The bakkie market is awash with tuners and armouring smiths, but it appears Ford itself is offering the most hardcore iterations of its products.
Bakkie tuning has levelled up of late and many are now offering bulletproofing and armour. We've been privvy locally to what SVI Engineering does and in early 2021 we'll be meeting its locally-armoured Ford Ranger.
However, if you're wanting something that's on another level and need a fleet, then allow us to introduce the specialities that can be found on the Ford Global Fleet Sales website. Don't bother trying to contact your local dealership about these, you'll have to go directly to the mothership. Pricing isn't mentioned either, and we suspect they won't sell to an individual.
Using the Ranger and Everest as platforms, Ford has created some near military-grade vehicles. With names like Ranger Armoured Assault Vehicle and Ranger Light Tactical Vehicle, these vehicles are built to survive just about everything this side of an airstrike. There's also a cash-in-transit vehicle based on the Ranger.
It's clear Ford has gone all out with the accessories too, with a loadbed with jumpseats, racks for guns, and there's enough armour to soak up small arms fire. Oh, and if you want to shoot back, there's a rear gunner compartment. You can also throw in emergency lights, uprated suspension and some solid-looking grilles. It appears the engines are untouched, so you can expect the older-spec 2.2-litre and 3.2-litre turbodiesels under the bonnet.
The subtly updated BMW 5 Series executive sedan will soon be available on the local market. Whereas the line-up no longer has a 3.0-litre 540i derivative, marking the first time a 5 Series range won't feature a straight-6 engine in the Republic, it will gain the thumping M550i xDrive, which combines 390 kW of V8 muscle with all-wheel-drive traction.
BMW SA has put the January 2021 price list for its refreshed executive sedan range on its website – and it makes for interesting reading! Setting aside the revamped M5 Competition flagship for the moment, it's clear that the Bavarian marque has had a rethink of its G30 LCI line-up, because the range now begins with the 530i and 520d, which are powered by 2.0-litre 4-cylinder turbopetrol and -diesel engines respectively.
Whereas the 3.0-litre straight-6 turbopetrol-engined 540i used to split the 4- and 8-cylinder derivatives, it has been substituted by the “thinking man’s [sic] M5” – the all-wheel-drive 390 kW/750 Nm M550i xDrive, powered by a twin-turbo V8. This suggests demand for a tastefully appointed mid-range 5er has all but dried up – we assume that driving enthusiasts who crave BMW’s iconic inline-6 will flock to the M340i xDrive.
BMW stopped short of going full X7/7 Series on the updated 5 Series' grille, but it has indeed been enlarged.
The easiest way to spot the updated model is by its revised double-kidney grille (now effectively a single piece), which is wider, higher and drops down further into the bumper. The LED headlights are slimmer in design and feature either 2 U- or L-shaped daytime driving lights – depending on which version of the LED headlights are fitted – either the standard ones or those with adaptive cornering function, non-dazzling matrix technology (including High-beam Assistant) and outer daytime driving lights that double as turn indicators. BMW Laserlight is also optionally available.
At the rear, the 5 Series’ new LED tail-light clusters feature black edging and an L-shaped graphic that combines the rear- and brake lights into a single feature, while the exhaust-end finishers are trapezoidal in shape on all derivatives. Other updates include a beefed-up M Sport body kit.
Updated switchgear (including on the multifunction steering wheel) and a larger infotainment display are the most obvious tweaks.
When the G30-generation sedan was launched in South Africa in 2017, it featured the M Sport package as standard. The updated 530i and 520d, however, come without it (perhaps to ensure the asking their asking price (yes, they technically cost the same before you add CO2 emissions tax) remain under R1 million on the official price list. The sportier look costs R66 900 and R56 700 for the turbopetrol and -diesel versions respectively and it incorporates an M Aerodynamic package, M Sport suspension, BMW Individual high-gloss Shadowline and 19-inch double-spoke alloys.
The M550i xDrive comes with the top-spec LED headlights, the M Sport package’s body kit and Shadowline trim and additionally features M Sport brakes (optionally available with red calipers), Adaptive M suspension and M Differential and, of course, Bicolour Jet Black Y-spoke 19-inch alloys.
This 540i is shod with BMW's optional lightweight, drag-reducing Individual Air Performance Wheels.
The interior updates are arguably more noteworthy: automatic climate control with extended features is standard throughout the range, as is the 10.25-inch Control Display (upgradable to a 12.3-inch unit, which is standard in the M550i xDrive); the switchgear on the centre console and the standard sports leather steering wheel has been revised, while the options list includes features such as fully electrically adjustable front seats with/without heating, ventilation and massage function, head-up display and instrument panel trimmed in Sensatec material.
The M550i xDrive comes equipped with a handful of additional accoutrements over its 4-cylinder brethren, including front sports seats, 4-zone climate control and a Harman Kardon surround sound system.
The 5 Series comes standard with a 10.25-inch touchscreen infotainment system with BMW Live Cockpit Plus.
The hardware update is significant: The BMW Live Cockpit Plus and the optional BMW Live Cockpit Professional are underpinned by the brand’s Operating System 7 and includes Intelligent Personal Assistant, together with a host of extra digital services, including a cloud-based navigation system that updates traffic date in real-time. The 5er further supports Android Auto (in addition to Apple CarPlay) and remote software upgrades.
Meanwhile, the introduction of a 48V starter-generator and a 2nd battery on the 4-cylinder derivatives significantly increases the amount of brake energy that can be regenerated and stored. This energy is used not only to power the sedan’s electrical system and ancillaries, but to produce an 8 kW electric boost to aid either overtaking- or off-the-line acceleration. The mild-hybrid setup also benefits efficiency by assisting the engine when driving at constant speeds and improves comfort when the Auto Start-Stop and coasting functions are in use.
The M550i xDrive looks just mean enough not to steal the limelight from its M5 Competition sibling.
The 530i’s 2.0-litre 4-cylinder turbopetrol is mated with an 8-speed automatic transmission (as are all the engines in the local G30 5 Series). It produces 185 kW/350 Nm, is claimed to accelerate from 0 to 100 kph in 6.4 sec and said to consume, on average, 6.7 L/100 km.
The 520d’s 2.0-litre 4-cylinder turbodiesel motor produces 140 kW/400 Nm, is claimed to accelerate from 0 to 100 kph in 7.5 sec and said to consume, on average, 5.2 L/100 km.
Do you really need that M5 Comp?
The M550i xDrive, however, is an altogether different proposition. Its twin-turbo 4.4-litre V8 produces 390 kW from 5 500 to 6 000 rpm and 750 Nm from 1 800 to 4 600 rpm (peak torque is available in a 2 800-rpm spread). The super sedan transmits its copious propulsive force to terra firma dynamically via an xDrive all-wheel-drive system and the result is an astonishing 0-to-100 kph sprint time of only 3.8 sec and a 250-kph top speed.
To put those figures into context, the M5 Competition produces 70 kW more power, but exactly the same torque as the M550i xDrive (750 Nm, albeit over a wider spread of revs – 1 800 to 5 860 rpm) for a 0-to-100 kph sprint time of 3.3 sec and a 305-kph top speed. But here’s the clincher: The former costs about R2.3 million and the latter “only” R1.5 million.
Compared with the M5 Competition, the M550i xDrive takes 0.5 sec longer to get to 100 kph, but it delivers just as much torque!
In terms of driver assistance systems upgrades in the updated 5 Series range, the latest iteration of the optional Integral Active Steering can aid manoeuvring by turning the 5 Series' rear wheels as required at speeds under 3 kph and the Lane Departure Warning system (included with the optional Driving Assistant) now features a lane-return function by means of steering assistance.
The updated Steering and Lane Control Assistant included as part of the new Driving Assistant Professional package utilises navigation data to anticipate when a lane change will be required along a route, and this can then be performed "with ease" using the Lane Change Assistant. There is also an “automatic formation of emergency lane” function, which steps in to guide the car to an appropriate side of its lane in a freeway traffic jam.
This frontal view provides a rare glimpse at what a 5 Series looks like when it's not festooned in an M Sport trim package.
The Parking Assistant’s range of functions has been extended with the addition of the reversing assistant, which takes control of the steering while reversing for distances of up to 50 metres. A Drive Recorder function lets drivers shoot and store videos of the scene around the vehicle (a feature that insurance companies will love) and the 3D visualisation of the surrounding area in the instrument cluster provides an enhanced overview of traffic situations, the status of driver assistance systems and possible courses of action they offer.
BMW 5 Series price in South Africa (January 2021)
The prices below include CO2 emissions tax, as well as a 2-year/unlimited km warranty and a 5-year/100 000 km maintenance plan.
Honda recently welcomed its keenly-priced WR-V to the South African market and while the newcomer joins a hugely popular – but hotly contested – compact family car segment, the Japanese firm looks to further capitalise on the small-crossover craze. Gero Lilleike recently put the WR-V through a gruelling test to bring you this review…
We Like: Practical city runner, build quality, composure at highway speed, rear legroom
We Don’t Like: Sluggish acceleration, less-than-ideal ground clearance, no automatic version
Only 2 derivatives are available locally – an entry-level 1.2 Comfort and the range-topping 1.2 Elegance – the latter of which is on test here. We’d say the WR-V is fairly attractive, if you like lots of "brightwork", as the Honda features a bold chrome-look bar up front along with LED headlights and -daytime running lights. The WR-V is also recognisable by its distinctive C-shaped taillights and rides on 16-inch alloy wheels.
For this test, we took the WR-V on a 1 500-km fishing adventure to the Orange River, which (for those of you who don't know) forms a natural border between South Africa and Namibia. This extensive test would not only reveal the WR-V’s strengths, but also its weaknesses…
How it performs in terms of…
Performance and economy
Without turbocharging technology, the WR-V's performance might be problematic for some buyers, particularly at altitude.
Most would consider the WR-V a near-ideal small crossover for a life in the city, but how would it fare on a longer out-of-town journey? We were keen to find out and with fishing rods and supplies on board, we set course for the border town of Vioolsdrift, which skirts the mighty Orange.
The WR-V's naturally-aspirated 1.2-litre petrol engine delivers workmanlike performance. With middling outputs of 66 kW and 110 Nm, it lacks the urgency that many of its turbocharged rivals provide and it's offered exclusively with a 5-speed manual gearbox, which drives the front wheels.
Within the proverbial urban sprawl, the Honda motor's performance is acceptable, but overtaking acceleration is less than inspiring. However, once the WR-V gets up to speed, it cruises along quite effortlessly; we were particularly pleased with how composed the WR-V felt at highway speeds.
The steering wheel, although palpably easy to twirl, has a positive feel to it and while engine noise is generally well suppressed in the cabin, we did notice a fair amount of wind noise (ostensibly generated around the Honda's side mirrors), which was a minor annoyance.
Considering the WR-V's peak power is developed at a heady 6 000 rpm, you really have to wring the 1.2-litre motor’s neck to get the most out of it. Overtaking manoeuvres, therefore, require careful planning. The WR-V also loses puff on long uphill sections of highway… as a consequence, you will have to work the stubby manual gear lever (which is perhaps the smallest gear lever on the market) often to keep the 4-pot on the boil. We expect buyers will feel the WR-V’s performance drop off at altitude (Gauteng), particularly when the vehicle is loaded with luggage and passengers.
Our test pushed the WR-V well beyond its comfort zone and we discovered that it's more of a city slicker than an outdoor conquerer.
To be fair, we drove the WR-V on terrain best suited to high-riding SUVs and although the WR-V coped reasonably well in the harsh conditions, it's happiest when traversing various grades of tarred roads. The 173 mm of ground clearance is adequate to deal with odd gravel routes with a fair degree of composure, but the Ford EcoSport, for example, has 206 mm of ground clearance, which is far more useful on more rigorous terrain.
In terms of fuel efficiency, Honda claims a combined consumption figure of 6.4 L/100 km and during our test, the trip computer returned an average of 7.9 L/100 km. With a 40-litre fuel tank, the WR-V has an optimal range of just over 500 km.
Interior execution and practicality
Simple but well-equipped, what more do you want? General build quality is good too.
In terms of interior appointments, the WR-V’s cabin offers just about every feature you can reasonably expect to get at this price point. There’s a good balance between hard and soft-touch surfaces and perceived build quality is admirable. The seats are upholstered in cloth and this top-spec 1.2 Elegance derivative gains a leather-wrapped multifunction steering wheel, as well as a pleasing leather finish on the gearknob.
The interior’s design is clean and uncluttered with a neat 7-inch touchscreen providing Android Auto, Apple Carplay and Bluetooth functionality. A reverse-view camera is a useful addition, as are rear parking sensors. Other nice-to-have features include cruise control, keyless entry, push-button start, electric windows and automatic air conditioning; the latter's touch-panel controls afford the lower fascia a luxurious feel.
Rear legroom is a highlight in the WR-V as is the loading flexibility afforded by Honda's 'Magic Seat' system.
As far as practicality is concerned, the WR-V retains Honda’s "Magic Seat" system, which is designed to accommodate tall and long objects by simply folding the rear seatback into the desired position. The load bay has a 363-litre capacity and offers up to 881 litres of utility space with the 60:40 rear seats folded down, which is slightly bigger than in the Ford EcoSport, but not quite as spacious as the Renault Captur.
For added convenience, front occupants are availed with cupholders, while the door mouldings feature small bottle holders. A small central bin can also be used to store valuable items, such as smartphones and wallets, out of sight.
It’s worth mentioning that we were particularly impressed by the generous amount of legroom afforded to rear passengers – most adults should be able to get comfortable on the back bench.
In terms of safety, the WR-V has 6 airbags, ABS with EBD, as well as brake assist, but electronic stability control is unfortunately not included.
Pricing and warranty
The Honda WR-V 1.2 Elegance costs R319 900, which includes a 5-year/200 000 km warranty and a 4-year/60 000 km service plan.
The WR-V will appeal to some but not to all, but as a city runabout, it ticks many boxes and is worth a closer look in this segment.
The WR-V is a practical and likeable compact family car and in 1.2 Elegance guise, in particular, it's well equipped with enough features to satisfy most buyers in this segment. The WR-V's performance is sluggish compared with punchier turbocharged offerings in this segment, although the Honda's simpler naturally aspirated motor and manual 'box combination undoubtedly contributes to the keen asking price. Still, we suspect that many potential buyers, especially those living at the Reef, will find the WR-V’s performance only adequate, especially when it's fully loaded.
If like me, you are an adventurous type who enjoys travelling off the beaten track now and again, the WR-V is limited by its nominal crossover-like ground clearance. Moreover, Honda doesn't offer an automatic/CVT option, which limits the model's appeal in the broader market.
That's where the bad news ends. For those unconcerned with outright acceleration and gravel travel, the WR-V offers much as a city runabout, especially when you consider that it’s notably cheaper than the Ford Ecosport 1.0T Trend (R339 300) and the Renault Captur (R331 900).
The WR-V is also backed by a comprehensive 5-year/200 000 km warranty for added peace of mind and we would imagine that the WR-V would be as bulletproof (mechanically speaking) as its Jazz sibling, which bodes well for long-term ownership. Other options to consider include the Opel Crossland X 1.2 Enjoy (R321 000), Hyundai Venue 1.0T Fluid (R330 900) or the pricier Volkswagen T-Cross (R345 700).
In a somewhat unexpected development, Hyundai Automotive SA is planning to launch the brand’s flagship SUV in South Africa next year. The 7/8-seater Palisade, which was previously only made in LHD guise, will slot in above the redesigned Santa Fe and effectively compete with the Audi Q7, BMW X5, Mercedes GLE and other premium SUVs.
It’s reported that the right-hand-drive version of the Palisade was developed primarily for Australia and although Hyundai's South African subsidiary says the luxury SUV (which is built at the Ulsan plant in South Korea) will only be sold in small numbers, it’s confirmed to arrive in Mzansi in 2021.
The Palisade is an eye-catching "big-rig" luxury SUV that's clearly designed to appeal to the North American market.
Whereas Hyundai focused its SUV new-model introductions at the more affordable end of the market in the past year (such as the Venue and all-new Creta compact family cars), the Korean firm has big plans for its medium to large SUVs in 2021. Apart from the futuristically styled Tucson family car and the N3-platform Santa Fe, the Palisade will see Hyundai Automotive SA enter a segment that it hasn’t contested before.
The Palisade is the cousin to the 2020 World Car of the Year winning Kia Telluride and although it looks like a rival to the Toyota Land Cruiser Prado and yes, does offer an HTRAC Advanced AWD system replete with Multi-Terrain Control (albeit exclusively on turbodiesel derivatives), it’s not a body-on-chassis off-roader designed for hardcore bundu-bashing, but a spacious, comfort-oriented and liberally specified large unibody family car – although its bold, squared-off styling, replete with a large grille and LED lighting elements, will certainly attract a lot of showroom traffic.
The Palisade looks like a purpose-built off-roader, but its more of a full-sized luxury family car.
In Australia, the Palisade is offered with a choice of a 217 kW/355 Nm 3.8-litre V6 GDi petrol engine with front-wheel drive, or a 147 kW/440Nm 2.2-litre 4-cylinder CRDi turbodiesel engine with all-wheel drive, both in combination with an 8-speed automatic transmission.
At this stage, it’s not confirmed which versions of the new model Hyundai will offer in South Africa, although if we use the current line-up of the Santa Fe range as a yardstick, it is likely diesel- will be favoured over petrol derivatives in the local market.
Wired for many devices
In terms of practicality, the default seating configuration for the newcomer is 8 (2 in front, 3 in the middle and 3 at the back), although the highest spec versions feature a 7 seater layout, with the 2nd row comprising of a pair of individual chairs that are both heated and ventilated. As standard, there are 2 roof-mounted vents for the 2nd and 3rd occupants and up to 16 cup- or bottle holders positioned around the cabin.
This cutaway image shows the spacious Palisade in its standard 8-seater configuration.
Hyundai claims 1 120/1 077/798 mm of legroom for front-, 2nd- and 3rd-row occupants; the back row splits 60:40, can recline by 10 degrees and, apart from a boarding step and 220 mm of foot clearance to aid entry/egress, walk-in switches are availed to control the middle row’s slide function.
The Palisade’s luggage capacity with all 3 rows in place is snug (311 litres), but expands to 704 litres when the 3rd row is stowed. The 2nd-row seatbacks can be folded flat by pressing electric release buttons in the load bay and, in top-spec versions, the tailgate is electrically operated.
There is no shortage of leather trim, wood-look inserts and satin chrome finishes in the Palisade's cabin.
Up front, a wireless charging pad is available, but there are plenty of other avenues to charge electronic devices… The Palisade’s cabin includes no fewer than 7 USB ports and, should you require even greater charging capability, Hyundai avails a quartet of 12V electric from the front to the rear.
Luxuriously appointed
To ensure that the Palisade’s cockpit looks and feels suitably upmarket, Hyundai has applied swathes of plush leather, wood-look inserts (also on the door lining) and satin chrome trim. The sweeping dashboard features a 7-inch TFT colour supervision cluster in the instrument binnacle, which is flanked by a fascia-mounted 10.25-inch infotainment touchscreen (with Apple CarPlay and Android Auto compatibility), while the elevated bridge-style centre console comes equipped with a climate control panel, a shift-by-wire transmission selector and a drive mode rotary controller.
The 2nd-row occupants are availed their own climate control console, plus seat heating and ventilation on top-spec versions.
In the Australian market, even the standard Palisdae derivatives feature a 10-way power-adjustable driver’s seat (including lumbar support), 3-zone climate control and a 12-speaker Infinity premium audio system, as well as keyless entry with push-button start and an electric parking brake.
The top-spec versions additionally feature Nappa leather, a suede headliner, a wireless charging pad, 12-way power-adjustable driver’s seat (with memory) and an 8-way power-adjustable passenger seat. The front seats offer both heating and ventilation, with the comfort of a heated steering wheel. Second-row seats also offer heating, with added ventilation on 7-seater derivatives.
A dual-panel sunroof with tilt function (for the front pane) is offered on top-of-the-range Palisade derivatives.
Other luxury accoutrements on flagship derivatives include 20-inch alloy wheels, a dual-panel sunroof (with tilt function for the front pane, combined with a rear sunblind), a head-up display, an electrically-powered hands-free tailgate, as well as blind-spot view- and surround-view monitors.
Extra family-friendly features
To enhance the Palisade's merits as a full-sized luxury family vehicle, Hyundai has fitted a quartet of features that help adults manage young occupants either while the vehicle's in transit or shortly after it has arrived at a destination…
A Driver Talk feature uses a high-definition microphone and the audio system to allow the driver to speak to 2nd- and 3rd-row occupants (through the speakers mounted in the C-pillars) without raising their voice.
A pair of contoured chairs are fitted in the 2nd row of the 7-seater Palisade.
Quiet Mode, in turn, mutes the speakers in the rear and sets the front speakers’ volume low to allow rear occupants a quieter environment to talk to one another – or to get some sleep on long-haul journeys.
Rear Occupant Alert utilises an ultrasonic sensor in the headlining to detect movement in the cabin to prevent the unintentional leaving-behind or locking-in of children or pets in Palisade.
And lastly, top-spec versions feature Safe Exit Assist (SEA). To reduce the likelihood of occupants exiting Palisade when the surroundings make it unsafe to do so, SEA works in conjunction with the radar sensors on either side of the rear bumper to detect vehicles approaching from the rear.
If a door is opened while an approaching vehicle is detected, the SEA system will issue an audible alert and display a message in the instrument cluster to warn the exiting occupant(s) to “watch for traffic”.
The rearmost seats offer better-than-usual accommodation for aft occupants, including a recline function.
A plethora of safety features
In addition to 6 airbags, including side-curtain airbag protection for all 3 rows, as well as the usual array of braking- and stability system-related safety features, the Palisade comes equipped with, inter alia, High Beam Assist, Smart Cruise Control (adaptive) with Stop & Go, Forward Collision-Avoidance Assist, Driver Attention Warning (with Leading Vehicle Departure Alert), Blind-Spot Collision Avoidance-Assist, Lane Keeping- and Lane Following Assist, as well as Rear Cross-Traffic Collision-Avoidance Assist.
Top-spec versions additionally incorporate a blind-spot review monitor and a surround-view monitor.
The Palisade comes equipped with a raft of active safety technologies that befit a benchmark premium SUV offering.
Eight-seat derivatives feature 5 top-tether child-seat anchors (4 tether points in 7-seat versions), as well as a pair of ISOfix mounting points in the 2nd row, with an additional mounting point in the 3rd row.
And to conclude, the HTRAC all-wheel-drive system (on diesel derivatives) features an electronic, variable-torque-split clutch with active torque control between the axles. Hyundai says AWD versions have approach, departure and break-over angles of 18.5-, 21.2- and 16.3 degrees.
The luggage capacity is marginal with all 7 or 8 seats in place, but there's enough space for a pair of golf bags.
As in other Hyundai top-end models, the Palisade’s Drive Mode system allows users to select a powertrain configuration that best suits their driving style (Comfort, Eco, Sport and Smart). In AWD derivatives, a Multi-Terrain Mode system offers Snow, Sand and Mud traction control calibrations.
And lastly, the Palisade has a 2 200 kg braked-trailer tow rating, aided by the Trailer Stability Assist system and Trailer connecting guidelines on the rear-camera image assist the driver with trailer hitching.
We will bring you specific details of the Palisade's local line-up, specifications and pricing as soon as they become available.
Italian hypercar maker Lamborghini has created a once-off insane model, built for a specific customer. Check this wild creation out!
Open-top track cars are very fashionable these days, both Aston Martin and McLaren have models about to start production. Lamborghini, being the crazy and out-there brand it is, has created the SC20, a one-off project that was engineered by its motorsport division. A wealthy customer approached Lamborghini to create the bespoke model and was involved in the project right from the first drawings.
"Two years after the SC18 Alston, the SC20 was a new, intriguing challenge. The chief sources of inspiration were the Diablo VT Roadster, Aventador J, Veneno Roadster and Concept S, and the result is a dramatic combination of creativity and racing attitude," commented Mitja Borkert, Head of Design Lamborghini Centro Stile.
The attention to detail is staggering. The entire carbon fiber body was polished and slicked down by hand by the Lamborghini aerodynamic engineers to deliver optimal airflow for both performance and the cockpit's occupants. This ensures comfortable open-air driving even at high speeds. There's also a large carbon fiber wing that can be set in three different positions: Low, Medium and High Load.
Powering the sensational Lamborghini SC20 is the 6.5-litre naturally-aspirated V12 motor which produces 566 kW and 720 Nm. Power goes to all 4 wheels via a 7-speed ISR transmission. Performance figures were not given, but we reckon its good for a sub-4 second run to 100 kph. The vehicle rides on 20-inch wheels at the front, while 21-inch wheels are at the rear. Both are wrapped in special Pirelli PZero Corsa tyres.
Hyundai is reportedly developing a new turbocharged engine that will power future N models.
Hyundai’s N division has grown in leaps and bounds since the brands first N model, the i30 N, was revealed back in 2017. The good news is that there’s lots more to look forward to from Hyundai’s N performance division in the future.
In a report by Korean Car Blog, it’s been reported that Hyundai is developing a new 2.3-litre turbocharged engine derived from the brand’s experience in the World Rally Championship (WRC) and it’s expected to redline at an impressive 7 000 rpm. Power outputs have yet to be revealed but if we had to hazard a guess, outputs of over 250 kW and at least 450 Nm on tap.
This new engine will provide Hyundai’s N division with greater competitiveness to take on long-established performance brands such as Mercedes-AMG, BMW M and Audi RS.
We will keep you updated as soon as more details regarding this new powerplant become available.
America is winning the arms race (again)… Texas-based tuning company Hennessey has unveiled its first bespoke hypercar, which is powered by a twin-turbo 6.6-litre V8 that produces 1 355 kW and 1 617 Nm. Suffice to say the Venom F5’s extreme performance figures, including a 500-kph top speed, simply beggar belief.
Developed to smash the world’s top-speed record for road cars (courtesy of a claimed Vmax of in excess of 500 kph), the carbon-fibre-bodied Venom (its monocoque weighs just 86 kg) is based on a new in-house-designed platform and doesn’t rely on hybridisation or active area for its astounding speed – instead, it utilises a stonking engine, a dry weight of 1 360 kg and a very slippery shape.
Named after the highest rating on the Fujita hurricane-strength scale, the Venom F5 is simply rear-wheel-driven. Its 6.6-litre V8 (named Fury, replete with a cast-iron block, aluminium heads, forged con rods and pistons, plus billet-steel crank- and camshafts) is mounted on a tubular aluminium subframe and mated with a 7-speed single-clutch automated transmission and a limited-slip differential.
Boost comes courtesy of 2 ball-bearing turbochargers with 3D-printed printed titanium compressor housings and 76-mm billet aluminium compressor wheels that can deliver up to 1.58 bar of boost. Peak power (1 355 kW) is developed at 8 000 rpm, while Hennessey says maximum torque is 1 717 Nm, of which at least 1 356 Nm is available from 2 000 rpm to 8 000rpm.
Surprisingly, the 90-degree cross-plane-crank V8 engine, which weighs just 280 kg, wasn’t custom-made – it’s based on a GM motor. The firm’s chief executive John Hennessey says the pushrod engine’s was favoured due to its more compact dimensions and lower centre of gravity, as well as his company’s expertise in tuning it. Hennessey Performance Engineering, which will celebrate its 30th anniversary next year, already offers a twin-turbo 895-kW upgrade for the C8 Corvette in the US.
But just how fast is the Venom F5 claimed to be? Well, in its bid to become the fastest road-legal car in the world, the newcomer is said to accelerate from standstill to 100 kph in 2.6 sec, from zero to 200 kph in 4.7 sec and from 0 to 300 kph in 8.4 sec. Stopping power is provided by a carbon-ceramic braking system with 390 mm discs all round, clamped by bespoke 6-piston calipers at the front.
Aesthetically speaking, the Venom T5 is the most elegant hypercar since Gordon Murray’s recent T.50; its slippery exterior design, which incorporates the obligatory butterfly doors is purposely unfussy, with an elaborate front splitter, triangular side air intakes, louvred rear screen/engine cover and a matt black diffuser below the quartet of integrated exhaust outlets. There’s no pop-up wing!
Furthermore, the American firm has shod the hypercar with forged aluminium alloys to lower its unsprung mass – 19 inch at the front and 20-inch at the rear – wrapped in Pilot Cup Sport 2 tyres.
Despite its enormous performance, the F5 Venom has been designed to stay drivable at lesser speeds and to cope with roads and tracks as well as it does v-max runs. The double-wishbone suspension uses passive Penske dampers, but these can be adjusted for bump and rebound, and the car also offers 5 selectable driving modes, including Drag for acceleration and F5 for top-speed runs.
The hypercar’s cabin, meanwhile, was inspired by the cockpit of a fighter jet. It features swathes of carbon fibre (including the centre console and steering column) combined with leather trim on the dashboard, door linings and the body-hugging embroidered bucket seats. A touchscreen infotainment system is fitted, along with a U-shaped steering wheel and a 7-inch digital instrument panel.
Production will be limited to 24 cars and Hennessey says it has taken deposits for half of those units.
So, what’s next for the Venom F5? Hennessey will complete top-speed testing in the first half of 2021 at the NASA shuttle landing facility in Florida. More top-speed runs will follow a development programme at Hennessey’s own testing facility and the Circuit of The Americas – with legendary racing driver and vehicle dynamics expert John Heinricy (who is the chief engineer on the project) conducting the bulk of hands-on testing.
All-new Porsche Cayenne GTS Coupe Review – Best in class?
Porsche has been building the Cayenne for 15 years now and it's clear to see the Stuttgart-based outfit has become particularly adept at building fast, desirable SUVs. Ciro De Siena gets behind the wheel of the new Cayenne Coupe GTS.
The performance SUV segment has grown rapidly over the years. The huge space on offer and tremendous performance is exactly what motorists desire.
For our video journalist Ciro De Siena however, this is exactly the sort of car that doesn't appeal to him at all. In his opinion, SUVs should be large, comfortable, and not particularly shouty. But it is hard to deny that the breadth of the Cayenne GTS Coupe's ability is, well, breathtaking. It seems to have all the right ingredients for the perfect sports-SUV recipe.
In this video we take the newcomer out to some of the best roads the Western Cape has to offer, to try and figure out if this car really is the best in class.
New law will allow owners to service their new car anywhere
The Competition Commission has ruled motorists will be able to service their vehicles at a service centre of their choice, ending the monopoly of OEM dealerships controlling the servicing industries.
According to a report in TimesLive, written by #CarsAwards judge and consumer champion Wendy Knowler, the new regulations come into effect from the 1st of July 2021.
What does this mean? Up until the 1st of July 2021, owners of new vehicles had to service their vehicles at dealerships. An attempt to get the vehicle serviced at an independent outlet would result in the vehicle's warranty being voided. An organisation called Right2Repair has taken on the motoring industry and the organisation represents around 2 500 independent workshops, parts manufacturers, and aftermarket distributors. The goal was to ensure fair competition in the supply chain and give the consumer freedom of choice, as well as levelling the playing field between manufacturers, parts suppliers and workshops, including the manufacturer-approved workshops.
As it stands, owners of new cars have no alternative when it comes to vehicle servicing and Knowler says South Africa is the only car market where customers are 'locked into using a manufacturer's service centres via embedded motor and service plans.' The Competition Commission's ruling means customers can take their brand new vehicle to any service centre for its first service, without fear of a compromised warranty. There's also the impact of service plans and motor plans being removed out of a car's list price. These plans will continue to be sold, but as optional extras. Customers will be able to decide if they want to service the vehicle at the dealership they purchased the vehicle from, or go to an independent service centre.
Right2Repair Competition Commission ruling
The full ruling can be found here, but here's a quick summary.
OEMs must recognise and not obstruct a consumer’s choice to seek service, maintenance, and mechanical repair work for their motor vehicles at a service provider of their choice, regardless of whether that service provider is an approved dealer or independent operator;
Maintenance plans and service plans will be separated at the point of sale from the purchase price of the vehicle, allowing consumers to exercise choice regarding whether to purchase the maintenance plan or service plan. This is intended to make and will make servicing a more affordable option for South Africans, while allowing for more players to provide car maintenance products for consumers whose motor vehicles are in-warranty;
OEMs must adopt measures to promote and/or support the entry of new motor-body repairers, with a preference for firms owned by historically disadvantaged operators;
Consumers can fit original or non-original spare parts, at a service provider of their choice, whether that be an approved dealer, approved motor-body repairer, or an independent one, during the in-warranty period, without voiding their warranty. The quality of these will be carefully dealt with in line with consumer protection laws as well as existing warranties;
OEMs must make available to independent service providers the OEM-technical information relating to its cars, including security-related information that permits access to cars' security systems, including coding and programming, software, and safety systems. Such access must be subject to OEMs' intellectual property and data privacy rights and the independent operators meeting their accreditation requirements; and
OEMs and/or approved dealers are required to provide training to access to training to employees of independent repairers who request training, at a reasonable cost that may not exceed that imposed on employees of approved dealers.
The OEMs are not happy with the ruling, citing concerns over the quality of workmanship and whether genuine parts would be used.
The German automotive conglomerate has been under pressure to rationalise its business structure and with Lamborghini swapping CEOs, there was a feeling of instability.
Having acquired the Italian supercar brand in the late 1990s, in a deal that placed it under the direct responsibility of Audi, the expense of Lamborghini’s expanding vehicle portfolio has become telling.
Although there was some convergence between Audi and Lamborghini in terms of engine sharing and platforms, that has diluted over the last few years.
Audi no longer broadly uses the Lamborghini V10 engine architecture, as it once did in many of its S- and RS performance models. With the R8 production having trickled to very low volumes, the synergy between Lamborghini and Audi vehicle platforms has also reduced to nearly nothing at all.
Despite the original business case for owning Lamborghini no longer having the same appeal it had a decade ago, VW is not relinquishing its control of the brand.
At a recent supervisory board meeting, VW confirmed that it will retain Lamborghini and Bentley. The British luxury vehicle brand will come under the direct control of Audi, with VW hoping that its Ingolstadt division can turnaround Bentley’s fortunes, soon.
The aim is for a 5% reduction by 2023, whilst material costs must reduce by 7%. Those numbers could mean a lot more Audi switchgear and bits in Bentleys, as VW attempts to reduce the drag on its supply chain spend, by the company’s low-volume business units.
