the affordable car market. The Pegas’ exterior might not be the purest execution of Peter Schreyer’s immense design legacy at Kia, but there is certainly clever parts-bin utilisation on the inside.
The Pegas is equipped with Kia’s familiar 3-spoke multifunctional steering wheel. On the 1.4 EX derivatives, the ‘wheel rim has a leather finish, with ergonomically shaped thumb grips.
Cast an eye to the left of the tiller and you’ll see the Pegas’ party piece: that 7-inch touchscreen infotainment system. Korean UX engineers are global leaders, thanks to the country’s immense smartphone and electronic device industry. The Pegas’ infotainment system will faithfully mirror your smartphone’s screen and functionally; it is fully compatible with Apple CarPlay and Android Auto.
The Pegas’ rear bench affords more than adequate legroom.
At the price, the functionality of the touchscreen infotainment system will strengthen the Pegas’ purchasing proposition for many potential owners.
Ergonomics? There’s no reach adjustment on the steering column, but the height-adjustable driver’s seat has a fair wedge of upper seatback padding to support a slightly forward-leaning driving position.
We all have multiple keys, access cards, parking tickets and all manner of retail-incentive kiddies toys that litter the inside of our cars. Kia’s cleverly spaced a quartet of utility storage slots in the centre console, all with a slight knurled surface to prevent things from moving about annoyingly when you are driving.
The boot is huge (Kia claims it has a 475-litre capacity) and it’s lined with a quality rubber floor, which helps to keep things where you place them, even if your journey includes a lot of stop-start moments.
Detuned Rio drivetrain in a sedan. Does it work?
The Pegas is lighter than the Rio and uses a slightly detuned version of its 1.4-litre engine.
This new Kia sedan is only available with a single engine option: the Korean firm’s proven 1.4-litre four-cylinder petrol engine. Rio owners will be familiar with it, but in the Pegas, you get slightly lower outputs of 69 kW and 132 Nm of torque.
Do the missing 4 kW and 3 Nm make any difference? Not really, since the Pegas is 100 kg lighter than its Rio equivalent. The milder state of tune should also, in theory, make the Pegas’ motor more durable and tolerant of South Africa’s wildly variable fuel quality.
One rarely encounters a manual gearbox on any new model, but the Pegas’ 5-speed shifts accurately, with a light clutch action. Throttle response is… what you’d expect from a naturally-aspirated 1.4-litre.
The gearbox configuration is also worth noting. It has a straight-gate reverse gear, which sits directly below the fifth ratio. If you need to execute that rapid 3-point turn after misjudging yourself in a parking area or driving to a dead-end, there’s no need to deal with a push- or pull- of the shift knob, or shoving it away and up from you (for that matter) to engage reverse.
The on-road refinement of Kia’s newcomer is better than you might expect…
Although the Pegas isn’t padded with an abundance of sound insulation (hence, its low kerb weight), the sophisticated 1.4-litre engine helps it to retain a low overall mechanical noise coefficient.
Ride and handling? Well, it is obviously not a “baby Stinger”, but the ride comfort is better than you’d expect from a car rolling on tiny 14-inch wheels. Tyre sizing definitely helps here, with the 175/70 set-up giving Pegas a lot of air volume and sidewall cushioning to smooth out bumps.
It is a light car and with four-wheel disc brakes and ABS (boosted by EBD), there is no anxiety about slowing down either.
Lastly, a word on sedans and stability. The compact 4-door market might be a shadow of what it was 2 decades ago, but a boot does help a little with vehicle stability/road-holding. Why? The airflow tapers and balances better over the longer sedan body shape than it would with a similarly sized hatchback…
Rivals and value
The 3-box segment is small, but Kia seems interested in grabbing the lion’s share of it.
The EX-specification Pegas has a decent line-up of standard equipment, including power windows and electrically adjustable side mirrors. What’s more, that aforementioned 7-inch infotainment screen allows for a reverse-view camera, which is curiously handy if you aren’t that familiar with driving a sedan anymore.
What about its rivals? Honda’s Amaze has a 55-litre smaller boot, no reverse-view camera or touchscreen infotainment system.
Suzuki’s Dzire has an even smaller boot, which has 97 litres less capacity than the Pegas and also doesn’t offer touchscreen infotainment. Then there’s the Ford Figo sedan, which doesn’t have a reverse-view camera or touchscreen infotainment, but comes closest to the Pegas in terms of boot space, being only 30 litres less capacious.
Kia has a strong entrant in the budget-sedan market. The Pegas has a sizeable boot, its standard touchscreen infotainment system makes all the difference in a smartphone-obsessed world, plus its 5-year/unlimited km manufacturer warranty (including roadside assistance) and 4-year/60 000 km service plan sweeten the deal.
But what about the long-serving Volkswagen Polo sedan? The platform might be a generation old, but VW is the only car in this segment that offers electronic stability control. And it is an important safety feature, although there is a cost aspect to it, making the Polo sedan range more expensive than Kia’s Pegas.
Korean Uber car or sensible family transport with great device multitasking ability? In truth, it’s mostly the latter.
Meet the Porsche 911 GT3 Touring, essentially the same car with less show.
While the vast majority of petrolheads lust after the outrageous Porsche 911 GT3, there’s a small client base of customers who aren’t wanting that oversized wing and instead prefer something subtle. Introducing the Porsche 911 GT3 Touring, essentially the same car, but without the trick wing, spoilers and vents.
To the untrained eye, this looks just like your average run-of-the-mill Porsche 911, but don’t be fooled as it still packs a tremendous punch thanks to its naturally-aspirated 4.0-litre flat-6 motor. In its current guise, the Porsche 911 GT3 develops 375 kW and 470 Nm and is good for a 0-100 kph time of 3.4 seconds. Perhaps the most impressive performance figure is the 0-200 kph in just 10.8 seconds. Top speed for the Porsche 911 GT3 Touring is rated at 315 kph. Customers have the choice of a 6-speed manual gearbox or the 7-speed PDK transmission.
It’s all about the subtle styling and detailing, with the Porsche 911 GT3 Touring featuring a rear spoiler that automatically extends, a front custom grille, an exhaust finished in silver and a GT3 Touring badge on the rear .
The GT3 Touring rides on 20- and 21-inch wheels, the same units as those found on the GT3 and a cursory glance at the Porsche configurator shows a huge potential for paint and leather customisation. Porsche says its Touring is aimed at customers who have a “pronounced passion for understatement and classic driving pleasure.” In the era of electrification and semi-autonomous technology, it’s great to see a manufacturer still promoting the art of driving.
As far as pricing and availability is concerned, we only have pricing for the standard Porsche 911 GT3, so use the below amounts as guides for the GT3 Touring.
Nissan Australia has revealed images of a beefed-up facelifted Navara double-cab derivative, which is being produced in conjunction with the automotive engineering firm Premcar. Based on the flagship PRO-4X derivative, the Warrior will feature a host of off-road modifications.
Although the Japanese brand’s antipodean subsidiary has not released full specification details of the attention-grabbing facelifted Navara (PRO-4X) Warrior, the company is now conducting final testing on what “promises to be the world’s toughest Navara”, the company says.
Nissan’s broader Warrior programme involves 35 Premcar engineers, manufacturing experts and executives. The Navara PRO-4X Warrior by Premcar (yes, that’s the bakkie’s full name) is being developed/re-engineered in the state of Victoria and will pave the way for the rollout of more Warrior derivatives, which means there may be more moderately specified (read: pocket-friendly) versions.
The Japanese brand previously collaborated with Premcar with the Ford Ranger Raptor-rivalling Navara N-Trek Warrior, which was based on the pre-facelifted version of Nissan’s double-cab.
As was the case with its predecessor (the N-Trek Warrior), the PRO-4X Warrior features a high-mounted front bumper with an integrated bull-bar and LED lighting strip, chunky black fender flares and a wide-legged sport-bar, increased underbody protection (in the form of a red-finished and branded steel underbody bash plate), as well as black alloy rims shod with high-profile Cooper all-terrain tyres.
Suspension upgrades to bolster the Nissan’s off-road capability should include new coil springs and dampers with a larger structure and more oil volume to each wheel corner, a substantial improvement in ground clearance (the N-Trek Warrior stood at 266 mm) and approach and departure angles of at least 35- and 29-degrees.
While the N-Trek Warrior’s engine and transmission were left unchanged from that of the standard bakkie (it was powered by a 2.3-litre bi-turbodiesel), the PRO-4X Warrior’s powertrain may not be updated either, although Nissan will confirm that later. Remember, the bakkie now utilises a single-turbo 2.5-litre diesel motor in South Africa.
Suffice to say the PRO-4X Warrior will incorporate all of the interior detail and safety-spec improvements that were introduced with the facelifted bakkie. This week, the facelifted Nissan Navara began rolling off the Japanese brand’s local manufacturing facility in Rosslyn.
Should Nissan SA consider importing the new PRO-4X Warrior kit from Down Under and introduce it in Mzansi?
Haval’s new H6 family car has made landfall in South Africa with aggressive pricing and a feature-rich specification sheet which is bound to ruffle a few feathers in this segment. See the Haval H6’s rivals below…
Haval is well and truly establishing itself in the South African new car market. The new Haval Jolion is selling up a storm in the compact SUV segment and now the new H6 is poised to upset the family car segment with its premium cabin that’s laden with standard features. More so, the Haval H6 is attractively priced…
The H6 is powered by a 2.0-litre turbopetrol engine that produces 150 kW and 320 Nm of torque and this engine is paired with a 7-speed dual-clutch automatic transmission. Buyers can also choose between front- and all-wheel-drive, depending on the derivative.
In terms of features, the H6 is equipped with niceties such as a digital instrument cluster, 12.3-inch touch-sensitive infotainment system, 8-way adjustable driver- and 4-way adjustable front passenger seat, both in conjunction with heating and ventilation; a heated ‘wheel; negative-ion air cleaning- and filtration; adaptive cruise control (with traffic-jam assist); traffic-sign recognition; a 360-degree-view camera system, keyless entry with one-button start and a sunroof. The Super Luxury version will also feature a full-colour head-up display, a wireless charging pad and an electrically powered- and remotely operated tailgate. Pricing for the Haval H6 starts from R419 900.
Also, if you wish to compare the Haval H6 against any of its rivals, you can use our convenient Compare New Cars tool!
What are the main rivals to the new Haval H6?
Toyota RAV4
The Toyota RAV4 is a popular choice in this segment and it’s the current #CarsAwards Family Car champion. However, its 2.0/2.5-litre naturally-aspirated engines are not as punchy as its turbocharged rivals. Pricing for the RAV4 starts from R472 900.
Volkswagen’s Tiguan is a segment favorite but a facelifted Tiguan is due to arrive in South Africa in Q3 2021. With local dealers being keen to sell off current stock, buyers are in a strong position to negotiate a favorable deal on the current Tiguan. Pricing for the current Tiguan starts from R516 100.
*A new Hyundai Tucson is expected before the end of 2021.
An all-new Tucson family car is headed for South Africa in the second half of 2021 with sharp, edgy styling that will look to steal sales from its rivals. Pricing for the current Hyundai Tucson starts from R447 900.
* The new Kia Sportage is likely to reach SA in 2022.
A new Kia Sportage was recently revealed and it’s expected to come to market in South Africa in 2022. Depending on the derivative you choose, the current Sportage can be pricey which means that the Haval H6 bests it in terms of outright value-for-money. The starting price for the Sportage range starts from R452 995.
The quirky Citroen C5 Aircross is hugely underrated in this segment and it’s arguably one of the most stylish offerings in this segment. We’d even say it’s better looking than the Haval H6, but you can decide for yourself. Pricing starts from R529 900.
Mazda’s CX-5 is one of the best all-around family vehicles on the market and it knocks the lights out in terms of interior space and practicality. Pricing for the CX-5 starts from R455 500.
Subaru recently introduced a more powerful 2.5-litre Boxer engine to the Forester range with 136 kW and 239 Nm. The Forester is often overlooked by buyers but it shouldn’t be as it’s one of the better offerings in this segment. The Forester is priced from R486 000.
Honda’s CR-V is not as flashy as some of it’s rivals but it’s still regarded as a reliable purchase in this segment, but it’s on the pricier end, especially if you are looking to buy the range-topping 1.5T Exclusive AWD at R773 100. The base CR-V 2.0 Comfort starts at R522 000.
The Koleos received a subtle update in 2020 but its 2.5-litre naturally aspirated engine delivers average performance at best and is no match against its turbocharged rivals. It’s also not as refined… Pricing for the Koleos starts from R474 900.
Volkswagen has released a teaser image of the facelifted Polo GTI, which is due for a reveal at the end of June 2021. Here’s what we know so far.
Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer’s request, have watermarked them.
*Update* Our spy photographers have spotted the updated Volkswagen Polo GTI on public roads. It’s wearing very light camouflage and we can see the new look front bumper as well as the headlights. The rear still looks much the same as the current model.
The Volkswagen Polo GTI currently is a formidable offering. Combining excellent performance from its 2.0-litre turbocharged 4-cylinder motor with 147 kW and 320 Nm, the GTI also offers great levels of comfort and features.
Recently the facelifted Volkswagen Polo was revealed, showing off a fresher design inspired by the Golf 8 as well as big upgrades in the connectivity and technology departments. What about the sportiest model in the Polo family? While most would assume the GTI badge is associated with the Golf family, the Polo GTI has a significant fanbase too.
Volkswagen released a teaser image of its soon-to-be-revealed updated Polo GTI. When it’s revealed, we expect it to pack 152 kW and 320 Nm, and the 6-speed DSG will be replaced by a 7-speed DSG. This small mechanical change was rolled out to current shape Polo GTI units for the European market.
The standard car’s performance improved, with a claimed 0-100 kph in 6.5 seconds, which is an improvement on the current 6.7 seconds.
The most obvious changes will come in the form of the looks, which as you can see by the teaser image may seem a little too out there, but there are new elements like the daytime running lights and grille.
We’ll also see the same big changes in the tech and connectivity departments, much like the facelifted Volkswagen Polo range.
The facelifted Volkswagen Polo range, complete with new-look rear lights.
When does the updated Volkswagen Polo launch in South Africa?
We know Volkswagen SA will be manufacturing the new Polo range at its Uitenhage facility. We also understand the trim levels will be changing. Apparently, the Trendline, Comfortline and Highline designations will fall away and be replaced by the Polo (standard), Life, Style and R-Line specifications. The newcomer will arrive in South African showrooms early in 2022 and an updated GTI hot hatch version will follow during the course of next year.
