No AMG is going to touch this very limited Shelby Mustang.
If mid-engined supercars bore you, and an AMG V8 coupe isn’t your thing, there’s a solution from Ford. Sort of.
The man that brought Ford much performance car cachet, was Carroll Shelby. And although he is no longer with us, his legacy lives on in the selection of hugely powerful Mustangs that bear his name.
For those Ford high-performance motoring fans who want to make their Mustang into something that will positively toy with Ferraris, McLarens and Lamborghinis, there is now the 2021 Shelby Super Snake (SSS).
Although only 98 of these SSS vehicles will be built globally, you can secure a local version, for R1 575 400. That price does not include the donor car – just so you know.
The Shelby Super Snake Speedster – widebody muscle.
For that investment, you get a widebody kit, lighter 20-inch wheels, trick suspension and a special number. Keen to ensure that SSS owners will retain exclusivity and value from their investment over time, each of these new SSS cars will be documented in the official Shelby registry – which is handy when you want to sell one, in future, and realise all the implied value of its provenance.
We nearly forget to mention the SSS engine, which is quite a thing. It uses the base Ford 5-litre Mustang architecture and manages to extract an amazing 615 kW of peak power.
How does Shelby get all that energy from the 5-litre V8 engine? Mostly with the help of a custom Whipple supercharging kit.
If you wish to enjoy the generosity of sunlight that is a feature of local motoring, there is also the option of an SSS Speedster, which prices at R1 635 000, excluding the donor Mustang.
Shelby Super Snake price in SA
The upgrade kit costs:
Shelby Super Snake – R1 575 400*
Shelby Super Snake Speedster – R1 635 000*
*Donor Ford Mustang not included.
Audi S7 Sportback (2021) Review
These days, most luxury-vehicle buyers tend to opt for premium brands’ SUV offerings, but Audi’s seductive S7 Sportback nonetheless represents a distinctively styled, spacious and sufficiently fast alternative to the norm. Underestimate it at your peril…
We like: Stylish design inside and out, comfort, ride quality, performance
We don’t like: Quite thirsty, lacks one or two desirable safety features
Fast Facts
Model Tested: Audi S7 Sportback quattro
Price: R1 568 000 (June 2021)
Engine: Turbocharged 2.9L V6 petrol
Power/Torque: 331 kW/600 Nm
Transmission: 8-speed automatic
Fuel efficiency: 8.4 L/100 km
0-100kph: 4.6 sec
Load capacity: 535–1 390 litres
The S7 Sportback offers just enough in the way of sporty addenda; its low-slung profile is refreshing in a world dominated by upright SUVs.
Where does the Audi S7 Sportback fit in?
You may have noticed that Audi recently launched a plethora of RS-badged performance vehicles in South Africa. Comparatively well-priced (at least compared with their BMW M and Mercedes-AMG rivals), the RS models have come to dominate the headlines for the Ingolstadt-based marque. But what if you don’t particularly like (or want) the aggressive styling of an RS-badged Audi and the ability to post the fastest zero to 100 kph time is very low on your list of vehicular requirements, if at all? What if you want a stylish, swift and distinctive offering that’s not an SUV?
Firstly, you’re definitely in the minority of luxury-vehicle buyers… Just look at the dwindling sales (and offerings) of high-performance premium sedans. But, then again, the Audi S7 Sportback is anything but a run-of-the-mill sedan. Its rakish coupe-like profile, broad-shouldered stance and vast tailgate set it apart from the likes of the more conservative Audi A6, Mercedes-Benz E-Class and BMW 5 Series.
S-badged Audis often live in the shadows of their RS siblings, the S7 is might be the pick of the A7 Sportback range.
Sitting behind that the S7 Sportback’s angular chrome grille is the same motor you’ll find in cars like the RS4 Avant and RS5. So, while the S7’s design prioritises elegance over aggression, it still offers plenty of sporty kerb presence. And then there’s the spacious cabin, which is trimmed in superb materials and boasts stunning design features. Yes, this is a car for discerning, individualistic buyers.
Audi S7 Sportback: Design & Practicality
The S7 Sportback turned many heads during its tenure in our test fleet; this is an exquisitely detailed, handsome machine. For example, when you unlock the vehicle, its LED clusters perform a dazzling show that stops people in their tracks. But it’s not a “shouty” design, as many of the German luxury brands’ top-end offerings tend to be. Its overall look speaks of good taste and an appreciation of restraint.
The S7 Sportback has a typically Teutonic cabin execution, replete with luxurious finishes and plenty of onboard technology.
The good news continues inside, where the S7 Sportback offers Audi’s latest fascia layout. In fact, the overall look is one of new-age tech (there are no wood or brown/beige panels in sight) – piano black and satin silver finishes dominate. The centre console is dominated by a pair of touchscreen displays with haptic feedback, the upper one serves to control vehicle settings and the infotainment system, mainly, while the lower one incorporates virtual controls for the climate control system.
These HD screens have really slick graphics and the haptic feedback genuinely optimises usability. The digital instrument cluster (Audi’s Virtual Cockpit) offers various display modes and incorporates the navigation map, which testers applauded. And, to turn up the techy ambience another notch or so, there are up to 30 contour colours on offer. It’s a strikingly modern (and beautiful) cabin, particularly at night. What’s more, the build quality is top notch.
Given the S7 Sportback’s sporty packaging, it avails a generous amount of rear legroom.
While the S7 Sportback can accommodate a trio of passengers in the rear, it’s really optimised to be a spacious 2+2 seater. Viewed as such, rear leg- and even headroom is actually pretty impressive. And when you open that vast tailgate, you are offered a vast (535-litre) boot. If you fold down the rear seats, utility space grows to 1 390 litres, which is unmatched in the world of luxurious 4-door “coupes”.
The load bay is practically shaped and -sized; it’s one of the highlights of the S7 Sportback.
What’s the Audi S7 Sportback like to drive?
To recap, the S7 Sportback is powered by the same 2.9-litre turbocharged V6 as you’ll find in some RS models. The engine delivers a whopping 331 kW/600 Nm and transmits its power via Audi’s quattro all-wheel-drive system and an 8-speed automatic transmission. By default, the torque split is 40:60 front to rear, but the system can channel as much as 70% to the front, or 85% to the rear as required.
This derivative features Audi’s sport suspension with damping control as standard, but adaptive air suspension is a R36 330 option. Is worth the extra outlay? Yes, arguably so, because it endows the S7 Sportback with a superb ride quality; the sedan’s suspension is relatively pliant (or forgiving), considering that it rolls on 21-inch wheels shod with low-profile tyres. In fact, one of the lasting memories of the S7 Sportback is its ability to “waft”… That’s indeed a rare talent in a time when all brands appear to be setting up their cars dynamically so as to excel on racing circuits (as ridiculous as that sounds).
Aided by optional adaptive damping, the Audi S7 strikes a fine balance between a pliant ride and involving handling.
That’s not to say that the S7 Sportback doesn’t handle well, too. It’s fun to hustle through bends and sweeps, but it’s a big, heavy car, so it never really shrinks around you like the RS, M and AMG products tend to do. We suspect, however, that the target customer for the S7 Sportback would not be particularly concerned with their luxury sedan’s dynamic sharpness. That said, if you do want to make your S7 a little more engaging to drive, Audi does offer an optional sport differential on the rear axle (R27 400) and even Dynamic All-Wheel Steering (R34 700).
Mostly, however, you’re likely to find delight in the way the S7 Sportback accelerates – smoothly (but very strongly)! With a 0-100 kph time of 4.6 sec, the big Audi is certainly no slouch!
Audi Virtual Cockpit has the ability to use its entire display area to show the navigation map.
Finally, it’s worth noting that the S7 Sportback features a mild-hybrid system to optimise fuel efficiency. During deceleration, this system can recover up to 8 kW, which is stored in a lithium-ion battery in the vehicle’s floor (beneath the boot area). The technology allows for start/stop operation from a speed as low as 22 kph, and the S7 Sportback can coast for up to 40 sec with the engine switched off.
This feature, Audi claims, can result in a significant fuel saving in regular driving. The claimed combined cycle fuel consumption figure for the S7 Sportback is 8.4 L/100 km, which is certainly good, given the car’s performance capability. In the real world, however, you’ll have to drive very gingerly to achieve returns near the claimed figure. A more likely average is around 10.2 L/100 km.
Haptic feedback makes it much easier to become familiarised with the touchscreens’ interface.
Audi S7 Sportback: Features & Tech
The modern, tech-focused cabin is not all for “show”, with the S7 Sportback’s standard spec offering a decent-enough combination of luxury and safety features. As mentioned previously, the 12.3-inch Virtual Cockpit display is standard, as is the MMI navigation plus system. A premium Bang & Olufsen with 3D Sound is also included, as are 4-zone climate control, a panoramic glass sunroof and Audi’s phone box and smartphone interface. The front seats are electrically adjustable (with memory for driver) and offer a heating function. You pay extra for ventilated and massaging front seats, however.
You also have to pay extra for a couple of advanced (but desirable) safety features, such as adaptive cruise control (R27 930) and rear cross-traffic alert (bundled into a lane-change warning package for R20 100).
The rear occupants are afforded individual temperature and ventilation controls.
How much does Audi S7 Sportback cost in SA?
The Audi S7 Sportback sells for R1 568 000 (June 2021) without any options fitted. The price includes a 1-year/unlimited km warranty and 5-years/100 000km maintenance plan.
Like most of the recent high-performance RS additions to the Audi South Africa stable, the S7 Sportback is very attractively priced against its nearest competition. Although Mercedes-Benz has shown an updated CLS in Europe, it’s not yet on South African pricelists, and so we have to look to BMW and Porsche for competitors. BMW’s 8 Series Gran Coupe is a very attractive machine, but the 840i variant is a good R100k more expensive than the Audi and not as powerful (250 kW). Similarly, the closest Porsche Panamera, on price, is the “4”, which is even more expensive (pre-options) and yet less powerful (243 kW).
For those few buyers out there who are looking for a sedan-like luxury car experience, however, Audi puts forward a very compelling proposition in the case of the S7 Sportback. In fact, this is a very hard car to fault, given the sheer breadth of its talents. Offering exceptional ride comfort, oodles of power, fantastic attention to detail in the cabin, all wrapped up in a handsome design, the only real criticism we can level at the S7 Sportback is the fact that it misses one or two desirable features as standard. Then again, you could add those to the price and still pay less than you would for one of its rivals.
BMW 4 Series Gran Coupe due in SA at the end of 2021
The BMW 4 Series Gran Coupe is set to go on sale in SA at the end of 2021. What’s new on the 4-door 4 Series?
We’ve come to live with the fact that BMW makes a 4-door version of the 4 Series that isn’t a 3 Series but is built on the same platform. Yes, it’s confusing but BMW is committed to it and states that the 4 Series Gran Coupe is aimed at a consumer looking for something a little more distinctive and stylish. This new version is a further departure from the 3 Series in that it has the love it or hate it front grille.
For those interested in the size of the new 4 Gran Coupe compared to the outgoing model, it’s 143 mm longer, 27 mm wider, 53 mm taller and a wheelbase that’s 46 mm longer. The wheelbase is actually 5 mm longer than the 3 Series as well. The expanded dimensions have resulted in a 470-litre boot, which is 39 litres bigger than before and an overall luggage space of 1 290 litres with the rear seats folded down.
Coupe roof line gives the 4 Series Gran Coupe a slightly more evocative silhouette than the 3 Series.
Due to it being considered a coupe, the 4 Series GC has frameless windows while the rear is dominated by the darkened LED taillights that extend towards the centre of the boot and along the rear flanks. An M Carbon exterior package can be specified as an option, and model-specific M Performance Parts are available as part of the Genuine BMW Accessory range.
BMW 4 Series Gran Coupe engines
Just 3 engines are available in the 4 Series GC initially. The very nearly M car worthy M440i xDrive Gran Coupe is powered by a six-cylinder turbopetrol engine good for 285 kW. The petrol 4-cylinder in the 420i makes use of 135 kW while the 420d GC has 140 kW on tap. An 8-speed steptronic gearbox is employed on the 420i and 420d while the M440i uses a sports steptronic version, complete with paddle shifters, that allows it to shift faster and maximises performance from the powertrain.
The 4 Series GC uses bespoke body struts at the front and rear to provide a unique handling experience that delivers 50:50 weight distribution and a low centre of gravity.
The two-joint spring strut front axle and five-link rear axle have likewise been engineered to reduce weight while increasing rigidity. Standard-fitted lift-related dampers enhance both sports performance and ride comfort. Depending on the spring travel, these provide extra damping to control body movement when driving over large bumps, as well as preventing excessive dive.
Over the air updates
The in-car entertainment system is made up of 2 massive screens – a 12.3 inch digital instrument cluster and a 10.25 inch infotainment screen. The infotainment screen can be controlled via touch, voice, BMW central controller or if you have to, gesture control.
Smartphone integration is fitted as standard now so Apple Carplay and Android Auto are available and can even be used wirelessly now.
Remote software updates can now be sent to the car making sure that any bugs or software updates can be quickly installed to the vehicle without having to send the vehicle to a dealer.
The BMW 4 Series Gran Coupe is penned in for local arrival sometime during the 4th quarter of 2021. Pricing and exact specification will be available closer to then.
2022 BMW X3 and X4 LCI Revealed
The 2022 BMW X3 and X4 LCI pairing have been officially revealed. These mid-cycle updates for the X3, X4, X3 M and X4 M bring significant changes across the board, to make the German duo even more competitive.
The 2022 BMW X3 and X4 LCI updates are extensive, with cosmetic changes inside and out, with the engine lineup being carried over. Bucking the trend of oversized grilles, the 2022 BMW X3 and X4 LCI features an updated version of the kidney grille, redesigned front and rear bumpers, new-look LED headlamps and some interestingly-styled rear LED taillights.
Inside, the 2022 BMW X3 and X4 LCI receive a new-look center console with the climate control now above the audio controls. There’s a new 10.250-inch infotainment screen, but if you go for the Live Cockpit Professional (standard on X4), there’s a 12.3-inch digital instrument panel and a 12.3-inch screen on offer. There are also tweaks to the interior trim and materials.
As far as engines go, the 2.0-litre 4-cylinder petrol engine soldiers on and can be found in the X3 sDrive, X3 xDrive30i, and the X4 xDrive30i derivatives. It produces 184 kW and 349 Nm, giving the car a 0-100 kph claimed sprint time of 6 seconds.
For the performance fundis, the M40i powertrain now features a 48-Volt mild-hybrid system working with the 3.0-litre turbocharged 6-cylinder. Outputs of 284 kW and 500 Nm are on offer, giving the cars a 0-100 kph time of 4.4 seconds. The M40i models also receive sporty-looking body kit and wheels, as well as subtle badging.
2022 BMW X3 and X4 LCI M Competition
Of course, the performance twins of the BMW X3 M and X4 M have been given a similar treatment, however, petrolheads will be pleased to hear the 3.0-litre turbocharged straight-6 motor may not have had a power boost, but torque is up from 600 Nm to 649 Nm. The extra torque comes from a 3D-printed cylinder head core and a forged lightweight crankshaft from the M3 and M4.
These extra 49 Newtons may not sound like much, but both vehicles see their 0-100 kph sprint time claims drop from 4.0 seconds down to 3.7 seconds. The top speed is limited to 250 kph or get the M Driver’s Package for an extra 30 kilometers. As before, the BMW X3 M and X4 M feature an 8-speed gearbox and we expect South Africa to receive the full-fat Competition models.
Inside, the BMW X3 and X4 LCI M models will receive powered M sport seats with illuminated M logos, Merino leather upholstery, Alcantara knee pads on the center console, the M multifunction steering wheel, M seat belts and other goodies. If you’d somehow missed it, the vibrant Sao Paulo yellow paint is now available too, so your car looks as loud as it sounds.
When is the 2022 BMW X3 and X4 LCI coming to South Africa?
BMW South Africa confirmed the duo will be touching down in the 4th quarter of 2021.
These are teaser images of the all-new Opel Astra, giving us a preview of what the new hatchback is about.
Seeing teaser images of the all-new Opel Astra has raised the eyebrows in the Cars.co.za office. Let’s be honest, the C-segment hatchback has taken a dive over the years, with customers favouring high-riding vehicles instead. Case in point, the Volkswagen Tiguan was the German brand’s best-selling model in 2020.
As for the Opel Astra, the Stellantis Group has big plans. Just a reminder that PSA (Peugeot Citroen) took ownership of Opel/Vauxhall and turned its fortunes around in a quick period – impressive stuff. Despite the vehicle’s sharing platforms and engines, it appears Opel is standing on its own two feet again and there’s a raft of new product on the way.
All-New Opel Astra to be electrified
Naturally, the all-new Opel Astra will offer electrification. Paul Willcox, Managing Director, Vauxhall, said: “The All-New Astra will open an exciting new chapter in the 41-year history of our popular compact model. We are confident that the next generation Vauxhall Astra will make a powerful impression and attract new customers to the brand, especially now Astra will be electrified for the first time.”
From the other teaser images, we can see a headlight that looks quite similar to that of the all-new Opel Mokka. Inside, the cabin of the Opel Astra features the new generation of Pure Panel digital cockpit with two widescreen displays. We don’t have much else to go on, but we do know the all-new Opel Astra will be available in 5-door hatchback and sports tourer estate.
No ETA was given, but we think the Opel Astra will be revealed before the end of 2021.
Earlier this year, the Land Rover Defender 110 was named a first-time winner in the Premium SUV category of the 2021 #CarsAwards – powered by WesBank. Recently, a compact, short-wheelbase Land Rover Defender 90 joined the acclaimed 110 in the South African market.
Partnered Content
The Defender and its Series predecessors have been Land Rover hallmarks for more than 71 years! The latest-generation Defender, which debuted in 2020, has an unmistakable silhouette that is instantly familiar, yet looks totally fresh… It’s a design that has been inspired by the past – not constrained by it – and exudes kerb presence, practicality, and, of course, legendary all-road capability. It is no wonder the Defender was named 2021 World Car Design of the Year at the annual World Car Awards.
The cabin of the new Defender is as futuristic as it is a nod to its heritage. It is not only impressively equipped but technologically advanced. For example, the colourful touchscreen can be customised to display a layout of your choice and the 3D-camera screen allows you to rotate your view around the entire SUV while looking at things like steering angle, lean angle and differential settings.
When it comes to the practical side of things, the Defender 90 might have a shorter wheelbase than the 110, but a unique jump seat, which sits between the front seats, is available… If specified with a jump seat, the Defender 90 can accommodate 6 occupants quite comfortably. This just shows one of the ways that the Defender can be made to work for you. Speaking of which, the Defender is almost entirely customisable… there are Cosmetic and functional Accessory packs aplenty.
A wide range of derivatives to choose from
And you can choose from the top-of-the-range Defender X derivatives and mill through visually appealing X-Dynamic trim specifications, all the way down to S, SE and HSE trim levels.
The Defender S is fitted with standard features such as LED headlights (with automatic high beam assist), keyless entry, Ebony grained leather (with woven textile facings) and a 10-inch Pivi Pro infotainment system with Apple CarPlay and Android Auto compatibility. The Defender S is also equipped with Terrain Response, 3D surround camera, emergency braking lane-keep assist, 360-degree parking assistance, as well as wade sensing.
The Defender X-Dynamic is distinguished by Narvik Black gloss for the door and wheel-arch cladding and is fitted with Silicon Satin skid pans. Durable Robustec material (applied on the seat ribbons and console) is designed to survive the rigours of the outdoors and serves to protect high-wear areas. The Defender X-Dynamic is offered in SE and HSE specification.
The Defender X gains gloss black inset contrast bonnet with gloss black claddings. Front and rear skid pans and other details are finished in a Starlight Satin finish. This derivative is also identified by its Orange brake calipers. Inside, the dashboard cross beam is finished in a dark grey powder coat brushed finish and the door sill tread plates feature ‘Defender’ lettering.
The Defender X is also equipped with air suspension and an electronic active rear differential, Terrain Response 2, a sliding panoramic sunroof, Matrix LED headlights, 14-way heated/cooled seats, heads-up display and Land Rover’s ClearSight rearview mirror.
The Defender Launch Edition is available in Pangea Green, Gondwana Stone or Hakuba Silver and fitted with a folding fabric sunroof, air suspension, 12-way heated seats, electrically adjusted steering column, ClearSight rearview mirror and 20-inch alloy wheels.
A choice of 4 accessory packs
Land Rover also offers 4 accessory packs to kit out your Defender. The Explorer Pack includes a 132 kg roof rack, 24-litre side gear carrier, matte black bonnet decal and wheel arch protection.
An Adventure Pack includes a portable rinse system, 20-litre seat backpack, rear scuff plate, mudflaps, a spare-wheel cover, integrated compressor and a 24-litre side-mounted gear carrier.
The Country Pack includes Classic font and rear mudflaps, loadspace partition, wheel arch protection, scuff plate and a portable rinse system. Lastly, the Urban Pack offers metal pedals, rear scuff plate, spare wheel cover and front under shield protection.
Highly capable on all road surfaces
The Defender 90’s engine line-up comprises 2 turbopetrol and 2 turbodiesels. The 2.0-litre P300 turbopetrol delivers 221 kW and 400 Nm, while the P400 3.0-litre, 6-cylinder option with Mild Hybrid Technology produces peak outputs of 294 kW and 550 Nm. On the turbodiesel front, buyers can opt for the D240 2.0-litre turbodiesel engine with 177 kW and 430 Nm or the D300 with 221 kW and 650 Nm.
It goes without saying that the Defender is one of the most capable cars off-road ever produced. With a maximum ground clearance of 291 mm, it can tackle 45-degree side slopes and inclines of 45 degrees with customary composure. Its maximum wading depth of 900 mm is supported by a new Wade programme in the Terrain Response 2 system, which also allows drivers to set up the vehicle to suit the precise off-road conditions.
The Defender is made for everyday living while also being an adventurous off-roader. Some would say it is the perfect all-rounder. The iconic Defender 90 is priced from R1 095 600, which includes a 5-year/100 000km warranty and a 5-year/100 000km maintenance plan. It is available at Land Rover dealerships nationwide.
The Ford Maverick is the smallest bakkie offered by the Blue Oval brand and after months of teasers and spy shots, we finally get a proper look.
Interestingly, Ford says the Maverick is “the truck for people who never knew they wanted a truck”. Given the recent reveal of the Hyundai Santa Cruz, are we seeing a resurgence in the compact bakkie segment? Like you, we’d also like to see the Volkswagen Saveiro here, but that’s never going to happen. A locally-built Volkswagen electric bakkie does tickle our fancy though. Also, have you seen the new Fiat Toro?
Anyways, the Ford Maverick is a 5-person, 4-door bakkie and it features a full-hybrid powertrain. “The Maverick product proposition is like nothing else out there. It’s a great-looking truck featuring four doors with room for five adults, a standard full-hybrid engine with city fuel economy that beats a Honda Civic, plenty of towing and hauling for weekend trips or do-it-yourself projects, and it starts under $20,000,” said Todd Eckert, Ford truck group marketing manager. “Maverick challenges the status quo and the stereotypes of what a pickup truck can be. We believe it will be compelling to a lot of people who never before considered a truck.”
Ford Maverick Engines
As far as engines go, the Ford Maverick features a 2.0-litre EcoBoost engine which produces 186 kW and 375 Nm. This is mated to an 8-speed automatic, and customers can choose from front-wheel drive or all-wheel drive. There’s also a 2.5-litre hybrid engine delivering 143 kW combined output thanks to a 120 kW / 210 petrol engine and a 94 kW / 235 Nm electric motor. Power goes to the front wheels via a CVT and has a range claim of 805 km.
For those who like to carry things and tow, the Ford Maverick has a payload of 680 kg and a tow rating of 907 kg. A Tow Package is available, boosting the tow rating to 1 814 kg.
The Ford Maverick will be offered in XL, XLT and Lariat trim. There’s also an FX4 package featuring all-terrain tires and suspension tuning, additional underbody protection, and off-road-focused drive modes like Mud/Rut and Sand, as well as the addition of Hill Descent Control.
The 2022 Ford Maverick goes on sale Fall 2021 and at this stage, it’s highly unlikely to make it to South Africa as production is left-hand drive only.
The updated Jaguar E-Pace has landed in South Africa and we were among the first publications to sample the newcomer. After spending a week with the 300 Sport, what’s changed and critically, does the stylish British premium crossover have what it takes to snaffle some sales from its (primarily German) rivals?
We Like: Styling, fantastic interior, strong engine, excellent driving manners
We Don’t Like: Expensive when compared to rivals, ride is too firm on bad roads
Fast Facts
Model Tested: Jaguar E-Pace 300 Sport Price: R1 057 940 Engine: 2.0-litre turbocharged 4-cylinder petrol Power/Torque: 221 kW / 400 Nm Transmission: 9-speed automatic Fuel efficiency: 7.7 L/100 km (claimed) Load capacity: 577-1234 litres
What is it?
The updated Jaguar E-Pace looks best in a bold colour and, thanks to those 20-inch wheels, it really makes a visual statement.
The updated Jaguar E-Pace is the Coventry-based marque’s representative in the hotly-contested premium crossover segment. It has a multitude of rivals, including the new Mercedes-Benz GLB, Volvo XC40, Audi Q3, BMW X1 and Mini Countryman. Interestingly, the E-Pace also finds itself in the middle of a family squabble with the Range Rover Evoque and Land Rover Discovery Sport, which are similarly priced.
Having recently undergone an update, the Jaguar E-Pace boasts substantial revisions both inside and out, and the range now incorporates a clever petrol-electric hybrid derivative, which is powered by a 1.5-litre 3-cylinder turbopetrol mated with an electric motor. Jaguar has applied a handful of exterior tweaks, including new daytime-running lights, to give its offerings a fresher look. The biggest changes occur inside where the firm has overhauled the E-Pace’s cabin for the better (through the addition of the latest infotainment system from the JLR catalogue and more), which we’ll detail below.
With these changes in mind, we got behind the ‘wheel of a sultry-looking Caldera Red Jaguar E-Pace 300 Sport to see if it can match its rivals.
What’s the interior of the updated Jaguar E-Pace like?
What Jaguar has accomplished with the updated E-Pace’s interior is nothing short of remarkable. The previous generation’s cabin was not, shall we say, user-unfriendly, but the user experience of this revised layout is remarkably better in so many ways. First of all, the fascia layout has been completely redesigned to incorporate a humungous central touchscreen infotainment system.
Furthermore, the knurled-metal-finished climate control knobs are elegant and refreshingly simple to use: Turn them to adjust the temperature, push them to toggle the fan speed, and pull them to activate the seat ventilation. Whereas many contemporary luxury cars either have too many buttons on their fascias or basic functions buried in their touchscreen menus, the E-Pace’s climate control console is a minimalist’s dream!
The new infotainment system is the Pivi Pro setup, which we’ve previously experienced in the Land Rover Defender. The 11.4-inch touchscreen is notably brighter than before and the slick menu layout has made it easier to access functions quickly. Impressively, the infotainment system has its own power source, so it fires up near instantaneously when you start the vehicle.
There’s a wireless charging pad as well as Apple CarPlay/Android Auto connectivity, which looks gorgeous on the high-res screen, by the way. The 300 Sport’s infotainment system supports over-the-air software updates and its new-look digital instrument cluster incorporates various themes, full-screen navigation, and other neat little tricks. Finally, to minimise distracted driving, the E-Pace has the latest version of Jaguar’s head-up display.
There is an abundance of USB ports at the front, as well as a high-quality Meridian audio system. Other noteworthy changes include a stubby, but neater, transmission selector, which has replaced the old-school lever, as well as the debut of the nifty ClearSight rear-view mirror, which sees a digital screen replace the usual reflective surface.
It does take some time to get used to, but it’s a brilliant system, plus there’s very little quality loss in low-light conditions. What’s more, Jaguar has introduced updated air purification technology, as well as enhanced versions of its 360-degree camera system.
The interior is beautifully finished, with high-quality leather and stitching.
Jaguars have always offered quality interiors and the updated E-Pace cabin is no different; its fit-and-finish is excellent. The driver’s seat position is good and sporty leather seats afford great visibility out of the cabin. Our test unit was specced with front-seat heating and ventilation, while the rear bench was heated only. If you transport little ones on crisp winter mornings, the latter would certainly be a boon.
How does the Jaguar E-Pace drive?
The 20-inch alloy wheels look the part, but the ride quality, in general, is on the firmer side.
The E-Pace 300 Sport is powered by a 2.0-litre 4-cylinder turbopetrol, which develops 221 kW/400 Nm and has a claimed 0-100 kph time of just 6.9 sec. We duly expected brisk off-the-line performance courtesy of the all-wheel-drive and 9-speed automatic transmission. The transmission is augmented with ‘wheel-mounted metal shift paddles – not only do they look the part, they feel great in your hands.
The engine pulls strongly from low in the rev range. The key factor here is the 9-speed ‘box, which does a good job of keeping the engine in its sweet spot. The motor does sound a bit strained as it nears its redline, so we avoided this by utilising the terrific shift paddles.
Overtaking manoeuvres took little effort because all 400 Nm is available from 1 500 to 4500 r/min. Perhaps 9 speeds are one too many in this case, but we appreciate the extra ratio benefits fuel economy. Seeing as it has so many ratios, the transmission sometimes hesitated at kick down; it does, after all, have many gears to choose from!
The digital dashboard’s themes vary depending on the selected drive mode. Dynamic activates this great-looking red scheme.
Speaking of fuel economy, while Jaguar claims an average consumption of 7.7 L/100 km, we found the indicated figure hovered around the 9.5 L/100 km mark. Well, when you have something as spirited as the 300 Sport to pilot on some quiet, twisty country roads, it’d be a shame to not make the most of its capabilities. Let us explain…
For Jaguar, good old-fashioned driving feel is integral to all its products and this updated E-Pace offers some genuine driver engagement, which is impressive considering its relative heft. The steering setup is commendable: it offers great levels of feedback and is nicely weighted. The crossover is happy to trundle around town at lower speeds, but when you want to drive quickly, the steering is direct enough to be regarded, um, dynamic. Body control is good too – the Jaguar doesn’t lean or wallow like most high-riding SUVs and can be hustled along at pace without feeling like it’s operating out of its comfort zone.
One minor drawback is the ride quality, which is regrettably very firm, even by Jaguar Land Rover’s sporty-but-pliant standards. The 300 Sport rides on 20-inch alloy wheels as standard and despite the presence of adaptive dampers, most of the inevitable ruts and undulations in the road translated to the cabin. On near-perfect roads, it’s perfectly okay, but there are way too few of those in South Africa.
Is the new Jaguar E-Pace practical?
The Jaguar E-Pace cabin is practical enough, with plenty of useful storage solutions. The central storage bin is perfect for storing your mobile device/s because it houses a pair of USB ports.
The centre armrest, replete with USB-A and USB-C connectivity, is a great place to store your phone.
There is admittedly less rear legroom in the E-Pace than in some of its rivals, but the aft bench is just about suitable for accommodating average-sized adults in reasonable comfort… Let’s just say taller occupants will find leg- and headroom tight at the back. As far as luggage space is concerned, the Jaguar features one of the larger-sized load bays in its class, the firm claims a capacity of 577 litres.
If you want even more carrying capacity, you can fold the rear seats down to gain access to 1 234 litres. We think the larger load bay makes up for the smaller rear-passenger area, but if you require more passenger space then look to the Range Rover Evoque or Land Rover Discovery Sport. You’ll lose the fantastic driving experience and that amazing infotainment system, so you decide what’s important!
Rear legroom is tight for taller passengers, but the size of the E-Pace’s load bay makes up for it.
How much does the Jaguar E-Pace in South Africa?
The Jaguar E-Pace range starts from R874 210 and is sold with a 5 year/100 000 km maintenance plan and roadside assistance plan. This Jaguar E-Pace 300 Sport retails for R1 057 940 before options.
The Jaguar E-Pace continues to offer style, excellent driving dynamics and a class-leading interior, but it’s not without its faults.
Make no mistake… We loved our time behind the ‘wheel of the revised Jaguar E-Pace 300 Sport. Not only is the E-Pace the most satisfying-to-drive premium crossover, its new-look interior makes everything else in the segment look either old-fashioned or cluttered inside.
However, while we adored the Jaguar’s driving dynamics and cabin layout, the limited space for rear occupants and decidedly firm ride quality count against it, as does its steep asking price. Also, shouldn’t a premium crossover ideally offer a bit more interior space? Worryingly for Jaguar, there already exists a sister product that offers that: the Land Rover Discovery Sport. Also in the ballpark is the Range Rover Evoque. Both of those products are highly rated and more versatile. Granted, they wouldn’t be as fun to drive as the Jaguar and they don’t feature the fancy Pivi Pro infotainment system… yet.
Should you buy a revised Jaguar E-Pace? This segment is jam-packed with vehicles of a high calibre and if you value head-turning style and driving enjoyment above outright occupant space in a premium crossover, then look no further. There are some excellent turbodiesel and -petrol derivatives lower down in the E-Pace range; they may not be as fast as the 300 Sport, but they arguably offer better value.
Kia has officially revealed its arrestingly styled 5th-generation Sportage. Not only does it fully incorporate the brand’s “Opposites United” design language, but the newcomer’s avant-garde fascia is dominated by an extended curved instrument cluster/touchscreen panel.
Whereas the current generation Sportage has the chunky proportions and upright stance that are hallmarks of virtually all contemporary family cars (in addition to a distinctive tiger-nose-themed frontal design, to be fair), its successor doesn’t look like a bigger version of the Sonet, which was recently introduced in Mzansi, or its smaller Seltos compact family car sibling…
The all-new Sportage X-Line, meanwhile, features a unique bumper, side sill and curved roof rack.
No, just as was the case with its closely related cousin, the new Hyundai Tucson, Kia’s newcomer marks a major departure from the previous model – in terms of its styling, as well as its advanced digital interface. It’s the brand’s 2nd model, after the EV6 battery-electric crossover, to incorporate the company’s expressive new “Opposites United” design language.
Like its EV6 sibling, the 5th-generation Sportage features crisp, taught character lines that ripple across the surfaces of its sheet metal. There’s a detailed-orientated black grille graphic that spans the width of the front end (in fact, it wraps around it!) and elongated boomerang-shaped LED running lights that curve upward to trace the edge of the family car’s clamshell bonnet.
The side-window area, meanwhile, narrows towards the rear, where blacked-out C-pillars create a floating roof effect, while at the rear, the newcomer’s shoulder lines slope gently downward to meet the top edges of the ornate LED tail-light clusters. Although less pronounced than on the EV6, the new Sportage’s tail lights blend into a distinct ridge halfway up the tailgate, which effectively kicks up the rear end.
Although the new Sportage’s exterior execution is quite dramatic, it’s not entirely unexpected, given that the conservative styling of the current car, which was derived from that of the model it replaced. The interior, however, is revolutionary. Like in the recently facelifted Sorento, there are distinctively shaped ventilation outlets and a slim, rectangular climate-control console positioned in the middle of the fascia.
However, the driver-orientated cabin is dominated by a beautifully sculpted integrated curved display that houses both the newcomer’s digital instrument cluster and infotainment touchscreen. Whereas these elements have gradually been merged in recent designs, this marks the first time Kia has combined them in a Mercedes-Benz-like “Widescreen Cockpit” way.
Although the new Sportage’s exterior execution is quite dramatic, it’s not entirely unexpected, given that the conservative styling of the current car, which was derivative of the model that it replaced. The interior, however, is revolutionary. Like in the recently facelifted Sorento, there are distinctively shaped ventilation outlets and a slim, rectangular climate-control console positioned in the middle of the fascia.
Meanwhile, the driver-orientated cabin is utterly dominated by a beautifully sculpted integrated curved display that houses both the newcomer’s digital instrument cluster and infotainment touchscreen. Whereas these elements have gradually been merged in recent designs, this marks the first time Kia has combined them in a Mercedes-Benz-like “Widescreen Cockpit” way.
Finished in a high-end gloss, the centre console provides ample storage and cupholders (plus, we would assume, a wireless charging pad), while the L-shaped raised central control console features soft-touch switches, an engine start/stop button and a shift-by-wire transmission dial.
The rear of the driver and front passenger seats, meanwhile, are integrated hanger-type designs within the slim headrests that allow clothing or bags to be conveniently hooked into place.
Kia South Africa has introduced a number of new or revised offerings this year, including the Picanto X-Line and Sonet. Waiting in the wings is the Pegas budget sedan and revised Sorento adventure SUV, but whether the new Sportage will make it to the local market before the end of the year remains to be seen; we’d bet that the new newcomer will probably arrive in the Republic early in 2022.
Corvette finally does the ‘right’ thing – in Japan
A Corvette with the ‘wheel on the right side
The Chevrolet Corvette has often taunted global performance car followers.
With its dramatic design, huge V8 engine, relatively affordable price and commitment to rear-wheel drive, the Corvette has always been a potentially great alternative to more snobbish European sportscars.
The only problem is its proudly American steering wheel configuration – which is on the left. With the C8 Corvette, much has changed.
With an engine that has moved from in front, to behind the cabin and a dual-clutch transmission, there is no questioning Chevrolet’s intent with this latest Corvette: Ferrari, Porsche and McLaren customers looking for something cheaper.
Best of all is the presence of a right-hand-drive option. The move to a mid-engine layout has enabled Chevrolet greater assembly adaptability with the C8 Corvette, and righthand drive markets are scheduled to benefit.
Although the C8 Corvette has been shown with its righthand drive cabin in renderings and studio images, the first public outing has now happened. And it wasn’t in the United Kingdom or Australia – two of the world’s most established markets for expensive righthand drive performance cars.
Chevrolet chose to show debut its righthand drive C8 Corvette in Japan. The 6.2-litre naturally-aspirated V8 engine might only have 16-valves, which are pushrod operated, but it does make a terrifically linear 365 kW.
Customers who opt for the performance exhaust option, as one would, will benefit from a peak power increase to 370 kW. With 632 Nm of torque and a kerb weight of only 1 527 kg, the C8 should deliver a terrifically engaging driving experience.
An indication of how focused the design brief has been, for this C8 Corvette, is the fact that it has dry-sump lubrication, for that huge V8. Because high-load cornering, is very definitely a thing, in this Corvette.
Despite the first public event featuring righthand drive C8s in Japan being celebrated by fans of the V8 sportscar genre, Chevrolet is suffering huge parts shortages with its halo model.
Waiting lists for the new C8 are growing, as Chevrolet desperately tries to deal with the production disruptions wrought by a global microchip shortage.
