Having sold more than 2 500 units of its Indian-made 7-seater small crossover model since it was introduced in the South African market early in 2020, Renault has consolidated its Triber range by adding a new top-of-the-range derivative fitted with a 5-speed automated manual transmission (AMT).
To recap, the Triber is based on a modified version of the CMF-A platform, which underpins the popular Kwid hatchback and competes against rivals such as the Suzuki Ertiga, Honda BR-V and Toyota Avanza. Standing less than 4-metres in length, the Triber is surprisingly spacious and shares some design cues with the familiar Captur and Kadjar, including the clamshell bonnet and LED daytime running lights. We understand that the model was specifically tailored for Renault’s customers in the BRICS countries (Brazil, Russia, India, China, South Africa).
The option of 7 seats adds practicality, but a 5-seat configuration is easily achieved by simply removing the third row.
In terms of practicality, the Triber comes with roof rails capable of holding a 50-kg load, while ground clearance is a claimed 182 mm, which is useful for kerb hopping or traversing the odd rural road.
Inside, the Triber features a dual-tone interior and dashboard, the latter with chrome-look trim, an LED instrument cluster and 3 rows of seats, of which the rearmost are removable – to either prioritise passenger portability or luggage space. Renault claims that there are 100 seating configurations in the Triber and, with the 3rd row of seating removed, the stated luggage capacity is 625 litres.
Better specced that you might expect
To ensure the requisite occupant comfort, the Triber has a dedicated air-conditioning matrix that additionally pipes air to the 2nd and 3rd-rows and, in Dynamique and Prestige derivatives, infotainment is provided by an 8.0-inch touchscreen system, which is compatible with either Apple or Android smartphones, offers navigation and supports Apple CarPlay as well as Android Auto.
Compared with the entry-level Expression derivative, Dynamique versions feature front seatback pockets, a seat drawer under the driver's seat, a cooled lower glove box, an upper glove box, a 12V socket and electric windows for the 2nd row, as well as rear speakers. The top of the range Prestige, which is now also available in automatic guise, additionally features, inter alia, keyless entry with push-button start/stop, a pair of tweeters, a 12V socket for the 3rd row and a reverse-view camera with guidelines.
A simple, yet stylish interior design should find favour with buyers.
Renault’s proven 1.0-litre, 3-cylinder engine, which produces 52 kW and 96 Nm of torque is paired with either a 5-speed manual gearbox or, in the case of the 1.0 Prestige, the 5-speed AMT. According to the French firm's local subsidiary, the claimed fuel economy of the Triber is 5.5 L/100 km irrespective of which of the 2 transmissions it uses.
Safety-wise, Renault has equipped the Triber with remote central locking, ABS and EBD, dual front airbags and rear parking sensors. Prestige derivatives additionally feature 2 front side airbags.
Renault Triber – Price in South Africa
1.0 Expression 5-spd manual
R183 900
1.0 Dynamique 5-spd manual
R193 900
1.0 Prestige 5-spd manual
R209 900
1.0 Prestige 5-spd AMT (automatic)
R219 900
In terms of after-sales service, the Triber comes with a 2-year/30 000 km service plan and a 5-year/150 000 km mechanical warranty. Services take place at 15 000 km intervals.
The Toyota Gazoo Racing South Africa website has confirmed that the new GR Yaris will indeed be ‘launching soon’ in South Africa!
The news that Toyota will be introducing the new Gazoo Racing (GR) Yaris in South Africa should get Toyota fans very excited!
Toyota has confirmed that the pocket-sized powerhouse will go on sale locally in mid-2021 with specifications and pricing to be revealed closer to the launch.
You may recall that the previous Yaris GRMN did not go on sale in South Africa and only 3 units were used locally for marketing purposes. The good news is that this situation would not be the case for the GR Yaris and it will go on sale to the public but we suspect that it will be offered in limited numbers.
The Yaris GRMN was a potent little firecracker and the new Yaris GR looks to take that fun-to-drive recipe to the next level.
Drawing on Toyota Gazoo Racing’s rally heritage, the GR Yaris packs a punch with a 3-cylinder, 1.6-litre turbocharged engine that offers up 192 kW and 360 Nm but there is also said to be a high-power version that offers 200 kW and 370 Nm. It has yet to be confirmed which variant the South African market will get but the TGRSA website currently shows that the 200 kW GR Yaris is destined for South Africa and we hope that is indeed the case.
Unlike the front-wheel-drive Yaris GRMN, the new GR Yaris features an all-wheel-drive system that can split power between the front and rear axle depending on the situation via modes such as Normal (60:40), Sport (30:70) and Track (50:50). An optional Circuit Pack, which comprises a Torsen limited-slip differential on both the front and rear axle, performance-tuned suspension and 18-inch forged alloy wheels with Michelin Pilot Sport 4s 225/40R18 tyres are also offered for the GR Yaris.
The GR Yaris employs the service of a 6-speed manual transmission and acceleration from zero to 100 kph is claimed at sub 5.5 seconds and the hot hatch will dash to a top speed of 230 kph.
Local pricing has yet to be announced but we will surely keep you updated as soon as more details come to the fore.
BMW will launch its 128ti premium hot hatch in South Africa soon. Fitted with a limited-slip diff, M Sport suspension and a 180-kW 2.0-litre turbopetrol motor, the 128ti is claimed to bolt from 0 to 100 kph in 6.3 sec and marks BMW’s first serious stab at the traditional front-wheel-drive hot hatchback market. Although Mzansi won’t get the full-fat 195 kW/400 Nm version as offered in Europe, the newcomer’s outputs are almost identical to that of the Golf 8 GTI.
Ever since BMW waded into premium compact hatchback segment with the 1 Series, be it with the rear-wheel-driven 1st-gen (E81/E82/E87/E88) or 2nd-gen model (F20/F21), the Munich-based manufacturer has curiously avoided a confrontation with the benchmark Volkswagen Golf GTI and fellow front-wheel-driven (FWD) hot hatches. Why? Well, the firm initially put its performance focus on 1 Series derivatives with inline-6 turbopetrol motors, which manifested as the 130i and 135i and later, the M140i. The 1M Coupe, meanwhile, was a precursor to the 2 Series Coupe flagship, the M2.
The 128ti can be distinguished by its black grille and red accents on the bumper vents and side skirts.
However, when BMW switched to a FWD platform for the third (and current) F40-generation 1 Series, it began by aiming low with the entry-level 118i (powered by a 1.5-litre 3-cylinder engine) and, from there, ventured into Audi S3, Golf R and Mercedes-AMG A35 territory with the potent all-wheel-driven M135i xDrive flagship – read our recent review. More versions of the 1 Series are offered in overseas markets, but in Mzansi there is a near-R250k chasm between the aforementioned cheapest and dearest derivatives – and nothing but 118i trim lines in between. Well, that will change when the 128ti arrives in Mzansi during the first quarter of next year and the newcomer will rival more than a mid-range Audi A3 Sportback and Mercedes-Benz A-Class!
In BMW’s new front-wheel-drive (unless with xDrive, on top versions) compact car era, however, a showdown with the Golf GTI, Renault Megane RS, Hyundai i30 N, Honda Type R and other models is inevitable. Given that the Volkswagen Golf GTI is such an influential player in the premium compact hatchback segment (even though it may no longer be the benchmark hot hatch in terms of outright performance), BMW needs to package a sporty 1 Series derivative that will appeal to typical GTI buyers; a hot hatch with kerb presence and pedigree, but also a superbly balanced driver’s car. Of course, the BMW’s arrival is also juxtaposed with the recent unveiling of the dual-clutch-automatic version of the facelifted Hyundai i30 N.
BMW has used the “ti” nomenclature on its past models, albeit rather sparingly.
Why a “ti”?
You might be wondering what’s with the “ti” (Turismo Internazionale) suffix, which is more commonly associated with an Alfa Romeo trim line. Well, BMW used it on its 3 Series Compact derivatives at the turn of the last century, but the brand has been using the designation (sparingly) since the ’60s. To be fair, the BMW might be reluctant to call its newcomer “M128i” because it has decided to associate the M prefix with all-wheel-drive derivatives as far as its compact models are concerned. Besides, any association with the 1970 Nurburgring 24 Hour-winning 2002ti is positive!
The Munich-based firm previously teased a pre-production version of the 128ti undergoing calibration test drives on the hilly roads of the Eifel around the Nürburgring Nordschleife and, of course, on the famous race track itself. It’s evident BMW is keen to follow the GTI’s example and make its new hot hatch look eye-catching and purposeful, but without upstaging the M135i xDrive, of course.
The 128ti was apparently developed with British B-roads foremost in mind; it’s set up for handling balance, not track excursions.
To that end, the newcomer features M Sport bumpers fore and aft with high-gloss black inserts and specially sculpted side air intakes, as well as air vents at the rear that are finished in red. The side skirt extensions and “ti” livery ahead of the rear wheel arches are in a matching red, unless the car is finished in Melbourne Red or Misano Blue metallic, when the accents come in black.
What’s more, the 128ti features a black grille, -side-mirror caps and BMW Individual High-gloss Shadowline window trim, while a darkened “BMW Individual” headlight finish is optional. The “128ti” badge on the tailgate is in chrome, the two tailpipes each have a diameter of 90 mm and the South African cars will be shod with 8J x 18 inch light alloys wrapped in 225/40 R18 92 Y XL tyres.
The black faux diffuser in the bumper is the biggest clue that this is the 128ti, the red accents are very subtle at the back.
The racy-red theme continues in the BMW’s interior, which features a plethora of accents. A red-stripe pattern adorns the backrests of the standard Sensatec/cloth sport seats, while a red “ti” is embroidered into the centre armrest, matched with contrast stitching on the door panels and armrests, instrument panel, floor-mat edging and the standard M Sport steering wheel.
Standard spec includes a black headliner, an M footrest, stainless steel-capped M pedals, M strips on the front door sills, and M seat belts, but sport seats or M Sport seats (with integral head restraints and extendable seat surfaces) are optional, trimmed either in Trigon/Sensatec upholstery in black with special BMW M piping and blue contrast stitching or – like the sport seats – with Dakota leather in Magma Red or black.
Prospective 128ti buyers will appreciate the sports steering wheel and M-branded stainless-steel-finished pedals and footrest.
Where it fits in
The 128ti will slot into the 1 Series line-up just below the M135i xDrive, but whereas the latter is all-wheel-driven and produces 225 kW and 450 Nm from, the 128ti is front-wheel-driven (but fitted with a Torsen limited-slip differential) and according to BMW SA’s website, produces 180 kW (from 5 000 to 6 500 rpm) and 380 Nm (from 1 500 to 4 400 rpm) from its 2.0-litre 4-cylinder turbopetrol motor, mated with an 8-speed Steptronic sport transmission. The European and UK version produces 195 kW and 400 Nm; it’s not clear why the 128ti earmarked for South Africa and Australia will be a slightly detuned version, but we’d guess it might have to do with hot climate conditions, fuel quality, higher cost per unit or perhaps simply because BMW does not want to cannibalise M135i xDrive sales.
BMW claims its newcomer is capable of bolting from 0 to 100 kph in 6.3 sec and achieving a top speed of 243 kph, but the 128ti doesn’t only rely on its punchy powertrain – it carries over some of the M135i’s hardware, such as the lowered (by 10 mm) M sport suspension, which includes firmer anti-roll bars and anti-roll bar mounts with high preload, as well as stiffer springs and shock absorbers.
The Ti detailing in the centre armrest is matched by red contrast stitching on the seats, door cards and steering wheel rim.
Along with a model-specific steering setup, BMW has also fitted an M Sport braking system (but with red calipers), that consists of 360 mm ventilated discs with aluminium 4-piston monoblock fixed callipers at the front, while 300 mm discs are fitted at the rear.
Crucially, the front-wheel-drive 128ti is around 80 kg lighter than its flagship sibling and the limited-slip diff, with locking factors of 31% when accelerating and 26% when decelerating, is assisted by BMW Performance Control, whose “sharper” yaw-moment distribution boosts rear-axle agility and the 1 Series range’s integral ARB (near-actuator wheel slip limitation) technology, which works in conjunction with DSC to reduce power understeer – a typical drawback of front-wheel-drive cars – “without the need for corrective inputs to stabilise lateral dynamics,” BMW says.
The Volkswagen Golf 8 GTI is also scheduled to arrive in South Africa early next year. Read our launch review here.
Now for the proverbial tale of the tape. Usually, a high-end (but non-M) 1 Series derivative would be compared with 2.0-litre turbopetrol versions of the Audi A3 Sportback and Mercedes-Benz A-Class; but seeing as Audi does not currently offer anything between its 1.5-litre turbopetrol- and S3 derivatives, the Bimmer’s first and best premium-marque competitor is the Mercedes-Benz A250 AMG Line, which delivers 15 kW and 30 Nm less than its Bavarian rival. Compared with the Volkswagen Golf 8 GTI, the 128ti produces an identical peak power output (180 kW) and just 10 Nm more torque.
The Bimmer closely trails the Megane RS 280 Lux/Cup, i30 N N-DCT and Civic Type R in terms of maximum torque output (by 10 Nm to the Renault, 12 Nm to the Hyundai – which is not yet confirmed for the South African market – and 20 Nm to the (manual-only) Honda. Of the trio of cars, perhaps the Megane RS 280 Lux is the most natural 128ti competitor, but we don’t believe it’s in the same league as the BMW in terms of premium appeal. In the table below, we’ve also included the figures of the limited-edition RS 300 Trophy and Golf 7.5 GTI TCR, both of which arrived in SA recently.
With the introduction of a dual-clutch automatic ‘box, the facelifted Hyundai i30 N has a bigger target market. Read more.
Here’s a breakdown of what the market’s headlining hot hatches produce:
The all-new BMW 128ti will be arriving in South Africa in the first quarter of 2021, which is round about the same time as the arrival of the new Volkswagen Golf 8 GTI. Let’s get ready to rumble.
The 2nd-generation model of one of SA’s best-selling compact family cars has arrived on local shores. The first Hyundai Creta took its sweet time to be launched in Mzansi, but this one is all-new, fresh from the factory. We recently had a quick drive in the new top-spec 1.4 TGDI Executive DCT derivative?.
What’s new
The transformation in exterior appearance from the GS- to this, the SU2-generation model is significant; the Creta's looks have evolved from plain and inoffensive to um, interesting and polarising, but quite a few other aspects of the Creta package have changed. The platform of the new model is larger than before – it's the same as the one that underpins the current Kia Seltos. Both models are produced in India, but in different factories (Creta comes from Chennai, Seltos from Bangalore), with the only differences being that the Kia is 15 mm longer and 10 mm wider than its cousin.
New engines have been included for this generation and they're paired with updated transmissions. The range features a new entry-level "Premium" derivative and more features have been added to the Executive specification, but the implementation of electronic stability control across the range is arguably the single biggest spec upgrade from the previous generation.
Engine line-up
Hyundai's design team has used all of its styling elements on one vehicle, it seems.
Hyundai is covering all the bases with the new Creta by offering petrol, diesel, manual, auto and even something similar to a CVT, but with a different name.
The entry-level Premium is powered by a newly-developed 1.5-litre naturally aspirated engine that's said to produce 85 kW and 144 Nm of torque and is mated with a 6-speed manual gearbox. If you opt for this version in Executive spec, it comes with what Hyundai calls an IVT (intelligent variable transmission), which is a way of indicating that it has a CVT auto 'box, but without having to say so…
The 85 kW/250 Nm 1.5-litre turbodiesel motor, meanwhile, is the same unit as was recently added to the Seltos range and is only available in conjunction with a 6-speed automatic transmission.
The final engine in the line-up is the 103 kW/242 Nm 1.4-litre turbopetrol, which is mated exclusively with a 7-speed dual-clutch transmission (DCT), again, it's the same powertrain as used in the range-topping Seltos. Compared with its previous DCT efforts, Hyundai's made a nice step forward with this 'box. It’s much smoother-shifting and less prone to making clunky kickdowns under acceleration.
Black only interior exclusively for the 1.4 turbopetrol model.
The range-topping 1.4 TGDI Executive DCT is the only derivative that features an all-black leather interior; the other versions get a grey-and0black combination of stitched hide, except for the entry-level Premium, which makes do with a grey/black cloth combo. The black leather certainly looks like it will attract fewer stains! The centre fascia marks a big departure from the previous version with an uncluttered matte black panel that houses the new infotainment system. The system handles all connectivity and audio requirements and is both Apple Carplay and Android Auto compatible.
Interestingly, none of the Creta derivatives come with climate control (automatic aircon). They feature manual HVAC controls (temperature control-, fan speed- and ventilation direction knobs, plus a button each for recirculation and A/C). It’s a step back from the previous Creta, which is rather unusual with a generation change, but at least there is still airconditioning in some form.
The steering-wheel design features 4 spokes and I actually found the brushed satin bars below the upper spokes (with the mounted buttons) quite comfortable for the purpose of resting your hands.
As for space, the load bay is slightly larger than before with a claimed capacity of 433 litres (old model: 402 litres). Rear passenger space is better too, largely thanks to the lengthened wheelbase.
Lastly, the rollout of electronic stability control across the range will certainly increase the Creta's appeal to safety-conscious buyers, because the previous model’s lack of that feature was a glaring omission in spec-for-spec comparisons between the Hyundai and its rivals. A couple of airbags is standard in the Premium, while Executive versions feature 6 airbags (dual front, side- and curtain).
What's it like to drive?
Nicely planted on- and off-road, which is a major improvement over the previous generation.
During an extended drive on a stretch of gravel on the Van der Stel Pass, the top-of-the-range Creta demonstrated that it offers good damping on mixed surfaces. Along the 17-km dirt road, the newcomer felt planted and offered a reasonably pliant ride quality, allied with an admirable level of sound insulation in the cabin.
On tar roads, it didn’t display erratic handling traits and remained poised, with little intrusion from wind or engine noise at freeway speeds. This is a much more resolved car than its predecessor, which didn’t like quick changes of direction (it leant excessively and even lost traction sometimes); the improved road holding and even feel through the weighty steering instantly instils driver confidence.
Summary
Perhaps the side profile will be considered its best side?
The Creta has been a big seller ever since it landed in South Africa in 2017, especially because it's a bit larger than most compact family cars. It’s less clear if this new model will do the same; it’s by far a better product with more space, more refinement, quieter engines and better road manners, but its design is less palatable than before. Pricing is in line with its competitors and Hyundai’s warranty is always a plus in the decision-making process, but considering how similar it is to the Kia Seltos, both in price and platform, some buyers may be drawn to the slightly less "interesting" design of the Kia.
Less yellow with a slimmer ring, that's the gist of Opel's new badge.
There has been an enormous rebranding of most car company logos over the last two years.
As brands attempt to become more relevant in the digital marketing space, the realisation has been that 3D logos don’t work. They might look great in the middle of a traditional grille, but on a flatter surface, the appearance can be odd.
With companies committing to electric vehicle fleets in future, the conventional black grille, with cooling grids or slats, will disappear. It will be replaced by a solid front panel, upon which a 2D grille looks much better.
The latest car company to adopt a new logo, heralding its transition from a 3D- to 2D corporate identity, is Opel. Now under the ownership of PSA, the German-engineered brand has flattened its ‘blitz’ logo and selected a new font.
According to Opel the company’s logo has been minimalised. The kink in Opel’s ‘blitz’ is not much thinner, but the ring that surrounds it is narrower in profile – but not diameter.
Graphic designers at the Russelsheim company have not only changed the logo that will sit at the front and rear of its vehicles, but also its backing colour and font.
For decades Opel has been synonymous with a deep yellow corporate colour. That now changes to a lighter neon yellow. This colour has been sourced from the same palette that supplied yellow detailing to the Opel GT X Experimental concept car, which eventually matured into the Mokka.
The last aspect of Opel’s new corporate identity is the font, which is more angular. The company name also no longer appears on the logo ring.
Opel has confirmed that its Mokka and updated Crossland will be the first models to feature this new logo, due for rollout by mid-2021.
Calvin Fisher has a long history with hot 2 Series BMWs. This one is the hottest of the lot, the 331 kW/550 Nm BMW M2 CS (Clubsport), which was launched at Kyalami Race Circuit. We wished him good luck.
Meet the BMW M2 CS, a track-oriented M car if there ever was one. Years ago, I was one of the fortunate few to try out the original M240i at the Las Vegas Speedway and then, about 12 months thereafter, I returned to the 'States to try out the (then) new BMW M2, which had its first outing at the legendary Laguna Seca Raceway.
But today, Kyalami – an equally winding circuit with a comparable amount of elevation change to the famed Californian circuit – would host my eagerly anticipated meeting with the ultimate version of the F87-generation 2 Series: the BMW M2 CS, with its thumping 3.0-litre inline-6. Under its carbon fibre bonnet lurks 331 kW (peaking at a lofty 6 250 rpm) and 550 Nm of torque. That’s approximately 10% more powerful than the already sublime M2 Competition model. But, as I was about to discover, and you’ll encounter in the following paragraphs, power isn’t all that’s been improved.
Very limited
Just 30 units have been made available to SA with the first 20 being auctioned off to the highest bidders.
But first, let’s talk exclusivity. Yes, the M2 CS is a limited-edition model, BMW’s 1st low-volume compact model since the 1M Coupe. And while 2 200 units will be produced, Mzansi will get only 30 of those. By the time you read this, the first 20 had been auctioned off for around the sticker price. That’s right, twenty R1.65-million cars (depending on options) were snapped up instantly. If you want to get your hands on one of the last ones, you better call in a few favours or find a dealer who's got an allocated unit to sell you (alternatively, you may have to buy a speculator's car at an inflated price).
And did I say track-biased? Well, yes, but don’t think of actually taking this rare machine to one, because if you do, you'll incur the wrath of the gods of Motorplan. Instead, we must dust off that old cliche aka, it’s "a racecar for the road". It's quick as greased hell, yet comfortable enough to live with and then there’s the fact that unlike its Porsche Cayman GT4 rival, the M2 CS still has rear seats. It’s also rather handsome, if you enjoy aggressive aero, muscular body panels and blistered wheel arches. I certainly do. My steed, in particular, was a sight to behold, resplendent in Misano Blue with the optional matte gold alloy wheels at each corner, shod with Pilot Sport 2 rubber. Gripping stuff. The standard-issue wheel is an equally attractive 19-inch Y-Spoke rim. Either or, really.
About that carbon fibre, well it’s just bloody everywhere. That aforementioned vented carbon fibre bonnet is 50% lighter than the one on the M2 Competiton. The mirror caps and roof are also made of that magical dark-weave material, ditto the front splitter. As a result, overall weight has been shaved and that will affect the responsiveness of what was already an accomplished performance chassis – one that further benefits from the adaptive M suspension for supreme handling.
But to appreciate that, one must climb inside. Drop a cheek into the leather and Alcantara M Sports pew and you’ll encounter yet more carbon fibre. You’ll also get to grips with an M Sports 'wheel (of which the rim can be trimmed in Alcantara) available with or without paddle shifters depending on your choice between a 6-speed manual or 7-speed M double-clutch auto 'box. The centre console is lashed with carbon and the cabin's littered with fine details such as M2 CS door sills and badges, plus fire-red stitching – the tinsel of motorsport, or exactly what you want in your special-edition M car.
And since I’ve just mentioned littering, now’s a good time to decide where you’ll put your phone, wallet and keys since the M2 doesn’t come with a cubbyhole. Instead, it comes with a 0-to-100 kph sprint time of just 4.0 sec, which is, well, wonderful. It also means that you’ll find your previously mentioned items "somewhere in the back". Top speed is rated at 280 kph, which is enough in anyone’s books.
Lightweight leather and Alcantara sports seats are standard, as is carbon fibre in as many places as you can fit it.
To reign in all that shunt and grunt, BMW has fitted highly capable M Sport brakes matched with red calipers. Ours has the optional carbon-ceramic brakes for greater stopping power and another weight saving (in unsprung mass), this time a further 23 kg. The driver will have the usual M Dynamic modes and profiles to switch between ala Comfort, Sport and Sport Plus, the latter really leaning into the Active M differential’s abilities. This helps appreciably in what is ultimately a high powered, torquey rear-wheel-drive sportscar with a smallish footprint.
Dial all the settings up to the high heavens and you'll unlock a performance whip that improves on the Competition model in every aspect. Louder, livelier, more responsive and just gluttonous in its ability to eat up corners. Kyalami has 13 turns, and I had the time of my life transferring every single one of them from the windscreen to rear-view mirror (on at least 6 occasions) before BMW took the keys away from me. Add to this the fact that a glorious straight-6 soundtrack is integral to the driving experience, and you’ll understand why I was reluctant to extract myself from the CS' driver's seat.
Verdict
One of BMW's greatest hits, but we hold thumbs that reports of the next-gen 2 Series Coupe will be a RWD car are true.
There is an obvious, inherent specialness to the BMW M2 CS; many people thought the aforementioned 1M Coupe was a once-off, but the M2 CS has brilliantly followed in its tracks. With the 1 Series hatchback and the 2 Series Gran Coupe going down the front- and all-wheel-drive route, arguably at the cost of ultimate driver involvement, there were fears the M2 CS would be BMW's final great small sportscar. Fortunately, a next-gen 2 Series Coupe (based on the Z4's RWD architecture) is said to be around the corner, so hopefully, this extraordinary coupe won't be the last of the breed.
Ultimately, the M2 CS doesn’t need to justify its price of R1.6 million. In excess of 300 potential buyers are in the queue for a shot at the chance to own one of just 30 units. With the CS, which is one of my most memorable drives of 2020, BMW has turned its scalpel into a laser. A powerful, noisy precision instrument that can hold its own against anything you throw at it. I’d say get one, but you probably couldn’t even if you tried…
The most-famous nomenclatures will not be retired – any time soon.
Mercedes-Benz has registered some interesting new model derivatives with the European patent office.
The German company is unreserved in its pursuit of electrifying its product portfolio, allowing the world’s oldest automotive brand to compete with the 21st-century upstart, Tesla.
Mercedes-Benz has confirmed that its forthcoming Tesla rival will be a large luxury sedan, called the EQE. In a global market where sedans are being rapidly displaced by SUV and crossovers, this might appear an odd strategy, but it is one which has served Tesla well with its S and Model 3.
Few car companies can match Mercedes-Benz’s experience in the design and engineering of large luxury sedans and with EQE, it wishes to secure a battery-powered future for its customers.
The EQE is expected to be similar in size to an E-Class yet equipped with superior technology and interior space. But what of the performance versions?
Mercedes-Benz has certainly shown its intent with EQE, having now filed registration papers for 43, 53 and 63 variants on the model range. As any follower of AMG will recognise, those three nomenclatures fit very much within the current offering of Mercedes-Benz’s six- and eight-cylinder high-performance vehicles.
It is clear that even without the presence of a turbocharged in-line six or V8 engine on-board, Mercedes-Benz is keen to retain an association with the AMG brand’s internal combustion lineage. These future EQE 43, 53 and 63 derivatives might only be powered by a combination of batteries and electric motors, but they will carry badges with a proud petrol heritage.
The implications of these new EQE 43, 53 and 63 names being registered, are potentially significant. It will be very challenging for Mercedes-Benz to market both turbocharged E53/63 cars and its EQE 43, 53 and 63 variants.
In terms of performance, the EQE cars will in all likelihood be faster. This means that Mercedes-Benz might be forced to make a difficult decision and discontinue (or rebadge) its E-Class AMG internal-combustion models, as we know them, in future.
The business case for a next-generation E53 or E63, with a turbocharged four-cylinder hybrid powertrain, will be interesting. Especially if there are EQE 53 and 63s to rival it, with better acceleration and more interior room.
Rolls-Royce will produce a dozen Neon Nights-themed Wraith-, Dawn- and Cullinan Black Badge derivatives and the trio of audacious Day-Glo-like finishes are inspired by an Aussie tree frog, a Hawaiian tree flower and a South American butterfly. Although these solid-coloured cars are undeniably attention-grabbing and utterly bespoke status symbols, this bold collection arguably represents a case of Rolls pushing the boundaries of good taste to their absolute limits!
Described by the Goodwood-based firm as the darker and edgier enfants terrible (precocious children) of the family, this Neon Nights trio is NOT part an elaborate publicity stunt and it isn't a product of a bored aspiring digital artist's mucking about with image-editing software in the wee hours of the morning either. The creations are based on Black Badge derivatives of the brand's coupe, cabriolet and first-class SUV and a genuine product line. Bathed in "super-solid Neon Nights colours", the cars were created initially for clients in the United States… and now the British marque plans to build more!
The Wraith Black Badge is finished in Lime Rock Green. Kermitmobile?
Rolls-Royce says it will now make 3 further iterations of each colour "available for commission" (that's Rolls-Royce speak for "the order books are open and if you have to ask the price, don't bother enquiring"), which will mean a limited run of just 4 cars of each retina-searing hue.
Like all manufacturers of super-luxury cars, Rolls' bespoke division will allow you to specify a car to your heart's content to ensure there will be no other example of the model you've bought in the world that will be identical to yours. Rolls-Royce famously claims to be able to finish a car in any colour that you'd like, all that you have to provide is a sample or an example of the hue of your dreams… But whereas there are supremely dear cars dotted around the globe festooned with the most peculiar exterior finishes, the Goodwood-based firm is happiest to celebrate buyers' decidedly eccentric tastes.
Dawn Black Badge is finished in the provocatively named Eagle Rock Red.
Wraith Black Badge (shown at the top of the article) is finished in Lime Rock Green, a near-luminous hue naturally bestowed on the Australian green tree frog, which Rolls-Royce Bespoke Paint Specialist Sami Coultas first encountered on a trip to Tamworth, north of Sydney. The interior is swathed in Scivaro Grey leather, with Lime Rock Green accents in the form of stitching and piping.
Meanwhile, the striking Eagle Rock Red created for the Dawn Black Badge mimics the flowers of ‘?hi‘a lehua, an evergreen tree native to Hawaii. The interior is finished in Selby Grey leather with Koi Red stitching and piping details.
Mirabeau Blue has a more marketable name than Rhetus Periander Blue.
And lastly, for the Cullinan Black Badge, Rolls-Royce looked to an exotic butterfly, Rhetus Periander for inspiration. Known as the Periander metalmark, this species is found across Central and South America; the vibrancy of its wings is said to be "faithfully captured" in the blue finish. The SUV's Arctic White leather interior (detailed in Lime Rock Green) provides a dramatic contrast.
In all 3 cars, the Technical Fibre fascia is embellished with a spectacular graphic, the brand says. The paint effect provides an intense neon glow and depicts the distortion of artificial light with speed.
2020 has been a strange year for everyone, including Rolls-Royce; in August, the brand launched the Wraith Kryptos "puzzle car", which features a labyrinth of complex ciphers in its detailing, which buyers were challenged to try to solve. And, it's not the first time that the Goodwood-based firm has "pushed the boat out" with an outlandish palette of exterior colours…
At the 2019 Pebble Beach motor show, Rolls-Royce displayed Ghost, Wraith and Dawn Black Badge derivatives finished in – wait for it – pastel colours. What will they think of next?
Toyota’s new small car is eager to jump into the entry-level segment and shoo away the competition. We took the newcomer for a quick spin around Cape Town to see if the Japanese brand is onto a winner.
What is it?
Toyota hasn’t offered anything capable of dominating the entry-level car market since the Tazz made its departure for the big parking lot in the sky. The Aygo city car seemed too small for our market and the Etios looked a bit strange and a felt of marginal quality, at least for a Toyota product. Admittedly, the Etios did get better with multiple updates through the 2010s, but it couldn’t touch Volkswagen’s Polo Vivo on the sales charts.
The Agya steps into that role vacated by the venerable Tazz with the entire range landing with asking prices under R200k. It has 4 doors, a steering wheel, air-conditioning, electric windows all-round and, importantly, 2 airbags and ABS with EBD. A glance through the spec sheet shows that its a match for its rivals, such as the Renault Kwid to the Hyundai Grand i10,Suzuki S-Presso and probably the pick of the bunch, the Suzuki Swift GL.
Is the engine any good?
The little 3-pot under the bonnet offers unexpectedly good results.
Toyota SA had 2 choices of engines to choose from (at the plant in Indonesia where the Agya is produced): a 1.0-litre 3-cylinder or a 1.2-litre 4-cylinder. It seems that trying to sneak under that all-important R200k mark forced Toyota’s hand… The 1.0 3-cylinder produces a smidge under 50 kW and 89 Nm of torque – not numbers wannabe boy racers are going to lust after, but at 835 kg, the Agya doesn’t have much mass to propel.
On our route up and over the likes of Chapman’s Peak Drive and Ou Kaapse Weg and the mighty Kloof Nek climb, the 3-pot felt more than capable. I was alone in the car so I can’t speak for what it’s like with 2 or 3 passengers on board, but it had more than enough power to accelerate up some of the steeper sections and even maintained momentum without me having to row through the gears to keep the li'l motor "on the boil".
I would go as far as to say the engine is perky; the Agya feels more alive than some of the rather lifeless and gutless competitors it’s up against.
What’s it like to drive?
The 14-inch wheels are standard across the range.
To be frank, many of the Agya’s rivals feel tinny, tend to sway in crosswinds and don’t feel particularly stable under cornering. The little Toyota certainly doesn’t suffer from any of those afflictions; it’s actually quite fun to drive. For its size, the Agya feels quite planted at freeway speeds and when the mood takes you to corner with, shall we say, enthusiasm, the Japanese hatchback is quite playful. It’s sufficiently agile and doesn’t seem to mind being flung around, which is something you do at your own peril in most of the offerings at the cheaper end of the entry-level market.
The steering feels well connected to the wheels (that may sound odd, but there are entry-level cars that appear to have their steering connected to an app… on someone else's phone). The Agya has a reliable amount of heft to the turn, which augments the car's confidence-instilling stability.
What does it have inside?
A basic setup inside, but most of the essentials are there. Opt for the upgraded infotainment if you want Carplay or Android Auto.
Personally, I would like some adjustability to the seating position, preferably to the seat height or steering column; the Agya has neither. You sit in the position Toyota declares suitable with only the option to move forwards or backwards on the rails. That means a very high seating position, but thankfully the roof is also higher up than in a standard hatchback, so there’s sufficient headroom for drivers over 6ft tall (1.83 metres).
The backrests of the front seats are a single unit, so there’s no headrest adjustability either, and they could do with a bit more lateral support as descending through the tight turns of Chapmans Peak resulted in an unexpected abdominal workout in my efforts to remain securely seated.
Rear occupant space is good; there is relatively ample legroom, even when seated behind the driver's seat set up for a person that's 6ft in height.
Overall, the interior build quality seems above segment-average with no particular pieces of trim that stand out as excellent and none that seem to emanate from a margarine-tub factory. The rear-view mirror is a bit flimsy and prone to vibrating so everything looks a little blurry behind you.
The infotainment system on the standard derivative looks like a standard radio, but Toyota will offer the option of a touchscreen infotainment system (replete with Android Auto and Apple CarPlay compatibility) very soon. The standard system will give you access to Toyota Connect, which works as an app on your phone that allows you to stream video and music, there’s even free data (10 GB) thrown in for use within the App.
Is it safe?
The roof spoiler unlikely to be particularly effective at Agya speeds, but gives it an athletic look.
The Agya is equipped with 2 airbags up front and ABS with EBD, making it par for the segment. No electronic stability control is specced. We don’t have any relatable crash test data to go on aside from the ASEAN NCAP results, which tests cars for South-East Asia, where the Agya scored 4 Stars. In the same test, the Renault Kwid scored zero and the Datsun Go scored 2 stars. The Suzuki Swift scored 5 stars.
There are also 2 ISOfix points in the rear for fastening child seats.
Pricing
Toyota offers a 3-year/100 000 km warranty and 2 services/20 000 km service plan as standard.
The Toyota Agya, at first appearance, seems to be a decent offering from Toyota. Its engine performance and overall driving experience eclipse those than those of its competitors, possibly with the exception of the Suzuki Swift. It’s fun to drive and feels quite stable at freeway speeds.
Inside, there’s plenty of passenger space for both passengers (in the front and the rear) and, with a 260-litre load bay, there’s adequate room for medium-sized suitcases too. The current infotainment system might not seem up to scratch at first glance, but coupled with Toyota’s Connect system it offers steaming services and data. You can always upgrade to the touchscreen system if you can spend a few more Rands anyway.
With the new Agya, Toyota may not have the volume seller of the Vivo’s calibre (at least that remains to be seen), but the newcomer probably has enough going for it to fight for the lead in the A-segment, where it's more than likely to steal sales from the Kwid, Go and Hyundai Atos.
There's some great news for motorists as we go into the final month of 2020. The price of petrol will be coming down.
As we wind down what can only be described as the strangest of years, we can take comfort that one of the biggest upsides was a near-constant reduction in the prices of petrol. This trend is likely to continue and according to the AA who comments on the unaudited month-end fuel price data released by the Central Energy Fund, petrol is likely to decrease by around 27 cents a litre.
It's not all good news as paraffin is set to increase by 22 cents a litre and diesel’s price increase has been contained to around 13 cents a litre. "International product prices of refined fuels spiked just before mid-month, but then pulled back. Petrol clawed back its losses to end in positive territory, while diesel swung further into negative territory," the AA says.
"The fly in the ointment is that the international price of refined fuels has trended upward over the last ten days, so here's hoping it doesn't spoil the party. It has been a long time since a stronger Rand was able to come to the rescue of South African fuel users, and if the current trend continues, the country seems set for improved fuel price stability as we enter 2021," it concludes.
