2020 Jaguar F-Type R Coupe Review- Prettier, faster and louder than ever
The Jaguar F-Type is easily one of the most widely-loved designs of the modern era. This year, SA received the facelifted version and we got to spend some time behind the wheel of the V8.
The designers at Jaguar must have had sleepless nights trying to figure just how they were going to improve upon one of the best car designs of the modern era.
The answer was, thankfully, to not do terribly much at all. The new F-Type is instantly recognisable as a modern Jaguar, and, if anything, it's sleeker and prettier than ever.
Under the bonnet of this R Coupe is the familiar 5.0-litre supercharged V8, now tuned to produce 423 kW, the same as the previous SVR and now also features AWD as standard.
In this video, our video guy Ciro De Siena takes the new generation F-Type on some of Cape Town's most beautiful roads in a bid not to enjoy himself too much.
Toyota's Gazoo Racing performance brand has lofty ambitions and will be enhancing most of the Japanese brand's portfolio over the next few years. The next model to get the go-faster treatment is the C-HR.
We've already seen information and images regarding the Toyota C-HR GR Sport, a visually-enhanced version of the Japanese brand's compact SUV. Now, information has come to light that Toyota's Gazoo Racing wishes to unlock some serious performance.
While the Toyota C-HR GR Sport featured no engine upgrades, there were some upgrades in the form of a centre brace to enhance rigidity, and a suspension package comprising coil springs, shock absorbers and stabilizers. The steering has been tuned for more responsiveness. Nice, but hardly the performance weapon the Gazoo Racing brand is known for.
The cost of new powertrain research and development is astronomical and most OEMs have adopted cost-cutting across the board. There's a reason why there are so many brand collaborations, it's simply cheaper to work together and share the costs. Case in point: the BMW Z4 M40i and Toyota Supra 3.0 sharing an engine and interior. However, an anomaly appeared earlier in 2020 with the Yaris GR – a purpose-built homologation car aimed at rallying that came with a 1.6-litre 3-cylinder turbocharged petrol motor. With 200 kW and 370 Nm driving all 4 wheels via a 6-speed manual gearbox, the Yaris GR is going to be one potent little performer. Toyota SA confirmed this little weapon is on the cards for our market, with timing and pricing subject to the exchange rate.
This engine raises some questions. Toyota may be flush with cash, but surely it wouldn't spend vast amounts of money for a vehicle that's essentially a niche product and will sell in very limited numbers? With SUVs commanding more global interest, a fast and expensive Yaris is hardly going to be a volume seller. The costs of such engine development need to be offset, so it makes perfect sense for this powertrain to be distributed across the portfolio. Given both Toyota's and Gazoo Racing's plans to "GR" the entire lineup, this engine could land up in more than just the Yaris GR.
Best Car Web Japan reckons the Toyota C-HR will be revealed in October 2021 and will be packing this exact powertrain combination. Given that both the Yaris GR and the C-HR (as well as the Corolla and RAV4) all run on variations of what's essentially the same TNG platform, we're confident the powertrain package should work.
If you're doubting the handling characteristics of such a high-riding compact SUV, we'll remind you that Toyota entered the 2016 24 hours of Nurburgring endurance race with a modified version of the C-HR, where it finished 84th out of 158 competitors. There's no doubt Toyota used the opportunity to conduct testing and research on the limits of the C-HR.
In an interview with Motor1, Herwig Daenens who works for Toyota Motor Europe in the R&D Vehicle Testing Department and drove in the race confirmed that the event was not just a race, but a chance to do some solid on-the-limit testing. "The Toyota C-HR’s engine size and power were among the lowest on the track, so we knew it would not have the top speed – yet, it had good potential in cornering. And we had no doubts about its durability. The race result was not our ultimate goal – that is where Toyota will start looking for ways to bring progress, challenging its members’ ability to make better cars.”
You can bet the knowledge gained back in 2016 will be applied to the Toyota C-HR GR's production.
The Toyota C-HR tackling the 2016 Nurburgring 24 hour endurance race
This is the vehicle which must secure Maserati's future.
Maserati has illuminated the silhouette of its forthcoming Grecale crossover.
The Italian sportscar brand is fighting for survival and relevance in a world where its traditional product appears less relevant, with each new regulation passed in terms of emissions.
Maserati realises that high-performance limousines and outrageous two-door sportscars will not sustain it into the future. Customers are demanding SUVs and governments are becoming stricter on emissions, driving the industry towards electrification.
Responding to these trends and influences, Maserati has revealed the silhouette of its new Grecale SUV. Positioned below the company’s debut SUV, its Levante, this new Maserati will only be slightly smaller in size and roughly similar in technical detail to Alfa Romeo’s Stelvio.
Maserati’s Grecale is built on the Alfa Romeo Giorgio platform, which was the late CEO of FCA, Sergio Marchionne's, gift to his Italian sub-brands. A clever rear-wheel-drive biased platform, it has been adapted for all-wheel-drive use and delivered on its promise as an excellently rewarding driver’s structure, deployed in various Alfa Romeos.
Where things might become challenging for Maserati, is in terms of powertrain. The company has committed to an electrified product portfolio, following the curious strategy of offering both internal combustion and an electrified version of its future models – on the same platform.
Engineers agree that a dedicated battery platform is required for electric vehicles, which benefit from a completely different layout to any vehicle driven by an internal combustion engine. Maserati appears to disagree with this notion.
The cost implication of having to engineer around the incompatibilities of hosting both petrol and battery-powered motors in a single model range does not seem to concern Maserati.
No powertrain details are available at the moment but like its recently revealed MC20, the Grecale will feature both turbopetrol and electric power. It is expected to be officially shown, with a host of technical details, in Q2 of 2021.
We are nearing the end of this generation of Nissan GT-R, but the Japanese brand plans to unleash one absolute monster before production ends.
Pictured here is the Nissan GT-R50 by Italdesign, and it's important because the engine in that will be powering the Nissan GT-R Final Edition.
Based on a report by Best Car Web, the production of this generation of Nissan GT-R is winding down, with an all-new model due in 2023 at the very earliest. However, Nissan is not going to quietly end things as plans are afoot to introduce an absolute monster as a fitting send-off. The limited-edition GT-R50 by Italdesign is powered by a 3.8-litre twin-turbocharged V6, which produces a thundering 530 kW and 780 Nm. Unlike the Italdesign version, this final edition GT-R is going to not going to have an insane price tag. As it stands, Best Car Web predicts the Nissan GT-R R35 Final Edition will cost around $377k. That's a lot of money, granted, but in comparison to the Italdesign's $1 million tag, it's a bargain.
The engine in question has been substantially upgraded by Nissan's Motorsport arm Nismo and features a turbocharging setup straight from the GT3 race car. The car will also feature upgrades to the dual-clutch transmission as well as much larger intercoolers. The standard Nissan GT-R is not slow by any means. With a claimed acceleration time of 2.9 seconds to 100 kph, it's one very quick machine. This Final Edition is expected to shave a few tenths off this time.
For those looking into the future, the all-new generation of Nissan GT-R is expected to be revealed in 2023 and could feature a hybrid powertrain.
Tesla dominates the luxury electric vehicle space, but whereas the US-based firm's still ahead of German premium brands in terms of technology and packaging, it might now have a very credible rival from much closer to home. With a clean design and massive power, the Lucid Air is a possible Tesla-killer.
Lucid is similar to Tesla in many ways: it is based in California and has no internal combustion automotive design legacy. That allows the firm to apply blue-sky thinking to solving the problem of a luxury electric vehicle. And, after years of prototypes and teasing, Lucid has now finally revealed its Air luxury sedan, which has a deeply impressive specification.
Powering the Air is a 113-kWh battery pack, which has a larger capacity than Tesla’s most potent energy systems. In terms of range, Lucid is making very bold claims for its Air. On a mixed driving cycle, they estimate it will do 832km before requiring a recharge, besting all battery-powered rivals and embarrassing most petrol-powered limousines.
An interesting aspect of the Air is its 924-volt electrical architecture, which allows for enormous energy transfer; it should be possible to replenish 480 km's worth of driving range in only 20 minutes.
Lucid’s CEO is clearly not intimated by Tesla’s reputation; Peter Rawlinson claims the company’s independently developed technologies are superior, including the integration of an inverter, transmission and electric motor, in one unit. Lucid uses smaller motors than Tesla, which are 17% more efficient, allowing for better interior packaging, more passenger- as well as luggage space.
There is also no question about the Lucid Air’s performance. Two output grades will be available, with even the milder version good for 462 kW, whilst the higher-output Air generates 596 kW. Lucid will even produce a Dream Edition version, with a mammoth 805 kW of peak power, delivering a luxury battery limousine capable of sprinting from 0 to 100 kph in well under 3 seconds.
The market for limousines and luxury sedans is not expanding. True growth is in the luxury SUV and crossover market and like Tesla, management at Lucid has realised this.
Although the Air platform will serve traditional sedan customers first, there is an SUV under development as well, which is where the greatest business potential is, especially for attracting wealthy customers in markets where luxury vehicles with a raised ride height are ideally suited to the less-than-ideal road surfaces and tougher terrain.
As Mini pushes further into premium territory, its models are being priced out of the reach of many younger buyers. With the Mini One, the Oxford-based brand hopes to garner sales with what's essentially a lower-specified and more affordable version of its Cooper. Is this 3-door version worthy of your consideration?
We like: Eager little engine, commendable economy, still fun to drive, adequate basic spec.
We don't like: Miniscule rear legroom, intrusive stop/start, priced too close to the Cooper.
You'll be able to spot the Mini One by virtue of its model-specific daytime running lights (around the fog lamps).
This is not our first fling with a Mini One; we previously tested a pre-facelift example in 2016. What's changed in the past 4 years? Glad you asked. Mini has replaced the 1.3-litre turbopetrol motor with the same 1.5-litre unit that serves in the Cooper, but in a lower state of tune. The One has also gained a quicker-shifting dual-clutch transmission, as well as some subtle trim and packaging updates.
How it fares in terms of…
Performance and efficiency
The ride quality is firm, but it's vastly improved compared to Mini's offerings of yesteryear.
Because the One's detuned motor produces 25 kW and 30 Nm less than the Cooper's, its outputs aren't significantly different to those of the old 1.3-litre unit. Peak power is still 75 kW, but maximum torque has increased (by 10 Nm) to 190 Nm. The motor powers the front wheels via a 7-speed dual-clutch automatic 'box, but if you'd prefer to change gears yourself, there is a manual version of the One 3-door, which retails for R387 450 (before options and delivery costs).
The new, quick-shifting transmission does give you a false sense of performance, but in a good way, fortunately. If you roar away from a standstill with your foot planted flat on the accelerator pedal, the Mini One will readily scurry to 100 kph in what feels like a lot less time than Mini's claim of 10.2 sec. It's just as eager when completing an overtaking manoeuvre, with the dual-clutch 'box promptly kicking down a ratio or 2 before the engine can dip into its peak torque band (1 350 to 3 600 rpm).
After we had driven the Mini One in a variety of traffic conditions during this evaluation, its trip computer indicated a consumption figure of 7.2 L/100 km, which we thought was quite a fair return, considering that we had made the keenly-priced compact premium hatchback zoom around a number of traffic circles during its test run.
This little car may be tantamount to a "Mini starter pack", but we're thankful it delivers fun-but-frugal performance that does Mini's reputation justice. One bugbear was the rather intrusive start/stop system, which would sometimes hesitate to restart the engine, but thankfully you can switch it off.
Driving experience
The dual-clutch transmission makes the little Mini One fun to drive, but we would have liked some paddles on the steering wheel
It may be the entry-level model in the Mini range, but, in 3-door application at least, the One remains most entertaining to drive. It's a subtle reminder that growing old is mandatory, but that growing up is not (as the saying goes). Nothing else in the segment feels this hands-on and involving to drive…
What makes the Mini so fun to wield? Well, a number of things. For starters, the One's compact dimensions give it a toy-car feel, then there's that direct and quick steering that's crisp and responsive. When you're in a hurry to get to a destination, you can make the Mini dart about like a cartoon character, while that little triple motor merrily roars. That seating position for the driver is very good too.
The dual-clutch transmission changes gear sufficiently quickly, but we would have loved some gearshift paddles on the steering wheel for a bit more driver involvement. Instead, we used the transmission's tiptronic function and effectively treated it like a sequential gearbox. If you pull the transmission lever backward, the 'box will drop a gear and if you tip it forward, it will change up.
A grin-inducing and entertaining exercise? Yeah, you bet. The best part is you can direct in the Mini into corners with gusto, but still stay comfortably within urban speed limits.
In terms of ride quality, Mini's suspension tuning has always erred on the side of firmness and the One is no exception. Our test unit rode on 16-inch alloy wheels wrapped in run-flat rubber and most ruts and road imperfections translated to the cabin without fail. Manhole covers were particularly uncomfortable to traverse, so make to use of the quick steering to dodge them if you can. The overall ride quality is not awful, to be fair and a marked improvement over previous generations of the New Mini, which could be downright unpleasant to drive on poor road surfaces.
Features and Practicality
The Mini One has the basics covered, but given the derivative's R400 000 price tag, are basics enough?
The Mini One's not stripped out inside. One of the criticisms levelled at previous iterations of the entry-level offering was that you needed to dive into the options to make it feel premium, but this was not the case with our test unit. The only noteworthy additions specified were cruise control with brake functionality, rear parking sensors, a leather-wrapped sports steering wheel and a central armrest. At R400 000 for the Mini One, you do expect a certain number of standard features and the derivative comes with daytime running lights, auto wipers, manual air conditioning, Bluetooth and a USB port.
If you absolutely need to transport more than one passenger, well, the One is also available in 5-door configuration. To put it bluntly, the rear seats in the 3-door Mini One offer neglibile legroom if the driver and front passenger's seats are set up for moderately tall occupants. Those aft seats are best used as an extension of the parcel shelf. The load bay isn't the smallest we've encountered, but nowhere close to that of the segment leaders; not that the limited practicality is likely to bother the One's target market. Besides, we prefer the traditional 3-door setup as its closer to the Mini ethos.
Pricing and after-sales support
The Mini One range starts at R387 450, with this One 3-door auto costing R408 726. There are a few option packs worth noting, if you feel the standard specification is not comprehensive enough. The Mini One is sold with a 2-year/unlimited-kilometre warranty and comes with a 3-year/75 000 km service plan.
Given its price, we do wonder why people would consider the One when a Cooper is ever so close…
Verdict
There are many things to like about the Mini One, but the list of positives is frustrated by the negatives. Let's get the numbers out of the way first: That list price is uncomfortably close to a Cooper and when you're paying in excess of R400 000 for a compact hatchback, "entry level" is a bitter pill to swallow. That being said, you're not being short-changed by any stretch because the Mini One retains the brand's endearing fun-to-drive characteristics, plus it still boasts a decent number of standard features. It may be a cut-price Mini, but it's still a fun little thing to wield on the daily commute.
What's more, the 1.5-litre turbopetrol motor and dual-clutch transmission work together so sweetly! Granted, the start/stop system does stutter, but you can bypass it with a switch and, once you're rolling, the powertrain is thoroughly entertaining; the One feels quicker than it is. The packaging and interior space is limited, particularly in the 3-door – we'd go so far to say it's essentially a 2-seater.
Should you buy one, though? Given the way new-car prices are going, if you want a new(ish) Mini and have R400k to spend, a punchier low-mileage Cooper with a few options specified is tempting.
A Volkswagen dealer in SA has created the Polo Vivo TCR. What is going on here?
Firstly, the bad news. Volkswagen SA quickly shut the plan down, with a post on social media saying the dealer in question has been instructed to withdraw advertising of this vehicle.
So what exactly was the Volkswagen Polo Vivo TCR? An eagle-eyed fan sent us some photos of a hotted-up Volkswagen Polo Vivo, that was badged as the TCR. The kit comprised a front lip, sporty-looking alloy wheels and a roof-mounted rear spoiler. As far as we're aware, the performance of the Vivo was unchanged.
With the hype of the Volkswagen Golf GTI TCR, it's completely understandable that dealers would try ride that wave. It's not the first time nor the last that this will happen. The Golf TCR is a celebration of this generation of 7.5 GTI and there'll be just 300 units for the South African market. This will be the last iteration of the 7.5 as the South African market is due to receive the all-new Golf 8 GTI in early 2021. We understand that most of these have been snapped up, but be sure to keep an eye on our used car section as we're confident units have been listed.
But what if you wanted a sportier Volkswagen Polo Vivo? Volkswagen's sportiest offering in that portfolio is the Vivo GT, which comes with a 1.0-litre turbocharged 3-cylinder motor, striking alloy wheels and GT badges. There's 81 kW and a commendable 200 Nm available, and with a solid manual gearbox on offer, the Vivo GT is actually rather brisk. Compared to the rest of the Polo Vivo range, the Vivo GT is punchy and easily outperforms the rest.
If you want a fun Volkswagen Polo Vivo, look no further than the GT with its little turbo motor.
Powered by Maserati’s first in-house-designed engine in 20 years, the new carbon fibre-tubbed and butterfly-doored MC20 is powered by a twin-turbo 3.0-litre V6. It utilises its lightweight body and advanced aerodynamics to accelerate from standstill to 100 kph in less than 2.9 sec and on to a top speed of 325 kph.
Like the now discontinued Alfa Romeo 4C, the MC20 is packaged around a carbon-fibre monocoque (this one was developed in partnership with racing-car builder Dallara), which Maserati has designed to underpin not only this version of its newcomer (the coupe), but future roadster and electrified variants of the car as well.
In an era in which aerodynamic addenda can make a car's design look fussy, the MC20 is sinewy and eminently elegant.
The Maserati’s beautifully simple exterior design, which references the revered MC12 hypercar, is the work of FCA chief designer Klaus Busse as well as the result of more than 2 000 man-hours in the Dallara wind tunnel and more than a 1 000 computational fluid dynamics simulations. The brand’s Trident sits in the low, wide grille, while large air intakes sit beneath restrained LED headlights. At the back, slim, elongated LED tail-light clusters accentuate the car’s width, while a pair of exhaust ends protrude below and to either side of the number plate just above the diffuser.
The aerodynamic addenda are very subtle. The MC20’s sculpted front end incorporates a system of vortex generators and its fully-encased floor gradually rises in the centre. Channels behind the front wheels effectively push the front axle downwards, while door-sill ducts channel air to cool the motor and the rear diffuser and discreet spoiler utilise the up-washed air to create downforce.
You can see the side-sill vents and elaborate rear diffuser in detail from this angle.
Meanwhile, the Maserati’s twin-turbo 3.0-litre powerplant utilises twin-combustion and F1-derived pre-combustion technology to produce peak outputs of 463 kW at 7 500 rpm and 730 Nm of torque from 3 000 to 5 500 rpm. Named the Nettuno, the motor is, according to the Modenese brand, the most powerful 6-cylinder petrol engine in production with a specific output of 157 kW/litre.
The highlights of the motor’s construction are: pre-combustion chambers placed between the respective primary spark plugs and conventional combustion chambers, additional side spark plugs that facilitate smooth combustion when the use of the pre-chamber is not necessary (it reminds of twin-spark technology of Alfa Romeo's of yore), as well as a dual (indirect and direct) injection system, which, in combination with the fuel-delivery pressure of 350 bar, lowers mechanical noise at low rpm and contributes to reduced fuel consumption/emissions.
In MC20, MC is the abbreviation for Maserati Corse – or Maserati Racing – while the 20 refers to 2020.
The MC20’s motor is mated with an 8-speed wet dual-clutch transmission, as well as a limited-slip diff. Thanks to the liberal use of carbon-fibre composites in its construction, the Maserati tips the scales at under 1 500 kg, which gives it a weight/power ratio of 2.33 kg/hp, the firm says. Thanks to a drag coefficient of under 0.38, the car’s said to sprint from 0 to 200 kph in under 8.8 sec.
Meanwhile, the newcomer’s adaptive suspension features double wishbones fore and aft, replete with a virtual steering axle; Maserati says 97% cent of the car’s dynamic development was done digitally, but the brand has begun a road-and-track testing programme to refine the car’s handling feel.
The Maserati's cabin is sporty, but not overly so. There is no shortage of carbon-fibre and the switchgear is marvellously ornate.
Inside, the MC20 is sportily-clad in leather and Alcantara with bright contrast stitching and no shortage of carbon-fibre finishes, especially on the steering wheel (which is endowed with large paddle shifters) and centre console, where drivers can switch between Wet, GT, Sport and Corsa drive modes via a rotary switch. There are also buttons to select automatic/manual and reverse.
There is a pair of 10-inch screens in the cabin – the digital instrument cluster and a touchscreen multimedia system (it is said that drivers can connect to the car through a phone or watch app), while a wireless charging pad and multimedia control console are provided and connectivity services include web-based navigation, Alexa and a wifi hotspot.
The MC20 will be produced on new production line has been created at the Viale Ciro Menotti plant outside Modena (where the GranTurismo and GranCabrio cars used to be assembled). We'll bring you details on the newcomer's expected date of arrival in South Africa (as well as pricing info) as soon as they become available…
As their build quality, design sensibility and component sourcing improve, Chinese car companies are realising that marketing bias is not an easy issue to defeat.
Borrowing from the Japanese premium branding strategy of the early 1990s (think Toyota/Lexus and Nissan/Infiniti), most of the better Chinese car companies have created sub-brands of their own.
For Chery, that entails Qoros. Positioned as a Chinese premium vehicle brand, it was founded in 2007 with Israeli partners and in 2017, received additional American funding – before the US/Chinese trade conflict started in earnest.
With a complicated corporate structure of global partners and stakeholders, Qoros has not delivered a linear and organic range of new products. But what the Chinese car company has revealed, when it does happen, it has been impressive.
The latest images and details concept its Qoros 7, which is a luxury five-door SUV. Featuring a relatively independent design without obvious copying of any European model, the Qoros 7 looks ‘interesting’, with its huge grille and odd headlights.
Dimensionally this new Chinese SUV is slightly longer than a VW Tiguan but shorter than a Tiguan AllSpace.
Inside there is some inspired cabin architecture and a generous digital screen offering. The traditional instrumentation binnacle is replaced with a 12.3-inch display, whilst a huge 14.6-inch portrait orientated central touchscreen services the Qoros7’s infotainment. Apple CarPlay and Android Auto compatibility are coded into the SUV’s digital offering.
Powering this new Chinese SUV are two turbopetrol engine options, both featuring Valvetronic continuously variable valve technology, which would indicate an agreement of some sort with BMW. The 1.6-litre four-cylinder is good for 150 kW and 280 Nm, whilst Qoros 7’s 1.8-litre boosts 170 kW and 300 Nm.
Throttle inputs should convert to relatively brisk responses thanks to a seven-speed dual-clutch transmission, and handling is kept tidy by Macpherson struts up front and a multilink rear suspension, with electric power steering harmonized by Bosch.
Qoros says that its new SUV will launch in Europe and China simultaneously.
The Cars.co.za Podcast, Ep5 – Juliet McGuire on freelancing in the motoring media industry
Welcome to our podcast with a difference, as you get to watch us in-studio as well as listen to our pearls of wisdom.
In episode 5 of the Cars.co.za podcast, we're joined by Juliet McGuire.
Juliet McGuire is a stalwart of the local motoring media industry, having worked for multiple magazine titles, as well as holding the title of editor of Women on Wheels. For the last four years she has been freelancing, and it has been quite a ride. She joins Ciro De Siena in studio for a very frank and honest discussion about the challenges facing freelancers, and especially female freelancers hoping to get into the industry.
Find the Cars.co.za Podcast on your favourite platforms:
