BMW M has been the long-time sponsor and supplier of vehicles for the MotoGP season. For 2020/2021, the new safety car is the BMW M8 Competition Gran Coupe.
BMW M has been a sponsor and partner of MotoGP since 1999 and has always supplied vehicles as support and safety vehicles. Replacing the outgoing BMW M8 Coupe is this BMW M8 Competition Gran Coupe, completely decked out in BMW M branding and featuring the obligatory LED flashing lights.
With 460 kW and 750 Nm from a 4.4-litre twin-turbocharged V8 engine, the BMW M8 Competition Gran Coupe is no slouch at all, with a claimed 0-100 kph time of just 3.2 seconds. Or what MotoGP racers call 'quick-ish'. Sure, the BMW is very quick by vehicle standards, but will have a hard time chasing the likes of Mr Rossi, Mr Binder and co.
This particular BMW M8 Competition is based on the customer car, but boasts a lot of M Performance parts like a carbon engine cover, exterior mirror caps, rear spoiler, rear diffusor, carbon grille on the sides, carbon steering wheel, and custom-manufactured front flaps and splitter. The standard seats have been removed and in their place are purpose-built Recaro racing seats.
Lexus is targeting younger buyers with its UX and the Japanese marque recently added a more affordable hybrid derivative to its premium compact crossover range. Does the reduced spec (compared with the SE version) detract too much from the luxury offering, though?
We like: Efficiency, refinement, comfort
We don't like: Tiny load bay, hybrid driving style needs to be mastered, quirky infotainment system
There's no mistaking that grille for anything other than a Lexus! The blue badge is the giveaway that this is a hybrid derivative.
When you think of Lexus, the first models that come to mind are softly-sprung SUVs and long-legged sedans (all of which are liberally equipped, of course), so it may come as a surprise to some that the Japanese premium marque has branched down into a new market segment – and a particularly competitive one. The UX is Lexus' smallest model (it effectively replaced the CT 200h), but, given how much movement there's been in the premium crossover segment, Lexus reckons it can snatch sales away from its rivals.
Speaking of rivals, there are many competitors to the UX… Audi offers its Q3 (and Q3 Sportback at the end of 2020), while BMW sells the X1 and X2. Jaguar and Volvo are in the mix with the E-Pace and XC40 respectively, while Mercedes-Benz has the GLA, as well as the upcoming GLB.
UX stands for Urban Crossover, which gives you some idea of the Lexus' proportions and ability. In terms of styling, the UX's exterior execution is sharp and angular, typical of most modern Lexus products. While the look may not win everyone over, there's no denying that it's distinctive. It's also the first Lexus to be based on the Toyota New Global Architecture, which underpins products such as the RAV4, Prius and new Corolla (to name a few examples). We have sampled several of those models' derivatives and have been impressed with their ride quality and impressive fit-and-finish. Therefore, our expectations of the Lexus UX (to deliver quality and refinement in abundance) are high…
How it fares in terms of…
Performance and efficiency
The infotainment system is functional, but lacks the modern graphics of its rivals. Nice to watch the hybrid system in action.
The UX 250h EX is powered by a 2.0-litre 4-cylinder naturally-aspirated petrol motor, which produces peak outputs of 135 kW and 180 Nm in conjunction with an electric motor. The Lexus hybrid system is now in its 4th generation and, for those who don't know how it works, it can propel the Lexus UX round town at low speeds on pure battery power (depending on the latter's state of charge). It can also assist the petrol engine by delivering extra power when required, like when executing overtaking manoeuvres.
Once the battery's charge needs to be replenished or the electric-mode speed limit has been exceeded, the petrol engine takes over. Battery recharging comes courtesy of regenerative braking, plus the engine acts as a generator. The fuel efficiency claim of 4.5 L/100 km is impressive and we managed 6.5 L/100 km, with is still good, considering that we took our test unit on a road trip up the Garden Route. We'd put money on consumption figures in the low 5s if you drove mostly in the city and didn't go on a 532-km trip!
That's because open-road cruising largely negates the efficiency gains of a petrol-electric hybrid system. That's not to say the UX 250h EX is no more fuel-efficient than a non-hybrid car on longer trips; it can be, but you have to change your mindset (and, therefore, driving style). When you're at the top of a hill, take your foot off the accelerator… the petrol engine will switch off as the vehicle transitions to electric power. Then, as you coast downhill silently, the battery is recharged. We learnt to anticipate intersections and coast to stops under pure electric power. Once the traffic started moving (and as long you didn't stab the accelerator pedal), the UX pulled away serenely on its battery alone.
This system works best in congested and built-up areas, where the average speed sits at around 40 kph. The best demonstration of this tech would be driving into Knysna (from the direction of Cape Town) on the N2 freeway. That gradual descent into the Southern Cape town provides plenty of opportunity for the battery to be recharged through engine coasting and regenerative braking. Due to traffic lights not being in our favour and mild traffic, the average speed wasn't very high and the test unit remained running on pure electric power before the petrol engine took over (as we climbed uphill upon exiting Knysna). Is it possible to complete short trips on pure electric power? Yes, definitely.
Premium driving experience
The Lexus UX 250h EX rides on 18-inch alloy wheels.
If you're a bit daunted by this tech, we're happy to report the vehicle is simple to drive; the entire hybrid process is completely automatic. The Lexus' continuously variable automatic transmission (CVT) provides a reasonably smooth power delivery – it's only when you mash the accelerator pedal that you'll encounter some "transmission drone", which is, to be fair, a characteristic of most CVT-equipped vehicles. Fortunately, there is a fairly good audio system in the UX 250h EX, which helps to drown out the uninspiring sound effect. Meanwhile, there are 3 driving modes: Sport, Normal and Eco, which can be selected by turning the curiously placed "stalk knob" on the top left of the instrument cluster (the one on the right is the stability control function). Because we wanted to put the UX's eco-credentials to the test, we utilitised its Eco drive mode throughout the test.
This stalk changes the Lexus' drive modes and the instrument cluster displays a separate theme for each of them.
The Lexus' driving experience is more akin to that of a hatchback than an SUV… The most impressive aspect of the package (in terms of refinement) is the quiet cabin, which seems admirably insulated from road and wind noise. Virtually every Lexus is engineered to be smooth and comfortable to drive – and the compact UX is no exception. Its 18-inch alloys, wrapped in Bridgestone rubber, soaked up most imperfections on asphalt roads. The setup leans more towards firm than soft, which was a little surprising.
The Japanese premium marque's models (with the exception of the sportscars) are usually quite inert in terms of handling prowess, but we were pleasantly surprised by the UX's lively steering. Despite being a hybrid vehicle, the 250h EX is not averse to providing hints of driver engagement when hustled into corners at "enthusiastic" speeds. The seating position is a bit lower than expected too, which helps. What's more, there's 160 mm of ground clearance, so the UX should be able to traverse gravel roads with ease.
The only minor bugbear we had with the Lexus' driving experience is that the crossover doesn't feel as punchy as some of its rivals, most of which are powered by turbocharged motors. There's no shortage of oomph, but the UX hybrid doesn't surge forward when commanded. Is it a reasonable sacrifice for better real-world economy, though? Sure.
Features and Practicality
The EX-spec cabin does not seem feature-thin in the slightest.
Here is where things get interesting. Lexus rejigged its UX range in 2020, when it introduced this derivative (the 250h EX), which is R65 900 less expensive than the SE version. It loses some features, but Lexus has walked a tightrope of not skimping/still offering a generous level of standard equipment. In South Africa, the Japanese brand has a long-held market strategy of not offering any optional features, which is refreshing. Therefore, buyers need to pick a derivative, an exterior colour and an interior trim – that's about it!
Standard equipment includes park distance control with a reverse-view camera, a pair of rear USB charging parts, navigation, hands-free tailgate, heated seats and -side mirrors, an 8-speaker audio system, cruise control, a wireless charging pad, 2 front USB ports (in the central armrest), as well as Apple CarPlay and Android Auto compatibility.
Annoyingly, we couldn't get the Android Auto function to work, but we suspect it was the phone's fault, because the Android operating system's software seems to have been rather buggy of late… Google is reportedly frantically working on the next iteration of Android Auto, which should introduce wireless connectivity.
Lexus has persisted with trackpad controls for its infotainment system in the UX, but it doesn't seem the way of the future…
The reason we note our difficulties with using Android Auto is that the Lexus' infotainment system is not the easiest to use. There's a laptop-style trackpad, which isn't very intuitive/requires some patience to get the hang of. Also, in comparison with its rivals, the Lexus UX's graphics and interface lack some of the visual appeal and punch that some of its competitors' infotainment systems offer. Consider MBUX and Virtual Cockpit from Mercedes-Benz and Audi (respectively) as benchmarks in this regard.
The quickest way to distinguish the EX from its SE sibling, at least inside, is that the former's seats are trimmed in simulated leather, as opposed to full-leather upholstery. So what exactly has been removed? Lexus says this EX derivative lacks some of the active safety features such, as lane-keeping, blind-spot monitoring and Pre-cash Sense.
It still features 8 airbags and ABS, EBD and stability control. There's no adaptive cruise control (the EX makes do with conventional cruise control), while there is a reverse-view camera, but no surround-view setup. Finally, the standard LED headlights do not have an automatic high beam function. That's the short explanation of the R60k difference… The really nice-to-have features are omitted, but we think the standard specification is more than ample and will largely satisfy what customers are looking for in this segment.
With intra-provincial travel approved, we loaded up the UX and headed to the Garden Route. Note the shallow load bay.
Despite the vehicle's dimensions at first glance, there's a lot more space inside than you might expect. The rear accommodation is pretty good, with enough leg- and headroom for a pair of adults. This comes at a price though, as the UX's load-bay capacity is rated at 265 litres, which is a lot smaller than most of its rivals, thanks in part to the hybrid battery pack taking up precious capacity. It's a shallow load area and the parcel shelf feels a mite flimsy – not quite up to the task of shielding your belongings, we'd say.
Pricing and after-sales support
The Lexus UX range starts at R654 700, with this 250h EX derivative retailing for R690 300. The top-of-the-range 200 F-Sport derivative costs R785 400. The vehicle is sold with a 7-year/105 000 km warranty and full maintenance plan. Vehicle service intervals are set at every 15 000 km, or once a year.
Verdict
Despite it being the smallest Lexus offering, the UX still retains all those wonderful Lexus traits of quality and refinement.
The Lexus is brand that plays to its strengths; it's been disinclined to experiment with niche models, but given the meteoric rise in the popularity of luxury compact crossovers – virtually every premium brand now offers one – the UX is a model the Japanese brand needs. This segment is perfectly positioned to catch those upwardly mobile high-earners who can't reach the R1-million luxury segment, but want to make a status statement. Similarly, it suits buyers who need to downsize, but still want to drive a premium brand.
Many regard the UX as more of a hatchback than a crowd-pleasing SUV, but that's not to say the Lexus doesn't acquit itself commendably well. Despite the fact that it's the "entry-level" offering in the brand's line-up, the premium compact crossover delivers an impressive level of "effortless refinement" that the Japanese premium marque's models are renowned for. Plus, although you may need to adapt your driving style to get the optimal fuel-efficiency benefit from the hybrid powertrain, it soon becomes second nature.
The 250h EX derivative may lack some of the high-end features of its SE sibling, but at this price point, none of the rivals offer them either. At a shade under R700 000, this UX derivative presents an interesting and refined proposition and, thanks to Lexus' comprehensive warranty and service plan, the cost of ownership is unlikely to break the bank.
Petrolheads are excited about the new turbocharged engine from Mazda, which will find its way into the Mazda3. Now rumours suggest this motor will find its way into the CX-30 SUV.
The new 2.5-litre 4-cylinder turbopetrol produces 186 kW and 434 Nm, and combined with all-wheel drive gives the Mazda3 quite a performance edge. Now Carsdirect reckons this performance motor will find its way into the CX-30 SUV.
Based on an order guide for the US market, it appears the Mazda CX-30 will gain this powertrain and the model will go into production in November 2020. The source also suggests this motor will go into the Mazda6 sedan and CX-5 SUV.
Interestingly, this power figure is only available on 93 octane petrol, with the American market seeing a power reduction on 87 octane. The South African market won't have this problem with both 93 and 95 octane being offered.
At this stage, it's very early to confirm levels of spec, but Carsdirect says the CX-30 Turbo will feature 'black 18-inch wheels and outer mirror caps, a larger tailpipe, an engine "harmonic enhancer" and turbo badging.'
What we do know is that Mazda South Africa is bringing the CX-30 to our market, however it's just a case of when. Initially earmarked for the first half of 2020, the CX-30 has still not landed as we head into September 2020. We reached out to Mazda South Africa who are still unsure of the exact timing of the CX-30's introduction. Mazda SA also noted that the turbocharged engine is not coming to SA but destined only for American markets.
Toyota has filed a new mechanical engineering feature at the American patent office, with wildly exciting possibilities.
Amongst the flood of new patent applications received each month, a new articulated canopy design was delivered by Yasunori Hirozawa last week.
The application sketch clearly shows a supercar vehicle design, which is clearly relatable to the GR Super Sport project. Toyota’s mid-engined hypercar is to feature a 2.4-litre twin-turbocharged V6 and hybridized power augmentation, promising to deliver 745 kW.
In his patent application, Hirozawa details how the vehicle’s canopy can be opened from either the left or right side, by direct mechanical intervention or remote control. There are also knobs inside the cabin, for opening the canopy.
Why would Toyota be bothering with a very complex new canopy system, which has nothing at all to do with any of its double-cab bakkies? The company’s aerodynamicists want to have a small central cabin architecture for the GR Super Sport, which make conventionally hinged swing doors nearly impossible.
Like other mid-engined supercars with an extremely low aerodynamic profile and compact packaging, door design is a challenge for Toyota’s GR Super Sport project.
Although many consider gullwing- or scissor-doors to merely be elaborate instances of industrial design, they are very real engineering solutions to the problem of getting people into and out of a car with a compact cabin.
The forward articulating canopy is in many ways the simplest solution. Gullwing doors are top-hinged, which negatively impacts any supercar’s centre of gravity. By the same margin, scissor-doors add hinge complexity.
A forward-tilting canopy would appear to be the design that Toyota has chosen for its limited-edition GR Super Sports. It is also an indication that the company is following a no-compromise design philosophy with its future supercar.
Rolls-Royce has unveiled the roadster variant of its Dawn cabriolet. The evocatively-named Silver Bullet is inspired by the brand’s iconic roadsters of the ‘20s and this car – the 1st of only 50 Collection Cars that will be produced – is finished in exquisite Brewster Silver.
When the Goodwood-based manufacturer released teaser images of the Dawn Silver Bullet earlier this year, it described the newcomer thus: "an ode to decadence, to frivolity, to heady heydays and irreverent past times. Traversing the landscape with supreme accuracy, travelling great distances with speed and precision, this open-top roadster iteration of Dawn is like a silver bullet." Rolls-Royce's flowery (if garrulous) discription could also be substituted with "the embodiment of bespoke drop-top opulence."
The Brewster Silver finish is such a light silver than it almost looks like polished platinum.
The Dawn Silver Bullet is strict 2-seater (as opposed to a cabriolet – hence its roadster designation) because the rear seats are substituted by the 2-part “Aero Cowling” as well as rakish centre spine, which extends the bodywork into the cabin. A vapour-blasted titanium finisher windbreak, which is positioned between the domes (or cowls, if you prefer), features an engraving of the car’s profile (at the front) and the Silver Bullet name on the back.
The bespoke, ultra-metallic Brewster Silver exterior finish is said to pay tribute to the paint(s) that was (were) used on the marque’s historic Silver Dawn, Silver King, Silver Silence and Silver Spectre models. It contrasts with darker elements such as the headlight lenses and bumper finisher. The wheels are part-polished with a translucent shadow finish and a single silver pinstripe.
The Rolls-Royce Dawn Silver Bullet's roof can retract fully in 22 seconds.
Inside, the Silver Bullet uses open-pore carbon-fibre for the dash, the bulkhead (directly ahead of the Aero Cowling) and, by the looks of it, on the rear deck surround. Tan-coloured leather, meanwhile, features almost everywhere else, apart from the transmission tunnel, which uses a quilted version of the same tan leather.
The Dawn Silver Bullet is powered by a twin-turbocharged 6.6-litre V12 that produces peak outputs of 420 kW and 780 Nm and is said to accelerate from 0 to 100 kph in 4.9 seconds (if you're in a rush to reach the Côte d'Azur). Deliveries of the newcomer are underway, but Rolls-Royce has not revealed how much each of the 50 roadsters cost.
Opel Corsa Utility Review – The 250 000km Trooper!
This is not your normal car video review as Ciro De Siena gets to grips with an Opel Corsa bakkie with 250 000km on the clock.
This is probably one of our favourite cars that we've ever reviewed. It's actually the Cars.co.za video department's crew vehicle, and belongs to one of our cameramen. The reason Ciro chose to review it is, he drove it for the first time recently and was blown away by how solid the little bakkie felt, even though it had just clocked 250 000km. In this video Ciro takes us through the history of the Opel Corsa Utility, why it came to be so well-loved by South Africans, and he makes an impassioned plea for Opel to bring it back.
The Ford Ranger portfolio was bolstered in the middle of 2020 by the addition of the Ford Ranger Thunder. Granted, it looks good, but where does it sit in comparison to the popular Wildtrak? Here are the key differences separating the Ford Ranger Thunder from the Ford Ranger Wildtrak.
Mechanically, there is nothing separating the Ranger Wildtrak from the Ranger Thunder. The 2.0-litre bi-turbo diesel motor delivers 157 kW and 500 Nm in both models and both have the 10-speed automatic transmission installed. The Thunder is just as capable, with a low-range gearbox, 230 mm of ground clearance as well as a wading depth of 800 mm. A tow rating of 3 500 kg is standard across both models.
As you'll see below, the devil is in the details and we think Ford has given the Ranger Thunder some serious visual punch. The Ford Ranger Thunder is built alongside the other Ranger models at the Ford Motor Company plant in Silverton, Pretoria, with the engines coming from the Ford Motor Company plant in Struandale, Port Elizabeth.
That Front!
The Ford Ranger isn't exactly a dull or boring bakkie from the front and the Wildtrak's nose, in particular, is dominant and imposing. The Ford Ranger Thunder takes this up a level with the addition of a revised honeycomb-styled front end with red intakes. It makes the Thunder look a raging bull with a furious snout. Ford aficionados may recognise them from various performance Mustangs sold around the world. The red also contrasts well with the dark paintwork, but if you're not a fan, there are other colours to choose from.
Those Wheels
The Ford Ranger Wildtrak's 18-inch silver alloy wheels have been replaced by 18-inch double-spoke alloy wheels finished in gloss black. If you're a fan of black on black and the murdered out look, this should be the bakkie for you! Red Thunder badging is used liberally around the vehicle, with the doors and rear tailgate gaining these 3D embossed Thunder badges.
Ford Ranger Thunder cabin changes
The black on black theme continues inside as the Ford Ranger Thunder cabin features black leather on the seats, dashboard, steering wheel, gear level and handbrake surrounds. The Wildtrak's trademark orange stitching has been replaced by bold red stitching, which we think gives the cabin a bit of a sporty theme. Speaking of leather, the Ranger Thunder features new front leather seats with Thunder badging in red embroidery.
At this price level, specification is excellent for a bakkie, with the Ford Ranger able to lay claim to being the most digitally connected bakkie. Its SYNC3 infotainment system boasts Apple CarPlay/Android Auto connectivity and there are 2 USB ports. It's also safe too, with autonomous emergency braking capable of picking up pedestrians and stationary objects automatically. The Ford Ranger Thunder also has Semi-Automatic Parallel Park Assist, which takes the hassle out of parallel parking. If you've ever had to parallel park a double-cab bakkie, you'll know it's not the easiest thing in the world.
Other nice to haves?
Ford has added a lockable black roller shutter loadbay cover to the Ranger Thunder which will address some security concerns. The EZ lift tailgate is fitted as standard and thanks to a torsion rod, the vehicle's tailgate is easy to lift and close.
The vehicle also features the same integrated sports hoop as the Wildtrak, but there's a tasteful (or not, depending on your taste) red detail added to give it some more sportiness.
Ford Ranger Double-Cab Price in South Africa (August 2020)
The new Ford Ranger Thunder comes with a 6-year/90 000 km service plan with intervals every 15 000 km. It is also offered with a 4-year/120 000 km warranty. At R787 000, the added features come to R33 400 on top of the Wildtrak.
2.0Bi-Turbo double cab Hi-Rider Wildtrak R 702 600
Aston Marin’s outrageous Valkyrie project is proving problematic. The mid-engined hypercar, which promises to deliver a driving experience unlike all rivals, is not running on schedule.
First announced in 2017, a year before AMG’s Project One, the Valkyrie was a car of true fantasy specification.
Unlike most other hypercars, the Valkyrie eschews turbocharging but does use hybridization. Its primary power is supplied by a huge 6.5-litre naturally-aspirated V12, built by Cosworth – which is ironically the same engine supplier to Gordon Murray’s new T50.
An extremely linear throttle response, with 745 kW available at 10 500 rpm, is at the heart of this hypercar’s appeal. Balancing the Valkyrie’s performance are aerodynamic attributes designed by Adrian Newey, one of the greatest automotive aerodynamicists in history.
Aston Martin has been extremely bullish about what the Valkyrie can achieve, immodestly claiming that it will the fastest and purist road car driving experience yet. But the company has no history of producing a hypercar.
Jaguar illustrated the issue of producing a technologically advanced hypercar way back in the early 1990s, with its XJ220. This car was a commercial disaster, as most traditional customers of the brand simply did not appreciate what it was.
The Valkyrie was supposed to be marketed in an allocation of 150 road cars and 25 racers, but that ratio could dramatically change. As Mercedes-Benz has discovered with its Project One, the refinement of a hypercar for real-world road use is challenging. The first Valkyrie customers deliveries were supposed to happen in late 2020, later than initially scheduled, but even that dateline is now in doubt.
Aston Martin is allegedly struggling to achieve the correct ride and handling balance for Valkyrie on imperfectly surfaced real-world roads. There are also rumours of reliability issues, during its road phase testing. This is not surprising, as Mercedes-Benz’s Project One is also late for customer deliveries, with engineers struggling to tame the F1 sourced engine for slow-speed driving and idling.
What complicates the Valkyrie scenario even further, is Aston Martin’s troubled financial position. The company is losing money and was recently recapitalised by Canadian billionaire Lawrence Stroll. The man who initiated Aston Martin’s Valkyrie project, Andy Palmer, is gone – having been replaced by former AMG boss, Tobias Moers.
The British company’s new German CEO must decide if there is potential to solve Valkyrie issues quickly enough, without running terribly over budget. One of the better outcomes could be to abandon the road car development of Valkyrie and sell it solely as a track day vehicle. Although this will rankle those potential customers who wished to use it as the ultimate road-going driver’s hypercar.
Both Valkyrie and Project One prove that taming extreme powertrain and performance parameters for road car use is always a significant test of engineering resources and insight.
BMW has displayed its eagerly-awaited new M4 at the Red Bull Ring in Austria. Although the newcomer is still decked in camouflage (because the official reveal is still a few weeks away), the prototype confirms several of the upcoming coupe's finer design details.
During the run-up to the MotoGP “BMW M Grand Prix of Styria”, the CEO of BMW's M Division, Markus Flasch, has presented prototypes of both the roadgoing and GT3-class racing versions of the G82-generation M4 Coupe. "From the outset, both vehicles were developed parallel to each other, so they both have the same genes," he said.
From 2022, the M4 GT3 (right) will replace the M6 GT3 as the top-of-the-range model in BMW M Motorsport vehicle portfolio.
At the time, the Munich-based manufacturer was only willing to divulge that the M4 Coupe would be powered by a "newly-developed inline-6 engine featuring M TwinPower Turbo technology" and "a high-revving concept", as well that "before the model is actually released… final intensive tests still have to be performed."
However, it's widely accepted that the newcomer will be powered by a version of the 3.0-litre twin-turbo S58 engine that powers the X3 M and X4 M models, which will direct 353 kW and 600 Nm to the coupe's rear wheels through a 6-speed manual ‘box or 8-speed automatic transmission with Drivelogic. The Competition version, on the other hand, will reportedly produce 375 kW, and be available exclusively with M xDrive all-wheel-drive and the aforementioned auto 'box.
Note the subtle power dome in the new M4 Coupe's bonnet.
We recently published an artist’s impression of the G82-generation M4 Coupe (penned by Nikita Chuiko), which had originally appeared on Russian motoring site Kolesa. The renders expressed the muscular, purposeful look that the new range’s flagship could be expected to have, but left space for – that is to say, the potential to fit more dramatic/elaborate aerodynamic addenda to – even hotter interpretations of the car, such as upcoming DTM, GTS and CS derivatives.
The artist’s impression by Nikita Chuiko, which recently appeared on Kolesa.
Judging from these BMW-supplied images, however, the M4 won't necessarily be as understated as Chuiko anticipated. Compared with its standard siblings, the M4 Coupe has a significantly more sculpted front apron with a pair of large air intakes flanking that controversial upright grille, while vertical brake-cooling ducts sit at the outer ends of the bumper. There is no hint of a subtle black lip spoiler and, if anything, the similarly-coloured side sills are wider, while the M side mirrors look slightly taller and wider…
The arrow-pointed fender gills aren't that pronounced, come to think of it, but they do feature tiny black M4 badges…
The M4 Coupe prototype is fitted with 19-inch, 20-spoke black alloy wheels shod with Michelin Pilot Sport 275/35 tyres and its blood lid features a very subtle spoiler that's "split in half". Chuiko correctly antipated that the M4 Coupe's rear aspect would be distinguished by a motorsport-inspired diffuser with a quartet of exhaust tips jutting out between the pairs of fins (that's an M-car calling card, after all), but the actual rear bumper is even more aggressively contoured and the cutouts for the 'pipes more pronounced.
A carbon-fibre roof has been part and parcel of the M4 package, but curiously, the prototype featured a sunroof.
So, based on what you see here, is the exterior execution of the prototype bold enough for the next iteration of BMW’s most iconic sportscar? We'll bring you official images and specifications of the model as soon as they become available… In the meantime, please don't forget to read our BMW M3 (2020) International Prototype Drive article.
Renault Sport – the celebrated producer of the world's fastest-cornering hot hatches – is back with its most potent variant: the limited-release Megane RS 300 Trophy. It’s made for hardcore enthusiasts who want track-day thrills at the expense of everyday usefulness, but with just 7 units available in South Africa… not many aficionados will get the chance to unleash this machine on a track (or anywhere else).
We like: Rapid performance and track focus.
We don't like: The price, requires a lot of effort to drive.
Renault's Trophy and Trophy R models are renowned for setting fastest hatchback laps at various circuits.
When la Régie goes about making a Trophy version of its Megane RS, you know you are in for a track-honed lap-time-chaser of a hot hatch. It’s not going to comfortable on the daily commute and won't be to everyone’s taste, but you can’t deny that when it comes to making a hot hatch go around corners, nobody does it better than Renault Sport.
The Trophy edition will be limited to just 7 units in South Africa and Renault South Africa has hiked up the newcomer's asking price accordingly (to nearly R800k, which is pretty steep for a hot hatch). In return for the hefty knock to your wallet, however, the Trophy offers a heightened peak power output (221 kW versus the 205 kW of the Cup version), which is just a touch lower than the Civic Type R. There is also an extra 10 Nm of torque for the manual (400 Nm) and 30 Nm for the EDC dual-clutch version (420 Nm).
To make sure it’s faster on track, the Trophy is fitted with 355-mm Brembo brakes up front and lightweight 19-inch wheels that reduce each corner’s weight by 2 kg. Then there’s a much louder exhaust system fitted as standard, a mechanical limited-slip diff and a stiffer suspension replete with bump-stop shock absorbers.
How it fares in terms of…
Performance
The Renault's exhaust system produces a series of pops and bangs on overrun, courtesy of the team at Akrapovic.
It's best to prepare yourself before attempting to explore the full performance of the Megane RS 300 Trophy… because the French hot hatch is a handful on anything but the most perfectly flat tarmac. Getting ready to drive the Trophy is a bit like steeling yourself for a fight – it’s going to be brutal and you better be ready to take evasive action.
Once you’ve psyched-up yourself sufficiently to get to grips with the Renault you can toggle between the newcomer's trio of drive modes: Normal, Sport and Race, the latter two of which activate the louder exhaust (replete with pops and burbles on overrun) and sharpen up throttle response. When you pin the throttle, the 1.8-litre 4-cylinder turbopetrol motor races into action; it’s ultra-responsive in the sportier modes and, for a forced-induction engine, it really doesn't mind being revved hard. The manual ‘box feels similar to those of previous-generation RS models, but it's a little meatier at the engagement point, which makes it seem more durable/up to the task of being slap-shifted its entire life.
With a claimed 0-to-100 kph time of a mere 5.7 seconds, the RS 300 Trophy is evidently one of the fastest front-wheel-drive hot hatches ever produced. It’s what you have to do during those 5.7 seconds that makes the Renault feel so much faster than it actually is. It torque steers under hard acceleration (it pulls from one side to the other, depending on the direction of the 'wheel) and the responses to steering inputs are so instantaneous that it's no simple task to keep the hottest Megane tracking "straight and true".
Overtaking manoeuvres can be hair-raising to execute if you're prone to jerking the RS 300 Trophy's 'wheel or stabbing at its throttle pedal in a fit of fury (or excitement). In fact, fellow road users could be forgiven for thinking you’ve entered some sort of slalom gymkhana event as you whip the steering wheel back and forth with one hand (while the other shifts gear) in a valiant attempt to keep the rapid Renault in line. This may be the first car that’s more difficult to hold in a straight line than corner at breakneck speeds.
Handling
The special, lightweight wheels shed 2kg from each corner.
Like the RS 280 Cup, the Trophy is equipped with 4-wheel steering. At under 100 kph, the rear wheels turn in the opposite direction to the fronts to help you take tighter lines into corners and, above 100 kph, the rears turn in the same direction as the fronts to improve high-speed stability. It’s a system that is widely used in a slew of performance cars (BMW and Audi are among the most notable proponents), but in the Trophy, it gives the car a bit of a split personality… and handling characteristics that require familiarisation.
In fast corners, the car handles more neutrally than the previous-generation Trophy; it seems notably less inclined to kick out the rear-end under hard braking or when the driver comes off the throttle before turn-in. It’s something we weren’t immediately prepared for… Renault's hot hatches have always had a tendency to exhibit lift-off oversteer (to provide a bit of thrill, of course, but also get the car rotated at corner entries). Out on a fast mountain pass, the added security allows you to push harder with confidence – safe in the knowledge that the rear won't break away if you have to suddenly back off the throttle. In this regard, it feels quite similar to the Hyundai i30 N we drove earlier this year.
By contrast, the aforementioned "Renault lift-off oversteer" comes back with a vengeance at lower speeds and, when that happens, it feels over-the-top and artificial. We found that the 4-wheel steering pushes the RS 300 Trophy's rear-end into corners, which obligates the driver to "correct" the deliberate pivot motion to ensure that the car doesn’t apex too early. After a while, you get the hang of starting your turns a lot later to compensate for the "assistance". Plus, by virtue of the lightning-fast steering, the Megane whips across the tarmac faster than any hot hatch we’ve driven. That fast front-end is so typical of RS models; it makes all other hot hatches feel sluggish and bulky by comparison.
The steering has lost some of that "connected to your central nervous system" feel that the RS 275 Trophy had, but the weighting is meaty and still provides good feedback.
Everyday use?
Alcantara seats are set 20 mm lower in the cabin to improve the centre of gravity.
The Trophy is based on the Megane RS 280 Cup's chassis, which means the dampers, springs and anti-roll bar are all stiffened. The ride quality is undoubtedly firm, but – contrary to our expectations – the newcomer proved more comfortable/forgiving to drive than its predecessor. Look, it’s not a car you would want to be a passenger in (unless you are an unabashed RS fan) and certainly not something in which you’d want to undertake long journeys – unless you're driving it to a track. The Trophy is still very much a toy to be used for special occasions such as breakfast runs or track days; the standard RS is a much easier to live with and Renault RS’ closest competitor to the Golf GTI yet.
Sporty interior execution
The RS 300 Trophy commands a R150 000 premium over the RS 280 Cup/Lux, but you aren’t going to find much that differentiates the former's cockpit from those of its lesser siblings… The Alcantara-trimmed seats are the obvious addition and they are set 20-mm lower to improve the overall centre of gravity. The low seating position is perfect for those who are looking to eek out every last bit of performance (or get a track-car feel), but shorter drivers may need to sit slightly higher just to see over the instrument cluster.
The RS 300 Trophy's interior is almost identical to the Cup version. Infotainment could do with a crisper screen and touch surface.
The metallic-finished pedals are drilled in order to look suitably sporty and we found them to be well-spaced and -positioned, although, under hard braking, the throttle pedal is set slightly too high to facilitate easy heel-and-toe inputs (in contrast with the aforementioned i30 N, the Renault's powertrain does not offer a rev-matching function).
Renault’s infotainment system includes all the modern apps and supports Android Auto and Apple Carplay, but it’s not the best-looking in terms of graphics or screen quality. When you touch the screen, it feels like it has a matt-plastic screen over it, which is in contrast with the pristine glass touchscreens we’ve become accustomed to in the Golf.
Pricing and after-sales
The Megane RS 300 Trophy is limited to just 7 units in South Africa and commands a hefty base price of R774 900 for the manual version and R799 900 for the dual-clutch automatic derivative. It comes with a 5-year/150 000 km warranty, as well as a 5-year/90 000 km service plan, included in the purchase price.
Verdict
Get ready for a fight-or-flight experience every time you climb into the Trophy.
The Renault Megane RS 300 Trophy is a weapon, whether you’re tackling a track, a mountain pass or just overtaking another car at anything more than half throttle. Unlike other hot hatches, it requires full commitment from its driver at all times. May we suggest some gentle MMA or kickboxing before flipping the drive modes into Sport or Race?
Indeed, the French firm's most focused hot hatch to date is a handful to keep in a straight line as you slap through the gears, but point it at a corner and you're bound to discover it’s the fastest hot hatch to reel in an apex that you’ve ever driven. The Trophy's turn-in speed is nothing short of incredible and even if the 4-wheel steering takes some getting used to, the car’s an absolute thrill to drive. It’s not a hot hatch you’ll want to live with every day as it’s still too firm, but on the right road, it’s the best hatchback of the lot.
