The Toyota Hilux receives goodies from Arctic Trucks, making it even more tougherer. Check out the Hilux AT35.
The Toyota Hilux is a thoroughly capable double-cab bakkie. With excellent approach and departure angles plus a low-range transfer case, you have only yourself to blame if you get stuck. For those wanting to really venture into the wild, Arctic Trucks is offering a package for the recently-updated Hilux. We've become quite familiar with Arctic Trucks over the years, who can forget the Top Gear episode featuring a very red Hilux? Locally, we spent some time at Isuzu's facility in the Eastern Cape, witnessing the process to convert a standard D-Max into a D-Max AT35.
For 2021, Arctic Trucks has teamed up with Toyota to build the all-new Hilux AT35. Upgrades are extensive, ranging from extreme changes to the chassis, suspension and let's not forget those monster flared wheel arches and giant tyres. The suspension upgrade allows the fitment of huge 35-inch BF Goodrich all-terrain rubber. In terms of the numbers, there's an additional 65 mm of ground clearance on top of the already decent 286 mm. There are improvements to the approach and departure angles too.
The stock suspension has been replaced by Arctic Trucks' Bilstein setup, which features springs and dampers, with an adjustable anti-roll bar at the rear. Arctic Trucks is claiming the AT35 offers "superior mobility from the wider front and rear tracks, wider tyres and a larger, “lighter” footprint for more secure driving over soft and delicate terrain". The modifications make the Hilux AT35 wider and taller than the standard Hilux, but it's also 115 kg heavier.
The engine and gearbox are unchanged, but Arctic Trucks has tweaked the AT35's front and rear differentials. Visually, the Hilux AT35 features flared wheel arches, extended side steps, and bespoke badges. If you want to go even further, Arctic Trucks will do an underbody armouring package, light bars as well as a tyre inflation kit.
2020 Toyota Prado vs New Land Rover Defender 110 – Luxury Off-road Titans go head to head
We headed out to our favourite 4×4 testing facility, Welgelegen 4×4 just outside Cape Town, to put these two luxury behemoths to the test in their natural habitat.
The big news here is that this is not an entirely new Prado, but it has been given a new beating heart in the form of the uprated 2.8L engine which is now doing duty in the latest Hilux. It is worth saying up front that this isn't necessarily an apples for apples test as we could not secure a diesel Defender, so we had to make do with the extremely powerful 6-cylinder P400.
But it is an interesting test nonetheless, given that the Prado offers a tried-and-tested formula of a ladder frame chassis, a decently luxurious interior, 7-seats and a 6-figure price tag which comes in well below this particular Defender, although the diesel Defender is closer in price.
Climbing into the Land Rover and you feel like you've time-travelled to the future. This is one seriously smart and capable vehicle and left Ciro De Siena feeling like he didn't really need to be there; the car could have probably climbed those mountains all on its own.
We do hope you enjoy this in-depth test of the two cars. Let us know in the comments below which one you'd have and why.
Daimler and Mercedes-Benz have agreed to become two entirely separate entities, with separate development resources for heavy vehicle and passenger cars.
For decades the Daimler-Benz corporate structure has been a source of novelty in the global automotive industry. Very few traditional car brands are part of an organisation that also used resources, in a direct distribution, to develop heavy trucks and buses.
Volvo split its passenger car and truck divisions a long time ago. For Mercedes-Benz, scale is always important and it believed that there were commonalities between the smart driving truck technologies and a trend towards autonomous passenger vehicles. This no longer appears to be the case.
In the new structure, Daimler becomes purely a truck and bus business, with Mercedes-Benz, wholly focused on passenger vehicles.
What this new structure will allow, is for Mercedes-Benz to focus specific resources on its passenger car business. The synergies between engineering for heavy-duty transport and hauling vehicles, and passenger cars, are too divergent.
Truck companies have extreme vehicle and haulage weight requirements, which makes the metrics that engineers work on, especially with braking systems, very different from passenger cars.
In the truck and bus realm, hydrogen development has been championed. With passenger cars, most brands have opted for batteries as an alternative future power source.
At Mercedes-Benz, the structure was simply no longer working. After two difficult years, the company needs to be leaner to reassert itself. And that means breaking-up the heavy vehicle and passenger car divisions.
The changes are expected to become substantive later this year after shareholders vote in Q3.
An interesting issue will be where the low-volume, but immensely regarded, Unimog trucks go in this new equation.
It will never come to South Africa, but it's still an impressive machine to look at. This is the 2021 Ford F-150 Raptor.
Due to Ford's F-Series bakkies being assembled in left-hand drive only, it's highly unlikely you'll ever spot one in South Africa. Granted, there will be people who will either get creative with an import or get in touch with the growing industry of engineers who specialise in right-hand drive conversions, but as it stands, this is your best look at the newcomer. The closest thing you can get to one of these is the Ranger Raptor, a thoroughly capable bakkie that loves playing in the mud, sand, and rocks.
Under the bonnet is a revised version of the 3.5-litre twin-turbocharged Ecoboost V6, but Ford has said it will be releasing a thundering V8 Raptor R derivative in 2022. Strangely, outputs for this new motor were not announced, but we expect power and torque to be in the region of 340 kW and 700 Nm if the predecessor's 336 kW and 692 Nm are anything to go by. Ford claims its new powertrain features updated turbochargers and a trick active exhaust system. A 10-speed automatic gearbox is on duty.
The key thing to remember about the Raptor is its offroad capability. You can get 35- or 37-inch tyres that are factory approved, and with the largest rubber fitted, the updated Ford F-150 Raptor features 33.1 degrees of approach angle, a maximum 24.9 degrees of departure angle, and 24.4 degrees of break-over angle. There's a monster 332 mm of ground clearance too.
Ford has fitted the Raptor with a new Terrain Management system complete with different modes that adjust stability control, dampers, throttle mapping, and steering. There's also the lunatic Baja mode for those who want to let loose in the dirt. An electronic locking rear differential and available Torsen front limited-slip differential are fitted as standard.
Under the skin, there's a new steel frame that has reinforced areas to deal with the offroad activities. There's a new 5-link rear suspension setup and there are new electronically-controlled Fox Live Valve internal bypass shocks. Ford is claiming these are the largest shocks ever installed on a Raptor and they can change the damping rates independently at each corner 500 times per second.
And then there are those looks. Cue the heart eyes emoji – this is one beautiful beast!
Mazda has wedged a new model between its CX-3 compact crossover and CX-5 family car, but did it need to? We drive the new CX-30 in Gauteng.
It seems Mazda can do nothing wrong these days: its SUV family has proven popular in the South African market (the CX-5 has even garnered a few #CarsAwards category wins) and the Hiroshima-based brand will soon invigorate the local double-cab market with the introduction of its new BT-50. Plus, Mazda’s reputation for good reliability speaks for itself, leading many to suggest "Mazda is the new Honda".
It’s unfortunate that the brand has been unable to sell more units of its Mazda3, but considering how dismal domestic compact hatchback and sedan sales figures are, it's indicative of the current car-buying trends and not an indictment of the product itself. With the masses leaning towards SUVs, the traditional hatchback and sedan markets have steadily declined.
Mazda, like virtually every manufacturer, has been watching this trend closely and adapted its product strategy to suit. While we’re unlikely to see its electric or hybrid MX-30 or the flagship CX-9 7-seater SUV in South Africa anytime soon, the brand's latest offering, which is, paradoxically, based on the Mazda3 platform, has finally arrived on the local market.
The CX-30 fits snugly between the CX-3 and CX-5. The former has often been criticised for its tiny load bay/limited practicality and, yes, it lags behind its rivals in that regard, but the CX-30 addresses this.
The CX-30 is a good-looking vehicle, much like its CX-3 and CX-5 siblings.
What’s on offer
Mazda is offering its new CX-30 with a choice of 9 colours and 3 levels of trim – Active, Dynamic and Individual. The brand decided against using the CX-4 name because that’s reserved for a Chinese model.
There’s one engine shared across the range. It’s a 2.0-litre naturally-aspirated petrol engine that develops middling peak outputs of 121 kW and 213 Nm. Every Mazda CX-30 features a 6-speed automatic transmission, which directs power to the front wheels. All-wheel drive is reserved for the higher-specced CX-5 derivatives.
In terms of rivals, Mazda is pitching its new CX-30 into a hotly-contested segment. The Japanese firm has lofty ambitions and benchmarks its newcomer against the Volkswagen T-Roc and Audi Q2.
Mazda CX-30 Active
Standard features include smart keyless push-button engine start, MZD Connect with an 8.8-inch infotainment screen (not touch-sensitive, however), front- (driver and passenger), side-, knee- (driver) and curtain airbags, USB port, Head-Up display, Cruise control and LED headlamps, 16-inch grey metallic alloy wheels.
Mazda CX-30 Dynamic
Additionally equipped with: Apple Carplay and Android Auto, steering-wheel-mounted shift paddles, rear air vents, dual-zone climate control, keyless entry, as well as rear parking sensors.
Mazda CX-30 Individual
Additionally equipped with: reverse-view camera, frameless auto-dimming rear-view mirror, leather trim, a BOSE audio system with 12 speakers, plus 18-inch Silver Metalic alloy wheels.
What’s it like to drive?
We travelled to Gauteng to test drive the CX-30. This usually does not bode well for naturally-aspirated vehicles as they suffer a power loss of about 17% on the Highveld, but we came away pleasantly surprised with the 2.0-litre motor's smoothness; 213 Nm may not sound like much when you compare the CX-30 with its turbocharged rivals, but we can assure you, there’s sufficient go to match the show.
The transmission is an old-school 6-speed automatic and while it demonstrated a propensity to hold onto the gears longer than necessary on the odd occasion, it’s generally a competent unit. We appreciated the responsiveness when it came to overtaking manoeuvres – the auto 'box would quickly shift down a few cogs to engage the appropriate ratio.
The only drawback we found was not in the engine’s power delivery, but rather the noise it emits as it climbs through the rev range. This scenario would be fairly common on the open road, where you’d have to summon every bit of torque to overtake slower vehicles. The noise, initially, is okay, but once you climb past 3 500 rpm, there’s a loud drone that disrupts the peace in the otherwise serene cabin.
Petrolheads would be quick to point out that Mazda has a 2.5-litre forced-induction motor in its arsenal and despite its tantalising outputs, that powertrain is not available for our market. With our consumer cap on, we’re not fussed by the lack of a torquey motor and think the current setup would be perfectly adequate for most customers, irrespective of whether they live in the thinner air of Gauteng or at sea level.
If there’s one aspect that Mazda gets very right, it's the admirable fit-and-finish of its models' interiors. The CX-30’s cabin is a plush and luxurious space to occupy, which speaks volumes for the brand’s aspirations to compete in the luxury segment. The road noises are well and truly dialled out and we think many will be surprised by just how quiet (well-insulated) the CX-30’s cabin is.
With an illustrious history of making sublime driver’s cars like the MX-5, you’d hope the run-of-the-mill and family-orientated CX-30 would retain some of these traits. Indeed, the steering setup is light and quick, and while we didn’t pitch the newcomer into serpentine bends with zeal, we feel the Mazda's tiller exhibits enough in the way of "feel" and "feedback" to elicit a small smile.
Our launch unit was the entry-level 2.0 Active, which rides on 16-inch alloy wheels wrapped in higher-profile rubber. The ride was impressively smooth, even when the road quality deteriorated. The suspension felt competent, but the setup leans towards the sporty side, which is why we felt a jolt every time the CX-3 drove over a cat's eye.
The key differentiator between CX-3 and CX-30 is the amount of interior space they offer. While the informal sit-behind-yourself test in the former was a real challenge for those of even average height, most will be able to accomplish the task with ease in the CX-30.
The same goes for the size of the load bay. The CX-3’s luggage capacity was adequate for the daily commute, but the rear seatback would invariably have to be folded down when you needed to pack for long trips. Critically, there was a lack of depth as well as length, denting hopes of loading a standard cooler box. With the CX-30, owners will have no such hassles.
Summary
The Mazda CX-30 makes a strong case for itself. While we weren’t enthusiastic about the powertrain’s noisy nature at higher revs, we’re readily prepared to give it a 2nd chance at sea level and with perhaps a more "run-in mileage" on the odo' before making a final judgement. That being said, the engine’s coarseness is just one small minor blemish on what’s a modern, stylish and well-thought-out compact family car.
Not only does it look the part, but the levels of fit and finish are right up there with the best in the segment. The cabin is refreshingly minimalist; it allows the driver to focus on enjoying the driving experience!
Famly-car buyers who were put off by the CX-3’s restricted load-bay capacity (and didn’t want to stretch their budgets to the larger CX-5) now have another modern and stylish SUV to add to their shortlist.
Mazda’s new compact family car offering comes in at an interesting price point, too. While it is marketed as a split down the middle between the CX-3 and CX-5, it’s pricing leans towards the CX-5's. Granted, the CX-5 is fairly long in the tooth and we’re expecting an updated model to be revealed during the course of 2021, but the CX-30 also feels like a far more modern offering that its aforementioned siblings.
Mazda CX-30 Price in South Africa
Every Mazda CX-30 comes with a 3-year/unlimited-kilometre service plan, 3-year factory warranty, 5-year corrosion warranty and 3 years' worth of roadside assistance.
In 2020, the South African motor retail industry registered its lowest aggregate new-vehicle sales total in almost 2 decades. Suffice to say last year was an annus horribilis, but the statistics nonetheless provide some fascinating insights into local buying patterns.
Where do South Africans spend their money when times are tough? Which segments are in decline? Which models are rising stars? Details sales statistics provided by Lightstone Auto provides the answers.
The overall Top 20
Refreshed in 2020, the Toyota Hilux continues to be the most popular new vehicle in South Africa.
With 31 263 units sold in 2020, the Toyota Hilux remains the dominant player in the local market, with a gap of more than 10 000 units to the 2nd-placed Volkswagen Polo Vivo (19 750 units). The presence of no fewer than 8 compact cars in the Top 20 makes it clear that affordability is key to sustained sales volumes. Whereas in previous years one would see the likes of the BMW 3 Series and Mercedes-Benz C-Class in the Top 20, that's no longer the case. The most expensive volume-selling vehicle is now South Africa's top-selling SUV, the Toyota Fortuner (9 635 units). It's also worth noting the presence of the Haval H2 compact family car in the Top 20. With 4 465 units sold, the Chinese model's not far off the numbers posted by the Hyundai Venue and Volkswagen T-Cross.
Ranking
Make and Model
Sales
1.
Toyota Hilux
31 263
2.
Volkswagen Polo Vivo
19 750
3.
Ford Ranger
18 846
4.
Volkswagen Polo
16 335
5.
Isuzu D-Max
12 704
6.
Toyota HiAce
11 263
7.
Nissan NP200
10 480
8.
Toyota Fortuner
9 635
9.
Toyota Corolla Quest
7 365
10.
Ford EcoSport
7 255
11.
Renault Kwid
6 017
12.
Toyota Etios
5 806
13.
Volkswagen T-Cross
5 693
14.
Hyundai Grand i10
5 622
15.
Suzuki Swift
5 507
16.
Hyundai i20
5 277
17.
Nissan NP300
5 043
18.
Ford Figo
4 906
19.
Hyundai Venue
4 482
20.
Haval H2
4 465
Battle of the compact cars
Volkswagen's locally-manufactured Polo Vivo is the second-best-selling new vehicle on sale in South Africa, behind the Hilux.
Volkswagen South Africa has the compact car market buttoned up, with the Polo Vivo coming out tops (19 750 units), followed by the Polo compact hatch on 16 335 units. Furthermore, the 9th best-selling compact car was the Polo Sedan (4 282 units). If there is a threat to its dominance this year, it's likely to come from Toyota's rising Star(let), which racked up 3 352 sales in the 4 months that it's been available on the new-vehicle market. With 361 units moved in the month-and-a-half that it's been in local showrooms, Toyota's smaller Agya budget car has not quite set off fireworks yet, but watch this space.
Two old favourites that have fallen off the chart are the Ford Fiesta (1 095) and Honda Jazz (458). And just compare the Baleno's total of 581 with that of the Toyota Starlet – it's a virtually identical product to the Suzuki, which has been on the market for several years now… That must be a bitter pill to swallow for Suzuki.
Ranking
Make and Model
Sales
1.
Volkswagen Polo Vivo
19 750
2.
Volkswagen Polo
16 335
3.
Renault Kwid
6 017
4.
Toyota Etios
5 806
5.
Hyundai Grand i10
5 622
6.
Suzuki Swift
5 507
7.
Hyundai i20
5 277
8.
Ford Figo
4 906
9.
Volkswagen Polo Sedan
4 282
10.
Kia Picanto
3 758
11.
Suzuki S-Presso
3 601
12.
Toyota Starlet
3 352
13.
Renault Sandero II
3 117
14.
Kia Rio
2 317
15.
Datsun Go!
2 173
16.
Hyundai Atos
2 131
17.
Toyota Yaris
1 772
18.
Nissan Almera
1 768
19.
Mazda2
1 554
20.
Renault Clio
1 259
Still bakkie country
Strong support for Isuzu's trusty, and outgoing D-Max, saw it secure an overall fifth place in the sales chart last year.
With 5 pick-ups in the Top 20 overall sales list, South Africa's love affair with the bakkie shows no signs of abating. While the big news is, of course, the Hilux's dominance, it is interesting to see the strong performance of the outgoing Isuzu D-Max – this surely bodes well for the upcoming all-new model, which is due to go into production in Port Elizabeth next year. While Nissan will be happy with the continuing support for its affordable workhorses (NP200 and NP300), it will be hoping for a much better performance from the Navara this year. In 2020, Nissan's leisure double cab could only achieve 557 sales, which was even bested by the now-discontinued Mercedes-Benz X-Class (803 units). Finally, with only 303 sales, the Mitsubishi Triton must be the most underrated bakkie (or best-kept secret) on the market.
Ranking
Make and Model
Sales
1.
Toyota Hilux
31 263
2.
Ford Ranger
18 846
3.
Isuzu D-Max
12 704
4.
Nissan NP200
10 480
5.
Nissan NP300
5 043
6.
Mahindra Scorpio Pik-Up
3 093
7.
Toyota Land Cruiser Pick-Up
2 475
8.
Hyundai H100
2 197
9.
GWM Steed
1 675
10.
Volkswagen Amarok
1 528
SUVs and Crossovers continue to rise
South Africa's favourite SUV continues to be the Toyota Fortuner, which was recently updated.
While there were 2 clear winners in this combined segment last year (Toyota Fortuner and Ford EcoSport), the competition in the compact crossover space is heating up as more models arrive on the market. The recently-revised Fortuner, on the other hand, is likely to continue its dominance in the full-sized SUV segment this year. A stand-out performer continues to be the Haval H2 (ranked 5th overall in this segment with 4 465 sales), while Kia will be happy with the continued market acceptance of its Seltos (3 164 units). Volkswagen's Tiguan remains the leading family car with 4 280 units moved in 2020.
Interestingly, the only premium brand to make the Top 20 ranking is BMW (with its X3 – 1 624 units), but it's worth keeping an eye on the Land Rover Defender, of which 744 units were sold in its 7 months on sale. By comparison, the Discovery achieved only 266 sales. A vehicle that has been undeservedly shunned by the market is the excellent Opel Grandland X, which managed to achieve only 156 sales.
Ranking
Make and Model
Sales
1.
Toyota Fortuner
9 635
2.
Ford EcoSport
7 255
3.
Volkswagen T-Cross
5 693
4.
Hyundai Venue
4 482
5.
Haval H2
4 465
6.
Volkswagen Tiguan
4 280
7.
Toyota RAV4
3 432
8.
Kia Seltos
3 164
9.
Mazda CX-5
3 154
10.
Hyundai Tucson
2 819
11.
Mazda CX-3
2 432
12.
Hyundai Creta
2 353
13.
Haval H1
2 202
14.
Renault Duster
2 154
15.
Suzuki Jimny
1 627
16.
BMW X3
1 624
17.
Kia Sportage
1 597
18.
Ford Everest
1 588
19.
Nissan X-Trail
1 563
20.
Toyota C-HR
1 520
C-segment in freefall
The previous-generation Corolla, now sold as the Quest, is South Africa's only remaining (serious) volume-selling sedan.
Not so long ago, C-segment sedans and hatchbacks accounted for a big slice of the South African market, but save for a few stalwarts (Corolla and Golf, mainly), the bottom has fallen out of this segment. A big seller to fleets and the rental market, the Toyota Corolla Quest dominates the segment with 7 365 units sold, a long way ahead of the outgoing Volkswagen Golf (2 192 units). The only other mainstream model to still feature in this segment is the Mazda3, but with only 968 sales in total. Opel (Astra, 118 units) and Renault (Megane, 139 units) are former big sellers that have fallen by the wayside.
Ranking
Make and Model
Sales
1.
Toyota Corolla Quest
7 365
2.
Volkswagen Golf
2 192
3.
Mercedes-Benz A-Class
1 408
4.
BMW 1 Series
1 134
5.
Audi A3 Sportback
1 066
6.
Mazda3
968
7.
BMW 2 Series
838
8.
Audi A3 Sedan
770
9.
Toyota Corolla
754
10.
Toyota Corolla hatchback
732
Luxury sedans dying?
It may be nearing the end of its lifecycle, but the Mercedes-Benz C-Class remains the best-selling luxury sedan in SA.
Due to a combination of factors (mostly pricing and the greater appeal of premium family cars and executive SUVs), the traditional luxury sedan is against the ropes. The top-seller in 2020 was the ageing Mercedes-Benz C-Class, which recorded only 2 247 units in total (excluding AMG variants). BMW can't be happy with the performance of the still-new G20-generation 3 Series (2nd place, 2 072 units), and Audi must be considering giving up on the A4 (only 159 units were retailed, although the Ingolstadt-based brand recently introduced a facelifted version of its sports executive sedan).
Move up a size and things get worse… the BMW 5 Series recorded only 168 sales, edging out the Mercedes-Benz E-Class (129). By comparison, 32 units of the Bentley Continental seems pretty impressive!
Performance cars
Another chart-topping performance from Ford's burly Mustang in 2020.
The Blue Oval continues to lead the way with the Mustang (400 units), followed by the AMG versions of the Mercedes-Benz A-Class (277) and the Porsche 911 (243). Toyota's Supra achieved a total of 118 sales, while a startling 32 units of the Ferrari 488 Pista were sold. In fact, with 28 examples of the Lamborghini Urus also finding homes in SA, it was a good year overall for the exotic brands in South Africa.
And on the "green" front?
Recently updated, the Jaguar I-Pace is the most up-to-date EV sold in SA.
While product diversity and affordability remain stumbling blocks for the greater acceptance of "green" vehicles in South Africa, things don't look too promising. The best-selling EV in South Africa continues to be the BMW i3 (40 units in total), while the marque's now-discontinued i8 achieved 20 sales. Jaguar's i-Pace clocked up 15 sales. Oh, and remember the Toyota Prius? Only 5 units of the pioneering hybrid car were sold last year.
Editor's note: BMW South Africa (Pty) Ltd reports sales information quarterly, in line with its global directive. Estimate domestic new vehicle and export sales are provided for Mercedes-Benz SA Ltd.
BMW has plucked the famous ti badge from its timeline to invigorate the new 1 Series. The 128ti is a hot hatch in the formula most of us recognise – front-engined and front-wheel-drive – and it seems squarely set on seducing Golf GTI customers. International correspondent Richard Lane got the chance to drive it in the UK.
Two years ago, BMW axed arguably its most distinctive product. That product was the 2nd-generation 1 Series – the market's only exclusively rear-wheel-driven premium hatchback and, as if that wasn’t enough, the only one available with 6-cylinder power. Its existence meant that if you shelled out for one of the top-ranking 1 Series derivatives, you'd get something undeniably special for your money.
BMW’s subsequent decision to switch the 1 Series onto the front-driven FAAR platform (already serving the X1 SUV) duly went down about as well as Porsche’s 2013 clanger of withholding a manual gearbox from the 911 GT3. In both cases, the business case was there – but approval from enthusiasts was certainly not. Yet, unlike the GT3, whose maker backtracked and now offers its finest driving machine with three pedals once more, the 6-cylinder 1 Series isn’t coming back. Four cylinders sitting transversely, and sending their efforts to the front axle (unless equipped with xDrive), well, that's how it’s going to be.
But before we get too wistful, we need to be straight with ourselves: the old M135i and M140i cars, replete with their creamy 3.0-litre inline-6 motors, weren’t perfect. Because they carried so much weight in their front ends, they were considerably less agile than many of their serious hot hatch rivals. What's more, an underdamped rear axle meant that the driven tyres' contact patches could feel worryingly vague on trickier, low-grip roads. In truth, they weren’t really hot hatches at all – they were grand tourers in hatchback bodies: unique and, in the right circumstances, brilliant, but costly to run and not the quick-footed firecrackers needed to challenge the established hot-hatch benchmarks. Which, interestingly, is exactly what the new 128ti is designed to do.
What special about the 128ti?
BMW has given the ti a racy exterior in the hopes of dipping into the "boy racer" crowd.
Until very recently, the idea that the pre-eminent purveyor of rear-drive sedans might directly challenge the Volkswagen Golf 8 GTI in its own backyard would have been patently absurd. However, that is exactly what the new 1 Series architecture permits, and BMW seems to have put plenty of effort into making sure the 128ti lands with a proverbial bang. It has even reprised its 2nd most alluring moniker – ti, for Turismo Internazionale – for the first time since the 1990s. Less welcome is the decision to celebrate this revival with jarring red accents, but if those are the only blots on the 128ti’s copybook, game on.
Behind the redesigned front bumper sits a detuned version of the same twinscroll-turbocharged 2.0-cylinder 4-cylinder engine found in the M135i xDrive range-topper. Here it makes 180 kW and 380 Nm (in South African-market spec) instead of 225 kW and 450 Nm. Drive is directed to the front wheels through the same mechanical Torsen limited-slip differential found in the M135i, although the locking ratio has been reduced fractionally. Without the stability provided by the more powerful car’s driven rear axle, BMW claims there was a risk the 128ti would be too fighty if the ratio remained unchanged. What's more, that would have gone against what BMW is aiming for with its newcomer: something coherent, deft and fun… but not necessarily white-knuckle wild.
The detail changes, therefore, run much deeper than chucking the rear driveshafts back in the parts bin and tweaking the differential. Compared with the M135i, underbody bracing has been removed from the 128ti's front (and added at the back), with the aim of shifting the distribution of stiffness rearward and making the front-end less prone to understeer and the back, well, more lively. For the same reason, as well as to improve turn-in response, the suspension geometry has been altered, notably with the reduction of toe-in at all four corners. In order to maintain that all-important dynamic harmony, the speed of the electromechanical steering has then been marginally slowed from what you experience in the M135i. Again, the aim was for pin-sharp handling, but without unpleasant surprises.
Helping the 128ti’s cause is the fact that it weighs 80 kg less than the M135i, so in terms of power-to-weight, it trails its range-topping sibling by only 12.5 kW per tonne. It also comfortably beats the 180-kW Golf 8 GTI by this measure, although neither is anywhere near the head of the field. The BMW’s 135 kW per tonne is monstered by the 171 kW per tonne of the 65 kg-lighter, 235 kW Honda Civic Type R.
If you want to bring four-wheel-drive rivals into play, the 225 kW Mercedes-AMG A35 is the closest thing to the 128ti in spirit and customer profile, and it manages not much more, with 144 kW per tonne. These are fairly dry figures, admittedly, but revealing ones for hot hatches, and the new BMW does adequately well.
The inside bits
Digital instrument dials make a comeback in the 128ti, other 1 Series models use a different theme.
When you slide aboard the 128ti, you will be pleasantly surprised by its interior – the seats, for example, might look vaguely 1980s-inspired, but they’re among the best in the class for offering reasonably comfort as well as adequate support in the twisties. In terms of ergonomics and perceived quality, the Bimmer also has among the finest hot hatch cockpits around. BMW’s iDrive retains plenty of solid-feeling physical controls, and elements such as the leather airbag cover, contemporary plastic finishes and red stitching leave several notable rivals feeling dreary.
Even the Golf 8 GTI feels one or two notches below the mark set by the 128ti, and – hallelujah – BMW has even supplied some deliciously simple digital instrument dials to replace the unclear sidewinders found on every other 1 Series. I sincerely hope it will catch on in the rest of the range. However, you will also notice that there’s no traditional gearstick, and that’s because the 128ti is offered solely with Aisin’s 8-speed torque-converter automatic transmission. BMW claims the gearing for any manual would have had to have been overly long for emissions tests and that market research shows uptake would be minimal.
There’s probably truth in those statements, but the 128ti purports to be a "proper" hot hatch, yet you can’t have it with a manual 'box. And, in light of that, you might be left wondering just how proper it can be. Well, in some respects, it’s very proper; and in others, a little underwhelming. First, BMW has been brave with this car; it nailed its colours to the mast by fitting passive dampers. Should the chassis feel too soft on back roads, there’s no push-button rescue service to raise the level of control. Equally, if BMW’s set-up feels like skateboarding down cobbled streets when you’re on the motorway, that’s your lot.
What's it like to drive?
A few chassis tweaks here and there are meant to stiffen up the rear and reducing understeer.
Fortunately, the Bavarian marque has struck an unusually fine balance between ride and handling with its newcomer. And while there’s some low-speed jostle that can sometimes feel only just the right side of punishing (please, stick to the 18-inch alloys) once you’ve got some speed up and begun to work the dampers, the 128ti flows with what could be called "forgiving poise". It’s almost exactly the blend of comfort and control that I want in a hot hatch: serious enough that the car immediately feels lean and toothy and capable enough to deal with frequent crests and troughs without making your heart skip a beat, but also compliant enough to live with on a daily basis. Overlaid on this is the revised steering, the gearing of which is measured without ever feeling ponderous. It’s a world away from the frenetic rack in the Renault Mégane RS, although still crisply responsive around the dead-ahead position and, thereafter, more convincingly weighted than that of the Golf GTI (it’s best left in Comfort mode; Sport is too artificially heavy.)
Its overall effect is to endow the 128ti with enjoyable handling precision, which is gratefully received in the era of hatchbacks that are almost as wide as a Lamborghini Countach. As for the engine, it’s more effective than engaging. The B48 2.0-litre motor is now well known, its undersquare design packing a uniformly powerful, if slightly laggy, punch that effortlessly propels you forward from 2 000 rpm upwards, but little to pull on your heartstrings. It’s well-matched to the transmission, whose shifts are crisp and, in Sport mode, theatrically forceful. So, steering, ride and powerplant: all are good or good enough. This leaves the stage set for that vaunted ti-unique handling to shine. Which it does, in part, but not blindingly so. Damp patches on drying roads possibly don’t help, but the promised adjustability didn’t easily materialise.
There are certainly hints that the 128ti can be particularly wieldy. Mid-corner, its nose responds acutely to the throttle closing, and it’s balanced enough that it will indulge being flicked through challenging direction changes at truly exciting speeds. Having said that, you might struggle to summon the commitment needed to really get the chassis going. The 128ti majors on neutrality. It never feels especially keen to adopt any yaw on the way into corners, and while the differential is predictable, it isn’t quite as effective as you'd expect when powering out of bends. Yes, there’s a fair amount of torque steer if you’re lead-footed, although more fundamentally, outright grip often feels limited. Depending on your expectations, it means that, when driven hard, the 128ti can frustrate you equally as much as it can impress you.
Verdict
The 128ti appears to be a balanced offering from BMW, much like the GTI.
There’s more to discover about the 128ti, which will be available in Mzansi soon… A grippy, bone-dry road would, in all likelihood, help the feisty 128ti generate the level of front-axle grip it needs to truly "unlock the devil inside". I certainly hope that that will be the case, because BMW’s first attempt at producing an authentic sweet-spot hot hatch is largely impressive and will deservedly steal sales from the Golf GTI, especially on the strength of its upmarket interior. There’s also something enjoyably gritty and pedigree-feeling in the dynamic character of the 128ti when you explore its talents on the right bit of road. However, for a self-professed driver’s hot hatch, you might just want something even more distinctive; something that offers even more driver engagement, more of the time… perhaps even something with an extra pedal.
Meet the finalists in the Premium Crossover category of the 2020/21 #CarsAwards powered by WesBank!
Now in its 6th year, the #CarsAwards was conceived to be South Africa's definitive automotive awards programme and is backed, for the 5th year running, by the country's leading supplier of vehicle finance, WesBank.
These stylish vehicles offer a popular SUV look but in a smaller, more city-friendly package. They aim to attract attention with eye-catching looks, colours and capable powertrains. Individuality is the name of the game in this segment, where models’ interior and exterior looks can be tailored to buyers’ specific tastes, while still providing the most up-to-date in-car technologies.
This category is guided by both eligibility factors and Pillars of Success.
Eligibility factors for this category include a list price between R600 000 and R800 000 (as of October 1, 2020) to ensure exclusivity and status. Vehicles in this category must be a crossover/small SUV shape of the Audi Q3, Volvo XC40 etc.
Pillars of success for this category include design and quality appeal, powertrain technology, luxury, brand strength and driving dynamics.
Visit www.carsawards.co.za for more information. In no particular order, the finalists are as follows:
Audi Q3 Sportback 40 TFSI quattro S Line
The Audi Q3 represents a massive leap forward compared with its predecessor and it rightfully took the honours in the inaugural crossover category of the #CarsAwards-powered by WesBank. Now that the Ingolstadt-based brand’s contender competes in the premium crossover category of the 2020/21 awards programme, we’ve nominated the stylish Sportback variant of the Q3 range.
Volvo has an award-winning line-up of SUVs: the XC90 has won its category of the #CarsAwards on numerous occasions and the XC60 previously took the Executive SUV title. Now we have the baby XC40 as a contender for Premium Crossover honours. Can it replicate its siblings’ successes?
The facelifted version of the 2nd-generation Mini Countryman arrived midway through 2020, replete with some new styling options and a reworked infotainment system. The biggest of the Mini models still retains the brand’s cool and funky style and fresh Union Jack rear tail lights are a reminder that the brand is, in fact, British and not German, like the Oxford-based firm’s parent company BMW.
Subaru Southern Africa has confirmed a more powerful and advanced Forester is on its way and will be on sale from mid-February 2021. What’s changed and how much will it cost?
The Forester is Subaru’s best-selling model in its portfolio and since its introduction 24 years ago, the capable SUV has won over many fans.
For 2021, Subaru Southern Africa will increase its local Forester offering with 2 new derivatives. The most notable of the new derivatives is the 2.5i Sport ES model, which combines practicality with sporty aesthetics. Those lamenting the lack of a properly potent engine in the same vein as the older-gen XT motors will have to make do with a naturally-aspirated motor, however, in 2021 guise, it now produces 136 kW and 239 Nm. This is an increase of 21 kW and 43 Nm over the 2.0-litre variant. In terms of fuel consumption, Subaru is claiming this flagship model consumes just 7.6 L/100 km. The vehicle is only available with a CVT.
Visually, this sporty model needs to look the part. The exterior of the Forester Sport features 5 body colours that are contrasted with orange and black accents. The interior also features the orange and black accents, most notably around the gear shifter and X-Mode selector. The 2.5-litre models ride on 18-inch wheels, setting them apart from the 2.0-litre models. Interestingly, for the first time, Subaru is offering its Forester with water-repellent seats, which are available on the Sport model, perfect for wet dogs or kids.
If you don’t want the attention of the Sport model’s orange and black accent trim, you can opt for the 2.5-S ES model which features standard body colour options and leather seats inside. It’s identically specced aside from the water-repellent seats and funky colour treatment.
In terms of safety, the Forester comes with Subaru’s award-winning EyeSight Driver Assist System and works in conjunction with Adaptive Cruise Control, Automatic Pre-Collision Braking, Lane Departure and Sway Warning and Lane Keep Assist. Blind Spot Detection, Smart high beam assist, and Rear Cross Traffic Alert are fitted as standard too. Subaru Vehicle Dynamics Control (VDC) and its fabled symmetrical all-wheel-drive is on hand for safer all-weather, all surface stability and traction bringing technology such as ABS, EBD, ESP and Torque Vectoring into play when needed.
In terms of rivals, the Forester 2.5 goes head-to-head with the Toyota RAV4 2.5 VX and the ever-popular Mazda CX-5 is available with a 2.5-litre engine too.
Each Subaru Forester model is sold with a 3-year/75 000 km Maintenance Plan as well as the 5-year/150 000 km warranty.
A new Ranger Raptor is also due in 2023 and a right-hand-drive prototype has now been spied undergoing testing with a 2.7-litre V6 petrol engine under the bonnet! This engine develops 231 kW and 540 Nm and is paired with a 10-speed automatic transmission.
The Ranger Raptor was joined by a Bronco Warthog prototype, and the two had nearly identical engine and exhaust notes, locking in the notion that these two off-road offerings will be very closely related, mechanically.
In terms of styling, these spy shots reveal the Raptor's flared, brawnier body and Raptor-spec “FORD” grille treatment which is only partially obscured by the camouflage. Raptor-style wheels, and the usual BF Goodrich All-Terrain T/A KO2 tires are also fitted, mere days after the announcement that the South African version of the Ranger Raptor was moving from the BFGs to General Grabber AT3 rubber. The Ranger Raptor prototype is fitted with wide-set dual exhaust, carefully tucked under the bumper for maximum ground clearance.
The Ranger Raptor’s rear suspension has some camouflage, almost certainly hiding the Live-Valve shocks that have also been photographed on the Bronco Warthog.
We will keep you updated as more news regarding the new Ranger Raptor becomes available.
