The current Suzuki Swift has been on sale since 2017 and it is due to be replaced by next year. With the automotive industry undergoing its greatest transformation in history, Suzuki’s engineers and product planners are poised to make some crucial decisions, regarding the next Swift’s specification.
Hybridisation is now an accepted fact of any future product, no matter how large it is or the associated brand. Suzuki realises that its next Swift will have to accommodate battery power, in some configuration, and although this will create challenges for the Japanese company’s platform engineers, it should deliver huge benefits for loyal followers of the brand.
The desire to offer a better hybrid powertrain option for the Swift, combing Suzuki’s 1.2-litre petrol engine with a battery pack, will in all likelihood force the company to develop an all-new platform for the Swift replacement. Currently, Suzuki offers a very small mild-hybrid option in certain European markets but anything with more battery power will require a major change.
An interesting possibility is that Suzuki will merely upgrade the exiting Swift platform next year, extending the lifecycle for another five years, with a new exterior and interior design. By 2027, the available battery technology and customer acceptance of hybrids might be more feasible for Suzuki to invest heavily in a radically re-engineered Swift platform.
With strong global sales and a relatively healthy cash position to fund its R&D, most analysts expect the next Swift to ride on a new redesigned architecture, leveraging from the latest advances in automotive steel production. Whether these advances will transfer over to the Indian manufacturing plant (where SA sources its Swifts from) still has to be seen.
Beyond the presence of mild-hybridization, the new Swift should also gain a significantly larger touchscreen infotainment system and better rear-passenger ventilation. An air-conditioning system with rear vents will certainly find favour with Suzuki Swift customers who reside in warm climate markets, such as South Africa.
Range Rover Sport SVR Carbon Edition (2021) Price Announced
Jaguar Land Rover SA has announced pricing and details for the Range Rover Sport SVR Carbon Edition.
Land Rover is calling this monster its 'highest-performance Range Rover Sport' and it certainly looks the part. The newcomer can be spotted with its visible carbon fibre in an exposed centre section of the vented bonnet. There are tweaks to the front bumper to allow for additional cooling to the brakes. There's also liberal use of carbon fibre on the bumper vents, main grille, lower grille surrounds, side mirror covers, rear tailgate finisher and engine cover.
The vehicle rides on lightweight 22-inch alloy wheels which are finished in Gloss Black, plus you get an SVR badge at the rear. Under that striking bonnet is JLR's fearsome 5.0-litre supercharged V8. In this application it delivers 423 kW and 700 Nm, giving the Range Rover Sport SVR Carbon Edition a claimed sprint time of 4.5 seconds to 100 kph. A top speed of 283 kph is claimed.
Climb inside and you'll find SVR Carbon Edition-branded treadplates that light up as the doors swing open. There are new lightweight SVR Performance seats which are said to be 30 kg lighter than the standard units. These are finished in perforated Windsor leather and featured the SVR logo in the headrest. All seats in the Range Rover Sport SVR Carbon Edition are heated.
If you tire of the delicious V8 sound, there's a 19-speaker Meridian Surround Sound System fitted.
At this price point, the standard specification is comprehensive, with almost everything standard. If you favour luxury over performance, consider the Velar SVAutobiography or go for broke and get the flagship Range Rover L SVAutobiography.
The cabin of the Range Rover Sport SVR Carbon Edition
Range Rover Sport SVR Carbon Edition Price in South Africa (February 2021)
The vehicle is sold with a standard Land Rover Care plan which offers a 100 000km warranty and servicing within in 5 year period, whichever comes first.
The all-new Mercedes-Benz C-Class has leaked early. Here's our first taste of the new 2022 W206 Mercedes-Benz C-Class.
The leak came from The Automobilist Facebook page and gives us a good look of the new Mercedes-Benz C-Class ahead of its global reveal on the 23rd February 2021.
At first glance, the new model heavily borrows styling elements from the bigger E-Class and S-Class sedans. We suspect what we're looking at here is the Avantgarde trim which focuses more on style than overt sportiness, which is where the AMG Line comes in. Expect plenty of chrome and aggression in the latter.
We also get a good look at the interior, where the all-new Mercedes-Benz C-Class gets a similar cabin layout to the S-Class. There's a large central tablet infotainment system that dominates the cabin. We can also see redesigned climate control vents, a new-look steering wheel as well as an advanced head-up display.
There's no mention of powertrain choices, but we know the flagship C63 S will feature a 4-cylinder engine delivering over 400 kW. Will we miss the wonderful roar of the V8? Definitely.
The all-new Mercedes-Benz C-Class will be assembled at the Merc facility in East London, South Africa. The vehicles rolling off that line are earmarked for our market as well as the global market. The C-Class will be going up against the BMW 3 Series and the Audi A4, and it will be fascinating to see how Mercedes-Benz has positioned its popular sedan model. Will the Stuttgart-based manufacturer try match the dynamics of the 3 Series or go the infotainment luxury route offered by the recently facelifted Audi A4?
We will have all the details regarding the Mercedes-Benz C-Class in a few days time as the new model will be revealed on the 23rd February 2021.
The Forester is an often-overlooked choice in the family-car segment, so will the introduction of a more powerful engine into the range draw more traffic to Subaru showrooms? We put the new 2.5-litre boxer engine to the test with a road trip to Knysna on South Africa’s stunning Garden Route to see how it performs…
We don’t like: Dated-looking fascia, poor tactile quality of some buttons and dials
Fast Facts
Model tested: Subaru Forester 2.5i-S ES
Price: R629 000 (as of February 2021)
Engine: 2.5-litre petrol, naturally-aspirated
Power/Torque: 136 kW/239 Nm
Transmission: CVT
Fuel Consumption: 8.3 L/100 km
Load capacity: 520–1 770 litres
What is it?
The Forester can now be had with a more powerful 2.5-litre naturally-aspirated petrol engine.
The 5th-generation Subaru Forester family SUV came to market at the end of 2018 replete with refined exterior looks, a more spacious interior, as well as an enhanced equipment list, which included Subaru’s impressive EyeSight safety technology.
At the time, the new Forester was exclusively available with a naturally-aspirated 2.0-litre boxer petrol engine with middling outputs of 115 kW and 196 Nm. Despite the Forester offering commendable all-wheel-drive ability as well as high levels of on-road comfort, its motor's perceived lack of performance punch unfortunately detracted from an otherwise excellent product offering from the Japanese firm.
Now, however, Subaru is looking to silence the naysayers by introducing a more powerful 2.5-litre non-turbocharged engine that offers an additional 21 kW and 43 Nm (for peak outputs of 136 kW and 239 Nm of torque). In addition to this, Subaru has also welcomed a new Forester Sport derivative to market, which Ciro De Siena reviewed in the video above, so definitely give that a watch for further insight.
For this test, Cars.co.za journalist Gero Lilleike took the top-of-the-range Forester 2.5i-S ES on a long-distance jaunt from Cape Town to Knysna via the Garden Route to find out if this more powerful Forester is more resolved than its 2.0-litre sibling.
How it performs in terms of…
Performance and efficiency
Increased power and torque has made a noticeable and much-need improvement to the Forester's overall performance.
A long-distance road test certainly has its benefits – unlike driving in built-up city environments, we can accurately assess the Forester’s mid-range ability, particularly for the purposes of overtaking slower traffic on the highway. Furthermore, and perhaps more importantly, we are also afforded opportunities to thoroughly test the 2.5-litre motor’s pulling power on long uphill sections of road.
This is important because those are 2 typical scenarios in which naturally-aspirated engines can seem lethargic and a tad gutless compared to their direct turbocharged counterparts. Nonetheless, we are happy to report that this Forester performed well beyond our expectations. Not only did the Forester easily execute "nippy overtakes", but it also exhibited strong performance on those pesky uphill sections. Yes, sure, it’s still not as punchy as a turbocharged engine, but the increased power and torque makes a noticeable difference to the Forester’s overall performance.
While some may lament the utilisation of a continuously-variable automatic transmission (CVT) in this package, the Forester’s CVT is among the best on the market. It doesn’t suffer from that typical CVT drone that plagues other products and, if you must, you can engage manual "shifts" by using the steering-mounted paddles, which gives the driver a higher degree of performance control when required.
Suffice to say Subaru’s boxer engines are not renowned for returning class-leading real-world fuel consumption figures and the Japanese firm claims 8.3 L/100 km for this derivative. While that may sound like a rather ambitious claim, we were pleasantly surprised to see returns of between 8.7 and 9.0 L/100 km on our road trip.
Ride and handling
With a generous ground clearance of 220 mm and X-Mode terrain modes, the Forester is more capable than most in this segment.
Following on from the Forester’s strong performance on the open road, we have to commend its comfortable pliant ride quality as well. Moreover, Subaru's newcomer is equally comfortable on gravel… The steering is well-weighted and returns positive feedback to the driver, while also being adequately responsive to driver inputs. Moderate body roll, however, is evident when cornering, um, eagerly.
Fitted with Subaru’s praised symmetrical all-wheel-drive system, the Forester obviously offers better traction on low-grip road surfaces than what its front-wheel-drive rivals can muster, but more importantly, it’s also far more capable in off-road situations.
Unlike most of its rivals (even of the all-wheel-drive variety), the Forester is equipped with an X-Mode terrain dial in the centre console that primes the powertrain to tackle more challenging terrain, such as mud, gravel, rocks and even snow. The Forester’s 220 mm ground clearance is also very useful in this regard.
So, if you and your family intend to go on more adventurous excursions, the Forester has most of its city-biased rivals licked – it’s arguably the most capable vehicle in this segment in that regard.
Interior execution and features
Solid build quality and a reasonably well-specified interior add to the Forester's value offering.
Not only does this top-spec Forester come fairly well-equipped with standard features, there’s also an "honesty" to the way its interior is packaged… Even though the Subaru’s fascia doesn’t look and feel as modern or as "premium" as some of its rivals in this segment, the perceived build quality of the cabin is well and truly excellent. The interior feels hardwearing and well screwed together, in other words.
As for the infotainment system, it’s an 8-inch touchscreen unit that offers Android Auto and Apple CarPlay capability, but the system also combines physical buttons with the touch-input interface, which many buyers will appreciate because they make access to the system's functions appreciably more effective while driving. The layout of the menu is clearly legible and easy to navigate. We must, however, mention that the tactile quality of the buttons and dials on the fascia do feel a trifle cheap. In terms of connectivity, there are 2 USB ports at the front, as well as 2 in the rear, all of which is useful.
A smaller information screen is embedded in the upper dashboard; it's particularly useful for communicating key information to the driver without them having to take their eyes off the road and it also mitigates the need to look for information on the main screen or in the instrument binnacle. This screen further provides vehicle information when the Forester’s X-Mode driving modes are activated…
The steering column, meanwhile, is adjustable for rake and reach and the driver’s seat is height-adjustable too, which means it’s very easy to get comfortable behind the 'wheel of the Forester. The seats themselves are wrapped in leather and we found them very comfortable, but also sufficiently supportive, during our test.
The tactile quality of some of the dials and buttons are questionable for a car in this price range.
The steering wheel features a plethora of mounted controls for functions such as Bluetooth telephony, audio controls and the adaptive cruise control, which we used extensively during the long-distance journey, plus the driver can flip through the trip- and safety information displayed in the instrument cluster.
Safety is a major strength of this Forester and it comes equipped with Subaru’s comprehensive EyeSight Driver Assist system, which includes useful features such as Automatic Pre-Collision Braking, Lane Departure Warning, Lane Sway Warning and Lane Keep Assist. Reverse Automatic Braking is also part of the system, which helps to prevent those embarrassing close-quarter low-speed collisions.
Furthermore, the Forester is equipped with a total of 7 airbags, as well as rear parking sensors and a reverse-view camera.
Practicality
Rear passenger legroom is truly generous in the Forester.
Practicality is yet another strength of the Forester package – in fact, it’s one of the reasons why fiercely-loyal Forester owners are so happy with their vehicles. There’s plenty of legroom for rear passengers, who are afforded a pair of cupholders and a central armrest that boosts occupant comfort even further, especially on long journeys.
As for transporting an assortment of goods, the Forester is quite up to the task with its 60:40 split-folding rear seatback, which can be flipped down using a lever in the load bay, which frees up no less than 1 060 litres of utility space. For the surfers out there, you’ll be happy to know that the Forester can comfortably carry surfboards (as highlighted by my colleague, Ciro, in the video review).
With the seats upright, space in the load bay is a claimed 520 litres, you can also spec an optional rubber boot cover (for when you need to transport, pets, plants or anything else that might soil your beloved Forester's load-bay floor). During this test, we had to transport a fair load of beekeeping equipment and tools and needless to say, the Forester was never short on space.
It’s also worth mentioning the Forester’s cabin has sufficient storage spaces in the door mouldings, centre bin, glove box and additional space ahead of the transmission lever if you need oddment space.
Price and warranty
This top-spec Subaru Forester 2.5i-S ES is priced from R629 000 and is sold with a 5-year/150 000 km warranty and a 3-year/75 000 km maintenance plan.
The Forester is a strong product and it deserves more attention from buyers looking for a capable and practical family car.
There is much to like about this more powerful Forester! Its open-road performance surprised us; the increased power and torque made a noticeable difference in terms of performance, but the 2.5-litre motor also returned admirable fuel consumption figures. The Forester’s fuss-free and comfortable on-road demeanour adds to its strengths, as does its off-road ability, which is a USP in this segment.
It’s a travesty that the Forester is often overlooked in this segment. Yes, there may be more "stylish" or "fashion-forward" products on offer in the family-car market, but the Forester’s solid packaging and enviable track record for reliability should not be scoffed at.
If your budget can stretch to R630k, the Forester 2.5i-S ES is palpably easy to recommend. Experience has shown that you'll probably want another one after this model has served its purpose…
New Subaru Forester Sport ES Detailed Review – New engine, new trim levels, better package?
Subaru South Africa has just released the latest Forester variants onto the market. Not only have they added a new, larger, more powerful engine, but they've also added the word "Sport" to the model name.
Two new trim levels are available and in this video we test the more affordable Forester Sport ES variant. Although, our video journalist Ciro De Siena finds the offering so comprehensive that he's left wondering why you'd opt for the more expensive variant.
In this video we cover interior tech and features, boot space, the folding rear seats, back seat space, performance of the new engine and Ciro gives the much-maligned CVT transmission a proper run for its money. Watch the video!
Also, see our written review of the new Subaru Forester 2.5i-S ES here
This week’s news you need to know (Feb 21, Week 3)
In this week's news that you need to know, McLaren futureproofs itself by launching a series-production follow-up to its legendary P1 hypercar, Ford unveils a bold electrification strategy and Porsche demonstrates why it satisfies purists better than any other volume car producer. Brent vd Schyff tells it like it happened.
Mclaren Artura – Mac goes Hybrid
For eco-conscious would-be supercar owners, or perhaps performance aficionados who simply think it's time for a change, the timing is perfect for McLaren to introduce its first hybrid supercar (for this example, let’s think of the ultra-rate P1 as a hypercar, not a supercar). The initial plan may have been to stretch out the production lifecycle of current McLaren models to get that extra bit of return for the British firm's shareholders, but with competitor Ferrari being first to market with its Hybrid SF-90, no one can blame them for pushing forward their schedule by 2 years so they could release the Artura.
Job one was to go lightweight (the Artura's kerb weight is 1 395 kg) and McLaren achieved this by incorporating specialist components and a V6 engine. That means the power unit doesn’t have to work as hard to propel the supercar's heft. Pin that up against the SF-90, which tips the scales at 1 570 kg and you’ll see why there’s hope on the horizon. McLaren Industries (a sister company) has developed myriad technologies for everything from F1 to Nascar. Through aggregating data that will find its way into McLaren road cars, the group is perfectly set up to usher in some exciting products in future.
Modern cars have become rather portly (it's made them safer, more comfortable and exceedingly refined, but you know what they say about too much of a good thing). Therefore, it's refreshing to see a manufacturer return to basics by adopting Lotus founder Colin Chapman's philosophy of “Simplify, then add lightness”; heck, it worked for many British shed-built sportscars in the past and continues to do so for the few that remain today (takes a sip of tea). Here's why: Lighter cars with potent engines have superior power-to-weight ratios, which tends to make them more engaging to drive… yes, sheer fun!
Since 2010, McLaren has been pinching sales from Ferrari. By delivering eye-watering performance machines and playing the slow and smart game to grow market share in North America and China, the Woking-based firm now finds itself in a strong, sustainable position. Along with that growth, McLaren's P1, 720s, 675LT, Senna et al have been banging out Ludacris numbers and looking every bit the part.
Sadly, we often become victims of our success. When you think of Mclaren, the number one image that comes to mind is the Mclaren F1 – the unicorn to lead all unicorns. It was always going to be a tough act to follow. Talk about peaking too soon! It’s kind of like the more successful sibling in mom and dad’s eyes. The Artura is, then, an important next step in the brand’s history; it ushers in the next chapter in this crazy world. Whichever way it turns out, my only words of wisdom are "make fewer models" and "focus on quality". That will ensure the Artura is perfect in its own right and won't live in the F1’s shadow.
Ford Hybrid Bakkies – converting the faithful
The lofty goal of 66% of all of Ford’s sales to be electrically-powered by the year 2030 is certainly ambitious, but not entirely unreachable. Europe is a significantly different market from South Africa and North America, replete with hard-hitting penalties for emitting more than a thimble of CO2. It also has a few things that generally work in its favour, such as a receptiveness to change, advanced technological development and a more compact geographical dispersion that connects consumers and service providers.
It’ll be a hard sell for Ford, but if it can convince the same group of owners that have bumper stickers that read “Only milk and juice come in 2 litres” to purchase an electric Ranger by 2030, they would have solved the Rubik's Cube of product conversion in the automotive industry.
Not to harp on the go-to negative that shrouds electric cars in general, but something significant will have to happen in South Africa to force a change in buyers' minds about electric vehicles (EVs) – or at least convince folks to switch to EVs while there is still a plethora of more affordable ICE-powered cars on the market. That something could be as simple as reducing tax and duties on EVs vehicles to nil.
When there’s price parity between EVs and petrol cars – and average buyers do their cost of ownership sums and find that they’ll ultimately be saving money by "going electric" – only then will things like infrastructure and demand take off. The model will only work if underpinned by government intervention (yes, I know I'm dreaming) to ease the burden on consumers who, let’s face it, always get lumped with costs at the end of the day, which turns them off right away. I feel that, in the next 5 years, not enough will have changed and we will be having this conversation again. What do they call it? Déjà vu?
Porsche GT3 – is this the last dance?
Enough with hybrid and EV talk for now… Let’s kick it old school. One can’t help but appreciate the natural rawness that is the GT3 blueprint. It says something that, while every manufacturer went the boost route, slapping turbos on just about everything, Porsche kept it pure with this tried-and-tested recipe. I always questioned this… until I drove one. It was a 997 gen-1 – to be precise – and it changed my life (cue the motivational background music). The garden variety (sounds silly, right?) GT3 has always been the utopia of motoring; 9 000 rpm from a flat-6 naturally aspirated motor with a clutch and 6 gears is a gift from the car gods. I’m not sure what it is, but that last 500 rpm delivers harmonics that’ll raise the hairs on the back of your neck and make you strongly consider naming your firstborn “Hans Mezger”.
The GT3's build quality is sublime and the handling balance is as close to perfect as you could hope to experience. The steering, man, it's the best I’ve experienced on any road car… so much so that as much as I despise the term “race car for the road”, the GT3 is the closest you will get to that and that is why the latest iteration of the model is likely to be the car that eclipses the Toyota GR Yaris' hype.
But is this the last time that we’ll see a naturally aspirated GT3? Will Porsche cave under pressure from the environmental lobby (and the stringent emissions legislation that they propagated) and go the turbo route? I certainly hope not. As long as cars like these are still being produced, the world hasn’t lost its way completely. Who would have thought that there was still fun to be had in the increasingly regulated world of motoring? If you’re still unconvinced, book a meeting room and watch the Nurburgring lap-time vid below and crank up the sound. If that doesn’t work, check your wrist for a pulse.
The 2021 JD Power vehicle dependability study results are out and the winner is… Lexus!
*Pictured is the all-new Lexus IS – earmarked for an SA introduction in 2021
Lexus has a formidable track record in this survey and has taken the win 9 times in the past decade. Hard on the Japanese brand's heels is Porsche then Kia.
The JD Power Vehicle Dependability Study is in its 32nd year and focuses on vehicle dependability. The good news is that the overall level of problems is down, showing that cars are continually getting better and better. “The study results validate what we have known for some time,” said Dave Sargent, vice president of global automotive at J.D. Power. “Automakers are making increasingly dependable vehicles—but there are still some problem areas that need to be addressed and some warning signs on the horizon.”
The study focuses on the number of problems per 100 vehicles (PP100) experienced during the past years by original owners of three-year-old vehicles. A lower score reflects higher dependability, and the study covers 177 specific problems grouped into eight major vehicle categories: audio/communication/entertainment/navigation (ACEN); engine/transmission; exterior; interior; features/controls/displays (FCD); driving experience; heating, ventilation, and air conditioning; and seats.
This year's winner Lexus was ranked the best in overall vehicle dependability. Its score of 81 PP100 was followed closely by Porsche 86 PP100 and Kia 97 PP100 and Toyota 98 PP100. As far as model specifics go, it was interesting to read the Porsche 911 was ranked as JD Power's Most Dependable model for the 2nd time in 3 years.
Tesla made an appearance on this list but due to the brand restricting JD Power from contacting its customer base across the US, its score wasn't an accurate reflection.
Volkswagen has announced its facelifted Tiguan will be getting the 2.0-litre turbo engine straight from the Golf GTI.
Bridging the gap between the standard Tiguan and the potent Tiguan R are two additional engines. As it stands, these engines are available for the UK market right now, but we suspect VWSA will follow a similar strategy.
The 2.0-litre turbocharged motors are available in two states of tune; 140 and 320 Nm, as well as 180 kW and 370 Nm. Petrolheads will be well aware the latter figure is identical to that of the soon-to-be-launched Golf 8 GTI. Both derivatives feature 4Motion all-wheel drive as well as 7-speed DSG automatic transmissions.
Both models are claimed to be quick, with the lesser-powered model capable of 7.4 seconds to 100 kph. It's GTI-powered sibling is good for a 6-second run to 100 kph – making it the fastest Tiguan available until the mighty Tiguan R arrives. For the record, that 2.0-litre turbocharged petrol engine pumps out 235 kW and 420 Nm, and is said to hit 100 kph in 4.9 seconds.
The Tiguan has been a top-seller for the VW in recent years, in fact, it has sold so well that in 2019 it was the best-selling VW on the planet. That’s right, better than a Polo and better than a Golf.
Currently, Volkswagen SA offers its Tiguan with an array of engines, ranging from a 1.4-litre turbocharged petrol to a 2.0-litre turbodiesel. Both front-wheel drive and all-wheel drive are available. Volkswagen South Africa will be introducing the facelifted Tiguan to our market in the first quarter of 2021, while the flagship performance Tiguan R is earmarked for arrival towards the end of 2021. Given the popularity of this model, we expect these additional engines to be introduced too.
We’ve driven Kia’s newest addition to the Picanto range – the X-Line. It has crossover-inspired styling and more specification, but how does it stack up against a plethora of competitors?
What is a Picanto X-Line?
The new radiator grille and front bumper design distinguish the X-Line model from its brethren.
The Picanto X-Line sits atop the Picanto range as a "halo model" of sorts. It has unique bumpers, its own LED light treatment for both front and rear clusters and some flared wheel arches (with hefty mudguards) that house new 15-inch alloy wheels. The addenda give it a more prominent look and while the theme is crossover-like, there is no difference in ground clearance from the standard versions.
The X-Line replaces the previous Smart spec level and incorporates all the proverbial bells and whistles available in the Picanto range, including 2-tone artificial leather seats and a leather-trimmed steering wheel, as well as a new 8-inch infotainment touchscreen featuring Apple Carplay and Android Auto.
What's the Picanto X-Line like to drive?
One of the most stable drives in its class.
The Picanto has always felt like one of the more solid offerings in the small-car segment. While many of its competitors seem to sway in a stiff breeze, the Kia feels substantial and reasonably sure-footed. While whizzing down the famous Chapman’s Peak Drive and over Red Hill Road into Simon’s Town, the Picanto felt composed and even fun to coax through the twisties… It handles very neutrally, which means it’s unlikely to be unsettled by quick jerks of the steering wheel, such as when you need to execute emergency lane-change manoeuvres (swerve to avoid an obstacle). While the Picanto's probably never going to be utilised as a sportscar or, shall we say, "pinned" through a mountain pass, it’s good to know the underlying handling ability of this former #CarsAwards finalist is safe and stable.
Powering the Picanto X-Line is a 1.25-litre naturally aspirated petrol motor (61 kW and 122 Nm). In a car this small, it’s a perfect companion, providing adequate acceleration, decent overtaking ability and low fuel consumption figures. After half a tank’s driving, we averaged 6.4 L/100 km, which should easily fall into the 5s (or lower) through the adoption of a more economical driving style.
What’s the Picanto X-Line like inside?
The upmarket interior (for its segment) comes with an excellent infotainment system.
Kia’s interiors, across its range of cars, are all pretty good. The quality is well above average in the segment and the fit 'n' finish right at the top of its class. The Picanto competes against models such as the Suzuki Ignis, Renault Sandero Stepway and Ford Figo Freestyle; while the Picanto is a comparatively smaller inside, its interior feels luxurious, especially with the leather-trimmed 'wheel in hand.
In terms of connectivity, there’s just the one USB port at the front, but the very modern-looking and hi-res 8-inch touchscreen does support Bluetooth streaming, hands-free telephony, as well as Apple Carplay and Android Auto.
You may find that rear passenger space is a bit cramped/tight around the knees, but the load bay is reasonably sized when compared to the aforementioned rivals (a claimed capacity of 255 litres).
How safe is the Picanto X-Line?
The Picanto X-Line is, fittingly, equipped with 2 airbags and ABS with EBD. You don’t get stability or traction control, but the body shell of the Picanto has proven to be one of the safest in its segment.
After-sales support
Possibly one of the most enticing aspects of the Picanto X-Line is its standard 5-year/unlimited km warranty. Having peace of mind for 5 years of motoring, irrespective of how many kilometres you clock up, is certainly a boon when you're shopping on a tight budget. A 2-year/30 000 km service plan, which is included in the purchase price, can be extended at extra cost.
Verdict
The Picanto remains one of the best choices in the SA small market.
No, there isn’t anything strikingly different about the Picanto range… The X-Line offers a more eye-catching design that fits in with the crossover look that’s currently selling well across the board. Aside from that, not much really needed to change as the small-car offering is still relevant and just as competitive within the segment. The engine and transmission are excellent and the chassis feels planted and stable, where some of the competition can feel wayward and light under windy or slippery conditions.
Interior space is perhaps the one aspect in which the Picanto falls short of its intended rivals, but it matches most of them in terms of load-bay capacity. Overall, the Picanto continues to present an easy choice for buyers looking for peace of mind, thanks to its long warranty, as well as a fuss-free package that's equipped with all the modern gizmos to keep it relevant in a cutthroat segment of the market.
Honda has revealed its third-generation HR-V and it looks like a stunner.
The Japanese brand will be keen to defend its position in the compact crossover market and this redesigned HR-V should give a good account of itself, in that role.
A colour-coded grille, which appears integrated as part of the bumper moulding, and slim headlamps, give the HR-V a very futuristic appearance. Hidden rear door handles, intricate pattern LED and a light strip connecting the taillamps, are all design details meant to give the HR-V a more upmarket look.
The HR-V silhouette also features a very distinct taper beyond the C-pillar, with a nearly flat aft window giving it the requisite Sportback profile. Customers have a choice of wheel sizes ranging from 16- to 18-inches in diameter.
Honda’s designers have not been as radical with their cabin architecture, but the new HR-V does have a 9-inch touchscreen infotainment system, with a conventional audio volume dial. Those quite brilliant magic seats, one of Honda’s best ergonomic comfort and convenience components, are also fixed to the HR-V’s cabin.
Powering this new Honda crossover will be a choice of two engine configurations, both using Honda's 1.5-litre petrol as their base, and broadly similar in specification to the Jazz.
A hybridized HR-V is expected to deliver 81 kW and 253 Nm, with the non-hybridized engine should be a bit more powerful, at 90 kW, but significantly weaker on torque, at only 145 Nm. Final engine outputs have not been officially confirmed by Honda.
The new HR-V will only be available in all-wheel drive for hybrid powertrain customers, whilst those who opt for the conventional non-hybrid engine will have use of a CVT transmission driving the front wheels.
We have contacted Honda SA for comment on the HR-V's local introduction possibility. We will update this story when we hear back.
