This week’s news you need to know (August 2021, Week 2)

In this week’s automotive news you need to know: Toyota clearly has excess GR Sport badges in stock, BMW plans to bring a ‘proper electric car’ to South Africa, Haval creates more interest with its new family SUV and Audi makes friends with vegans – again.

Toyota Fortuner GR Sport – King of the road gets his crown

It seems there is a GR Sport derivative of every Toyota model these days (recently, the Land Cruiser 300 got one). Yes, I have been applauding Toyota for liberally sprinkling its sportscars or hatchbacks with Gazoo Racing (GR) fairy dust, plus GR Sport is essentially a styling kit and must not be confused with a pukka GR model. However, the danger of badge saturation is ever-present when branding is applied purely to maximise profits through product life-cycle extension and upselling. Rareness and desirability factors determine car values, so if everything has “GR badging”… uniqueness goes out the window.

Toyota has, however, held the “King of the Road” title with the award-winning Fortuner in South Africa; the Prospecton-based firm has sold around 1 000 units per month since the model’s introduction in 2006. I’ll do the math for you. That’s roughly 180 000 Fortuners that have graced South African roads, many of them filled with kiddies and towing trailers to holiday destinations. Do you see the merit in the business case?! Even if Toyota is wary of possible badge saturation, money talks and the firm won’t miss out on this golden opportunity to cash in on a “hotter-looking” variant of its golden child. Ka-ching!

BMW iX3 – Green shoots

Considering that the local automotive industry is a major contributor to the South African manufacturing sector, the BMW iX3’s arrival on our shores early in 2022 could be game-changing in many ways. Firstly, with all due respect to the pioneering roles of the i3, the discontinued i8 and even the Mini Cooper SE (and however many petrol-electric derivatives BMW SA has sold so far), the iX3 will be the first battery-electric family vehicle that the Bavarian marque introduces in Mzansi. Given Audi, Mercedes-Benz and other brands have also pledged to add a number of EVs to the local new-vehicle market soon, something tells me EVs are going to become notably more viable next year, hopefully through cooperation between the OEMs, help from the private sector and (let’s hope) concessions from Government.

After Covid-19’s crippling effects on the global economy, moments like these are pivotal for our motor industry. Secondly, seeing as the current combustion variant of the X3 executive SUV is produced at BMW Group Plant Rosslyn, the real opportunity with the iX3 would be to produce it in South Africa. This could be the type of transition of ICE-to-EV production that could set a trend for our local producers and be the green shoot we need, causing other manufacturers to follow suit. Sure, there’s a lot that needs to happen between that moment and now, but these types of blips on the radar are what we need.

Haval Shenshou – The Midas touch

The Chinese invasion (or takeover, if you’re affiliated with a struggling vehicle importer in South Africa) marches on. Despite marketing material for the “Mythical Beast” (which is what Shenshou means) stating the newcomer is for China only, when there’s something we can’t have… we want it even more. It’s only a matter of time before this – essentially the H6’s bigger brother (or perhaps a successor to the H9) is made available locally, undercuts anything the competition has to offer and out-specs premium cars. It’s further validation that Haval has global aspirations. We’ve watched this movie before!

I’m all for a bit of extra competition in the new-vehicle market, especially if it obligates well-established manufacturers and importers to improve their value offerings. Rising prices have dealt affordability a body blow in a country in which household incomes cannot keep track with inflation. A weak exchange rate, rising input costs, troubled labour relations etc… you’ve heard all the reasons before, but a little shakeup is welcome if it benefits consumers. With Chery introducing intriguing new offerings in the next month, the great Chinese, um, takeover is one to watch. Best you brush up on that Mandarin, folks.

Audi Skysphere – Greta gets a new ride

One can’t help but smile at how excitable the automotive industry is at present. Manufacturers are scrambling to appease the minorities… while trying to cater for everyone! If there’s something I’ve learnt in life and that is you can’t please them all. Audi’s latest concept, the Skysphere, is a perfect example of that. It’s kind of Greta Thunberg meets retro throwback meets the future, including (sigh) vegan leather.

Manufacturers love virtue-signalling through their latest concept vehicles (I mean, there’s no point in whispering or humbly suggesting when you mount your proverbial soapbox, is there?). Mercifully, these fanciful 4-wheeled design studies seldom make it onto our roads, they merely foreshadow what the future holds. Be warned, however: You’re not going to please everyone and, at some point, you’ll have to pick a lane and stick to it. Sooner or later, someone will complain about the way the sun reflects off the paintwork and claim rogue beams could cause forest fires if they hit dry undergrowth at just the wrong angle.

“How dare you?”. How indeed, Greta… how indeed.

Volkswagen Golf 8 GTI (2021) Launch Review

South Africa is the land of the Golf GTI, so it goes without saying that the arrival of a new iteration of Volkswagen’s hot hatch tends to whip car enthusiasts into a frenzy. We spent a day driving the all-new model around the Cape ahead of its official local launch to find out how much has changed and, if it’s better than the “7.5”.

What’s new on the Golf GTI?

The 19-inch wheels fitted to this example are optional the Golf 8 GTI has 18-inch wheels as standard.

Now in its 8th generation and “rest assured,” Volkswagen South Africa (VWSA) tells us, “it won’t the last of its kind”, the Golf GTI has finally landed on our shores. To be fair though, while it may seem like a long time since its international launch a year ago, Mzansi is actually one of the first countries to receive this iteration of the Golf GTI, owing to the model’s incredible popularity in our market. The primary reason for its delayed arrival is not “Covid-19”, at not least directly – VWSA ascribes it to the global semi-conductor shortage, a problem that has forced the VW Group to source its own EMS chips…

Nevertheless, the Volkswagen Golf 8 GTI is here now, so we should be celebrating the latest iteration of South Africa’s favourite hot hatch. The new model uses the same platform and same engine as its predecessor, but (as I will duly explain) with differing results. If ever there was a nameplate that pushed evolution over revolution, it’s the GTI.

A major update has occurred within the cabin – inside, the GTI has moved to a fully digital affair thanks to a new infotainment system with haptic feedback for the touchscreen and steering-wheel buttons.

The same, but better, GTI engine

The 2.0-litre 4-cylinder turbopetrol engine has been upgraded to produce peak power of 180 kW.

Those that live in a world ruled by kilowatt (kW) top trumps will probably criticise the Golf 8 GTI for producing lower peak outputs than its rivals. However, it’s not as simple as that, because each manufacturer has a different method for determining their engines’ outputs and it’s quite likely that VW “underquotes” its figures, whereas its rivals don’t. The newcomer’s engine is the same as the unit in the Mk 7 and 7.5, but has been livened up to produce 180 kW and 370 Nm of torque. The claimed 0-to-100 kph time is 6.4 sec, thanks to a brisk and beautifully refined 7-speed dual-clutch automatic transmission (DSG).

The Golf 8 GTI’s engine performance is surging – and refreshingly linear; small-capacity turbocharged engines tend to serve up a wad of torque at low revs, but the Wolfsburg-based brand’s hot hatch is evidently tuned to avoid that. The 2.0-litre 4-cylinder powerplant continues to produce acceleration right the way to the rev limit and then smoothly transitions to the next gear without any fuss or so much as a hint of hesitation. The marketing slogan for our launch day was #Vrrpahh, which evokes the classic DSG bang that so many of us have heard echoing through our suburbs 2 minutes before curfew starts.

I have to say, the usually percussive vrrr-pah! (apologies, VWSA, but that’s the way we spell the uniquely South African neologism on our SentiMETAL merchandise) feels very muted from inside the cabin, but that might just be because of the well-insulated cabin or to cater for a more, um, upmarket clientele. I expect many buyers will be stopping by aftermarket shops to enhance their GTIs’ vrrr-pah!

What’s it like to drive the new Golf GTI?

The interior is all touch and haptic receptive now. It’s a luxury performer.

Make no mistake: the MQB platform underneath the new GTI is NOT identical to that of the outgoing GTI (7.5). A new aluminium front subframe (similar to that used on the previous Clubsport S) saves around 3 kg, while there is a raft of structural upgrades that increase overall stiffness and the rear suspension has been firmed up to improve stability. The revision to the rear suspension, in particular, has made a noticeable change to the GTI’s handling behaviour at speed. It’s rock-solid at the rear providing real confidence when you pile on the pace.

The steering too, is reassuringly weighted and quick, making the 8th generation of Volkswagen’s hot hatch much more responsive than its predecessors. I must have fiddled around in the GTI’s touchscreen menu for 20 minutes before I found the ESC-adjustment toggle, but the exhaustive search was worth it… The Sport option in the ESC settings allows for a little more front-wheel slippage when the hot hatch puts down its power, well, at least before it has to rein in the fun (when “racy” turns into “unsafe”). ESC Sport seems to be a nice sweet spot; it allows you to explore the front-end limits without overdoing it.

Admittedly, the Golf 8 GTI’s handling is not the last word in fun-to-drive dynamics – not that it’s been the benchmark for that in the hot hatch segment for a number of generations. It’s fast, yes and very stable when changing direction, but it never seems like there’s much more to explore when you really push it.

When the transmission is in manual-shift mode, the throttle response to a downshift is slightly delayed, which is a little frustrating when you want that immediate response to a prod of the throttle. I suspect, however, that over the course of a lap of any circuit it will beat out the outgoing TCR by some margin.

Is the all-touch interior any good?

The one-piece leather sports seats are standard and very comfortable.

The Golf 8 GTI introduces a button-free interior (save for a few shortcut buttons situated around the hazard lights) that makes the touchscreen infotainment screen the port of call for all adjustments you want to make to the car configuration, audio system and climate control. The steering wheel too has touch-sensitive buttons that provide haptic feedback to let you know you’re adjusting things, but as I mentioned on the Tiguan we drove a week ago, I don’t think it’s any better than a standard button.

It’s certainly a good idea to get acquainted with the menu configuration before driving off as there is quite a lot to work through. Some functions are easy, like climate control and seat heating, but vehicle settings can be more difficult to work out. Thankfully the menu structure is very similar to that of a modern smartphone, so it’s intuitive.

The standard leather, one-piece seats are excellent and look particularly sporty, plus they’re electrically adjustable. The cabin, as a whole, looks modern, well put together and is luxurious in a way that Volkswagen does so well. In fact, the Golf 8 GTI’s cabin is the new benchmark in terms of appeal in the premium hatchback segment…

Golf GTI price and after-sales support

In a bid to match its rivals (or what’s left of them) the GTI has landed in South Africa with a starting price of R669 300, but if you start loading the options on, don’t be surprised if you get close to R800k for a fully loaded model. The GTI is sold with a 3-year/120 000 km warranty and a 5-year/90 000 km service plan.

Summary

An evolution of the previous version, but its formula for success is still “quintessentially GTI”.

The new Volkswagen Golf 8 GTI represents an evolutionary improvement over its predecessor. It was already a popular car and the new model’s improved power delivery, better handling and more luxurious interior will only add to the mass appeal of the package. The muted tailpipe expulsions will have aftermarket tuners hurriedly getting louder Vrrr-pah! pipes to market so expect your local WhatsApp group to be busier than ever with complaints.

Mad Toyota Hilux with AMG C63 6.2L V8

This one-off South African build features a Toyota Hilux with a V8 AMG heart. The result is perhaps the wildest Hilux in all the land. Watch the video!

Our Launch Control series has unearthed some of the most incredible custom car builds in South Africa, and this latest beast is no exception. When we heard that there was a Hilux running around Johannesburg with a Mercedes-AMG C63 engine, we just knew we had to film it, and here it is! This is without a doubt one of the maddest, neatest engine swaps we’ve ever seen.

The whole conversion has been executed brilliantly and the exterior looks purposeful without being over the top and shouty.

We hope you enjoy this one-off creation, let us know what you think!

Buy a used Toyota Hilux on Cars.co.za

Buy a used Mercedes-AMG C63 on Cars.co.za

Final Honda NSX Type S Revealed

Honda has revealed the swansong for the second-generation NSX. The Honda NXS Type S boasts more power and better overall performance. Only 350 units will be made.

The second coming of Honda’s NSX supercar, has not replicated the success of its original.

When the first-generation NSX was launched, the Japanese car industry was in its ascendancy. NSX was symbolic of that and had the measure of some European rivals.

The second-generation NSX has been less of a purist’s car. Much heavier, and complicated, the hybridized 3.5-litre bi-turbo drivetrain has struggled to compete with similarly priced performance cars.

Now though, Honda’s engineers hope to enliven the NSX’s image, and legacy, with a limited-edition NSX Type S. Only 350 of these NSXs will be built before the NSX nameplate goes into retirement.

More power for Honda NSX Type S

Now equipped with turbochargers from the NSX GT3 Evo race car, engineers have worked at extracting more power from the 3.5-litre V6 hybrid drivetrain which employs 3 electric motors to now produce 427 kW and 667 Nm of torque which is some 20 kW and 22 Nm more than the standard NSX.

The 9-speed dual transmission’s shift response has been sharpened by some 50% on the upshifts and now features Rapid Downshift Mode to initiate on-the-boil downshifts.

The NSX’s SH-AWD torque vectoring system and its Integrated Dynamics System have been retuned to deliver better handling and cornering performance.

The most significant issue impacting NSX’s appeal remains its 1 725 kg kerb weight but customers can opt for Lightweight Packages that include carbon-ceramic brakes, carbon fibre engine cover and interior carbon fibre finishes all contributing to a weight loss of 26.2 kg.

The NSX Type S will wear the Acura badge in the US where 300 units will be sold. The remaining 50 units will be sold in Japan and in other select markets.

Leaked: New Lamborghini Countach

The definitive supercar is making a comeback… of sorts. Lamborghini was planning to unveil its re-imagined Countach at the upcoming Pebble Beach Concours d’Elegance, but images of the Aventador-based special edition were leaked on the internet overnight. Take a look!

The St’Agata-based marque has launched some of the most evocative nameplates in the motoring world, but even though it sells more performance SUVs (the Urus) than mid-engined super- and hypercars these days, Lamborghini and arch-rival Ferrari made “supercar” part of the automotive lexicon in the Seventies and Eighties – long before Koenigsegg, McLaren, Pagani, Porsche and others either existed or had the audacity to build such models.

Although the Miura was the world’s first supercar, the Countach is the most iconic Lamborghini model. The wedge-shaped supercar, which defined the brand for two decades, was superseded by the Diablo in 1990.

Although Lamborgihi’s subsequent mid-engined supercars have all featured similar proportions and styling drama to the Countach, its name has remained dormant. Until now.

Despite the brand underdoing challenges, including how to disengage from its legacy V12 engines, Lamborghini is looking to the past to secure its future. And that means a Countach revival.

Lamborghini has teased some new Countach images after confirming the nameplate’s return earlier this week. Although details on the new car are mostly cryptic, it will feature some of the last naturally-aspirated V12s assembled by Lamborghini. The LPI800-4 badging suggests the Countach will produce 800 metric horsepower (589 kW) from its 6.5-litre V12 engine. All four wheels will be driven via a 7-speed automated manual gearbox.

It’s not an all-new car, but a special-edition naming exercise using the Aventador architecture. However, its design elements hark back to the heyday of 1980s supercar design, including a sharply-plunging nose, square headlamps, cooling louvres over the 3-quarter lights and narrow rear screen, air intakes atop the rear fenders, elaborate side intakes, as well as a pinched rear deck with 6 hexagonal LED tail lights, a kicked-up diffuser and 4 exhaust tips.

Reviving a name with the gravitas of Countach is a gamble for Lamborghini and something that would have been unthinkable a few years ago.

But in a time of significant disruption for the Italian supercar industry, Lamborghini shows no holy cows exist anymore, to secure the future of the raging bull brand.

Updated Alfa Romeo Giulia & Stelvio (2021) Specs & Price

The updated iterations of the Alfa Romeo Giulia sports sedan and Stelvio SUV have arrived in South Africa. See what’s changed as well as what you can expect to pay for the latest models below…

The Alfa Romeo Giulia competes in a shrinking segment where it rivals the likes of the BMW 3 Series, Mercedes-Benz C-Class and Audi A4. Nonetheless, the updated Giulia is now available in South Africa!

More so, the Italian firm also welcomes an updated Stelvio SUV to market which goes up against rivals such as the Mercedes-Benz GLC, BMW X3, Audi Q5 and Jaguar F-Pace to name a few…

Key features and changes

This update excludes any changes to the familiar engine offerings which means that the Giulia retains its 2.0-litre turbopetrol engine with 147 kW and 330 Nm in the Giulia Veloce as well as the 375 kW / 600 Nm 2.9-litre turbocharged V6 engine in the range-topping Giulia Quadrifoglio, the latter of which claims an admirable zero to 100 kph sprint time of 3.9 seconds.

Similarly, the Stelvio retains its turbocharged 2.0-litre petrol engine with 206 kW and 400 Nm as well as the aforementioned thumping 2.9-litre turbocharged V6 with 375 kW and 600 Nm. An 8-speed automatic transmission is standard for both models.

While exterior styling has remained mostly unchanged, the interior of Giulia and Stelvio gain an 8.8-inch infotainment system with Apple CarPlay and Android Auto capability. Tactile quality has also improved with a material mix of carbon fibre, leather and Alcantara.

The update also includes rear USB ports, cargo net, passive entry, wireless smartphone charging pad, 8-way electrically-adjustable seats with driver memory and 4-way lumbar support.

In terms of driver assistance features, both models gain a Driver Assistance Pack which includes automatic high-beam assist, active blind spot assist, lane-keeping assist, driver attention alert and interior/exterior electrochromic mirrors with automatic dimming.

How much does the Alfa Romeo Giulia Cost in South Africa?

Alfa Romeo Giulia Veloce: R989 900

Alfa Romeo Giulia QV: R1 599 900

Buy an Alfa Romeo Giulia on Cars.co.za

How much does the Alfa Romeo Stelvio Cost in South Africa?

Alfa Romeo Stelvio Super: R1 159 900

Alfa Romeo Stelvio Q: R1 749 900

Buy an Alfa Romeo Stelvio on Cars.co.za

2021 VW Golf 8 GTI Review – Meet the new Vrrr-pah!

The new VW Golf 8 GTI has finally arrived in South Africa! Join Ciro De Siena as he takes you for a drive in the new Golf 8 GTI around the Aldo Scribante Race Circuit in the Eastern Cape. Watch the video!

It’s been a long wait for the new VW Golf 8 GTI to go on sale in South Africa but GTI fans can now rejoice that the wait is finally over.

Local buyers can pre-order the new Golf GTI right now at a launch price of R669 300. The model will officially go on sale as of 1 September 2021.

The Golf 8 GTI employs a 2.0-litre turbopetrol engine with 180 kW and 370 Nm and comes paired with a 7-speed dual-clutch transmission. Zero to 100 kph is claimed at 6.4 seconds.

See specification details for the new Volkswagen Golf 8

Ciro De Siena spent some time with the Golf 8 GTI on the Aldo Scribante Raceway to bring you this video review!

Let us know what you think of the new VW Golf 8 GTI.

Buy a Volkswagen Golf 8 GTI on Cars.co.za

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Audi RS4 Avant (2021) Review

Audi’s RS-model offensive is in full swing. The RS4 is only available as a station wagon (as it was before its facelift), but will that limit the model’s prospects in a country known for “antistationwagonism”? We took the RS4 Avant on a week-long trip to the Overberg to find out how practical the performance ‘wagon really is.

We like: A ‘wagon just feels more “special” than a sedan or coupe, everyday performance, practicality.

We don’t like: Overly firm ride quality and insufficient ground clearance for driving on gravel roads.

Fast Facts:

Model tested: Audi RS4 Avant
Price: R1 296 000 (R1 569 400 as tested)
Engine: 2.9-litre 6-cylinder turbopetrol
Power/Torque: 331 kW and 600 Nm
Transmission: 8-speed automatic
Fuel efficiency: 9.2 L/100 km (claimed)
0-100 kph: 4.1 sec (claimed)
Top speed: 250 kph (280 kph on request)
Load capacity: 495/1 495 litres

Serious about buying?

Some Audi dealerships regularly offer great deals. See our Car Specials page here!

20-inch wheels are now standard on the Audi RS4 Avant.

The RS4 Avant has undergone a mid-lifecycle update, of which the primary focus was to freshen up the appearance of the Ingolstadt-based brand’s performance ‘wagon. Audi redesigned the model’s grille, headlamps and front bumper to give it a more attractive – and muscular – kerb presence; when viewed from head-on, the RS4 seems to glare down the road in a menacing way. The puffed-out wheel arches bolster the ‘wagon’s musclebound physique and the car hunkers down on standard 20-inch alloys. A pair of oval “cannon barrels”, linked by a functional diffuser, protrudes from the rear. All of this is affixed to a practical station wagon body, which, at the time of writing, seemed to appeal to car enthusiasts and -nostalgists only. The Audi looks right from every angle – something that can’t be said of its rivals…

ICYMI: Ciro De Siena investigated “antistationwagonism” a few years ago. Watch his report here.

How the RS4 Avant fares in terms of…

Performance

Dual cannons jut out at the back and produce a bassy howl when the RS4 Avant is revved hard.

Mechanically, the RS4 hasn’t undergone much of a change from the outgoing model. The Porsche-developed 2.9-litre turbopetrol V6 under its bonnet still develops peak outputs of 331 kW and 600 Nm of torque, which seems comparatively low compared with the BMW M3 Competition and the Mercedes-AMG C63 S, which produce 375 kW/650 Nm and 375 kW/700 Nm respectively. At this point, however, the Teutonic trio has extracted more performance from their sports executive flagships than we’ll ever need. Now it’s just a daft game of top trumps for the manufacturers; more power is not better.

Besides, the RS4 is more than fast enough (its claimed to bolt from 0 to 100 kph in 3.9 sec) and, thanks to quattro all-wheel drive, you’re likely to achieve that time on almost all sealed road surfaces time and again (unless the road is wet or the ‘wagon’s tyres have been ruined as a result of repeated punishing use). The sound the V6 emits as it spins up the rev range is a bassy howl that is neither overly loud nor supplemented with unnatural pops on the overrun or bangs at upshifts. It’s a clean, natural sound – while many of us still pine for the old 4.2-litre V8 rumble, its replacement still gets the juices flowing.

The Audi’s 8-speed ZF automatic transmission, meanwhile, seamlessly files through its ratios and, if you prefer, you can actuate gear shifts manually via the perfectly placed paddles mounted at the back of the sports steering wheel. Each shift is accompanied by a slight thud in the back as another helping of maximum torque gets fed through the transmission.

To reiterate, there’s more power available than you will ever need (outside of a race circuit). Executing overtaking manoeuvres is a pleasure – the RS4 can zip past slower vehicles in lightning-quick time.

Handling

On a wet day like this, you’ll be glad for permanent all-wheel-drive and safety-first understeer.

It seems that Audi’s focus for the RS4 was to offer ample usable performance and predictable (neutral) handling. This may be a station wagon, but it still does the business when roads get twisty. The front end is eager to hunt down apexes and when you feed in the power, the Avant’s rear stays glued to the road. If you want a squirmy, on-the-edge-of-adhesion driving experience, the Audi might not be to your liking – it corners as if it’s running on rails (as the saying goes) and the powertrain is so instantly responsive to throttle inputs that the lusty V6 under the bonnet feels more super- than turbocharged.

If you’re brave enough to push the Audi to its limits, the package’s weaknesses will present themselves. Weight is always an issue in a big car and, given the RS4’s 1.7-tonne kerb weight, you can feel the effect of that heft when the ‘wagon is tasked with changing direction quickly. It takes a moment for body roll to settle, which delays the point at which you feel confident to stab the accelerator pedal again.

Bearing in mind that the Audi is a family-oriented estate car (albeit a very rapid one that’s also styled like a sportscar), RS4 Avant it’s fun to drive and wring all accessible performance from, provided the road does not get too tight and squiggly. Our test unit came with the optional Dynamic Steering (R18 000), which adjusts the weighting and speed of the steering depending on your driving style (it feels lighter and faster in slow cities, but heavier and more progressive at higher speeds). It can take some getting used to and feels unnatural at times, but it’s an option you – don’t have to spec if you don’t like it.

There is a downside to having a ‘wagon that’s performance-based and looks this aggressive, replete with minimal ground clearance… If you have to traverse a section of dirt road to get to dog-walking parks or access the public areas of wine farms, it’s a bit of a fuss to avoid incurring inevitable scrapes to the underbody. Maybe an “RS4 Allroad” would present the perfect blend of performance and practicality?

Interior tech and comfort

One of the last remaining Audi’s using the infotainment system atop the dashboard rather than the newer, integrated screen.

Stepping into the RS4 feels like a bit of a time warp compared to climbing aboard the futuristic interiors of other (obviously newer) Audi models on the market. The RS4’s infotainment screen, for example, sits atop the dashboard; newer Audis have touchscreens built into their fascias with new software and menu layouts. The A4 and Q2 probably are the only current Audis that still have the old screen setup.

Aside from that, the RS4 still feels decidedly plush inside. It can be argued that Audi does the best job of producing car interiors that feel luxurious without skimping on material quality; the Avant’s cabin appears more, let’s say “effortlessly upmarket” than those of comparable (on price) BMW, Jaguar, Lexus, Mercedes-Benz and Volvo models.

As can be expected, the Audi’s leather-trimmed front seats are very supportive and comfortable on long trips, but it’s the simple things that the Ingolstadt-based firm does that give the ‘wagon’s interior an upmarket feel. Here are a few examples: thick carpeting in the boot, Alcantara stitched into the doors and the dimpled leather trim on the rim of the steering wheel. The only poor touchpoint is the “carbon fibre” inserts on the fascia and transmission tunnel, which are clearly plastic substitutes. Many manufacturers are guilty of using “carbon fibre-look” trim though, so Audi shouldn’t be singled out for that.

In terms of connectivity, a few options need to be ticked to bring the Audi up to modern standards. Audi Phone Box (R6 200) allows for wireless charging and a signal boost by using the shark-fin antenna, while USB ports can be added for rear passengers (R1 200). The infotainment system is Apple Carplay and Android Auto compatible via cable, wireless connection will only be available on the next-gen car.

Pricing and after-sales support

Virtual cockpit allows you to customise what is displayed in the instrument cluster.

Audi’s current range of RS cars is particularly enticing at pricing that undercuts BMW M and Mercedes-AMG offerings by some margin. The RS4 Avant retails for R1 296 000, whereas our test unit (with options included) was specced to R1 569 400. The Audi is sold with a 1-year/unlimited km warranty and a 5-year/100 000 km maintenance plan, both of which can be upgraded via Audi Driveplan options.

Verdict

The RS4 Avant is arguably the sports sedan/wagon with the most usable performance in the new-vehicle market.

It would appear that the power-obsessed era of motoring, in which well-monied performance enthusiasts crave ever-faster acceleration and preposterously high peak engine outputs, is coming to an end, but it’s not over yet. In light of that, the Audi RS4 Avant offers a comparatively prudent balance of usable performance and desirable looks in body shape (a ‘wagon) that is sure to stand out in South Africa.

There’s not much to be said about the differences between the pre- and post-facelift RS4 Avant models, bar the aforementioned styling changes, but it needs to be noted that the Audi’s asking price hasn’t escalated as steeply as those of its rivals. What you get is a sure-footed, all-wheel-drive luxury performance wagon that offers surfeit “longitudinal performance” without all the “lateral excitement” of going sideways, which so-called drivers’ cars are widely lauded for. It’s still good fun to drive on twisty roads and offers easier access to all its performance than its rear-wheel-drive rivals from BMW and Benz.

At the time of writing (August 2021), the Audi undercut its direct competition (the all-wheel-drive BMW M3 Competition M xDrive) by more than R600k, which makes it a bit of a performance bargain.

Spy Shots: 2021 Mercedes-Benz G4x4

The new 2021 Mercedes-Benz G-Class G4x4 Squared has been spied undergoing testing yet again, perhaps for the last time before it’s fully revealed. The most hardcore iteration of the Gelandewagen is on the way!

Picture credit: S. Baldauf/SB-Medien. We have paid for these photos and at the photographer’s request, have watermarked them.

The Mercedes-Benz G-Class is one very capable offroader, but what if you wanted even more? Mercedes-Benz introduced the G500 4×4 Squared as a short-wheelbase SUV complete with monster tyres and huge ground clearance back in 2015. Now it appears there’s a replacement on the cards and it’s expected to be revealed at the Munich Motor Show in September 2021

This is not the first time we’re seeing this model (last year’s spy shots can be seen in the gallery below) but these latest photos show the offroader wearing a military-like paint job. There’s not much camouflage to hide the bodywork which indicates that its full reveal is imminent.

The Mercedes-Benz G hardly needed improvements to its offroad capability with the 3 differential setup, but the G4X4 Squared introduced portal axles as well as 450 mm of ground clearance. As you can see, it stands high off the ground has also been properly accessorised, with a roof rack, ladder and a spare wheel mounted on the tailgate. Given how Land Rover is offering a complete array of accessories for its new Defender, we think Mercedes-Benz is determined to keep pace in this department.

In terms of engines, we think AMG will be called to supply one of its 4.0-litre biturbo V8 units, which will power all 4 wheels through a 9-speed automatic transmission. Watch this space!

Skysphere could be the future of the Audi R8

Two cars in one – from Audi – the brand that knows how to do it best.

Audi might be powering toward an electrified future, but the brand still draws much inspiration from its storied past.

In preparation for the exclusive Pebble Beach concourse this month, Audi has created a radical new battery-powered concept vehicle. It is called the Skysphere and although that sounds like a James Bond movie title, this Audi is a modern interpretation of the brand’s gorgeous 1937 Horch roadster.

Despite the electric drive configuration, Audi’s designers have opted to create a classic long-nose design with Skysphere. It is awash in new design details, showcasing where the brand could be heading with its future styling.

With its internal combustion vehicles, Audi has been one of the champions of oversized grille design, and Skysphere could indicate how the brand is planning to keep a robust identity when the grille becomes non-functional with electric vehicles.

The most impressive technical feature of this Skysphere is its adaptive wheelbase. This allows the car to transform from a hugely stable high-speed cruiser to a nimble city sportscar, at the touch of a button.

Actuators behind the front wheels can shorten the wheelbase by 250 mm, by moving the fore axle rearwards.

Outrageous cabin design sees no animal materials being used. The Skysphere is finished with vegan leather and microfibre everywhere, so if you drop your Smartphone inside, it will probably be cleaner when you pick it up.

Powering the Skysphere is an 80 kWh battery pack, delivering 465 kW. Audi has not claimed a mass rating for the Skysphere, but says the car should be good for 500 km of range and capable of 0-100 kph in only 4 seconds.

Production likelihood? Low. But you can expect to see some of the more minor design elements eventually translating into Audi’s future passenger cars. However, that adaptive wheelbase function could be too heavy, complex and costly to ever become a reality.