The Aston Martin and AMG business strategy is set to strengthen, as many had predicted.
With former AMG boss, Tobias Moers, now in the position as Aston Martin CEO, it was only a matter of time before Mercedes-Benz started increasing its influence.
The British luxury automotive brand is in trouble. With Brexit, it risks complicated tariffs on its engine supply chain, which it mostly sources from Germany.
Aston Martin is also struggling with the complexity of electrification and reviving its Lagonda brand. Moers understands the luxury high-performance car customer better than most, having built AMG into a dominant brand.
Mercedes-Benz has announced that it wishes to attain a 20% shareholding in Aston Martin and for the British company, that German proportion of ownership, could mean better engines.
AMG already supplies its 4-litre turbocharged V8 engine architecture to Aston Martin, but not in the most potent states of tune. At a recent industry event, the company’s Canadian chairman, Lawrence Stroll, preposed a future supply chain of bespoke AMG engines, for Aston Martin’s models.
Mercedes-Benz will carefully analyse the risk of giving Aston Martin engines with different outputs to its own. There is a very low likelihood that AMG will supply Aston Martin with more powerful engines.
The more probable outcome is recalibrated software and exhaust systems, to deliver slightly different throttle response characteristics and a specific Aston Martin sound signature. The engines may also have different torque delivery characteristics too.
It is also possible that AMG is more willing to share a customized version of its petrol engines, for Aston’s use, due to the German brand transitioning to greater electrification. As fewer of its V8 petrol engines will be required in future, the planned production output needs to go somewhere – and Aston is an ideal destination.
As battery packs and electric motors become a more important and integral element of AMG’s next-generation powertrains, it will be less bothered sharing platforms such as the 4-litre turbocharged V8, with others. Aston Martin has also committed to equipping petrol motors to certain models within its range after the 2030 great British cull of internal combustion engines.
Following leaked images on Instagram, Mitsubishi has now released an official teaser image and some details for its new forthcoming Outlander which is due to go on sale in February 2021.
An image leak appeared on Instagram account, allcarnews, earlier this week and while the quality of the images are poor, they do reveal what the new Outlander will look like. Following the leak, Mitsubishi has now released a shadowy teaser image of the new Outlander as well as providing a few additional details.
Mitsubishi has revealed that the new Outlander will make its debut in the U.S., Canada and Puerto Rico in February 2021 before going on sale in other international markets. The brand says that the new Outlander was developed under the Japanese “I-Fu-Do-Do” philosophy which means 'authentic' and 'majestic' and features the brand's latest Dynamic Shield front-end.
“The OUTLANDER is an iconic SUV for the company, so when we developed the next-generation model, we took inspirations from our rich SUV heritage to realize a bold and confident styling with a solid stance that excites our customers,” said Seiji Watanabe, Division General Manager of Design (Head of Design), MMC. “The all-new OUTLANDER is the first model epitomizing the new generation of Mitsubishi design and the frontrunner of our design strategy.”
The image leak on Instagram shows a bold design for the new Outlander. Do you like it?
Back in 2019, Mitsubishi revealed its Engelberg Tourer Concept which is a twin motor, 4-wheel-drive, Plug-In Hybrid Electric Vehicle (PHEV) concept and it appears that the new forthcoming Outlander has taken inspiration from the concept which is clearly evident in its front-end design and at the rear. Note the split headlight design which also features on other Mitsubishi products such as the Eclipse Cross and Triton double-cab bakkie.
While we wait for the full reveal of the new Outlander, perhaps the Engelberg Tourer’s interior also provides clues as to what’s coming from the production Outlander and if that’s the case, the new Outlander will feature a thoroughly modernised interior compared to the outgoing model.
The new Outlander is will be larger than the current model and is expected to be powered by a Nissan-sourced engine which will likely be a 140 kW 2.5-litre engine. A plug-in hybrid model will also be offered in select markets.
We will keep you updated as soon as official details are revealed.
The 2019 Engelberg Tourer concept provides clues as to what to expect from the new Outlander.
The Suzuki Jimny has a cult following around the globe. With its cute looks and go-anywhere attitude, there's a clear reason why these little SUVs are so adored. Suzuki South Africa recently assembled every generation of Jimny to celebrate the model's 50th birthday, and David Taylor was there for the family reunion.
There's something incredibly likeable about this plucky, non-conformist vehicle. Often bought by the heart and not the head, the Jimny is not a perfect multipurpose offering – at all. It demands compromises by virtue of its minuscule fuel tank and lack of functional luggage space, but then, if you slide behind its simple controls and set off on a journey, all objectivity flies out the window. And if you venture off-road, well, you'll be a convert.
The Jimny story started officially in 1970, but its origins go back a bit further to 1967. The Japanese car market has the Kei car segment, essentially a market for ultra-compact (by modern standards) and affordable commuter-focused motoring. The Kei car aimed to revolutionise the car world, by offering a back-to-basics vehicle whose sole purpose was transportation. A tiny outfit called Hope introduced its ON360, a small 4×4 that would comply with Kei car regulations. It was a dismal failure, with just 15 units manufactured, and build quality was reportedly awful and mechanical reliability even more so. Hope, in an effort to try to recoup its costs (and pride), put the ON360's plans up for sale and Suzuki snaffled them.
The modern Suzuki Jimny leads the older generation models
Suzuki LJ10
From the ashes of the ON360 came the Suzuki LJ10 in 1970, equipped with a ladder-frame chassis, solid axles, leaf-spring setup, all of which had been substantially revised from those of the original design. It was an instant winner, proving as capable as the bigger offroaders of the day, like the Toyota Land Cruiser and Nissan Patrol, but costing far less in terms of the initial purchase price and ownership costs.
The powertrain specifications are laughable by today's standards. Power came from a 2-stroke petrol motor producing 18 kW and it had a top speed of 70 kph. Subsequent versions included the LJ20 (1972), LJ50 (1975), LJ80 (1977) all had power upgrades of 21 kW, 24 kW and 31 kW respectively. Incidentally, the LJ80 featured a 4-cylinder 4-stroke engine in place of the motorcycle-derived 2-stroke engine.
Despite its comical proportions, the Suzuki LJ was remarkably composed on the rough stuff.
Enter the SJ
The 2nd-generation model, dubbed the SJ410, first rolled off the production line in 1981 and was in service until the 3rd generation of Suzuki's plucky off-roader was launched in 1998. Both the SJ410 and updated SJ413 become instant cult classics. Both of these derivatives retained their incredible offroad prowess, but many customers were using them as daily drivers, with occasional off-road use. With this shift, luxury features such as air conditioning, electric windows and radios were introduced in the early 90s, along with a coil-sprung front suspension for additional comfort.
Power was increased to 33 kW / 74 Nm from a 970 cm³ motor in the SJ410, with the SJ413 gaining a 1.3-litre motor with peak outputs of 45 kW and 96 Nm. The latter had a top speed of 140 kph.
The Samurai was one of the most entertaining drives of the day.
JB43 Series
Our first taste of Suzuki Jimny locally came from the JB43, which made its debut in 1998. The marketing slogan was simple, "smart in the city, tough in nature." Power came from a 63 kW/110 Nm 1.3-litre 4-cylinder and featured a revolutionary (for the time) automatically locking front hubs as well as a dial to activate the 4×4 transfer case. The coil-spring suspension was a tad more road-biased, but still remarkably capable off-road.
It proved popular right the way up to the launch of the 4th-generation Jimny and during its 20-year tenure, it received numerous spec updates and facelifts, but the fundamental basics remained the same.
A vehicle we're quite familiar with at Cars.co.za – the JB43
JB74
This is the Jimny as most of us know it. It retains its incredible off-road capability, boasts the most potent engine ever fitted to a Jimny and looks great. The 1.5-litre petrol mill produces 75 kW and 130 Nm, but because the body tips the scales at 1 095 kg, performance is more than adequate.
First revealed in 2018, this iteration of Jimny has proven immensely popular with demand far outstripping supply. South Africa is but one of several countries where there's a waiting list, but Suzuki Auto SA assures us that the delay between placing an order and taking delivery has come down dramatically, despite Covid-19's best efforts. Interestingly, Mexico was allocated just 1 000 units and all were snapped up within 72 hours.
As far as family photos go, this one's a goodie. Long live the Suzuki Jimny!
Driving Experiences
Admiring the classic Jimny models is one thing, but driving them requires flicking a switch (or two) in your brain… There are no electronic driver aids on offer in any of the older models, of course, which meant that they delivered just the purest driving experience. Suzuki had booked out the ADA off-road facility near Hartebeespoort Dam to ensure we could really put the legends through their paces on some challenging terrain.
Comprising some excellent off-road trails with a spectacular backdrop through an abandoned slate mine, ADA's technical sections provided a great test for the Jimny family's capabilities. The stints in each of the Jimny models were brief, but exceptionally memorable. Every model had its quirks and charms, making it easy to understand why these cars have become highly sought-after on classified websites.
Wading through an abandoned slate mine was no problem for the little LJ.
The Suzuki LJ50 aka Genesis may be the smallest and simplest vehicle in this line-up, but it's not the easiest to drive. Firstly, the clutch pedal has an exceptionally short travel and offers little in the way of modulation, and secondly, it's very stiff, requiring a strong left leg to operate. Once you're rolling and have selected 4H, the little LJ proved very nimble, hopping and skipping across the rocks. With its 2-stroke motor eagerly revving away and my nerves settled, you start to appreciate just how simple yet capable it is. Not bad for a 50-year-old veteran!
The highlight of the day was driving the SJs from the '80s. The Samurai, which is old enough to be called a classic, but modern enough to remain easy to drive, was exceedingly fun to pilot. Both offered a wonderfully analogue driving experience, requiring strong arms to make the most of the unassisted steering. There's something immeasurably satisfying about stepping out and locking the front hubs, then engaging 4-wheel drive.
A convertible Jimny… can you get any cooler?
After driving the 3 older members of the Jimny family, the 2 newer JB-series models felt incredibly luxurious and technologically advanced by comparison. While the older models have immeasurable charm and their coolness factor is "off the chart", I have heaps of admiration for the relentless march of progress. The contemporary Jimny is much improved, but still retains those qualities that have endeared the model to so many.
Audi South Africa has announced specifications and pricing for its updated A5 coupe, A5 Sportback and S5 Cabriolet. Here's what's changed, plus what you can expect to pay for these stylish offerings.
The Audi A5 range has been updated and has landed in South Africa. The range comprises 2-door coupe, 5-door Sportback and there's a convertible model for those wanting to enjoy top-down motoring.
Visually, the front end has been given a mild tweak, with the honeycomb grille looking flatter and wider. There are ventilation slits above the grille and these are a nod to the iconic Audi Sport quattro from 1984. As far as customisation goes, Audi is offering 12 exterior paint finishes as well as 5 different shades of leather in the cabin.
Speaking of cabin, this is where Audi has spent the most work. The interior gets an update, with the new MMI touch interface dominating proceedings. There are new graphics and Audi claims the user experience resembles that of a smartphone. Audi has introduced the latest generation of connected services to the new A5 range too. This comprises online connectivity to Audi's roadside assistance, which is available at the touch of a button. There's also real-time info for navigation and Google Earth is intergrated into the car. You can also link the myAudi app from your phone to the vehicle. The vehicle also comes standard with Audi's smartphone interface, which includes Apple CarPlay and Android Auto.
For those wanting to experience top-down motoring, Audi has brought in the S5 cabriolet. The roof can be opened in 15 seconds at speeds of up to 50 kph, useful for those surprise rain showers.
In terms of engines, Audi has availed petrol and diesel options for the A5, while a fiery 3.0-litre turbocharged V6 headlines the S5. The 40 TFSI motor is a 2.0-litre turbocharged mill with 140 kW and 320 Nm, while the 40 TDI offers the same power and capacity, but there's more torque at 400 Nm. The S5 produces 260 kW and 500 Nm, and is good for a 0-100 kph in just 4.7 seconds. All models offer automatic transmissions, and every model bar the entry-level petrol derivatives feature quattro all-wheel drive.
The Audi S5 Cabriolet brings style and performance to the party
Specifications
The exterior design is available in two options, a standard variant in the entry-level model and the S line trim line across the range. All models offer Matrix LED headlights and the dynamic indicators as standard. The standard model offers:
17 inch cast aluminium wheels
Door sills with aluminium inserts in the front
Black matte radiator grille with a chrome frame
Black matte grained side air intakes and rear diffuser
Tailpipe trims in aluminium silver matte and a bar tailgate in chrome
The S line models will offer a differentiated exterior design which includes:
18 inch cast aluminium wheels
Front sills with aluminium inserts, illuminated and with S lettering
S line emblem on the front fenders
Widened side skirts in body colour finish
Sports suspension
S line-specific radiator grille in titanium black and chrome framed
Side air inlets in matt black grained with matt aluminium silver
S line-specific rear diffuser in titanium black matt
Rear trim in aluminium silver matt and bar tailgate in chrome
The S models also come with their own unique look which includes:
19-inch S style contrast grey wheels
Red brake callipers
Exterior mirror housings in aluminium look
Larger rear spoiler
S model bumpers
S sports suspension
Audi South Africa has simplified its optional extra offerings and put them into packages. The packages include:
Technology (MMI navigation plus with MMI touch; Audi connect full functionality; contour ambient lighting)
Sport (flat bottomed multi-function steering wheel in 3 spoke design with shift paddles; sport seats; black lining)
The cabin of the updated Audi A5 range. Note the upgraded infotainment and connectivity screen.
Audi A5 and S5 Price in South Africa (December 2020)
The Audi A5 and S5 range is now available at all Audi dealerships and is sold with the 5 year / 100 000km Audi Freeway plan. The below prices are inclusive of all taxes.
A limited-edition Carroll Shelby Signature Series is now on offer in South Africa and only 3 are available!
For those wanting the ultimate muscle car in South Africa, this may be it. Shelby South Africa has announced that 3 Carroll Shelby Signature cars will be offered locally. Only 50 units are available worldwide with the majority of the allocation reserved for the North American market.
Each car will be entered into the official Shelby Registry, ensuring authenticity, and the conversions will be done at Shelby SA’s official Mod Shop in the Western Cape.
The Carroll Shelby Signature Series has been developed over 2 years and each car features a new aluminium fender that widens the body to accommodate the one-piece forged monoblock wheels and MagneRide suspension. A new Brembo braking system with 6 piston calipers up front and 4 at the rear ensure notable stopping power and additional cooling channels for the brakes were also exclusively developed by Shelby.
Perhaps the most tantalising development has taken place under the bonnet where the 5.0-litre V8 engine gains an Edelbrock supercharger which takes total power output to 597 kW! The sound of the powerful V8 is personified with the fitment of a Borla exhaust system with 4 custom exhaust tips.
Other eye-catching bits include a metallic ram air hood, spoiler, diffuser and a new tail panel between the rear lights.
On the inside, Shelby branding is on the door mats and door sills as well on the Shelby guages. Elsewhere, Shelby branding is also seen on the radiator cap, coolant tank and oil cap. Customers can also remove the rear seat and replace it with a harness bar, if you so wish.
How much does the Carroll Shelby Signature Series cost you ask? Well, you will have to fork out R2 708 000 to have one, but you better move fast because there are only 3…
At the recent Jimny 50th celebrations held in December 2020, Suzuki South Africa surprised many by revealing the first Brezza on SA soil. Confirmed for an early 2021 introduction, the Brezza sits just below the Vitara. Here's what you need to know about the compact SUV.
With the high level of specification, modern powertrain and subsequent pricing jump, the Suzuki Vitara has moved into a premium space. There's now a substantial gap between the Ignis and the Vitara as the top-spec Ignis retails for R240 900, while R310 900 will get you behind the wheel of an entry-level Vitara. Suzuki South Africa reckons this hole can be plugged by the Brezza.
It's an Indian-built vehicle assembled by Maruti and will be coming to market powered by a 1.5-litre K-Series naturally-aspirated motor with 77 kW and 138 Nm. We expect it to be light on fuel, much like the rest of Suzuki's offerings.
The vehicle is front-wheel driven and while transmission details were not confirmed, a manual gearbox and an automatic transmission is available for the Indian market. We suspect Suzuki SA will bring both. Physically, the vehicle is a touch smaller than the Vitara, but a quick walkaround and glance inside the cabin highlighted similarities to the base-spec Vitara. There was the new touchscreen infotainment system, for instance and rear legroom looked adequate.
After the recent Toyota Hilux launch, the Japanese brand has given some other models its updated 150 kW 2.8 GD-6. The first of these is the Toyota Land Cruiser Prado and here's how much you can expect to pay.
There are two engines for the South African market. The updated 2.8-litre turbocharged diesel 4-cylinder now produces 150 kW and 500 Nm, and is the same unit found in the updated Hilux. The Toyota Land Cruiser Prado features a 6-speed automatic transmission. The updated motor features a bigger, heavy-duty turbo as well as upgrades to the cooling, combustion chamber and intake manifold, all of which serve to improve performance and economy while retaining that Toyota reliability. Fuel economy is claimed at 7.9 L/100km.
The iconic 4.0-litre petrol V6 is carried over, and in this application, generates 202 kW and 381 Nm. It too features a 6-speed automatic transmission and it's said to consume 11.3 L/100 km. Both engine derivatives have 87-litre main fuel tanks and 63-litre secondary tanks.
The Prado is an exceptionally capable offroad vehicle, with a ground clearance of 215 mm and approach/departure angles of 31 and 25 degrees respectively. The towing capability has been improved to 3-tonnes, which is in line with the same updates that occurred on Hilux and Fortuner earlier this year.
There are 3 levels of trim offered in the Toyota Land Cruiser Prado range; TX, VX and VX-L. There are also 10 colours to choose from, plus it appears Android Auto/Apple CarPlay has made its way into the Prado. The spec upgrades for the VX-L model, which sits at the top-of-the-range makes use of paddle shifters and driving mode buttons.
It looks good, but how do the GWM P Series double cab's numbers add up, compared with Hilux or Ranger?
Has South Africa’s Huawei bakkie moment arrived? Ten years ago, a Chinese double-cab bakkie was a disposable item – fleet managers or private buyers made a cost-to-depreciation calculation and if the vehicle was affordable enough, they bought one… then, after a few years had passed, they dispassionately discarded the strictly utilitarian LCV from the Far East the moment it presented with bothersome mechanical issues.
In light of the bakkie's low price, marginal comfort and an iffy driving experience didn't matter. The double-cab bakkie market has evolved, however, as has most customers' expectations. Emerging bakkie brands have either adapted and survived, like Mahindra (Scorpio), or failed, like Tata.
Toyota, Ford and Isuzu have not had to take note of any Indian or Chinese rival. Yet. But GWM’s P Series could change all of that.
The engine numbers look promising as do the dimensions of the new P Series.
When the P Series was revealed in September 2019, it featured an impressive design and a host of modern features. But the engine configuration was deeply problematic – the first version was powered by a 2.0-litre turbocharged petrol motor, boosting 140 kW and 360 Nm.
In the Chinese domestic market, small capacity turbopetrol engines dominate. But in all traditional bakkie markets, such as South Africa, they aren't popular, with turbodiesels being in much greater demand.
Logic has prevailed with GMW’s local product planning. The P-Series bakkies destined for Mzansi are powered by a 2.0-litre turbodiesel engine. It has less power than the Chinese brand’s similarly configured petrol engine (only 120 kW), but more torque, peaking at 400 Nm.
Compared to the smaller-engined Toyota Hilux, Ford Ranger and Isuzu D-Max bakkies, those outputs are quite competitive. In the price bandwidth that GWM is positioning its P-Series double-cab, none of its rivals offers comparable power.
Ford Motor Company of South Africa has retained the 2.2-litre engine specification in its updated Ranger, in which it produces 118 kW and 385 Nm in those Rangers that are priced in line with GWM’s P Series.
Toyota’s 2.4-litre Hilux makes 110 kW and 400 Nm, while the 2.5-litre D-Max is way down on torque compared to the GMW P Series, with the Japanese bakkie only boosting to 110 kW and 320 Nm.
Judged purely on its engine merit, P Series lacks for nothing compared with its rivals.
Digitally relevant cabin design
The P-Series cabin has good storage space and a modern infotainment system.
China supplies most of the world’s touchscreens and digital componentry, allowing GWM access to a valuable supply chain.
Without having to consider its customers' legacy ergonomic preferences, which is something that shapes the interior design of Hilux and Ranger (for example), GWM’s interior architects could dare to be bold. The result is a bakkie cabin that is modern and comprehensively digitised.
The premium derivatives feature a 7-inch virtual instrumentation cluster and a 9-inch touchscreen anchors the bakkie’s infotainment offering.
GWM also realises that Smartphone battery status is important to all drivers and provides inductive charging. This prevents the annoyance and untidiness of having USB charging cables permanently draped from the output port to the centre-console storage area.
A better gearbox than Hilux or D-Max
The 8-speed gearbox built by ZF is one of the best gearboxes and most widely used on the planet.
As double-cab bakkies have transitioned into the role of being family vehicles, the demand for better automatic gearbox options has increased.
When Volkswagen launched the Amarok a decade ago, it enjoyed an enormous advantage over all other bakkies, thanks to the ZF 8-speed automatic transmission. Generally regarded as perhaps the most influential self-shifting 'box ever designed, the abundance of gears and intelligent shifting software has enabled users of ZF’s 8-speed design to meticulously calibrate it for specific vehicle applications.
GWM has not wasted time or resources seeking an alternative. The P Series uses ZF’s 8-speed auto and it is only bested in the local market by Ford’s 10-speed transmission. But there’s an exclusion to that comparison…
At the prices GWM is charging for its P-Series double cabs, you can only buy an equivalent Ranger with a 6-speed automatic transmission. Toyota similarly offers only a 6-speed auto on its Hilux and Isuzu comes off worse in any drivetrain comparison with its ageing 5-speed gearbox.
South African bakkie owners are tough on gearboxes: towing heavy loads, navigating steep off-road terrain and requiring rapid kickdown shifts for overtaking purposes. With GWM having sourced the best German-designed gearbox, it promises to deliver a very smooth driving experience.
A tailgate that might be too clever – for its own good
The tailgate seems like a smart idea, but without anywhere to grab on might not be that smart after all.
Considering the increasingly diverse profile of double-cab bakkie customers, designers have been forced to make tailgates more user-friendly. The days of farmers and construction crews being the only ones to lift a tailgate are over.
Volkswagen and Ford have both integrated torsion bars in their Amarok and Ranger's tailgates, allowing even the slightest user to easily close the load box. Lighter steel stampings have also reduced weight, which has undoubtedly helped in this regard.
GWM has done well to create an adequately shaped load box, which is incidentally the same size as that of the Hilux. But one feature, with good intentions, could perhaps be lost on South African bakkie users – and trigger frustration.
The P Series has a deployable tailgate step. In theory, this is to allow easier step-up access to the bakkie’s load box. An uncomfortable truth is that if you struggle to get onto the back of a bakkie, perhaps you shouldn’t really be using an assistance step.
The traditional South African method of stepping on a tyre, and climbing over the load box’s side, while grabbing hold of a roll bar for balance, is proven. It is also perhaps safer than stepping on a small strut rectangle, without any bracing surfaces or rails for your hands to grip.
Whether that tailgate step linkage will remain rattle-free after 50 000 km of corrugated Karoo roads, well, remains to be seen.
It should be good as an all-terrain vehicle
Decent approach and departure angles but the lack of a rear diff may put hardcore off-road users off.
The truth is that most double-cab bakkies never engage a rear differential lock or shift their transfer case into low-range. But for those who fancy the idea of a generously equipped double-cab 4×4, the GMW P Series has some decent all-terrain geometry and traction features.
With 232 mm of ground clearance, the P Series might not rival a Hilux’s 279 mm of obstacle clearance, but it is close to a Ranger’s 237 mm and better than D-Max’s 225 mm.
The Chinese bakkie has fairly good approach-angle geometry too, at 27 degrees. Isuzu’s D-Max is best, at 30 degrees, trailed by the Hilux at 29- and Ranger at 25.5 degrees.
With 400 Nm, low-range, a rear differential lock and that ZF 8-speed gearbox, there is no reason to believe the P Series double-cab will be less than adept at conquering local terrain.
The P Series' pricing is inarguably competitive. You can have an LS 4×4 double-cab for R479 900, while the premium version sells for R544 900, tallying discounts of more than 10% compared to its American and Japanese rivals.
Volkswagen Golf R (2021) International Launch Review
The most potent Golf to wear an R badge is a deliciously powerful, yet well-balanced, driver's car. International correspondent Greg Kable drove the next iteration of one of SA's most-loved hot hatches in wintery conditions.
What is it?
We’re living in a period of "peak mega-hatch". Truly, never before has there been such a wide choice of high-powered, performance-orientated hatchbacks from so many different manufacturers. Even the otherwise unassuming Toyota Yaris is getting in on the act with the limited-edition GR.
But while buyers are spoilt for choice, the task of creating an outstanding mega-hatch that truly stands out has become an increasingly difficult task – not least in the premium ranks, where Audi, BMW and, of course, Mercedes-AMG have chimed in with all-wheel-drive hot hatchbacks.
Volkswagen, however, has the most illustrious history, which started with the front-wheel-driven Golf GTi in 1976. Then, in 2002, the Wolfsburg-based brand added all-wheel drive to its hot-hatch mix with the 1st-generation Golf R32, creating an even more serious road machine.
Note the new R logo on the front grille.
Indeed, the car driven here is the 5th Golf to wear the (recently restyled) R badge. The R model used to be powered by 6 cylinders (VW switched to a turbocharged 4-pot in 2009), but 1 tradition that's continued in the flagship hatchback for all of 18 years is all-wheel drive. Plus, with the changes brought to the Haldex multi-plate clutch system for the new model, it is now more sophisticated and arguably more effective than ever before.
But first, the engine. The R uses the 4th-generation version of Volkswagen’s celebrated and long-serving EA888 unit. This is essentially the same unit brought to the new Golf GTI Clubsport, but with an added 14 kW and 20 Nm. Peak outputs of 235 kW and 420 Nm of torque, the latter of which is available from 2 100 to 5 350 rpm, make this the most powerful series-production Golf.
By comparison, the outgoing Golf R made 213 kW and 380 Nm (228 kW in its final year), so this is more than just a token increase in reserves, particularly torque. Drive, meanwhile, is sent through an updated version of Volkswagen’s in-house 7-speed dual-clutch gearbox (DSG), which uses an upgraded auxiliary oil cooler and new software mapping for faster shift times. There is no manual gearbox option in Europe – VW says there isn’t sufficient interest.
As before, there is an optional Akrapovic titanium exhaust system. The exotic tailpipe setup doesn’t liberate any more power from the 2.0-litre engine, but it does save 7 kg and gives the new model a stirring exhaust note in any one of its more sporting driving modes.
Underneath, there is a reworked MacPherson strut (front) and 4-link (rear) suspension. The R rides 20 mm lower than the regular Golf, and gets VW’s excellent DCC (Dynamic Chassis Control) with variable rate dampers and an additional 1.3 degrees of negative camber to the front wheels.
The standard wheels, unique in their design specific, are 18-inch in diameter, though our test unit wore optional 20-inch wheels with winter tyres.
The driving modes are selected in the same way as the Golf 7, the 8 R gets a unique drift mode.
Other changes? There’s a quicker variable-ratio steering rack attached to the same upgraded front subframe as the Golf GTI, and larger front brakes with 2-pot callipers. The brakes also use a new master cylinder and, despite being larger than before, are 600g lighter at each corner.
It’s the newcomer's all-wheel-drive system, though, that really deserves a closer look. Produced by BorgWarner, it has been re-engineered with the addition of a new centre differential that provides a faster and more rear-biased apportioning of drive. Among a host of other changes, there’s a new electronic rear differential that brings torque-vectoring qualities to the rear axle for the first time.
This setup is networked with a so-called Vehicle Dynamics Manager (VDM). It aims to provide the new model with a more balanced feel with less understeer and, thanks to a new driving mode, drift qualities like those found in cars such as the Mercedes-AMG A45.
There are 5 driving modes: Eco, Comfort, Sport, Race and Individual. But there’s also a so-called Nürburgring driving mode, which uses settings Volkswagen says were developed on the German circuit, where much of the Golf R’s chassis tuning took place.
Externally, the new Golf R is marked out from other Golf derivatives by a uniquely styled front bumper with a front splitter element and large lower cooling ducts. VW has also beefed up the sills underneath the doors, and there’s a prominent twin-plane spoiler atop the tailgate at the rear, plus a large 3-channel diffuser, which is bookended by 2 round tailpipes on either side of it.
What's it like to drive?
The new R features more power and torque and a new centre diff that makes it more rear-biased than before.
Step into the Golf R and you’re confronted by an interior that does its best to reflect the car’s sporting pretensions without deviating much from that of milder Golfs. There are standard-fit sports seats with integrated headrests, a suitably thick-rimmed sports steering wheel with larger shift paddles than those you’ll find in the Golf GTI, steel-capped pedals and a series of unique digital instrument displays among other bespoke touches.
The new seats, adorned with heavily sculptured squabs, are especially snug and quite supportive. They offer a good range of adjustment, allowing you to sit low, and there is plenty of adjustability to the steering column.
The dashboard is well built, although the shiny hard plastics on some sections does give it a slightly cheap look, despite the inclusion of more agreeable materials elsewhere. The pair of integral digital displays deliver sharp graphics at high resolution, although the central infotainment display in our test car was particularly slow to respond to inputs at times.
Which isn’t something you can say for the Golf R’s accelerative ability. With a 0-100 kph time of 4.7 sec, the newcomer doesn’t match the claimed 4.6 sec of its (7.5) predecessor, but it equals the official times quoted for the BMW M135i xDrive and Mercedes-AMG A35, and comfortably beats the 6.2 sec of the Golf GTI Clubsport.
What's more, the Golf R feels quicker than its quoted figures suggest. The manner in which it launches from a standing start is nothing short of spectacular. Load it up with revs with the launch-control and it explodes away in Race mode with determination. There’s momentary slip at the front wheels before the drive is properly apportioned, but from there the driveline is tremendously effective at transmitting the R’s reserves to the road.
Optional Akrapovic pipes are still available for the new model.
Low-end response from this EA888 unit also seems to have been improved. There is now a more natural, gradual build-up of turbocharger boost pressure below 2 000 rpm, after which the broad spread of torque makes this engine hugely tractable – just as before. Equally, the 2.0-litre turbopetrol motor now revs more freely as it approaches its 6 700 rpm cut-out. Best of all? You get this breadth whatever the driving mode…
The process of selecting the most responsive driving mode doesn't feel quite as laborious as it did in the Golf 7.5 version either. One press of the new R button on the left-hand spoke of the steering wheel instantly sets all the various functions – engine, steering, transmission, all-wheel-drive system and dampers – into their most aggressively tuned state, at which the new Golf R feels deliciously responsive and eager.
The added urgency brought by the reworked engine is supplemented by an improved action to the new Golf R’s DSG automatic transmission, which delivers smoother and faster shifts than the older unit used by its predecessor (most notably on downshifts).
Indeed, the new Golf R delivers a good deal of feel and involvement – more so than in any previous incarnation. It is always more intense and engaging than its front-wheel-drive Golf GTI sibling over any given road. However, while the variable-ratio steering system is very accurate, eager to self-centre and quite communicative, the lightness evident at lower speeds lingers, even when you’re pushing hard out on the open road.
As confidence-inspiring as the new car is, it would be even more memorable with some meaningful weight to the helm.
Fitted with the optional 20-inch wheels, the tyre profile looks tiny and unforgiving. 18s are also available.
That said, the result of the new chassis tweaks is an almost total absence of understeer, even on these winter tyres, for which the torque-vectoring system deserves some credit. There’s a very brief moment of push at the front-end under power into tighter corners, but the Golf R is truly throttle-adjustable and, with it, hugely enjoyable to hustle along.
The outstanding grip is backed up by tremendous body control. Late and aggressive turn-in brings just a brief pause before the VDM system nails the right level of damping force. The Golf R resists lean extremely well, remaining flat and eager as it scythes through corners, and it keeps pitching and diving well controlled. It is this overall composure that defines the new car and instils a more fluid – and agile – feel than any previous Golf R.
As for ride quality, while the going in the outgoing model could prove a little brittle over less-than-smooth roads, the new model delivers genuine compliance even in its most extreme settings. Certainly, this feels the most broadly usable Golf R that there has ever been.
Should I buy one?
The R doesn't look vastly different from the standard golf save for a few blue inserts and the sport seats.
Based on first impressions, the new R not only lives up to lofty expectations, it exceeds them.
Yes, it’s quick; perhaps not at the level of the Mercedes-AMG A45, but it certainly has the measure of its key rivals, the Audi S3, BMW M135i xDrive and Mercedes-AMG A35 4Matic.
However, the Golf R is also a terrifically well-balanced car – traction and exploitability are every bit as impressive as the tractability and superb manners of its reworked engine. For sheer performance and all-season appeal, it rises above the new Golf GTI – and comfortably so.
Admittedly, to properly gauge its handling in the dry, we’ll need more favourable weather conditions.
For now, what we can say is that the Golf R’s clever chassis technology brings a broader range of characteristics to the table than before. On the one hand, greater ride compliance and overall comfort, but on the other, appreciably more agility and body control in the more sporting settings.
Toyota has announced that it will preview a new mid-size battery-electric SUV in coming months.
The name of this forthcoming new battery-electric SUV from Toyota has yet to be made public but the Japanese automotive giant has divulged that it will be developed for Europe and that it will be built on the brand’s new e-TNGA platform.
Toyota says that the new e-TNGA platform is highly versatile and easily adaptable for a range of different product types. The platform architecture features key fixed elements but other elements can vary to allow for different vehicle length, width, height and wheelbase. The platform accommodates front, rear and all-wheel-drive layouts with various battery and electric motor requirements for a range of vehicle types which will afford Toyota the flexibility to produce individual models alongside each other while also reducing production time and cost.
The first e-TNGA model has already been developed with its production due to take place soon at Toyota’s ZEV Factory in Japan.
Toyota's new battery-electric SUV is destined to go on sale in Europe with production expected to start in the coming months.
“Toyota will shortly take the next step in the rollout of its forthcoming battery-electric portfolio by first previewing an all-new mid-sized SUV in the coming months. The versatility and flexibility of e-TNGA technology allows us to design and create vehicles that are not just battery-electric, but also exciting to drive and beautiful to look at,” said Koji Toyoshima, Deputy Chief Officer, ZEV Factory, Toyota Motor Corporation.
On the subject of new SUVs, we have been speculating for a while now that Toyota SA is preparing to produce a new model at its production facility in Prospecton, Durban, and since this is where the hugely popular Corolla Quest sedan is produced, we are quietly hopeful that Toyota will announce the local production of the Corolla Cross compact SUV in the new year, which is also expected to feature a hybrid powertrain. Let’s wait and see!
