A limited-edition Carroll Shelby Signature Series is now on offer in South Africa and only 3 are available!
For those wanting the ultimate muscle car in South Africa, this may be it. Shelby South Africa has announced that 3 Carroll Shelby Signature cars will be offered locally. Only 50 units are available worldwide with the majority of the allocation reserved for the North American market.
Each car will be entered into the official Shelby Registry, ensuring authenticity, and the conversions will be done at Shelby SA’s official Mod Shop in the Western Cape.
The Carroll Shelby Signature Series has been developed over 2 years and each car features a new aluminium fender that widens the body to accommodate the one-piece forged monoblock wheels and MagneRide suspension. A new Brembo braking system with 6 piston calipers up front and 4 at the rear ensure notable stopping power and additional cooling channels for the brakes were also exclusively developed by Shelby.
Perhaps the most tantalising development has taken place under the bonnet where the 5.0-litre V8 engine gains an Edelbrock supercharger which takes total power output to 597 kW! The sound of the powerful V8 is personified with the fitment of a Borla exhaust system with 4 custom exhaust tips.
Other eye-catching bits include a metallic ram air hood, spoiler, diffuser and a new tail panel between the rear lights.
On the inside, Shelby branding is on the door mats and door sills as well on the Shelby guages. Elsewhere, Shelby branding is also seen on the radiator cap, coolant tank and oil cap. Customers can also remove the rear seat and replace it with a harness bar, if you so wish.
How much does the Carroll Shelby Signature Series cost you ask? Well, you will have to fork out R2 708 000 to have one, but you better move fast because there are only 3…
At the recent Jimny 50th celebrations held in December 2020, Suzuki South Africa surprised many by revealing the first Brezza on SA soil. Confirmed for an early 2021 introduction, the Brezza sits just below the Vitara. Here's what you need to know about the compact SUV.
With the high level of specification, modern powertrain and subsequent pricing jump, the Suzuki Vitara has moved into a premium space. There's now a substantial gap between the Ignis and the Vitara as the top-spec Ignis retails for R240 900, while R310 900 will get you behind the wheel of an entry-level Vitara. Suzuki South Africa reckons this hole can be plugged by the Brezza.
It's an Indian-built vehicle assembled by Maruti and will be coming to market powered by a 1.5-litre K-Series naturally-aspirated motor with 77 kW and 138 Nm. We expect it to be light on fuel, much like the rest of Suzuki's offerings.
The vehicle is front-wheel driven and while transmission details were not confirmed, a manual gearbox and an automatic transmission is available for the Indian market. We suspect Suzuki SA will bring both. Physically, the vehicle is a touch smaller than the Vitara, but a quick walkaround and glance inside the cabin highlighted similarities to the base-spec Vitara. There was the new touchscreen infotainment system, for instance and rear legroom looked adequate.
After the recent Toyota Hilux launch, the Japanese brand has given some other models its updated 150 kW 2.8 GD-6. The first of these is the Toyota Land Cruiser Prado and here's how much you can expect to pay.
There are two engines for the South African market. The updated 2.8-litre turbocharged diesel 4-cylinder now produces 150 kW and 500 Nm, and is the same unit found in the updated Hilux. The Toyota Land Cruiser Prado features a 6-speed automatic transmission. The updated motor features a bigger, heavy-duty turbo as well as upgrades to the cooling, combustion chamber and intake manifold, all of which serve to improve performance and economy while retaining that Toyota reliability. Fuel economy is claimed at 7.9 L/100km.
The iconic 4.0-litre petrol V6 is carried over, and in this application, generates 202 kW and 381 Nm. It too features a 6-speed automatic transmission and it's said to consume 11.3 L/100 km. Both engine derivatives have 87-litre main fuel tanks and 63-litre secondary tanks.
The Prado is an exceptionally capable offroad vehicle, with a ground clearance of 215 mm and approach/departure angles of 31 and 25 degrees respectively. The towing capability has been improved to 3-tonnes, which is in line with the same updates that occurred on Hilux and Fortuner earlier this year.
There are 3 levels of trim offered in the Toyota Land Cruiser Prado range; TX, VX and VX-L. There are also 10 colours to choose from, plus it appears Android Auto/Apple CarPlay has made its way into the Prado. The spec upgrades for the VX-L model, which sits at the top-of-the-range makes use of paddle shifters and driving mode buttons.
It looks good, but how do the GWM P Series double cab's numbers add up, compared with Hilux or Ranger?
Has South Africa’s Huawei bakkie moment arrived? Ten years ago, a Chinese double-cab bakkie was a disposable item – fleet managers or private buyers made a cost-to-depreciation calculation and if the vehicle was affordable enough, they bought one… then, after a few years had passed, they dispassionately discarded the strictly utilitarian LCV from the Far East the moment it presented with bothersome mechanical issues.
In light of the bakkie's low price, marginal comfort and an iffy driving experience didn't matter. The double-cab bakkie market has evolved, however, as has most customers' expectations. Emerging bakkie brands have either adapted and survived, like Mahindra (Scorpio), or failed, like Tata.
Toyota, Ford and Isuzu have not had to take note of any Indian or Chinese rival. Yet. But GWM’s P Series could change all of that.
The engine numbers look promising as do the dimensions of the new P Series.
When the P Series was revealed in September 2019, it featured an impressive design and a host of modern features. But the engine configuration was deeply problematic – the first version was powered by a 2.0-litre turbocharged petrol motor, boosting 140 kW and 360 Nm.
In the Chinese domestic market, small capacity turbopetrol engines dominate. But in all traditional bakkie markets, such as South Africa, they aren't popular, with turbodiesels being in much greater demand.
Logic has prevailed with GMW’s local product planning. The P-Series bakkies destined for Mzansi are powered by a 2.0-litre turbodiesel engine. It has less power than the Chinese brand’s similarly configured petrol engine (only 120 kW), but more torque, peaking at 400 Nm.
Compared to the smaller-engined Toyota Hilux, Ford Ranger and Isuzu D-Max bakkies, those outputs are quite competitive. In the price bandwidth that GWM is positioning its P-Series double-cab, none of its rivals offers comparable power.
Ford Motor Company of South Africa has retained the 2.2-litre engine specification in its updated Ranger, in which it produces 118 kW and 385 Nm in those Rangers that are priced in line with GWM’s P Series.
Toyota’s 2.4-litre Hilux makes 110 kW and 400 Nm, while the 2.5-litre D-Max is way down on torque compared to the GMW P Series, with the Japanese bakkie only boosting to 110 kW and 320 Nm.
Judged purely on its engine merit, P Series lacks for nothing compared with its rivals.
Digitally relevant cabin design
The P-Series cabin has good storage space and a modern infotainment system.
China supplies most of the world’s touchscreens and digital componentry, allowing GWM access to a valuable supply chain.
Without having to consider its customers' legacy ergonomic preferences, which is something that shapes the interior design of Hilux and Ranger (for example), GWM’s interior architects could dare to be bold. The result is a bakkie cabin that is modern and comprehensively digitised.
The premium derivatives feature a 7-inch virtual instrumentation cluster and a 9-inch touchscreen anchors the bakkie’s infotainment offering.
GWM also realises that Smartphone battery status is important to all drivers and provides inductive charging. This prevents the annoyance and untidiness of having USB charging cables permanently draped from the output port to the centre-console storage area.
A better gearbox than Hilux or D-Max
The 8-speed gearbox built by ZF is one of the best gearboxes and most widely used on the planet.
As double-cab bakkies have transitioned into the role of being family vehicles, the demand for better automatic gearbox options has increased.
When Volkswagen launched the Amarok a decade ago, it enjoyed an enormous advantage over all other bakkies, thanks to the ZF 8-speed automatic transmission. Generally regarded as perhaps the most influential self-shifting 'box ever designed, the abundance of gears and intelligent shifting software has enabled users of ZF’s 8-speed design to meticulously calibrate it for specific vehicle applications.
GWM has not wasted time or resources seeking an alternative. The P Series uses ZF’s 8-speed auto and it is only bested in the local market by Ford’s 10-speed transmission. But there’s an exclusion to that comparison…
At the prices GWM is charging for its P-Series double cabs, you can only buy an equivalent Ranger with a 6-speed automatic transmission. Toyota similarly offers only a 6-speed auto on its Hilux and Isuzu comes off worse in any drivetrain comparison with its ageing 5-speed gearbox.
South African bakkie owners are tough on gearboxes: towing heavy loads, navigating steep off-road terrain and requiring rapid kickdown shifts for overtaking purposes. With GWM having sourced the best German-designed gearbox, it promises to deliver a very smooth driving experience.
A tailgate that might be too clever – for its own good
The tailgate seems like a smart idea, but without anywhere to grab on might not be that smart after all.
Considering the increasingly diverse profile of double-cab bakkie customers, designers have been forced to make tailgates more user-friendly. The days of farmers and construction crews being the only ones to lift a tailgate are over.
Volkswagen and Ford have both integrated torsion bars in their Amarok and Ranger's tailgates, allowing even the slightest user to easily close the load box. Lighter steel stampings have also reduced weight, which has undoubtedly helped in this regard.
GWM has done well to create an adequately shaped load box, which is incidentally the same size as that of the Hilux. But one feature, with good intentions, could perhaps be lost on South African bakkie users – and trigger frustration.
The P Series has a deployable tailgate step. In theory, this is to allow easier step-up access to the bakkie’s load box. An uncomfortable truth is that if you struggle to get onto the back of a bakkie, perhaps you shouldn’t really be using an assistance step.
The traditional South African method of stepping on a tyre, and climbing over the load box’s side, while grabbing hold of a roll bar for balance, is proven. It is also perhaps safer than stepping on a small strut rectangle, without any bracing surfaces or rails for your hands to grip.
Whether that tailgate step linkage will remain rattle-free after 50 000 km of corrugated Karoo roads, well, remains to be seen.
It should be good as an all-terrain vehicle
Decent approach and departure angles but the lack of a rear diff may put hardcore off-road users off.
The truth is that most double-cab bakkies never engage a rear differential lock or shift their transfer case into low-range. But for those who fancy the idea of a generously equipped double-cab 4×4, the GMW P Series has some decent all-terrain geometry and traction features.
With 232 mm of ground clearance, the P Series might not rival a Hilux’s 279 mm of obstacle clearance, but it is close to a Ranger’s 237 mm and better than D-Max’s 225 mm.
The Chinese bakkie has fairly good approach-angle geometry too, at 27 degrees. Isuzu’s D-Max is best, at 30 degrees, trailed by the Hilux at 29- and Ranger at 25.5 degrees.
With 400 Nm, low-range, a rear differential lock and that ZF 8-speed gearbox, there is no reason to believe the P Series double-cab will be less than adept at conquering local terrain.
The P Series' pricing is inarguably competitive. You can have an LS 4×4 double-cab for R479 900, while the premium version sells for R544 900, tallying discounts of more than 10% compared to its American and Japanese rivals.
Volkswagen Golf R (2021) International Launch Review
The most potent Golf to wear an R badge is a deliciously powerful, yet well-balanced, driver's car. International correspondent Greg Kable drove the next iteration of one of SA's most-loved hot hatches in wintery conditions.
What is it?
We’re living in a period of "peak mega-hatch". Truly, never before has there been such a wide choice of high-powered, performance-orientated hatchbacks from so many different manufacturers. Even the otherwise unassuming Toyota Yaris is getting in on the act with the limited-edition GR.
But while buyers are spoilt for choice, the task of creating an outstanding mega-hatch that truly stands out has become an increasingly difficult task – not least in the premium ranks, where Audi, BMW and, of course, Mercedes-AMG have chimed in with all-wheel-drive hot hatchbacks.
Volkswagen, however, has the most illustrious history, which started with the front-wheel-driven Golf GTi in 1976. Then, in 2002, the Wolfsburg-based brand added all-wheel drive to its hot-hatch mix with the 1st-generation Golf R32, creating an even more serious road machine.
Note the new R logo on the front grille.
Indeed, the car driven here is the 5th Golf to wear the (recently restyled) R badge. The R model used to be powered by 6 cylinders (VW switched to a turbocharged 4-pot in 2009), but 1 tradition that's continued in the flagship hatchback for all of 18 years is all-wheel drive. Plus, with the changes brought to the Haldex multi-plate clutch system for the new model, it is now more sophisticated and arguably more effective than ever before.
But first, the engine. The R uses the 4th-generation version of Volkswagen’s celebrated and long-serving EA888 unit. This is essentially the same unit brought to the new Golf GTI Clubsport, but with an added 14 kW and 20 Nm. Peak outputs of 235 kW and 420 Nm of torque, the latter of which is available from 2 100 to 5 350 rpm, make this the most powerful series-production Golf.
By comparison, the outgoing Golf R made 213 kW and 380 Nm (228 kW in its final year), so this is more than just a token increase in reserves, particularly torque. Drive, meanwhile, is sent through an updated version of Volkswagen’s in-house 7-speed dual-clutch gearbox (DSG), which uses an upgraded auxiliary oil cooler and new software mapping for faster shift times. There is no manual gearbox option in Europe – VW says there isn’t sufficient interest.
As before, there is an optional Akrapovic titanium exhaust system. The exotic tailpipe setup doesn’t liberate any more power from the 2.0-litre engine, but it does save 7 kg and gives the new model a stirring exhaust note in any one of its more sporting driving modes.
Underneath, there is a reworked MacPherson strut (front) and 4-link (rear) suspension. The R rides 20 mm lower than the regular Golf, and gets VW’s excellent DCC (Dynamic Chassis Control) with variable rate dampers and an additional 1.3 degrees of negative camber to the front wheels.
The standard wheels, unique in their design specific, are 18-inch in diameter, though our test unit wore optional 20-inch wheels with winter tyres.
The driving modes are selected in the same way as the Golf 7, the 8 R gets a unique drift mode.
Other changes? There’s a quicker variable-ratio steering rack attached to the same upgraded front subframe as the Golf GTI, and larger front brakes with 2-pot callipers. The brakes also use a new master cylinder and, despite being larger than before, are 600g lighter at each corner.
It’s the newcomer's all-wheel-drive system, though, that really deserves a closer look. Produced by BorgWarner, it has been re-engineered with the addition of a new centre differential that provides a faster and more rear-biased apportioning of drive. Among a host of other changes, there’s a new electronic rear differential that brings torque-vectoring qualities to the rear axle for the first time.
This setup is networked with a so-called Vehicle Dynamics Manager (VDM). It aims to provide the new model with a more balanced feel with less understeer and, thanks to a new driving mode, drift qualities like those found in cars such as the Mercedes-AMG A45.
There are 5 driving modes: Eco, Comfort, Sport, Race and Individual. But there’s also a so-called Nürburgring driving mode, which uses settings Volkswagen says were developed on the German circuit, where much of the Golf R’s chassis tuning took place.
Externally, the new Golf R is marked out from other Golf derivatives by a uniquely styled front bumper with a front splitter element and large lower cooling ducts. VW has also beefed up the sills underneath the doors, and there’s a prominent twin-plane spoiler atop the tailgate at the rear, plus a large 3-channel diffuser, which is bookended by 2 round tailpipes on either side of it.
What's it like to drive?
The new R features more power and torque and a new centre diff that makes it more rear-biased than before.
Step into the Golf R and you’re confronted by an interior that does its best to reflect the car’s sporting pretensions without deviating much from that of milder Golfs. There are standard-fit sports seats with integrated headrests, a suitably thick-rimmed sports steering wheel with larger shift paddles than those you’ll find in the Golf GTI, steel-capped pedals and a series of unique digital instrument displays among other bespoke touches.
The new seats, adorned with heavily sculptured squabs, are especially snug and quite supportive. They offer a good range of adjustment, allowing you to sit low, and there is plenty of adjustability to the steering column.
The dashboard is well built, although the shiny hard plastics on some sections does give it a slightly cheap look, despite the inclusion of more agreeable materials elsewhere. The pair of integral digital displays deliver sharp graphics at high resolution, although the central infotainment display in our test car was particularly slow to respond to inputs at times.
Which isn’t something you can say for the Golf R’s accelerative ability. With a 0-100 kph time of 4.7 sec, the newcomer doesn’t match the claimed 4.6 sec of its (7.5) predecessor, but it equals the official times quoted for the BMW M135i xDrive and Mercedes-AMG A35, and comfortably beats the 6.2 sec of the Golf GTI Clubsport.
What's more, the Golf R feels quicker than its quoted figures suggest. The manner in which it launches from a standing start is nothing short of spectacular. Load it up with revs with the launch-control and it explodes away in Race mode with determination. There’s momentary slip at the front wheels before the drive is properly apportioned, but from there the driveline is tremendously effective at transmitting the R’s reserves to the road.
Optional Akrapovic pipes are still available for the new model.
Low-end response from this EA888 unit also seems to have been improved. There is now a more natural, gradual build-up of turbocharger boost pressure below 2 000 rpm, after which the broad spread of torque makes this engine hugely tractable – just as before. Equally, the 2.0-litre turbopetrol motor now revs more freely as it approaches its 6 700 rpm cut-out. Best of all? You get this breadth whatever the driving mode…
The process of selecting the most responsive driving mode doesn't feel quite as laborious as it did in the Golf 7.5 version either. One press of the new R button on the left-hand spoke of the steering wheel instantly sets all the various functions – engine, steering, transmission, all-wheel-drive system and dampers – into their most aggressively tuned state, at which the new Golf R feels deliciously responsive and eager.
The added urgency brought by the reworked engine is supplemented by an improved action to the new Golf R’s DSG automatic transmission, which delivers smoother and faster shifts than the older unit used by its predecessor (most notably on downshifts).
Indeed, the new Golf R delivers a good deal of feel and involvement – more so than in any previous incarnation. It is always more intense and engaging than its front-wheel-drive Golf GTI sibling over any given road. However, while the variable-ratio steering system is very accurate, eager to self-centre and quite communicative, the lightness evident at lower speeds lingers, even when you’re pushing hard out on the open road.
As confidence-inspiring as the new car is, it would be even more memorable with some meaningful weight to the helm.
Fitted with the optional 20-inch wheels, the tyre profile looks tiny and unforgiving. 18s are also available.
That said, the result of the new chassis tweaks is an almost total absence of understeer, even on these winter tyres, for which the torque-vectoring system deserves some credit. There’s a very brief moment of push at the front-end under power into tighter corners, but the Golf R is truly throttle-adjustable and, with it, hugely enjoyable to hustle along.
The outstanding grip is backed up by tremendous body control. Late and aggressive turn-in brings just a brief pause before the VDM system nails the right level of damping force. The Golf R resists lean extremely well, remaining flat and eager as it scythes through corners, and it keeps pitching and diving well controlled. It is this overall composure that defines the new car and instils a more fluid – and agile – feel than any previous Golf R.
As for ride quality, while the going in the outgoing model could prove a little brittle over less-than-smooth roads, the new model delivers genuine compliance even in its most extreme settings. Certainly, this feels the most broadly usable Golf R that there has ever been.
Should I buy one?
The R doesn't look vastly different from the standard golf save for a few blue inserts and the sport seats.
Based on first impressions, the new R not only lives up to lofty expectations, it exceeds them.
Yes, it’s quick; perhaps not at the level of the Mercedes-AMG A45, but it certainly has the measure of its key rivals, the Audi S3, BMW M135i xDrive and Mercedes-AMG A35 4Matic.
However, the Golf R is also a terrifically well-balanced car – traction and exploitability are every bit as impressive as the tractability and superb manners of its reworked engine. For sheer performance and all-season appeal, it rises above the new Golf GTI – and comfortably so.
Admittedly, to properly gauge its handling in the dry, we’ll need more favourable weather conditions.
For now, what we can say is that the Golf R’s clever chassis technology brings a broader range of characteristics to the table than before. On the one hand, greater ride compliance and overall comfort, but on the other, appreciably more agility and body control in the more sporting settings.
Toyota has announced that it will preview a new mid-size battery-electric SUV in coming months.
The name of this forthcoming new battery-electric SUV from Toyota has yet to be made public but the Japanese automotive giant has divulged that it will be developed for Europe and that it will be built on the brand’s new e-TNGA platform.
Toyota says that the new e-TNGA platform is highly versatile and easily adaptable for a range of different product types. The platform architecture features key fixed elements but other elements can vary to allow for different vehicle length, width, height and wheelbase. The platform accommodates front, rear and all-wheel-drive layouts with various battery and electric motor requirements for a range of vehicle types which will afford Toyota the flexibility to produce individual models alongside each other while also reducing production time and cost.
The first e-TNGA model has already been developed with its production due to take place soon at Toyota’s ZEV Factory in Japan.
Toyota's new battery-electric SUV is destined to go on sale in Europe with production expected to start in the coming months.
“Toyota will shortly take the next step in the rollout of its forthcoming battery-electric portfolio by first previewing an all-new mid-sized SUV in the coming months. The versatility and flexibility of e-TNGA technology allows us to design and create vehicles that are not just battery-electric, but also exciting to drive and beautiful to look at,” said Koji Toyoshima, Deputy Chief Officer, ZEV Factory, Toyota Motor Corporation.
On the subject of new SUVs, we have been speculating for a while now that Toyota SA is preparing to produce a new model at its production facility in Prospecton, Durban, and since this is where the hugely popular Corolla Quest sedan is produced, we are quietly hopeful that Toyota will announce the local production of the Corolla Cross compact SUV in the new year, which is also expected to feature a hybrid powertrain. Let’s wait and see!
An all-new Nissan Qashqai is in development and will be revealed early in 2021 but Nissan has taken the opportunity to drop a few teaser images of the Qashqai's interior. Check it out!
The Qashqai has been around for two generations and the model has proven to be hugely popular for Nissan worldwide. The current Qashqai is a dated product when compared against its much newer rivals. But not for long! The all-new Qashqai is in the making and Nissan is preparing its official reveal for Q1/Q2 of 2021 and an electric Qashqai with what Nissan calls e-Power, will be introduced for the first time. We have yet to see the new Qashqai without camouflage but Nissan has shared a few images of the interior and it looks promising (see more details below).
“The new Qashqai is going to change what customers can expect from a family car. Comfort, refinement and technology will be from higher categories of car, while the driving experience will satisfy drivers and passengers alike. With Nissan’s bold e-POWER technology, we feel that customers will fall in love with the feeling of an electric powertrain, without the range concerns,” said Gianluca de Ficchy, Chairman, Nissan Africa, Middle East, India, Europe and Oceania (AMIEO) Region.
Modernised Interior
The new Qashqai will be equipped with a 12.3-inch digital instrument cluster and a large head-up display.
The teaser images you see here show a modern cabin for the new Qashqai with an upright 9-inch infotainment touchscreen mounted on the central dashboard with quick-access buttons neatly placed below the screen. The 12.3-inch TFT instrument cluster is all-digital too with a 3-dimensional speedometer and tachometer with the navigation system between them. A 10.8-inch head-up display is also fitted. We suspect that the digital instrument cluster and head-up display are configurable using the mounted controls on the steering wheel but is likely to feature only on top-spec Qashqai derivatives. An analogue instrument cluster is likely to feature on entry-level derivatives. Other cool features include a 15W wireless charging pad, heated front seats with massage function, Nappa leather upholstery, a Bose sound system and Wifi for up to 7 devices. The images also reveal a neat, upmarket drive lever as well as a drive mode dial in the centre console.
Lighter and more nimble
The Qashqai will retain its practicality, but it's expected to deliver a better ride and drive experience.
The new Qashqai will be designed by Nissan Design Europe and will be built on a new Alliance CMF-C platform. While retaining its key dimensions to ensure optimum interior space and usability on the road, the new Qashqai will adopt more lightweight materials (the tailgate will be 2.6 kg lighter and the aluminium front/rear doors, hood and fenders shave off 21kg) while up to 50% more ultra high strength steel will be used in the new Qashqai’s structure. Overall, the new Qashqai will be 60kg lighter and 41% stiffer than the outgoing model.
The new Qashqai ride quality will be improved with an updated front and rear Macpherson strut suspension with front-wheel-drive derivatives riding on 19-inch wheels adopting a rear torsion beam configuration and the all-wheel-drive versions with 20-inch wheels adopting a rear multi-link setup. More so, Nissan is also updating the power steering system to provide better feel and responsiveness.
Electric Qashqai for the first time
The new Qashqai will be electrified for the first time.
The new Qashqai will come to market with 2 powertrain options in line with Nissan’s wider electrification strategy.
The first is a 1.3-litre petrol engine featuring mild hybrid technology and the second will be an e-Power electric motor driven system. The mild-hybrid Qashqai will be offered in 2 outputs (official outputs have yet to be revealed) with a focus on efficiency with flat floor underbody and an active grille shutter to aid cooling when needed. The 12 V electrical system includes a lithium-ion battery installed in the floor as well as a belt-driven generator to harvest braking energy that would otherwise be lost and can now be used for coasting and torque support while cutting emissions.
As for the all-electric Qashqai, it will bring Nissan’s e-Power drive system to Europe for the first time. All 4 wheels will be driven by an electric motor and the system will comprise a high-output battery, power generator, inverter and a petrol engine. The engine, however, is not connected to the wheels (as is the case in a typical hybrid), instead, the engine exists to charge the battery and unlike a full EV, power is sourced from the engine and not solely from the battery. Nissan will reveal further details for this powertrain closer to the reveal of the new Qashqai.
In terms of driver assistance, the new Qashqai will feature the next-generation ProPilot system with Navi-Link. The system will be able to accelerate and brake as the traffic situation dictates while also keeping the vehicle in its lane and adjust to prevailing speed zones. The system can also intervene with steering input if the blind-spot radars detect an object in your blind spot. More so, the system also includes ‘flank protection’ which is useful in tighter parking spaces as well as rear cross-traffic alert (moving object detection).
Nissan is expected to fully reveal the new Qashqai early in the new year.
Mercedes-Benz is readying its van successor to the Citan. Dubbed the 'T-Class', this commercial offering will be taking on the popular Volkswagen Caddy.
There's something endearing about vans. Not only are the driving manners generally excellent, but the additional practicality is also welcome. We at Cars.co.za are quite fond of vans and have had some memorable experiences in them over the years. One of our staffers even forked out his hard-earned money and bagged himself an Opel Combo.
The van segment will be moving along nicely in 2021, with an all-new Volkswagen Caddy due to make landfall in South Africa, and this offering from Mercedes-Benz is scheduled for a reveal in early 2021. Developed in conjunction with Renault (itself a brand known for its Kangoo offering), the Mercedes-Benz T-Class has been spotted undergoing on-the-road testing. We suspect it will share powertrains too, which will mean we could expect petrol, diesel and plug-in hybrid options. Given the European market's shift into electrification, we won't be surprised if there's an all-electric version either.
In terms of body style, Mercedes-Benz will be offering the new T-Class as a family van and as a commercial vehicle from the middle of 2021, and it will feature sliding side doors.
Mercedes-Benz is readying one of the most important models in its lineup, the 2021 C-Class. Here are the latest spy shots.
As the northern hemisphere enters winter, the cold-weather testing season is in full swing. Mercedes-Benz is putting the finishing touches on arguably still its main bread-and-butter model, the C-Class. Given the 2-year headstart of the all-new generation of BMW 3 Series and substantially revised Audi A4, the new Mercedes-Benz C-Class is going to have to be good, and then some.
Despite the meteoric rise of the SUV bodystyle, many would still back a traditional sedan shape and Mercedes-Benz knows its client base will want something that's essentially a shrunken S-Class. As you can see in the photos, there's definitely some visual elements from the flagship limousine at the front.
In terms of engines, many sources have said its the end of the road for the V8 engine, with the 2022 C63 S adopting the 2.0-litre turbocharged motor from the A45 S, but mated to an electric setup. For the run-of-the mill models, petrol and diesel motors will continue to serve. There's also likely to be hybrid, plug-in hybrid and potentially an all-electric model too. The new model will continue to be assembled in Merc's facilities of Bremen, East London (South Africa), Beijing and Tuscaloos. Customers will be receiving their new cars in spring 2021, which we assume is a European spring so around the first and second quarter of 2021.
For Lexus South Africa, 2020 has been a year of running updates and derivative additions; the ES executive sedan is the latest range to benefit from a safety equipment upgrade.
Now, to close off an extraordinary year, Lexus has rung the changes with its executive sedan again. The principal update is that the Japanese premium marque has introduced Intelligent Clearance Sonar (ICS) and Rear Cross Traffic Alert + Brake (RCTA-B) throughout the range. The ICS function integrates the functionality of the alert-by-camera function (RCTA) and automatic brake-by-sonar function (RCTA-B), the brand says.
This technology utilises front- and rear-mounted sensors to detect objects ahead and behind the ES (including those approaching from the rear) at up to 15 kph. It can warn the driver of imminent parking or pedestrian collisions and apply braking (when reversing) if a driver fails to provide adequate pedal input in response to the detection and onboard warning.
To recap, the flagship ES 300h SE also features all-speed Radar Active Cruise Control (RACC), a Pre-Collision Safety system (PCS) with pedestrian detection, Lane Tracing Assist (LTA), a panoramic-view monitor and reverse-view camera, 10 airbags, LED low-beam headlamps with automatic high beam (AHB) activation, as well a tyre-pressure warning system.
Meanwhile, a Blind-Spot Monitor with Rear Cross-Traffic Alert, which was previously exclusive to the SE grade, is now standard on the more affordable ES 250 EX and ES 300h EX derivatives.
Minor interior trim updates
In addition to the technological updates, the ES’ interior now features satin-plated finish on the electric window switches and, in pursuit of better ergonomics, the frequently-used “OK” and “Cancel” buttons on the multifunction steering have been raised slightly (by 0.8 mm).
Furthermore, a cut-out is provided for small-item storage in the centre console, the Aux/USB port lid now opens vertically and can stay open so that the driver/front passenger can easily connect to or disconnect from the ports, plus the audio switch adopts a metal-look finish.
Lexus ES prices in South Africa (Dec 2020)
All derivatives in the ES range come standard with a 7-year/105 000 km warranty and maintenance plan. Services are scheduled at every 15 000 km, or alternatively, once a year.
