The most-famous nomenclatures will not be retired – any time soon.
Mercedes-Benz has registered some interesting new model derivatives with the European patent office.
The German company is unreserved in its pursuit of electrifying its product portfolio, allowing the world’s oldest automotive brand to compete with the 21st-century upstart, Tesla.
Mercedes-Benz has confirmed that its forthcoming Tesla rival will be a large luxury sedan, called the EQE. In a global market where sedans are being rapidly displaced by SUV and crossovers, this might appear an odd strategy, but it is one which has served Tesla well with its S and Model 3.
Few car companies can match Mercedes-Benz’s experience in the design and engineering of large luxury sedans and with EQE, it wishes to secure a battery-powered future for its customers.
The EQE is expected to be similar in size to an E-Class yet equipped with superior technology and interior space. But what of the performance versions?
Mercedes-Benz has certainly shown its intent with EQE, having now filed registration papers for 43, 53 and 63 variants on the model range. As any follower of AMG will recognise, those three nomenclatures fit very much within the current offering of Mercedes-Benz’s six- and eight-cylinder high-performance vehicles.
It is clear that even without the presence of a turbocharged in-line six or V8 engine on-board, Mercedes-Benz is keen to retain an association with the AMG brand’s internal combustion lineage. These future EQE 43, 53 and 63 derivatives might only be powered by a combination of batteries and electric motors, but they will carry badges with a proud petrol heritage.
The implications of these new EQE 43, 53 and 63 names being registered, are potentially significant. It will be very challenging for Mercedes-Benz to market both turbocharged E53/63 cars and its EQE 43, 53 and 63 variants.
In terms of performance, the EQE cars will in all likelihood be faster. This means that Mercedes-Benz might be forced to make a difficult decision and discontinue (or rebadge) its E-Class AMG internal-combustion models, as we know them, in future.
The business case for a next-generation E53 or E63, with a turbocharged four-cylinder hybrid powertrain, will be interesting. Especially if there are EQE 53 and 63s to rival it, with better acceleration and more interior room.
Rolls-Royce will produce a dozen Neon Nights-themed Wraith-, Dawn- and Cullinan Black Badge derivatives and the trio of audacious Day-Glo-like finishes are inspired by an Aussie tree frog, a Hawaiian tree flower and a South American butterfly. Although these solid-coloured cars are undeniably attention-grabbing and utterly bespoke status symbols, this bold collection arguably represents a case of Rolls pushing the boundaries of good taste to their absolute limits!
Described by the Goodwood-based firm as the darker and edgier enfants terrible (precocious children) of the family, this Neon Nights trio is NOT part an elaborate publicity stunt and it isn't a product of a bored aspiring digital artist's mucking about with image-editing software in the wee hours of the morning either. The creations are based on Black Badge derivatives of the brand's coupe, cabriolet and first-class SUV and a genuine product line. Bathed in "super-solid Neon Nights colours", the cars were created initially for clients in the United States… and now the British marque plans to build more!
The Wraith Black Badge is finished in Lime Rock Green. Kermitmobile?
Rolls-Royce says it will now make 3 further iterations of each colour "available for commission" (that's Rolls-Royce speak for "the order books are open and if you have to ask the price, don't bother enquiring"), which will mean a limited run of just 4 cars of each retina-searing hue.
Like all manufacturers of super-luxury cars, Rolls' bespoke division will allow you to specify a car to your heart's content to ensure there will be no other example of the model you've bought in the world that will be identical to yours. Rolls-Royce famously claims to be able to finish a car in any colour that you'd like, all that you have to provide is a sample or an example of the hue of your dreams… But whereas there are supremely dear cars dotted around the globe festooned with the most peculiar exterior finishes, the Goodwood-based firm is happiest to celebrate buyers' decidedly eccentric tastes.
Dawn Black Badge is finished in the provocatively named Eagle Rock Red.
Wraith Black Badge (shown at the top of the article) is finished in Lime Rock Green, a near-luminous hue naturally bestowed on the Australian green tree frog, which Rolls-Royce Bespoke Paint Specialist Sami Coultas first encountered on a trip to Tamworth, north of Sydney. The interior is swathed in Scivaro Grey leather, with Lime Rock Green accents in the form of stitching and piping.
Meanwhile, the striking Eagle Rock Red created for the Dawn Black Badge mimics the flowers of ‘?hi‘a lehua, an evergreen tree native to Hawaii. The interior is finished in Selby Grey leather with Koi Red stitching and piping details.
Mirabeau Blue has a more marketable name than Rhetus Periander Blue.
And lastly, for the Cullinan Black Badge, Rolls-Royce looked to an exotic butterfly, Rhetus Periander for inspiration. Known as the Periander metalmark, this species is found across Central and South America; the vibrancy of its wings is said to be "faithfully captured" in the blue finish. The SUV's Arctic White leather interior (detailed in Lime Rock Green) provides a dramatic contrast.
In all 3 cars, the Technical Fibre fascia is embellished with a spectacular graphic, the brand says. The paint effect provides an intense neon glow and depicts the distortion of artificial light with speed.
2020 has been a strange year for everyone, including Rolls-Royce; in August, the brand launched the Wraith Kryptos "puzzle car", which features a labyrinth of complex ciphers in its detailing, which buyers were challenged to try to solve. And, it's not the first time that the Goodwood-based firm has "pushed the boat out" with an outlandish palette of exterior colours…
At the 2019 Pebble Beach motor show, Rolls-Royce displayed Ghost, Wraith and Dawn Black Badge derivatives finished in – wait for it – pastel colours. What will they think of next?
Toyota’s new small car is eager to jump into the entry-level segment and shoo away the competition. We took the newcomer for a quick spin around Cape Town to see if the Japanese brand is onto a winner.
What is it?
Toyota hasn’t offered anything capable of dominating the entry-level car market since the Tazz made its departure for the big parking lot in the sky. The Aygo city car seemed too small for our market and the Etios looked a bit strange and a felt of marginal quality, at least for a Toyota product. Admittedly, the Etios did get better with multiple updates through the 2010s, but it couldn’t touch Volkswagen’s Polo Vivo on the sales charts.
The Agya steps into that role vacated by the venerable Tazz with the entire range landing with asking prices under R200k. It has 4 doors, a steering wheel, air-conditioning, electric windows all-round and, importantly, 2 airbags and ABS with EBD. A glance through the spec sheet shows that its a match for its rivals, such as the Renault Kwid to the Hyundai Grand i10,Suzuki S-Presso and probably the pick of the bunch, the Suzuki Swift GL.
Is the engine any good?
The little 3-pot under the bonnet offers unexpectedly good results.
Toyota SA had 2 choices of engines to choose from (at the plant in Indonesia where the Agya is produced): a 1.0-litre 3-cylinder or a 1.2-litre 4-cylinder. It seems that trying to sneak under that all-important R200k mark forced Toyota’s hand… The 1.0 3-cylinder produces a smidge under 50 kW and 89 Nm of torque – not numbers wannabe boy racers are going to lust after, but at 835 kg, the Agya doesn’t have much mass to propel.
On our route up and over the likes of Chapman’s Peak Drive and Ou Kaapse Weg and the mighty Kloof Nek climb, the 3-pot felt more than capable. I was alone in the car so I can’t speak for what it’s like with 2 or 3 passengers on board, but it had more than enough power to accelerate up some of the steeper sections and even maintained momentum without me having to row through the gears to keep the li'l motor "on the boil".
I would go as far as to say the engine is perky; the Agya feels more alive than some of the rather lifeless and gutless competitors it’s up against.
What’s it like to drive?
The 14-inch wheels are standard across the range.
To be frank, many of the Agya’s rivals feel tinny, tend to sway in crosswinds and don’t feel particularly stable under cornering. The little Toyota certainly doesn’t suffer from any of those afflictions; it’s actually quite fun to drive. For its size, the Agya feels quite planted at freeway speeds and when the mood takes you to corner with, shall we say, enthusiasm, the Japanese hatchback is quite playful. It’s sufficiently agile and doesn’t seem to mind being flung around, which is something you do at your own peril in most of the offerings at the cheaper end of the entry-level market.
The steering feels well connected to the wheels (that may sound odd, but there are entry-level cars that appear to have their steering connected to an app… on someone else's phone). The Agya has a reliable amount of heft to the turn, which augments the car's confidence-instilling stability.
What does it have inside?
A basic setup inside, but most of the essentials are there. Opt for the upgraded infotainment if you want Carplay or Android Auto.
Personally, I would like some adjustability to the seating position, preferably to the seat height or steering column; the Agya has neither. You sit in the position Toyota declares suitable with only the option to move forwards or backwards on the rails. That means a very high seating position, but thankfully the roof is also higher up than in a standard hatchback, so there’s sufficient headroom for drivers over 6ft tall (1.83 metres).
The backrests of the front seats are a single unit, so there’s no headrest adjustability either, and they could do with a bit more lateral support as descending through the tight turns of Chapmans Peak resulted in an unexpected abdominal workout in my efforts to remain securely seated.
Rear occupant space is good; there is relatively ample legroom, even when seated behind the driver's seat set up for a person that's 6ft in height.
Overall, the interior build quality seems above segment-average with no particular pieces of trim that stand out as excellent and none that seem to emanate from a margarine-tub factory. The rear-view mirror is a bit flimsy and prone to vibrating so everything looks a little blurry behind you.
The infotainment system on the standard derivative looks like a standard radio, but Toyota will offer the option of a touchscreen infotainment system (replete with Android Auto and Apple CarPlay compatibility) very soon. The standard system will give you access to Toyota Connect, which works as an app on your phone that allows you to stream video and music, there’s even free data (10 GB) thrown in for use within the App.
Is it safe?
The roof spoiler unlikely to be particularly effective at Agya speeds, but gives it an athletic look.
The Agya is equipped with 2 airbags up front and ABS with EBD, making it par for the segment. No electronic stability control is specced. We don’t have any relatable crash test data to go on aside from the ASEAN NCAP results, which tests cars for South-East Asia, where the Agya scored 4 Stars. In the same test, the Renault Kwid scored zero and the Datsun Go scored 2 stars. The Suzuki Swift scored 5 stars.
There are also 2 ISOfix points in the rear for fastening child seats.
Pricing
Toyota offers a 3-year/100 000 km warranty and 2 services/20 000 km service plan as standard.
The Toyota Agya, at first appearance, seems to be a decent offering from Toyota. Its engine performance and overall driving experience eclipse those than those of its competitors, possibly with the exception of the Suzuki Swift. It’s fun to drive and feels quite stable at freeway speeds.
Inside, there’s plenty of passenger space for both passengers (in the front and the rear) and, with a 260-litre load bay, there’s adequate room for medium-sized suitcases too. The current infotainment system might not seem up to scratch at first glance, but coupled with Toyota’s Connect system it offers steaming services and data. You can always upgrade to the touchscreen system if you can spend a few more Rands anyway.
With the new Agya, Toyota may not have the volume seller of the Vivo’s calibre (at least that remains to be seen), but the newcomer probably has enough going for it to fight for the lead in the A-segment, where it's more than likely to steal sales from the Kwid, Go and Hyundai Atos.
There's some great news for motorists as we go into the final month of 2020. The price of petrol will be coming down.
As we wind down what can only be described as the strangest of years, we can take comfort that one of the biggest upsides was a near-constant reduction in the prices of petrol. This trend is likely to continue and according to the AA who comments on the unaudited month-end fuel price data released by the Central Energy Fund, petrol is likely to decrease by around 27 cents a litre.
It's not all good news as paraffin is set to increase by 22 cents a litre and diesel’s price increase has been contained to around 13 cents a litre. "International product prices of refined fuels spiked just before mid-month, but then pulled back. Petrol clawed back its losses to end in positive territory, while diesel swung further into negative territory," the AA says.
"The fly in the ointment is that the international price of refined fuels has trended upward over the last ten days, so here's hoping it doesn't spoil the party. It has been a long time since a stronger Rand was able to come to the rescue of South African fuel users, and if the current trend continues, the country seems set for improved fuel price stability as we enter 2021," it concludes.
Porsche 718 Cayman GT4 Review: The perfect driver’s car?
We spend some quality time behind the wheel of the 2020 Porsche Cayman GT4. Is this the perfect driver's car?
Ashley Oldfield is an extraordinary driver. He spent years racing fast things around racetracks around the world, and winning. We’re very fortunate to have him on the Cars.co.za team.
After a day in this new Porsche Cayman GT4, he came back to the office, dropped off the keys, and announced that he’s getting a tattoo of this new Porsche. And that’s pretty much everything you need to know about this new Cayman.
With a naturally aspirated 4-litre flat-6, mounted midships, with power running through a 6-speed manual (Porsche’s double-clutch PDK is also available) to the rear wheels, the recipe for a proper driver’s car, on paper at least, is pretty much perfect.
In reality, the recipe is sublime. One of the most difficult things about reporting on this particular Porsche is what do you compare it to? The BMW M2 CS costs similar money and offers similar performance and power, but it’s a very different car, with its engine upfront and much higher centre of gravity.
No, the Cayman GT4 is in a class of its own. In this video, our video guy Ciro De Siena takes our very yellow test unit out for a blast and returns feeling similar to Ashley, except he doesn’t like tattoos.
The Mercedes-Benz V-Class is a popular and versatile people-carrier. Now you can get it bulletproofed, perfect for those VIP shuttles.
Armouring specialists Inkas has released what looks to be your run-of-the-mill Mercedes-Benz V-Class. But, what you see here is far from it. This Mercedes-Benz V-Class has been given CEN BR6 level ballistic protection, which means it can withstand more than just handgun fire. Inkas claims there's enough armouring here to see the V-Class survive grenade explosions.
The roof, doors and floor have been reinforced, and bulletproof glass has been installed. Naturally, all of this armouring and glass adds quite a lot of extra weight and this has resulted in improved door mechanisms to cope. There are improvements to the brakes and suspension too. The vehicle also features run-flat tyres to ensure the vehicle can't be disabled.
Interestingly, there's no mention of any engine enhancements. The South African market received the V300d in 2020, and that features the OM 654 2.0-litre turbodiesel tuned to deliver 176 kW and 500 Nm and is equipped with a 9-speed automatic transmission.
The armoured rear door in the Inkas-fettled Mercedes-Benz V-Class
Peugeot has revealed a new 1-tonne Landtrek bakkie which is destined for the South American and sub-Saharan African markets. The good news is that it has been confirmed for introduction in South Africa in 2021!
Peugeot has revealed a new bakkie and it’s called Landtrek, born of a collaboration between Peugeot and Chinese manufacturer, Changan. It's built on a new platform that also underpins the China-only Changan Kaicheng F70.
The Peugeot Landtrek is offered in 3 body shapes including single-cab, double-cab and chassis cab, catering for both the workhorse and lifestyle market. The Landtrek has a payload of 1.2 tons and a notable towing capacity of up to 3.5 tons. Ground clearance is pegged from 214 mm to 235 mm, depending on the derivative.
The Landtrek's interior appears to be quite nice, don't you think?
Inside, the Landtrek actually looks quite impressive and many of the features are taken straight from Peugeot’s parts bin including a steering wheel from the 3008 and the 10-inch touchscreen from the 508 along with Apple CarPlay and Android Auto capability and a 10GB hard drive. Standard feature specification appears to be quite generous with a 360-degree camera system (up to 4 cameras can be fitted) and dual-zone climate control included in the mix. A total of 6 airbags, electronic stability control, lane departure warning, Trailer Swing Control and hill descent control are also part of the standard kit.
Notably, the backrest can fold down in a 60:40 split and buyers will be able to choose between 2 individual front seats (with an armrest) or a 3-seater multiflex bench. As a result, the Landtrek can accommodate up to 6 passengers depending on the derivative. A total of 27-litres of storage space is offered in the cabin.
The Landtrek can be had in either 4×2 or 4×4 guise and is powered by either a petrol or diesel engine. The 2.4-litre turbopetrol engine offers outputs of 157 kW and 320 Nm of torque while a 1.9-litre turbodiesel engine develops 112 kW and 350 Nm of torque. The petrol engine is mated with either a 6-speed Getrag manual or 6-speed automatic transmission while the diesel engine is mated exclusively with the manual ‘box. 4×4 derivatives are equipped with 4H and 4L modes to tackle various terrain as well as a rear differential with a eLocker system that can disengage automatically to gain more traction. Wading depth is rated at 600 mm.
Peugeot South Africa has confirmed that the Landtrek will come to South Africa in 2021 and it will likely be offered in both single-cab and double-cab guise.
Porsche is renowned for making great sportscars, but when it installed a 2.0-litre turbo engine in its 718 Boxster and Cayman (in response to tightening emissions standards), the models lost some lustre. The GT4, however, is pure brilliance – an intoxicating throwback to the days of big motors, stratospheric redlines and true driver involvement.
We like: Revs for days, rewarding driving experience, manual gearbox.
We don’t like: Infotainment system and buttons could be modernised.
Fast Facts:
Price: R1 834 000 before options (November 2020)
Engine: 4.0-litre naturally-aspirated 6-cylinder
Power/Torque: 309 kW/420 Nm
Transmission: 6-speed manual
Fuel consumption: 10.9 L/100 km (claimed)
Top speed: 300 kph
?Performance: 0-100 kph in 4.4 sec.
What is it?
It’s fair to say there was a lot of commotion when Porsche delivered this generation of Cayman (718) with a 2.0-litre 4-cylinder turbocharged engine. Was it still going to feel like a Porsche? Would it make all the right sounds? Would Porsche do the same to the beloved 911? These were just some of the concerns around it, which Porsche tried to allay by reminding us of the 718 and its flat-4 engines of the late ’50s and early ’60s. Most people gave the brand the benefit of the doubt… The new 718’s 4-pot was efficient, if a bit characterless, which is, one could argue, the price of progress.
Now, armed with a bunch of particulate filters to reduce emissions and consumption, Porsche has unleashed this 4.0-litre flat-6 sizzler of a Cayman GT4, with zero turbos. That’s right, it’s not a forced-induction engine (as most premium cars’ petrol engines now are) – it’s powered purely by natural air (and tears of joy and yelps of jubilation) as you steam towards the 8 000 rpm redline and slot home another inch-perfect gearchange.
The Cayman GT4 uses a fair amount of trick performance parts from the GT3.
Here’s a little info about what makes a Cayman GT4 different from the rest of the range: It has the engine from the current 911, but Porsche upped the capacity to 4.0 litres, upgraded the internals and tossed the turbos into the rubbish bin. The front axle is lifted from the GT3 as are the control arms and subframe for the rear end. It’s shod with semi-slick, Michelin Pilot Sport Cup 2 tyres and the newcomer generates 50% more downforce than the previous GT4 thanks to the new rear wing, optimised underbody and rear diffuser. It also sits 30 mm lower than a standard Cayman. If you’re up for improving on the Porsche engineers’ efforts, you can tweak the setup by adjusting the anti-roll bars, toe, camber and the ride height.
What’s natural aspiration, grandpa?
It does feel like turbos have taken over the automotive world and we’ve forgotten about the purity of well-sorted naturally aspirated engines. Mass producers still eschew turbos in entry-level and budget cars to keep production costs at a minimum and a few Italian supercar makers still let their V10s and V12s breathe freely, but unless you’ve spent most of your motoring life driving non-turbo cars, it’s easy to forget the joy of throttle feel.
No, the Porsche 4.0 won’t give you a fat smack when the power kicks in, in fact, you have to work the engine all the way to 5 000 rpm before you’re afforded anything resembling a “kick”. That’s down to the linear precision with which this motor races through its rev range to the rpm limit (8 000 rpm), which you will want to hit repeatedly. An engine like this requires a very different driving style to a turbo motor; you can constantly test the throttle at the edge of grip, ready for that exit, at which point you can flatten the accelerator pedal and let the engine howl its way back to the limiter.
The new rear wing and functional diffuser help in generating 50% more downforce than before.
Granted, it doesn’t sound particularly sonorous at full chat, even with the exhaust button engaged. It’s more metallic and natural – unfettered by sound-enhancing software and “symposers”. You hear the engine right behind you, with the exhaust note further back. The 4.0 has a mechanical tick-over too, similar those old air-cooled engines that reminded me of my dad’s replica 718 RSK – which had a Beetle engine at the start of its life.
The Cayman’s 6-speed manual, meanwhile, has no rivals. Performance aficionados often praise the Japanese brands for their snip-snap manual gearboxes, but when it comes to fast-shifting and engaging the driver with every input, this Porsche’s “stick shift” has them floored. Even with the rev-matching software, which effectively takes care of heel-and-toe downshifts for you, it still makes you feel like a hero. If anything, at slow speeds, 2nd gear feels too high while first is a bit busy, so you have to work between the 2 often. Out on the twisties, however, 2nd is the perfect cog with which to catapult out of just about any corner, plus the Cayman GT4 will accelerate beyond the national speed limit in that gear too.
The right recipe for a driver
According to Porsche, the brakes on the GT4 may be a little bit too big, but nobody has ever complained about better stopping power.
Mid-engined, lightweight, rear-wheel drive and with a high-revving, beefy naturally aspirated engine… For the purists and dyed-in-the-wool driving enthusiasts, the Cayman GT4 is proof that the ideal small sportscar is alive and well, albeit at a rather unattainable price point for the vast majority of car buyers. The Cayman GT4 has it all and while its asking price may be high, most cars that meet that criteria command double the premium.
To drive the Cayman GT4 at speed on a good road is nothing short of automotive bliss; it’s probably a must-do for every petrolhead who’d like to experience genuine driving pleasure before they get too old to drive/shuffle off this mortal coil. From the chassis, the steering, the beefed-up brakes and the profound handling balance, the GT4 will reel in your focus and connect your every sense to it. It’s unbelievably engaging in a way that will make you drive up and down the best piece of road you can find until you run the tank dry. You won’t even hear the low-fuel-level ping.
I set my alarm earlier than I had this entire year just so I could get out on clear roads and drive this GT4. I drove it to Stellenbosch (Hellshoogte pass) and then when I got there I thought I may as well push on to Franschhoek and lapped the town’s alpine-style pass multiple times before being late for an online meeting. Then I did it all over again, in reverse. I realised I was addicted to the car… I had binge-driven an entire day away.
Spot the best manual shifter in the business.
From the moment you command it to turn in its front end, the GT4 responds quickly, but not aggressively; you can coax it – or force it – into bends and you’ll get the same balance and secure feeling of being in complete control. The whole experience is like being plugged into the car; once you turn the key fob to fire up the GT4, it’s linked to your nervous system and it reacts like it’s part of you. It’s raw and uninterrupted by electronics and fancy systems to help you drift or corner more tightly. There’s a purity in the GT4’s dynamics that can’t be matched and what’s more, it never feels too fast (like most modern sportscars can). The GT4 offers attainable performance, where something like a GT3 or Turbo S will scare you to death.
Is there a downside?
No, when you’re driving it, everything about the car is perfect. The infotainment system and the buttons that surround it could do with an update, though. The system is very functional and has plenty of connectivity options, but it feels decidedly old school compared to the setups from Audi, BMW and Jaguar etc. Porsche has always preferred buttons to touchscreens, but everything in front of the gear lever could be condensed into a better touchscreen interface.
Verdict
Truly a car to remember, landing right up there with the all-time greats.
If you’re okay with not having a 911 because people say “that’s the only real Porsche” then the Cayman GT4 won’t leave you hankering for a 911. It’s just about the best, most complete sportscar this side of a GT3. Heck, you even get GT3 bits and pieces in the GT4 at half the cost of one. The Cayman GT4 is nothing short of a visceral road machine and one that will compel you to drive it as often as you can. It’s built to be driven on great roads, so its ride can be a little firm when negotiating the local Woolies parking lot or potholed road, but that’s to be expected from a sportscar.
The Cayman GT4 might be impractical for everyday use, but it puts you well and truly at the centre of the experience. The simple formula of sticking a turbo-free engine amidships, sending power to the rear axle only and installing a spine-tinglingly good manual ‘box has produced an extraordinary result. In short, if you’re a keen driver and want to know what a pure, emotional driving experience is all about, this is the car to get.
Audi SQ5 Sportback Shown
Hard on the heels of last week's Audi SQ5's reveal comes the SQ5 Sportback! Here are some quick details.
Despite the Volkswagen Group's infamous diesel dealings, the black stuff is still clearly of interest as the new SQ5 and SQ5 Sportback is offered with a 3.0-litre V6 TDI engine. With 251 kW and a monstrous 700 Nm on tap, the Audi SQ5 Sportback is no slouch, capable of sprinting to 100 kph in a claimed 5.1 seconds. It'll hit a limited top speed of 250 kph and despite it having a diesel engine, there'll be none of that clattering noise as Audi has fitted an actuator in the exhaust system, so you'll get some meaty noise.
This engine has been around for some time, but for the 2021 Audi SQ5 Sportback, it has been updated. There are new forged steep pistons, revised valve injectors and some trick plumbing in the turbocharger to make it even more responsive and efficient. A 48 V mild hybrid system is fitted, as is an electric-powered compressor.
As with the 3.0 TDI version of the Q5 Sportback, a fast and smooth-shifting eight-speed tiptronic is fitted. A quattro permanent all-wheel drive can cleverly transfer the torque variably as needed to the front and rear axles. For some fun, an optional sports differential is available. The suspension has been given some work too, and a five-link setup connects the 20-inch wheels to the car. Adaptive air suspension is also available as an option.
The Audi Q5 Sportback and SQ5 Sportback will be assembled at the San José Chiapa plant in Mexico. The facelifted Audi Q5 is due to land in South Africa in 2021, with the current engine offerings for the Q5 will carry over which means the Q5 will be offered with a choice of a petrol and diesel engine and all Q5’s feature Audi’s quattro all-wheel-drive. A turbocharged 2.0-litre petrol engine in the Q5 45 TFSI offers 185 kW and 370 Nm of torque, while diesel fans will be catered for with the Q5 40TDI, outputs of which are 140 kW and 400 Nm. A 7-speed dual-clutch transmission will be standard on all Q5 derivatives.
Polish automotive design firm, Carlex Design, has once again used the Mercedes-Benz X-Class as its muse, creating a Racing Green monster of note. Check it out!
We have seen Carlex Design create some spectacular designs for the Mercedes-Benz G-Class and the X-Class, but this latest creation is perhaps the most striking of all.
Yes, we know, the X-Class has failed spectacularly for the Stuttgart-based firm, but that hasn’t stopped Carlex from going all-out to create this green monster. The firm has officially called it the X-Class Racing Green for obvious reasons and it wears a carbon fibre body kit with flared wheel arches which give it a wide, purposeful stance.
The body is painted in a Racing Green hue which was applied using a custom technique that showcases a hand-brushed pattern that blends with the carbon finish for a unique look. The vibrant green body is contrasted with white stripes running down the middle length of the vehicle. The chunky tyres also feature white lettering denoting ‘Carlex Design Racing Green’ and also add additional contrast against the green body.
The interior is just as bold as the exterior featuring black and white combination upholstery with sport seats with green accents to match. The headliner is green too and the steering wheel features perforated leather and carbon fibre rim. Carbon fibre is also seen on the dashboard and on the door trim. The cabin is also dotted with ‘Racing Green’ lettering to remind you that this is no ordinary X-Class.
