Think of it as a junior RAV4, but without all-wheel drive.
Toyota has created a potential nightmare for rival product planners, with its latest Corolla model range extension.
Recognising the surge in demand for crossovers, the Japanese company has shaped a new bodyshell for the TGNA-C platform Corolla. This transforms the conventional Corolla sedan into a five-door crossover.
The styling details, from grille to tailgate, are notably different to a Corolla sedan and as befits a crossover-type vehicle, there is black cladding around the bumpers, side skirts and wheel arches. Cabin trim, design and switchgear, is similar to what you'd find in a current Corolla.
If you wish to reference dimensions, this new Corolla Cross is 35 mm shorter but 185 mm taller than a current Corolla, although its mechanical configuration is slightly less advanced. An example of this is that Corolla Cross has independent MacPherson strut front suspension but features a torsion beam rear. The new Corolla Cross is positioned slightly larger than the C-HR but smaller than the RAV4. Expect it to take on rivals such as the VW T-Cross, Hyundai Venue and the Kia Seltos.
Powering this new Corolla development is a familiar 1.8-litre petrol engine, producing 103 kW and 177 Nm. Toyota will also be offering a hybridized version, which adds an electric motor to the powertrain, producing 54 kW and 163 Nm, in conjunction with a mild tune of the 1.8-litre petrol engine, set at 73 kW and 142 Nm.
Drive is to the front wheels, via an e-CVT transmission. Toyota is offering both 17- and 18-inch wheels with its Corolla Cross, rolling 215/60 or 225/50 profile tyres.
Initially scheduled to launch in Thailand, the new Corolla Cross will likely hit the South African market later in 2021. The Corolla Cross is set be built in KZN at the Toyota plant in Prospecton. The vehicle uses the same platform as the new Corolla but will be built alongside the Corolla Quest in the factory. Toyota SA will also be building the Corolla Cross hybrid model, the first hybrid model to be built in SA. It will likely be the most affordable hybrid model as it won't be subject to the premium tax that imported hybrids all have to endure.
Toyota plans to export the Corolla Cross to over 43 countries in Africa. The new vehicle build comes on the back of a R2.43 billion investment at the plant generating around 500 new jobs directly and a further 1 000 jobs in the automotive supply chain.
SUVs are all the rage, but Audi reckons the A4 still has its place. The updated sports-executive sedan arrived in SA towards the end of 2020 and we've evaluated the newcomer thoroughly. Can the facelifted A4 match BMW's 3 Series and Mercedes-Benz's C-Class? Should you buy one over a comparable crossover/SUV?
We like: High levels of fit and finish, excellent connectivity, refined ride/handling balance
We don’t like: Lacks personality and driver involvement, expensive
Those who bought an A4 shortly before the facelifted version's release won't feel that their cars have been dated.
The B9-generation Audi A4 has been updated, but the changes incorporated in the facelift aren't dramatic. From the front, you can tell the newcomer apart from its predecessor by its new-look single-frame grille, which is flanked by slightly redesigned daytime running lights. At the rear, the A4's tail lamps have a fresh LED signature, but the biggest updates can be found in the cabin, even if they seem simple.
This generation of the A4 sees the introduction of Audi Connect to the SA market (the sedan comes with a data SIM card and over-the-air support). A new touch-responsive MMI screen and the latest iteration of the 12.3-inch Virtual Cockpit are also fitted. The engine lineup gains mild-hybrid tech, which, of course, Audi says improves fuel economy. Speaking of engines, the A4 line-up includes 3 petrol engines, with a turbodiesel option coming later in 2021. The subject of this review is the 35 TFSI Advanced line, but there is a 40 TFSI derivative too. If you want muscular performance, Audi South Africa also offers an S4.
With these subtle changes, does the Audi A4 stand out enough and, if you're in the market for a sports-executive sedan, is it worthy of your consideration?
How it fares in terms of…
Performance
The drive modes make the A4 a bit more interesting to drive, but we sense this Audi's more geared towards comfort and refinement.
The 35 TFSI's 2.0-litre 4-cylinder turbopetrol engine is a proven quantity – it's been utilised in many VW Group models. However, in this guise, it incorporates 12V mild-hybrid technology, which makes the engine's revs drop as you coast towards intersections, for example. Does it really optimise the Audi's fuel economy? Well, let's get straight to it… Audi claims an average of 6.1 L/100 km, which we thought was too optimistic for a midsized petrol-engined sedan, but our expectations of "mid 8s" were happily smashed when the test unit indicated 7.5 L/100 km (and we hadn't even adopted a frugal driving style).
The clever software would politely ask us to lift off the accelerator (by displaying a little green icon on the instrument cluster) when the navigation system detected a traffic circle ahead. The system encourages the user to employ a coasting technique, as opposed to overusing the brake pedal. Now you're probably wondering how the car performs when you're in a hurry (and not hell-bent on saving the polar bears)…
The A4's 7-speed dual-clutch automatic transmission is a gem.
Look, the 2.0-litre turbopetrol motor blends economy and willing performance in a refined package. Outputs of 110 kW and 270 Nm are good, but if you suspect that's not enough, you can opt for the 140 kW/320 Nm 40 TFSI! Dual-clutch automatic transmissions are standard throughout the range, which is a plus; they shift quickly and without fuss. In fact, there'll be times when the shifts are barely discernable. Granted, the powertrain can baulk a bit in traffic when the 1st gear engages from a standstill, but you can offset this by being gentler with the accelerator. Once you're rolling, progress is "as smooth as silk".
Despite being the least-powerful derivative in the facelifted range, the 35 TFSI Advanced line is nonetheless capable of delivering a decent turn of speed when required, thanks to the aforementioned quick-shifting and responsive transmission (it speaks of excellent software/calibration), as well as the various Audi Dynamic Select drive modes. If you select the Dynamic mode, the throttle response sharpens up appreciably, which makes the driving experience instantly more urgent. When tasked to corner with enthusiasm, the Audi A4 performs competently, but it trails the 3 Series in terms of outright driving thrills.
Ride comfort
The 18-inch alloy wheels look the part, while the tyres' plump sidewalls contribute to a smooth ride quality.
If you look past outright performance (as you probably should for a lower-end A4 sedan – its target market is… conservative), the Audi truly excels in terms of ride comfort and -refinement. Few cars in its class are this quiet and comfortable. In fact, you could easily drive a few hundred kilometres and arrive at your destination still feeling fresh. You can feel there's been an intense focus on noise suppression – the cabin lets through only the faintest of rumbles. Our Audi rode on 18-inch alloys wrapped in Pirelli 245/40 rubber; the firm has evidently prioritised pure comfort and relaxation over driving satisfaction and thrills.
Granted, our test unit came with the optional sport seats (part of the optional Sports Package – for an extra R9k), which we found supportive (as expected) and comfortable. As a bonus, they're heated!
Practicality
The Audi A4 has been on the market for a while, but it offers acceptable rear legroom.
The A4 is based on the MLB platform, which lends itself to superb refinement and generous cabin space. Rear legroom is fair, but at least the boot is capacious. Audi claims a cavernous 460-litre capacity, with as much as 960 litres of utility space available if you fold the rear seats down. Surprisingly, the A4's boot capacity is about 20 litres smaller than those of its main rivals, but it's certainly not a deal-breaker.
The front cabin has a handful of nifty storage compartments and while Audi's smartphone box might cost R6 200 extra, it's a worthwhile option because it incorporates wireless charging and, thanks to the convenience of Android Auto/Apple Carplay, you can store your phone safely out of sight. What's more, convenient storage solutions are located in front of the transmission lever (ideal for a wallet or keys).
Interior quality & onboard tech
The Audi cabins continue to impress with excellent ergonomics, as well as fit and finish.
Audi cabins are arguably (still) the market benchmark for quality, user experience and design excellence. Not only do they look the part; they're straightforward to use. Audi's Virtual Cockpit continues to be a masterclass in both visual execution and ease of use. Not only does it look like something out of a car from the future, but its wonderfully simple to use and explore. To reiterate, the A4 comes with Apple Car and Android Auto, and the interfaces' menus look terrific on the high-resolution central display. If you don't want to go the smartphone-mirroring route, the native Audi operating system (first seen in the Audi Q8) has a similar look and feel to a tablet, plus it works like a charm. Our only gripe is the MMI screen's propensity to show smudged fingerprints – it's best if you keep a cloth handy to wipe the touch surface clean!
The wireless charging pad is a must-have in contemporary premium sedans.
Price and after-sales service
The Audi A4 35 TFSI Advanced line costs R663 000, but the test unit was fully loaded with options, which raised the price to R856 300. The vehicle is sold with a 5-year/100 000 km Audi Freeway plan.
Verdict
While there's very little to fault the Audi A4, especially with regards to its cabin execution and refined driving experience, some will undoubtedly question its relevance in a market that's moving away from sedans… Given Audi's incredibly diverse portfolio, is there still a need for the A4? Market trends indicate crossovers/SUVs are – and will continue to be – all the rage. Worse still, if you're considering an Audi sedan, the A3 4-door offers comparable levels of space and features for less money. Plus, a new A3 is due in Mzansi this year, so the refreshed A4 might soon have new competition from within its own ranks.
Should you buy one? If you have your heart set on an A4, you're unlikely to be disappointed with your purchase. It may lack the verve of a BMW 3 Series, but its interior quality and refinement are more than a match for the Mercedes-Benz C-Class. To be fair to the Three-pointed Star, an all-new model is due in 2021. We suspect Benz dealers are desperate for it to arrive, given the freshness of the BMW and Audi.
The revised A4 is unlikely to sell in huge numbers, because we predict the majority of the Ingolstadt sedan's potential customers may be inclined to lean towards the brand's generously specced (and highly rated) Q3 premium family car instead. Having said that, for those sedan die-hards, Audi's mid-sized sedan represents an excellent interpretation of a comfort-orientated and technology-laden luxury car.
Renault has revealed its new Kiger Compact SUV which is destined to reach South Africa later this year.
The production version of the Kiger has now been revealed and while it will primarily be offered in India, it’s also destined to reach South Africa in the third quarter of 2021.
The Kiger shares its CMF-A+ platform with the Renault Triber and Nissan Magnite and measures 3 991 mm long, 1 750 mm wide and 1 600 mm high with a wheelbase of 2 500 mm. Ground clearance is generous at 205 mm. These dimensions bode well for overall interior space and Renault claims 405 litres for the load bay which is useful.
In terms of styling, the Kiger has retained much of the front-end design seen on the Kiger show car seen last year (which is a good thing) and boasts a sculpted bonnet, sleek C-shaped LED headlights and flared wheel arches and a rear skid plate which gives the Kiger a more rugged look. The C-shaped light theme is also carried over to the rear. The Kiger rides on 16-inch alloy wheels.
Exterior colours for the Kiger include Ice Cool White, Planet Grey, Moonlight Grey, Mahogany Brown, Caspian Blue and Radiant Red with Mystery Black Roof. Renault will also offer two-tone colour options for the Kiger. In addition, a total of 5 accessory packs allow for further personalisation.
The Kiger features modern connectivity features and an attractive cabin design.
Inside, the Kiger features a neatly-designed cabin featuring an 8-inch floating touchscreen infotainment system with Apple CarPlay and Android Auto functionality along with Bluetooth and voice activation. An Arkamys #D sound system is also fitted with a total of 8 speakers. Automatic air conditioning is also included as is a leather-trimmed steering wheel with backlit buttons. A configurable 7-inch TFT instrument cluster is also fitted with changing themes based on the driving mode selected including Normal, Eco and Sports.
As for engine power, the Kiger is powered by a 1.0-litre turbopetrol engine with 74 kW and 160 nm of torque with a claimed fuel consumption of 5.0 L/100 km. This engine is also expected in the Nissan Magnite. A 5-speed manual transmission will be offered while a CVT option is expected to join the range later.
In addition to this engine, the Kiger will also be offered with a naturally aspirated 1.0-litre petrol engine with 53 kW and 96 Nm in conjunction with a 5-speed manual transmission or a 5-speed AMT.
In terms of safety, dual front airbags are fitted as well as 2 side airbags.
Local pricing and specification details will become available closer to the Kiger’s launch later this year. Stay tuned!
The Mini range received a major update back in 2018 but another round of updates is now being rolled out.
Better looks
Mini has reworked the front end for a more purposeful look.
On the outside, the grille is now larger than before and gains a black hexagonal surround and the central bumper is now in body colour for a more modern look. You may also notice the new vertical air inlets as well as the contoured wheel arches. LED indicators are also fitted along with the hallmark round Mini headlights. At the rear, the updated Mini can be recognised with its fog light which is now integrated into the rear apron as a narrow LED unit.
A range of new body colours has also been added, including Rooftop Grey and Island Blue. The Mini Convertible will also be available in striking Zesty Yellow. A total of 5 new alloy wheel designs will also be offered in 17- and 18-inch wheel sizes.
The big news, however, is that Mini will offer a Multitone roof for the 3-door hatch, 5-door hatch and electric variants. The Multitone Roof features a colour gradient from San Merino Blue, through Pearly Acqua to Jet Black and is applied using a wet-on-wet process to achieve a paint finish known as Spray Tech. No Multitone Roof is the same and every Mini with this roof is therefore entirely unique.
“The new Multitone Roof for the MINI is not only the most expressive form of contrast paint to date, it also takes the brand’s hallmark ex-works customisation options to a new level,” says Oliver Heilmer, Head of MINI Design. “And because every roof looks a little bit different and is so unique, it pays to look more closely than ever.”
Familiar but more refined. Note the new steering wheel. Much better, Mini!
Moving inside, the interior has benefitted from a few notable changes. The Mini range gains piano high gloss finishes and an 8.8-inch touchscreen infotainment system. Switchgear for the audio controls, hazard warning light and driver assistance buttons have been better integrated into the familiar circular control unit. Mini has also removed much of the chrome elements in the interior and the air vents have been redesigned and now sit flush with the interior surfaces.
A new leather steering wheel and digital instrument cluster, from the JCW GP and Mini Electric, is now standard across the Mini hatch and convertible range.
Any technical upgrades?
Yes, a new version of Adaptive Suspension is now available for the first time and balances comfort and sportiness with continuous frequency-selective damping. Damper force is adjusted within 50 to 100 milliseconds depending on the road and driving conditions and damping forces can be reduced by up to 50%, according to Mini.
As part of the optional Driver Assistance Pack, Mini offers a new lane departure warnings as well as new Active Cruise Control with Stop & Go function when paired with an automatic transmission.
As for engines, the current lineup of engines carry over with the 75 kW / 190 Nm and 100 kW / 220 Nm 1.5-litre turbopetrol engine and 141 kW / 280 Nm 2.0-litre turbopetrol doing service under the bonnet in conjunction with a 7-speed dual-clutch automatic transmission. The Mini JCW ups the ante to 170 kW and 320 Nm from its 2.0-litre turbopetrol engine and uses an 8-speed automatic transmission.
Mini SA has confirmed that the updated Mini hatch and convertible will reach South Africa in Q2 of 2021! Stay tuned for local pricing and specification details closer to launch.
Bye-Bye BF Goodrich as Raptor goes with German rubber.
Ford’s Ranger Raptor is stepping out into 2021 with new footwear. The limited edition bakkie, which is highly regarded for its off-road ability, will now roll a new tyre specification.
This tyre switch concerns South African market Rangers and for fans of Ford’s double-cab product, it will be interesting news.
When Ford launched the Ranger Raptor, much fanfare was made of its tyre specification, provided by BF Goodrich. The company supplied Ranger Raptor with an aggressive, high-volume tyre, sized 285/70 R17.
Ford’s engineers did not wish to compromise on the Raptor’s off-road ability and the correct tyre specification is crucial. Those who have had the privilege of piloting a Ranger Raptor in testing off-road terrain, will attest to the traction, floatation and toughness of these BF Goodrich all-terrain tyres.
Most Raptors do not spend each rolling kilometre of their driving on gravel, sand or ploughing through mud. The truth is that huge tread blocks, with deep self-cleaning channels, are noisy on tar.
Ford’s Ranger Raptor will henceforth roll Continental Grabber AT3 tyres in the South African market, a change which is unique to us. Supporters of localization will be thrilled that Continental’s Port Elizabeth factory now supplies the tyre content for a bakkie of Ranger Raptor’s calibre.
The Grabber AT3 is a regarded off-road terrain tyre, although it has a different tread pattern and less of an overreaching lug profile, onto the sidewall. Ranger Raptor required a new Grabber AT3 sizing for it in the local market: 285/70 R17.
Perhaps the most interesting question is why Ford would change such an important specification, on its halo bakkie product? The significant international supply chain disruptions, due to coronavirus, could be a reason.
With Continental capable of providing a local alternative, it is a lot safer to change suppliers, than have Ranger Raptors on the assembly line in Silverton, 99% complete, but without imported tyres to roll them away for final delivery.
South Africa’s best-selling SUV received a thorough facelift late in 2020, which included the introduction of an updated turbodiesel motor. Does the revised 2021 Toyota Fortuner improve the Fortuner’s value proposition? We racked up some big miles with the Japanese Adventure SUV during the festive season. Here’s what we found.
This 2021 Toyota Fortuner review will provide you with essential information to make an informed buying decision.
We like: Fits all family lifestyles, peace of mind, better urgency from the engine.
We don’t like: Unconventional 3rd-row seat setup, ride quality not best in class.
The updated tail-light clusters are the quickest way to distinguish the Fortuner from its predecessor.
We’ve covered the updates to the 2021 Toyota Fortuner and Hilux ranges quite extensively on Cars.co.za, but here’s a quick refresher on the important parts of the facelift’s um, facelift. To enable the venerable 2.8 GD-6 4-cylinder turbodiesel to match the outputs of the (Ford) Ranger and Everest, Toyota’s updated the venerable motor (mechanically and electronically) to produce 150 kW and 500 Nm of torque.
The love-it-or-hate-it brown interior from the pre-facelift Fortuner has been discarded and replaced by much-more-palatable black trim. In terms of electronic accoutrements, Toyota’s 7-seater Adventure SUV gains a more connected infotainment system and this new-for-2021 VX derivative comes equipped with modern intelligent safety features that also improve the vehicle’s general driving experience.
The exterior execution has had a touch up too – in the forms of new lighting designs front and back, while a metallic trim strip has been added to underscore the side glass, C-pillars and tailgate screen; think of it as a belt for the Fortuner’s waistline. Those with a keen eye will also notice the lack of badging on the back of this model; that’s not part of the facelift offering, merely how this unit was delivered by Toyota.
How does the 2021 Toyota Fortuner fare in terms of…
Performance
Ample on-road performance isn’t usually a prerequisite for an off-road-oriented SUV, but because the Fortuner has an upgraded engine, the revised powertrain is probably worth addressing right off the bat. It’s the same upgrade as the Hilux received (insofar as the extent of its mechanical improvements) and, in the SUV variant, it certainly benefits the vehicle’s driveability. The added urgency when overtaking is the most notable improvement; to put it another way: getting around slower traffic at higher speeds requires far less planning and anxiety because the Fortuner now has greater reserves of oomph to call on.
The 6-speed automatic transmission, meanwhile, does a good job of selecting the right gears at the right time, although the ‘box does tend to kick down a little early when the Toyota is required to climb hills (as opposed to using the low-down torque to “pull itself up” inclines). Aside from the extra noise from the engine and additional fuel being burnt during these kickdowns, there are no real downsides.
Around town, the off-the-mark acceleration feels eager – it’s a notable improvement on the sluggish performance of the pre-facelift 2.8 GD-6. While fuel consumption is claimed to be better with this update, we found that the Fortuner would often climb above 10.5 L/100 km in town. While on long journeys, when the Toyota cruised at the national speed limit for protracted periods, the readout settled at 9.0 L/100 km.
Ride comfort
The Fortuner is still a bit shaky on harsh gravel roads, but impressively capable when used as a 4×4.
One of the areas in which the Fortuner has been unable to match its Ford Everest archrival is ride comfort. As a rule, a bakkie-based SUV, which consists of a body mounted on a ladder-frame chassis, can’t hold a candle to the pliant suspensions of monocoque designs (such as the Land Rover Discovery, BMW X5 etc). Unlike the Hilux, the facelifted Fortuner hasn’t had any adjustments to its damping to help settle the rear-end better over bumps. It still exhibits a fair amount of body roll when cornering at speed and, on dirt roads, the Toyota can feel as if it’s crabbing across the surface (while the cabin reverberates).
A more circumspect owner won’t have a problem adjusting to these idiosyncrasies by simply reducing the speed, but it remains a weak point of the package; there is certainly room for improvement.
Practicality
Family-car buyers favour rugged 7-seater SUVs because they cover all the bases at a price point that doesn’t (or at least didn’t) break the bank. All 7-seats in the VX spec Fortuner are upholstered in black leather, which feels comfortable and hard-wearing. The 2nd-row seats can be tumbled forward and folded upwards to provide more loading space.
Other manufacturers prefer to have the 2nd row of seats fold flat into the floor instead, which gives users an easier load space to work with, but not as much height to load into. It’s a bit of a “whatever works best for you” scenario. The 2nd row also slides fore and aft on rails and even when set as far forward as the bench will go, it provides more than enough legroom for passengers.
The 3rd row of seats, in turn, fold upwards and against the sides of the load bay, which is a Fortuner tradition and, frankly, this configuration continues to confuse us. Granted, you get a lower loading height compared with Adventure SUVs in which the rearmost seats fold down into the floor, but then, because the seats are stored to the side in the Toyota, it limits the maximum load-width of the luggage area.
Foibles aside, the Fortuner still has one of the largest load bays of all new vehicles on sale in the Republic, which is a trump card in itself. The 3rd row was often occupied during the Toyota’s tenure in our test fleet and, aside from the lower-than-average seating position, the rearmost seats provided sufficiently comfortable accommodation on long journeys.
Interior and tech
It’s nice to finally have Apple Carplay and Android Auto compatibility in a Fortuner.
The VX-spec Fortuner sits atop the range and, as a result, comes equipped with more buttons to play with. Front seat heaters are standard on this derivative, which will be welcome on cold winter’s days. The 8-inch infotainment screen is now Apple Carplay and Android Auto compatible, although it would be nice if it had more than 1 USB port. As soon as someone else wants to charge a device through the USB port, you lose your smartphone-mirroring function. You could use USB adaptors in some of the 12V ports dotted around the cabin, but it’s pretty standard fare to have at least 2 USB ports these days.
The new safety features, which were introduced on the Hilux and have now been carried over to the Fortuner, are very welcome. The pre-collision detection system is the most notable new addition, while lane departure warning and road-sign recognition are nice-to-have features. They come over and above standard features (across the range) such as ABS, EBD, brake assist, stability control and traction control.
Adaptive cruise control with distance control is also part of the new safety package for the VX derivative, which certainly takes the hassle out of trundling through busy towns along the national freeways.
2021 Toyota Fortuner: Price and After-Sales Support
Toyota has the largest number of franchised dealers in the country, providing peace of mind for owners that worry about finding a workshop while on holiday “well off the beaten track”. Toyota also has a notable track record for reliability and has twice won the coveted Brand of the Year title at the Cars.co.za Consumer Awards, powered by WesBank.
The 2.8GD-6 4×4 VX retails for R806 300, which includes a 3-year/100 000 km warranty and 9-service/90 00 km service plan, both of which can be extended at the dealer at extra cost.
Verdict
The new Fortuner improves enough to continue its reign at the top of SA’s SUV sales chart.
The facelifted 2021 Toyota Fortuner certainly shows improvements in some areas of its package where its predecessor was middling or perhaps even slightly behind the opposition. Its powertrain is far better than before and more closely matched with that of the Everest. The black interior is less polarising than the previous brown getup and the updated infotainment system will be welcomed by the majority of users. Improving the safety features and adding adaptive cruise control to this top-spec derivative will certainly make those looking for more value for money think twice before opting for an Everest instead.
The Fortuner remains the SUV you buy that answers the question “what if?” What if I need 7 seats, reliability, good service, decent performance, to go off-road and remain respected on the school run? Well, the facelifted Fortuner is the answer if you still want to have some money left after completing the purchase, although, having said that, the VX’s price is starting to become head-scratchingly expensive…
The Fortuner is a 7-seater SUV with three rows of seats, designed to accommodate a driver and up to six passengers.
What is the ground clearance of the Toyota Fortuner?
The Toyota Fortuner has a ground clearance of approximately 225 mm to 279 mm, depending on the model year and specific variant. This high clearance makes it well-suited for off-road driving and navigating rough terrain.
What are the engine and transmission options for the Toyota Fortuner?
The Toyota Fortuner is available with two diesel engines, with some derivatives featuring 48V mild-hybrid technology to improve efficiency. Engines include a 2.4-litre and 2.8-litre turbocharged diesel engine. Transmission choices typically include both a 6-speed manual and a 6-speed automatic gearbox, with some variants offering a 4×4 drivetrain.
What are some key features of the Toyota Fortuner?
Key features of the Toyota Fortuner include a high-strength body-on-frame chassis for durability, an 8-inch touchscreen infotainment system with Apple CarPlay and Android Auto, leather seats, automatic climate control, and a suite of safety features such as multiple airbags, ABS with EBD, and traction control. Higher trims may also offer a premium JBL sound system and a powered tailgate.
What is the fuel tank capacity of the Toyota Fortuner?
The Toyota Fortuner has a fuel tank capacity of 80 litres.
Meet the finalists in the Premium SUV 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.
Luxurious SUVs may primarily appeal for irrational and emotional reasons such as design and status, but at their core, they are some of the most sophisticated and capable vehicles on the market. Blending station wagon spaciousness with high-tech off-road equipment and powerful engines, as well as luxuriously trimmed cabins and prestige badges was always going to be a hit with image- and practicality obsessed buyers.
This category is guided by both eligibility factors and Pillars of Success.
Eligibility factors for this category include a list price between R1 000 000 and R1 500 000 (as of October 1, 2020) to ensure a healthy measure of exclusivity and status. Eleible vehicles in this category must a large SUV of the BMW X5/Mercedes GLE category, but crossover derivatives such as the BMW X6 and Mercedes GLE Coupe are also included. All-wheel-drive must be standard.
Pillars of success for this category include powertrain technology, luxury, brand strength, design and quality appeal, driving dynamics and space and practicality.
Visit www.carsawards.co.za for more information. In no particular order, the finalists are as follows:
BMW X5 xDrive30d M-Sport
The BMW X5 is the sheer embodiment of a premium SUV. The G05-generation X5, which was introduced at the end of 2018, improved on several facets of its predecessor, plus the range includes some potent diesel engines, an all-new infotainment system and more. BMW won this hotly-contested category in the 2019/20 #CarsAwards, but will the X5 be able to defend its title?
Land Rover’s all-new Defender has finally arrived in South Africa. In addition to offering an impressively-equipped and technologically advanced cabin, the Defender offers formidable performance both on tar and off-road. The new Defender has all the premium appeal that this category demands, but it offers even more, making it a strong contender in this category.
Since the inception of the #CarsAwards, the Volvo XC90 has won the Premium SUV category no fewer than three times, albeit with different derivatives. Could the facelifted model unseat the BMW X5 in the 2020/21 programme to win a fourth trophy? The T8 features Volvo’s hybrid technology with a 4-cylinder turbopetrol engine paired with a battery-powered electric motor.
Following the reveal of the all-new Tucson family car last year, Hyundai has now revealed a sportier Tucson N Line.
When the new Hyundai Tucson was revealed last year, it ushered in bold styling, underpinned by Hyundai’s ‘Sensuous Sportiness’ design language which arguably makes it the most striking offering in the family car segment. South Africa will receive the new Hyundai Tucson in the second half of 2021.
Now, however, Hyundai has revealed the Tucson N Line, boasting sportier exterior and interior styling. The Tucson N Line, however, will not feature any major performance upgrades and according to Hyundai, the Tucson N Line will be available with the 110 kW 1.6-litre turbopetrol engine offered in the new Tucson, including the Tucson Hybrid / Mild hybrid, but excluding the low-power diesel derivative. A fully-fledged Tucson N is also likely and it could pack as much as 254 kW.
In terms of styling, the Tucson N Line wears a striking grille design that’s both taller and wider than the standard Tucson and features “parametric jewels” for a unique effect while the lower section features larger air intakes and a rectangular bumper section finished with silver skid plates. The rear end gains a longer spoiler with fins for a sportier look. A red reflector band and diffuser further adds to the sportiness of the Tucson N Line as does the twin-tip exhaust system. An Electronically Controlled Suspension (ESC) will be offered as an option in an effort to enhance comfort and performance by adjusting damping force based on parameters such as speed, road surface, cornering, acceleration and braking.
The Tucson N Line rides on 19-inch alloy wheels and a total of 7 exterior colours will be offered as well as two-tone options with a Phantom Black roof in conjunction with 5 body colour choices.
The Tucson N Line features a few sporty touches but it's not over the top.
On the inside, the Tucson N Line gains an exclusive colour pack along with N Line seats upholstered in black suede and leather with red stitching. Red stitching is also seen on the door trims and armrest. An N steering wheel is also fitted and further N details on the centre console while also featuring metal metals.
Other key interior features include a fully digital dual-cockpit comprising a 10.25-inch open instrument cluster and a 10.25-inch AVN touchscreen with Hyundai Bluelink connected car services. Other nice-to-have features include 3-zone climate control and ventilated front seats with front and rear heating function.
The Tucson N Line is due to go on sale in Europe in the second quarter of 2021 and it has not yet been confirmed for South Africa.
The upcoming local introduction of the BMW 128ti, a true front-wheel-drive addition to the hot hatch brigade and a car that’s probably closer to the top-selling Volkswagen Golf GTI in its product pitch and -packaging than anything else on the market, should really be a big deal.
Only it isn’t, at least not in the eyes of many BMW aficionados. You could blame that on the fact the current 1 Series is, fundamentally, the least sporty iteration of the premium compact hatchback that BMW has produced. With its front-, as opposed to rear-wheel-drive platform that prioritises practicality and refinement, the 128ti will plug a yawning hole in the range’s line-up, which is footed by a far-too-sensible 118i and headed by an all-wheel-driven M135i xDrive, which delivers the requisite vrrr-pahs and sheer grunt but, in the opinion of many critics, stops short of being truly involving to drive.
Before the 128ti, BMW hadn’t built a performance-oriented hatchback (except for in Oxford, of course, but it wore a Mini badge).
The 128ti has racy, but tasteful detailing that’s more in keeping with M cars from a more restrained and dignified BMW era (which explains why it wears a ti badge – componentry aside, it’s not quite shouty enough to wear an M badge by today’s standards, is it?). And, of course, Bimmer’s newcomer owes much of its exposure to being labelled a “Golf GTI rival” by the motoring media.
But let’s say that, in a crazy alternate universe, Volkswagen decided not to produce an 8th-generation Golf GTI, for whatever reason. In that case, would anyone care about the 128ti, a front-wheel-drive BMW – “as was the dour 2 Series Active Tourer”, detractors might whisper – powered by a 180 kW/380 Nm (in our market) 2.0-litre 4-cylinder turbopetrol, mated with an automatic transmission?
No, because for a multitude of South African Bimmer fans, a 4-cylinder engine is something that powers a BMW derivative that they can afford, as opposed to a BMW derivative that they want…
Within the domestic context, history strongly favours the BMW inline-6. The E12 was the first 5 Series range to be assembled in the Republic (production began in the mid-Seventies); the original 5er featured 4-cylinder engines too, but the characteristic wail and compelling performance of the Munich-based brand’s inline-6 motors truly established the Bavarian brand in South Africa.
There was an inline-6 in the engine bays of legendary BMWs that were developed, built and sold exclusively in South Africa: the 530 MLE (arguably the world’s first unofficial M-car); the 745i – a first-class sedan with a supercar (M1) engine; the 333i and 325is. It made the brand a powerful force in sanctioned motorsport (production and modified), street- and drag racing, drifting and even spinning.
In the early Nineties, the proliferation of double-overhead camshafts (expanding the 24-valve configuration to BMW motors beyond those in M cars) and variable valve timing (VANOS) gave rise to potent 2.5-, 2.8-, 3.0-litre engines in the brand’s ranges. And when BMW began making turbopetrol engines again, it started with a 3.0-litre inline-6 (N54), which debuted in the pre-facelift E92 3 Series Coupe.
Of course, there have been brilliant 4-cylinder BMW engines before! The brand’s 4-pots from the Seventies and Eighties included its first turbocharged petrol- and F1 world title-winning engines, but by the time the brand was well-established in South Africa, we missed out on iconic 4 cylinders, such as those in the E30-generation M3, which dominated touring-car racing, and its 318is contemporary.
Although local BMW fans could aspire to own a 333i or 325iS, they missed out on the visceral original M3 and its rorty 4-pot motor.
The 1st-gen M3 was built exclusively in left-hand-drive guise so that BMW could compete in Group A of the DTM; its free-revving 2.3- and (later) 2.5-litre 4-cylinder motor produced up to 175 kW in its top (road-car) spec. As for the latter, it was BMW’s “contribution” to the 16-valve hot-hatch craze in the late ’80s/early ’90s – its peppy M42 1.8-litre mill developed peak power of 100 kW at 6 000 rpm.
But back in the Republic, during that era, apart from the inline-6 motors in the 320i, 323i, 325i, 333i and 325iS, the E30-generation 3 Series sported merely sensible 1.6- and 1.8-litre 4-cylinder engines.
The E30-generation M3’s motor was based on the block of the long-serving M10 engine and the head of the M5’s S38 mill.
Then, when BMW’s inline-6 was really hitting its stride, the 1.8-litre 4-cylinder motors in the entry-level E36-gen 316i and E46-gen 318i just made up the numbers. They weren’t sparkling to drive and sounded abjectly miserable. Despite early hiccups, the 4-pot’s torquey turbodiesel counterparts did attract a cult following, because if you were desperate to buy into the brand during the production span of the E90-gen 3 Series (’05-’12), you’d have considered selling your gran to the pirates to get a 320d, if only to avoid buying the lumbering 320i with its valve-stem-seal-eating N46 2.0-litre petrol.
Fortunately, that 110-kW 320i (which BMW SA produced in bulk, also famously in bare-bones Start spec… sorry to remind you of that) arguably represented the low point of the BMW 4-cylinder petrol engine, because turbocharging has truly given it a new lease of life. And, thanks to inflation, growing complexity and downsizing, 6-cylinder BMW motors have not only become scarcer, but the derivatives that they’re fitted to are prohibitively expensive. See also: Has the 3 Series ‘lost its soul’? It’s a fair question.
The 318i and 318is were two of the little gems in the E36-generation 3 Series, but BMW didn’t capitalise on their initial success.
BMW has unquestionably produced excellent small turbopetrol engines of late, but by virtue of the brand’s pursuit of higher refinement and efficiency, the 4-pots still play supporting roles in the current (G20-gen) 3 Series and other models. The 330i, for example, produces a hearty 190 kW/400 Nm, but its motor’s digitally enhanced soundtrack has no sense of theatre, unfortunately.
Which brings me nicely back to the plucky 128ti, which will soon sit slap-bang in the middle of the local line-up of the 3rd iteration of the 1 Series. Having honed its skills of producing spirited and engaging front-wheel-drive models fitted with transversely mounted 4-cylinder engines with Mini, the BMW Group is finally ready to let its main brand reap the benefit.
The new 128ti is a hot hatch; it does not need to be in the shadow of the M140i… or even the contemporary M135i xDrive.
You see, the 2 previous iterations of the (exclusively rear-wheel-drive) 1 Series were always meant to be topped by derivatives with longitudinally-mounted inline-6 engines under their bonnets, including the 135i, 1M, M135i, M140i and, in terms of the outgoing 2 Series, the sublime M2, M2 Competition and M2 CS. Even though the 4-cylinder motors weren’t treated like the proverbial red-haired stepchildren in the previous (F20-gen) 1 Series, they weren’t the starring attractions either.
And therefore, I hope the F40-gen 1 Series will finally come into its own with the arrival of the 128ti in the coming weeks, which will have a configuration and handling/performance balance that is better suited to the model’s design than the somewhat overwrought M135i xDrive. Yes, it will indeed be a rival to the Volkswagen Golf 8 GTI; I can think of no better benchmark for BMW’s debutant.
Prospective 128ti buyers will appreciate the sports steering wheel and M-branded stainless-steel-finished pedals and footrest.
I remember how I passed my driver’s licence test while at the ‘wheel of my mum’s metallic green E36-generation 318i back in late 1995 or early 1996… Compared with the previously mentioned 8-valve 316i, that pint-sized sedan had such a sweet-revving little 1.8-litre 4-cylinder 16-valve engine and the 1.9-litre unit that followed it (in the 318is) was even punchier.
Evidently, BMW does have the ability to produce sweet 4-pot petrol motors, you just have to wait for the right one to come along. No pressure then, 128ti.
BMW M has officially revealed the M5 CS, which not only represents the pinnacle of its iconic super sedan, but is the most powerful and fastest-accelerating car the brand has ever produced…
As Cars.co.za reported recently, the boss of the Bavarian marque’s performance division, Markus Flasch, partially revealed the M5 CS on Instagram late last year, when he highlighted the sedan’s characteristic brushed gold-bronze grille surround, side strakes and forged alloy wheels, plus he divulged a few tantalising details about the (then upcoming) super sedan.
The M5 CS has been fitted with the upgraded suspension from the M8 Gran Coupe Competition.
So, we had a good idea of what the newcomer would look like, knew that its engine would produce 467 kW, which is marginally higher than the M5 Competition’s 460 kW, as well as the fact the Clubsport would be 70 kg lighter than its sibling by virtue of incorporating numerous lightweight parts.
Those details have now all been confirmed, but the claimed performance figures of the super sedan, which is powered by a 750-Nm 4.4-litre twin-turbo V8 mated with an 8-speed automatic transmission, is nonetheless stupefying. BMW claims the M5 CS can bolt from standstill to 100 kph in 3 sec dead, from 0 to 200 kph in 10.4 sec and go on to an (electronically-limited!) top speed of 305 kph.
BMW has applied a number of carbon-fibre-reinforced plastic panels to its ultimate super sedan.
The attention to detail in the newcomer is also pretty astonishing. Yes, the engine produces only 17 kW more than the M5 Competition (467 kW at 6 000 rpm and 750 Nm of torque from 1 800 to 5 950 rpm), but BMW has fitted the motor with a redesigned oil pan with an additional sump and indirect charge-air cooling, plus stiffer engine mountings (with spring ratings of 900N per mm, Autocar reports).
Over and above a recalibration of the M xDrive all-wheel-drive system, the M5 CS’ suspension tuning is more focused than that of its M5 Competition sibling. For one, the newcomer’s shock absorbers, which were developed for the M8 Gran Coupe Competition, trim the super sedan’s ride height by 7 mm and are said to reduce fluctuations in wheel loads. In combination with new spring bearings for the damper control measures, the M5 CS is evidently optimised for sharper on-the-limit handling (no wonder it has Nurburgring silhouettes in its front-seat headrests, but more about later…).
BMW's reworked the M5 CS' front and rear suspension geometry, while 20-inch P Zero rubber help it to hug the road.
The gold-bronze-finished 20-inch alloys are shod with 275/35 front and 285/35 rear Pirelli P Zero Corsa tyres and, if you look through their spokes, you’ll notice the standard M carbon-ceramic braking system. It comprises 6-piston fixed red calipers (fore) and single-piston floating calipers (aft), plus BMW claims it weighs 23 kg less than the steel-disc setup that features on the M5 Competition.
To reduce the sedan’s kerb weight to just over 1 800 kg (1 825-kg DIN), the M5 CS’ bonnet, front splitter, side-mirror caps, rear spoiler, rear diffuser, M Power engine cover and intake silencer are all made from carbon-fibre-reinforced plastic (CFRP). In fact, some elements feature exposed carbon fibre, the manufacturer says.
The M5 CS' interior is awash with racy red detailing, leather trim, carbon-fibre inlays and Alcantara.
Meanwhile, the L-shaped lighting elements of the standard BMW Laser headlamps shine yellow when on low- or high beam (or when the welcome light comes on). Apart from M5 CS badging, the door sills are illuminated with M5 CS badges and various trim elements have a Shadowline finish.
Flasch had hinted that the M5 CS would have a bespoke treatment at the back of the cabin and sure enough, the newcomer features 4 individual M carbon-fibre bucket seats as opposed to a pair for sports seats and a bench. Those in the front have integrated headrests embossed with an outline the Nürburgring Nordschleife, while electric adjustment and heating are standard.
The M5 CS is BMW's first super sedan since the E34-gen M5 to be offered with a 2+2 seating arrangement.
BMW has also fitted an Alcantara-trimmed steering wheel. The red-accented shift paddles and M buttons tie in with the seats’ side inserts, the contrast stitching, centre console highlights and CS logo on the carbon-fibre-pattern fascia trim. Alcantara headlining complete the package.
Suffice to say the M5 CS will be produced in very limited numbers; only 5 units have been earmarked for the South African market and deliveries will begin in the 3rd quarter of 2021.
