This Week’s News You Need to Know (March 2021, Week 1)
In this week's motoring news you need to know, Brent vd Schyff muses about Volkswagen adding complexity to the Golf 8 GTI, the Toyota Urban Cruiser stomping on Suzuki's parade, Hyundai showing a crossover that fits in a gap that really isn't there and Volvo's quest to go all-electric from 2030.
Golf GTI specs – Back to Basics
Even though the Honda Civic Type R and Renault Megane RS produce peak outputs in excess of 200 kW, that doesn’t bother me. The biggest gap in the Golf 8 GTI spec debate is that South Africa won’t be getting the manual version of the Wolfsburg-based brand's latest hot hatch – but Europe (and probably North America) will. I’m okay with the Volkwagen's peak power (180 kW) being lower than those of its aforementioned competitors. What I’m not okay with is the lack of a stick-shift GTI variant in South Africa, which I attribute to this vrr-pah mass hysteria so many of us have fallen prey to. The GTI has – and always will be – the benchmark hot hatch and VW needs to offer a manual option if it hopes to maintain that status. Heck, Hyundai built a manual 'box into the i30 N… and that is a seriously fun car.
But my biggest bugbear is that hot hatches have become too complicated. In these so-called champions of driver engagement and custodians of a pure, analogue driving experience, features like “30 colours of ambient lighting, lane-departure warning and adaptive cruise control” come standard. They're embellishments that you also find on premium sedans, but that is my issue with it. Start simplifying the offering: strip out these additional doodahs and the reduce weight (not to mention the price) of the hot hatch to make it more accessible to the wider community. Moreover, just return to the basics!
After I'd sampled the original Mk1 GTI, the car that launched the hot-hatch segment, I quickly understood why the formula works. It's has a punchy motor with a short shift action and lively throttle response and, oh, that induction noise from the K-Jet fuel injection system! The additional quirks of that duckbill spoiler and Kamei spoiler added that boy-racer attitude that started the cult following.
It was a car with which you could have the gumption to challenge a well-heeled stiff at the 'wheel of his premium sedan to a robot-to-robot dice. The hot hatch was unapologetically brash and did not have aspirations of becoming a luxury car (that's the direction it’s leaning towards today). If VW can capture that essence… that soul, instead of fronting this vrr-pah we’ll be heading in the right direction.
Toyota Urban Cruiser – Chickens and Eggs
These cross-manufacturer shared platforms seem, like communism, a good idea on paper, but as we’ve learnt in the past, they don’t often pan out as “let’s all be friends and make money for each other” scenarios. Let’s use the case of the Suzuki Baleno and the Toyota Starlet. The Baleno was introduced by Suzuki Auto SA in late 2016 and during its 4-year tenure in the new-vehicle market, it grossed subpar numbers only to be immediately eclipsed by its nearly-identical twin – the Toyota Starlet which, upon introduction late in 2020, started smashing numbers at over 1 000 units a month, causing more than a stir of emotion in the Suzuki camp (one can appreciate the diplomacy being applied here). How has the Starlet succeeded despite being about R10k more expensive than an identical product?
You see, the might of the Toyota brand is attributable to the legacy of hard work of men like Brand Pretorius (no name but one executive) who laboured tirelessly to build Toyota into a leading manufacturer in South Africa throughout the past 4 decades; plucky, spirited Suzuki Auto SA has only been around officially since 2008. And it's not getting easier… With the Toyota Urban Cruiser being unleashed a few months after the identical Vitara Brezza, there’s nothing in the pricing between the two (both around the R245k mark). I feel that brand trust may once again play a part in history repeating itself.
I get the business case of creating multiple upsell moments, but perhaps what the automotive world needs now is not "love, sweet love" but plain old-fashioned simplicity. In its expansive lineup of crossovers and SUVs, Hyundai has the Venue, Kona, Creta, Tucson, Santa Fe, Palisade… and now it's planning to add the Bayon. It’s derivative fatigue, man, and it’s becoming a problem.
I wish manufacturers would stop with the countless options for the same thing and just make good cars that last. I’m sure we could all get used to brands offering only one type of crossover or SUV per class. It’s a case of “monkey see, monkey do”, with Hyundai copying and pasting the Volkswagen business model; what's that of imitation being the highest form of flattery? Most of the German premium manufacturers do it too, mind you. But as your unofficial self-appointed spokesperson, I urge automotive manufacturers to slow down the wanton proliferation – because, in the end, it's just duplication.
Volvo – Safest goes current
The revered Swedish brand that brought you the legendary 850R 'wagon has shifted its sights dramatically since the days of dominating touring-car racing with slab-sided, blunt-nosed super estates. The folks at Volvo have declared 2030 as THE year that they will retire the ICE engine and live happily ever after. Despite the sad day that is going to be, I wish they’d make one last banger. But shhh…specialist subsidiary/testbed company Polestar has been secretly laying the foundation for an, um, advanced Volvo test mule, setting the scene for a future line-up Volvo performance EVs. Smart move.
Along with that comes a tactical shift to online sales only. That's a VERY brave move, a true test for the carmaker and an interesting one for the industry. For the consumer, it’s a departure from that old “kick the tyres/light the fires” approach that's been done to death, but seriously, think about the cost savings if there was no need to wrap dealership overhead costs into your vehicle's asking price? This could unlock a few things, including an opportunity to reduce the costs of the EV business model; which it needs. If we’ve learnt anything from Covid-19, it’s that consumers are willing to transact online.
Volvo’s entry subject is the XC40-based C40 Recharge and it’s quite the looker; it will effectively take on the likes of the Jaguar I-Pace and the Audi e-tron in the rapidly expanding EV marketplace. It may be the Gothenburg-based firm's second stab at a Volvo-badged BEV, but expect a lot of Polestar learnings to be wrapped up in that package despite whatever everyone else might be saying.
From Strip Club to Dakar: The Mercedes-Benz G-Wagon Can Do Anything You Want
Ciro De Siena experiences the Mercedes-Benz G400d Stronger Than Time on road and in the dirt. Watch the video!
The Mercedes G Wagon is, in car terms, a living legend. First produced in 1979, the model is often mistaken as a military vehicle turned road-car, but the truth is actually the other way round.
Either way, the G Wagon is loved by militaries and 4×4 enthusiasts around the world. But the latest iteration, which debuted in 2018, is a very expensive and very luxurious interpretation of the G-Wagon formula.
This might explain why the G Wagon has become such a pop culture icon. Sought after by Justin Bieber, the Kardashians and successful strip club owners, we try to answer how one of the best offroad vehicles ever made crossed over to become a status symbol for the rich and famous.
Oh, and our video guy Ciro De Siena also takes it to an offroad rally track to try and realise his dream of doing the Dakar.
Also, see our comprehensive written review for the Mercedes-Benz G400d Stronger Than Time here!
It’s been just over 2 years since the all-new G-Class reached South Africa. The potent AMG G63 used to be the sole offering on the local market, but Mercedes-Benz added a new turbodiesel-powered G400d Stronger Than Time edition last year. Does the G400d make more sense than the "63"? Let’s take a closer look…
We don’t like: What's not to like?Okay, its eye-watering price tag
Fast Facts
Model Tested: Mercedes-Benz G400d Stronger Than Time
Engine: 3.0-litre, 6-cylinder turbocharged diesel
Power/Torque: 243 kW/700 Nm
Transmission: 9-speed automatic
Fuel consumption: 9.6 L/100 km (claimed)
Load capacity: 667–1 941 litres
What is it?
The new G-Class boasts familiar design elements, but it's now thoroughly modern and more capable than ever.
The G-Wagon (an abbreviation for Geländewagen) is perhaps the most revered off-road vehicle on the market. It has an illustrious history and its capability in tough terrain has garnered respect the world over. Apart from its notable ability to conquer just about any terrain on earth, the G-Wagon (or G-Glass, as it is now known) is also a status symbol, a spoil of success that shouts “I’m rich, I’ve made it!”
With the introduction of the new G-Class back in 2018, Mercedes-Benz had to strike a fine balance between retaining and refining the key attributes of the G-Class while modernising and pushing the technological boundaries in the luxury off-road-SUV segment. The range-topping V8-powered Mercedes-AMG G63, which we reviewed in 2019 was mightily impressive. To say that the Stuttgart-based firm hit the nail on the head with the W463 is an understatement; it is said that the blocky Benz provided the benchmark against which Jaguar Land Rover developed the new-generation Defender…
While the Mercedes-AMG G63 remains the pinnacle of the G-Class range, a non-AMG, turbodiesel-powered G400d Stronger Than Time edition, equipped with a potent in-line 6-cylinder, 3.0-litre turbodiesel engine and an array of special equipment features that pay tribute to the 40th anniversary of Benz’s longest-surviving passenger-vehicle range, arrived in South Africa in 2020. So, what’s so special about this G400d Stronger Than Time and does it represent a more "sensible" purchasing proposition than its more expensive and supremely powerful V8-engined G63 stablemate? Read on.
How it performs in terms of…
Kerb appeal
You will either love it or hate it, but there's no denying that the G-Wagon offers heaps of kerb appeal.
Not many cars on the road exude as much road presence and kerb appeal as a G-Wagon. Yes, sure, its sheer size has something to do with that, but courtesy of its head-turning appeal, the Austrian-made Benz permeates popular culture. Its stratospheric price tag taps into a fantastical realm of wealth and glamour. It's the mechanical embodiment of excess; it strokes your ego wherever you drive it.
This particular G400d Stronger Than Time edition features a bespoke G-manufaktur diamond-white paint finish, which is a R94 500 option, and in the sunlight, the G400d really does sparkle. Twenty-inch multispoke alloy wheels shod with road tyres fill the arches, the optional rear mud flaps (R1 100) add a rugged touch, while the dark-tinted windows elevate the Benz's visual character appreciably.
Overall, we think this G400d Stronger Than Time looks the part and to be fair, at the price, it would be a trifle awkward if it didn’t…
Interior execution and features
The G400d Stronger Than Time is packed with the very best technology and comfort features as standard.
The sound that a vehicle’s driver's door makes when you open or close it can tell you a lot about the car's sturdiness. The G-Class is a fortress… Push the button on the door handle and the G Wagon’s door opens with a solidity that immediately imparts an impression of impressive build quality. This perception is confirmed by a confident and satisfying "click" when you thud the heavy-set door closed.
Step inside and the hey-shoo-wow continues with an interior that looks and feels like it was hewn from granite. You are met with swathes of fine Nappa leather and tech galore, especially the Widescreen Cockpit, which incorporates 2 large digital screens under a single pane of glass. The displays are wonderfully crisp and the one directly ahead of the driver can be configured to your liking by using the Nappa-wrapped multifunction steering wheel. As for the infotainment system, it’s comprehensive but the now-familiar MBUX "Hey Mercedes" operating system is missing. The infotainment functions can be accessed via the command control interface in the centre console. While it’s intuitive to use, you'll likely have to set apart some time to become fully familiarised with the system's menus and functions.
Other notable features on offer in this Stronger Than Time edition include a Burmester surround-sound audio system, ambient lighting (with a choice of 64 colours and 10 colour schemes), as well as a glass sliding sunroof. A parking package with a 360-degree camera is also standard, which is useful for manoeuvring the G400d in tighter spaces and the standard Driver’s Assistance package includes features such as blind-spot assist, adaptive cruise control and lane-keep assist with steering assist, the latter of which can be quite intrusive, so be ready to disengage it when it gets on your nerves…
Another feature that impressed us was the Active Multicontour Seat Package (a standard feature), which not only offers various massage programmes and ventilation on demand, but provides active bolstering support, which is activated every time the vehicle is made to corner above a certain speed.
The rear seats don't fold completely flat, but the G400d still passed the obligatory Cars.co.za surfboard test.
Passengers seated in the back should find the rear bench adequately comfortable in terms of leg-, head- and shoulder room. This particular test unit also came fitted with an optional rear-seat infotainment system, which can be specified for an additional R47 900 – it may be a useful option to tick if you have kids to entertain on those long, out-of-town journeys.
As far as the load bay is concerned, the G-Class offers generous space for loading items. Mercedes-Benz claims a 667-litre capacity with the rear seatback in the upright position and up to 1 941 litres of utility space is said to become available with the seats folded down. It must be noted, however, that the seats don’t fold completely flat, which could pose a problem if you are loading bulkier items.
Performance and efficiency
The G400d's performance is not as brutal as its V8 G63 sibling, but it's still a powerful performer.
While the V8-powered G63 offers raucous performance (not least for an SUV of its size and heft), this G400d is far more civilised in its performance delivery. That’s not to say that this G400d isn’t powerful or engaging to drive. In fact, the opposite is true – there’s plenty shove on offer! The engine bay is home to a 3.0-litre, 6-cylinder turbodiesel engine that develops beefy outputs of 243 kW and 700 Nm, which is transferred to the terra firma via a 9-speed automatic transmission that drives all four wheels.
Don’t think for one second that the G400d is a slouch… it certainly isn't. While it might not be as potent as its revered Affalterbach-fettled G63 sibling, the turbodiesel-engined G-Class is quite capable of delivering a fair turn of speed with little effort. Mercedes-Benz claims a 0-to-100 kph time of 6.4 seconds, which is significant if you consider that the G Wagon’s kerb weight is about 2 472 kg. That 700 Nm of torque comes on song low in the rev range (from 1 200 to 3 200 rpm), which is great for executing thrusting overtaking manoeuvres on the highway, but it’s also useful when driving off-road, of course.
The transmission shifts gears in a wonderfully smooth and refined manner. In most driving situations, it's best left to its own devices, but you can initiate manual shifts using the steering-wheel-mounted shift paddles. Whether you're looking for a more comfort-oriented or a sportier driving setup, you can hone the steering, suspension and engine mapping's settings by toggling the Drive Mode selector.
Fuel efficiency is not something a G-Class buyer will typically be concerned about, but it’s good to know that moderate consumption is one of the major advantages of this Mercedes-Benz powertrain. The Three-pointed Star claims an ambitious average figure of 9.6 L/100 km and our test consistently returned figures around the 12 L/100-km mark, but that's a return you’re very unlikely to see in a G63!
Overall, the high refinement offered by this turbodiesel engine is admirable and even better, it delivers strong and confident performance while being markedly more efficient than its turbopetrol sibling.
Ride and handling
The G-Wagon offers a composed demeanour on tar thanks to its new suspension and standard adaptive damping.
There’s no doubt that the new G-Class displays a marked improvement in terms of its overall ride quality and general on-road demeanour compared with its immediate predecessor. Much of this improvement can be attributed to the new, more pliant suspension setup (which, in this case, features adaptive damping as standard), as well as an electrically assisted rack-and-pinion steering system. The G400d was far more comfortable on-road than what we expected and because it’s shod with normal (as opposed to off-road) tyres, the road noise was kept to a minimum too.
The steering, although firmly-weighted at speed, presents a fair degree of vagueness when the G400d is tasked with cornering at higher speeds. Considering its inherent top-heaviness and undeniable heft (even though it’s nearly 200 kg lighter than its predecessor), the Benz is not, um, dynamically gifted. In truth, we did not expect it to be and at least the G400d's handling is NOT ponderous.
What's more, while it does deliver suitable levels of comfort and pliancy for average daily use in the city and in off-road situations, the G-Class' general ride quality isn’t as plush as you find in a Range Rover, for example. It still retains an element of ruggedness as it gets down the road and that is part of the G-Wagon’s go-anywhere character, which ultimately, is a good thing…
Off-road performance
The G Wagon remains one of the most capable 4x4s on the planet. Watch our video review above to see the G400d in action.
Graz, Austria is the home of the G-Class and it’s where all derivatives are produced on one production line. On the outskirts of the town is a mountain called Schöckl and it’s here where the G Wagon’s off-road prowess has been honed and perfected. It’s for this very reason that you will find a “Schöckl proved” plate on the inside of the door frame, which is an off-roading "stamp of approval" of sorts.
This review mostly focuses on the on-road abilities of the G400d. We didn’t have the opportunity to find out if the G-Wagon is able to scale Table Mountain via the famous Platteklip Gorge, but we are fairly confident that it would give it a fair go! The G-Wagon is, after all, equipped with not 1, not 2, but 3 electronically-controlled differential locks that can be activated via the centre console. With all of those activated – in combination with low range, there’s little that will stand in the G-Wagon’s way, whether it be steep inclines/declines or varied rugged terrain. After all, it’s what the G’s meant to do.
Our very own Ciro De Siena, however, did drive the G400d at speed on a gravel track. If you want to see the G-Wagon going sideways in the dirt then we suggest you watch the video review above.
Price and warranty
The Mercedes-Benz G400d Stronger Than Time is priced from R2 892 840 and is sold with a 2-year/unlimited km warranty and a 5-year/100 000km maintenance plan.
There's so much to love about the new G-Class and if you can afford it, we doubt that you will ever look back.
The G-Class is, in many ways, a ludicrous product. Its monolithic presence and the full breadth of its off-road capability is far beyond what most of its intended buyers will ever need and even fewer will ever engage but one of its diff locks. Here you have perhaps one of the world’s most capable vehicles and it’s mostly – if not all – just for show. It's a travesty, considering what the Benz is capable of.
The G-Wagon, however, is more than capable of putting on a show/almost justifying its prohibitively high asking price. It’s got the kerb appeal and it’s fantastically equipped with all the technology and comfort features that you would expect at this price point. As far as the turbodiesel engine’s performance is concerned, it has enough grunt (as well as sufficient economy) to do this application justice.
This engine will appeal to more conservatively-minded prospective G-Class buyers who couldn't care less about having the fastest and loudest "G" on the market. The G400d is more civilised and less “shouty” than its AMG-fettled G63 stablemate, but it’s also more fit for purpose when it comes to tackling off-road terrain and we think there’s notable value in that.
Your purchasing decision will ultimately depend on what type of person you are. If you’re about to launch a new rap album and have something to prove or need to show the world you've made it, then the G63 is probably the one to go for. However, if you have a finer appreciation for the G-Glass and intend on tapping into the Benz’s capability in a more efficient manner, then the G400d is a good bet.
No matter what you choose though, know that the affectionately nicknamed G-Wagon is in a class of its own. There’s simply nothing like it…
Nearly twice the V8 engine's power – now an option.
The classic Bentley S3 Continental. Glorious proportions. Immense presence. And of course: that huge 6.2-litre V8 engine.
But what if you wish to drive your classic Bentley Continental as a daily? With tightening emissions regulations and the issue with maintaining a very old engine and drivetrain, that is not really a possibility.
Some clever engineers at Lunaz have developed a successful electrification kit for classic Bentleys of the S1, S2 and S3 configuration.
Lunaz, which s quite fittingly based at the Silverstone technology park, adds a substantial 80 kWh battery pack to the S3 Continental’s platform. The source of its electric motor system is undisclosed, with Lunaz only alluding to the fact that this is of its own design, with input from some of the industry’s leading automotive engineers.
What you get with this battery-powered Bentley S3 Continental is 280 kW and 700 Nm, numbers which dwarf the outputs of that original 6.2-litre V8 engine. This battery-powered Bentley has nearly twice the power of its original petrol engine, which was rated at 147 kW.
Acceleration is dramatic for a vehicle of this Bentley’s vintage. It is capable of 0-100 kph in less than five seconds and Lunaz estimates a range of 400 km, which again, is more than what you would achieve in real-world conditions, with a classic V8 powered S3 Continental.
Lunaz has thoughtfully repurposed the classic chrome filler cap as a recharging port and there are enhancements inside the cabin, too. Infotainment is fully Smartphone convergent, with navigation and a potent air-conditioning system, replacing the woefully inadequate original ventilation system.
The question of a classic car with 700 Nm and more weight, thanks to that huge 80 kWh battery pack, does pose an issue of driving dynamics. Lunaz has added better dampers and larger brakes, to compensate.
The new-generation Corsa has taken its sweet time to arrive in South Africa, but now that it’s here, how does it stack up against the country's best-selling compact hatches like the Volkswagen Polo, Ford Fiesta and Hyundai i20? We drove it around the Platinum Belt during the Opel's local launch to find out.
What’s new for the Opel Corsa?
This is the 6th generation Corsa and the 5th generation of the model to come to South Africa. It’s a nameplate with a lot of good history locally, whether in hatchback form or in the shape of a small pick-up, both of which were produced in Port Elizabeth. Sadly, the bakkie won’t be making a comeback any time soon, but we do have this neat-looking hatchback to fill some of the void left by the beloved bakkie.
Opel quietly snuck the entry-level 6th-gen Corsa derivative into the market during January 2021, but waited until the whole range was made available to pop the proverbial champagne and give it a proper introduction. The model we drove was the top-spec 1.2T Elegance, exclusively available in automatic guise and replete with all the bells and whistles of a high-end compact hatchback.
The Corsa is underpinned by a Peugeot/Citroen platform that will be widely used across the brands going forward.
Since Opel’s acquisition by Peugeot/Citroen and the groups subsequently joining with Fiat/Chrysler to form Stellantis, the decision has been made to use the Peugeot/Citroen platform across as many small hatchback and crossovers as possible. Our first taste of the EMP1 platform was with the Peugeot 2008 last month; EMP1 also underpins the Mokka, but that is only likely to arrive in SA in 2022.
This generation of Corsa is slightly lower than the model it replaces (by 48 mm), but packs more legroom and a bigger load bay than before thanks to the platform’s clever packaging/longer wheelbase.
Is the Corsa engine any good?
There are 2 engines available for now, a naturally aspirated 1.2-litre petrol, which produces 55 kW and 118 Nm of torque and a 1.2-litre turbopetrol with 96 kW and 230 Nm. The latter is the unit we drove at the launch and is exclusively mated with a 6-speed automatic transmission. The engine is essentially the unit from the 2014 Peugeot 308 and is a multiple Engine of the Year winner in its category.
The 1.2T Elegance model provides good performance and excellent fuel efficiency.
The performance from the turbopetrol motor certainly gives the Corsa a sporty feel, which is confirmed by its claimed 0-100 kph sprint time of 8.7 sec. While the European model features an 8-speed automatic transmission, the South African version has a 6-speed unit. The latter is sufficiently refined and it doesn’t appear to hinder the fuel economy (for having 2 fewer ratios) in any noticeable way.
One of the most notable attributes of the Corsa is its lightness. In its lightest spec, it weighs just 980 kg which, of course, helps when it comes to fuel consumption, acceleration and in-gear overtaking.
After completing our launch route (which comprised a 300-km round trip), Opel's newcomer indicated an average fuel consumption figure of 6.2 L/100 km, which is not only particularly good, but that number could certainly be improved in the long run. Overtaking acceleration is another highlight: the Corsa gets a move on when it needs to and doesn’t struggle (at all) to get up at freeway speeds.
What's the Corsa like to drive?
The Corsa has a lightweight chassis that provides agility and driver confidence.
This is a brand new platform for the Stellantis group, so you would expect it to be most effective in its early years (when it’s newer than the competition’s offerings). Somewhat surprisingly (given its predecessor's forgiving road manners), the newcomer's ride and handling are on the firmer side for the segment, but not bone-crushingly hard.
Gauteng’s abundance of deep, virtually undodgeable potholes where the instigators for the harshness, but out on the road the firmness translated to predictable handling, minimal body roll and agile cornering, the latter of which was complemented by a suitable level of steering weight.
By comparison, it’s sportier than the Polo and probably even more so than the latest Fiesta. It will be interesting to see how it stacks up against the 208, which should be available locally soon.
What’s the Corsa like inside?
Pictured is the mid-spec Edition derivative with a manual gearbox.
The 1.2T Elegance, as the turbopetrol-powered derivative is called, has a modern combination of mod cons and tech features. The seats are specced in a part-leather, part-cloth upholstery, while the steering wheel and transmission lever are both trimmed in leather.
Rear-passenger space is reasonably good, while the seats fold down in a 60/40 split if you need additional loading space. The load bay capacity is claimed to be 309 litres, which is a touch bigger than the Fiesta's boot, but smaller than that of the class-leading Polo, which is claimed to hold 350 litres.
Connectivity options entail a USB port up front and a pair of ports in the rear. Apple Carplay and Android Auto compatibility is standard on the Edition- and Elegance-spec derivatives. The display of the 7-inch infotainment screen isn’t as crisp and information-rich as the Composition Media pack for the Polo, for example. The screen doubles as a 180-degree reverse-view camera.
There are numerous luxury features on the 1.2T Elegance, including a 7-inch digital instrument cluster, heated front seats, LED headlamps with high-beam assist, traffic sign detection and cruise control.
Is the Corsa safe?
The Corsa meets the safety criteria of most buyers in this segment; items such as electronic stability control, 6 airbags, ABS and EBD are standard. The 1.2T Elegance derivative adds a driver-drowsiness alert function, collision-mitigating braking at low speeds, lane-keep assist and front passenger detection system to the safety offering. There are also ISOfix anchorage points in the rear for child seats.
Pricing and after-sales support
The Opel Corsa 1.2T Elegance we drove on launch retails for R386 900. It is sold with a 3-year/120 000 km warranty and a 3-year/45 000 km service plan.
Summary
Opel has chosen to price the Corsa above the Polo Highline auto, it will be interesting to see how that strategy pans out.
The Opel Corsa may be a little late to the party, but it doesn’t fall short in very many departments. The 1.2T Elegance we drove is admittedly a bit on the expensive side compared with its rivals, but the newcomer is very well-specced inside and probably boasts the best engine and transmission combination in the segment.
The lightness of the chassis makes the Corsa fun to drive and imbues it with excellent performance and economy. The ride quality is a little on the firm side, but feels stable in corners and at speed.
The interior finishes and infotainment system aren't quite up to the standards of Opel's main rivals. The connectivity options are acceptable but the infotainment system doesn’t offer much in the way of customisation and can be difficult to get to grips with. Some of the interior plastics are somewhat questionable around the transmission tunnel and door panels, but it all appears to be well put together.
It will be interesting to see how the new Corsa performs on the sales charts; historically, anything priced above the Volkswagen Polo doesn’t seem to attract much interest from local consumers…
We examine the best off-road and 4×4 vehicles for sale in South Africa, if you have the money.
While cars are designed to be driven primarily on tar, there’s a segment of the car-buying public who will be looking to purchase a vehicle based on its off-road and 4×4 skillset.
These vehicles are rated by their 4×4 capabilities, with ground clearance, approach/departure angle, low-range gearbox availability as well as off-road driving modes and differentials. While there's a massive focus on outright off-road ability, there still needs to be huge levels luxury and comfort.
Best Off-road Vehicles Over R1 million
Land Rover Defender
Ground clearance: 291 mm
Approach/Departure angles: 38/40 degrees
Low Range: Yes
Off-road modes: Yes
Differentials: auto-locking centre and rear-differential
Priced from: R1 110 366
Our current #CarsAwards-powered by Wesbank Premium SUV winner sits at the top of the pile in this comparison. Trying to replace the iconic Defender was never going to be an easy task for Land Rover, but despite the odds, it appears the British carmaker has nailed the brief. Not only is the new Defender exceptionally capable, but there's enough technology and luxury inside to please those who will never head for the stick either.
As far as off-roading goes, the Land Rover Defender features the usual go-anywhere hardware, but the additional Terrain Response modes, and Clearsight Ground View tech set it apart. You can increase the ride height even further with the optional air suspension and for those who take their 4×4 activities seriously, there are chunky off-road tyres as OEM-approved accessories. Wanna get wet? There's 900 mm of wading clearance here.
The Land Rover Defender is available in 2-door (90) and 4-door (110) body styles and there is a choice of petrol, diesel, and hybrid powertrains to choose from.
A list of most capable off-roaders is not complete without the mighty Mercedes-Benz G Wagon. With an off-road heritage spanning over 40 years, the iconic handbuilt Gelandewagen is one of the most capable off-roaders on sale. While many of the current G-Class clientele see the vehicle as a status symbol, its military origins underline its exceptional all-terrain capabilities.
In its current form, the G-Class has been made into an even better off-roader with improved approach, departure and break-over angles. There are 3 differentials you can lock (accessed via switches on the dashboard) and low range is selected by a button. It can also wade through 600 mm of water.
There are two versions of Gelandewagen available in SA; the diesel-powered G400d and the AMG-powered G63, complete with a twin-turbocharged V8 petrol engine.
Differentials: Two locking differentials (centre and rear)
Priced from: R1 466 362
In this latest update, Land Rover has added very subtle styling upgrades, superior infotainment and some new engines. The off-road ability remains core to the Discovery's appeal, even though it's unlikely that its full talents will ever be called upon by most owners. In standard spec, the vehicle is capable enough, but to really venture into the wild with confidence, you'll need to tick the Advanced Off-road Capability pack (R20 400) which adds a twin-speed transfer box (high-range/low-range), all-terrain progress control and the Terrain Response 2. An active rear locking differential is available for R13 300.
Differentials: Helical Limited Slip Differential (LSD) and locking rear differential
Priced from: R1 546 200
Equipped with Intelligent 4×4 and a 4-wheel limited-slip differential, the Patrol is near-unstoppable when it comes to tackling rough terrain with a total of 4 drive modes to choose from. Nissan says that the Patrol’s suspension has also been improved while also reducing vibration which should bode well for passenger comfort. The massive 5.6-litre V8 petrol engine is a favourite in the Middle-East dunes where its long gearing and high revs keep up momentum.
Differentials: Front (open), centre (torque sensing) and rear (specified in up to three varieties: open, locking and torque-sensing).
Priced from: R1 130 100
The figures and specifications don’t quite tell the full story. Yes, it has 230 mm of ground clearance and can wade through water 700 mm deep, but its ability to bulldoze obstacles while transporting its occupants in sheer comfort makes it one of the best. Let's not forget that legendary Toyota reliability either. The diesel V8 is distinctly old-school, but it has been tuned to run on poor quality diesel, meaning you can venture far from civilisation.
Despite its old powertrain, the off-road features are modern. There is Crawl Control, for example, which allows the driver to set a crawl speed for extremely rocky terrain. The Cruiser will stick to this speed as long as you don’t touch the accelerator or brake pedal. A Turn Assist function improves the vehicle’s ability to negotiate tight corners when Crawl Control is active. Then, there’s also ECT Pwr, which is great to boost momentum in mountainous driving conditions, and ECT 2nd, when pulling off in slippery conditions. There’s even a function called Idle Up, to boost the heating effect in very cold conditions when the vehicle is not moving. A centre differential lock switch is mounted to the right of the steering wheel as well.
Porsche has unveiled its all-new Taycan Cross Turismo. It takes the current abilities of the all-electric Taycan and transforms them into a versatile off-road version.
“In 2019, we sent out a key signal with the debut of our first all-electric sports car,” said Oliver Blume Chairman of the Executive Board of Porsche AG, at the world premiere of the new, even more versatile derivative. “We see ourselves as pioneers of sustainable mobility: by 2025, half of all the new vehicles we will deliver will have an electrified drive – either fully electric or plug-in hybrid. In 2020, one in three of all vehicles we delivered in Europe had an electric powertrain. The future belongs to electric mobility. With the Taycan Cross Turismo, we’re taking another major step in this direction.”
The Porsche Taycan Cross Turismo features electric drive 800-volt architecture, a high-tech chassis with all-wheel drive, and adaptive air suspension. Porsche claims the Taycan Cross Turismo has a touch more headroom for rear passengers and more than 1 200 litres of boot capacity. There'll be 4 derivatives on offer.
Starting off the range is the Taycan 4 Cross Turismo with a 280 kW electric motor. It can summon 350 kW of overboost power for launch control and Porsche reckons it'll hit 100 kph in 5.1 seconds and max out at 220 kph. It has a WLTP range of between 389 and 456 km. Next up is the Taycan 4S Cross Turismo which has 360 kW. It too has an overboost function that takes it up to 420 kW to enable it to launch to 100 kph in a claimed 4.1 seconds. A top speed of 240 kph is claimed and based on the WLTP cycle, has a range of between 388 and 452 km.
The turbo badge is available, despite the lack of said hardware and the Taycan Turbo Cross Turismo features 460 kW, but with its overboost, it'll produce 500 kW, giving it a claimed 0-100 kph time of just 3.3 seconds and it will onto a top speed of 250 kph. A WLTP range of between 395 and 452 km is claimed. At the top of the family sits the Taycan Turbo S Cross Turismo which produces 460 kW, but with launch control dialled up, this climbs to 560 kW. Porsche claims 0-100 kph in 2.9 seconds, a top speed of 250 kph and a WLTP range of between 388 and 419 km.
All Porsche Taycan Cross Turismo models feature all-wheel drive and adaptive air suspension, with the option of the Off-Road Design package which increases the ground clearance by up to 30 mm. It even has a gravel mode, for the rougher roads.
Porsche Taycan Cross Turismo Price in South Africa (March 2021)
The below prices include the Porsche 3 year/100 000 kn Driveplan
The facelifted E-Class arguably lives in the shadow of Mercedes-Benz's recently unveiled all-new S-Class and C-Class models, but that does not mean the local arrival of updated versions of the executive range (sedan, coupe and cabriolet) isn't newsworthy, writes our contributor – #CarsAwards judge Ernest Page.
When I first drove the current generation E-Class (W213) in 2016, the Sindelfingen-based brand's executive sedan boasted the then-new MBUX system (remember the sensational debut of the widescreen cockpit?) and numerous safety advancements, many of which have become mainstays in contemporary Mercedes-Benz models. Now, some 5 years later, the E-Class range has been revised and I had an opportunity to spend some time on the road (and a track) with the various variants. Does the E still have what it takes to compete with the revised BMW 5 Series and the perennially underrated Audi A6?
Apart from the E200- and E220d Avantgarde sedan derivatives, the AMG Line package is standard on all E-Class products.
Cosmetic changes across the range
All the derivatives in the extended E-Class line-up now come with redesigned LED headlamps and slightly-revised front bumpers that bear a more-than-passing resemblance to that of the AMG GT sedan. Other than the 2 entry-level Avantgarde versions, the AMG-Line trim level is standard, so signature AMG bonnet bulges, which seem to inspire drivers to pursue imaginary corner apexes, are included.
But to focus just on the sedan for a moment, its side profile looks much the same as before the facelift, although keen eyes will notice the provision of new wheel design options, replete with unusual metal faces, which, according to Mercedes Benz, aids aerodynamic efficiency. At the rear, the tail-light clusters are now 2-piece designs and, of course, features LED lighting elements throughout.
Visually, the E-Class doesn't seem as imposing as when I first encountered it, but then it's always been painfully understated (unless in AMG guise). It still has a sophisticated kerb presence, however.
Our contributor strongly recommends trying out the E-Class' energising front-seat kinetics.
Detail interior upgrades
This E-Class facelift technically pre-dates the S-Class, which explains why its newer C-Class sibling's interior looks more like the inside of Benz's new grand saloon. Having said that, the W213's cabin still incorporates notable improvements despite its older architecture. The biggest change is the new steering wheel, which features a new design and a host of haptic buttons. At first, it seems quite a busy design, but once you've figured out all its functions, this new Benz tiller rewards the driver with more than just an improved steering feel. I do, however, wonder if prospective owners will notice the latter.
The new 'wheel also incorporates updated sensors for detecting a driver's presence, by the way. Other features that are newly available include Urban Guard, which offers all-round surveillance of the vehicle when it is parked, Active Tailback Assist, which is another lane-keeping assist system at the driver's disposal, Active Blind Spot Assist, Parking Package and a newer 360-degree camera system.
The new steering wheel has quite a sculptural design and it is littered with buttons that offer haptic feedback.
My pick of the new functions is what Benz calls “energising seat kinetics”. Ever notice how one can end up squirming around in a car seat on long-distance journeys? The E-Class now does the squirming for you… the seats make minute adjustments and activate the massage function in subtle ways to stimulate the muscles you use while seated. My posterior looks forward to trying it out more in future…
The MBUX infotainment system, meanwhile, now comes standard with 10.25-inch screens, but customers can also opt for the larger 12.3-inch units. The E-Class' now-ubiquitous “Hey Mercedes” voice-control interface has been upgraded to accept additional commands, while new trim options, such as open-pore grey ash wood and aluminium with light carbon-fibre-grain inserts, are available.
On-road performance
My updated E-Class driving experience kicked off with inner-city trundles in the E300 coupe, E300 cabriolet and 220D sedan respectively, all of which proved eminently comfortable to drive – potential owners will be glad to know that the revised offerings' on-road manners are just as "Mercedes-Benz refined" as can be expected of the brand's luxurious- (as opposed to sportier) derivatives.
Although the cars' steering, brakes and suspension setups can respond to enthusiastic driver inputs with reasonable levels of dynamism, they're most adept at insulating their occupants from road imperfections in an unflustered, refined manner. The E300's 190 kW/370 Nm 2.0-litre 4-cylinder turbopetrol motor delivers super-creamy performance and is ever-eager to deliver bursts of overtaking acceleration. The smaller-engined E220d, although sufficiently powered (143 kW/400 Nm), felt less inclined to respond to throttle inputs with much vigour, which points to its focus on efficiency.
My pick of the bunch was the incredibly stylish E300 convertible, which demonstrated minimal scuttle shake, and remained quite comfortable to drive despite its stiffer AMG Line suspension setup.
On track with the AMGs
Our on-track antics were focused on the respective AMG models. The Mercedes-AMG E53 is offered exclusively in coupe and cabriolet guises; it retains the same thumping 320 kW/520 Nm 3.0-litre inline-6 turbopetrol engine as before and, after doing various activities in this car (ranging from drifting to drag racing, believe it or not), the "53" managed to change my opinion about it! Not only is it an attractive and balanced package, but the coupe, especially, has an ever-so-subtle edgy side to it. Even though its “53” badge might leave some hardcore enthusiasts cold, the E53's very entertaining to drive.
A car that does let its badging do the talking, however, is the E63 S 4Matic+. Make no mistake: Affalterbach's "other super sedan" (after the bonkers AMG GT 4-door) is still a tour de force of a high-performance limousine. It features the same updates as the rest of the range, however, the AMG grille and sculpted bumper are more elaborately styled to create a menacing frontal appearance!
The E63 S 4Matic+ delivers mind-bending acceleration courtesy of its 450 kW/850 Nm 4.0-litre twin-turbo V8, which must be appreciated while it's still in production. The 0-100 sprint is said to take 3.4 sec and professional hooligans (such as myself) can rest assured that Drift Mode is still available, albeit after executing the kind of finger-twisting manoeuvres as you'd see in a Snoop Dogg music video.
Prices & after-sales support
Pricing for the E200 Sedan starts at R920 000, with the range-topping E63 S 4Matic+ retailing for R2 423 000. Prices include a 2-year/unlimited km warranty and 5-year/100 000 km maintenance plan.
Summary
The E-Class might not be Benz's most popular model in South Africa, but it remains a staple for Mercedes Benz in other (and major) markets. Although the SUV-fication of the South African luxury-vehicle segment (heck, most of the passenger-car market) is well advanced, loyal Mercedes owners will be glad to know the E-Class range has been updated, yet remains unchanged in the ways that matter.
Volvo has announced updates for its XC60 SUV, plus there are Polestar Engineered upgrades
Volvo has applied some slight styling and equipment changes to its popular XC60 mid-sized SUV.
With the second-generation XC60 now into its fifth year of production, a mid-lifecycle update was expected.
Volvo has retained the handsome overall proportions of XC60, applying very slight styling changes. The bumper’s lower corner cut-outs are now larger and around the back, Volvo has very sensibly rid XC60 of those silly fake exhaust ends.
The pseudo skid plates on both the XC60’s front and rear bumpers, have also been deleted, giving the SUV a much cleaner look.
Volvo’s proven Sensus infotainment system remains in its vertical orientation, but now integrates the full Android Automotive OS system. This gives XC60 owners a vast realm of functionality within Google services, such as Google Maps, Google Assistant and Google Play Store. It also benefits from OTA updates, offering users a lot more than conventional Android Auto.
For those Volvo followers who would like their XC60 with slightly better driving dynamics, there is the Polestar Engineered package. This adds adjustable dampers from Swedish suspension specialist Öhlins and brakes from Akebono.
The Polestar Engineered package also rolls larger alloy wheels, with a bold design, and some R-Design exterior styling trim.
The Volvo XC60 is much-lauded, with multiple #CarsAwards – powered by WesBank category wins under its belt.
Volkswagen SA has confirmed specifications for the all-new Golf 8 GTI, which touches down in South Africa in the 2nd quarter of 2021. Here's what on offer.
The 8th generation of the iconic hatchback will be hitting showrooms in the 2nd quarter of 2021. We were meant to have a taste in Austria in 2020, but Covid-19 ended those plans, so you can say the Cars.co.za team is eager to see what the new model is all about.
With over 14 252 sales of the current generation in SA alone, it's easy to see why the GTI 7 and 7.5 have been popular. Blending performance, premium features and practicality into one stylish package, the GTI may not have been the fastest and most enthralling to drive, but it did more things right than its competitors.
The all-new Volkswagen Golf 8 GTI has a 2.0-litre turbocharged petrol engine that produces more power. Outputs of 180 kW and 370 Nm are quoted, and this is paired to a 7-speed dual-clutch transmission. Performance is brisk, with a claimed 0-100 kph time of just 6.4 seconds. There'll be just one derivative on sale and standard features include; 18-inch Richmond alloy wheels, Lights and Vision Package including high-beam control light assist, Climatronic air conditioning, heated leather-wrapped multi-function sports steering wheel with touch control and shifting paddles, GTI Vienna leather seats, keyless locking and starting system, Composition Media Radio, multi-colour InnoVision Cockpit, App-Connect, Cruise Control with speed limiter, Park Distance Control, mobile phone interface with inductive charging function as well as 30-colour ambient lighting.
The options list is substantial and we have no doubt customers will be making those ticks. There are things like the panoramic sunroof, mechanically swivelling trailer hitch, IQ Light: LED Matrix Headlights, Black Styling Package with black 18-inch Bergamo alloy wheels, Head-up Display, Adaptive chassis control including driving profile selection, smokers package, 19-inch Adelaide alloy wheels, Harmon Kardon sound system, Discover Pro Radio (Satellite Navigation, USB, Wireless App-Connect and Voice Control), Park Assist (parallel parking assistant), Rear Assist with rear view camera, Blind spot monitor (Rear Traffic Alert and Lane Assist including Electronically Folding Mirrors), Travel Assist (Lane Assist with Adaptive Cruise Control) and Adaptive cruise control with Front Assist and Autonomous Emergency Braking.
As far as colours go, there are 3 solid exterior hues (Pure White, Urano Grey, and Moonstone Grey), 4 metallics (Dolphin Grey, Atlantic Blue, Kings Red and Reflex Silver) and 2 pearlescent options (Deep Black Pearl and Oryx White Pearl).
Pricing has not been announced, but you get some idea of where the newcomer will be positioned as the current Golf GTI retails for R632 700, while it's sportier TCR sibling goes for R689 200. With the vehicle earmarked for the 2nd quarter of 2021, there's time to get your finances in order, or are you saving for the Golf 8 R, which should be landing before the end of the year?
