Porsche 911 Turbo S (2020) Launch Review

Given its astounding ability to catapult from 0 to 100kph in only 2.7 seconds, with remarkable ease, time and again –the new Porsche 911 Turbo S is a luxurious GT sportscar with supercar-humbling performance.

Since its introduction in 1974, the 911 Turbo has been a pivotal model in Porsche's line-up. Early iterations were scarily fast, so much so that the Turbo was labelled a "widowmaker", but Porsche has continuously refined its poster child. In 1995 (with the 993-generation), the derivative gained the added security of all-wheel drive. But for many customers, the ferociously fast and extremely capable 911 Turbo is not the ultimate Turbo… 

The success of the more powerful 911 Turbo S has been so pronounced in recent years that, for the first time, it has reached the market before its famous sibling. We took to some of the Western Cape's finest roads to figure out whether this flagship 992 (for now) is worth nearly R4 million.

The headline numbers

 

There's no getting away from it, the Turbo S' claimed performance figures are staggering. According to Porsche, its flagship can sprint from 0 to 100 kph in 2.7 sec. That's quicker than a Ferrari F8 Tributo. Faster than a Lamborghini Huracán Evo. And it's just about "ludicrous" enough to keep up with a Tesla Model S P90D, a car that's humbled supercars in hundreds of Youtube videos. It is also faster, by the way, than the headline-grabbing, all-electric, Porsche Taycan Turbo S we sampled recently. So there's definitely some life in the internal-combustion engine yet!

And what an engine it is! The 3.8-litre flat-6 features twin variable geometry turbochargers and pumps out 478 kW (51 kW more than before) and 800 Nm of torque (50 Nm more). The 0-100 kph time is 0.2 sec improved compared with its perfectly fast predecessor, but 200 kph (from standstill) comes up a full second faster than before (in 8.9 sec). The Turbo S's amazing 8-speed dual-clutch transmission deserves a lot of credit for not only harnessing all of that power to deliver scorching acceleration times, but its astounding ability to do so repeatedly, without so much of a hiccup.

Compared with many other performance cars, it's laughably easy to execute a launch-control start. You select Sport Plus mode, mash the accelerator, hold the brake pedal and then release it… and hang on. The 911 Turbo S catapults itself forward with such ferocity that unsuspecting passengers might experience discomfort. In fact, it is advisable to keep one's head pinned against the headrest before executing a hard launch!

Top speed is the same as before (330 kph), putting the 911 Turbo S among some pretty exotic machinery. And yet, Porsche describes the 911 Turbo S as a sportscar, not a supercar… 

Bigger dimensions, active aero


The active rear wing also doubles as an "air brake".

The adaptive aerodynamic features launched on the previous model have been further improved for the 992-generation Turbo S. A new function is "Wet Mode", which we had the privilege of experiencing during a very unseasonal Western Cape downpour. The car detects when the road is wet, warns the driver, and once the mode is selected, the aerodynamic features of the car prioritise downforce on the rear axle to improve grip. 

There's also a self-adjusting front spoiler which, in conjunction with the rear wing, move to a "performance" position during emergency braking at high speeds to create a higher drag force, as well as more downforce, to reduce the Porsche's braking distance. This also serves to improve stability under braking. At higher speeds (above 200 kph), the active front and rear spoilers boost downforce by as much as 15%.


Massive 21-inch rear wheels fill the broad rear "hips" with purpose.

Most of these aero features are virtually invisible most of the time. For the most part, the Turbo S looks like the beefed-up 911 it is – there are no oversized wings, splitters, or eyeball-assaulting ducting. This "restraint" endows the 911 Turbo S with considerable Q-car appeal. That said, those in the know will be able to identify it by its wide hips (it's the widest 911 ever, with 20-inch wheels fore, and 21-inchers aft, wrapped in 315/30 rubber).

Luxurious GT


The top-quality cabin is a fantastic place to spend long distances in, with superbly comfortable seats and loads of luxury features.

The launch route for the 911 Turbo S encompassed some of the Western Cape's finest roads, which afforded us ample opportunities to test the depths of this amazing machine's abilities. However, before you start wringing the Porsche's neck, you're likely to be taken aback by its other qualities… The 911 Turbo S is no stripped-out, bare-boned racer. As standard, you get a full-leather interior and carbon trim combination with light satin silver accents. The sports seats feature stitching that pays homage to the 1st (930) 911 Turbo and the instrumentation is a lovely mix of analogue and digital. A slight ergonomic issue is that the 2 outer-most dials are obscured by the rim of the steering wheel/driver's hands.

A large (10.9-inch) infotainment screen has an intuitive user interface and slick graphics. Other standard features include a lovely-to-hold GT sports steering wheel, the Sport Chrono package (with a newly integrated Porsche Track Precision app), as well as a Bose surround-sound audio system. I recently spent quite a lot of time in the Cars.co.za Porsche Cayman R, and it's remarkable just how familiar and "instantly Porsche" the latest 911 still manages to feel, even though it boasts a lot more in the way of luxury and convenience features than its older sibling.

Grip. Grip. And yet more grip!


With an improved traction management system, the new Turbo S boasts outstanding, confidence-boosting grip.

I've driven cars with comparable peak power outputs to the Porsche, but I can't recall one that so effectively harnesses all that fury… and allows the driver to unleash it with so much abandon. Porsche talks a lot about tyre-pressure and temperature management when it comes to the 911 Turbo S and, for the first time, a tyre temperature indicator is availed to keep enthusiastic drivers informed about the car's 4 tackies' state of readiness. 

Another 1st is an optional PASM sports chassis that is lower by 10mm and which features shorter springs with more "dynamic" spring rates. But to ensure that maximum grip is maintained, there are "helper" springs at the rear to ensure sufficient pre-loading of the main springs for a full rebound. Little details like those add up to make the 911 Turbo S probably the fastest, real-world, ground-covering machine on the planet. 


Note presence of exhaust and nose-lift buttons. 

Meanwhile, the PTM (Porsche Traction Management) all-wheel-drive system has been further honed for use in the 911 Turbo S. The front axle now features additional water-cooling and reinforced steel plates, allowing it to transfer as much as 500 Nm to the front wheels. There is also a new, more stable driveshaft with just one universal joint that distributes power to the front axle.

On the road, and even when pushed hard, the Turbo S stubbornly resists understeer in a manner that beggars belief – the significantly wider front track helps here – and the steering itself remains wonderfully direct and meaty, although not overly communicative. And there's just so much grip… Even when you apply stabs of throttle mid-corner you're unlikely to see the stability control light flickering. Flicking through the quick-acting 8-speed 'box is a real treat and also advisable (if you're in the mood for a spirited drive) because there's a smidge of lag low down in the rev range, which can be circumvented if you use the paddles. Overall, it's a car that seems to be able to make the most hamfisted driver feel like a champion.

Due to the Porsche's excellent on-road refinement, however, one tends to arrive at corners at a significantly faster rate of knots than expected. Thankfully, the Turbo S features an improved PCCB ceramic brake system (as standard) and it's the first 911 to be fitted with brake calipers with 10, yes, 10 pistons (the front brake discs now measure a colossal 420 mm in diameter). 

Summary


The view most other road users will see – the 911 Turbo S offers unrivalled performance and dynamic capability at the price.

Because the 911 Turbo achieves its staggering performance claims with such ridiculous ease, you may be tempted to regard it as a one-trick pony, but it's far from it – it's as much a crushingly competent luxurious GT as it is a humbler of supercars with much, much higher price tags. Factor in typically excellent Porsche build quality and you've got a R4-million car that could be called a "bargain"… it's a monumental achievement.

You may also be interested in:

Porsche 911 GT3 RS (2020) Review + Video

Porsche (992) 911 Turbo Specs & Pricing for SA

Mercedes-Benz GLA (2020) Launch Review

Mercedes-Benz South Africa recently gave its SUV portfolio an extensive update, which included the introduction of the all-new GLA. Cars.co.za contributor Ian McLaren unpacks the wealth of updates and improvements the Three-pointed Star's premium compact crossover offers over its predecessor. 

Launched in 2014, the 1st-generation GLA was marketed as a lifestyle-oriented, adventure-seeking alternative to the then 3rd-generation A-Class. Although it shared its underpinnings with its hatch sibling, the GLA offered a raised ride height and improved all-round visibility and it immediately found favour with an audience who enjoyed its more purposeful stance – and rugged intent – compared with a traditional premium hatchback. 

Suffice to say almost 1 million units of the GLA have been sold since its introduction; the A-Class has its place, but evidently many buyers favour the inherently more compliant ride quality of this raised-body derivative, as well as its roomier interior (afforded by the larger overall dimensions). 

So, what’s new? 


A little taller and wider, but actually shorter than the previous model, the new GLA is still more practical than the previous model.

Sharing its updated (lighter yet stiffer) MFA2 platform with the W177 A-Class, the 2nd-generation GLA incorporates a host of improvements and updates over the outgoing model. Not only is it 100 mm taller and 30 mm wider than its predecessor, but the Benz has a more purposeful stance by virtue of being 150 mm shorter than before (at 4 410 mm). That may seem like a disadvantage (in terms of packaging), but thanks to a 30-mm stretch of its wheelbase, as well the adoption of wider tracks, the newcomer has shorter overhangs and improved interior space/versatility! 

The 2nd-generation GLA further features a higher ride height (up by 9 mm, to 143 mm), as well as a taller seating position. A 22-mm increase in overall headroom means that the newcomer feels that much more substantial and “imposing” when you're seated behind its steering wheel. 

The updated packaging has resulted in a 14-litre increase in luggage capacity, with the option of a sliding 2nd-row bench and 40:20:40-split rear backrest adding additional versatility. While an electrically operated tailgate is optional, a multi-level load-bay floorboard is standard fitment.

The range


The choice is either 1 diesel or 1 petrol model, both autos.

With the new GLB introducing a degree of ruggedness with a modicum of off-road ability to the brand’s compact SUV family, the 2nd-generation GLA is offered exclusively in a front-wheel-drive guise, with a choice of either a 1.3-litre turbopetrol or 2.0-litre turbodiesel engine. The latter produces outputs of 110 kW/320 Nm, is mated with an 8-speed dual-clutch transmission and has a claimed fuel consumption of 5.1 L/100 km.

Both derivatives can be specified with 17- to 20-inch alloy wheels, along with optional Style, Progressive and AMG Line trim packages, and the enticing Edition 1 line adds red accents to the bodywork, grille and alloy wheels, as well as matte black roof rails. 

Added innovation comes in the form of various optional driver assistance packages, including a car wash function that automatically folds your mirrors, closes all windows and calls upon the parking-camera system to help guide you into the wash bay. 

While some launch attendees saw hints of Volvo and, indeed, Opel in the new GLA's design, the consensus was that the 2nd-generation of Benz’s smallest SUV offering looked altogether sleeker than before, effortlessly complementing the brand’s broader portfolio of raised ride-height vehicles. 

Behind the 'wheel


Not much in here to tell the GLA apart from the A-Class. It's a very modern and classy interior with plenty of tech.

We had an opportunity to put the GLA 200 through its paces during the model's media presentation. The derivative's 1.3-litre turbopetrol develops 120 kW, with 250 N.m of torque available from 1 620 to 4 000 rpm, and is mated with a Getrag-sourced 7-speed dual-clutch gearbox. The 200 does not pull away with tremendous urgency, but its drivetrain quickly settles into its duties, complementing a package that feels suitably lighter on its, um, wheels and, indeed, more nimble than before. Mercedes-Benz claims average fuel consumption of just 6.0 L/100 km for the GLA 200.  

The GLA’s interior mimics that of the 4th-generation A-Class. It’s a good thing, too, with all controls feeling suitably light to the touch and generally well put-together. Subjectively, the Benz comes within a whisker of matching the material feel of its class-leading (in this regard) rival, the Audi Q3.

As with the hatchback, it’s advisable to spend a bit more and opt for the pair of 10.25-inch display screens (the digital instrument cluster and multimedia screen), if only to experience both the crispness and functionality of the brand’s impressive MBUX infotainment system. Broadly configurable in terms of layout, this touchscreen-based technology is also accessible via the “Hey, Mercedes” voice-activated wizardry.  

While the lightness of the electrically assisted power steering may take some getting used to on the open road, around town it suits the feisty character of this model when it comes to negotiating the hustle and bustle of urban living. A suitably tight turning circle certainly helps as well. 

Most buyers will probably want to specify the optional larger wheels, shod with suitable low-profile rubber, but because the GLA has a reasonably pliant suspension tuning, at least compared with its lower-riding stablemates, the newcomer feels less susceptible to a choppy ride.

Summary 


There are plenty of A-Class platformed versions to choose from with the GLA being the entry into the Merc SUV lineup.

There’s a lot to like about the new GLA. It feels notably more substantial on the road compared with its predecessor and offers more in terms of comfort and versatility. Whereas the previous model broadly improved on the minor shortcomings of its A-Class siblings (of which there were a few, including ride quality and interior space), the new car feels like an upgrade over its hatch and sedan equivalents. It offers a bit of respite from the lengthy options list with standard features such as automatic climate control, auto-dimming rear-view mirror and electric-folding side mirrors (to name a few), but moreover, it has more presence/a greater sense of occasion than its more traditional siblings, which explains its premium pricing. 

Having said that, in a hotly contested segment – where pricing doesn’t seem to play as big a role in buyers' purchasing decisions – the GLA is a credible rival to the aforementioned Audi and BMW X1; it also represents a prime entry-point into the ever-expanding Mercedes-Benz SUV family. 

Related content:

Mercedes-Benz GLA (2020) Specs & Price

BMW X2 M35i (2019) Review

Audi Q3 Sportback (2020) Specs & Price

Toyota C-HR GR Sport for 2021

Toyota has taken the covers off of the 2021 C-HR GR Sport. While its not the outrageous performance model we're craving, there's no denying it's quite the looker!

Toyota's performance hierarchy is complex. Petrolheads will be lusting after the hardcore GRMN and GR models, while those who want to look the part can opt for the GR Sport range. The Toyota C-HR is a popular model, with 120 000 European sales in its first year. Assembled on the TNG platform, it combines fashionable styling with pleasant driving manners. The SA-spec Toyota C-HR is a finalist in the CarsAwards-powered by WesBank, where it takes on the Subaru XV and Mazda CX-3.

With the Toyota Gazoo Racing flavour, there's bolder and more dynamic focused styling. The model receives some updates on the exterior, in the cabin and in the tech department. Visually, the bi-tone contrast combines well with a sporty-looking front end with piano black detailing. The bumper is a bit more aggressive and there are 19-inch alloy wheels on each corner. There's a subtle GR Sport logo on the rear as well as a bespoke under-bumper trim garnish.

Inside, the cabin features a choice of Alcantara-trimmed leather or all-fabric seat upholstery, both enhanced by a GR-inspired Red and Grey stitching theme. There's also a perforated leather steering wheel rim, red stitching accents to both the wheel rim and the gear lever gaiter, model unique scuff plates, the GR Sport logo, a GR stop/start button and a GR start-up animation in the driver's instrument binnacle TFT screen. The 2021 Toyota C-HR gains the latest version of Toyota Safety Sense too.

While the GR Sport trim generally focuses on giving a vehicle some visual punch, Toyota has given the C-HR a revised suspension and steering tune, which the brand says will 'perceptibly improve the GR Sport's dynamic behaviour.'

European sales of the Toyota C-HR GR Sport will start in January 2021. 

Toyota C-HR for sale – New/Used

Further Reading

Toyota C-HR GR Coming with 200 kW

Yaris GR Still on the Cards for SA – Toyota SA

Updated Toyota C-HR (2020) Launch Review

Toyota C-HR (2020) International Launch Review

Honda WR-V Launching in SA

Honda will be launching a new small crossover in South Africa this week. Here's what you can expect from the newcomer!

As you know, Covid-19 has had an adverse effect on local new car introductions, many of which have been postponed until 2021.

Despite the delays, there a still a few interesting new cars expected to reach South Africa in 2020 and the potential launch for the Honda WR-V crossover is one such arrival that we are excited about. 

The WR-V was first shown at the 2016 Sao Paulo Motor Show and at the time it was only destined for Brazil, but in 2017, Honda launched the WR-V in India where it’s produced in addition to being produced in Brazil. Like South Africa, India is a right-hand-drive market and it’s therefore entirely conceivable for Honda South Africa to consider the WR-V for introduction locally.

Interestingly, the WR-V is based on the same platform as the Honda Jazz, which is also produced in India and imported into South Africa.  

Crossovers and indeed SUVs are big money-spinners for car manufacturers and this new small crossover from Honda will slot in underneath the slightly larger HR-V compact SUV in Honda’s local lineup and will rival offerings such as the Ford EcoSport and Hyundai Venue. 

What engines will power the Honda WR-V? 


The WR-V is based on the same platform as the Honda Jazz. 

Exact engine specification for South Africa has yet to be confirmed but it’s likely that the WR-V will feature the same 1.2-litre naturally-aspirated engine offered in the Jazz with 66 kW and 110 Nm of torque. This
engine will be offered with either a 5-speed manual or CVT.
 
There’s also a possibility of a 1.5-litre turbodiesel engine with 74 kW and 200 Nm of torque being offered in South Africa. 

What about the interior? 


A neat, driver-focused interior with a 7-inch infotainment system is expected. We think it looks quite smart, wouldn't you agree? 

In the words of Honda, the WR-V was designed to offer “excellent utility and a spacious cabin within a compact body size” which implies that the WR-V offers generous interior space. 

In terms of features, the WR-V comes equipped with a 7-inch touchscreen DigiPad 2.0 infotainment system that’s orientated towards the driver and it offers Android Auto and Apple CarPlay while also projecting the feed from the rear-reverse camera with guidelines. Rear parking sensors are also offered.   

Other nice-to-have-features seen on the Indian-spec WR-V include a one-touch electric sunroof, start/stop button, keyless entry and cruise control. It’s also worth knowing that the size of the load bay is claimed at 363 litres. In terms of safety features, the WR-V is equipped with 2 airbags and ABS with EBD. 

We will be attending the local launch this week so look out for more details coming your way very soon! While official pricing has yet to be confirmed, the WR-V is expected to be priced between R300k and R350k. 

 It's worth noting that Honda will also be introducing a new Ballade compact sedan in South Africa this week.  

Buy a Honda on Cars.co.za

Related Content 

Honda CR-V Updated for 2021

New Honda Ballade Revealed

Spy Shots: 2022 Honda Civic Type R

Chrysler’s 600 kW for R300k deal

Supercar power shipped to your garage. 

European and Japanese car companies might be radically downsizing their engines, but their American rivals are not. Especially Chrysler.

The concept of buying a ‘crate’ engine has long been the solution for those who seek more power, with all the convenience of a manufacturer warranty and stable supply chain of parts.

If you have an outrageous project car idea and want a ludicrously powerful V8 engine to complete it, Chrysler is now offering a choice solution.

The company’s 6.2-litre supercharged V8 engine is now available as a ‘crate’ purchase. For R330 000 (estimated) Chrysler will ship you a Redeye specification 6.2-litre V8, boosting 602 kW and 971 Nm.

As part of the deal, you will receive a supercharger, throttle bodies, injectors, coil packs, water pump and front sump pan. Chrysler is also offering a range of attachment parts to go with the Redeye V8 deal: a flywheel, all power and alternator ancillaries, drivetrain attachment bits and mounting hardware.

If you have an appropriate rear-wheel-drive vehicle platform, the possibilities are virtually endless with this latest Chrysler ‘crate’ engine deal.

In a world where the idea of contacting AMG for its most potent V8 engine as a ‘crate’ option remains inconceivable, Chrysler’s generosity of technology will prove popular with many.

These enormously powerful ‘crate’ engines offer a compelling alternative to the idea of aftermarket tuning, which voids your engine warranty and can make the securing of aftermarket parts a challenge.

But why is Chrysler giving away its performance engine IP so easily? There is a possibility that sinking demand for its most powerful vehicles, has seen a stockpiling of 6.2-litre V8 engines in the company’s inventory.

The truth is perhaps less suspicious, as American brands have long supported the ambitions of their engine-only customers. And Chrysler might simply be fulfilling the commitment of that legacy, with the availability of its Redeye V8, in a crate.

Related content

JLR to build its own V8 engines again

Bentley Flying Spur – Now with V8

Ranger V8 Cancelled

Ford EcoSport Active Revealed

Last month, Ford teased an Active version of its compact EcoSport but now the rugged newcomer has been revealed. Take a look!

The Ford EcoSport has proven popular in the compact SUV segment, thanks to its surprising gravel travel capability. Ford has now launched an Active version of its EcoSport in Europe. For those who aren't aware, Active is the tag given to Ford models that have been given some additional ground clearance as well as some offroad visual upgrades. Ford offers the Focus and Fiesta in Active trim already and now the EcoSport has received the Active treatment. 

The Ford EcoSport Active features plastic cladding around the wheel arches, side skirts and leading into the front bumper. Note the revised rear bumper and faux skid plates which add to the EcoSport Active's rugged appeal. Also, Ford has further differentiated the EcoSport Active with its dual-tone body colour and roof combination. The EcoSport Active features 'unique exterior and interior styling alongside increased ride height and additional body protection for greater rough road capability'.

Ford also said, “Customers tell us they love how EcoSport’s bold styling, practical interior and versatility fits into their busy lives, so we’re excited to enhance the SUV with an Active version that delivers even more of those qualities,” said Roelant de Waard, vice president, Marketing, Sales & Service. Ford of Europe. “The EcoSport Active will be a new addition to the Active series that offers extra capability and rugged style for customers who want to take their outdoor adventures to the next level.”


The EcoSport Active's interior is familiar and standard specification is expected to be generous. 

Speaking of the interior of the EcoSport Active, the images reveal leather upholstered seats with the 'Active' logo seen on the front seats. As a range-topping EcoSport, the Active derivative features Ford's latest SYNC3 infotainment touchscreen with Android Auto, Apple CarPlay, Bluetooth and voice control functionality. Other notable features include 2 USB ports, climate control airconditioning, cruise control, and a multifunction steering wheel. 

As for engine power, Ford's 93 kW 1.0-litre EcoBoost engine does service under the bonnet and it's mated with a 6-speed speed manual gearbox.  

Given how much love there is for the Renault Duster globally, it should come as no surprise that Ford will want to prove its EcoSport is just as capable when it comes to the offroad stuff. As such, the Ecosport Active features an uprated suspension system, limited-slip differential and uprated chassis. 

Will it come to South Africa? We are currently waiting for an official response from Ford South Africa but as it stands the Romanian-built EcoSport Active is predominantly destined for the European market. Nonetheless, given local conditions and South Africa's appetite for the outdoors, we think the EcoSport Active would be well-received by local buyers. Let's hope Ford SA can make a strong enough case for it! We will keep you updated…

Further Reading

Ford adds new entry-level Auto to Ecosport Range

Ford Ecosport (2018) Video Review

Ford EcoSport ST-Line Revealed

Renault Duster (2018) Launch Review

Renault Duster TechRoad In SA (2020) Specs & Price

Drag race! Honda Civic Type R vs Renault Megane RS 300 Trophy

In the battle of front-wheel-drive hot hatches with manual gearboxes, you can't get any closer than the Renault Megane RS 300 Trophy and the Honda Civic Type R. Who wins?

Well here's a rare thing indeed, a drag race featuring too manual cars. So, which one of these stick-shift shifting speed demons can stick it to its rival on the quarter-mile? Only one way to find out.

We stuck our in-house race-ace Ashley Oldfield in the Megane and drift-champ Ernest Page in the Honda mostly because a) Ciro is rubbish at changing gears during a drag race and he was having a nap in the Golf and b) Ernest's mate gave his Honda for the day so we would rather Ernest broke it and not one of us.

Renault Megane RS 300 vs Honda Civic Type R specifications

Renault Megane RS 300 Trophy

Price: R774 900

Engine: 1.8-litre 4-cylinder turbo

Power: 221 kW

Torque: 400 Nm

0-100km/h: 5.7s

Kerb weight: 1346kg

Honda Civic Type R

Price: R771 600

Engine: 2.0-litre 4-cylinder turbo

Power: 228 kW

Torque: 400 Nm

0-100km/h: 5.8s

Kerb weight: 1356kg

Cars.co.za's Youtube channel is powered by Budget Insurance. For an instant quote, click here.

Further Reading

Time-testing the new Porsche 911 Turbo S : Can it beat Porsche's claimed times?

Renault Megane RS 300 Trophy (2020) Review

Honda Civic Type R (2018) Video Review

Drag Race! Honda Civic Type R vs Hyundai i30 N

Drag Race: VW Golf GTI TCR vs Hyundai i30 N

Hotter Audi TT RS in SA (2020) Specs & Price

A hotter version of the potent Audi TT RS Coupe and Roadster, with a more dynamic appearance, has arrived in South Africa. Herewith the details…

The range-topping Audi TT RS Coupe (and its Roadster sibling) is a scintillating piece of machinery and the high-performance model has been revised, giving it a more commanding presence on the road.  

Michael-Julius Renz, CEO of Audi Sport GmbH said, "The new TT RS is in absolute peak form, like a well-trained athlete, it showcases even more prominently how much power lies beneath its muscular outer skin." 

Styling changes


The updated TT RS features more aggressive-looking styling details while retaining its 294 kW turbocharged 2.5-litre engine.

The front-end has been revised and features the matt-titanium quattro emblem sitting on the lower section of the single-frame grille in matt black while the lateral air intakes are now larger, creating a wider appearance than before. Additional radiators behind the RS honeycomb grille serve to enhance cooling. 

The edgy look is further accentuated with a continuous spoiler painted in body colour as standard but is also offered in a matt aluminum finish or in gloss black. A gloss black inlay is also now seen in the side sills and the mirror housing can be had in either body colour, matt aluminium look, gloss black or carbon. 

The rear-end sports a fixed wing with side winglets as well as an RS-specific diffuser with vertical elements and large oval exhaust tailpipes. 

LED headlights will be offered as standard while Matrix LED headlights and Matrix OLED reversing lights will be offered as an option. 

The TT RS rides on 20-inch gloss black alloy wheels as standard and will be offered in 9 colours including the new Kyalami Green, Pulse Orange and Turbo Blue. A number of individualisation options are also available to customers. 

Interior details


The driver-focused interior features fine RS sports seats as well as Audi's now familiar Virtual Cockpit.

The driver is cosseted in Alcantara RS sports seats (Nappa leather optional) with the cabin focused on the driver. Audi’s 12.3-inch Virtual Cockpit takes pride of place while the multifunction steering wheel is equipped with shift paddles as well as engine start and Audi drive select buttons.  In terms of infotainment, MMI navigation plus with MMI touch, voice control, free text search and WiFi capability will be on offer. The TT RS is also fitted with a 680 W Bang & Olufsen sound system. 

Engine Power

The TT RS will retain its potent 2.5-litre, 5-cylinder turbocharged engine offering 294 kW and 480 Nm of torque. Equipped with quattro all-wheel drive and a 7-speed S tronic transmission, the TT RS will accelerate from zero to 100 kph in 3.7 seconds before reaching a top speed of 250 kph. 

The TT RS can also be had with an optional RS sports suspension with adaptive dampers. 

Buy a new or used Audi TT on Cars.co.za

Audi TT RS – Price in South Africa

Audi TT RS Coupe – R1 062 000

Audi TT RS Roadster – R1 113 500

Related Content

Facelifted Audi TT Revealed

Hotter Audi TTS for SA

Audi TT RS (2018) Review

Cars Coming to SA in 2019

Kia Sorento (2021) International Launch Review

Kia’s all-new, 4th-generation Sorento will be arriving in South Africa next year. Our UK correspondent travelled to Amber Lakes near Windsor, England, to drive the new Kia 7-seater SUV and filed this driving impression for us. 

Like so many new cars released in the 1st half of 2020, the new Sorento was officially revealed online due to the cancellation of the Geneva Show in March 2020. While now even bigger than before, it’s not the largest SUV in Kia’s global armoury – that accolade belongs to the US-only Telluride.


The Sorento has increased in size by virtue of being based on Hyundai/Kia’s all-new N3 platform.

However, look closely at this new Sorento and you’ll notice more than a hint of the Telluride in its new styling… and that’s no bad thing as the Telluride went on to win the 2020 World Car Of The Year award – the first Korean product ever to do so.

Kia doesn’t really adhere to the conventions of car manufacturing. The South Korean company wants to get places fast, so its product planning is accelerated, compressed into The Matrix-style bullet time… cars are launched, refreshed and replaced in half the time of many manufacturers.

The Sorento first appeared in South Africa way back in 2005 with a crude ladder-framed chassis and rather bland bodywork. The 2nd-generation model, which debuted in 2010, was slicker to look at and based on the more car-like monocoque chassis that SUV buyers wanted at that time. Its 3rd-generation successor (2015) refined that recipe even further, but this 4th-iteration model really takes the Sorento forward.


Kia purposely gave the Sorento a more distinctive profile, replete with Telluride-inspired design details.

Chiselled exterior

The chiselled, handsome contours of the new Sorento give the impression that it’s a larger car than before. The front of the Sorento evolves with a new interpretation of Kia’s hallmark “tiger-nose” grille, displaying a wider shape which wraps around the integrated headlamps on either side.

The headlamps feature a new “tiger eyeliner” LED daytime running lights, which afford an edgy, more assertive appearance, complemented by a wide, rectangular lower air-intake. A sharp bumper lip is also capped with a skid plate, which further enhances the newcomer’s robust aesthetic.


In an era of organically-shaped and elongated wraparound tail-light clusters, the new Sorento bucks the trend.

The new car rides on Hyundai/Kia’s all-new N3 platform and is 10 mm longer and 10 mm wider than its predecessor. Significantly – at least for off-road users – Kia has added a further 24 mm of ground clearance, but the biggest dimensional change is the 35 mm added to the wheelbase, to benefit passenger space in the front 2 rows.

At the rear (and inspired by the Telluride), the Sorento adopts new vertical tail lamps which wrap around the side of the body. The newcomer follows other recent global Kia models with the model name lettered centrally across the tailgate. A subtle integrated spoiler also conceals the rear wiper, resulting in a less fussy design and enhancing the driver’s view out of the back.


As expected, the new-generation Sorento’s interior is more upmarket than before, with a plethora of smart metallic-look finishes.

Premium interior

As soon as you climb into the new Sorento, you’ll notice the newcomer represents a huge leap over the last generation in terms of design, material choice and tech. It’s modern, with good use of brightly coloured and textured trim on the dash. The layout of the fascia is familiar from the Sorento’s smaller sibling, the Seltos. 

The controls are well organised, there’s plenty of soft-touch plastics and build quality seemed to be good, too.

The lower centre console consists of two rotary controls: one for the automatic gearbox (all UK models are automatic, it should be the same in South Africa) and one for the drive mode selector, with buttons for the electronic handbrake, auto hold and other driving functions.


Like in so many premium models, the Kia’s digital instrument cluster and large infotainment touchscreen dominate the fascia.

It’s easy to get into a comfortable driving position with plenty of seat adjustment, plenty of space and large comfortable furniture. Entry-level derivatives have manual adjustment and do without lumbar support, so the next trim grade might be in order if you cover large distances.

Trim grades

No details were forthcoming from Kia South Africa regarding the trim grades for its new Sorento, but there would be little reason to depart from the simple EX and LX of the current line-up.

In the UK, entry-level derivatives come with an 8.0-inch infotainment touchscreen, but the larger 10.25-inch version on higher-grade versions come with integral satnav. Android Auto and Apple CarPlay compatibility is standard and the menus aren’t too complicated to navigate your way through them, but there’s nowhere to place your hand, so it can be a little tricky to use on the move.


The touchscreen infotainment system is still complemented by shortcut buttons and adjustment knobs, which is a good thing.

Touch-sensitive buttons on the side are easy to miss but at least you have rotary controls for the volume and for scrolling up and down the menus.

Anyone who’s been in a latter-day Kia will be familiar with the layout of the steering wheel buttons, which are easy to get used to. The climate control cluster isn’t too fussy either, even if the less-frequently used touch buttons are a bit fiddly.

The 12.3-inch digital cockpit screen is clear, sharp and has great contrast, but there’s not a great deal of customisation or a full map setting for the nav. Depending on trim grade, you might need to do a bit of digging to find the well-hidden sub-menus for the driver assistance systems, too.


Kia effectively opened up extra oddment space in the centre console by switching to a Jaguar-like rotary transmission selector.

There is plenty of info available on the trip computer, however, including energy flow, trip computer, a digital speedometer, driving style analysis, attention level, traffic sign recognition, tyre pressures monitor, selected drive mode.

Top-spec UK derivatives are offered with a head-up display and a large panoramic sunroof, the latter of which brightens up the spacious cabin. It also had an innovative Blind-Spot View Monitor, which displays a high-resolution video feed into the rondels of the driver’s instrument cluster when the driver uses the turn indicators. It is particularly handy at T-junctions to spot errant cyclists, for example.


The increase in the Sorento’s wheelbase as improved 2nd-row legroom in particular.

Improved practicality 

I have already mentioned the Sorento’s 35-mm increase in wheelbase, and this has improved practicality in what was already a large vehicle. In fact, the previous Sorento was at the top of its class for practicality with its flexible seating and load-lugging ability. There is generous space inside, 7 seats come as standard (including the SA-bound model) and you can even fit a couple of adults in the 3rd row for quick trips.

The first 2 rows in the Sorento offer plentiful headroom and legroom for adults, so there shouldn’t be any complaints, even on long trips. Headroom for passengers in the third row has been improved too, and sliding the 2nd row slightly forward even provides decent knee room, which is a rarity.


The 3rd-row seats aren’t just for seating young children, average-sized adults could squeeze in there for shorter trips. 

Every passenger also gets their own cup holder and USB charging port to keep them and their devices topped up. Even hybrid versions have their battery pack and electric motor placed beneath the floor, where they have minimal impact on passenger or luggage space. When the plug-in hybrid arrives, it will also be offered as a seven-seater.

There are 616 litres of luggage space when the rearmost row of seats is stowed (606 litres for the self-charging hybrid), extending to 2 011 litres with rows 2 and 3 folded (1 996 for the hybrid). For comparison, the Land Rover Discovery Sport has a 754-litre boot, extending to 1 794 litres.


With more than 600 litres of luggage space available (with the 3rd-row seats folded flat), the Sorento is admirably practical.

Good for towing, too

Kia is justifiably proud of the Sorento’s towing abilities – it has a loyal following here amongst UK caravanning community – and even the hybrid version can pull a 1 650-kg braked trailer. The diesel is even more capable, towing up to 2 500 kg (an increase of 500 kg) and both can accept a tow ball weight of 100 kg. Granted, the braked trailer rating is not quite as much as that of a bakkie-based Adventure SUV. 

Powerplants and drivetrains

2.2-litre diesel

Dismissing the 2.2-litre diesel as a carry-over from the old Sorento would be entirely understandable. However, the only similarity between the two is the displacement. The new Smartstream oil-burner has been thoroughly redeveloped, with an aluminium cylinder block and other new parts that reduce its weight and improve performance. It now has 151 kW and 440 Nm of pulling power, so despite the Sorento’s hefty kerb weight of 1 954 kg, it achieves a respectable 9.6 seconds for the 0-100 kph sprint.


This 2.2-litre turbodiesel derivative is reasonably economical; it is claimed to consume 6.7 L/100 km on a combined cycle.

As standard, the diesel is paired with four-wheel drive and a new 8-speed dual-clutch automatic gearbox that’s now a ‘wet’ clutch design for smoother shifts. It feels like a good match for the Sorento and there’s almost no diesel clatter when starting the engine or under acceleration.

1.6-litre self-charging hybrid

Big news for the new Sorento is the introduction of a self-charging hybrid powerplant. It comprises of a Smartstream 1.6-litre turbocharged petrol engine and a 45-kW electric motor, giving it a combined total of 171 kW. It’s mated to a 6-speed automatic gearbox driving both axles and 0-100 kph takes 8.9 seconds, making the hybrid slightly quicker than the diesel at full acceleration.


The 1.6-litre turbopetrol-electric hybrid version feels spritelier than one might expect. 

From a standstill, the electric motor makes the Sorento feel quite eager, despite its 2 006-kg kerb weight. It certainly feels quick enough for a big SUV and should satisfy buyers looking for a diesel alternative. However, the 1.6-litre petrol engine can sound rather strained if you ask for lots of acceleration and it reaches the top of its rev range.

On standard 17-inch wheels, the hybrid, too, is almost as economical as the diesel, returning a consumption figure of 6.9 L/100 km on a combined cycle, emitting 158g/km of CO2 in the process.

A plug-in petrol hybrid is also expected to join the UK range early next year, and while full details aren’t yet known, it’s likely to have a more powerful electric motor and larger battery pack, giving it around 170 kW and an electric-only range of up around 60 km. It is not known at this time whether the PHEV will reach our shores here in South Africa.

On the road

At its UK media launch near Windsor, England, I drove both the turbodiesel and the petrol hybrid versions of the new Sorento. Regardless of powerplant chosen, the newcomer is super smooth and quiet to drive.

The hybrid particularly feels good to drive around town. The initial spurt of electric power is handy coming out of junctions. As intimated, it does sound a bit noisy when you rev hard, though. And while you can pull a small caravan with the hybrid, if you regularly pull something bigger or do many motorway kilometres, you’ll need to go with the diesel.

Road and wind noise is minimal and even with a panoramic roof, the cabin avoids sounding like an echo chamber.


Kia has clearly devoted much effort to improving the on-road refinement of its 4th-generation adventure SUV.

The turbodiesel engine is hushed and smooth, sending very little vibration into the cabin – with just a hint of turbo whistle when worked hard. It can sound gruff at higher revs, but it otherwise remains surprisingly – and pleasantly – hushed.

On a twisty road traversed with a dollop of enthusiasm, the Sorento handles itself with refined maturity, with much less body roll than you might expect given its bulk. You won’t be setting lap times in the Sorento, but then why would you want to in a 7-seater SUV?

Safety

The new Sorento has yet to be put through the rigorous crash-testing regime, but 2 previous Sorento models from 2009 and 2015 were awarded al 5-star rating by Euro NCAP. It would be reasonable to expect the latest version to manage the same when it comes under scrutiny, despite the tests becoming more stringent.


In top-spec derivatives, even 3rd-seat occupants are afforded individual ventilation controls and USB C charging ports.

The new Sorento is fitted with a raft of safety features, allowing it to detect and automatically brake if a potential collision with a pedestrian, cyclist or vehicle is anticipated. It can also scan for moving traffic as you go to pull out of a junction, and keep an eye on traffic as you cruise along the motorway, alerting the driver of vehicles in their blind-spot.

Summary

The 2020 Kia Sorento is an eminently practical Adventure SUV that is smart, competent, offers plenty of space, and comes with the latest tech and safety kit available, with the prospect of affordable running costs – whichever powertrain you choose.

As a practical family SUV, the 2020 Sorento certainly ticks a whole host of important boxes and should be fitting for those who simply need a practical vehicle with flexible space for cargo and passengers and with enough grunt to tow the family caravan or boat for those weekend away.

Related content:

Next-gen Kia Sorento Fully Revealed

Kia reveals 4th-gen Grand Sedona

Hyundai showcases updated Santa Fe

Airmatic for the people with latest Merc V-Class

Trick suspension tech for Merc's big van. 

The most privileged of scholars or hotel guests are accustomed to being transported by the stateliest of vans: Mercedes-Benz’s V-Class.

These rear-wheel-drive vans have a reputation for luxury and spaciousness, that remains generally unrivalled. But for the world’s oldest car company, there is always room for improvement.

Although the V-Class was recently updated, with a slightly new appearance, better engines and Mercedes-Benz’s nine-speed automatic transmission, the best is yet to come.

To ensure that V-Class remains the premium van offering, Mercedes-Benz gave its engineers a directive to improve ride quality. The fundamental design of V-Class, with its huge wheelbase, delivers an excellent ride quality platform, but Mercedes-Benz has learned that conventional dampers and coil springs, can only do so much to smooth over the bumps.

In the brand’s luxury SUVs, limousines and coupes, the lesson has been clear: nothing delivers superior ride quality, quite like air-suspension. Mercedes-Benz has now added its Airmatic suspension feature to the V-Class, promising ride quality that VW will be unable to match, with its latest T6.1 range.

The Airmatic system is adaptive and active. It also reacts independently at each wheel corner, giving the V-Class outstanding balance and reduced body roll when cornering.

Beyond the obvious benefits to ride quality and stability, during emergency braking or high-speed cornering, there are also notable efficiency gains, with Airmatic. At speeds over 110 kph, the system lowers V-Class by 10 mm, to reduce its overall frontal area and coefficient of drag, saving a bit of fuel.

If you happen upon a particularly harsh road or need to edge up a kerb, or steeply banked driveway, the V-Class’s Airmatic can initiate a 30 mm lift. This effectively gives the huge Mercedes-Benz van a better straddle height and prevents scraping of the sills.

Related content

Meet The Ultimate Mercedes-Benz V-Class

Mercedes-Benz Teases New T-Class

Mercedes-Benz V300d (2020) Specs & Price